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ASPHALT CONSTRUCTION ISSUE

MATICH CORPORATION & PAVEMENT RECYCLING SYSTEMS TEAM UP ON REDLANDS AND RIALTO STREET OVERLAY PROJECTS 12 AMERICAN ASPHALT & CONCRETE, INC. 18 GRANITEROCK


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Asphalt

CONTENTS

Construction Issue

Feature Articles 06

PAVEMENT RECYCLING SYSTEMS

Provides Cold Milling, Pulverization and Stabilization Services for General Contractor Matich Corporation on Redlands and Rialto Street Overlay Projects

06

12

AMERICAN ASPHALT & CONCRETE, INC.

18

GRANITEROCK

26

RDO INTEGRATED CONTROLS

Completes Asphalt Maintenance Project for Border Patrol at Imperial Beach Station

Repaves 10-Mile Section of Highway 1 Through Pacifica and Part of Daly City from Gray Whale Cove to I-280 for Caltrans

12

Your Paving Problems Solved with Intelligent Compaction

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

CONTRIBUTING EDITORS: Brian Hoover, CMS, LLC Blair Scheibel, RDOIC Steve Cota, Patriot Risk

GRAPHIC DESIGNER: Aldo Myftari

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. P.O. Box 892977, Temecula, CA 92589 / Phone: 909-772-3121

FOR ADVERTISING INFORMATION: Please call: (909) 772-3121


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Pavement Recycling Systems Provides Cold Milling and Full Depth Reclamation (FDR) Services for General Contractor Matich Corporation on Redlands and Rialto Street Overlay Projects By Brian Hoover, Editor

CITY OF REDLANDS PARIS STREET OVERLAY PROJECT The City of Redlands maintains 378 lane miles of local streets, 129 lane miles of minor streets and 133 lane miles of major streets. That’s 640 total lane miles that must be maintained, and when necessary, replaced to keep their city streets safe for the 814,000 vehicle miles traveled each day citywide. It has been seven years since the Redlands City Council approved the Pavement Accelerated Repair Implementation Strategy (PARIS), which is based on pavement management data collected on the condition and traffic volumes of the City of Redlands streets to create a matrix ranking the repairs. One of the standardized methodologies used for accessing pavement condition is the Pavement Condition Index (PCI). PCI provides a simple, convenient and inexpensive way to monitor the condition of a 6

pavements surface. It is a numerical index measured between 0 representing a worst case condition and 100 representing a best case condition. Back in 2012, California posted a statewide average of 66, categorizing the overall pavement condition as “at risk”. The City of Redlands scored an average index of 53 in the same year, categorizing the pavement condition as “at risk” and approaching the “poor” condition. After implementing the PARIS strategy for five years, the City of Redlands posted a PCI of 83 or “good to excellent” rating in 2017. Before the PARIS strategy was implemented, around 83 miles of Redlands streets had been repaired from 2007 to 2013. By 2017, 330 lane miles of streets had been resurfaced through the PARIS program with around 105 street miles left to be paved after 2018. Matich Corporation (Matich) is one of the contractors involved in the multiple phases of the PARIS

2019 asphalt construction ISSUE CALCONTRACTOR

Redlands project. They supplied the hot mix asphalt, paving crews and laborers for the fourth phase of the PARIS initiative known officially as the Paris 2017 Resurfacing Project (1491-1740) Project No. 41501, which we will refer to as the PARIS resurfacing project. The scope of their work consisted of resurfacing various streets throughout the City of Redlands. This required the implementation of several methods including asphalt pulverization, Full-Depth Reclamation (FDR), grind & overlay, header cut & overlay, type II slurry seal, and all markings and striping. They were also asked to replace curb & gutter and cross gutter as necessary, as well as to replace water services with a new meter box, protect all existing utilities, trees and monuments, and do any other necessary public or private improvements as deemed necessary to restore all areas to pre-construction quality and conditions. www.calcontractor.com


Left: Representative distressed pavement requiring an Engineered Full Depth Reclamation (FDR) reconstruction of the existing pavement section. FDR saves time and money, while reducing community and environmental impacts. Above: PRS utilized a Wirtgen 240i reclaimer to perform both the asphalt pulverization and cement stabilization that comprise the FDR process. Use of this machine allows for in-place recycling and construction of FDR sections of up to 18-inches in a single lift operation.

The PARIS resurfacing project for the City of Redlands, consisting of pavement work in primarily neighborhood and surrounding arterial streets, began in May 2018 and was completed in February 2019 with a final price tag of around $7,674,000. Jake Reade was the project manager in charge of overseeing this Full-Depth Reclamation (FDR) overlay project in Redlands. FDR is a sustainable engineered process that allows an agency to reuse its existing pavement materials in the reconstruction of the new pavement. “Various methods of pavement construction processes were www.calcontractor.com

performed on this project, including a cold mill and overlay pavement rehabilitation strategy,” says Reade. “The more severely distressed pavements on the project required an FDR with cement pavement reconstruction strategy to include both FDR 200 that required both asphalt reclamation and in-place cement stabilization of the subgrade soils, and FDR 25 to encompass the asphalt pulverization and grading process.” Reade further adds “that by reusing existing materials in-place, the FDR process reduced construction time by about 30 percent as compared to “remove and replace” reconstruction alternatives, significantly reducing the impact of construction operations on the community.” The City of Redlands derived its name from the color of the area’s red adobe clay soil. Jon Dooley was the superintendent overseeing the pulverizing and

cement stabilization work being done by Pavement Recycling Systems (PRS) as a subcontractor to Matich Corporation. “The clay soil on this project was extremely unstable, particularly when moisture content was above normal,” says Dooley. “These soils will not stand up to the 80,000 pound-plus construction machines that pass over the road surface once the existing asphalt is removed. We use the specified Engineered FDR methods to create a solid foundation to support the construction operation, as well as the pavement throughout its service life.” Dooley says that the FDR is a high production process with PRS stabilizing an average surface area of around 75,000 square feet each workday. “Once the existing pavement section is removed, the soil stabilization process begins at a rate of 4 percent cement for the depth of treatment specified by the agency.” He also points out that once the cement was mixed into the soil, the treated area would cure

2019 asphalt construction ISSUE CALCONTRACTOR

7


Above: PRS distributes Portland cement onto the roadway section at the Engineer’s prescribed rate of application prior to mixing the cement and water with the underlying base and soil materials to construct the FDR section. Right: Matich Corporation used a CAT motor grader to prepare the roadway for cement stabilization after the asphalt pulverization process. Far Right: PRS used an 84-inch padfoot roller to compact the FDR section to the specified relative density.

for one to two days before being microcracked and paved with asphalt. “The goal was to have each section completed in its entirety within three to four days. This was done over the entire 1.6 million square feet of area that was cement stabilized,” says Dooley. “As with most paving projects, the most challenging aspect of the project from the PRS perspective was coordinating operations around busy local and arterial residential type streets.” Dooley also points to the logistics of scheduling the various phases of the project with multiple construction locations across the City of Redlands. “We have to perform a significant volume of work each day while minimizing the impact on the community, both businesses and residents. The FDR process minimizes this impact because it 8

allows for access to businesses and homes at all times,” says Dooley. From a sustainability standpoint, the FDR process required approximately 115 truckloads of cement as compared to over 3,700 truckloads that would have been required for the “remove and replace” pavement reconstruction alternative, eliminating the environmental and community impacts of approximately 3,600 trucks. Additionally, Pavement Recycling Systems milled and removed around 119,000 square yards of asphalt pavement with the cold milled asphalt being trucked back to one of Matich’s three asphalt plants, the closest being right there in Redlands on Alabama Street. This material is not wasted but reused as reclaimed asphalt pavement (RAP) and put right back into the asphalt manufacturing process. The asphalt from the areas that required soil stabilization was stockpiled at a

2019 asphalt construction ISSUE CALCONTRACTOR

local dump site where it would be recycled and used as either base material or ground cover at the landfill site. Matich Corporation provided around 50,000 tons of asphalt on this particular project. Their paving crews used a Cat 1050 paving machine that performed different lift requirements depending on whether it was a residential or arterial street. “For the most part, the asphalt was placed in a 2 ½ inch lift with a Greenbook C2 ½ inch mix utilizing RAP,” says Reade. “Our paving crews are extremely professional and efficient, and we were in good hands with Matich superintendents Robert Del Toro and Kelly Koleszar, as well as with PRS Foreman, Jake Schakel. The project was completed on time and on budget and was another example of a job well done with the combined efforts of Matich Corp. and Pavement Recycling Systems.” { Continued on page 10 }

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4-Foot Mills, Full-Lane Mills & Specialized Milling

Stabilize soils in-place with Cement or Lime & Roller Compacted Concrete

Pavement Preservation

RAP Slurry (I, II, III), Fog/Chip/Cape Seals, Microsurfacing +More

Contractor Support

Smoothness Solutions Project Design & Planning Value Engineering


Above: Matich used a CAT 1050 to pave over the FDR section. Matich and PRS worked in concert to maximize production and provide the highest quality pavement. Right: Matich Peterbilt Strong Arm Dump trucks are supported by the FDR section during paving.

{ Continued from page 8 }

RIALTO 2017/18 ANNUAL STREET OVERLAY PROJECT Every year, the City of Rialto awards their annual street overlay project to the low bidder. Like in the City of Redlands, Matich also has an asphalt plant in the north end of Rialto. “We seem to do very well when bidding for jobs in cities or surrounding areas where we have an asphalt production facility. It is obviously a great advantage to be vertically integrated and capable of being both the supplier and paving contractor on these types of projects,” says Reade. “We successfully won the Rialto annual overlay project with a bid of $3,588,000 and began our construction efforts in March 2019 with completion scheduled sometime in July.” 10

Pavement Recycling Systems’ (PRS) Jurupa Valley branch manager and project coordinator, Nicole Valdez, is part of the management team overseeing the Rialto project. “Although the project calls for around 10,000 cubic yards of asphalt grinding and removal at 0.0’ to 0.17’, the majority of the project involves FDR with cement along Merrill Avenue, a four lane arterial roadway. PRS pulverized the existing 6-inches of asphalt and cement stabilized around 340,000 square feet of existing soil with 2 percent Portland type II/V cement to a depth of 0.35’. We completed approximately 85,000 square feet per day and completed the job in four days instead of the scheduled five,” says Valdez. “Unlike the Redlands project, Rialto has good soil and rock material to work with, so the cement stabilization was more to increase the strength of

2019 asphalt construction ISSUE CALCONTRACTOR

subgrade without having to import base material. We used a lower application rate of cement to create a substantial structural section due to the existing desirable subbase.” Once again, Matich provided the hot mix asphalt as well as the paving and general construction crews for this project. “We performed different applications at various parts of the job,” says Jake Reade, Matich superintendent. “There was deep lift removal involved where we milled and removed six inches of asphalt and then put six inches of deep lift back in, followed by paving a two-inch rubberized cap over the six-inch lift.” Matich provided and placed around 26,000 tons of Greenbook standard ¾ Type B mix, which is more robust and contains larger aggregate for a heavier structural section. “The main section was Valley Boulevard in Rialto which parallels Interstate 10, and it experiences heavy traffic and high commercial truck usage which required a more substantial structural section,” says Reade. Pavement Recycling Systems used their Wirtgen 240i pulverizer for both projects, as well as a www.calcontractor.com


Above: The coordinated and efficient efforts of Matich and PRS resulted in minimizing the effects of construction on the community.

spreader truck to accurately apply the cement material and an 84” pad-foot compactor along with two 4,000-gallon water trucks. Matich Corporation had between 10 to 30 field staff on-site for all aspects of the operation and a variety of heavy machines including wheel loaders, skid steer loaders, rollers, excavators and their Cat 1050 paver. “We work with PRS on a variety of projects every year and use them almost exclusively for all of our grinding and stabilization needs,” says Reade. “I want to thank all of the PRS team members who have worked very diligently on both the Redlands and Rialto projects. I would like to also recognize our entire Matich team, along with PRS’ Jon Dooley, the superintendent in charge of the Rialto project, as well as Robert Del Toro and Kelly Koleszar who oversaw the field operations on the Rialto job. It is always a pleasure working with such great people that always give their very best.” Pavement Recycling Systems (PRS) started out in 1989 and is now a 100% employee owned company. PRS started out providing cold milling services to the Southern www.calcontractor.com

Right: Completed pavement consisting of a structural section of hot mix asphalt paved over the FDR Cement foundation.

California market, and has grown over the years into a premier general engineering subcontractor serving all of California. They provide owners, engineers and contractors with sustainable, cost-effective pavement solutions for every stage of the pavement structure. The work they perform includes cold milling, cold in-place recycling, cold central plant recycling, soil stabilization, full depth reclamation, diamond grinding, pavement preservation, value engineering and non-destructive testing services. For more information on Pavement Recycling Systems, please visit their website at www.pavementrecycling.com or call Marco Estrada at (951) 205-6000. Matich Corporation has been providing heavy construction, aggregate and asphalt products to Southern California for more than 100 years. Family-owned and

operated for four generations, they are a full-service construction firm providing earthwork, fine grading, concrete word and asphalt paving services. They own and operate their own asphalt plants in San Bernardino and Riverside counties and are vertically integrated to better serve their private and public asphalt paving clients. Their asphalt plants are equipped with Caltrans certified quality control labs to offer the finest asphalt products available in Southern California. For more information on Matich Corp., please log on to www.matichcorp.com or call their corporate office in San Bernardino at (909) 382-7400. Cc

2019 asphalt construction ISSUE CALCONTRACTOR

11


By Brian Hoover, Editor

COMPLETES ASPHALT MAINTENANCE PROJECT FOR BORDER PATROL AT IMPERIAL BEACH STATION

T

he Imperial Beach Station was established in 1985 and is the most southwestern Border Patrol Station in the continental United States. This consistently busy Border Patrol Station has played an essential role in slowing the flow of illegal narcotics into the United States, as well as apprehending and arresting those that would enter the country illegally. Once the busiest station in the nation, the Imperial Beach Station is located between Tijuana and San Diego. The station is responsible for 5.5 miles of international border and covers 135 square miles of Southern California territory. The diligent agents from the Imperial Beach 12

Station perform a long list of duties using everything from mountain bikes, inflatable boats, ATVs, and even horses to maintain their presence on the border. Their roadways and service roads are vital to their daily operations and maintaining the structural integrity of these roads is paramount to the station’s ongoing efforts. American Asphalt & Concrete, Inc. was awarded an approximately $912,000 thousand contract in 2018 to perform a full maintenance overlay for a half-mile entry road, parking lot and the staging areas at the Imperial Beach Station in San Diego. The job began in November 2018 and was completed in January 2019. Greg Tyner is the owner and president of American

2019 asphalt construction ISSUE CALCONTRACTOR

Asphalt & Concrete, Inc., and he was involved in every aspect of this project from bid to completion. “This was primarily an overlay project, although we did remove and replace several sections. We ended up doing around 45,000 feet of complete reconstruction and another 300,000 feet of overlay,” says Tyner. “We installed around 5,000 tons of standard Greenbook ½ inch asphalt provided by Vulcan Materials and then finished with a seal coat application.” The service road in question supports a continuing flow of border patrol traffic, and it was necessary for American Asphalt & Concrete to work around this active work zone throughout the 10-week project. “We started www.calcontractor.com


American Asphalt & Concrete, Inc., paves a staging area at the Border Patrol’s Imperial Beach Station with their new Volvo PF4410 tracked paver from Volvo Construction Equipment & Services.

out doing all of the concrete replacement and maintenance work like curb & gutter and replacing all of the broken or damaged concrete areas first,” says Tyner. “The concrete work went on for a couple of weeks, and then we began the full depth cold milling portion of the job, followed by the overlay which was completed in sections or phases.” According to Tyner, the roadway was left open for use by the border patrol, and that required close coordination with the general contractor, American Asphalt & Concrete personnel, sub-contractors and of course the Border Patrol. “Pavement Recycling Systems did the cold planing work on this project where they milled the entire existing www.calcontractor.com

asphalt surface from 2-inches or more when needed to re-certify the drainage,” says Tyner. “There were numerous challenges, including working with the Border Patrol to determine what sort of footprint we should be working in daily so as not to hinder the station’s mission as much as possible. The weather was also a challenge, especially this time of year, but we still managed to finish on time and on budget.” Tyner says that he and his crew were proud to have been part of paving and maintaining the asphalt for the Border Patrol and to help make it possible for the agency to do their very important job each day. “This was a successful project by anyone’s standards, and I would like to thank everyone involved,

including Chad Jackson, our project manager, Miguel Nunez, superintendent, and our foreman on the job, Rigo Plasencia,” says Tyner. “This was an ideal job for our company, and it represents the direction that we have been going in for some time. Jobs like this are the reason that I recently decided to purchase a brand-new Volvo PF4410 tracked paver from Volvo Construction & Equipment Services in San Diego.” Tyner made the purchase in 2018 after researching and trying out several other name brand paving machines. He knew that he wanted mid-sized paver that would be reliable for the long term while increasing production with industry-leading quality and performance. “I knew that I wanted

2019 asphalt construction ISSUE CALCONTRACTOR

13


Drone footage of American Asphalt & Concrete, Inc., paving an access road at a private residence in Escondido.

a machine that could be transported with our 10-wheelers to avoid the costs and fees of an oversized load going down the highway,” says Tyner. “It has the power and width to perform these larger projects, and it leaves behind a great mat. We purchased Volvo rollers in the past from Volvo Construction & Equipment Services and our rep, Scott Nadell, always treated us right. He was there for us again during our paver purchase, and we know that he will be there for us after the sale when we need him as well.” Tyner also has two LeeBoy pavers in his fleet, along with five skid steer loaders, six rollers, eight trucks, four 10-wheelers, and a mini-excavator. “We have a full slate of jobs on the books right now including housing development work on jobs like the La Jolla Del Rey project we recently started,” says Tyner. “We are also building several asphalt tennis courts right now, and whether we are on a large project or small, we always give our all, and that is what will sustain us now and in the future.” 14

American Asphalt & Concrete has between 45 and 75 employees at any given time, depending on the workload. “We are going strong and have grown by around 20 percent each year over the past three years,” says Tyner. “We may eventually plateau, but I don’t see an end to our growth any time soon, especially with the larger projects that we are now taking on.” American Asphalt & Concrete was a smaller sized maintenance oriented company back 1989 when Greg Tyner’s father, Bob Tyner went to work with then owner, Ken Hatfield. “My dad owned and operated Tyner Paving in Los Angeles from 1981 to 1989 before deciding to sell and relocate to San Diego,” says Tyner. “After my dad moved us to San Diego, he soon grew restless, and after just a few months, we ganged up on him and told him to go back to work.” Bob Tyner did just that after researching and finding an asphalt paving and maintenance company in San Diego that he saw potential in and hoped that they could use his

2019 asphalt construction ISSUE CALCONTRACTOR

experience, knowledge, and assistance. “My dad went to work for American Asphalt & Concrete, Inc. in 1989 and he and the owner hit it off right away and worked well with one another,” says Tyner. “My father eventually formed a partnership with Hatfield, and the two agreed to a full sale arrangement in 1990. I purchased the company from my father in 2016, but he remains with us as vice president and the best sales person any asphalt company could ever ask for.” Greg Tyner was just 8-years-old when his father sold Tyner Paving in Los Angeles and moved the family to San Diego in 1989. “I remember always being busy doing kid things, but I always looked forward to going out on the job site with my dad to have a look at the big machines and was amazed by the hustle and bustle of the worksite. I can remember thinking that this type of work is what I would like to do as well someday,” says Tyner. “I was sort of what you might call { Continued on page 16 }

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Close-up drone footage of American Asphalt & Concrete using their Volvo PF4410 tracked paver at a private residence in Escondido.

{ Continued from page 14 }

spirited in my teens, and after getting into a bit of trouble in high school one day, my dad decided the very next day to put me on the crew at 16 years of age. He wanted to keep me busy and productive and out of trouble, and that did the trick.” Greg went on to college in Santa Barbara after high school but still worked on the asphalt crew on weekends and during summer break. He returned from college in 2004 and eventually began selling asphalt jobs and managing projects for the family business. According to Greg Tyner, American Asphalt & Concrete was always mostly an asphalt maintenance focused contractor, but that began to change once Bob Tyner purchased the company in 1990. “Tyner Paving had a reputation for being a medium to larger sized asphalt contractor, and my dad had experience and expertise in the full asphalt construction end of the business. His time with Hatfield before 16

purchasing the company was crucial to learning the maintenance end of the business better. Ken taught him everything he knew about the asphalt maintenance world and a large portion of our business is still maintenance,” says Tyner. “My father also began taking on larger contracts and slowly pushing the company to become a full-service asphalt construction company.” Today, American Asphalt & Concrete works primarily for general contractors on private construction projects in San Diego and beyond. Their concrete division, which was established in 2014, is also a huge part of their growth and success. They are well-known for their quality work in both residential and commercial construction, but also do a good deal of public works and prevailing wage jobs in San Diego, Riverside, and Imperial counties. “We are completely booked right now with a variety of projects, including a cool job for a high-end car dealership on a tenant improvement project

2019 asphalt construction ISSUE CALCONTRACTOR

here in San Diego,” says Tyner. “We are both honored and excited to be a part of the growing San Diego landscape and look forward to expanding upon our services and capabilities in the future.” American Asphalt & Concrete offers asphalt paving and maintenance services, as well as concrete paving and maintenance capabilities. They also perform seal coating, soil stabilization, ADA compliance work, overlay, and complete remove and replace construction for everything from road easements and commercial parking lots and shopping centers to mobile home parks, HOA’s, private residences and corporations, as well as property management and real estate companies and developers. They also do a lot of city and school projects for both maintenance and new construction. For more information on American Asphalt & Concrete, please visit www.americanasphaltandconcrete.com or call their Spring Valley headquarters at (619) 589-8112. Cc www.calcontractor.com


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REPAVES 10-MILE SECTION OF HIGHWAY 1 THROUGH PACIFICA AND PART OF DALY CITY FROM GRAY WHALE COVE TO 1-280 FOR CALTRANS By Brian Hoover, Editor

M

any Americans have daydreamed of driving Highway 1 (Pacific Coast Highway) in a shiny new convertible, sea breeze running through their hair, palm trees swaying and the California sun shining brightly upon their face. The Pacific Coast Highway (PCH) is the longest state route in California and one of the most iconic and scenic routes in America. California’s Highway 1 stretches from Capistrano Beach in Orange County to Leggett in northern Mendocino for approximately 700 miles. PCH first opened for motorists in the late 1920s as part of the

Below: Graniterock of Watsonville, was awarded a $12.5 million contract with Caltrans in 2018 to remove and replace a 10-mile stretch of the iconic Pacific Coast Highway that ran from Devil’s Slide tunnel to Daly City.

Roosevelt Highway, which represented the first direct link between Newport Beach and Laguna Beach and between Ventura and Santa Monica. Highway 1 is much more than just a scenic route that leads to numerous attractions along the Pacific coast; it also connects the Greater Los Angeles region to the San Francisco Bay area and a long list of other coastal urban areas. Highway 1 was built in stages, with the first official section opening in the Big Sur area in the 1930s. The highway has gone by several names, but in 1964 it was officially designated as State Route 1


Above: Most of the work on this 40 lane miles paving project was performed at night with more than 2,000 tons of asphalt placed on each shift.

or Highway 1. Maintaining the roadway over these past nine decades has been an ongoing challenge. Hilly terrain, weather, and erosion cause frequent landslides that have closed portions of PCH over the years. Other segments of the roadway have not been repaved for two to three decades, and the maintenance cycle is seemingly never-ending. Graniterock was founded in 1900, and has been involved in the construction of Highway 1 and the overall development of California’s Central Coast since their beginning. Graniterock is one of California’s premier construction material producers as they continue to mine their Aromas quarry for aggregate, as well as deliver hot mix asphalt, recycled asphalt, concrete and other aggregates and building materials throughout the state. Their construction division builds roads, highways, runways and bridges from San Francisco to Monterey. They also take on underground utility and pipeline projects, site development, mass excavation, grading, as well as asphalt and concrete paving jobs. Their corporate headquarters is located in Watsonville with multiple locations and divisions throughout Northern California. As an asphalt producer and supplier, Graniterock offers unique www.calcontractor.com

mixes to fit any specification or application through their six conveniently located plant locations. Graniterock has completed numerous jobs for Caltrans on Highway 1 and other roads and bridges over the years, including multiple emergency work contracts due to erosion and mudslides. They were awarded another contract from Caltrans back in early 2018 to pave a 10-mile section of Highway 1 in San Mateo County from Gray Whale Cove near the southern portal of the Devil’s Slide tunnel to the Highway 1/I-280 Interchange in Daly City. The majority of this $12.5 million contract fell within the Pacifica city limits, with smaller sections located within Daly City and unincorporated San Mateo County. The project began on May 9, 2018, and was completed in April 2019. The original plan was to have everything done by November 2018, but heavy rains and dense fog played their part to move the schedule back several months. Danny Labrador is the project manager overseeing this particular Highway 1 paving project. “This was a remove and replace project for a 10-mile stretch of highway that had not been repaved for 20 or maybe even 30 years,” says Labrador. “The main concentration of our work was placed on grinding 2019 asphalt construction ISSUE CALCONTRACTOR

19


Above: Graniterock’s 12-person paving crew used Cat pavers, Hamm rollers and two Wirtgen cold milling machines along with 3D modeling to meet the strict intelligent compaction requirements throughout the year and a half Caltrans project on Highway 1 near Pacifica.

away the old pavement and laying down new asphalt. We completed 40 lane miles of remove and replace with a goal of putting down 2,000 tons of asphalt per shift.” Graniterock exceeded that goal and averaged 2,100 tons during each night shift. The removal and paving work was performed at night to reduce traffic congestion and minimize the impact on the traveling public. Night work can also provide a safer working atmosphere with fewer motorists on the highway, but fog and weather can also present a challenge, as did the hilly, steep terrain. “It is always a challenge to work at night, especially on a busy stretch of road like Highway 1,” says Labrador. “Safety is always our number one concern, and the rains and heavy fog certainly created delays and at times forced us to shut down operations altogether. We were able to complete the paving portion of our contract on time, and it was the ancillary work like ADA ramps and the electrical construction that had to wait. This included the concrete work necessary to replace walkways for City of Pacifica, as well as curb and gutter construction.” But before any of the grinding and paving could begin, there was a lot of preparation work that had to be done. For instance, some 3D modeling was required by Caltrans to ensure all of the specifications could be met, including strict 20

2019 asphalt construction ISSUE CALCONTRACTOR

intelligent compaction requirements at 94 and 98 percent. Additionally, in May 2018, temporary concrete barriers (K-rail) were placed to protect workers and keep endangered species like the red-legged frog and San Francisco garter snake from meandering onto the highway. Additionally, storm drains were sandbagged to prevent run-off, and digouts were performed in areas where the sub-base had eroded. There were also short sections of concrete located at the far north end of the project where PCC segments by Route 280 were milled to make the existing surface smoother. According to Caltrans, this was the first endto-end paving project for this particular section of Highway in over 20 years. The grinding and paving process finally began at the end of May 2018 at Route 35 and moved southbound to just past Manor Drive. “We removed around 250,000 square yards of material and paved back approximately 62,000 tons of hot mix asphalt,” says Labrador. “Graniterock provided all of the asphalt, and we paved a single lift at 0.25 or 3 inches.” Graniterock worked with 12-man paving crews, utilizing Cat pavers, Hamm rollers and two Wirtgen cold-milling machines. They finished their work by { Continued on page 22 }

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Above: Graniterock’s construction team collaborated with the company’s materials division to ensure this paving job met Caltrans’ schedule, however, heavy rain and dense fog caused unexpected delays for the crews.

Below: This was the first end-to-end paving project for this section of Highway 1 in more than 20 years, calling for 62,000 tons of hot mix asphalt in all.

{ Continued from page 20 }

installing all of the pavement markings and other last-minute details. “I worked side by side with Luis Martinez, our project engineer, and Luis, along with others, deserve a lot of credit and praise for a job well done. I would like to thank everyone at Caltrans and the other cities and agencies involved, as well as Mark Dimas, Duane Armstrong, Jose Darosa, Robert Lauderdale and Nicholas De La Torre, who are the hard-working Graniterock field supervisors that made this project such a success.” Graniterock is a family-owned and operated enterprise that has taken great pride in their work these past 119 years. It is the core values initially established by founder, A.R. Wilson, that continues through each of Graniterock’s team members that will propel this great company into another century of successful accomplishments. For more information on Graniterock, please log on to www.graniterock.com or call their Watsonville headquarters at (831) 768-2000. Cc 22

2019 asphalt construction ISSUE CALCONTRACTOR

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HERRMANN EQUIPMENT, INC., CARLSON PAVING PRODUCTS, AND A.S.A.P. PAVING, INC. Right: A.S.A.P. Paving, Inc. team standing in front of their new Carlson CP100 II paving machine purchased from Herrmann Equipment. Rafael Espinoza (left), Armando Venegas, Craig Rineer, Steve Rineer and Eleno Torres.

A.S.A.P. Paving, Inc., out of Buena Park, has been family owned and operated since 1979. They work mainly in California from the central valley to the San Diego border, and perform a wide variety of work that includes new paving, remove and replace, grinding/trench paving, overlay, petromat overlay, sealcoat, crackfill, curb/gutter and equipment rentals. Their projects range from private to commercial to public works. They mainly perform grind and pave projects including city streets, sub-divisions, multi-residences and HOAs. A.S.A.P. Paving, Inc. recently took delivery of a brand-new Carlson CP100 II commercial paver from Herrmann Equipment, Inc. Steve Rineer is the owner and president of A.S.A.P Paving, Inc. and he was so pleased with his first Carlson paver that he decided to another to his fleet. “We had already owned and operated a Carlson CP100 paver and we were so pleased with the features and performance, that we decide to by a second machine. It was truly a no brainer,” says Rineer. “Our new Carlson CP100 II comes with the new, powerful and reliable Cummins Tier IV Final engine and the EZCSS 8’ to 15’ screed, which is the heaviest and best in its class.” Rineer is also excited about the large 9.5-ton hopper, new touch screen controls and exceptional mat quality. “The CP100 is an awesome machine, but the overall improvements to the CP100 II have exceeded all of our expectations,” says Rineer. “All I can say about the service I get from Herrmann Equipment is that I actually have the owner’s number and am free to call him any time of the day or night. Herrmann Equipment’s service doesn’t stop at 5 p.m., they have been there for me and our crews after hours both over the phone and in person on numerous occasions,” says Rineer. “That’s just the type of people they are over there at Herrmann. They present their product line professionally and honestly and always tell it like it is. I love doing business with Mike Allen and his entire staff at Herrmann Equipment.”

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25 3/29/19 9:24 AM


Your Paving Problems Solved with Intelligent Compaction

I

By Blair Scheibel

ntelligent compaction is growing in popularity as roadbuilding companies discover the benefits and the technology is being driven by state DOTs. Minnesota, for example, now requires intelligent compaction on all jobs more than four lane miles and California is specing it for more and more jobs. Because asphalt is a timesensitive material, inconsistency in machine operation, from pass counts to temperature, can result in poor finish quality. Intelligent compaction systems deliver real-time feedback of important aspects including temperature and stiffness, and maps pass counts of all rollers on a jobsite. This instant information allows quick adjustment, if needed, to solve five common challenges of asphalt paving. 1. Under-Compaction Problem: Under-compaction results in an asphalt layer with too many voids that will crack. Solution: Intelligent compaction systems provide real-time data on key factors like temperature, speed, and pass count, allowing operators to maintain for layer uniformity or instantly adjust operation, if needed. 2. Over-Compacting Problem: Just as undercompaction is a problem, overcompaction can actually lower the density. Pavement that’s overcompacted becomes more rigid and more susceptible to cracking. 26

Solution: Again, this is where the intelligent compaction system’s ability to monitor important factors and map pass counts can lead to desired density for longer-lasting pavement. The operator can see real-time data to maintain optimum operation or make a necessary adjustment quickly. 3. Temperature Sensitivity Problem: Looking at primary compaction factors, temperature is one of the most important in achieving consistency. In fact, every paving job comes with a specific temperature needed for compaction. Not knowing and ensuring temperature consistency can cause major problems in the finish quality. Solution: Intelligent compaction systems give operators temperature awareness. This allows the ability to adjust instantly, as-needed, to ensure consistent temperature and the proper balance of stiffness and density to achieve quality compaction. Topcon’s C-53 intelligent compaction system, for example, monitors and shows

2019 asphalt construction ISSUE CALCONTRACTOR

temperature in real-time, thanks to multiple integrated temperature sensors. 4. Multiple Rollers Problem: It’s difficult to keep temperature, speed, and everything else consistent with one roller without intelligent compaction. With multiple machines on the jobsite, that difficulty scales up. Solution: With intelligent compaction equipped on all machines, each can achieve consistent results across the board through the integrated and ongoing feedback. 5. Inefficient Operation Problem: Unnecessary passes or missed coverage affect efficiency and finish quality. Excessive passes waste time, fuel, and money, while extra passes and missing areas altogether will hurt mat quality. Solution: Not only can proper compaction be achieved, often with fewer passes, intelligent compaction takes away any guesswork or operators having to count passes. www.calcontractor.com


The data also shows machine patterns, a bonus for new employees and inexperienced operators. If an operator is consistently missing areas, the simple awareness can help, or added training can be scheduled to improve the operator’s skill. For those new to a company or the machines, intelligent compaction is an effective way to ease the learning curve. Unless temperature, density, and pass counts are being monitored, there’s no way to truly know if you’re rolling the asphalt properly. Intelligent compaction takes the guesswork out of paving and leads to consistent mats, more efficient operation, and, ultimately, a better end-result with a pavement that will hold up for years. Even for states that don’t yet require it, the data and reporting offers proof of compliance and ensure regulations are met. Cc

About the Author Blair Scheibel has been working in the paving and construction industries for nearly 25 years. He specializes in GPS machine control technology, helping customers successfully integrate technology into heavy machinery to control material, increase profitability,

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2019 asphalt construction ISSUE CALCONTRACTOR

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INSURANCE COLUMN

ARE THE CALIFORNIA WILDFIRES GOING TO IMPACT MY INSURANCE PREMIUMS? By Steve Cota, Patriot Risk & Insurance Services

Since 2017, five of the top 10 most destructive wildfires in California history have occurred. The largest fire was the Camp Fire that destroyed the entire town of Paradise, CA. Thousands of structures and businesses burned to the ground. In 2017, the insurance claims involving wildfires resulted in over $10 Billion dollars of losses. This significantly impacted insurance carriers who in turn began non renewing homeowner’s policies in fire-prone areas. There are two suspected causes for increase in the frequency of California wildfires. One is the change in climate. Temperatures are increasing and conditions are getting more extreme. The second is the increase we are seeing in housing in wildlandurban interface (WUI), which is a quiet, scenic area where cities and towns end and forests and grasslands begin. Many people want to live in these areas, therefore there has been an increase of 40% over the last 30 years of homes being built. Almost 20% of the homes in California are considered highly prone to wildfire. Fires are covered under your standard homeowner’s policy, however, the recent heightened wildfire activity is making it harder for California homeowners to find affordable new or replacement homeowner’s insurance. Many policies are being non-renewed and some premiums are doubling or tripling particularly in high-risk fire areas. Shopping 28

2019 asphalt construction ISSUE CALCONTRACTOR

for homeowner’s coverage in California is now much more difficult and costly than it used to be. This is partially due to the fact that California’s Camp Fire left at least one insurance company unable to provide coverage. Fortunately, when this happens, the California Insurance Guarantee Association is set up to protect resident claimants in the event of an insurance company insolvency, but it does affect the overall availability and cost of insurance as a whole. The bottom line is that homeowners will likely still find coverage in the standard market but should expect to pay more for coverage if they live in a high-risk area. If the homeowner can’t find coverage in the standard markets, homeowners insurance is available in the surplus line market. The surplus market takes on risks the standard insurance companies can’t or won’t take on. In California, there is a last resort for especially high-risk insureds called the Fair Plan. It is highly regulated and strict, but for qualified risks, this covers up to $1.5 million in limits for contents and structure only. Cc Steve Cota, CRIS, directs the Construction Program for Patriot Risk & Insurance Services in Irvine, California. For more information regarding the above or any other insurance-related questions, he may be reached at (949) 486-7947 or scota@patrisk.com

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