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Issue 3 - 2021

MAGAZINE

W.A. RASIC CONSTRUCTION Performs Critical Infrastructure Work at LAX Consolidated Rent-A-Car (ConRAC) Facility


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CONTENTS

2021 Underground Equipment

06 12 16 22 26 06

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PUBLISHER: Kerry Hoover khoover@calcontractor.com

W.A. RASIC CONSTRUCTION

EDITORS: Brian Hoover, Senior Editor Ian Hoover, Editor

Performs Critical Infrastructure Work at LAX Consolidated Rent-A-Car (ConRAC) Facility

GRAPHIC DESIGNER: Aldo Myftari

SKANSKA USA CIVIL, INC.

Passes Midway Point on SR-60 Truck Lanes Widening Project

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

STEVE P. RADOS, INC.

Completes Phase 1 and Phase 2 of Combie Canal Replacement Project

CalContractor is published twelve times each year by Construction Marketing Services, LLC. Copyright © 2021. All rights reserved. Reproduction in whole or in part without permission is prohibited. P.O. Box 892977, Temecula, CA 92589

BOCKMON & WOODY ELECTRIC COMPANY, INC. Underground Division Continues Growth & Success with the Help of Quality Case Construction Equipment

INDUSTRY NEWS www.CalContractor .com 12

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W.A. RASIC CONSTRUCTION Performs Critical Infrastructure Work at LAX Consolidated Rent-A-Car (ConRAC) Facility Shoring provided by:

Above: W.A. Rasic Construction installs Arbor Vitae 34.5 KV precast maintenance hole for LADWP.

By Brian Hoover, Senior Editor / Photos by: Ezequias Gonzalez

T

he Landside Access Modernization Program (LAMP) is a multi-billion-dollar capital improvement project that seeks to enrich passenger experience, relieve congestion, and enhance Los Angeles International Airport’s (LAX) status as a world-class airport. Critical components of LAMP include the construction of an Automated People Mover (APM) system, Intermodal Transportation Facilities 6

(ITFs), associated roadway improvements, and the new Consolidated Rental Car Facility (ConRAC). If you have ever rented a car at LAX, then you know how confusing it can be at times with all of the many rental car companies situated in and around the airport. The ConRAC facility at LAX is one of the significant components of the LAX LAMP project. Designed to consolidate rental car operations into one convenient location

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adjacent to the 405 freeway, ConRAC will be fully operational by 2023. The ConRAC facility will specifically allow the more than 20 existing rental car locations to relocate into one massive 6.3 million square foot facility. This consolidation will eliminate more than 3,200 shuttle trips a day as ConRAC will be directly connected to the APM train system. With an estimated capacity to hold 21,000 rental C A LCO N T R AC TO R .CO M


Above and right: Trench Shoring Company supplies shoring to W.A. Rasic Construction shown here installing 48” Kubuta Earthquake Resistant Ductile Iron Pipe (ERDIP).

vehicles, ConRAC will have the honor of being the largest rental car complex in the world. PCL Construction Services, Inc. is the design-build contractor on the ConRAC facility project, and there are dozens of additional subcontractors working under PCL on this job in many capacities. W.A. Rasic Construction (W.A. Rasic) is currently on-site at LAX, working on two separate contracts at the ConRAC project. The first contract is the Abor Vitae Permanent Duct Bank Project, where W.A. Rasic is installing multiple duct banks for LADWP to provide electricity to the ConRAC facility. The second contract is also for LADWP, where W.A. Rasic is installing a 48” Earthquake Resistant Ductile Iron Pipe (ERDIP). This section is considered Phase 3 of the Century Trunkline Unit 1 Project. CALCON TRAC TOR.CO M

Abor Vitae Permanent Duct Bank Project W.A. Rasic began the Abor Vitae Permanent Duct Bank Project in Jan. 2021, with a completion date scheduled in Sept. 2021. Mike Finan has been with W.A. Rasic for 18 years and is the project manager overseeing both W.A. Rasic ConRAC projects. “We began the duct bank project by first identifying the utilities and coordinating all construction and design details with the larger ConRAC team,” says Finan. “We then moved on to begin installing the LADWP maintenance holes for the electrical vaults. We excavated and placed 10 electrical vaults, with each one being 16-feet wide, 20-feet long and 20-feet deep.” Hill Crane Service provided a 265-ton crane to set each precast vault, while Trench Shoring Company

was the source for all of the beam and plate and other shoring. “We are in the middle of excavating and placing the vaults right now and will begin placing and connecting the conduit between each vault next,” says Finan. “We will also be performing a 161-foot jack and bore under the new Metro Crenshaw Line to install 48-inch casing.” According to Finan, the casing and duct bank run will go from multiple locations and draw power from existing LADWP conduits.

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Above: Excavation and installation of shoring at grade for the 48” Kubota ERDIP. Left: Setting bottom section of 34.5 KV precast maintenance hole.

“We will be installing 38,000 linear feet of 6-inch conduit, 17,440 linear feet of 5-inch conduit and 1,400 linear feet of 4-inch conduit for the future installation of the 34.5KV power lines. The duct bank conduit will be encased in concrete and the trench slurry backfilled,” says Finan. “This contract also calls for approximately 6,039 linear feet of open trench duct bank excavation of multiple depths from eight to 20 feet.” Trench Shoring Company will be supplying material for beam/ plate shoring of the jack and bore section, trench box shields with spreaders, plates, and hydraulic jacks in other open cut areas. “We will also be performing asphalt and sidewalk removal as we excavate to install the new vaults and various conduit,” says Finan. “Our crews 8

will restore the pavement sections as the job proceeds.” Earthquake Resistant Ductile Iron Pipe (ERDIP) Installation on Phase 3 of the Century Trunkline Unit 1 Project W.A. Rasic is performing the ERDIP waterline installation simultaneously with the construction on the duct bank project. The ERDIP contract also began in Jan. 2021 and is scheduled for completion in Nov. 2021. “What makes this job interesting is the 48” ERDIP that was purchased from Kubota Corporation. We are installing 3,150 linear feet of this earthquake-resistant pipe that was delivered to LADWP by ship from Japan,” continues Finan. “Around a dozen members of our crew were

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trained by Kubota Corporation Pipe Systems Unit personnel, and we began installing the ERDIP along the future Concourse Way on March 8. We purchased specialty equipment and tools from Kubota to install the ERDIP that will be inspected by a registered and certified Kubota employee as it is installed.” Finan says that the average depth of excavation on the ERDIP section is from 14 to 18-feet. W.A. Rasic again used trench shields from Trench Shoring Company in these areas. “The ERDIP also calls for the installation of four 60” prefab concrete maintenance holes, says Finan. “The entire ERDIP section is being constructed in three phases. We are doing Phase 3 while two separate construction companies perform the other phases.” Finan says that his crews are working in and around many other trades on both ConRAC facility C A LCO N T R AC TO R .CO M


Above: 3,150 linear feet of 48” Kubota ERDIP ready for delivery at the LADWP yard in Sylmar.

infrastructure projects. “There are multiple levels of agencies, stakeholders, and numerous trades working in and around this project, and we have to keep them all happy. That can be a challenge at times, but nothing we have not faced before,” says Finan. “There is so much going on simultaneously, all within confined areas and within an active airport where our number one concern is always safety.” Finan continues to explain that W.A. Rasic is fortunate to be working with so many talented and professional companies and agencies on this project. “I want to thank everyone at PCL Construction Services, Inc., LADWP, Los Angeles World Airports (LAWA), and LAX ConRAC Partners (LAXCP) for being so great to work with and around,” continues Finan. “I also want to recognize our public works division manager Jeremy Juarez,

our dry utilities division manager Cliff Ward, our general superintendent Jeff Ray, our superintendents Cody Roller and Mark Stewart, our project engineer Ezequias Gonzalez and our senior estimator Mark Setzer. These jobs run smoothly because of our talented and hardworking operators, laborers, carpenters, teamsters, and other workforce members. We want them all to know just how much they are appreciated.” The new ConRAC facility at LAX will have a price tag of around $2 billion before being fully open to the public in 2023. W.A. Rasic’s two contracts will come in at approximately $14 million. At W.A. Rasic, the more challenging the project, the better. “We love these types of jobs, and we look forward to many more like these in the future,” concludes Finan. Cc

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Shoring provided by:

Skanska USA Civil, Inc. Passes Midway Point on SR-60 Truck Lanes Widening Project By Brian Hoover, Senior Editor

R

iverside County Transportation Commission (RCTC) and Caltrans are currently engaged in improving safety and traffic flow for commuters, trucks and travelers making their way to and from desert resorts on the 60 Freeway. They are accomplishing this by building truck lanes in the Route 60 Badlands in Riverside County between Moreno Valley and Beaumont. The State Route (SR) 60 Truck Lanes Widening Project will cover 4.5 miles from Gilman Springs Road to 1.4 miles west of Jack Rabbit Trail. Specific features include truck lanes in both directions, wider shoulders, flatter curves, and taller median barriers. Construction began in July 2019 and is currently scheduled for completion in April 2022. Skanska was selected as the low bidder and general contractor to manage construction on the SR-60 Truck Lanes Widening Project. Rafael Gutierrez is the senior project manager overseeing all aspects of construction on the job. “The first order of work was to locate a water source for this project. We found an Eastern 10

Municipal Water District hydrant on Gilman Springs Road around a mile southeast of the 60 freeway, and we ran a line from there to the job-site,” says Gutierrez. “We also drilled a 375-foot well within the limits of the project.” The total published cost for the SR-60 Truck Lanes Project is $138.4 million, with Skanska being responsible for performing approximately $99 million for the bid-build highway widening portion. Skanska’s work includes constructing a new eastbound truck climbing lane and a westbound truck descending lane. It also involves the widening of shoulders to standard widths of 12-foot exterior shoulders and 11-foot interior shoulders. One of the more interesting aspects of this job consists of the construction of two wildlife crossings. The project lies within mountainous terrain with a curving alignment and steep grades. Skanska is flattening roadway curves to improve motorist overall comfort and sight distance as part of the project design. “The original roadway was constructed in the 1960s, and the curves were not to the current standard,” says

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Gutierrez. “We are performing a complete remove and replace while realigning to make the curves smoother. The vertical curves were also designed and built to new standard specifications.” The area under construction on the 60 freeway was formerly a two-lane highway in each direction and lacked inside or outside shoulders. In late Aug. 2019, one westbound lane on SR-60 was closed for six months to allow Skanska the room to safely and efficiently begin the widening of the roadway. “The six-month closing of the westbound lane saved as much as one year in construction time. The existing slopes were only a few feet away from the travel lanes. The lane closure provided the necessary space to cut the slopes back on the westbound side of the highway so that we could begin construction of the new pavement section,” says Gutierrez. “1.4 million cubic yards of earth was excavated during this six-month lane closure and 2.2 million cubic yards total will be moved by jobs end. Once the lane was closed and the earth moved, we were C A LCO N T R AC TO R .CO M


Above: Skanska’s paving subcontractor, Coffman Specialties, Inc., paving a 24-foot-wide section on the SR-60 Truck Lane Widening Project, including the westbound outside shoulder and truck lane.

able to add a temporary pavement section to allow working room for subsequent stages of the project.” According to Gutierrez, Skanska then proceeded to construct the westbound outside shoulder and truck lane. “We paved two lanes on the westbound side and then opened westbound traffic to these two new lanes. Next, we worked in the middle with another 24 feet of paving (two lanes wide). Eastbound traffic was then placed in these two new lanes which allowed for construction of the remaining lanes.” According to schedule, Skanska moved the westbound traffic to the newly constructed pavement from Aug. 2020 and then began building CALCON TRAC TOR.CO M

the new westbound number 1 and 2 lanes. In Jan. 2021, Skanska moved eastbound traffic to the newly constructed pavement and then completed excavation on the south side of the 60 freeway. During this time, Skanska will finish building the westbound inside shoulder and the entire eastbound roadway section. They will also install all of the concrete barrier, construct 2,200 linear feet of retaining wall and finish the last stage of box culvert construction. From Dec. 2021 to April 2022, Skanska will remove the temporary pavement sections and perform all final striping, signage, guardrail, and landscaping duties.

The asphalt paving portion of the SR-60 Truck Lanes Widening Project was subcontracted to All American Asphalt, and the concrete paving was provided by subcontractor Coffman Specialties, Inc. The existing asphalt pavement was milled off and used as subbase material. The contract called for the placement of 80,000 tons of asphalt. Sixty thousand tons of the hot mix asphalt is being utilized as base for the concrete pavement. “The pavement design calls for a 4-inch asphalt base capped by 1 foot of concrete on the inside lanes and 1.25 feet over the truck lanes and outside shoulders,” says Gutierrez.

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Left & Below: Excavators work in tandem to excavate the second phase of 20’ x 20’ wildlife crossings.

Bottom: Backhoe fine grading invert for second phase of wildlife crossings.

“The other 20,000 tons of asphalt was used to construct the temporary pavement section necessary for staging and traffic. Right now, we have a 9-foot asphalt shoulder that is being utilized for traffic, and this section will be removed later.” Gutierrez says that approximately 110,000 cubic yards of concrete will be used to pave all of the appropriate roadway sections. Skanska will also install 26,000 feet of concrete barrier.

The SR-60 Truck Lanes Widening Project includes the construction of two wildlife crossings. According to Gutierrez, these 20’ wide by 20’ tall reinforced concrete boxes were placed under the freeway section in three phases and designed to keep the traffic off the specific lane under construction. Gutierrez says that the first 30 feet of box culvert was installed after excavating slope and ground on the North side of

the freeway. The underground crossings will traverse 201 feet from one side to the other while being placed around a mile and a half apart on SR-60. Beam and lagging were used to support the excavation next to and underneath the freeway. After the first 30-foot section of reinforced concrete box was successfully placed, the traffic was moved over to that new section so that phase two could { Continued on page 14 }

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begin. The following section was then excavated, and the process repeated for the third phase. “So, after the second phase was complete, we were supporting both the eastbound and westbound sides of the 60 freeway with shoring. We then moved onto the third phase, which was in the middle,” says Gutierrez. “The approximately 30-foot-deep excavation was performed with Cat 336 excavators and without much room to work in-between stages.” 14

Gutierrez says that there were six additional bores performed to place 24-inch, 36-inch and 60-inch drainage pipe under the freeway. “As we continue to extend the 122 different types of drainage systems ranging from 12-inch to 60-inch out across this project, we also install drainage pipe under the freeway in certain areas. This required shoring for the jacking pit to begin boring under the freeway to depths of up to 50 feet. The jacking pits are excavated to a depth of 10 to 15-feet, and we started excavating the first jacking pit using a Slide Rail

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1-3: Slide Rail shoring and trench boxes provided by Trench Shoring company are utilized to perform jack and bore operations on the SR-60 Truck Lane Widening Project. 4: Slide Rail Shoring System being offloaded to job-site by Trench Shoring Company.

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


system provided by Trench Shoring Company. A change from Slide Rail to trench shields was made when it was determined that the ground would allow for standard trench boxes,” says Gutierrez. “Only one of the bores required a 20-foot deep receiving pit which was also shored-up with trench shields from Trench Shoring Company. We will go back to using the Slide Rail system on the other side of the project where the ground is not as hard.” Gutierrez points out that most of the remaining drainage pipe was installed using traditional open-cut methods. Sixteen thousand linear feet of drainage pipe will eventually be installed. This will require 750 cubic yards of drainage concrete and 5,000 cubic yards of concrete used on the wildlife crossing culvert boxes. “Some of the outside drainage pipe required the use of trench boxes, but most was open-cut,” continues Gutierrez.

“The job calls for around 3-miles of culvert drainage system that requires excavation from a few feet to 25-feet deep. The deeper areas require either beam and plate shoring or trench shields.” Skanska is self-performing the mass grading and excavation work on this project. They are also doing all of the structural concrete work. “We moved a lot of earth when cutting back these slopes to make room for the additional lanes. This included several large excavation and fill areas,” says Gutierrez. “There was a small amount of export, but most of the spoils were used as fill and remained on-site. We will also build a 60,000 square foot mechanically stabilized embankment (MSE) which is made of geosynthetic straps and concrete facing.” Gutierrez says that there have been plenty of challenges on the SR-60 widening project thus far. “I would say that our largest challenge has been keeping everyone safe

while working around the active traffic lanes. We have not had any construction-related accidents, as our crews remain diligently aware of the dangers,” says Gutierrez. “The slopes were steep and starting the excavations was also a challenge. There is also very little room to work while excavating the wildlife crossing areas. We take the challenges in stride and are on track to complete this project ahead of schedule. I want to thank our subcontractors, suppliers, and everyone that has contributed to this project’s success. I would specifically like to recognize Richard Cochran, our civil superintendent, and Marty Wilkerson, our structures superintendent.” For more information on Skanska, please visit Skanska.com or call (951) 684-5360. Cc

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Steve P. Rados, Inc. keeps the water flowing on the Combie Canal Replacement Project through the installation of a 36-inch high-density polyethylene bypass pipe.

By Brian Hoover, Senior Editor

Steve P. Rados, Inc. Completes Phase 1 and Phase 2 of Combie Canal Replacement Project

S

teve P. Rados, Inc. (Rados) is rebuilding a critical water-supply system for the Nevada Irrigation District (NID). The Combie Phase 1 Canal is a vital asset to NID and after 50 years, they decided it was time to upgrade and replace the system. The Combie Reservoir is the primary water conveyance serving two treatment plants that provide water to 5,022 homes in Lake of the Pines and North Auburn communities. The system also 16

serves as a secondary conduit for deliveries made through the Bear River Canal, including 3,693 raw water agricultural customers in southern Nevada and western Placer County in California. The NID has lower water demand from October to the end of March, which dictated when Rados could remove and replace the canal system with the new 96-inch reinforced concrete pipe (RCP). The project was split into two seasons, with roughly half of

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the canal removal and pipeline installation occurring from Oct. 2019 to the end of March 2020. The second half of construction transpired from October 2020 to March 2021. Keeping the water flowing during construction was vital and necessary, so during summer 2019, Rados installed a 36-inch high-density polyethylene (HDPE) bypass pipe. This temporary pipeline diversion kept the water flowing downstream during construction. The bypass pipe was C A LCO N T R AC TO R .CO M


Above: Steve P. Rados, Inc. fabricated a custom trailer on tracks to haul 96” RCP throughout the narrow jobsite. The trailer was made from the frame of a Komatsu PC 220 excavator and is being pulled by a Komatsu D51EX dozer. Top right: Trench excavation on a 70-degree curve to place 96” RCP on the Combie Canal Replacement Project. Right: Steve P. Rados, Inc. unloading 96” RCP from custom pipe trailer.

later relocated to the next work area during the summer of 2020. Russell Bonnifield is Rados’ project manager overseeing the $19.6 million Combie Phase 1 Canal Replacement Project. “The existing exposed concrete canal system was removed and crushed on-site with an excavator and MB crusher bucket that is designed to process material to various sizes with ease. The crushed concrete was redistributed for use on access roads throughout the project,” says Bonnifield. “After the concrete was removed and demoed, the trench was excavated down an additional 2 ½ to 3 feet and out to 12 feet in width. We took the dirt spoils to a staging yard and screened the material. The rock material was crushed with our MB crusher bucket attachment and the 3-inch minus material was used as backfill for the new 96-inch pipe.” According to Bonnifield, the first phase ended in March 2020 CALCON TRAC TOR.CO M

and replaced roughly 4,500 feet of the nearly 1.7 miles of canal with new 96-inch reinforced concrete pipe (RCP). The remaining 4,400 feet was installed in the second phase and recently completed at the end of March. “The steep terrain above the Bear River presented a part of several challenges on this project. There are other numerous challenging factors involved, including working during winter,” says Bonnifield. “We were also continually faced with limited access and a very narrow right of way of only 20 to 30 feet in width.” Bonnifield points out that because the work environment could not be changed, they turned to advanced planning and unique equipment solutions to overcome the logistical constraints. “We own a Terramac RT14R crawler carrier and rented another one for use on this project. The Terramac is a dump truck on tracks and is designed to conquer

the most confined job-sites with a 360-degree rotation. The Terramac allowed our crews to bring in the native and imported materials to and from the heading without any need to turn around,” continues Bonnifield. “We also manufactured a custom trailer to move the 8-foot sections of 96-inch RCP that weighs

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Above: Installing form panels for 96” RCP encasement. Right: Excavated material being loaded into one of two Terramac RT14R crawler carriers.

13-tons each up and down the hills and slopes. We typically use a wheel loader to transport the heavy pipe sections, but it was not feasible due to the weight and size of the pipe as well as the narrow work area. So, we got innovative and took an old Komatsu PC220 excavator and dismantled it down to the track frame to manufacture a trailer for hauling the pipe. We then hooked that trailer to a Komatsu D51EX dozer to make the trips back and forth to the main heading.” Bonnifield says that there was a small amount of earthmoving in areas where NID wanted the ability to drive over the new pipeline. These areas are encased in concrete and reinforced to handle heavy car and truck traffic. There is nothing more important for water districts like NID than keeping their infrastructure functioning to deliver water safely and efficiently. NID has kept the water flowing for nearly 100 years and the Combie Canal Replacement Project will help them continue their legacy and promise. “Everyone did an incredible job on this challenging project. I want to take a moment to recognize our project 18

superintendent, Darren Jarvis and our hardworking foremen: Joel Hendrix, Gerrad Snider, Cody Chamberlain, Matt Sporleder and Robert Acosta,” concludes Bonnifield. “Everyone on our crew and the stakeholders we worked with deserves praise and recognition for bringing this project in under budget and ahead of schedule. Our client, the Nevada Irrigation District, was very cooperative on this project. I think everyone knew that this would be a challenging project, and we also knew that we had to work closely together. The partnering between NID and Steve P. Rados was one fundamental element to bring this job in safely and on time.”

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With a proven record of outstanding performance on diverse heavy construction and engineering projects, Steve P. Rados has been a leader in the civil general engineering construction industry for nearly 100 years. Steve P. Rados started their Northern California division in 1999 as they continue to expand gradually and steadily in both size and type of construction performed. They work throughout California and other western states, emphasizing their strengths in pipeline, bridge, highway and water treatment facilities. For more information on Steve P. Rados, Inc. please visit their website at radoscompanies.com or call their Santa Ana headquarters at (714) 835-4612. Cc C A LCO N T R AC TO R .CO M


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Bockmon & Woody Electric Co. operator William Morales on a Case 580 Super N digging to install electrical conduits at Franklin High School’s football stadium in Stockton.

Underground Division Continues Growth & Success with the Help of Quality Case Construction Equipment By Ian Hoover, Editor

B

ockmon & Woody Electric Co., Inc. (Bockmon & Woody), started as Bockmon & Womble Electric when Glen G. Bockmon and Harold Womble teamed up to establish the corporation in 1955. Glen G. Bockmon retired in 1984, making his son, Glen A. Bockmon, a partner. In 1990 when Harold Womble retired, Gary E. Woody became a partner and together Bockmon and Woody was established, and they pushed the company to new heights. Woody had been working for Bockmon & Womble for 17 years as a senior foreman. He was joined by partners Jeff and Greg Bockmon when Glen A. retired in 1999. All three partners, Gary E., Jeff, and 22

Greg, began their careers as shop helpers and learned the electrical business from the bottom up. In 2014, Gary E. Woody’s sons, Gary M. and Nick, joined the partnership. They also worked their way up from shop helpers, to working in the field, and eventually management. Gary M. graduated from the University of Oregon with a Business degree and is currently VP/chief estimator. Nick graduated with a business degree from California State University, Sacramento, while working summers for Bockmon & Woody and is now VP/superintendent. David Renfrow is the underground superintendent for Bockmon & Woody and is

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responsible for supervising eight to 15 digging crews on multiple projects each day. “When I started at Bockmon & Woody five years ago, the partners were interested in diversifying and starting a directional boring division. We all met with the common goal to eventually begin performing all of our underground work,” says Renfrow. “In the past, we hired owner-operators to come in and do the trenching, digging, and augering, but thought it would be better to develop our own fleet and invest heavily into our underground division. The new division has been a profitable and successful endeavor for the company.” C A LCO N T R AC TO R .CO M


Renfrow says that Bockmon & Woody specializes in commercial and industrial electrical projects throughout Northern California. “From Bakersfield to the Oregon border and Tahoe to the ocean. We perform all of our own trenching, directional boring, and any other excavation duties,” continues Renfrow. “From open trenching on electrical conduit jobs and digging to install electrical pipe, maintenance holes and vaults, to excavating for solar projects, our crews do it all in-house. We also self-perform other disciplines like demolition, patch paving, and concrete replacement, when the job calls for those services.” Bockmon & Woody is signatory to the operators, laborers, and electricians International Union. Bockmon & Woody’s underground division is currently working on several projects, including rebuilding the football field and facilities at Franklin High School in Stockton. “Our crews are installing an entirely new athletic facility at Franklin High School. This includes a new synthetic turf field, bleachers, concession

stand, restrooms, lighting and all electrical,” says Renfrow. “We have a Case backhoe and mini excavator on-site that are kept busy digging trench each day. This is a great example of how having an in-house underground division can make us more efficient through greater vertical integration.” The work going on at the Lawrence Livermore National Laboratory is another excellent example of how vital an underground division is to the everyday jobs Bockmon & Woody face each day. “We are upgrading the electrical system on two entire blocks by installing high-voltage electrical lines within the interior of the Lawrence Livermore National Laboratory. Our underground crew is using a Case backhoe and skid steer to dig electrical conduit, maintenance holes, and cable holes, along with some demolition and asphalt patch paving.” The company is also working at the Port of Stockton, installing a new round-about intersection and interchange that crosses over the San Joaquin River and into the Port. “We are augering holes for

new light foundations and a new traffic signal,” says Renfrow. “The Case skid steer is equipped with a trencher and augering attachment that makes the workflow so much more productive.” Bockmon & Woody is also in the midst of a trenching and directional boring project at the University of Pacific (UOP), in Stockton. They are installing solar panels and infrastructure throughout the student and employee parking lots. “We are utilizing several Case machines on this project, including two backhoes, a skid steer and a mini excavator. Our underground crew is digging trench and performing directional boring as needed to install the electrical for the solar systems,” continues Renfrow. “They are using backhoes to auger holes for parking lot light poles and a skid steer for the patch paving areas, among other duties.” Bockmon & Woody is working on another solar project at the San Joaquin County Landfill, where they are using their Case machines to install new electrical infrastructure.

Bockmon & Woody Electric Co. operator Ryan Ramsey on a Case 580 Super N digging for installment of conduit for street lights and traffic signal for a new roundabout at the Port of Stockton.


Above L-R: Bockmon & Woody Electric Co. operator Jesse Garcia using Case TR310 compact track loader and Case CX31B mini excavator purchased from Sonsray Machinery working on a solar canopy project at University of the Pacific.

When Bockmon & Woody decided to form an underground division five years ago, they knew that they would have a choice in what type and brand of heavy equipment would go into their fleet. “We are longtime Case construction equipment users and have been dealing with Sonsray Machinery since they took over the territory as well as with the local Case store before that time. Bockmon & Woody purchased their first Case backhoe in 2001, and our operators are very familiar with and love operating all of the Case machines,” says Renfrow. “We have a Sonsray dealership right here in town that maintains an excellent parts inventory, has a tremendous service department, and is always a pleasure to work with on and off the job site. Whether we need them out in the field or are dropping a machine off for routine maintenance, we know that we will get friendly, efficient service.” Renfrow says that owning over renting has many advantages. “In a 24

rental situation, you don’t know what you are going to get from job to job. Owning and maintaining an in-house fleet keeps our operators with the Case equipment they are familiar with and prefer. Our Case equipment comes available with pilot controls and a pattern changer valve that allows them to run with a choice of either backhoe or excavator controls,” says Renfrow. “We are currently working with our Sonsray representative, Mike Titus, to purchase a new Case CX130 mid-sized excavator and will need at least one more Case backhoe and two new Case skid steer loaders before the end of the year. Mike is an extraordinary asset for both Sonsray and Case. He is very familiar with the entire Case product line and the precise capabilities of each machine. Mike is very hands-on and easy to get ahold of when you need him.” Bockmon & Woody currently owns seven Case Super N backhoes, two Case mini excavators, and several Case skid steer track loaders. They also own other non-

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Case machines that include trenchers, telescopic forklifts, scissor lifts, and a large inventory of trucks, trailers, and attachments. Renfrow says that they are expecting to remain very busy throughout 2022. “Ever since Jan. 1, we have been nonstop full steam ahead,” continues Renfrow. “We are completely booked to the end of the year and already bidding jobs for 2022.” Bockmon & Woody Electric Company, Inc. is currently operating with a staff of approximately 160 highly trained International Brotherhood of Electrical Workers (IBEW) electricians, operating engineers, laborers and management staff. The company remains diverse as they continue their growth and expansion. For more information on Bockmon & Woody Electric Company, Inc., visit bockmonwoody.com or call their Stockton corporate office at (209) 464-4878. Cc

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ECCO EQUIPMENT Heavy Equipment Rentals & Sales

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BOBCAT OF LOS ANGELES HIRES JR VAN OSTEN FOR SALES IN SOUTH/WEST LA COUNTY Cerritos, CA-March 15th, 2021Bobcat of Los Angeles announces the addition of JR Van Osten as their sales representative in South/West LA County. Van Osten will cover machine sales in the South bay and surrounding coastal cities including the home office city of Cerritos on over to his hometown of La Mirada. Van Osten brings 30 years of sales experience with 20 of those years working in the equipment rental and full-line dealership industry. Van Osten holds a B.A. in Business Management from Vanguard University of Southern California along with a collection of equipment certifications from various equipment manufactures. Van Osten has an established history in his designated sales territory that will allow him to continue servicing his long-time clients. “I am both proud and enthusiastic to represent the industry leader, Bobcat Company,”

says Van Osten. “I am equally excited to be a part of the team at Bobcat of Los Angeles and the newly expanded Gateway Dealership Network.” Bobcat of Los Angeles specializes in compact construction equipment for a vast contractor marketplace.

For more information you can contact JR directly at (562) 922-9385, jvanosten@bobcatofla.com or check out their website at www.bobcatsouthwest.com. Cc

Check out our Digital Edition at

CalContractor.com Call KERRY HOOVER at

909−772−3121

for advertising information

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SAFE, SIMPLE AND STRONG PROTECTION Long-lasting Over Multiple Uses, Unlike Single-use Plywood

NEW Lightweight Trench Covers During almost 50 years, Trench Shoring Company has supplied steel trench plates to meet heavy load requirements. Our NEW Oxford LowPro 15/10 Trench Cover delivers a lightweight yet sturdy alternative for driveway board and pedestrian trench cover applications. Perfect for sidewalks, driveways and small trenches up to 4’. And, it’s the ideal solution for municipal underground sewer/water/pipeline repairs, as well as outdoor events. • Unlike steel plates, Lightweight LowPro 15/10 covers are installed in seconds with easy two-person lift; no need for specialized heavy equipment to deliver or install • LowPro 15/10 composite cover’s patented Flexi-Edge system eliminates need to anchor down or cold patch, reducing trip hazards • Saves time and money

800-423-4411 TrenchShoring.com ENGINEERING RENTALS SALES INVENTORY TRAINING © Trench Shoring Company

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cranesales@coastlineequipment.com

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SALE – RENT RPO – CALL

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SONSRAY MACHINERY - THE LARGEST CASE DEALERSHIP ON THE WEST COAST

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