CalContractor - 2023 Highways & Infrastructure

Issue 11 - 2023

MAGAZINE

Guy F. Atkin s Great Progre on Construction Making s Sections of s on Cholame and Wye S Improvemen tate Route 46 Corridor t Projects

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CONTENTS

2023 Highways & Infrastructure F. ATKINSON CONSTRUCTION 06 GUY Making Great Progress on Cholame and

GRAPHIC DESIGNER: Aldo Myftari

Wye Sections of State Route 46 Corridor Improvement Projects

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

& SONS CONSTRUCTION 16 MYERS Overhauling Vallejo’s Wastewater Infrastructure with the Mare Island Pump Station 3W Effluent Bypass Project

24 Answers the Call on I-10 Fire Emergency

SECURITY PAVING COMPANY, INC. Response Project

PUBLISHER: Kerry Hoover khoover@calcontractor.com

CalContractor is published twelve times each year by Construction Marketing Services, LLC. Copyright © 2023. All rights reserved. Reproduction in whole or in part without permission is prohibited.

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By Brian Hoover, Senior Editor / Photos contributed by: Guy F. Atkinson Construction and Papich Construction and CMS, LLC

Guy F. Atkinson Construction Making Great Progress on Cholame and Wye Sections of State Route 46 Corridor Improvement Projects Above: Guy F. Atkinson self-performing machine CRCP paving on WB SR 46 within the Cholame Segment.

S

tate Route 46 was originally designated as Highway 466 when it was constructed in 1934. The highway was changed to State Route 46 (SR 46) in 1964 as part of the renumbering of the California State Highway system.

SR 46 continues to be an important east-west route in California, connecting the Central Valley to the Central Coast. Today, SR 46 begins near the town of Cambria on the California coast and extends eastward, passing through Paso Robles and connecting with U.S. Route 101. From there, the highway continues eastward, passing through the towns of Shandon and Wasco, eventually connecting with State Route 99 near Bakersfield.

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One notable section of SR 46 is the stretch between Paso Robles and Lost Hills, where it intersects with Interstate 5. This area gained notoriety as a hazardous stretch of road due to traffic accidents, and numerous efforts have been made to improve safety along this route. There have been several fatalities on this stretch of highway that some have deemed “Blood Alley,” the most infamous of which is when it claimed the life of actor James Dean on September 30, 1955. At the time, James Dean was a rising star in Hollywood, known for his roles in films such as “Rebel Without a Cause,” “East of Eden,” and he had just finished filming “Giant.” Dean was driving his

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

Porsche 550 Spyder on SR 46, near Cholame, with his mechanic, Rolf Wütherich, in the passenger seat when he collided with a 1950 Ford Tudor sedan that turned left in front of his race car.

Caltrans and the California Transportation Commission are committed to improving safety, reducing existing and future peak-hour congestion, and minimizing fatal accidents through initiatives like the SR 46 Corridor Improvement Project (Corridor Project). The Corridor Project was initiated by the San Luis Obispo Council of Governments to improve operations on SR 46. The Corridor Project proposes to widen the { Continued on page 8 } C A LCO N T R AC TO R .CO M

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Above: Atkinson self-performing hand CRCP paving.

Right: Overview of the new WB SR 46 lanes.

{ Continued from page 6 }

existing two-lane highway to a new four-lane, access-controlled, divided expressway. It will be constructed mostly on the existing alignment with a few sections of the new expressway on new alignments. Right-of-way has been purchased throughout the entire project, and much of the SR 46 Corridor has been permitted and constructed at this time.

Guy F. Atkinson Construction of Irvine Awarded Cholame and Wye Sections of SR 46 Corridor Project Construction has been completed on the majority of SR 46, with four phases now finished from Paso Robles up to the Highway 46/41 intersection. The $47 million widening of Highway 46 East from McMillan Canyon Road to Lucy Brown Road was completed in 2019. The $38 million widening of Hwy. 46 East from Almond Drive to McMillan Canyon Road was completed in 2016. The widening of Hwy. 46 from Geneseo Road to 8

east of Almond Drive was completed in 2014, while the widening of Hwy. 46 from Airport Road to Geneseo Road wrapped up in 2010. Now, three segments remain, including the $116 million Cholame section, the $148 million Wye section, and the Antelope Grade section expected to begin in 2026. Guy F. Atkinson Construction (Atkinson) was awarded these last three sections, with the Antelope Grade segment still awaiting funding.

The SR 46 Cholame Section – Mark Polhemus, Project Executive, Atkinson Construction of the SR 46 Cholame section began in March 2022, is slated for completion in August 2024, and extends from post mile 49.7 to 54.7. Mark Polhemus, Project Executive for Atkinson, is overseeing all aspects

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

of preconstruction and construction on the Cholame, Wye and Antelope Segments of the SR 46 Corridor Project. “All Segments are being implemented under CMGC (Construction Manager/General Contractor) alternative delivery contracts,” says Polhemus. “CMGC delivery offers a transparent and open environment where risks are identified during the preconstruction phase so that potential problems can be jointly mitigated, and contingencies are in place to handle any potential construction challenges. This is a best-value project, not won on the low price, but which construction team can provide the best value. Caltrans, Atkinson and our subcontracting partners all act as one team focusing on what is best for the project, and first making certain it is a fantastic working environment.”

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

According to Polhemus, one of the initial risks identified was the environmental constraints associated with both Cholame and Wye segments. “There are several endangered and threatened species that needed to be considered and protected on these projects, including the California Tiger Salamander and the San Joaquin Kit Fox. Certain species protection areas (SPAs) were identified, and burrow excavations were administered as a first order of operation,” says Polhemus. “Several crews cleared the burrows by hand and with mini excavators to ensure there were no endangered or threatened species in these areas.

After the environmental sweep was complete and the all-clear was given, we were able to begin CALCON TRAC TOR.CO M

clearing and setup procedures for the cut and fill earthwork operation.”

Atkinson self-performed the cast-in-place structures, reinforced concrete boxes, bridges, walls, and all of the continuously reinforced concrete pavement (CRCP). “We subcontracted the earthwork on the Cholame ultimate westbound segment to Sukut Construction who moved approximately 1.2 million cubic yards of dirt. This included two large cuts where we excavated a mountain’s worth of dirt that we used as our borrow source to move earth to the east and west sides to make our fills,” continues Polhemus. “This segment of the Cholame, other than the tieins at 41 and 46, is 5 miles of allnew alignment. We remain focused

Top: Atkinson Project Team.

Above Right (L-R): Pedro Santos, Project Manager (Cholame), Mark Polhemus, Project Executive, Lauren Vogelsang, Project Manager (Wye) and Mike Ashby, Senior Project Manager.

Above Left (L-R): Frank Jones, Civil Superintendent and Joe Nichols, Senior Civil Superintendent.

on Stage 1 and the switching of traffic to the new westbound lanes.

We are also installing permanent erosion control as we go along through our subcontractor, J&M Landscaping, as last year was an extremely difficult wet weather with unprecedented rains.”

H I G H WAYS & I N FR A S T RUC T UR E / 2 0 2 3

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Above: Papich Construction built and designed a conveyor bridge system over Hwy 41 to move over 600,000 cubic yards of fill material.

Right (L-R): Papich Construction’s Mike Lemons, Safety Engineer, Matt Henard, Project Manager, Jimmy Miltimore, Project Engineer and Brayden Dye, Project Engineer.

Papich Construction - Matt Henard, Project Manager Corridor Improvement Project Atkinson also subcontracted the rock, aggregate base, HMA paving, and other ancillary excavation work to Papich Construction on the Cholame segment. Matt Henard is the Project Manager for Papich Construction (Papich) overseeing his team’s operations. “We are primarily performing the base and asphalt paving on the Cholame segment, which is scheduled in two stages. The first is the ultimate westbound stage, which will take on both the east and westbound traffic once it is complete. We will then begin building the eastbound stage and are now performing the dirt work for this segment,” says Henard. “The aggregate for the eastbound is coming off the existing SR 46, and we will be 10

milling off the deserted SR 46 asphalt roadway section and using that material as Class 1 base for the ultimate eastbound route. For the westbound ultimate, we imported base from our Sierra Pacific plant in Avenal, and CalPortland in Santa Margarita.

When the eastbound is complete, we will switch traffic back to two lanes in each direction. So, we are doing the Stage 2 dirt work, and the base and asphalt paving on Cholame Stage 2. On Stage 1, we are performing just the base and paving.”

Henard further discusses the asphalt paving process on the Cholame section. “Our crews placed approximately 150,000 cubic yards of aggregate and 8,000 tons of hot mix asphalt (provided by Sierra Pacific, a Papich sister company) on the Cholame ultimate

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

eastbound paving section. That equates to just over one foot of base material that is compacted to 95% throughout. We then paved 0.3 inches of asphalt over the compacted aggregate base section. The asphalt is placed under the CRCP and used as a bond breaker for this section of the Cholame segment,” says Henard. “We utilized our Cat 1055F paving machine to put down the asphalt bond breaker. We then went through to grind down the high spots to ensure that the CRCP would be put down consistently. All of the mainline is complete, and our crews are still working on the adjacent asphalt driveway sections. Once the CRCP paving is complete, we will go in and back up the shoulders with 6 inches of Class 2 base.” { Continued on page 12 } C A LCO N T R AC TO R .CO M

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Above: Papich crews installing Type A HMA as a bond breaker prior to CRCP paving on the Chalome Section of the Corridor project.

{ Continued from page 10 }

The CRCP Paving Process on Cholame Section – Mike Ashby, Senior Project Manager, Atkinson Mike Ashby, Senior Project Manager points out that Papich Construction started the paving process on Cholame with the placement of geotextile fabric across the entire 5-mile section.

“Once the fabric was in place, Papich put down 1.3 feet of Class 1 aggregate base and then the 3⁄4 inch Type A HMA was placed as a bond breaker. Next, Atkinson crews placed transverse and

longitudinal rebar over the entire 5-mile section. We then went in with our Wirtgen SP 94i inset slipform paver, and our Wirtgen TCM 180i texture curing machine.

We also used our Gomaco Commander III for the CRCP paving. The CRCP section is being paved at 0.9 feet, with a total of 75,000 cubic yards going down on the Cholame section.

The CRCP work is made even more efficient through the use of our onsite portable batch plant.

The final result is a super beefy section with a life expectancy of 30 to 40 years.”

Bridges, Wildlife Crossings, Drainage, and Other Underground Construction, Pedro Santos, Project Manager Atkinson was also responsible for the construction of several bridges, wildlife crossings, drainage pipes and structures, and other underground infrastructure. “We will construct two bridge sections and two wildlife crossings on the Cholame section. We built the left bridge over the creek first during Stage 1, and then after switching traffic to the new lanes in mid-December, we will begin construction of the right bridge

Below: Papich Construction scraper crew moving earth from Cut 3 to Wye Section to be utilized as fill material.

Above: Papich Construction’s Cat 349E excavator loading out a Volvo A45G Haul Truck to transport material to the conveyor bridge system.

Top Right: Papich Construction team members used numerous haul trucks and scrapers to move over 1.3 million cubic yards of earth.

Right: Papich Construction’s John Deere 700 dozer equipped with GPS system to shape up sub-grade on the Wye Section.

section. The two Cholame Creek bridges are both simple box girder bridges with two abutments and separated by 60 feet,” says Pedro Santos, Project Manager. “We have and will continue to install a total of eight cast-in-place concrete reinforced boxes that serve as wildlife crossings for both the Cholame and Wye segments. These reinforced concrete boxes include triples, doubles, and several singles of around 8 feet in width each. We are also installing several drainage packages with 124” twin CSSP and RCP pipes ranging from 24 to 72 inches.”

Atkinson Begins Construction on the Wye Section of the Corridor Project – Lauren Vogelsang, Project Manager The 3.9-mile Wye section of the Corridor Project extends from post miles 54.0 to 57.8, officially began in March 2023, and is slated for completion in 2026. Perhaps the most high-profile part of the Wye segment is the much-needed CALCON TRAC TOR.CO M

interchange flyover connection that will route Fresno-bound traffic from SR 46 to SR 41. “The current “Y” intersection, with a dangerous at grade left turn at SR 41 and SR 46 in Cholame, will soon be replaced by a flyover interchange. This 46/41 separator is the signature box girder cast-in-place bridge on the project and will serve as the interchange at the 46/41 crossing,” says Polhemus. “We will also construct several concrete structures on the Wye section to include five bridges and one large cattle pass structure for one of the area’s largest cattle enterprises.”

Lauren Vogelsang, Project Manager says that the Wye section has similar environmental concerns with two major jurisdictional restriction crossings. “The Wye section is a bit more complex in that it has a steeper grade and several other components, including four jack and bore drainage operations being performed by Papich’s subcontractor, Pacific Boring,” says Vogelsang. “Our subcontractor,

Papich, began the dirt work on the Wye in February 2023. Papich will move approximately 1.3 million cubic yards of earth before the Wye section is complete. For safety reasons and better efficiencies, Papich constructed a conveyor bridge over SR 41 and have moved around 500,000 cubic yards from the east side of SR 41 to the west.

We still have another 100,000 cubic yards or more to be moved.”

Papich Performs All Earthwork on Wye Section of SR 46 – Matt Henard, Project Manager Papich was subcontracted to perform the earthwork, rock work, drainage systems, as well as all of the base and asphalt paving on the Wye section. “Atkinson will build the bridge and abutments and then at that point, we will begin placing subgrade and base and pave it out in order to do a traffic switch onto the new roadway and begin construction on the ultimate eastbound lanes,” says Henard.

“We are installing a similar aggregate

H I G H WAYS & I N FR A S T RUC T UR E / 2 0 2 3

13

Above Left: Atkinson onsite Batch Plant.

base on the Wye section as we did on the Cholame segments. On top of the 160,000 cubic yards of Class 1 base, Atkinson will furnish and place 18,000 cubic yards of lean concrete base, and Papich will follow with 80,000 tons of hot mix asphalt, paved in two lifts. We will then place 29,000 tons of a final rubberized gap graded asphalt wearing course.”

Challenges on the Wye segment include the proximity of the active SR 46 roadway to the massive cut slopes and earthmoving operations

by Papich. “We set up K-Rail and other safety precautions like designated left-turn pockets,” says Henard. “Access is a challenge and will continue to be so as we go up the hill. We are working on both the Cholame and Wye sections simultaneously, and there is a lot going on at any given time. Keeping everyone safe is always our number one focus and concern.”

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Above Right & Right: Four jack and bore drainage operations being performed

by Papich Construction’s subcontractor, Pacific Boring.

Once the Wye section is complete, there will be only one final 3.6-mile segment of SR 46 along the Antelope Grade in San Luis Obispo County to be completed.

The Antelope Segment is currently 30% designed and progressing through the preconstruction Phase of the CMGC process. Around ½ mile of this section goes into Kern County. This Antelope Grade Section extends from post miles

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

57.3 to 60.8 and from post miles 0.0 to 0.4 in Kern County. The overall project has been a decadeslong effort to convert a two-lane conventional highway to a four-lane divided expressway along a 63-mile corridor connecting US 101 on the Central Coast to Interstate 5 in the Central Valley. For more information on the SR 46 Corridor Improvement Project, please visit dot.ca.gov, catc.ca.gov, or prcity.com. Cc C A LCO N T R AC TO R .CO M

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Myers & Sons Construction Overhauling Vallejo’s Wastewater Infrastructure with the Mare Island Pump Station 3W Effluent Bypass Project

Above: Myers & Sons’ Project Team with two Skyjack Above: Need caption here...

SJ1256 THS Telehandlers – one purchased and one rented for use on the Mare Island Pump Station Project.

T

he Vallejo Flood & Wastewater District (VFWD) is responsible for safely treating 6 billion gallons of raw sewage each year.

Its 450 miles of sewer pipes and 40 pump stations are utilized 24 hours a day and must be continually maintained or replaced. The VFWD serves a total area of approximately 28 square miles, covering the City of Vallejo, adjacent unincorporated areas, and Mare Island. The VFWD has proposed constructing several new facilities to replace the existing wastewater treatment

16

By Brian Hoover, Senior Editor Photos by Myers & Sons Construction

plant (WWTP) and rehabilitate other existing facilities with aging equipment at its WWTP. VFWD contracted Myers & Sons Construction (Myers & Sons) out of Sacramento to build a new Mare Island treated effluent pump station (MIPS) and associated chlorine contact tank (CCT)-D adjacent to the existing CCT-C. When complete, the new configuration will allow VFWD to treat and discharge more recycled water for its customers. This project will also allow for the decommissioning of the existing MIPS.

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

Specifically, the contract calls for a new pile-supported structure that consists of a new Mare Island Pump Station and Chlorine Contact Tank D. There will also be a pile-supported addition to the existing Chlorine Contact Tank C, a pile-supported electrical duct bank to tie the controls of the new CCT-D, and CCT-C upgrades into an existing adjacent electrical building. Additionally, installations include a pile-supported transformer, a pile-supported electrical vault, construction of a new outfall pipeline and associated Mare C A LCO N T R AC TO R .CO M

Island Valve Vault, a new temporary electrical control building, VFDs for the plant return pump station, new chlorination and dechlorination pipelines, associated electrical duct banks, and other general site improvements. To make room for this work, Myers & Sons was contracted to demolish an existing Confined Space Training Facility and an existing switchgear facility. The contract also calls for a complete overhaul of the existing south biotower. This work includes the removal of the tower’s existing aluminum cover, the removal and replacement of existing media, the removal and replacement of its rotary distributor drive, adding a VFD, other upgrades to the electrical system, and adding a catwalk.

The complete list of the work can be reviewed in detail at https:// www.vallejowastewaterplans.com/ jobs/873/details/mips-3w-effluentbypass-project.

Robert Barton is the Project Manager overseeing the Vallejo Mare Island Pump Station (MIPS)

3W Effluent Bypass Project for Myers & Sons. “We began mobilizing our equipment and crews on March 1, 2023, and are contracted to have everything completed by January 2026. One of the first things we focused on was the demolition of existing equipment and structures, such as the old switchgear pad, bollards, and a pre-existing confined space training structure. Next, our crews began potholing various areas throughout the site, along with utilizing ground-penetrating radar to locate existing utilities,” says Barton. “This project started up slowly, but we were kept busy with several separate service contracts that included concrete and asphalt improvements through the WWTP, the replacement of tide control gates off of HWY 37, and the servicing of a pump station at Tubbs Island off of Highway 37.”

Myers & Sons is selfperforming much of the work on this $40 million pump station project, including all of the underground earthwork, cast-in-

place concrete, mechanical and underground piping, demolition and modifications to existing components, construction of all new structures and replacement of media at the south biotower.

Condon-Johnson & Associates were subcontracted for the installation of 167 precast piles throughout the entire jobsite.

“Condon-Johnson utilized a 210ton crane with a 169-foot-tall pile driving cage to install the precast concrete piles to depths up to 144 feet below the bottom of planned excavation,” says Barton. “We then started the process of having our subcontractor, Blue Iron, install sheet piles around the perimeter of the entire excavation site due to the fact that we are digging down 22 ½ feet in young bay mud in limited real estate for the contract excavation. As of November 17th, we have removed around 5,000 cubic yards of material and have around another 5,000 cubic yards to go. Once the sheet piles were in place, we began excavating down five to six feet before having

Below: Myers & Sons’, Sam Kuykendall unloading and staging biotower media for 2024 installation with a Skyjack SJ1256 THS Telehandler from Sonsray Rentals.

Above: Myers & Sons excavating and exporting spoils and scraping off sheet pile corrugations with the assistance of Ibarra Trucking.

Above: Subcontractor, Blue Iron, driving the last sheet pile for shoring the excavation of CCT-D.

Blue Iron back on site to install a set of reinforcing struts, brackets, and walers for the sheet piles. We then excavate the next five to six feet, have Blue Iron reinforce, and repeat the process. This is a fourstage excavation over the entire footprint, and we are beginning our third stage today.”

Myers & Sons began the excavation with a Cat 352 excavator that would fill a dump truck in just three scoops but has since switched to using two John Deere long-reach excavators and two labor crews for the sheet pile work and to do the rest of the excavation. “The first five feet of the excavation were suitable for reuse as cement-treated subgrade; we trucked this dirt across the road to our staging area for later use. The rest of the material in the excavation is young bay mud that we exported offsite to a local duck club for use in levee improvements,” continues Barton.

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“Once we are at the bottom of the 22 ½ foot deep sheet-piled excavation, we will install the cement-treated subgrade for the new CCT. Our subcontractor, Griffin Soil, will bring in their batch plant truck, and our crews will load the first five feet of previously excavated material into the truck for mixing. We will mix in a 16% cement addition by weight to be poured as slurry into the back of Myers’ supplied concrete pump truck. We will then pour and finish the cement-treated material to form a four-feet section of stabilized subgrade over the entire footprint of the excavation for the new CCT. Once the new cement-treated soil gets up to design strength, we can remove the bottom and middle sheet pile reinforcement. Next, we perform the concrete slab on grade for the entire structure. Once that concrete slab on grade is at design strength, we can remove the top

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

sheet pile reinforcement and move on to the concrete walls and decks.

We are estimated to pour around 2,500 yards of concrete in all for this structure.”

Barton explains that the young bay mud has a PI of 50 and is at a 40% moisture content right now, with the optimum being around 18%. “This jobsite is said to sink as much as 14 inches every ten years, and that makes sense because we ran into an asphalt pavement section around 4 ½ feet deep in our excavation that may have been part of an old parking lot,” says Barton. “We were expecting to be dewatering at around 20 gallons per minute, and in preparation, we set up several dewatering wells and sump pumps that flow into a Baker settling tank, into a filtration system, and then back into the WWTP’s storm drainage system. { Continued on page 20 } C A LCO N T R AC TO R .CO M

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Right: Aerial photo of Condon-Johnson & Associates’ precast, prestressed, pile driving operation.

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{ Continued from page 18 }

What we are currently experiencing is more like half a gallon per minute – a flow rate that is less than your typical water faucet at one’s home.

We think it’s due to the high waterretaining ability of the young bay mud and the fact that our excavation is sheet piled.”

Barton points out that one of the main challenges on this project is just how linear the jobsite is in the sense that nothing can really go forward until the new CCT and Mare Island Pump Station is poured out and backfilled. “The new approximately 150-foot by 70foot cast-in-place chlorine contract tank and mare island pump station will be poured out by September 2024. After everything is backfilled, we will remove the sheet piles and begin installing the mechanical equipment for the CCT,” continues Barton. “The mechanical equipment includes a large pump station on top, chlorine agitation equipment, and other flow control equipment that will allow the facility to treat an estimated additional 10 million gallons per day. Once all the equipment is operational, we can start making preparations to commission the entire new structure.”

20

According to Barton, building the new chlorine contact tank and the Mare Island pump station structure is around 70 percent of the contract. “Once the structure is complete, four pipelines will be installed from one structure to the next so that they will work together and equalize, and then around 800 feet of 30-to-42-inch HDPE pipe will be placed. Additionally, two 400-FT 8-inch schedule 80 PVC pipelines with two PVC hoses going through each pipeline. The two PVC hoses are necessary to convey chlorination (SHC) and dechlorination (SBS) chemicals from the existing storage facilities onsite. Chemical leak prevention is of paramount importance, so this pipeline is constructed with a redundant PVC hose in each pipeline. In the event of a leak, the liquid chemicals would drain to a nearby containment manhole, and the plant will know to immediately switch to the redundant PVC hosing and then replace the now defunct PVC hose,” says Barton.

“We will also install welded steel pipe at diameters of 36 to 42 inches in 50-to-60-foot sections at depths of 8 to 16 feet between the new CCT and the existing adjacent CCT. This will require more sheet

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

pile shoring. We then still have another 1,800 linear feet of duct banks, which are essentially buried electrical conduit. Pipelines will be backfilled with a specialty lava rock, which is less dense to prevent sinking, and duct banks will be encased with red concrete.”

In addition to the primary job of constructing a new pump station and installing hundreds of feet of pipeline, Myers & Sons was also tasked with removing the circular aluminum roof of one of the biotowers and will then gut and replace the internal components.

“We utilized a 350-ton crane to remove the aerobic bacterial treatment tank cover, which was then demolished and scrapped.

We are also removing all of the plastic 2-foot by 2-foot media boxes and replacing them with new media,” says Barton.

The Vallejo Mare Island Pump Station (MIPS) 3W Effluent Bypass Project is a diverse project with several features, parts, and components. To perform all of the various tasks, Myers & Sons must have the right equipment for each specific job application. “We own and maintain many of the larger pieces of equipment that are used { Continued on page 22 } C A LCO N T R AC TO R .CO M

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Above: Myers & Sons replacing the tide control gates off Highway 37 with the help of Bigge Crane and TCPAF, Inc. The Tide Control Gates were supplied by Golden Harvest.

{ Continued from page 20 }

regularly on our jobsites. When it comes to some of the more compact or specialty pieces of machinery, we turn to equipment distributors like Sonsray Rentals.

For this particular job, we have rented several machines, including a Case wheel loader for moving the spoils to the laydown yard, and two Skyjack telehandlers for general handling of all construction materials around this compact jobsite. We originally rented these machines, but just recently purchased one of the Skyjack telehandlers from Sonsray Rentals,” says Barton. “We work with John Johnson from Sonsray Rentals and have rented so many different pieces of equipment from them over the years. This includes mini excavators, skip loaders, wheel loaders, telehandlers, and so much more. When I call John, he gets back to me within 30 minutes and always goes above and beyond to get us what we need, no matter what the timeframe or circumstance.

For instance, I had an emergency response project back in March for the City of Richmond at a wastewater treatment plant. They called us on a Monday, and by 22

Wednesday, we were putting in a 20 MGD pump bypass, and I had to get a forked wheel loader right away. John did not have one available, but he went out of his way to get it to me within the next hour from another source. John and Sonsray Rentals are always resourceful and responsive. Even when they won’t profit personally, John and Sonsray Rentals are there to keep us happy and moving forward profitably. Sonsray Rentals is definitely one of our go-to rental companies.”

The purpose of this and other wastewater treatment facility projects is to replace critical aging infrastructure that is beyond its useful service life. The Vallejo Mare Island Pump Station (MIPS) 3W Effluent Bypass Project will increase energy efficiency, operational flexibility, and redundancy, improve environmental compliance reporting, and prevent unauthorized raw wastewater discharges to the San Francisco Bay. For more information on Vallejo Wastewater Flood District, go to www.wastewater.org.

With roots dating back to 1977 originally as C.C. Myers and now operating as Myers & Sons

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

Construction since 2010. Myers & Sons Construction started by performing bridge and roadway maintenance projects and quickly expanded into bridge construction, and by 2012 further expanded into water and wastewater infrastructure construction. Though diversified into three divisions: roadway, bridges/structures, and waterworks, Myers has developed into a leader with specialized crews across the divisions for each of the aforementioned types of heavy civil construction with yearly revenues in excess of $200 Million. Myers’ bridges/structures and waterworks divisions have a presence across all of California and Colorado, and its roadway division has a presence all over the United States. Myers has extensive experience with alternate project delivery methods such as Progressive Design Build, Construction Manager/General Contractor (CMGC), Construction Manager at Risk (CMAR) and Public Private Partnerships. For more information on Myers & Sons, please visit www.myers-sons.com or call their Sacramento headquarters at (916) 283-9950.” Cc

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ANSWERS THE CALL ON I-10 FIRE EMERGENCY RESPONSE PROJECT

By Brian Hoover, Senior Editor

C

alifornia is home to a vast network of 25,818 road bridges and 5,869 miles of interstate that play a crucial role in the state’s transportation infrastructure. These highways and structures are vital for connecting communities, facilitating commerce, and ensuring the smooth flow of people and goods throughout the region. From iconic landmarks like the Golden Gate Bridge to countless smaller crossings, these structures are integral to California’s economic and social well-being. The 24

importance of maintenance for California’s roads and bridges cannot be overstated. Regular upkeep is essential to ensure the safety, functionality, and longevity of these critical assets.

Bridge and roadway failures are not always due to a structure’s age or usage. Sometimes their demise can come from seismic events, flooding, or other natural disasters.

In the early morning hours of November 11, 2023, a fire broke out at a storage facility under the freeway in the 1700 block of East 14th Street in Los Angeles.

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

This fire was not caused by any natural disaster but, according to a preliminary investigation, was intentionally started with “malice intent.” At approximately 12:20 a.m., a fire erupted and swiftly engulfed two storage lots situated in an industrial zone beneath the freeway. The blaze was fed by flammable materials stored under the overpass, including crates of hand sanitizer, pallets, and other building materials. The fire quickly spread under the interstate to a second facility and eventually consumed parked vehicles, a fire C A LCO N T R AC TO R .CO M

Security Paving day shift and night shift crews pose for photo during shift change.

Both crews worked a minimum of 12 hour shifts.

engine, and the structural supports for high-voltage power lines.

More than 160 firefighters responded to the site, defended nearby commercial buildings, and extinguished much of the fire within hours. No injuries were reported, but the damage included a large bridge that spans five lanes in each direction. About 100 columns beneath the bridge were impacted by fire and have been and will continue to be inspected by structural engineers. Concrete and rebar were analyzed, along with other samples taken from the underside of the freeway. The fire would go on to burn 8 acres and facilitate the closing of the I-10 freeway from Alameda Street to the East Los Angeles Interchange until further notice.

Fortunately, inspectors determined that the I-10 freeway and bridge would not have to be demolished and replaced. Instead, shoring up and repairing all of the existing infrastructure would be the plan of action. At approximately 11 a.m. on Sunday, November 12th, 2023, Security Paving Company was given the go-ahead by Caltrans to mobilize to assess/ CALCON TRAC TOR.CO M

repair the I-10 fire damage. Chris Muntz, the Corporate Equipment Manager for Security Paving, was heavily involved in the emergency work on the I-10 Freeway in Los Angeles. “Drawing from Security Paving’s large inventory of shoring and falsework material, we were able to have the first loads on-site the following day at 3:00 p.m., Sunday, November 12. Utilizing our own heavy haul and transport division, mobilization was nearly instant,” says Muntz. “Having the largest privately-owned heavy civil equipment division, we didn’t have to wait for rental companies to open. We had the proper equipment on-site to offload material and do the job within a few hours, amidst a holiday weekend and fighting the resulting traffic from the closure.”

Security Paving Timeline: Day 1: Security Paving continued to offload material, began clearing debris, and set up areas to build and set falsework.

Their in-house engineering team worked closely with agencies to design and provide a hybrid wood/steel braced shoring system

that would support this massive, heavily damaged structure under a full traffic load.

Days 2-6: In true Security Paving lead-from-the-front style, it was an all-hands-on-deck effort from the start. Understanding the gravity of the situation and the far-reaching implications of the I-10 closure, Security Paving pulled crews from all over the state to help complete this emergency project as safely and quickly as possible.

According to Muntz, upper-level Security Paving management worked hand in hand with crews, operating equipment, laying out shoring, carrying material, welding, and doing whatever was necessary to expedite this emergency project safely and efficiently. Security Paving was able to complete the task incident-free with crews working extended shifts multiple days in a row, in a very congested and hazardous area. In the end, Security Paving was able to shrink the estimated five-week repair timeline to a mere six days. “This underscores our commitment to safety first. It was our goal to get this critical freeway open to the

H I G H WAYS & I N FR A S T RUC T UR E / 2 0 2 3

25

public before the Monday morning commute and ultimately, the Thanksgiving holiday,” continues Muntz.

Security Paving received recognition from the Vice president and Governor Newsom for the company’s around-the-clock efforts to hand over the affected I-10 section to Caltrans, who now has full site access to shore up support pillars and expedite repairs. By the job’s end, Security Paving installed 432,000 pounds of steel beams, 6,624 linear feet (414) posts, 4,500 linear feet of pads, 105,000 pounds of corbels, 15,000 pounds of build-up, and 2,100 pounds of steel bracing.

An estimated 300,000 vehicles use this particular stretch of the I-10 freeway daily, which runs east-west across the heart of the metropolis and connects with other major highways. According to www.infrastructurereportcard. org, its report card for California’s bridge infrastructure is a C-minus, and a solid D for roads. Progress has been made over the past decade to increase the percentage of California roads and bridges in good condition and to reduce the number that is classified as structurally deficient. However, much more remains to be done, 26

especially as it relates to seismic retrofitting to improve the safety of bridges in the event of an earthquake. Approximately 50% of bridges in the state have exceeded their design life, and the backlog of recommended maintenance, repair, and replacement work continues to grow. California is home to the second-largest percentage of “functionally obsolete” bridges, or bridges with outdated designs that frequently contribute to congestion chokepoints. 6.2% of California’s bridges are structurally deficient (SD), and California has the largest percentage of bridges in “Poor” condition in the nation by bridge deck area. In other words, some of our largest bridges, along corridors such as I-5 in San Diego, Highway 101 in Los Angeles, and I-80 in Sacramento, need major repair and rehabilitation. Repairs on nearly 4,400 bridges have been identified with costs estimated at $12.2 billion.

The infrastructure report card goes on to point out that driving on deficient roads costs Californians $61 billion annually due to congestion-related delays, traffic collisions, and increased vehicle operating costs caused by poor road conditions. The condition

H IGH WAYS & I NF R A S T RU CT U R E / 2 0 2 3

Left & Above: Hybrid wood/ steel braced shoring system designed specifically for high traffic load of this specific viaduct.

of California roads is among the worst in the nation, ranking 49th according to the US News & World Report Ranking. Meanwhile, Southern California and the Bay Area are the second and third most congested urban areas in the nation, respectively. Repair and improvement to these roads are vital to California’s economic health and public safety. The Road and Repair Accountability Act (SB 1), passed in April 2017, provides $52 billion in additional funds for local and state roads over the next ten years. However, a total of more than $130 billion over that same time is needed to bring the system back to a state of good repair.

A good transportation system enables efficient movement of goods and people and is critical to California’s economic well-being.

For more information on the progress on the I-10 Freeway fire rehabilitation, please visit www.fixthe10.ca.gov. Cc C A LCO N T R AC TO R .CO M

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