Utilizes Sustainable Engineering Technologies on South San Francisco Roadway Rehabilitation Project - PG.6
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Asphalt Issue
Features 6
06 PAVEMENT RECYCLING SYSTEMS, INC. Utilizes Sustainable Engineering Technologies on South San Francisco Roadway Rehabilitation Project
12 GRIFFITH COMPANY Brings Bus Rapid Transit Curb & Middle Lanes Back to Life on Wilshire Boulevard
18 GRANITE CONSTRUCTION Widens Highway 101 at Mussel Shoals and Constructs New Award Winning Bike Path
22 CONTRACTOR TRAINING Cultivating the Trainer Within Supervisors and Managers
26 Industry News 30 Advertiser Index
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CalContractor Magazine / www.calcontractor.com PUBLISHER: Kerry Hoover (909) 772-3121 khoover@calcontractor.com CONTRIBUTING EDITORS: Brian Hoover, CMS Jeff Ensell, Roadtec, Inc.
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CalContractor is published twelve times each year by Construction Marketing Services, LLC. P.O. Box 892977, Temecula, CA 92589 - Phone: 909-772-3121 - Fax: 951-225-9659 All rights reserved. Reproduction in whole or in part without permission is prohibited.
Pavement Recycling Systems, Inc. Utilizes Sustainable Engineering Technologies on South San Francisco Roadway Rehabilitation Project By: Brian Hoover | Photos Courtesy of Pavement Recycling Systems
The energy crisis of the 1970s and the need to conserve oil and other natural resources served as a catalyst that would help usher in the use of recycled pavements here in the United States. Today, asphalt pavement is America’s most recycled material, being utilized in both base and surface courses. Cold-In-Place Recycling (CIR), Cold Central Plant Recycling (CCPR), Full Depth Reclamation (FDR) and other pavement recycling methods have now been in place for more than 30 years. Caltrans has led the way in California by taking part in pilot projects that have helped solidify the now wide-spread use of recycled pavement methods like CIR, CCPR and FDR. As California highways, streets and roads continue to age, deteriorate, and eventually fail; cities, counties and other agencies look to implement reliable, sustainable and cost effective engineering solutions to help keep a potential pavement crisis at bay.
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The City of South San Francisco is located on the west shore of the San Francisco Bay, in northern San Mateo County, 10 miles south of San Francisco. South San Francisco currently maintains around 150 miles of roadways for their estimated 63,500 residents. According to Robert Hahn, Senior Civil Engineer for the City of South San Francisco, the city has approximately 2 million square feet of roadway currently in need of major repair. “We are doing everything we can to catch up on our road maintenance and the recent passing of Measure W, as well as the additional ½ cent sales tax, should give us an additional $3 million to spend on road maintenance for the remainder of this year,” says Hahn. According to Hahn, the City just completed a $1.7 million contract through the use of funds from their 2015 budget. The project was divided into three separate bids. The base
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bid included work on DNA Way, located on the main Genentech campus, which is one of more than 80 biotechnology companies located in South San Francisco. One of the secondary bids was for work on Allerton Avenue and yet another for East Jamie Court, also located in the outer Genentech campus area. Hahn explained that these roads were in very bad condition due to age and wear from heavy traffic and a large amount of past construction activity. “We tried to do this work last summer, but the construction costs came in very high, so we decided to put it out to bid again this past January,” says Hahn. “We did things a little differently on the re-bid by breaking the project up into four separate bids and this time we received more reasonable costs.” Hahn explains that the City advertised another bid out for work for reconstruction of Harbor Way and Littlefield Avenue, which included around one and a half
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miles of roadway. “We planned for a 15-inch FDR rehabilitation strategy at these locations due to the tremendously distressed subgrades. Although FDR is the most cost-effective and sustainable reconstruction process for these roads, the bid came in at $1.5 million and we just did not have sufficient funds available, so we decided to push this particular bid item to a future date.” All three remaining bids were eventually awarded to Graniterock, headquartered in Watsonville, California. Graniterock subcontracted the road recycling portions of the project to Pavement Recycling Systems (PRS). Headquartered in Jurupa Valley, PRS has now established operations in Northern California to service the growing use of pavement recycling technologies. According to Richard Haro, business and technical development manager for PRS Northern California, “The growth of recycling existing pavements materials has accelerated with the introduction of the new suite of recycling specifications from Caltrans.” Mr. Haro, who’s been developing and providing technical and quality control support to the construction and design industry for over 35 years, spends a large amount of his time converting old “remove and replace” practices with in-place material recycling and stabilization. “We refer to these processes as the ‘new urban quarry,' yielding material resources for the new pavement,” says Mr. Haro. "Why pay to remove a valuable asset, pay to accept these assets, and finally pay again to have these same material assets brought back to the site in some reconstituted form. Recycling and stabilizing materials on-site establishes a
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Left Page: CIR on Allerton Avenue. Above: Graniterock paving CIR asphalt on Allerton Avenue. Left: Pavement Recycling Systems CIR operations coming up the hill on DNA Way.
perpetual pavement system that can adjust to changing conditions, such as underlying water infiltration or future traffic loading.” Haro continues to point out that recycling asphalt and base layers, in-place, makes the most sense from an engineering, environmental, and economic perspective. He says that it is important to demonstrate design verification protocols and long-term durability and that many of these technologies have been around for some time. "There are projects in Northern California that are now going on 35 years, which are beyond their typical design life of 20 years. From an environmental standpoint, recycling in-place eliminates the use of trucking by a ratio of 40-to-1, which equates to a 70 percent reduction in greenhouse gases, plus all the logistic benefits from reduction
of equipment use,"says Haro. "These two benefits equate to substantial cost reduction to the project in the range of 30 to 40 percent, relative to past methods of road reconstruction. This of course influenced some of the deciding factors for Robert Hahn and others at the City of South San Francisco, when presented to them with our value engineering designed to accommodate the City’s reduced budget.” Chris Rogers is the general superintendent for PRS and he was responsible for the day-to-day operations of the PRS portion of the South San Francisco Roadway Rehabilitation Project. “We began our work on May first and finished the second weekend in May,” says Rogers. “The entire job was on a fast track schedule from the beginning with a mandate to be fully completed by June first.
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Above: FDR cement operations on East Jamie Court provide for long-term pavement performance.
This required a great deal of coordination between Graniterock, all of their subcontractors and the City of South San Francisco.” Rogers pointed out that the work needed to be completed on the weekends and at night so as not to disturb Genentech operations. The base bid portion was done on DNA Way utilizing the Cold In-Place Recycling (CIR) method. This particular process is accomplished using a train of equipment consisting of a milling machine and a recycling unit, followed by conventional paving equipment. The milling machine pulverizes a thin layer of the old pavement (2 to 4 inches). Then the recycling unit sizes and screens the material to the appropriate specified gradation and adds a recycling agent to rejuvenate the old pavement. The material is then deposited into a windrow and then placed via paving equipment. “We went in on DNA Way and milled the gutter lip down two inches to make room for the final 2-inch overlay. This is what is
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referred to as a wedge grind, where we begin the gutter at 2 inches and then progress inward to zero,” says Rogers. “We then began work with the CIR train, grind, recycle and then placed the recycled material back in a single pass.” The same CIR process was performed on the separate bid section of Allerton Avenue. “In all we performed 210,700 square feet of 3” CIR on DNA Way and 83,220 square feet of 4” CIR on Allerton Avenue. We also performed a total of 79,524 square feet of asphalt wedge milling on all of the CIR projects combined.” Rogers explains that CIR technology is a fairly forgiving process, but that does not mean it was without challenges. “The biggest challenge was working around the existing manholes and vaults. We worked around these obstacles primarily by utilizing an additional milling machine out in front of the CIR train,” says Rogers. “We also faced another challenge on DNA Way where we navigated a section with a 7 percent grade.
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We had to disconnect part of our unit to make it up the grade, but other than these slight time delays, the CIR job went very smoothly.” According to Rogers, while CIR on DNA Way took two days to complete, Allerton Avenue was completed in just one workday. PRS processed around 5,200 tons of asphalt material and added 15 tons of Type II Portland cement at 0.3 percent and 160 tons of Western Emulsions PASS R emulsified recycling agent at a 3.0 percent mix rate. The train and other support equipment consisted of a CMI PR 1000 (1200 HP) rear loading 12.5 foot wide milling machine, a CRMX-2 Eagle Ironworks portable asphalt recycling plant with 100% closed circuit crushing and screening capabilities, a Bearcat insulated storage tanker for the engineered emulsion, a Wirtgen W-2000 milling machine, and a cement spreader trailer equipped with water storage for the recycler. All of these units were fully ARB compliant. [ Continued on page 10 ]
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The final bid section was located on East Jamie Court and this contract required a different solution. East Jamie Court had for years served as the main access roadway to a junk removal and recycling center, which subjected it to extremely heavy truck traffic, along with the abuse from years of dispersed and compacted damaging metals and other debris. Although this part of the project was originally bid as a Central Cold Plant Recycling job (CCPR), based on scheduling and deadline restrictions, the decision was made to grind and haul off the 3 inches of asphalt, perform a 10-inch Full Depth Reclamation (FDR) with cement and then import asphalt from Graniterock for the new overlay. Richard Haro is a recognized expert on the pavements foundation structure, which includes the base and subgrade layers. “On East Jamie Court, the existing pavement had distressed to the point where a surface treatment would not prevent further deterioration of the roadway,” says Mr. Haro. “This meant it would be necessary, in this particular case, to rebuild the road’s foundation by the process known as Full-Depth Rehabilitation (FDR)." Haro goes on the explain that FDR is the process of pulverizing the existing base layer, along with some subgrade materials, and cement treat these materials to achieve a specified unconfined compressive strength (UCS). The UCS results are then converted to a corresponding Gravel factor (Gf), which is used for conventional pavement design values in California. Once the FDR process was completed and cured for 48 to 72 hours, microcracking of the FDR surface took
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Above: Completed CIR asphalt on Allerton Avaneue open to traffic at the end of day.
place. Micro-cracking is the process of creating microfractures within the FDR structure to reduce stress caused by over stiffness of the cement treated material. "From a quality control standpoint, the FDR stiffness and corresponding stiffness reduction is measured by a Humboldt stiffness gauge, says Haro. "The use of this process should always be accompanied by a good quality control plan and personnel that are familiar with these recycling technologies." The final FDR section on East Jamie Court was then covered by the required 2 ½” HMA wearing coarse. The City of South San Francisco has 150 miles of roadway with Pavement Condition Indexes (PCI) of anywhere from a 4 to an optimum level of 75. Senior Civil Engineer, Robert Hahn has a big job ahead of him and companies like Graniterock and Pavement Recycling Systems will continue to help him get this all done through their value engineering efforts. “We currently have a
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$17 million backlog and you just have to get out there and start getting it done, otherwise the PCI’s of 8 and 16 will continue to pull down the average, making it difficult to reach our goals,” says Hahn. "We take all of the options into consideration, including microsurfacing and slurry seal. We are also looking at doing CIR with foam on some of our upcoming projects for the simple reason that it allows us to recycle the subbase. We will be sending out several engineers to do core sampling in order to determine our next move. I have very much enjoyed working closely with PRS. They were very helpful in educating me on the various recycling methods available to our city.” Chris Rogers, General Superintendent for PRS, makes it clear that it was a group effort that led to the successful completion of the South San Francisco Roadway Rehabilitation Project. “I want to thank Dennis McElroy and Ed Swartz, superintendents for Graniterock, for doing such an exemplary job of managing this project that had such a tight deadline and challenging working conditions,” says Rogers. “I also want to thank all of our great operators, laborers, foremen, superintendents, management personnel and office staff here at Pavement Recycling Systems. Our employee owners are what make the difference and they are the reason why PRS continues to lead the way in the pavement recycling industry.”For more information on Pavement Recycling Systems and their recycling solutions please visit www.pavementrecycling.com or call their main office at (800) 966-7774. Cc
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GRIFFITH COMPANY Brings Bus Rapid Transit Curb & Middle Lanes Back to Life on Wilshire Boulevard By: Brian Hoover | Photos Courtesy of Griffith Company
Wilshire Boulevard runs 15.83 miles from Grand Avenue in Downtown Los Angeles to Ocean Avenue in the City of Santa Monica. Henry Wilshire, a real estate mogul from Cincinnati, initiated what was to become Wilshire Boulevard in the 1890s by clearing out a 1,200-foot path in his barley field, a dirt road that would officially be named Wilshire Boulevard in 1895. A.W. Ross purchased 18 acres of land along the south side of Wilshire Boulevard and established a 20-foot wide, one-mile long dirt swath flanked by oil wells and farm fields that would later be known as the Miracle Mile. Located between Fairfax and Highland Avenues this stretch of road would eventually become home to skyscrapers, museums, the La Brea Tar Pits, a collection of historic Art Deco structures and a variety of other retail buildings. Today, Wilshire Boulevard serves as western Los Angeles’ primary thoroughfare with more than 80,000-weekday bus boardings and as many as 128,000 automobiles crossing over some of its busiest intersections daily. Heavy buses and other vehicular traffic had taken its toll on Wilshire Boulevard, creating deteriorated conditions at the concrete gutters and asphalt curb lanes. The curb lane eventually failed to the point where vehicles began avoiding it altogether, creating additional congestion and stress on the inside lanes. The Wilshire Bus Rapid Transit (BRT) decided to reconstruct the curb lanes in between Western Avenue to San Vicente Boulevard and convert them to weekday peak period bus and right-turn only lanes. The City of Los Angeles, in turn, made the decision to rebuild and repair the east and westbound travel lanes, as well as the center median and left turn middle lanes in the same work area.
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Above: Hudson Avenue. and Wilshire Boulevard preconstruction photo of existing AC pavement. Above Right: SE corner of Longwood Avenue and Wilshire Boulevard. Paving the Number 2 eastbound lane.
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Griffith Company was awarded the $14 million contract, which was divided into two separate work orders, one for the concrete curb lane and the other for the asphalt middle lanes. Griffith Company’s contracts constituted Phase II of the Wilshire BRT project, a 3.6-mile section extending in both directions from Western Avenue to San Vicente Boulevard. They broke ground in January 2014 and work was completed in April 2015. Work began by removing the existing concrete curb lanes and gutters and replacing them with a new monolithic concrete curb and
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concrete peak-hour bus only travel lane on both sides of Wilshire Boulevard. The construction of this new curb lane served to improve transit service and has encouraged a shift from automobile use to public transit. Additionally, bus stops and shelters were more conveniently relocated and traffic signal improvements were made. Griffith Company’s paving and grading division performed the $10.6 million asphalt construction portion. They began by subcontracting to Pavement Recycling Systems who milled out 3 to 6 inches of existing
asphalt on the number 1 and 2 lanes, the turn pockets and median islands on both sides of Wilshire Boulevard. Approximately 1,500 to 2,000 lineal feet of milling was done each day in all four east and west middle lanes and left turn lanes. Griffith Company followed the milling operation, paving the same section within that same day. An average of 1,550 tons of asphalt was put down each day with more than 21,000 tons being installed by jobs end. Rodrigo Ochoa was the project manager for Griffith Company on this project. “We finished the asphalt paving portion on this project by
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Left: Staging the AC milling operation to grind 3-inches to 6-inches of the existing pavement at Highland Avenue and Wilshire Boulevard. Photo #1: Preparing #1 and #2 lane of Wilshire Boulevard and East of Highland Avenue for AC pavement operation.
1 the end of December in 2014, allowing us to come in around 5 months ahead of schedule,” says Ochoa. “Vulcan Materials provided us with a PG76-10 Superpave B mix, a specialty blend developed by the City of Los Angeles. They have utilized this successfully on several other projects and it is designed with larger aggregate to withstand heavy vehicle traffic.” Ochoa pointed out that the approach to the main arterial road of Wilshire Boulevard and other intersections with side streets had to be handled differently. “The average intersection grind and overlay was only around 5 to 7 feet wide and 20 to 50 feet in length. We used a small crew with a couple of skip loaders to bring in and spread the asphalt,” says Ochoa. “This job also included a late change order to grind and pave Wilshire another two city blocks from Federal to Barrington, which added another 826 tons to the job.” Ochoa admits that the asphalt portion of the job was a fairly normal grind and overlay project, but it did have a few challenges.
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“We were required to pave only during the daytime and traffic control on a busy thoroughfare like Wilshire Boulevard is never easy,” says Ochoa. “We pushed all of the traffic to the right lane in both directions and motorists could only make right-hand turns. It got a little crazy at times, but nothing that we couldn’t handle.” The Wilshire BRT Project was developed by the Los Angeles County Metropolitan Transportation Authority (Metro), the City of Los Angeles, and the county of Los Angeles in order to improve transit service. It required the cooperation and teamwork between multiple agencies, contractors, crewmembers and
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Photo #2: Paving Wilshire Boulevard.
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Photo #3: Compacting Wilshire Boulevard. Photo #4: Placement of new crosswalk pavment markings.
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Left: Placement of "Cat Tracking" and final pavement markings at Wilshire Boulevard eastbouind in the #1 and #2 lanes. Below: Aphalt pavment at San Diego and WIlshire Boulevard with final pavement markings.
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other service providers. “I have been on several jobs with the City of Los Angeles and I don’t know if I have ever worked with a better project management crew or inspectors. They were all very knowledgeable, helpful and just a joy to work with,” says Ochoa. “I also want to thank and acknowledge Linda Hynds, our project engineer, Joe Tuttles, our general superintendent and Joe Martinez our foreman. This was a team effort and everyone who took part in this project deserves a big thank you and a pat on the back.” Griffith Company is one of Southern California’s earliest and most respected contractors, with a rich history of work from the Central Valley to the Los Angeles Basin, to Orange County and on to San Diego. They have built many of the roads and bridges traveled by Southern Californians each day and have also made their mark in waterworks, military, airport and a variety of other infrastructure construction. For more information on Griffith Company, please visit their website at www.griffithcompany.net or call their Brea headquarters at (714) 984-5500. Cc
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Above: Final Paving and Pavement Markings on Wilshire Boulevard at Lucerne Boulevard (Looking West)
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Granite Construction Widens Highway 101 at Mussel Shoals and Constructs New Award Winning Bike Path By: Brian Hoover | Photos Courtesy of Granite Construction
Cycling has become an increasingly popular hobby here in California and bicycle safety is the number one topic of concern. If you are an avid cyclist then you know the feeling you get when riding on a busy highway or city street; that sensation of a car or semi-truck approaching from behind, and the stress that they may or may not be paying attention to you and your bicycle. Conversely you also know the comfort and relief you experience when riding on a protected bike path, one that allows you to take in the beautiful surroundings without the fear of that distracted motorist running you off the road. California has literally hundreds or even thousands of beautiful bike trails and arguably one of the most scenic would be the
picturesque Highway 101. Cyclists have braved this highway for many years, however others have diverted their routes away from the coast in order to avoid what some viewed as a dangerous stretch of roadway. A recent joint effort between the Santa Barbara County Association of Governments (SBCAG), the Ventura County Transportation Commission (VCTC) and Caltrans has transformed a once scary ride on the shoulder of the bustling Highway 101 into a relaxing coastal ride with breathtaking views. I am referring to the new four-mile bike trail that was awarded by the California Transportation Commission with voter approved Proposition 1B funds. Depending in part upon the location, the new bike trail
Custom-designed railing adds beauty to Hwy 101 as well as added protection for bicyclists.
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has been referred to by many names including: the Rincon Bike Path/Trail, the Pacific Coast Bike Route, Carpinteria State Beach Bike Path/Trail, and the
Protected bicyclists have an unobstructed view of the beautiful coastline.
La Conchita Bike Path. The project was also dedicated by the state Assembly as the Ralph Fertig Memorial Bike Path, in honor of Fertig’s fight for better bicycle infrastructure in Santa Barbara. The approximately four-mile Class 1 bike path construction was part of a six-mile U.S. Highway 101 carpool lane project from Mobil Pier Road in Ventura County to Las Casitas Road in Santa Barbara County. The bike path was constructed along with Phase II of the Highway 101 Widening Project that began in spring 2012 and was completed in mid-2015. Granite Construction was awarded the contract as the project contractor and MNS Engineering was the construction manager. [ Continued on page 18 ]
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Concrete design decorates the tunnel under Hwy 101 from La Conchita neighborhood to the beach-side ocean view.
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The $66 million project included 6 miles of new highoccupancy vehicle (HOV) lanes for both north and southbound traffic, a new pedestrian undercrossing with direct beach
Asphalt bike path provides a popular daily ride for cyclists.
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access at La Conchita, widening of the Bates Road Bridge, new sound walls at Mussel Shoals, highway landscaping at Bates Road and Mussel Shoals, restoration of the Punta Gorda pedestrian undercrossing, and construction of a public access parking lot at Punta Gorda. The ongoing 16-mile project was originally designed to be constructed in four separate stages, however work on all four phases was completed simultaneously, with the approval of Caltrans. Southbound lanes opened in August 2014, the bike path and La Conchita pedestrian undercrossing opened September 2014, and the northbound lanes opened March 2015. The project was ready for the public almost a year ahead of schedule. Rob Gregg is the Santa Barbara area construction manager for Granite Construction and he has
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been serving the company for 23 years. “We constructed nearly 4 miles of Class 1 bicycle path adjacent to the ocean from Rincon to Mussel Shoals. The construction consolidated the bike paths, which were previously unprotected and located on the north and south sides of the 101 freeway,” says Gregg. “Our work brought everything over to the western or ocean side of the freeway, behind a metal beam guardrail where cyclists will be much safer.” According to Gregg, the four mile long path was paved to a width of 10 feet and striped to provide two four foot riding lanes to accommodate both north and south bicycle traffic. Granite paved a little more than 3 ½ inches of conventional hot mix asphalt, provided by Granite’s Ventura plant, over the same amount of Class III base. “We put down roughly 25,000 tons
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of asphalt on the overall project. This included the bike path, temporary asphalt pavement sections, and 6-foot wide asphalt transition areas between the old concrete and new structures throughout the entire widening project,” says Gregg. All of the bike path construction was completed safely behind K-Rail, and a see through railing was added to preserve ocean views while protecting cyclists from the freeway traffic. “The installation of the decorative handrail was an exacting process because the bolt patterns had to be perfect with no room for error. This took time and patience, but came out beautifully and is many times the first thing people comment on when they visit the site.” The overall HOV lane expansion and bike trail was completed by Granite Construction in 920 working days, totaling $52.5 million. Part of the project also called for Granite to construct a new pedestrian undercrossing to allow residents and visitors safe access to La Conchita Beach. Granite performed all of the excavation and installation
Concrete and railing designs line this award-winning bike path.
of 142 feet of 8x8 concrete boxes that made up the tunnel. The Class 1 bike path has received many awards since its completion including the Pedestrian/Bicycle Project of the Year from the California Transportation Foundation, as well as the 2016 Project of the Year Award in the Transportation Category from the APWA Ventura County Chapter and the California Bicycle Coalition voted it the best new bike path in its infrastructure category. According to their website, the California Bicycle Coalition has adopted an official goal to double the amount of bicycling in California by 2017 and triple by 2020. They envision millions of
people riding bikes every day in California with networks of safe streets and paths conveniently connected to every major destination. Organizations like this working together with the state, cities and agencies, as well as companies such as Granite Construction are needed to keep California the national model for sustainable transportation. From the largest, most complex infrastructure projects to the smallest construction jobs, from transportation to power to water projects, Granite Construction is putting their commitment to collaboration to work. As one of the nation’s largest diversified infrastructure providers and construction material producers, Granite Construction strives to provide their customers with the highest standards of quality, safety and service. For more information on Granite Construction, please visit their website at www.graniteconstruction.com or call their corporate office at (831) 724-1011. Cc
Bike path connects neighborhoods with shopping, restaurants, parks and of course the beach!
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CONTRACTOR TRAINING… CULTIVATING THE TRAINER WITHIN SUPERVISORS AND MANAGERS By Jeff Ensell, Director of Training, Roadtec, Inc. | Photo Courtesy of Roadtec, Inc.
Training… why do it? The short and simple answer to the question of why bother with construction training is twofold: safety and productivity. Accidents and injuries are a costly unnecessary risk to valued employees, expensive equipment, and company morale. And well-trained employees are not only safer, but feel more competent and comfortable on a work site, which translates to higher productivity and emanates beyond a site… fostering a positive reputation within and outside the company. Travel most anywhere and watch construction crews. There are great ones and crews that really struggle. The struggle can be battles with each other or the lack of training to do the task assigned to them by the foreman or above. The idea of training is broader than a formal function occurring in a classroom or at a field site. Training should be considered a responsibility of every supervisor and manager, since they are in the best position to help cultivate their crew’s skills and knowledge.
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Supervisors and managers are promoted to their positions because of their experience and expertise…they know what they’re doing. For success today, management should only be allowed to keep their positions if they are also effective communicators in sharing what they know. People who are afraid to share knowledge should never lead and people that belittle others for not knowing as much as they do will never inspire others to grow and succeed. Good, strong managers and supervisors inspire their crews to do great things and be productive. Senior company management needs to support this concept that everyone is responsible for training. With managers and supervisors functioning as leaders and mentors generous with their knowledge and help, workers learn to help their coworkers avoid mistakes and perform tasks better. As new technology, ideas, processes, and procedures get introduced to the company there is a need for the managers or supervisors who excel at training to be tapped.
2016 Asphalt ISSUE CALCONTRACTOR
In-the-company trainers should be chosen out of the best you have available. The thinking can’t be, “Hey, I can’t lose that guy to training!” Generally speaking, a contractor’s cream of the crop manager has done every aspect of the job and can relate to what the crews face day in and day out. And who better can teach than that individual? Trainers should be able to communicate effectively and be able to keep the hard hat on and not thrown down in frustration. Contractors who have found workers who want to work is half the battle today. Keeping them engaged in the process is where a trainer can help. The work is hard and the days and/or nights are long, so if the trainer is screaming, they will not receive the respect they deserve, nor will they be motivated. A trainer’s personality and humor can go a long way with crews and make workers want to come back for additional training. Being able to teach a person and show them the correct way will build a relationship between the trainer and the trainee. [ Continued on page 24 ]
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Well-trained employees are not only safer, but feel more competent and comfortable on a work site, which translates to higher productivity.
[ Continued from page 22 ]
In-the-company trainers need to teach the same things to each crew. Consistency is vital for a productive crew. For example in asphalt paving, crews that take off from the joint consistently, carry a consistent head of material, keep a consistent travel speed and use the grade control systems consistently are by far more productive. Not only will they be productive but they will be together longer as a crew-and this is a sign that training is paying off. People want to be a part of the best crew; it’s human nature. Trainers should promote teamwork. Cross training every position within the crew is key. When a crew member is out; they have another who can take the place and perform. Not
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only can they fill the position but they also understand the importance of that person’s position on the team—the old “walk a mile in my boots.” Trainers need to be involved with every significant project from the start. When the project starts, so should a trainer. Every company has rework that could have been prevented. Consider that one asphalt-paving job of remove and replace on a high profile job, can be justification enough for having proper training before the project starts. Senior management at a contractor, needs to empowers its trainers to ask the tough questions at a work site and jump in to troubleshoot when necessary. They need to be asking if everything is running O.K., are tasks being safely
2016 Asphalt ISSUE CALCONTRACTOR
performed, are the workers implementing the training they received? Trainers at the site need to be 100% capable of making quality adjustments that improve productivity and ensure best results. Their presence on the jobsite can send a powerful message to the crew and the owners of the project. So why train? Because it works. It promotes safety and quality results. It can inspire a workers to be a part of something bigger… something greater. Clearly, when a construction contractor commits to making its workers the best, the workers will give their best. When workers are inspired to go to work and do their best for the company, this is the ultimate return on investment. Cc
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0% for 60 ZERO DOWN
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13,010 LBS Compact Excavator Enclosed Cab w/Air & Heat 12”, 24” & 36” Buckets 3YR / 3000 HR Warranty 16” Rubber Tracks WR Coupler or Hydraulic Two Way Hydraulics Compact Radius
• • • • • • • •
18,190 LBS Compact Excavator Enclosed Cab w/Air & Heat 12”, 24” & 36” Buckets 3YR / 3000 HR Warranty 18” Rubber Tracks WR Coupler or Hydraulic Two Way Hydraulics Compact Radius
1 877 RENT-HVY (1.877.736.8489) / HERS-LLC.COM Corporate Office 13013 Temescal Canyon Rd. Corona, CA 92883 951-674-9999
Los Angeles Office 9879 San Fernando Rd. Pacoima, CA 91331 818-834-0102
San Diego Office 10435 Vine St. Lakeside, CA 92040 619-870-6821
Newark Office 8136 Enterprise Drive Newark, CA 94560 510-713-7368
SONSRAY MACHINERY HOLDS INAUGURAL MOUNTAIN MOVERS RALLY AT NEW SANTA FE SPRINGS FACILITY Sonsray Machinery held the first of what is to be an annual event at their Santa Fe Springs facility on May 19. The event, known as the “Mountain Movers Rally”, also served as an open house in order to showcase Sonsray’s brand new Santa Fe Springs location. More than 150 customers including construction firms, public work agencies and their employees and Sonsray staff and family members were in attendance. The event included demonstrations, competitions, food and raffles. They also held an exciting equipment rodeo that featured backhoe basketball, mini-excavator bowling and
a skid steer track. Lunch was catered by C&C Tacos Mobile Caterers, which was set-up taco bar style with everything you would expect, including homemade authentic Mexican Horchata. The event took place from 10am-2pm at Sonsray Machinery’s new state-of-the art facility conveniently located on the corner of Lakeland Road and Norwalk Boulevard. The office, service and yard space has more than doubled enabling them increase their inventory and to serve their customers more efficiently. Sonsray Machinery is the Case heavy equipment
dealership on the west coast. Whether you’re looking to trade-in for a new machine, add a used or rental unit to your fleet, or need reliable service and parts for your existing equipment, their Machine Specialists are standing by to assist you with the best solutions and provide genuine advice you can trust. Sonsray Machinery has locations throughout California, Oregon, Washington and Nevada. For more information please visit their website at www.sonsraymachinery.com or call their new Santa Fe Springs location at (562) 903-7377. Cc
Rodeo event backhoe basketball at Sonsray Machinery's Mountain Movers Rally.
Yadi Rodriguez, Marketing Manager, Sonsray Inc., Bill Largey, VP of Sonsray Rentals, Matt Hoelscher, President of Sonsray Inc., Mark Hicken, CFO of Sonsray Inc., Vernon Passini, Account Executive of TK Services Inc.
There were many exhibitors at Sonsray Machinery's Mountain Movers Rally.
Rodeo event mini-excavator bowling at Sonsray Machinery's Mountain Movers Rally.
Various city employees attended the event.
Art Jurado, Sonsray Equipment (3rd from left) pictured with the Rodeo winners.
Case equipment on display in Sonsray Machinery’s new facility.
Sonsray Machinery’s new state-of-theart facility located on Lakeland Rd. and Norwalk Blvd.
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2016 Asphalt ISSUE CALCONTRACTOR
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2012 MANITEX 26101C Stk #: 35104 - 4675 Hrs - 88,950 Mi 8 Units Available - $155,000
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Papé Machinery is proud to offer comfort, visibility and uptime with Atlas Copco Dynapac soil and asphalt rollers. Ask us about our short and long term RPOs!
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2016 Asphalt ISSUE CALCONTRACTOR
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KENCO ENGINEERING PROUDLY WELCOMES DAVE JOHNSON
THIS WAS THE
CHALLENGE
Safely and cost-effectively shore up a range of pipeline or pit excavations up to 35 feet deep, while maintaining required vertical clearances.
THIS WAS OUR Kenco Engineering is pleased to announce that Dave Johnson has joined the company as their new Regional Manager in Southern California. Dave has over 30 years experience in the road building industry. He has worked extensively with milling, paving and related production equipment. Kenco Engineering has a long history of supplying longer wear life parts and wear solutions for the aggregate, asphalt, concrete, mining, construction, agriculture and recycling industries. For further information please contact Dave at 916-735-6014. Cc
For information on the 2017 CalContractor Equipment Guide or other upcoming issues of CalContractor Magazine
SOLUTION
Does your project require shoring a deep excavation in either pipeline or pit configuration? Are high pressure gas lines or specific vertical clearance key components? Trench Shoring Company’s SBH® Triple Slide Rail Shoring System can handle any challenge, because we have the most complete inventory in the Southwest. Why is our large inventory of multiple slides critical to your project? Let’s say your pipeline or pit configuration is upwards of 35’ deep. Or perhaps you must accommodate a 10’ diameter pipe, 33’ deep and 17’ wide. Maybe it crosses a 30’ high pressure gas line. Trench Shoring Company knows every project is different and we’re prepared to affordably service all your shoring issues. Trench Shoring Company will be there for your challenge too! We offer same day service from our 10 locations to Southern California, Bakersfield, Fresno, the California Central Coast and the Las Vegas, Nevada areas.
Call Kerry Hoover 909.772.3121
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ADVERTISER INDEX Clairemont Equipment . . . . . . . . . 27 Coastline Equipment . . . . . . . . 3, 28 Coastline Equipment Crane Div. 27 Hawthorne CAT . . . . . . . . . . . . . . . 2 Heavy Equipment Rentals . . . 15, 25 Johnson CAT . . . . . . . . . . . . . . . . . . 2 Nixon-Egli Equip. Co. . . . . Back Cover Papé Machinery . . . . . . . . . . . . . . 28 Pavement Recycling Systems . . . 9
Quinn CAT . . . . . . . . . . . . . . . . . . . . 2 RDO Equipment Co. . . . . . . . . . . . . 5 Road Machinery . . . . . . . . . . . . . . . 17 Sakai America . . . . . . . . . . . . . . . . 19 Scott Equipment . . . . . . . . . . . . . . 30 Sonsray Machinery . . . . . . . . . . . . 31 Trench Shoring Company . . . . . . 29 UB Equipment Corp. . . . . . . . . . . 23 Volvo Construction Equip. & Svcs. 11
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(800) 316-0327
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2016 Asphalt ISSUE CALCONTRACTOR
14635 Valley Blvd., Fontana, CA 92335
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We Move Mountains
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We are the CASE Dealership for the West Coast 13 locations: California • Nevada • Oregon • Washington
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WIRTGEN AMERICA . 6030 Dana Way . Antioch, TN 37013 Tel.: (615) 501-0600 . www.wirtgenamerica.com
ROAD AND MINERAL TECHNOLOGIES