California Asphalt Magazine 2018 Quality Issue by CMS

2018 QUALITY ISSUE

Higher RAP

Coming to a project near you

INSIDE: Caltrans moves to 25 percent RAP in asphalt mixes; higher RAP possible Asphalt stars in Oakland International Airport runway work Industry-agency collaboration in technical knowledge-sharing

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Publisher’s Letter Dear readers, John Ruskin once wrote, “Quality is never an accident. It is always the result of intelligent effort.” This November our industry will be in the spotlight like never before as millions of our fellow Californians cast votes on Proposition 6, and in doing so pass judgement on our performance. Our ultimate customers (motorists and taxpayers) want high-quality roads that are safe, long-lasting and well-maintained with a minimum of disruption to their lives or their wallets. It sounds like a simple concept but it contains many moving parts. Adequate funding is one part. Another key piece of the puzzle is people. A serious issue for our industry is finding and developing the skilled employees that we need to deliver the high-quality projects our fellow Californians expect and deserve. Many of our companies have committed hundreds of thousands of dollars into recruitment efforts, including starting grade school programs that educate children about careers in the trade. We’ve taken on apprentices and interns, and expended countless hours training promising young craft workers. Every company will tell you that people are its most important asset, but that is even more apparent when you don’t have enough of them. The CalAPA Board of Directors has also pursued the strategic initiative of improving our workforce recruitment and development. Earlier this year we devoted an entire issue of the magazine to workforce development. Another important area we are targeting is the persistent under representation of women in the construction industry. According to the U.S. Department of Labor, women make up only 12.6 percent of civil engineers, 17.4 percent of laborers, and a dismal 2.4 percent of Operating Engineers. CalAPA’s Fall Conference in Sacramento will be exploring this challenge with our first-ever “Women of Asphalt” Leadership Panel event on Oct 24. We’re excited to share the experiences of our distinguished panel of women leaders and hope that all attendees gain insight into how we can make our industry more attractive to the next generation of workers. Another strategic goal of the association is to strengthen our relationships with key constituencies and partners. The only true way to provide a product that the customer deems “high quality” is to understand what quality means to them. As an industry, we have taken great strides in improving our relationships between contractors, suppliers, academia, private owners and agencies, but we can do better. We have much to learn from each other and I hope that this issue of California Asphalt magazine will help to break down some of those barriers by sharing our struggles and triumphs as a team. Whether it is securing funding, researching the next technology to make our roads last longer, or developing our workforce, we will succeed together with a little bit of “intelligent effort.” Sincerely,

Toni Carroll Director of Quality Graniterock 4

California Asphalt Magazine • 2018 Quality Issue

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Contents

JOURNAL OF THE CALIFORNIA ASPHALT PAVEMENT ASSOCIATION

Volume 22, Issue 5

Publisher’s Letter

Caltrans permitting higher RAP content in pavement mixes statewide

Collaboration and knowledge-sharing becoming the norm between industry and agency personnel

Page 8

Fall Conference Agenda

DeSilva Gates helps Oakland International Airport move onward and upward with completion of the Runway 12-30 renovation project

'Day at the Races' at Del Mar

Industry News

Page 14

On the Cover:

Photo illustration designed by Aldo Myftari of Construction Marketing Services. Cover art concept contributed by Russell W. Snyder.

Page 22

CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net

HEADQUARTERS: P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address) 1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (916) 791-5044 EXECUTIVE DIRECTOR: Russell W. Snyder, CAE, rsnyder@calapa.net TECHNICAL DIRECTOR: Brandon M. Milar, P.E., bmilar@calapa.net MEMBER SERVICES MANAGER: Sophie You, syou@calapa.net GUEST PUBLISHER: Toni Carroll, Graniterock PUBLISHED BY: Construction Marketing Services, LLC • (909) 772-3121 P.O. Box 892977 • Temecula • CA 92589 GRAPHIC DESIGN: Aldo Myftari CONTRIBUTING WRITERS: Russell W. Snyder, CalAPA; Brandon M. Millar, CalAPA and Brian Hoover, CMS. ADVERTISING SALES: Kerry Hoover, CMS, (909) 772-3121 Copyright © 2018 – All Rights Reserved. No portion of this publication may be reused in any form without prior permission of the California Asphalt Pavement Association. California Asphalt is the official publication of the California Asphalt Pavement Association. This bimonthly magazine distributes to members of the California Asphalt Pavement Association; contractors; construction material producers; Federal, State and Local Government Officials; and others interested in ensuring that asphalt remains the high quality, high performance pavement choice in the state of California.

California Asphalt Magazine • 2018 Quality Issue

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Caltrans permitting higher RAP content in pavement mixes statewide By Russell W. Snyder & Brandon M. Milar

“Finally!” That was the reaction by Fiona Ma to the recent announcement by the California Department of Transportation (Caltrans) to increase from 15 percent to 25 percent the amount of Reclaimed Asphalt Pavement (RAP) permitted in pavement mixes. Ma, the former Assembly Speaker Pro Tem from San Francisco, was author of a bill passed by the Legislature in 2012 encouraging more RAP usage by the state. The goal of the legislation, later signed into law by the governor, was to make pavements more sustainable and save taxpayer dollars. Asphalt, the world’s most recycled product, can be reused again and again, extending the life of the state’s dwindling aggregate resources. The road to higher RAP in Caltrans specifications was not a straight line, however, which was explored in depth last year in a revealing California Asphalt magazine cover story, “Who Killed High RAP?” The answer was far more complex than the question, and involved conflicting opinions, reams of research and countless meetings between department and industry subject-matter experts stretching over a decade and focusing on the performance of high RAP mixes. 2017 QUALITY ISSUE

INSIDE:

SPECIAL REPORT

CalAPA’s Russell W. Snyder & Brandon Milar investigate the mysterious death of an asphalt recycling movement in California

Q&A with Mike Acott

National Asphalt Pavement Associtation President

Member Spotlight: SITECH NorCal

In June, however, Caltrans announced that it had accumulated enough information to satisfy its engineers that permitting up to 25 percent RAP in pavement mixes with some modifications should not compromise pavement performance. The change in the specifications came in the form of “Non-Standard Special Provision” (nSSP) language on paving contracts being put out to bid, but the department says the language will eventually reside permanently in the Caltrans Standard Specifications.

Above: Caltrans officials and industry representatives gathered for charter-signing ceremony of the newly reconstituted Pavement & Materials Partnering Committee on Feb. 14 at the Caltrans Translab in Sacramento. Pictured (seated from left to right): Steve Takigawa, Caltrans Deputy Director for Maintenance & Operations; Russell W. Snyder, CalAPA; Charley Rea, CalCIMA; Karla Sutliff, Deputy Director, Project Delivery & Chief Engineer; (seated from left to right): Tom Pyle, Acting Chief, Office of Asphalt Pavement; Rachel Falsetti, Division Chief, Construction; Mark Suchanek, acting Assistant Division Chief, Division of Pavements; Tony Tavares, Chief, Division of Maintenance; Dan Speer, Acting Assistant Division Chief, Materials Engineering & Testing Services & State Materials Engineer, Mike Keever, Chief, Division of Engineering Services Chief; and Tom Ostrom, Deputy Division Chief, Structure Policy & Innovation and State Bridge Engineer.

“Revising the Caltrans specification to allow up to 25 percent RAP was the culmination of a lot of hard work and the continued commitment to partnering between both Industry and Caltrans,” said Caltrans District 4 Director Tony Tavares, who until recently was the Division Chief for Maintenance and part of the leadership of the Caltrans-industry Pavement & Materials Partnering Committee. “This new specification is good for California’s environment and will promote better sustainability pavement practices throughout our state. Caltrans is committed to collaborating with industry, through the Pavement & Materials Partnering Committee, and exploring future opportunities to further enhance sustainability pavement practices in California.” The CalAPA weekly newsletter, California Asphalt Insider, first reported the landmark agreement between Caltrans and industry in its June 18 issue.

[ Continued on page 10 ]

California Asphalt Magazine • 2018 Quality Issue

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Increasing RAP utilization was deemed a priority of the newly reconstituted Caltrans-industry Pavement & Materials Partnering Committee. The change in language that is showing up in nSSPs removes the requirement to utilize a blending chart for RAP percentages greater than 15 percent but less than or equal to 25 percent. For these mixes, the mix designer will use an asphalt binder grade with the upper and lower temperature classification reduced by 6 degrees C from the original binder-specified grade. The following language has already begun appearing in Caltrans projects, referencing a change to Section 39 of the department’s Standard Specifications: Replace the 3rd and 4th paragraphs of section 39-2.02B(2) with: For RAP substitution of 15 percent or less, the grade of the virgin binder must be the specified grade of asphalt binder for Type A HMA. For RAP substitution greater than 15 percent and not exceeding 25 percent, the grade of the virgin binder must be the specified grade of asphalt binder for Type A HMA with the upper and lower temperature classification reduced by 6 degrees C. Specify the grade of asphalt binder. Replace Reserved in section 39-2.02B(3) with: The grade of asphalt binder for Type A HMA must be _____. For Type A HMA using RAP substitution of greater than 15 percent of the aggregate blend, the virgin binder grade must comply with the PG binder grade specified above with 6 degrees C reduction in the upper and lower temperature classification. For Type A HMA using RAP substitution of 15 percent or less of the aggregate blend, the grade of the virgin binder must comply with the PG binder grade specified above. The new RAP language was sent by Caltrans Headquarters to District Office Engineers throughout the state. The distribution included the following: • 2 NSSPs (one for use with 2015 Standard Specifications and one for use with 2018 Standard Specifications).

• Blanket approval for use of the attached nSSPs. • Instructions to incorporate the nSSPs in all projects that have not advertised for bid. • Instructions to incorporate the specification language change in all amendments to projects that are advertised to bid. The Caltrans Division of Construction said it will distribute a Construction Policy Directive (CPD) that will outline the procedure for a contract change order (CCO) for projects that do not include this language (those that are currently advertised, bid, or awarded). Caltrans anticipates the availability of the CPD sometime later this year. The change has attracted the attention of local governments. “I am thrilled to hear about this agreement between Caltrans and industry that will increase the amount of RAP used in our roads,” said San Diego County Supervisor Kristin Gaspar, who visited industry sites last year and said she was surprised to learn the county will run out of aggregate resources in the next decade. “This is a win for everyone, especially taxpayers, who will see considerable cost savings and roads that will last longer.” Gaspar, who is chair of the Board of Supervisors, has called for the creation of a task force to examine innovative and cost-saving strategies for maintaining county roads, including evaluating greater use of RAP. Discussions between Caltrans and the asphalt pavement industry over utilizing more RAP in asphalt mixes have taken place over several years and have been the subject of intense scrutiny. Caltrans has always maintained it supports recycling old asphalt into new pavements, but engineers have expressed concern about performance when the percentage of RAP in asphalt mixes exceeds 15 percent. As pavements age, studies have shown the asphalt binder component oxidizes and increases in stiffness. The increased stiffness increases the potential for pavement cracking. As a result, RAP, which is primarily sourced from existing, aged pavements, can increase the stiffness of a new mix, which increases the cracking potential. Volumes of research on the topic have produced recommendations to compensate for the stiffness when RAP is increased to higher than 15 percent of total mix.

California Asphalt Magazine • 2018 Quality Issue

Above: A loader works a RAP stockpile ready for processing.

As reported in California Asphalt magazine last year, more than 90 percent of the pavement in the United States, and in California, are surfaced with asphalt. Contractors combine aggregates, asphalt binder and other components into a blend that will meet the performance requirements of the pavement structure. While the binder only comprises about 5 percent of a dense mix, it accounts for a significant proportion of the mix costs. The components of RAP are simply asphalt binder and aggregates, typically from available sources in the region. Contractors source RAP from the removal of existing pavements as well as from the production of asphalt mixes. This keeps RAP from going to landfills, reduces demand for aggregates, reduces the demand for virgin asphalt binder, reduces the transportation of these products and reduces the environmental impacts associated with these activities. While it is universally accepted that increasing the use of RAP in asphalt mixes provides both economic and environmental benefits, there is also general agreement that mixes containing RAP must meet the performance requirements for today’s complex pavement needs. Much of the focus is on the binder – the “glue” that holds rocks together to create asphalt pavements. As further reported in this magazine last year, the performance of an asphalt mix relies on two key properties of the asphalt binder: flexibility and stiffness. The flexibility component keeps the mix from cracking and falling apart under cyclic loading from traffic or temperature changes. Stiffness

California Asphalt Magazine • 2018 Quality Issue

keeps the mix from deforming under heavy traffic loads or traffic loads during high temperatures. Asphalt binder suppliers characterize these binder characteristics with the Performance Grade (PG) testing protocol. In designing a mix, the mix designer will blend the aggregates, the virgin binder (binder from an asphalt binder supplier), and other components in a proportion that results in a mixture that meets the project requirements. When designing an asphalt mix, the mix designer can replace a portion of the aggregates and virgin binder with the RAP. The binder in the RAP can contribute to the binder quantity in the mix, however, the RAP binder may have characteristics that are significantly different from the virgin binder. The aging of the RAP binder, resulting from environmental factors during its service life, results in a very stiff binder with minimal flexibility. The RAP binder characteristics significantly affect the balance between stiffness and flexibility. Mix designers can utilize various tools to address any negative effects from the aged RAP binder. These tools include “softer” binders, additives, or RAP percentage adjustments. The central question posed in this magazine last year was, Is there a limit to the amount of RAP that can be used in a mix? To answer this question, agencies and contractors need to understand the interactions of virgin and RAP binders in the mix. They need to understand the quantity of RAP in the mix where the characteristics significantly affect

mix performance. The quantity of RAP binder is typically referred to as a percentage of the total binder (virgin binder + RAP binder) in the mix. The breakthrough on the Caltrans RAP specifications occurred shortly after an industry-agency technical meeting held June 13 in Sacramento focusing on RAP and Recycled Asphalt Shingles (RAS), which was attended by Steve Takigawa, Caltrans Deputy Director for Maintenance & Operations. At the meeting, Takigawa expressed dismay that more progress on the RAP issue had not been made, and pointed out the connection to the department’s own mission statement and goals of being more sustainable and saving taxpayer dollars. One of the participants in that meeting, Tony Limas with Granite Construction, was gratified with the outcome. “Caltrans should be very proud of the fact that they found a way to significantly increase the amount of RAP in HMA,” he said. “This is a great example of what is possible when we keep it simple and lean on current industry standards. Kudos to the Caltrans and industry Task Group members who worked diligently to make this happen.” The meeting participants agreed in principle to adopt recommendations from the Federal Highway Administration (FHWA) for mixes with RAP percentages between 15 percent and 25 percent. They are: • Using a virgin binder grade one grade lower (high and low temperature) than the required binder for the project. • No longer requiring the use of blending charts. • RAP processing and Quality Control (QC) procedures will be the same as the requirements for mixes with less than 15 percent RAP. Still to be resolved are the implications of the new specification language on existing projects. Among the ideas being discussed were the potential for a no-cost change order for existing projects to incorporate the new RAP language. “The collaboration that led to the revised RAP specification is an example of expertise from industry and other states being relied on to

streamline decision-making,” said Tom Pyle, chief of the Caltrans Office of Asphalt Pavement within the Division of Maintenance Pavement Program. “Increased RAP is not only a win-win situation for Caltrans and industry, but also for California and the environment.” The technical working group identified other issues that require further deliberations, including examining the use of RAP at more than 25 percent of mixes, RAS, and evaluation of a pavement cracking test. The new specification language began appearing in Caltrans projects advertised for bid in August. The most recent legislatively mandated report by Caltrans on RAP utilization, issued in 2016, reported little progress on the issue in response to the Fiona Ma RAP bill, which called for the department to move toward utilization of 40 percent of RAP in asphalt pavement mixes. While nowhere near her ambitious 40 percent goal, the move to 25 percent was nevertheless praised by Ma to her Twitter followers. “Finally!” the candidate for State Treasurer Tweeted. “Progress. Let’s get building and repairing our highways and roads.” CA Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association (CalAPA). Brandon M. Milar, P.E., is Director of Technical Services for CalAPA. REFERENCES: Snyder, R., and Milar, B., (2017) “Who Killed High RAP?” California Asphalt, Journal of the California Asphalt Pavement Association, Vol. 21, Issue 5. Snyder, R. (2018), “Caltrans, industry reach tentative agreement on changes to RAP specifications,” California Asphalt Insider, Weekly Newsletter of the California Asphalt Pavement Association, Vol. 11, Issue 25, June 18, 2018. Snyder, R. (2018) “Specifications allowing for higher RAP content now appearing in Caltrans projects.” California Asphalt Insider, Weekly Newsletter of the California Asphalt Pavement Association, Vol. 11, Issue 34, Aug. 20, 2018.

California Asphalt Magazine • 2018 Quality Issue

Collaboration and knowledge-sharing becoming the norm between industry and agency personnel By Russell W. Snyder

When CalAPA member Knife River opened its Marysville plant to more than two dozen materials technicians and engineers recently in support an ambitious Reference Sample Program (RSP) and research study, it was just the latest example of industry-agency collaboration with the aim of fostering mutual understanding. The RSP “shovel-party” was part of an ambitious project to evaluate variability in the Hamburg Wheel Track Test for Rubberized Hot Mix Asphalt-Gap Graded (RHMA-G) mixes. The Caltrans Materials Engineering & Testing Services Branch, which is part of the Division of Engineering Services, is coordinating the research, and a key milestone was collection of scores of samples to be sent out to about 30 labs statewide for testing, comparison and evaluation. The late-night event Aug. 28 involved two loads of RHMA-G being placed in precise windrows in a designated area of the Knife River facility, and then technicians pulling random samples in a carefully choreographed operation that resulted in scores of samples boxed up and placed on pallets for shipment to labs around the state. Surveying the scene, which was illuminated by floodlights and ringed by sample boxes, pallets, and technicians scurrying about, consultant Paul Curren explained how the samples were collected per national and 14

state standards so that the study will stand up to scientific and engineering rigor. “The sampling method we are using is CT125 from a windrow,” Curren said. “The test method says three or more locations. We're going to use four because that is the quantity of the material we want. Each location in that windrow is considered a sub-part of the sample, so there are four sub-parts. Each sub-part has been randomly chosen to go with the other sub-part, so it's true random sampling. Distribution to the testing labs is also randomly determined. We are following ASTM 3665, which is random sampling of construction materials.” The study is focused on RHMA-G and AASHTO T324 evaluation of the HWT test. “The way we are approaching it we’ll also be able to develop precision statements for the test method that could be applied to the AASHTO or the ASTM tests, so we have an idea how much innate variability the test has in itself,” Curren said. Industry representatives praised the ambitious study. “Knife River is pleased to be able to work with Caltrans to gather information to help in our discussions on improving test methods, mix designs and overall pavement quality and performance,” said Tim Denlay, Northern California Quality Control Manager for Knife River and co-chairman of the CalAPA Technical Advisory Committee.

The company’s Marysville plant is about 40 miles north of Sacramento. “We expect this activity will add significantly to the knowledge base about RHMA-G mixes and influence state and national standards. Thanks to all involved, especially the volunteers.” Caltrans also praised the cooperation between all parties that made the research activity possible. “We are very appreciative of Knife River for their support in this important project,” said Tim Greutert, acting Chief of Materials Engineering and Testing Services for Caltrans. “This collaborative effort is helping Caltrans and industry address a shared concern about handling of Rubberized Hot Mix Asphalt. The data we collect will be invaluable in helping us make sound engineering judgements with regard to our specifications, test methods and construction standards.” “In California,” Greutert added, “we are leading the nation in the use of Rubberized Hot Mix Asphalt. The research we are conducting today will have national implications in the future. We want to ensure that our pavements are long-lasting as well as sustainable. In another industry-agency exercise in knowledge-sharing, CalAPA member Granite Construction hosted a tour of its aggregate and asphalt plants in Sacramento for Caltrans employees,

California Asphalt Magazine • 2018 Quality Issue

Left: A group of Caltrans employees touring a Granite Construction quarry in Sacramento on Wednesday, Aug. 15, 2018. Middle: Cary Stutters, asphalt plant specialist for Granite Construction (center), explains the operations of the company's hot mix asphalt plant complex during a tour of the Granite Construction facility in Sacramento on Aug. 15.

which was intended to reinforce transparency and greater understanding between industry and agency personnel, many of whom may be new to the profession. The joint Caltrans-industry Pavement & Materials Partnering Committee recommended the event to help industry and agency personnel better understand each other's operations as well as innovative technology, test methods and best practices that are constantly evolving. “It was great to be with so many of our Caltrans partners out of the confines of a meeting room,” said Granite’s Tony Limas, a past chairman of CalAPA who coordinated the Aug. 15 event. “Seeing the day-to-day technical work that forms the underpinning of so many of our partnering discussions was somewhat revealing.” The 17 Caltrans personnel that participated in the tour came away with new insight as to what happens before new asphalt is placed on the roadway. “As a lab supervisor myself, it is an invaluable experience to physically walk through another lab and consider how testing is managed,” said Jaqueline Wong of Caltrans. “I did appreciate discussing Granite's Quality Management System with Dylan (Stutters) and Tony (Limas) and that there are documented process and SOPs (Standard Operating Procedures) for their operations.”

Right: During a tour of the Granite Construction quarry and hot mix asphalt plant in Sacramento on Aug. 15, Tony Limas with Granite Construction (right) points out various features of the plant as Keith Hoffman (left) and Ian Broderick look on.

“At the end of the day,” she added, “we are both trying to assess the quality of materials and doing so with the added challenges of properly handling potentially harmful materials... while keeping employees as safe as possible.” The tour included an inspection of Granite's aggregate mining operations, which many said also was illuminating. “I appreciated the opportunity to see the complete process of producing hot mix asphalt, from the mining of the virgin aggregates, processing recycled materials, through the production processes that have been optimized to efficiently produce a mix that meets a defined specification,” said Pete Spector with the Caltrans Division of Construction. “The trip to the mining operation reinforced the reality that permitted aggregate supplies across the state are quickly depleting and it’s extremely important to develop specifications that meet an expected quality and are sustainable for future generations.” Jeremy Peterson-Self, the Caltrans program manager for another high-profile industryagency collaboration, the Joint

California Asphalt Magazine • 2018 Quality Issue

Training & Certification Program for materials technicians, was also pleased with the hands-on activity. “The tour provided by Granite Construction was very informative and I appreciate the time and effort that was put into delivering this exceptional event,” he said. “Events like these show commitment to working transparently with Caltrans so that we may jointly deliver quality products to our roadway system users.” Discussions are already in the works for a similar tour of the venerable Caltrans Materials Lab in Sacramento for interested industry personnel. Technical and practical knowledge-sharing is at the heart of the CalAPA strategic plan, and the association hosts technical training conferences in Northern and Southern California each year, as well as technical training classes and seminars statewide. 15

Left: During a tour of the Granite Construction facility in Sacramento, the Caltrans group gets a view of the asphalt plant control room. Top Middle: The randomly collected samples of RHMA-G (foreground) boxed and ready for shipment. Middle: Caltrans and industry are collaborating on research focused on RHMA-G and AASHTO T324 evaluation of the HWT test. This included an Aug. 28 collection of samples at the Knife River asphalt plant in Marysville. Moments after a delivery of RHMA-G, technicians spring into action collecting and boxing samples to be shipped to materials labs statewide for testing and comparison. Right: Dylan Stutters, Quality Control Operations Supervisor for Granite Construction (right) conducts a tour of the Granite AASTOcertified materials laboratory in Sacramento on Aug. 15. Seventeen Caltrans employees participated in the tour and briefing.

The association’s regional technical committee meetings, in particular, are popular with local public works personnel to learn of the latest trends, equipment and research, and to share best practices. Agencies host the meetings, which make them easily accessible for industry and agency personnel alike. Recent topics have included performance of high-RAP mixes, featuring Randy West, P.E., Director of the National Center for Asphalt Technology at Auburn University, and the latest research on pavement reflectivity and greenhouse gas (GHG) implications by Dr. John Harvey, Director of the University of California Pavement Research Center. Traditional classroom-style technical training also is growing in popularity. More than 40 Caltrans employees from the District 3 regional office in Northern 16

California attended CalAPA’s “Asphalt Pavement 101” class July 19 in Marysville, north of Sacramento. The class is taught by former Caltrans and Asphalt Institute senior materials engineer Roger Smith. “The instructor is very knowledgeable,” noted one class participant in a written evaluation. “It was a very good presentation and material.” Added another, “The instructor has good background from his field experience to compliment the course material.” The class was also delivered to 20 maintenance personnel at a U.S. Marine Corps base, Camp Pendleton, in San Diego County. “I learned some new techniques (and he) pointed out some bad habits,” one participant wrote in a class evaluation. Another appreciated “information that can actually be used on the job here.”

The classes were organized by CalAPA’s technical training coordinator, Ritha Nhorn, who was recently commended for her efforts by the CalAPA Technical Advisory Committee. She is pursuing an engineering degree at California State University, Sacramento. For more information on CalAPA educational and technical knowledge-sharing activities, visit the CalAPA website at www.calapa.net or look for announcements of upcoming classes and activities in the weekly CalAPA California Asphalt Insider newsletter. CA Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association (CalAPA).

California Asphalt Magazine • 2018 Quality Issue

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FALL ASPHALT PAVEMENT CONFERENCE Wednesday & Thursday, Oct. 24 & 25, 2018 Doubletree Hotel, 2001 Point West Way, Sacramento, CA (Evening Dinner Event – Wednesday, Oct. 24 from 5:30 p.m. to 8 p.m.)

AGENDA 8:00 a.m. OPTIONAL Technical Training Class (separate registration required) “Asphalt Pavement 101” A four-hour class covering the basics of asphalt production, paving, inspection and acceptance, taught by former Caltrans and & Asphalt Institute engineer Roger Smith. Refreshments and workbook included.

DAY 1 GENERAL SESSION – WEDNESDAY, OCTOBER 24 11:30 a.m. Registration Desk Opens / Networking / Trade Show Floor & Equipment Displays Open Refreshments and snacks included.

1:00 p.m. Conference Welcome .Russell W. Snyder, Executive Director, CalAPA

1:15 p.m. Featured Speaker: National Perspective on the asphalt pavement industry Amy Miller P.E., National Director, Asphalt Pavement Alliance CalAPA is part of a national alliance that includes the National Asphalt Pavement Association and other state asphalt associations. Hear the latest on the deployment of educational materials and tools designed to help deliver high-quality asphalt pavement projects that are durable and cost-effective.

1:45 p.m. Technical Presentation: Optimizing agency funding to deliver SB1 projects DingXin Cheng, Ph.D., P.E., Director, California Pavement Preservation Center @ CSU Chico Local agencies will need to determine an efficient means to utilize SB1 funds. Review a study conducted .for Riverside County on how to effectively manage this necessary increase to transportation funding.

2:15 p.m. Technical Presentation: “Green Up” Dragos Andrei, Ph.D., P.E., Director, Pavement Recycling and Reclaiming Center @ Cal Poly Pomona Summary of an SB1-funded research project under development at the PRRC. The project will result in a software evaluation tool that provides information on the sustainability of pavement rehabilitation strategies and educates users on the sustainability of differing strategies.

2:45 p.m. BREAK - .Refreshments included. Trade Show booths open.

3:30 p.m. Caltrans Update: METS – Addressing the testing needs of Caltrans Dan Speer, P.E., Deputy Division Chief, METS & State Materials Engineer Discover how the Materials Engineering & Testing Services (METS) Division within Caltrans provides the necessary safe, sustainable, and efficient material engineering solutions for the state’s infrastructure needs.

4:00 p.m. Technical Presentation: Using rejuvenators in asphalt mixes – a research update Amy Epps Martin, Ph.D., P.E., Research Engineer, Texas A&M Transportation Institute Rejuvenators are an important tool to assist contractors in utilizing RAP and RAS in asphalt mixes. Listen to a summary of a comprehensive NCHRP study on the effects of rejuvenators in asphalt mixes with RAP and RAS in high proportions.

5:30 p.m.

EVENING DINNER EVENT – “Women of Asphalt” leadership panel Dinner is free for all conference attendees, but advance reservations are required at registration. This panel discussion will feature prominent leaders in the Asphalt Industry focusing on challenges and opportunities for women finding success in the asphalt industry. Trade Show Floor Open.

P.O. Box 981300 • West Sacramento • CA 95798 • (916) 791-5044

DAY 2 SESSIONS – THURSDAY, OCTOBER 25 7:00 a.m.

Registration Desk Opens / Networking / Trade Show Floor Open Full Breakfast.

8:00 a.m.

Featured Speaker: State of the construction industry in California Mark Breslin, CEO, United Contractors A dynamic speaker and author, Mark Breslin will discuss disruption in the construction industry and other trends that will impact .future growth and success for industry and agency personnel alike.

Conference Pricing Information

$199 – CalAPA Member/Public Agency ($239 after Oct. 8) Conference & AP101 or QP class $299 – CalAPA Member/Public Agency ($339 after Oct. 8) Conference, AP101 & QP class $339 – CalAPA Member/Public Agency ($439 after Oct. 8) Non members please reference website.

Training Only Pricing Information

$139 – CalAPA Member/Public Agency One class ($179 after Oct. 8) $239 – CalAPA Member/Public Agency Two classes ($279 after Oct. 8) Non members please reference website.

CONCURRENT SESSIONS MATERIALS TRACK

RECYCLING TRACK

CONSTRUCTION TRACK

9:00 a.m.

Topic M1 Additives for improved pavement performance Contractors are utilizing various additives in their asphalt mixes to achieve various performance and construction characteristics. Hear from the additive experts on the various types of additives and how they are used. Topic Lead: TBD, Road Science

Topic S1 CIR use in urban areas Learn how CIR is utilized in an urban city’s pavement management program. Topic Lead: Frank Farshidi, Ph.D, Project Manager, City of San Jose Department of Transportation

Topic C1 Best practices for the use of Tack Coats Learn about the different materials used for tack coats. Also gain insight into the techniques to employ for pavement performance success. Topic Lead: Tom Hicks, Ergon Asphalt & Emulsions

9:45 a.m.

BREAK – Refreshments included. Trade Show booths open.

10:15 a.m.

Topic M2 Designing mixes with high RAP content Learn the techniques a mix designer considers when incorporating high recycled materials content (RAP and/or RAS) in asphalt mixes. Topic Lead: Pascal Mascarenhas, Manager, Technical Services, Vulcan Materials

Topic S2 Construction BMPS for CIR success What makes a good specification? What should engineers that develop specification limits consider? Variability? Risk? Topic Lead: Dennis McElroy, CIR Operations Manager, Graniterock Company

Topic C2 Best practices for Longitudinal Joint construction Proper longitudinal joint construction is critical to the overall performance of a pavement. Learn the best practices for constructing a quality longitudinal joint. Topic Lead: Bob Humer, P.E., Regional Field Engineer, Asphalt Institute

11:15 a.m.

Technical Panel: Caltrans pavement smoothness specification revisions – a collaborative effort Tom Pyle, P.E., Chief, Office of Asphalt Pavement, Caltrans and Don Matthews, P.E., Manager, Pavement Recycling Systems Learn the latest on the implementation of the revised Caltrans Smoothness Specification. Hear from two of the leaders that developed the specification on the key concepts incorporated in the specification and the significant considerations for successful implementation.

Noon

ADJOURN

1:00 p.m.

OPTIONAL Technical Training Class (separate registration required) “ Quality Asphalt Paving” A four-hour class covering the proper asphalt pavement placement and compaction. Your instructor Skip Brown a noted expert in .the asphalt pavement industry. He has personally supervised the placement of more than 4 million tons of asphalt on a variety of public and private projects in California. Updated 8/22/18 by RWS. Agenda subject to change.

P.O. Box 981300 • West Sacramento • CA 95798 • (916) 791-5044

READY FOR TAKEOFF I

California Asphalt Magazine â&#x20AC;¢ 2018 Quality Issue

DeSilva Gates helps Oakland International Airport move onward and upward with completion of the Runway 12-30 renovation project

By Brian Hoover

o history of aviation would be complete without numerous references to Oakland International Airport. It was dedicated in 1927 by famed aviator Charles Lindbergh, and in 1937 it was the starting point for Amelia Earhart’s ill-fated attempt to circumnavigate the globe by air, which spawned one of aviation’s enduring mysteries when her silver Lockheed Electra disappeared somewhere over the South Pacific on the last leg of her 22,000-mile journey. By the early 1940s, the airfield was serving as a strategic military base as scheduled commercial flights moved over to the new San Francisco Airport. As demand for air travel continued to soar, the facility once known as Oakland Municipal Airport was by the 1950s home to nine major airlines, while also serving as a Naval Reserve Air Station, and by July 1954 plans were announced to expand the airport with a new South Field. The cost for that upgrade was approximately $20 million and included a 10,000 foot-long runway to accommodate a new era of jet aircraft traffic. Reclamation for this work began in 1955 and construction of Runway 11-29 and Terminal 1 started in 1960, opening to the public in 1962. More development followed in the 1970s when the airport constructed a second, $16 million terminal, followed by a sprawling FedEx cargo station a decade later that is now one of the busiest air

freight terminals in the United States. It seemed like construction never really stopped at what would eventually become Oakland International Airport (OAK). In 1985, Terminal 2 was opened and is now used solely by California’s dominant carrier, Southwest Airlines. An Airport Development Program (ADP) was eventually developed and implemented, culminating in a Master Plan that has long served as the airport’s planning guidance document as overseen by the Port of Oakland. Part of that development plan included a $300 million Terminal Improvement Program in 2004 that added a new concourse with five more gates and waiting areas, as well as an expanded ticketing area, more extensive security and baggage claim facilities, added utilities and improved terminal access. Additionally, airport roadways, curbsides and parking lots were renovated and completed by the end of 2008. A new, environmentally “green” tower was opened in 2013 that replaced the former north and south field towers. As the demand for ongoing infrastructure projects grew, a 20-year Master Plan was completed in 2006, and then in 2015, OAK commenced a $100 million renovation of Terminal 1. This project was recently wrapped up and included seismic architectural retrofits in central buildings, replacement, and upgrading of infrastructure and general improvements in

California Asphalt Magazine • 2018 Quality Issue

various environments serving passengers, part of an overall trend to add more amenities at airports to serve travelers. Additionally, Runway 12-30 was recently rehabilitated with a $37,406,854 grant from the Federal Aviation Administration (FAA), and additional grant funds received previously via the Airport Improvement Program (AIP). Runway 12-30 is OAK’s main commercial air carrier runway, and a new overlay project was scheduled to provide and maintain aviation standards for a smooth, safe and durable aircraft operating surface. The last time OAK performed a runway overlay project on Runway 12-30 was in 2001 after the runway surface exhibited signs of deterioration. The most recent OAK Runway 12-30 Renovation Project was awarded to DeSilva Gates Construction with a total budget of approximately $67 million. The project focused on a new Hot Mix Asphalt overlay and lighting infrastructure upgrades on OAK’s primary runway. In addition to the replacement of approximately 8,500 linear feet of runway pavement, DeSilva Gates was also responsible for converting OAK’s “Taxiway Whiskey” into a temporary runway to accommodate ongoing flights during the major phase of construction, which called for a full closure of Runway 12-30 for 14 calendar days. During the full closure of Runway 12-30, the scope of work included milling 23

Above: Asphalt grinding operations (left) and paving operations as part of the massive Oakland International Airport Runway 12-30 renovation project.

and salvaging over 2,200,000 square feet of the existing asphalt pavement surface on the Runway and adjacent high-speed taxiways. This included work on the shoulders, followed by the placement of more than 97,000 tons of HMA, as well as the removal and reinstallation of over 475 in-pavement lights, including runway and taxiway centerline, edge, and hold bar and touchdown zone (TDZ) lights. It also included the grading of the turf areas beyond the paved shoulders and the placement of over 8,000 gallons of marking paint for the striping of the runway and taxiways. As the prime contractor, in addition to self-performing the HMA work, DeSilva Gates Construction was responsible for all of the scheduling and overall management of the construction on the OAK Runway project. To accomplish this herculean task, DeSilva Gates Construction put together a detailed planning process that included overseeing all aspects of the high-profile project. An essential component of the plan was to work closely with all stakeholders, including the numerous Port of Oakland departments and consultants, the FAA, airlines and air cargo carriers, environmental agencies, and neighboring communities. They also spent four months leading up to the 14-calendar day 24

full runway closure pre-planning each detail of the project. DeSilva Gates Construction's project management team scheduled the project in half-hour increments and coordinated with a long list of subcontractors and vendors to ensure that they met the Port's 14-calendar day runway closure milestone for the major phase of construction on the project. Ziad Nassoura is the Director of Airport Operations for DeSilva Gates Construction and was responsible for overseeing the OAK airport project. “We began all of our planning and coordination work in May 2017, four months prior to the September closure of Runway 12-30," he said. “Our two-week major phase construction window officially began on Sept. 10, 2017, with the full closure of Runway 12-30 and activation of the temporary Runway 11-29, which was converted from existing Taxiway Whiskey,” Nassoura added. Quinn Hennig-Hance, Senior Project Manager for DeSilva Gates Construction, said the grinding of the existing asphalt surface was subcontracted to Pavement Recycling Systems (PRS) and ran around the clock for three calendar days. “They had six asphalt grinding machines working in two 11-hour shifts, leaving a couple of hours a day for fueling, maintenance, and other prep

work,” Hance said. “Other crews also performed concurrent demolition work around the clock, to lower the existing light fixtures or replace the existing light base cans to a depth which would allow placement of the planned asphalt pavement section. We had our trucking company, Double D Transportation, haul approximately 40,000 cubic yards of asphalt grindings, which were ground off of the existing pavement surface by PRS in variable depths from 1 inch to 9 inches. The grindings were recycled and placed on-site by our crews or stockpiled for use on other Port of Oakland projects.” Nassoura noted that part of the grinding and multi-lift HMA paving construction process was necessary to level out and correct the existing profile of the runway. “The grinding machines and paving equipment were equipped to run on total-station automatic control off digital terrain models of the finished runway surface to achieve the strict grade specifications,” Nassoura said. “We utilized Trimble ATS and UTS grade control systems with upward of 18 total stations in use on the project during any given shift, including what was being used for the grade-setting and grade-checking effort to verify the accuracy of the automatic [ Continued on page 26 ]

California Asphalt Magazine • 2018 Quality Issue

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Above L to R: Milling and salvaging over 2,200,000 square feet of the existing asphalt pavement surface and paving more than 97,000 tons of Hot Mix Asphalt during the two-week closure of Runway 12-30 at the Oakland International Airport.

[ Continued from page 24 ]

controls. The tolerance on the finished asphalt surface was extremely tight, and Cunha Engineering, the project surveyor, was on-site throughout the duration of the project to make verifications and at the completion of the work to verify and certify that the grades were achieved." The electrical work was also a large component of the project and began right at the onset of the 14-calendar day closure and continued throughout the ongoing grinding and paving segments of the job. This work was completed by subcontractor Royal Electric, which Hance said had a massive labor force on the job, and was an instrumental partner for the success of the project. “We had numerous construction operations going on concurrently during the two-week shutdown period,” Hance said. “So, after an area was finished with the grinding process, our electrical subcontractor would begin installing ‘can extensions’ to bring the lighting infrastructure to the ground surface. Then our paving crews would place multiple lifts of asphalt, and following the paving operations the in-pavement lights would be raised to grade with fixtures installed and the pavement markings were painted. It was a 26

carefully orchestrated display of airfield construction at its finest.” OAK’s Runway 12-30 was last rehabilitated in 2001 by DeSilva Gates Construction's sister company, Gallagher & Burk, which placed 105,000 tons of HMA over the full runway in just five days. Then in 2014, each end of the runway was repaved by Gallagher & Burk in a separate project through the FAA's Runway Safety Areas program, leaving 8,500 feet of pavement to be rehabilitated in 2017 by DeSilva Gates Construction.

"It was a carefully orchestrated display of airfield construction at its finest."

— Quinn Henning Hance, Senior Project Manager, DeSilva Gates Construction

“The existing pavement was well beyond its serviceable life," Hance said, “so to achieve proper leveling and strength, the paving portion of this project was completed in multiple lifts, beginning with leveling base lift(s) that was a part of the profile grade correction. We then moved on to the surface course asphalt paving portion with two full 3-inch thick P-401 (PG 76-22) lifts on the main runway proper, then the shoulders were re-paved to tie-in to the new runway surface. We paved over 97,000 tons of Hot

Mix Asphalt in eight days during the two-week closure, which is a lot of paving to be done in a very short time frame, while at the same time having the milling and electrical operations running concurrently." To achieve the final runway design grade, as much as 11 inches of new HMA pavement was installed in some areas, with around 50 percent of the tonnage going toward the surface courses. Every lift was tacked with P-603 asphalt emulsion at a distribution rate of 0.08 gallons per square yard. Because of the tight schedule and resources that would be required to make the project a success, Nassoura said that DeSilva Gates Construction used up to six HMA paving crews on the project around the clock with asphalt material coming from DeSilva Gates plant in Sunol and the Gallagher & Burk plant in Oakland. DeSilva Gates Construction also employed Granite Construction as a paving subcontractor for a portion of the HMA paving work, utilizing its plant in Pleasanton. A particularly challenging aspect of the project was that the Port's specification required that the final surface course of HMA was to be paved in echelon to reduce longitudinal cold joints. To meet the requirement, Nassoura said, "We used three paving machines in echelon, each placing HMA

California Asphalt Magazine • 2018 Quality Issue

Above: As a busy international airport, a major feature of the Runway 12-30 project was minimizing disruption to commercial air traffic and air cargo operations. This required contractor DeSilva Gates to coordinate effectively with stakeholders, subcontractors and others.

material at the same time. Each paving machine paved in widths up to 8 ½ feet depending on whether we were on the runway only or also incorporating the shoulder.” According to Hance, the 10 to 12 man paving crews ran Cat pavers with Weiler or Roadtec Material Transfer Vehicles (shuttle buggies), while seamlessly swapping these crews after 11-hour labor shift. “The key components to completing this job on time came down to months and months of preparation and pulling together the proper resources,” Hance said. “We calculated precisely how much asphalt we could put down per hour and having our crew and plant resources, coupled with our trucking resources, we were successful with this most critical aspect of our plan. The FAA requirements and specifications are quite stringent, and we had a lot to deal with on the paving end alone, including things like grade control, mat and joint density, and the mixes themselves from the volumetric lab data on air voids, stability, flow, gradation, binder content, VMA, and more. These were all components of the acceptance criteria, as evaluated on a per lot basis.” Hance pointed out that their outside consultant's labs worked side-by-side with the Port's testing

staff in conjunction with the Hot Plants quality assurance group. “There is an enormous amount of laboratory testing that takes place on these FAA projects,” he said. “We were using three asphalt plants, with two mix designs from each plant, that all required separate test strips and separate QC/QA (Quality Control/Quality Assurance) data for each sublot. All of the HMA mix designs needed to be approved with passing test strips, and with each shift, there were tweaks to the plan, setbacks, and betterments, but we met the challenges head-on, meeting all of the Port's asphalt acceptance criteria with 100 percent pay.” Every job has its challenges, but according to DeSilva Gates managers, working in and for an active airport with over 200 craftspeople working on the Runway per shift, 80-plus trucks delivering asphalt material, and maintaining stringent safety protocols each day and each shift was no small effort. “Nothing is ever more important than the safety of our crews, subcontractors, agency officials and others that step foot on our job site,” says Nassoura. “We leave no stone unturned, including background checks and making sure that the right people are on the right shift and that everyone is authorized. I am proud

California Asphalt Magazine • 2018 Quality Issue

to say that we had over 70,000 man-hours with zero recordable lost time incidents on this project.” DeSilva Gates had a long list of subcontractors working on the OAK Runway 12-30 Renovation Project, including the previously mentioned Granite Construction, Royal Electric, and Pavement Recycling Systems. They also had other vital contributors, such as Chrisp Company, which did the pavement marking work, Penhall Company, which performed the runway grooving at the end of the project and many other subcontractors and trucking companies including American Road Maintenance, Austin Enterprises, CGI Technical Services, Cunha Engineering, Engineering Construction Services Corp. (ECS), GK Construction, KR Surface Industries, MF Maher, Montgomery and Associates, Pacific Northwest Oil, and Twining. “The Port of Oakland is one of our most valued clients, and we use our top guns on these projects,” Hance said. “There were so many amazing individuals involved on this job that it would be nearly impossible to recognize any single champion. What I will say is that the success on this project is a credit to every individual team member. I cannot say enough about the caliber of people on this job. Not just the lead managers from each 27

Above: Aerial view of DeSilva Gates Construction paving Runway 12-30 at the Oakland International Airport, which serves around 13 million passengers each year.

company managing the workforce, but everyone -- every individual effort by each operator, laborer, mason, carpenter, electrician, truck driver, painter, surveyor, lab technician, plant operator, and engineer. Everyone knew the task at hand and delivered. We were given a rare opportunity to succeed on a very challenging project, and I am extremely proud of everyone that contributed to make this a success for the Port of Oakland, their stakeholders, and the traveling public.” Port of Oakland officials, and the local representative in Congress who helped advocate for the airport improvements said they were pleased with the final result. “Oakland International is in the midst of strong economic growth, with more destinations than ever in our 90-year history,” said Bryant L. Francis, Port of Oakland Director of Aviation in a statement. “The upcoming rehabilitation of Runway 12-30 has been a collaborative effort with the FAA and is made possible by this significant grant award and the ongoing support of our congressional delegation. This critical project will ensure our primary air carrier runway remains functional and safe for all users.” U.S. Rep. Barbara Lee (CA-13), who represents Oakland in Congress, added: “As a member 28

of the transportation funding committee, I was proud to support funding for the Oakland International Airport to complete its runway improvement project and ensure the highest safety standards are met. The Oakland International Airport is a major travel center and economic engine for the entire Bay Area and this funding will help ensure it remains competitive with our nation’s world-class airports.” Oakland International Airport (OAK) currently serves around 13 million passengers a year with 13 airline brands and over 60 available destinations. OAK is operated by the Port of Oakland, which also oversees the Oakland seaport and 20-miles of waterfront. Together with their business partners, the Port supports more than 73,000 jobs locally and nearly 827,000 jobs across the United States. DeSilva Gates Construction is headquartered in Dublin, Calif., and has been building large-scale infrastructure and residential projects in California since 1932. Its client list is extensive and includes both public and private clients located throughout Northern California. DeSilva Gates specializes in heavy civil construction, grading, paving, and construction management including pre-construction services. They own and operate

three asphalt plants and operate one of the largest quarries in the San Francisco Bay Area. Its public clients include the California Department of Transportation (Caltrans), all three major San Francisco Bay Area airports, Sacramento Airport, as well as The Army Corps of Engineers, Bay Area Rapid Transit District (BART), Caltrain, and virtually every city, county, and transportation authority in their market area. Their private clients are too numerous to name but include all of the major commercial and residential builders and developers within their market area. For more information on DeSilva Gates Construction, please visit their website at www.desilvagates.com or call (925) 829-9220. CA Brian Hoover is co-owner of Construction Marketing Services, LLC, and editor of CalContractor Magazine. REFERENCES: Jung, K., and Humer, B. (2018) “Oakland International Airport renovates runway with asphalt,” Asphalt, The Magazine of the Asphalt Institute, Vol, 33, No. 2, Summer 2018, PP 7-11.

California Asphalt Magazine • 2018 Quality Issue

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California Asphalt Magazine • 2018 Quality Issue

Another memorable ‘Day at the Races’ at Del Mar

This year's CalAPA member-only social event, the annual "Day at the Races" at Del Mar racetrack, sold out earlier than usual this year, but that didn't dampen the enthusiasm of the 120 people who filled a luxury suite at the Thoroughbred Club July 21 to catch all the action. This year’s CalAPA-sponsored race, with a $60,000 purse, was won by Rowayton, with jockey Drayden van Dyke aboard. The thoroughbred is owned by Oxo Equine LLC and trained by Jerry Hollendorfer. The Kentucky-bred Rowayton pulled away from second-place finisher Dueling and third-place horse Pirate’s Punch in the 5-furlong turf race in an official track time of :58.61. Joelle Donaldson representing Vulcan Materials, with her husband, Ralph Donaldson, joined the owners, trainers and other VIPs in the Winner’s Circle at the conclusion of the race. The association has reserved a luxury suite at the Del Mar Thoroughbred Club for the opening week of the horseracing season at the seaside track, which is celebrating its 80th anniversary. The “Star Fiddle Skyroom” boasted panoramic views from a private balcony close to the finish line, with its own betting windows, access to grounds, a 30

fabulous lunch buffet, snacks and a no-host bar. A tropical storm in the Pacific made for humid conditions, which made the comfort of the climate-controlled suite even more popular. Del Mar, "Where the turf meets the surf," is not only one of the most scenic race tracks in the world, it's also rich with history, with new and exciting chapters being written each year. The list of celebrities who have frequented Del Mar is longer than a furlong, and people-watching is half the fun. In 2014, the CalAPA-sponsored race was won by a 2-year-old, Lord Nelson, trained by Hall of Fame trainer Bob Baffert, who was photographed in the winner's circle with CalAPA representatives Holly Mendell and John Michaik from California Commercial Asphalt. Baffert went on to be the trainer of 2015 Triple Crown champion, American Pharoah, with star jockey Victor Espinosa aboard. Baffert also trained this year's turf sensation, Triple Crown winner Justify, an undefeated chestnut colt that also trained and raced in California. CalAPA’s “Day at the Races” will be back next year and early registration is strongly advised. CA California Asphalt Magazine • 2018 Quality Issue

Standing fifth and sixth from the left, Ralph and Joelle Donaldson from Vulcan Materials Company, went down to the winner's circle to congratulate the winner of the CalAPA sponsored race.

Great view of a race from the Star Fiddler’s private balcony at CalAPA's "Day at the Races" July 21, 2018 at Del Mar Race Track in Del Mar.

Marvin Torres, Sully-Miller (left), Sierra Allen, Billy Elms, Jackie Allen, Herrmann Equipment, Brandon Milar, CalAPA Technical Tammy Weir, Bryan Weir, All Director (left) with Russell Snyder, American Asphalt and Mike Allen, Herrmann Equipment. CalAPA Executive Director.

Sabrina (left) and John Rogers, Sully-Miller Contracting.

The ladies of the asphalt industry The Jarvis family; Blake, Kate, gathered for their annual photo. Wendy, Robert and Alli.

Austin Miller, World Oil (left) with his daughters.

Nixon-Egli’s Vern and Kelly Gunderson with their children Emery, Gage and Kasey.

Vulcan Materials’ group included Steve and Ruthie Cota, Patriot Amber Watts (left), Tina Morales, Risk & Insurance Services with Christiana Cook and Greg Watts. Brian Hoover, Construction Marketing Services.

Century Paving’s group included Eddie Imperial Jr. (left), Nicole Imperial, Natalie Barba, Linda Imperial and Eddie Imperial Sr.

Butler-Justice’s group included Rick Cridland (left), Shawna Cridland, Deni Butler and Mike Butler.

Chris Barry, Beach Paving, Ruthie Cota, Marisa and Sean Garland, Eagle Paving, Steve Cota, Patriot Risk & Insurance Services, Sara Barry, Kelly and Bryan Sonderby.

Mike Butler, Butler-Justice (left), John Robertson, Chandler’s, Jeff Liebl, Quinn Company, Melanie Liebl, Mary Rodieck and Barry Rodieck, Blue Ribbon.

California Asphalt Magazine • 2018 Quality Issue

Valero Marketing & Supply’s group included William Hansbrough (left), Roselyn Corsey, Eddie Ross, Jackie Henry and Jenifer Paris.

INDUSTRY NEWS Rich Shaon retires and celebrates 48 years at Sully-Miller/ Blue Diamond Materials By Brian Hoover After receiving an Associate of Arts Degree with an emphasis in business from Long Beach City College, Rich Shaon found himself enlisted in the U.S. Army. It was September 1966, and Shaon continued to serve until September 1969, after serving a one-year tour in Vietnam. He had been working for Bank of America before going into the service, so he contacted his former boss before being discharged to see if he could have his job back at the check processing center in Paramount. The bank agreed to take Shaon back on, but he would have to work at their new location in downtown Los Angeles Working in L.A. was not an option for Shaon, so instead, he went out and landed a job with the Metropolitan Life Insurance Company as an internal auditor for $110.00 per week. Before starting the new job, Shaon needed to go into the Long Beach unemployment office to collect his first and only unemployment check. Shaon was informed at this time that he was required to take an interview with Sully-Miller Contracting Company, so he traveled to their Long Beach Corporate office to fill out an application and sit for an interview with the H.R. Manager. He was sent on to the next step, an interview with the Sully-Miller Contracting Co. (not yet Blue Diamond Materials) sales manager at the South Gate Plant Division office. By the time Shaon arrived at his parent’s home to share his hopeful news, his mother had informed him that Sully-Miller had already left a message to please call back. Shaon returned 32

the promising phone call and was offered a job with Sully-Miller as a roving asphalt plant dispatcher. “I took the job with Sully-Miller instead of the insurance company because it paid $120.00 per week instead of $110.00,” says Shaon. “$10.00 more a week paid for a lot of groceries and other extras back then, and I was glad to have it.” Shaon started out as a trainee dispatcher at Sully-Miller, and they moved him from plant to plant, where he learned something at each location. Finally, in 1970, Shaon was given a permanent assignment at the Inglewood hot mix plant as an asphalt dispatcher. The asphalt recycling division of Sully-Miller wanted Shaon to help sell and service CMB for their operation, and at the time, it offered Shaon more pay than the offer of going into the office as an asphalt sales coordinator. “I started at $150.00 a week and a pickup truck when I made the move to work for Eldridge Self in the recycling

Above: Rich Shaon thanking his guests at his retirement luncheon this past June at the Hotel Fullerton.

department,” says Shaon. “I was styling and couldn’t have been happier.” Shaon had only dispatched for the plants for around six months before he moved into the recycling division, where he remained for three years. It was at that time that Dick Molyneux, then vice president of the Plant Division of Sully-Miller, contacted Shaon and asked him to become his administrative assistant. Shaon gladly accepted and performed those duties for another three years to the ripe old age of 29. “I was a gopher and did anything that needed to be done,” says Shaon. “This is where I learned a whole lot about the materials business and received a real education. I was really never told how to get things done. It was left up to me to figure it out, and that was a rewarding experience.”

California Asphalt Magazine • 2018 Quality Issue

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Above: Scott Bottomley (left) and Jim Coury.

Above: Bob Collins (left) and Bill Woolston.

Above: Lonnie Clausen (left) and Jan Anderson.

With six-plus years now under his belt, Shaon was ready for another challenge. He was afforded the opportunity to go to work for Jim Coury, who was at the time the sales manager for asphalt, rock and sand in Orange County. “My job was to work for Jim and put together and supervise paving crews on a rental and FD&L basis. I had crews out doing paving work around four days a week,” says Shaon. “The manpower came from the Orange County and Los Angeles County Paving Superintendents who had excess workers, and these guys loved working on my jobs.” It was a lot of work for Shaon, who did everything from pricing the jobs, assigning crews, setting up all the equipment, doing all of the billing and working directly with the customers. This lasted for around 18 months before a call came from the Long Beach corporate office wanting Shaon to come back there to supervise the ready-mix concrete transportation department. “I was responsible for managing close to 50 drivers and mixer trucks,” says Shaon. “This was a brandnew game for me, and I had to get educated quickly.” Shaon did another one year stint at this new ready-mix supervisor position, before being asked to manage the ready-mix dispatch office. “I thought about this, but at the time I had a beautiful 1977 powder blue Ranchero with a

cassette player as a company vehicle that I did not want to give up,” says Shaon. “I wanted to do both jobs. General sales manager, Bill McCullough, agreed and I was given a $15 a week raise.” After around two years of doing both jobs, Shaon was hand-picked by then Los Angeles County sales manager, Hugh Curtis, to succeed him when he retired. So, barely 33, Shaon became the sales manager over asphalt, rock, and sand for all of the plants in Los Angeles County. This was in April 1980, and Blue Diamond Materials, a division of Sully-Miller Contracting Company, had already been in place since 1975. The new division covered asphalt, rock and sand, recycled material, as well as ready-mix concrete. Shaon remained on as sales manager for Los Angeles County for the next 18 years until early 1998. Another change of guard came in, and Shaon was looking to move on to another challenge after 28 years with the company. He interviewed with a few other large asphalt producers, but after turning down some opportunities, he remained on as the outside sales manager for Los Angeles County. “I found myself out in the field more, training individuals on hot mix asphalt that had previously only worked around ready-mix concrete,” says Shaon. “These were the Beazer/ Hanson days, and these were tough times. Dave Hummel was my boss at this time, and he

informed me that there was a possible sale taking place. He encouraged me to hang on and that there would be a position for me. I am thankful that I stayed on because the Colas Group came in and purchased the assets of both Blue Diamond and Sully-Miller, making great strides in bringing us all back together.” The wait paid off, as Shaon went from being the outside sales manager to becoming the senior account manager for Blue Diamond Materials. “I was now working for Scott Bottomley, and it was a privilege to work for such an honest, hardworking, straightforward individual,” says Shaon. He remained in this position with a few changes, like working as an area manager for 18 months, before returning to his senior account manager position under Bob Stone in late 2005. Shaon reported to Stone for the next three years. During the last 10 years of his career, he again reported to Scott Bottomley, when Scott became the vice president and general manager of Blue Diamond Materials in 2008. “I enjoyed any job opportunity where I could work out in the field as much as possible,” says Shaon. “I worked in six different positions in the first 10 years at Sully-Miller and a long 18-year run as sales manager. I have been in asphalt rock and sand sales since 1980, before retiring this year with over 48 years with the company. That is a long time

California Asphalt Magazine • 2018 Quality Issue

Above: Rich and Yvette Shaon (seated) with Above: Travis Clausen (left), Missy Pessa, their daughters, son-in-law and three Charlie Pessa and Dave Cook. grandsons. Son and granddaughter not pictured.

Above: John C. Rogers (left), Andy Probert, Lori Probert and Cezar Nicholas.

to be in any one business, but I enjoyed almost every minute of it.” Shaon currently holds the record for most years of service for Sully-Miller/Blue Diamond. “I worked for nine presidents and another nine vice presidents & general managers during my time,” says Shaon. “I always insisted on working with someone that I respected, like Dick Molyneux, Bill McCullough, Hugh Curtis, Jim Coury, Scott Bottomley, and Eldridge Self to name a few.” Shaon was directly responsible for the sale of millions of tons of asphalt, rock and sand over his tenure. He landed some huge projects during his time of service, like Pier 400 in L.A. Harbor, Pier T in Long Beach Harbor, which were both over 400,000 tons. He sold a job for Sully-Miller for Pier J at Port of Long Beach for 288,000 tons of asphalt. He sold 50,000-plus tons of base material to Kasler-Ball, which was used to make the CTB for construction of the Marina Del Rey (90) Freeway and another 98,000 tons of hot mix ashalt for Kasler-Ball for the 2-story roadways around the terminals at LAX. He also recently completed a job for Excel Paving Company, providing 63,000 tons of asphalt for the Burbank Airport. “I am not due the full credit on anything I have sold, because I had people over me and below me that all contributed to my success over the years. To these people, I humbly thank and

three grown children and Yvette’s daughter and our son-in-law, as well as our four grandchildren. I want to thank the two women in my life that have kept me centered, directed, blessed, and loved over the last 48 years. My late wife, Kathy, who was a true inspiration over her entire life, and of course my sweet Yvette. Both are truly intelligent and beautiful ladies. I do not know how I got so lucky. I would also like to honor my late son-in-law, Jeramie Johnson, who was the toughest and bravest man I have ever known.” A luncheon was held in June 2018 to honor Rich Shaon that included valued customers and special people who made some sort of impression on Shaon’s life and career. There was also a luncheon at Sully-Miller in August 2018 for one last celebration of a brilliant 48-year career. “I left Sully-Miller and Blue Diamond Materials under my own terms, and I worked as long as I wanted to work,” says Shaon. “It is now time to do something else and man I gotta tell you; I have been off for a while now, and I don’t know how I ever worked and found time to get anything else done before retiring. I look forward to this next, very exciting chapter in my life.” CA

acknowledge them as friends and colleagues and thank them for their dedication.” Being successful was not a complicated venture for Shaon. It just required doing the right thing and being there for people when they needed him. “I wanted my customers to call me for anything they needed. No need to call another department for help with anything they needed, they knew that I would handle it all for them and that is the biggest reason for my long-term success in this business,” says Shaon. “I always sold quality, service and of course myself, over price. Those that know Blue Diamond Materials know that we go out of our way to provide only the best and that we nurture and build our relationships for the long haul.” Shaon is currently getting his East Long Beach home ready for sale and remained officially on paid vacation into August 2018. His wife, Yvette, also works for Blue Diamond Materials, where she has served for more than 47 years. This will make Yvette the second-longest tenured employee when she retires sometime next year. “Yvette and I want to do a great deal of travel, beginning with a trip to Hawaii, followed by an extended vacation to Costa Rica within the next several months,” says Shaon. “We also have a new puppy named Pepper who is also keeping us occupied. I also look forward to spending more time with my

California Asphalt Magazine • 2018 Quality Issue

Brian Hoover is co-owner of Construction Marketing Services, LLC, and editor of CalContractor Magazine. 35

California Asphalt Magazine â&#x20AC;˘ 2018 Quality Issue

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California Asphalt Magazine • 2018 Quality Issue

Scott Taylor

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Andeavor................................................................................... 3 Bomag America........................................................................ 7 Butler-Justice.......................................................................... 30 CalAPA..................................................................................... 29 Clairemont Equipment........................................................... 36 Coastline Equipment................................................................ 7 Diversified Asphalt Products................................................. 18 E.D. Etnyre & Co..................................................................... 39 Hawthorne CAT........................................................................ 2 Herrmann Equipment............................................................. 25 Holt of California....................................................................... 2 Kenco Engineering................................................................. 33 Keystone Engineering................................................... 28 & 37 Matich Corporation................................................................ 37 Nixon-Egli Equipment Co....................................... Back Cover Pine Test Equipment.............................................................. 13 PaveXpress.............................................................................. 17 Pavement Recycling Systems............................................... 38 Peterson CAT............................................................................ 2 Quinn Co.................................................................................... 2 RDO Equipment Co.................................................................. 5 Roadtec...................................................................................... 9 Scott Equipment..................................................................... 33 Sitech NorCal.......................................................................... 36 Taylor Environmental Services, Inc...................................... 38 Volvo Construction Equipment & Svcs................................ 17

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California Asphalt Magazine â&#x20AC;¢ 2018 Quality Issue

NEW MEMBER OF CalAPA

ALBINA ASPHALT 801 Main Street Vancouver, WA 98660 P: 360.816.8014 www.albina.com

Kevin Jeffers

Operations Manager kevin.jeffers@albina.com

CALENDAR UPDATE FALL CONFERENCE Date: October 24 & 25, 2018 Doubletree Hotel 2001 Point West Way Sacramento ANNUAL DINNER Date: January 10, 2019 Jonathan Club 545 S. Figueroa St. Los Angeles Meeting dates are subject to change. Watch the weekly Asphalt Insider newsletter for meeting updates or call CalAPA at (916) 791-5044 to confirm meeting date and location. California Asphalt Magazine â&#x20AC;¢ 2018 Quality Issue

NIXON-EGLI EQUIPMENT CO., LEEBOY AND ALVES. INC.

Alves, Inc. Paving Division paves a driveway at a private residence in West Haven with their new LeeBoy 8510D paving machine from Nixon-Egli Equipment Co.

Established in 1979, Alves, Inc. is a multi-faceted company involved in the roofing, paving, recycling and flooring industries. Jeff Alves retained his General A contractor license in 2000 and started a separate paving division, which also includes grading and concrete work. The company is located in Arcata, and the paving division has approximately 15 employees. Alves, Inc. specializes in private and commercial projects throughout northern California. They recently took delivery of their second LeeBoy paving machine from Nixon-Egli Equipment. Jeff Alves is the Responsible Managing Employee (RME) for Alves, Inc. and he oversees the acquisition and management of the company’s equipment fleet, among other assets. “We purchased another new LeeBoy paving machine (LeeBoy 8510D) because we have total confidence in the LeeBoy brand. Our operators are already familiar with the user-friendly controls, and in keeping with the same brand on both paving machines it eliminated a learning curve and keeps transitions between the two machines fluid,” says Alves. “The feature that I appreciate most on the LeeBoy 8510D is the manual control option. Our new 8510D has manual controls, and we like the ease of maintenance and troubleshooting if a problem should arise.” Jeff also appreciates some other features that make the LeeBoy 8510D the best paver in its class. “The electronic screed puts down the best mat in the industry. The paver is also easily transported, and we can operate it with a small crew if necessary,” says Alves. “Denny Johnson is our Nixon-Egli Company sales representative, and he is very knowledgeable about his products. We’ve worked together for many years, and Denny has always been attentive and follows through when we need something. Nixon-Egli and Denny made this transition seamless, and we will continue to look to Nixon-Egli for all of our paving equipment needs in the future.”

California’s Largest General Line Construction and Municipal Equipment Dealer. So. California: 2044 S. Vineyard Ave., Ontario, CA 91761 • (909) 930-1822 No. California: 800 E. Grant Line Rd., Tracy, CA 95304 • (209) 830-8600 www.nixon-egli.com