CalContractor - 2021 Asphalt Construction

Issue 5 - 2021

MAGAZINE

PAVEMENT RECYCLING SYSTEMS Works with Granite Construction to Perform Cold In-place Recycling on State Route 43 in Kern County

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CONTENTS 2021 Asphalt Construction

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PUBLISHER: Kerry Hoover khoover@calcontractor.com

PAVEMENT RECYCLING SYSTEMS

EDITORS: Brian Hoover, Senior Editor

Works with Granite Construction to Perform Cold In-place Recycling on State Route 43 in Kern County

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GRANITEROCK

Completes CIR Pilot Project for Caltrans on Highway 1 in Pescadero

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A Decidedly Different Kind of Heavy Civil Earthwork, Grading and Paving Company

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PAVEMENT RECYCLING SYSTEMS

Works with Granite Construction to Perform Cold In-place Recycling on State Route 43 in Kern County

By Brian Hoover, Senior Editor Photo Credit: Matthew Conarroe, Western Emulsions

S

enate Bill 1, the Road Repair and Accountability Act of 2017 (SB 1) was signed into law in April 2017. As of Dec. 2020, Caltrans has invested more than $8.2 billion in approximately 1,200 state highway projects.

Additionally, they have spent $8.4 billion for 4,400 city and county projects within the same period.

SB 1 invests approximately $5.4 billion each year to fix roads, freeways, bridges, as well as strategically investing in transit.

The funds are split equally between state and local projects and will be used to fix more than 17,000 lane miles of pavement, 500

bridges and 5,500 culverts on the state highway system by 2027.

Caltrans utilizes many different pavement rehabilitation methods when rehabilitating their roadways and state highway system. SB 1 references the use of “advanced technologies and material recycling techniques” to reduce costs and greenhouse emissions. Some of the powerful recycling strategies used by Caltrans to rehabilitate pavement surfaces include Full Depth Recycling (FDR), Cold Central Plant Recycling (CCPR), and Cold In-place Recycling (CIR) which Caltrans now refers to as Partial Depth Recycling (PDR).

One strategy may be better suited than another, depending on the pavement engineering assessment of each project’s pavement condition and stress level.

SB 1 calls for the “use of advanced technologies and material recycling techniques that reduce the cost of maintaining and rehabilitating the streets and highways.” Allen King, P.E. is a Senior Transportation Engineer for Caltrans. “CIR (PDR) is a great way for the State to decrease its carbon footprint while also realizing a substantial cost savings when compared to a mill/fill strategy with digouts,” says King. According to

Below: PRS pre-milling 1.2 to 1.3 inches of asphalt section on State Route 43 to prepare for complete Cold In-place Recycling solution.

Above: PRS CIR recycling train processing 3 to 3.6 inches of existing asphalt on State Route 43 in Bakersfield.

King during the 2019-2020 fiscal year, Caltrans delivered six PDR projects with an average savings of approximately $341,000 per project and a max savings on one project of over $600,000. “Having this strategy available for use has been great for Caltrans’ bottom line as well as California’s GHG emissions bottom line. Both going in the direction that is desired with decreased costs and decreased GHG emissions. This strategy works towards the Department’s goal to be more sustainable and reducing GHG emissions as detailed by the 2020-2024 Caltrans Strategic Plan.” King says that personnel from Caltrans HQ recently embarked on developing updated specifications, training, and guidance in conjunction with Industry and academia to deliver recycling training on PDR, FDR, and CCPR to all 12 Caltrans Districts. “As good stewards of Caltrans’ resources, Department employees aim to reduce costs, increase sustainability, and decrease GHG emissions whenever and wherever possible across its infrastructure for the benefit of all Californians,” concludes King.

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Caltrans chose the CIR (Partial Depth Recycling) solution for the Kern County SR-43 pavement preservation project as part of the state’s ongoing SB 1 program. They awarded the $6.9 million contract to Granite Construction, which subcontracted the Cold In-place Recycling portion to Pavement Recycling Systems (PRS). The 9.3-mile section of roadway was primarily performed on State Route 43 from the SR-119 intersection to south of Noriega Road in Bakersfield.

A small portion of SR-119 was also part of the contract from west of South Enos Lane.

Marco Estrada is the Director of Business Development for Pavement Recycling Systems, and he has been advancing the company’s recycling and rehabilitation services for 20 years. “This CIR project for Caltrans is part of an overall effort to improve its sustainable footprint as they continue to meet their sustainablity goals,” says Estrada.

“Many agencies have realized a cost savings up to 35% using Sustainable Pavement Engineering Strategies like CIR when compared to less sustainable methods such as “mill & fill”, which removes and

replaces a portion of the existing asphalt pavement. The most significant differences are that CIR and other recycling methods save not only taxpayer’s money but also preserve natural resources, reduce greenhouse gas emissions, and reduce the construction-related traffic and safety impacts on the community by requiring less trucks and time to complete the project.”

According to Estrada, the SR 43 CIR project began in May 2021, with PRS performing its work from May 3 to May 12. “The 9.3-mile section in question had deteriorated to the point where Caltrans decided that it was time to improve the structural section and general rideability of the pavement surface,” says Estrada. He further explains that PRS’s work began by removing 1.2 inches of existing asphalt pavement through an initial grinding operation performed by one of their Wirtgen milling machines. Once the milling was complete, PRS moved on to the Cold In-place Recycling of the underlying existing asphalt.

“The goal of the CIR process is to perform milling, crushing, and screening to produce a material of a maximum size of 1-inch. This

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Top Left and Right: Granite Construction putting down recycled base course on State Route 43 in Bakersfield.

Above: Cedarapids material pickup machine taking recycled asphalt from the CIR train and placing it into the Cedarapids CR562 automated track paving machine.

process is followed by introducing an asphalt binder back into the recycled product with the result being a quality base course asphalt material,” continues Estrada. As a part of the CIR process, the newly refined asphalt material is placed into a windrow and then picked up, placed into the paving machine hopper, and paved as a recycled base course asphalt to the specified depth of 3 to 3.6 inches. Finally, 1.2 inches of rubberized asphalt cap is paved over the CIR course and the new asphalt surface is ready for traffic.

The entire CIR solution is performed by what is referred to as 8

a recycling “train.” PRS used their Roadtec RX900e 12 1⁄2 foot wide full-lane down-cutting milling machine, accompanied by a CRM2X fully automated closed circuit portable asphalt recycling unit that is followed by a Bearcat insulated 3,800-gallon storage container.

At the beginning of the train is a nurse trailer and tank that holds the cement silo and water for use in the recycling process. Not far behind the CIR train, Granite crews used their Cedarapids material pickup machine and a Bomag/ Cedarapids CR562 automated track paving machine. Granite performed the compaction process with

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their Cat PS-360B pneumatic tired roller, Hamm and Cat 12-ton double steel drum rollers, and a 5,000-gallon water truck for dust control. “Technology and equipment continue to advance with every coming year in both quality and productivity. We completed two-lane miles a day on the State Route 43 CIR project, and that is considered very high production,” says Estrada. “The binders have also changed with Caltrans using either foamed asphalt or engineered emulsions on a project-specific basis. The job mix formula for this project specified { Continued on page 10 } C A LCO N T R AC TO R .CO M

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Above: Hamm roller compacting asphalt behind Granite Construction paving team.

Left: Asphalt density testing on Route 43 CIR project.

{ Continued from page 8 }

the use of a PASSR Engineered Emulsion, provided by Western Emulsions, to be added at a rate of 3.5 percent by dry weight of RAP. The job mix formula also specified the addition of 0.5 percent Type II Portland Cement, which was provided by CalPortland Company.”

None of this technologically advanced equipment can be used without proficiently trained operators, and PRS has some of the best in the business. For PRS, Ken Gordon operated the RX900e, Yano Vinole was the grade control operator for the RX900e, and Brian Roberts controlled the CRM2X recycling unit. Additionally, PRS had Pepo Rodriguez behind the wheel of the oil spreader truck, and Art Hernandez secured the end of the CIR train with control of the nurse trailer. “Our foreman, Dave Zewe did a great job overseeing all operations and crew members on this Caltrans recycling project,” says Estrada. “In the end, we recycled 18,800 tons of asphalt material, eliminated more than 2,500 3-axle dump truck loads 10

from our streets and highways, and reduced greenhouse gas emission by 78%. We were also able to reduce public inconvenience and project duration by 25% and eliminated more than 9,000 cubic yards of landfill disposal. The CIR section consists of one hundred percent recycled asphalt from the project and does not use any newly produced hot mix asphalt in the process.” Estrada continues by pointing out that the CIR solution improves rideability and smoothness of the pavement, and increases the overall integrity of the structural highway section. “Because of its long history of performance and with the development of the newest CIR (PDR) specifications, we foresee increased implementation of these strategies statewide including cities and counties, resulting in an improved lifespan of community roadways, and increased value in taxpayer spend, concludes Estrada.”

Pavement Recycling Systems started in 1989 as a small milling operation with only a handful of people. This California-based

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and focused company now has more than 400 employee-owners that provide various services from asphalt milling, asphalt recycling, soil stabilization and a long list of additional pavement preservations solutions. PRS also recently added diamond grinding and smoothness testing services. PRS has expanded organically over 30-plus years with current offices in Jurupa Valley, Bakersfield, Lancaster, and San Diego. The company opened its Northern California location in Sacramento in 2014 and has an office in Carson City, Nevada.

Although their physical offices are located in California and Nevada, they continue to perform work throughout all 12 Western states.

For more information on Pavement Recycling Systems, please visit their website at pavementrecycling.com or call their Jurupa Valley headquarters at (951) 682-1091. Cc

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Graniterock Completes CIR Pilot Project for Caltrans on Highway 1 in Pescadero

By Brian Hoover, Senior Editor Photo Credit: Robert Ellenwood, Graniterock Senior Marketing Specialist

T

ake a road trip almost anywhere in the Golden State, and you’re sure to hit a bumpy, worn-out stretch of highway. It comes as no surprise to many residents and visitors that the condition of California highways frequently rank among the worst in national polls.

For the California Department of Transportation, seeking to rehabilitate the greatest number of lane miles on a fixed budget each year, one solution to the growing backlog of asphalt repairs is recycling. Use the old asphalt to build the base for a stronger, smoother driving surface. Caltrans is utilizing this strategy on the scenic Highway 1 between Santa Cruz and Pescadero with Graniterock’s cold in-place recycling team.

Recycling strategies such as Full Depth Recycling (FDR), Cold Central Plant Recycling (CCPR) and Partial Depth Recycling (PDR), also known as Cold In-place Recycling, can treat many types of pavement distress. Road recycling methods are designed to rehabilitate pavement in various levels of disrepair.

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When considering in-place recycling strategies, public transportation agencies consider cost and efficiencies and the significant role the environmental impact has on each project. How do agencies like Caltrans decide on which strategy for repairing thousands of lane miles on California highways? The process begins with a comprehensive field review prior to design to evaluate the type, severity and extent of pavement distress. This includes a full review and assessment of pavement conditions, structural capacity, material properties, geometrics, traffic concerns, constructability and cost-effectiveness.

Cold In-place Recycling (CIR, also known as Partial Depth

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Recycling) is a roadway resurfacing method increasingly used for environmental benefits as well as strength and durability. CIR can save up to 30% in rehabilitation costs compared to other traditional methods. These recycling methods reduce energy consumption, carbon dioxide emissions and provide other environmental benefits. Another benefit is the preservation of California’s limited aggregate resources. The U.S. uses approximately 1.3 billion tons of aggregate every year, with 58% going to road construction.

Approximately 90% of aggregate in road construction is virgin aggregate which, as many know, is in short supply. Asphalt recycling strategies, when possible, can C A LCO N T R AC TO R .CO M

Above: Graniterock crew pre-mills section on Highway 1 in Pescadero.

extend the life of our aggregate mines and facilities. Strategies like CIR and FDR also eliminate the need to haul material to a landfill by using reclaimed asphalt on-site. Reduction in traffic congestion and carbon dioxide emissions by reducing the trucking of materials on and off-site are additional benefits. Bottom line, CIR has proven to increase strength and extend pavement life, providing an alternative to costly traditional remove and replace methods.

Caltrans recently wrapped up a 10.6-mile CIR pilot project on Highway 1 in Pescadero with Graniterock, headquartered in Watsonville. Dennis McElroy, Graniterock’s Construction Division Recycling Group Manager, oversees CALCON TRAC TOR.CO M

the company’s recycling and asphalt milling team. “The initial strategy chosen to rehabilitate this section of Highway 1 was to perform a 3-inch mill and fill,” says McElroy. “Caltrans reviewed the project characteristics during the design phase and decided to consider an in-place recycling strategy as a feasible option.”

Graniterock discussed in-place recycling techniques with Caltrans dating back to the former Rock Products Committees and now the Pavement Materials Partnering Committee (PMPC). The dialogue on this particular project started at one of Graniterock’s annual Tech Talk seminars in 2018. At this annual Graniterock event, industry leaders share information on

construction techniques and educate owners on specification changes and discuss ways to streamline public projects.

“Caltrans attended our Tech Talk event where we and UCPRC (University of California Pavement Research Center) presented to local agencies and DOT members on recycling methods such as Cold In-place Recycling and Full Depth Recycling solutions. We were fortunate to meet the right people at these events and began talking about the various strategies for rehabilitating asphalt pavements,” says McElroy. “The Caltrans District 4 Engineering Team looked at the Highway 1 project in Pescadero, which was identified as a CAPM (Capital Preventive

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Above & Left: Graniterock CIR recycling train on Highway 1 CIR Pilot Project.

Maintenance Project) mill and fill maintenance job and decided that the 10.6-mile section fit the criteria for Partial Depth Recycling or CIR to be used in lieu of traditional methods.”

Graniterock began working on the Highway 1 CIR pilot project in early May and completed their contract by the end of the month.

According to McElroy, the onelane highway job was located on the southern line of the Santa Cruz County border and moved north up the coastline from there. “This job began with mix design sampling and further pavement investigation to determine the proper amount of binder and chemical additives needed to meet the strengths and specification requirements,” says McElroy. “Once binder and chemical additives were determined, we pre-milled the job and recycled the pavement section 3-inches in depth. Our Wirtgen single unit recycling machine was followed by our outstanding paving team, who also performed the compaction, along with the sealing and temporary striping operations.”

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McElroy described how a cement spreader led the recycling train, placing a 1% cement chemical additive used as a mineral filler.

“Connected to the single-unit recycling machine is a water truck and oil tanker carrying PG6410 binder. The 2.5% binder is introduced into the mix through injection nozzles located within the mixing chamber on the recycling machine,” says McElroy. Once the initial mixing was completed, the recycled asphalt was then left behind the recycling unit in windrow.

An asphalt pickup machine picked up the newly recycled material and placed it into the hopper of Graniterock’s Cat paver. “We recycled just over 33,000 tons of pavement in place in under three weeks. This area of Highway 1 is rural, and extended lane closures were allowed. The operation started at 5:30 a.m. and wrapped up by approximately 6 p.m. daily.

The entire solution was performed without any import or export of the section being rehabilitated, and the materials were reused on the job,” McElroy said. “We built up a

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few areas with poor drainage and performed some minor subgrade replacement which is pretty common. The bump grinds on the final CIR surface were manageable and in line with what we originally anticipated. This process makes sense on so many levels, and we are proud to have been a part of this CIR pilot project.”

McElroy points to a bigger purpose that lies at the core of Graniterock’s road recycling efforts.

“Graniterock is passionate about sustainability, and it is our duty to preserve our own aggregate reserves. Recycling asphalt helps us extend the life of our quarry, and I think we are setting the example throughout California. We are a general contractor and materials supplier, and we also pride ourselves on being a great service provider. We provide our asphalt milling and Cold In-place Recycling and Full Depth Recycling services as a specialized subcontractor to general contractors throughout California. Not only do we do a lot of work with other contractors but { Continued on page 17 } C A LCO N T R AC TO R .CO M

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Above: Recycled asphalt placed in windrows and ready for pickup and placement into Graniterock’s Cat paver.

Right: Graniterock’s Cat paver placed 34,000 tons of recycled asphalt on a 10.6-mile section of Highway 1 in just 14 days.

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C A LCO N T R AC TO R .CO M

{ Continued from page 14 }

we are also happy to help provide in-place recycling guidance to local municipalities and the state DOT’s.”

Graniterock participated in a statewide training program, along with other in-place recycling industry members, the California Nevada Cement Association (CNCA), and UCPRC (University of California Pavement Research Center), organized by Caltrans HQ engineering staff. “We took part in the training of over 100 engineers throughout the state of California on the various available recycling strategies,” McElroy said. “It was a huge effort on everyone’s part,

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and many of the state engineers needed additional recycling design guidance, and we were excited to be a part of assisting in the education process.” Graniterock also worked with UCPRC and Caltrans to help develop a new in-place recycling guidebook manual for partial and full-depth pavement recycling in California (https://escholarship.org/uc/ item/54z679x4).

“This successful CIR pilot project would not have been possible without the collective efforts of everyone at Graniterock and Caltrans,” concludes McElroy.

“I would like to recognize Danny Labrador, Kareem Huwaidi, John

Garcia, Frank Rancadore, Gabriel Van De Vrugt, Sergio Rubio, Duane Armstrong, Marco Lopez, Ed Schwartz, Brian Anthony Silva, Craig Jud, Aaron Thornton, Frank Gonzalez, Nick Barrett, JR Renteria and Miguel Zarate for their efforts.

This was a one-company project for Graniterock. There were so many others that worked together as a team to ensure the success of this project. Everyone deserves recognition for a job well done.”

For more information on Graniterock and their road recycling solutions, please visit www.graniterock.com or call their Watsonville headquarters at (831) 768-2000. Cc

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KDW Construction, LLC – A Decidedly Different Kind of Heavy Civil Earthwork, Grading and Paving Company Right: KDW placing 1,500 tons of hot mix asphalt overlay for the Toll Brothers Metro West project on Fremont Blvd. in Fremont.

By Brian Hoover, Senior Editor THE JOURNEY HAS JUST BEGUN KDW Construction, LLC (KDW) is a general engineering contractor specializing in heavy civil earthwork, grading and paving. Established in 2013, KDW Construction handles a growing portfolio of job types throughout the Bay Area and Central Valley. As a privately owned family business, KDW’s culture embraces tight-knit relationships and communication while maintaining the drive for success through a dynamic spirit.

The Great Recession hit the general engineering construction industry hard in 2008. For many, it meant having to take a drastic cut in pay or even make a complete 20

career change. It was no different for DJ Woods and Bill Medinas, who worked for a large grading and paving company in the Bay Area. The recession meant much less work, lower or even nonexisting profit, and Woods and Medinas were in the middle of it all, watching layoffs, wage cuts, and an atmosphere of general insecurity all around them daily.

“I think that the absence of profitability during the Great Recession exposed what I would call a negative undercurrent. Bill and I felt that we either had to shut up and drink the Kool-Aid or move on and do something different,” says Woods. “The entire experience during the recession

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changed the way we looked at business and job security, and we had many conversations over several years on how we could bring more stability to our lives and family. We eventually made the leap of faith and started KDW on April Fool’s Day 2013.”

Woods and Medinas were determined to do things differently.

Together, the partners worked tirelessly to create an adaptable company that put relationships with clients and employees ahead of blind self-interest. “Starting on our own was a big wake-up call because we had been a part of such large, high profile projects in C A LCO N T R AC TO R .CO M

Above: KDW Construction, LLC has partnered with SITECH NorCal and Peterson Cat since its inception in 2013. Pictured above is KDW’s CAT AP1055F track asphalt paver with Trimble/CAT Grade and Slope package that include 2D/3D capabilities. Pictured above L-R: Tom King - Sales Engineer SITECH Norcal, Bill Medinas Co-Founder KDW Construction LLC, DJ Woods - Co-Founder KDW Construction, LLC, Jeff Goggin - President Peterson Technology & Services Group, Former COO of Peterson Holding Company, Eric Arritola - Sales Manager SITECH Norcal.

Above right: KDW averaging 2,500 tons per shift while bottom dump paving at their Aviano project for DeNova Homes in Antioch.

the past and were now just trying to get people to call us back. Our initial focus was predominantly on residential construction, a niche market up here in the Bay Area that is heavily based on who you know,” says Woods. “We concentrated on building our brand with hopes that we could not only maintain our niche market but also diversify and get back to high profile projects that we were more accustomed to in the past.”

Woods vividly remembers their very first contract as KDW Construction, LLC. “KDW job number 13-001, Westmont Square in San Jose. It was a small oneand-a-half-acre residential site with less than 30,000 square feet of roadway,” says Woods. “We did more of the same for the rest of the year and ended up with $2.7 million in revenue by the end of CALCON TRAC TOR.CO M

2013.” Woods and Medinas started their company with an excellent reputation that preceded them in the construction industry. “People knew us and were rooting for us, and we appreciated their moral support,” says Woods. “At the same time, clients and potential employees alike were all taking a wait and see approach.” As the company grew, it started to see momentum and attracted a more talented workforce. “Clients started taking chances on us, trusting on the measured mile that we were building. So, we began to move from those $200,000 one-and-a-half-acre sites to some much larger, multi-million dollar projects,” continues Woods.

KDW grew to $16 million by 2016, with a focus still heavily based on residential construction. The partners stuck to their beliefs as

they began to diversify and are now on pace to do over $40 million in 2021.

KDW made a major transition in 2019 to do more privately negotiated commercial work for companies like McCarthy Building Companies and the like. “2020 marked tremendous growth as we did $25 million in sales last year,” says Woods. “Now in year nine, we are back into budgeting and bidding those larger-scale commercial, industrial and residential projects that we were involved in before we started KDW.” Operating out of their headquarters in Livermore, the company now has more than 75 employees and primarily works throughout the greater Bay Area and Central Valley. “We have ventured out of the Bay Area and into the Central Valley, North Bay

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Above: KDW’s Cat 14M3 motor grader on Cannon Station Project in Fairfield. The Cat 14M3 features Trimble’s Earthworks Mastless solution. KDW is one of the first and early adopters of this technology for motor graders and dozers.

Right: Alves Ranch Project in Pittsburg.

Area, Napa and Gilroy,” continues Woods. “If it is for a good client and they want us to travel outside the greater Bay Area. The answer is yes.”

METRO WEST PROJECT FOR TOLL BROTHERS IN FREMONT KDW has been on some high-profile projects since its inception, including the work they did on the Metro West Project for Toll Brothers in Fremont. This is a master-planned, attached new-home community offering flats and multi-level condos. “The Metro West job was located just down the road from the Tesla plant in Fremont,” says Woods. “This was one of the first big off-site infrastructure projects that we performed here at KDW.” Woods says that the Metro West Project was performed within a highly congested area where heavy traffic control was necessary. He refers to the company’s paving foreman, Ismael Valdez, to explain the job further. “We performed a full grind 22

and overlay on the Metro West job and got it all done over a weekend.

We started the job in January, paving the east and westbound lanes on South Grimmer and Fremont Boulevard,” says Valdez. “This was a 150,000 square foot project where we put down around 1,500 tons of hot mix asphalt after the milling operation was complete.”

AVIANO PROJECT FOR DENOVA HOMES IN ANTIOCH The Aviano Project represents one of the more extensive housing tracts that KDW has worked on since 2013. This was a masterplanned community featuring single-family homes with floorplans ranging from 1,448 to 2,179 square feet. “This was the first time that our company had paved on an area greater than a million square feet. We started right after this past Thanksgiving weekend in 2020 and put down more than 10,000 tons of hot mix asphalt,” says Valdez. “Our crews made use of double bottom dump trucks, a material pickup

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machine, and our Cat 1055F paver to get the entire residential street paving portion completed in just five days.”

WATERS TECH PROJECT FOR PULTE HOMES IN SAN MATEO Pulte Homes transformed an under-utilized office complex known as Waters Technology Park into a mix of 190 single-family homes, townhomes and condominium apartments.

Recently completed, the new residential development is situated near Highway 101, State Route 92 and the San MateoHayward Bridge. “This was a complicated, high-profile jobsite with an aggressive schedule. We performed our paving work in two phases and installed around 1,500 tons of asphalt,” continues Valdez. “Although it was one of our smaller jobs, it contained a lot of moving parts, and our crew did a great job standing up to the challenge. { Continued on page 24 } C A LCO N T R AC TO R .CO M

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{ Continued from page 22 }

EQUIPMENT AND TECHNOLOGY KDW added a paving division in 2018 and purchased an entire paving equipment spread at that time. “We purchased a brand-new Cat 1055F paver from Peterson Cat in 2018, along with a couple of Cat rollers,” says Woods. “The first piece of equipment Bill and I ever bought was a $3,200 dual-slope laser. The first brand-new unit was a 2014 John Deere 210LE skip loader. From there, we started purchasing all Cat equipment to include motor graders, dozers, wheel loaders, skid steers and excavators. We now own around a $10 million fully-compliant Tier 3 and Tier 4 fleet equipped with topof-the-line Trimble technology.”

KDW has worked with SITECH NorCal since its inception. “SITECH NorCal has been an integral part of our business from day one. They were there to extend us credit when we did not have a credit history.

They also put us in touch with the right people and invited us to seminars and conventions,” says Woods. SITECH NorCal has also gone above and beyond to train our crew and keep us updated with classes and demonstrations.

Our representative, Tom King, is essential to our organization, and we consider Tom and everyone at SITECH NorCal to be valued 24

members of our team.” Tom King of SITECH NorCal also has great things to say about working with KDW. “I have been working with DJ and Bill since they started in 2013, and it has been an amazing partnership,” says King. “They are both very forward-thinking individuals when it comes to technology and certainly one of our best customers.”

Woods points out that the folks at Peterson Cat have also been invaluable to the growth of KDW. “Peterson and SITECH NorCal are every bit as important to our organization as our bank or insurance company,” says Woods. “With the growth trajectory that we have been on these past few years, we need them by our side more than ever.” KDW has purchased several Trimble products from SITECH NorCal. This includes the Cat Grade and Slope system that is 3D-ready and designed to remove the irregularities from the paved surface.

The system consists of a sensor to control elevation and slope. “KDW has the Trimble PCS900 3D paving control system. This allows KDW to pave to a 3D design,” says King.

“KDW also utilizes the Trimble Mastless Earthworks system on their motor graders and dozers. This sophisticated Trimble technology allows KDW to improve productivity and get more done in fewer passes.”

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KDW paving foreman, Ismael Valdez is also very fond of the Trimble technology they use on the jobsite each day. “All of the Trimble technology is very important to our daily operations, especially the Trimble sonar control system that helps us to control the depth of every lift and layer of asphalt,” says Valdez. “It keeps our screed steady and consistent. Paving would be so much more difficult without these Trimble assets.”

CONCLUSION KDW has experienced tremendous growth annually since its founding, and its reputation for excellence and its unique approach to building quality work precedes them wherever they go. “When Bill and I first sat down to write our business plan, our opening sentence emphasized that we wanted to start a company that we would have been proud to work for ourselves,” concludes Woods. “I am proud of the culture and work environment that we have built over these past nine years. We operate as a family unit, and that is what is going to take us to new heights in the years to come.”

For more information on KDW Construction, LLC please go to www.kdwconstruction.com or call their Livermore headquarters at (925) 493-8940. Cc C A LCO N T R AC TO R .CO M

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Above: Paving on the bluffs near Westport.

Granite Construction - California Highway 1 Overlay Project from Fort Bragg to Wages Creek

By Brian Hoover, Senior Editor

E

veryone’s bucket list should include a Mendocino Coast road trip. Located 154 miles north of San Francisco, Mendocino County boasts 90 miles of prime Pacific coastline. The area is well known for secluded beaches, dozens of wineries, hiking trails, 24 state and national parks, redwood forests, picturesque historic villages, romantic inns, restaurants, plenty of wildlife and of course, Fort Bragg. To get there, you may want to take Highway 1, arguably one of the most scenic roadways in all of America. This rugged and remote section of Highway 1 is heavily traveled with tourists and local commuters and requires 26

constant maintenance and repairs.

One particular 17-mile roadway section from Fort Bragg to Wages Creek required a fresh overlay, and the California Department of Transportation (Caltrans) awarded the $12.2 million project to Granite Construction (Granite).

Granite started the project in June 2020 and completed its work in Dec. 2020. Justin Ingram is an area manager for Granite, and his team oversaw all aspects of this Highway 1 overlay project.

“This project is an example of the synergy between our operations and construction materials business units. Together we were able to construct a new asphalt

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surface that will bring motorists a much smoother ride along the scenic highway overlooking the remote Mendocino coastline for years to come,” said Ingram. “The 43,000 tons of hot-mix asphalt for this project was provided by Granite’s North State Street Hot Plant in Ukiah.”

Ingram says that the job started with the installation of a new guardrail retaining walls on a 2-mile segment of the 17-mile project. Next, Granite began repairing sections of the roadway with dig-outs and spot repairs.

“The dig-out sections amounted to around 12,750 tons or 7.5 lane miles. The repair sections were C A LCO N T R AC TO R .CO M

Left and Right: Granite crew placing temporary tapers at the end of shift.

sized from a few hundred feet to as much as a quarter-mile long,” says Ingram. “Some locations required repair through the entire surface area, which is around 4 inches in-depth, while others were only surface oriented.” The excavated material was exported off-site while a new pavement section was installed.

After the failed asphalt sections were repaired, the entire project area received a cold planing treatment, milling off 15 hundredths of a foot. After the coldplaning process was complete, Granite checked the entire surface area for smoothness

and began segment corrections.

Approximately 300 segment corrections were made to the existing surface according to Caltrans specifications, and Granite began the tack coat process before starting the asphalt overlay. “Maintaining smoothness was a challenge as the existing asphalt pavement would tend to unravel during the cold planing process,” continues Ingram. “We worked closely with Caltrans to come up with appropriate methods and solutions that resulted in a nice smooth surface that met requirements.” Granite utilized consultant Sam Rhodes for inertial

profiler services that utilizes height sensors, accelerometers, a distance-measuring instrument (DMI), and a computer to record the true profile of a pavement surface. “Together with Caltrans, we modified the smoothness requirements based on the curvature and the existing surface of the road grade to come up with the most appropriate surfacing,” continues Ingram.

Finally, Granite was ready to begin the overlay process on the one-lane highway in each direction.

The 15 hundredths standard Caltrans Type A mix was installed during daytime operations, except

Below: Roadtec Shuttle Buggy was integral to the operations since the one way hauling distance was approximately 90 minutes and temperatures on the job were often down in the 55-degree range.

Left: Scenic Highway 1 along the rugged Mendocino Coast.

Above: Remote section of Highway 1 passes through Redwood Forest.

for a couple of night paving operations while in Fort Bragg.

Granite utilized an 11-person crew along with a Cat 1055F paving machine and a Roadtec SB-2500 Shuttle Buggy. Compaction was performed with two smooth drum rollers and one rubber-tired roller.

Granite performed the striping and shoulder backing segments to finish the project on time and within budget. “We met our goal of completing at least two-lane miles per day. Our crew did an amazing job repairing and paving this section of Highway 1 with no recordable OSHA injuries,” says Ingram. “This project was started and completed during the middle of the COVID-19 pandemic.

Everyone worked together to finish this project on time while strictly observing all COVID-19 restrictions and protocol. I want to thank and recognize everyone involved in this project, including our area superintendent, Garry Huddle, project manager, Steve Espinosa and paving foreman, Calvin Tolman. Working with Caltrans and continuing to build upon our strong working relationship was a pleasure as always. We continually strive to provide Caltrans and taxpayers with an excellent finished product at a fair price.”

28

Westport Sink Emergency Repairs Project It is interesting to note that Granite had been working with Caltrans since 2016 as part of an emergency limited bid contract to perform a slide repair on the north end of the Highway 1 overlay project. Ingram says that the original plan was to excavate the slide area to bring the load off the highway section. “We performed the excavation, but the road continued to slide,” says Ingram.

“Caltrans decided to install two large soldier pile walls, and they spent a year completing the design.” Ingram says that Granite then spent 2017 through 2018 maintaining traffic in the slide area before beginning the actual construction process in 2018. “The Caltrans design solution included the installation of 131 soldier piles and 450 ground anchors, drilled and installed by subcontractor, Pacific Coast Drilling Company,” continues Ingram. “This emergency repair project started at approximately $4 million; the addition of the soldier pile wall solution increased the cost substantially. The slide area was located 1-mile south of Westport in an area referred to as the Westport Sink for obvious reasons,”

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continues Ingram. “The soldier wall solution was made over a 2,800 linear foot area that rose to 355 feet above and 100 feet below the roadway. We returned in March 2021 to finish the top asphalt lift of that section and are now completing the striping and finish work on the slide area. We should have everything wrapped up in July. Thank you to everyone involved, including project manager, Frank Pomilia, project foreman, Ben Gayski and project engineer, Robert Garbocci.”

Granite is America’s Infrastructure Company™.

Incorporated in 1922, Granite is one of the largest diversified construction and construction materials companies in the United States as well as a full-suite provider in the transportation, water infrastructure and mineral exploration markets. Granite’s Code of Conduct and strong Core Values guide the Company and its employees to uphold the highest ethical standards. For more information, visit the Granite website and connect with Granite on LinkedIn, Twitter, Facebook and Instagram. Cc

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DITCH THE CHAOS OF PAPER TICKETS Asphalt binds and surfaces our California roads. It’s time to digitally bind your projects with e-Ticketing tools for contractors, producers and suppliers powered by Haulhub.

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JOHN DEERE CELEBRATES 50 YEARS OF BACKHOE LOADERS John Deere is celebrating 50 years of backhoe loaders, a history of innovation and excellence that first started with the introduction of the JD 310 model in 1971. Today, the 310L, the latest generation of the original model, remains a cornerstone within the John Deere backhoe lineup as a result of the continuous improvement to the design and efficient performance.

Since the 50-horsepower JD310 entered the market, John Deere has continued to evolve its backhoe lineup, building upon the original design through new innovations and technologies.

Today, additional models, such as the 310SL and 310L EP continue to advance to meet changing customer needs. The newly redesigned 310SL machine allows operators to be 16% more productive in trenching applications over the previous design. Now with pressure-

compensated load-sensing (PCLS) hydraulics, the 310SL provides better multifunctioning, smoother machine control and up to 15% greater craning capacity with Lift Mode, collectively providing a distinctive customer experience and enhanced machine reliability.

As a commitment to the next generation of backhoe loaders, John Deere has begun jointtesting its first-ever battery electric backhoe loader with National Grid, an electricity, natural gas and clean energy delivery company. Aimed at lowering its carbon footprint

and promoting sustainability, the Deere E-Power backhoe loader targets the performance of a 100-horsepower 310L dieselpowered machine, but with zero tailpipe emissions. John Deere is committed to the future of the construction industry, and the 50th anniversary of John Deere backhoe loaders is a testament to the growth and evolution of its machines over time. For more information about the John Deere backhoe loaders, please visit https://www.JohnDeere.com/ or a local dealer.. Cc

KOMATSU’S PC88MR-11 EXCAVATOR DELIVERS HIGHER PRODUCTIVITY Contractors looking for a machine with performance and versatility in an easy-to-transport package, will want to take a look at the Komatsu PC88MR-11 excavator. The reduced tail swing radius on the PC88MR-11 makes it ideal for work on roadways, bridges, urban areas, or anywhere space is limited. The 67.7 HP (50.6 kW) excavator has standard high flow auxiliary hydraulics with proportional joysticks that offer incredible job versatility, while providing precise attachment control. Standard grading blade with new moldboard profile improves backfilling and light grading efficiency.

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Designed to excel in underground utility or general construction in urban environments, the PC88MR-11 short tail swing excavator is more at home in confined spaces than a conventional excavator. Its swing boom design allows digging parallel to buildings or barriers.

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The new high-efficiency power package and viscous fan clutch work together to lower overall fuel consumption by up to 13%. The smart, simplified catalytic system removes soot without a diesel particulate filter, for lower maintenance and lower cost of ownership.

Faster boom up/swing speed, combined with responsive quick arm speed, makes excavating and leveling work easier and more efficient with the PC88MR-11. Six working modes let you tailor the machine to the tasks required, whether for performance or fuel savings. Cc C A LCO N T R AC TO R .CO M

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