California Asphalt Magazine Quality Issue 2014 by CMS

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Publisher’s Letter Dear Readers, Sustainability is a very important principal for our industry. But not sustainability in the way you might be thinking. The environmental movement in recent years has latched on to the term to highlight a responsible way to conserve and manage our natural resources. We applaud the effort. Our industry has been developing and implementing sustainable practices for decades, and we highlighted many in the annual environmental-themed issue of this magazine. But that’s not the kind of sustainability I’m talking about. There’s another kind of sustainability that is also just as important: It is the sustainability of our companies, which offer a valuable service, provide a livelihood for our employees and their families, and contribute to the economic prosperity and quality of life of our communities. You can’t be green if you’re not in business. I’m pleased to work for a company, DeSilva Gates Materials, that I consider a model for this kind of sustainability. Founded in the 1930s, our once small grading and paving company has grown to become one of the leading general engineering contractors operating in the San Francisco Bay Area, the Sacramento and San Joaquin valleys. The principal that has sustained the company through many ups and downs of the economy is an unwavering commitment to deliver a quality product. You can see it in the quality of our facilities, our skilled and highly motivated workforce, and the quality of the projects that result from their efforts. That commitment is shared by many other companies that make up the California Asphalt Pavement Association, and you can see it on display in many ways. For example: •

•

CalAPA supports the work of several research institutions, either directly or through contributions to pooled funds, that are opening up vast new frontiers of technical and practical knowledge that is resulting in more durable and economical pavements. CalAPA actively engages with public agencies to share knowledge and best practices, and participate in demonstration projects, training sessions, updates of specifications, test methods and construction practices. Our two conferences, in Northern and Southern California, bring together experts on the cutting edge of innovation and public policy development to give attendees not only of the current state of best practices, but also a preview of things to come. Our many communication vehicles, from printed publications to the internet and social media, spread quality information far and wide, to benefit the greatest number of people.

It has been said that quality is not a destination, but a journey. I’m happy that so many are joining us on this important journey toward a more sustainable future.

Sincerely,

Alan French DeSilva Gates 2014 CalAPA Vice Chairman 4

California Asphalt Magazine • 2014 Quality Issue

Contents 4

Publisher’s Letter

Smoothing the Road Ahead

Highway 1 Chip Seal

California Joins a National Movement to Improve Ride Quality Through Technology, Measurement and Incentives

Partnership Resolves Friction

Page 10

Federal Funding Update

Asphalt Tames Desert Extremes

The Road to Nowhere – Divided congress Fails to Enact Long-Term Transportation Funding Plan

A ‘Perfect Storm’ of Desert Climate, Monsoon-Type Rains, and Expansive Clay Made the Mojave Section of I-40 Immune to Standard Pothole-Prevention Strategies

KAD PAVING CO.

Advertiser Index

Page 16

Page 20

Page 22

Page 28

Donald Wheeler Jr. Keeps the Family Legacy Alive and Well in Southern California

CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net

HEADQUARTERS: EXECUTIVE DIRECTOR: DEPUTY EXECUTIVE DIRECTOR: MEMBER SERVICES MANAGER: TECHNICAL CONSULTANT: GUEST PUBLISHER: PUBLISHED BY: GRAPHIC DESIGN: CONTRIBUTING EDITORS: ADVERTISING SALES:

P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address) 1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (866) 498-0761 Russell W. Snyder, rsnyder@calapa.net Tony Grasso, tgrasso@calapa.net Sophie You, syou@calapa.net Rita Leahy, PhD., P.E., rleahy@calapa.net Alan French, DeSilva Gates, CalAPA Vice Chairman Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589 (909) 772-3121 • Fax (951) 225-9659 Aldo Myftari, aldo@ironads.com James Careless, Brian Hoover, Kelly McClain and Russell W. Snyder Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659

Copyright © 2014 – 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 bi-monthly 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 • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

SMOOTHING THE

By Russell W. Snyder

Road Ahead California joins a national movement to improve ride quality through technology, measurement and incentives

ith a lifetime spent driving on California pavements, Gary and Patricia Robinson have frank opinions about what ride quality means to them. Lately the reviews are not favorable. Longtime residents of Long Beach but recently retired to Pahrump, Nev., they visit the Golden State frequently to visit family and friends in their new motorhome, as well as favored vacation spots. Encountering pavement that is rough or poorly maintained draws a quick rebuke, such as a recent encounter with a particularly surly stretch of Interstate 5. “Your teeth start chattering,” Patricia Robinson recalls. “I’m subject to migraines. I told Gary to go ahead and drive in the other (non-truck) lane because if a cop stops you, I’m going to tell them I’m subject to migraines and it was giving me a headache.” Driving along in their RV, she recalled, the pavement was so rough it “bounced one of the drawers in the motorhome loose.

It came flying all the way out and was lying on the floor.” Her husband had a similar assessment. “I came to a place on the freeway that was so rough, in the truck lane, it was rougher than the dirt road in Pahrump near my house,” he said. “It was jarring the motorhome so bad that I found new rattles that I didn’t even know that I had. It’s not good for my motorhome, for one thing, and it’s certainly not good for my nerves.” A quality travel experience on America’s roads is not a new concept, especially in car-centric California, which gave birth to the “good roads” movement 100 years ago. That’s when the Automobile Club of Southern California organized a coast-tocoast car rally to call attention to the need for safe, sturdy and well-maintained roads. A century later, with that system largely built out, the focus is turning to how best to maintain and update the system. One thing remains constant, however: everyone wants smooth pavements.

A fresh reminder came earlier this year in the form of a comprehensive report published by the Asphalt Pavement Alliance (APA). The national survey of 3,085 drivers and professional truckers, conducted by Edelman Berland for the APA, found that drivers prefer well-maintained, safe, and smooth roadways, and they understand these qualities require periodic maintenance and financial investment. Among the report’s findings, most drivers, 69 percent, said they are willing to accept periodic maintenance delays if it means they get to enjoy a smooth driving experience. Smooth asphalt pavements have been shown in numerous studies to result in lower fuel consumption and reduced wear and tear on vehicles. In California the road situation is particularly acute. The national transportation research group TRIP, in a report released in 2013, noted that California has seven out of the top 20 urban regions in the United States with the worst roads, and seven of the urban

California Asphalt Magazine • 2014 Quality Issue

regions with the highest cost of operating a vehicle as a result of driving on roads in need of repair. The Los Angeles/Long Beach/ Santa Ana region topped the list with 64 percent of the roads rated in poor condition, followed closely by San Francisco/ Oakland (60 percent), San Jose (56 percent) and San Diego (55 percent). Other California cities making the Top 20 included Sacramento (43 percent), Concord (42 percent) and the RiversideSan Bernardino area (39 percent). The report also pegged the annual cost to motorists of driving on rough roads, which includes vehicle deterioration and depreciation, increased maintenance, fuel consumption and tire wear. The annual cost to motorists in Los Angeles/Long Beach/Santa Ana was estimated to be $832. Other areas didn’t fare much better, with San Francisco/Oakland at $782, San Diego at $758, San Jose at $737, Sacramento at $658, Riverside/ San Bernardino at $638 and Concord at $623. “These reports confirm what we already know — people want smooth roads and are willing to pay for it if they know the money will definitely go towards maintenance,” says Sri Balasubramanian, chief of the office of Asphalt Pavements in the Caltrans pavement program. To demonstrate its commitment to pavement quality, Caltrans reorganized its operations five years ago to create a Division of Pavements and the position of State Pavement Engineer. Two major specification revisions and numerous other pavement quality initiatives have been implemented since then. Another major stakeholder in smooth pavements are bicyclists. Dave Snyder, executive director of the California Bicycle Coalition, said no one is more appreciative of a smooth ride than a cyclist,

Above: Retirees and smooth-road advocates Gary and Patricia Robinson of Pahrump, Nev., next to their RV.

balancing precariously on two slender tires. For the cyclist, every bump is jarring, and an uneven seam or pothole could spell disaster. “A rough road equates to a less efficient trip and a harder trip,” he says, adding that all the positive attributes of cycling cannot be realized if pavements are not up to the challenge. Getting to a smoother ride has two main components. The first, adequate funding for maintenance, has been well chronicled. Local, state and federal agencies report there is not nearly enough money to invest in aging pavements. The federal Highway Trust Fund has been flirting with insolvency for several years, and in California state and local officials say hundreds of millions of additional dollars are needed each year just to get pavements into an acceptable state of repair. Fuel taxes, a major funding component for raising money for roads, have not been raised in decades. The second major component is the pavement itself – how it is produced, placed, measured for smoothness and, if necessary,

California Asphalt Magazine • 2014 Quality Issue

altered to meet the Caltrans smoothness standard. The California Asphalt Pavement Association (CalAPA) worked closely with Caltrans during the development of the new pavement smoothness specification, offering practical suggestions and insight on what happens at an asphalt plant and during a paving project that could have an impact on pavement smoothness and ride quality. The association also offers classes that cover specifications, mix designs, best practices on asphalt paving and pavement acceptance to help asphalt producers, paving contractors and public agencies understand the specifications and the best practices that are required to meet it. Perhaps the biggest gamechanger on the smoothness front, however, is in technology. Many years ago the hand-carried straight-edge or the rolling California profilograph were the primary tools used to measure ride quality. But advances in laser technology and computer software has ushered in a new [ Continued on page 12 ]

[ Continued from page 11 ]

wave of pavement measuring devices, and a new way for contractors and owners to determine the smoothness of a paving job. Disappearing from state paving jobs is the venerable California profilograph, replaced by the Inertial Profiler, a vehiclemounted device that uses lasers to measure the pavement profile while traveling at highway speeds. The road to a new pavement smoothness specification in California had its own share of logistical challenges. To ensure standardization, Caltrans needed to evaluate pavement measurement technology, approve manufacturers, equipment operators and ensure that readings were gathered in a uniform way, said Rupinder “Bobby” Dosanjh, P.E., of the Caltrans Office of Asphalt Pavement. In February of 2013, Caltrans published and posted on its website a Standard Special Provision (SSP) designated as SSP 39-1.12 for Hot Mix Asphalt that requires all pavement projects use the Inertial Profiler for measuring pavement smoothness in lieu of the California Profilograph. The vehicle-mounted Inertial Profiler measures pavement smoothness while driving at highway speeds. The California Profilograph it replaces is a non-motorized piece of equipment that moved at walking speed requiring traffic control, exposing workers to traffic and other construction hazards. A similar SSP for concrete pavements was published as SSP 40-1. The specifications were eventually rolled into what Caltrans calls a “Revised Standard Specification” that is now published on the Caltrans website. To measure pavement smoothness correctly, the new Inertial Profilers must be calibrated to a reference section of pavement. Caltrans also sought to certify that 12

the equipment operators are properly trained and qualified to use the equipment. Previously, the closest site for this purpose was at the Texas Transportation Institute. After years of planning and preparation, Caltrans last year opened a California site in Northern California along the median area of Interstate 80 in Sacramento that currently serves as a park-and-ride lot for the adjacent Watt Avenue light rail station. “This new specification and certification site represent a quantum leap forward in the department’s commitment to pavement smoothness,” said Peter Vacura, who helped roll out the new specification for the department before moving on to another assignment. “These new devices will assist transportation agencies and contractors in building smoother- and safer-riding pavements for motorists, provide a safer working environment for highway workers while helping improve gas mileage and cut down on greenhouse gas emissions.” A longtime industry participant in pavement smoothness discussions with Caltrans expressed a similar sentiment. “We look forward to working with Caltrans to develop pavement-smoothness specification language that is realistic and achievable by the contracting community,” said veteran paver Skip Brown with Asphalt Consulting Services. “The advent of inertial profiling systems will accomplish this with increased efficiency, saving taxpayer dollars along with reducing highway interruptions caused by traffic controls necessary with current systems. In addition, pre-existing conditions are easily addressed, resolving conflicts experienced today over the causes of uneven pavement after a new overlay has been installed.”

Caltrans has held periodic training and certification sessions for Inertial Profiler operators, and so far the program has been well-received, Dosanjh reports. The certification is a two-step process. A written test of 20 questions must be passed with a 70 percent grade before moving on to the hands-on demonstration portion of the certification. The tests are intended to ensure that operators are familiar with the equipment and the test method (California Test Method 387 – CTM387 – published March 1, 2014 and titled “Method of Test of Operation, Calibration and Operator Certification of Inertial Profilers”). The test references the following technical guidance from the American Association of State Highway and Transportation Officials (AASHTO): AASHTO R 56 (Certification of Inertial Profiling Systems), AASHTO R 57 (Operating Inertial Profiling Systems); and AASHTO E2560 (Standard Specification for Data Format for Pavement Profile). The six-page CTM387 calls for a longitudinal verification standard of a straight and level roadway test section of at least 528 feet in length, a vertical “block test” and vertical “bounce test.” An important component of smoothness verification is the interaction between the data collected in the measurement phase and the software that processes the data, known as ProVAL. The free software, which was first released in 2001, is a product of the Federal Highway Administration (FHWA) LongTerm Pavement Performance Program. It allows users to view and analyze pavement profiles in a number of ways regardless of what brand of Inertial Profiler equipment is used. Dosanjh said that while a contractor may bring pavement profile information into [ Continued on page 14 ]

California Asphalt Magazine • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

[ Continued from page 12 ]

ProVAL, Caltrans still requires the contractor to submit the raw data for verification purposes. As of Aug. 20, 2014, there were 25 Inertial Profiler operators certified in California, and 16 pieces of equipment supplied by three manufacturers: Ames, Dynatest and SSI. All those certified, as well as the approved equipment, are listed on the Caltrans website.

During the development of the specification, considerable debate took place between Caltrans and industry over how the new smoothness standard should be applied to thin-lift asphalt overlays. Thin-lifts are rapidly becoming a popular pavement maintenance strategy (see article in the 2014 Pavement Preservation Issue of California Asphalt magazine).

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Industry argued that in traditional asphalt overlays a paving contractor may have a couple of passes to smooth out bumps on existing pavements, but no such opportunity exists for thin-lifts. In recognition of this, Caltrans included language in the specification for asphalt overlays of 0.20 foot or less. The language calls for the contractor to measure the profile of the pre-existing pavement prior to paving, and contains provisions for corrections prior to asphalt placement and compaction. For thicknesses greater than 0.20 feet, the mean roughness index (MRI) value is 60 in/mile. For thicknesses less than or equal to 0.20 feet, the MRI value is 75 in/mile. The standard is for Hot Mix Asphalt but not for Open Graded Friction Courses (OFGC). For OFGC, there are different MRI thresholds listed in the Revised Standard Specifications. The MRI for PCC pavements is 60 in/mile. For the Robinsons, the Nevada retirees, MRI and OFGC are so much alphabet soup. But they do notice smooth pavements when encounter them. Improving ride quality and pavement smoothness would be recognizable outcomes of a lifetime of paying fuel taxes for roadway maintenance and improvement. They say they are hopeful of spending their retirement years on roads free from bumps, which would mean less wear-and-tear on their RV, and arriving at their destinations in a better state of mind â&#x20AC;&#x201C; that is to say, without a migraine. CAM Russel W. Snyder is the Executive Director of the California Asphalt Pavement Association (CalAPA)

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California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Partnership Resolves Friction Reprinted with permission from the August 2014 edition of the California Department of Transportation publication The Mile Marker.

hen Caltrans repaired a section of State Route 1 in San Luis Obispo County in late 2012, we had no idea the repaired highway would cause friction, in more ways than one, with several bicycle advocacy groups that ride along the Pacific coastline. This “rough road,” however, led to a new partnership and turned out to be an opportunity to improve our practices so we can better serve all users of the roadway. In fall 2012, Caltrans placed a modified binder chip seal on Highway 1 in San Luis Obispo County, a two-lane highway extending along the Pacific coastline from the town of Cambria to the Monterey County line. A chip seal, also referred to as a seal coat, is a preventive maintenance strategy in which a layer of bonded aggregate—essentially small pieces of gravel— are affixed to the top of an existing asphalt road. This resurfacing technique can save taxpayers considerable money by postponing the need to replace an aging road. Chip seal provides a wear surface that protects the underlying pavement from deterioration, in much the same way that painting a house protects the siding. Caltrans anticipated the chip seal would provide another five to 10 years of wear surface for this portion of Highway 1 and would greatly reduce maintenance needs over that time. From Caltrans’ perspective, this project was a success: a smoother road and a protected road surface that would need less upkeep.

Smooth for Drivers, but not for Cyclists The chip seal, while effective for vehicle use, resulted in an extremely rough ride for cyclists. This was of particular concern because this section of highway is one of the most cycled roads in North America. Bicyclists come to the Pacific Coast to enjoy the scenery and pedal the 1,852 miles along the beautiful coastline from Canada down to Imperial Beach, California. A grassroots effort by the cycling community demanded a fix and grew to include county supervisors, state officials, and national cycling groups. Their proposal was to have the 23-mile stretch of roadway repaved with conventional asphalt concrete pavement, but with a price tag exceeding $7 million, the funds were not available within the existing maintenance budget. Furthermore, even if we tried to make improvements, current Caltrans chip seal specifications do not have a quantifiable indicator to effectively evaluate any improve-ment to the road’s roughness. In March 2013, we used heavy rollers to smooth out the surface, but that resulted in minimal improvement.

California Asphalt Magazine • 2014 Quality Issue

Unique Partnership Finds Solution

Smooth Ride Brings Happy Ending

Caltrans agreed to work with the bicycle community and researchers to find a way to evaluate and potentially resolve the roughness issue on Highway 1. We partnered with the University of California Pavement Research Center at UC Davis to conduct a two-phase study. The first phase evaluated different pavement surfaces using both specialized equipment and individual bicycle riders’ perceptions. The second phase looked internally at our practices and specifications and proposed improvements we could make that would benefit both cyclists and roadway maintenance.

Caltrans finished the sand seal in 2013, and shortly after, the local bicycle community sent a letter of thanks expressing their appreciation for Caltrans’ willingness to listen to cyclists concerns and to evaluate and fix the problem. Since the project’s completion, several large organized bike rides, including the Amgen Tour of California, have traveled this section of Highway 1 without concerns.

We evaluated different applications around San Luis Obispo County roadways and then applied five different remedial pavement treatments to test sections on Highway 198 in Monterey County. Local cyclists volunteered to ride each test section and complete an evaluation sheet prepared by the Pavement Research Center. The cyclist test complemented tests being done with specialized equipment, including a laser texture scanner and inertial profiler, which measure pavement ride quality. Bicyclists gave several of the test treatment segments the thumbs up as acceptable surface improvements. Ultimately, the sand seal application was chosen—a sprayed application of asphalt emulsion followed by a cover of clean sand. Not only did the new surface create a less bumpy ride for bicyclists, it was done at a cost of $1.5 million— much less than the $7 million it would have cost to repave the highway.

California Asphalt Magazine • 2014 Quality Issue

Through our unique partnership, Caltrans was able to respond to bicyclists’ concerns and effectively and economically provide a pavement surface that met the needs of everyone who uses this stretch of scenic highway. Caltrans and the University of California Pavement Research Center will perform a long-term study to evaluate our current chip seal specifications. Potential improvements may add smoothing techniques and modify the asphalt binder layer and rock sizes along bicycle routes. Our objective is a long-term Caltrans policy to improve the bicycling experience while maintaining the benefits of the chip seal strategy. We will continue community outreach to find a timely and cost-effective solution that meets the shared needs of California’s taxpayers, motorists, and cyclists. The Pavement Research Center’s final report, “Surface Treatment Macrotexture and Bicycle Ride Quality” is available at http://www.its.ucdavis. edu/ research/publications/publication-detail/?pub_ id=2121. CAM Contributor: Kelly McClain, Caltrans District 5

Insurance Column

ASK THE INSURANCE EXPERT If you have an insurance question, please send it to our insurance expert, Steve Cota, at the email address below. Answers may be published in future editions of California Asphalt Magazine. Dear Mr. Insurance Expert: There’s a lot of competition for projects. Proper estimating is crucial. What are some of the things I should be concerned with regarding my insurance program and cost? 1. Carefully review and analyze the contract’s insurance and indemnification provisions as part of your bid-estimating process. 2. Be aware that your bid establishes a legally enforceable contract if you are awarded the project. 3. Do you have the proper type of insurance coverage, including the required policy limits? These types of surprises are often not anticipated in the bid. For example, I’ve heard of instances where a bidder who was awarded a project later finds out that one of the requirements was a specialized (and costly) pollution liability policy. The need to increase the general liability and umbrella/excess liability limits to comply with the contract’s requirements are also often unplanned costs. 4. Do your insurance policies allow for you to contractually waive your insurance company’s right to recover their loss against an at-fault party? Contracts generally always require a waiver of subrogation in favor of the owner and general contractor except for their gross negligence or willful misconduct. Will your insurance company make an additional premium charge for granting the waiver? If so, the cost should be included in your bid. 5. The indemnification section of most contracts will require you to defend and indemnify the owner and other specified parties for most types of claims. If there is a dispute regarding the obligations of the parties will you be contractually forced to litigate in another state or county? The contract should specify the state and county that will be the venue in the event of litigation. I recently saw a dispute involving a Southern California company who was required to litigate their situation in Texas despite the fact that the work was performed locally. 6. Does your insurance company meet the minimum required standards? Often, contracts will require a minimum A.M. Best & Company rating. A.M. Best is an independent company that rates the financial and management strength of insurance companies. Generally, for bid purposes, an A.M. Best rating of “A-“ is required. When you see such a requirement in the bid specifications you should confirm the compliance with your insurance agent or broker. When purchasing a policy, confirm the A.M. Best rating beforehand. 7. Is your insurance company “admitted” in the State of California? This, too, is often a requirement. Policyholders covered by an “admitted” insurance company are protected in the event of the dissolution of the insurance company. They also are required to comply with regulations established by the California Department of Insurance. Again, as noted above, before purchasing your insurance policy ask if the carrier is admitted in California. Steve Cota directs the Asphalt Paving Program for Patriot Risk & Insurance Services. For more information regarding the above or any other insurance-related questions, he may be reached at (949) 486-7947 or scota@patrisk.com.

California Asphalt Magazine • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Federal Funding Update

U.S. Sen. Barbara Boxer (D-Calif), center, is presented with the NAPA legislator of the year award last year at the U.S. Capitol. Pictured, from left: Russell W. Snyder, Executive Director, CalAPA; Frank Coakley with ATP General Engineering, Don L. Daley III with DIII Transport, John Keating, vice president and COO of Oldcastle Materials, Brian Handshoe, vice president of Kenco Engineering, NAPA CEO Mike Acott and Len Nawrocki with Valero Marketing & Supply, chairman of the CalAPA Legislative Committee.

THE ROAD TO NOWHERE DIVIDED CONGRESS FAILS TO ENACT LONG-TERM TRANSPORTATION FUNDING PLAN By Russell W. Snyder

divided Congress punted again on the subject of long-term funding for transportation, ultimately settling on yet another stop-gap “patch” that will pay the bills until next May. Pretty much no one is happy with the $10.8 billion measure that pushes off the insolvency of the depleted Highway Trust Fund for a few months — and out of this year’s campaign season. The action, taken just before Congress headed off to an August recess, ensures that federal money will continue to flow to California at a rate of about $320 million per month, keeping tens of thousands of workers busy on transportation improvement projects. 20

The temporary transportation funding measure set up yet another confrontation in Congress between tax-averse conservatives who have been pitching the concept of “devolving” transportation control to the states, and progressive-minded moderates and liberals who believe that investing in infrastructure is in America’s best long-term interests for economic prosperity and security. The Senate attempted to pull the issue into the campaign season, pushing a shorter-term extension in the hopes that it would force House members to take tough voters before facing voters in November. But the House would have nothing to do

with it, bouncing the bill back to the Senate, which reluctantly adopted it late Thursday on a bipartisan 81-13 vote on July 31. President Obama signed the bill into law Aug. 8. The U.S. Department of Transportation forecast that the Highway Trust Fund could be insolvent this month without Congressional action. Transportation advocates, meanwhile, were relieved that the funding spigot would continue to flow for now, but lamented that Congress has been unable to enact a multi-year transportation funding bill. James Corless, director of Transportation for America, echoed the sentiments of many when he said, “Congress

California Asphalt Magazine • 2014 Quality Issue

U.S. Rep. John Garamendi (seated at right) makes a point to a California asphalt delegation during a meeting in his office. Also pictured, counterclockwise, are Don L. Daley III with DIII Transport, Len Nawrocki with Valero Marketing & Supply and Frank Coakley with ATP General Engineering Contractors.

is rapidly running out of last-minute budget gimmicks to patch holes in America’s key infrastructure fund, and must immediately begin the task of replacing pretend dollars with the real money necessary to continue to call ourselves a first-world nation.” Michelle Stanley, Director of Governmental Relations for the National Asphalt Pavement Association (NAPA) said, “pressure must be kept on members of Congress to achieve a long-term solution so companies have certainty to plan for the future.” The impact in California from Washington’s dithering on transportation funding is severe. In a letter to members of Congress dated June 27, Caltrans Director Malcolm Dougherty said California receives over $3.2 billion in federal transportation funding, representing 10 percent of all federal funding in the United States. He said the funds create or sustain more than 81,000 jobs “and are used to leverage

Bret Manley (left), legislative director for U.S. Rep. Jeff Denham, meets with the CalAPA delegation in Denham’s U.S. Capitol office. Pictured, clockwise, are: Len Nawrocki, Don L. Daley III, Frank Coakley and Brian Handshoe.

other transportation revenue to preserve and improve the transportation system.” In a separate letter to stakeholders, Dougherty said that current revenues to the federal highway fund — without augmentation by Congress — would only cover about 70 percent of current cash-flow commitments. Previous federal surface transportation bills leading up to the funding crisis of the past few years had been five- to seven-years in duration and fairly routine affairs, garnering support from Republicans and Democrats. The most recent patch was the 10th surfacetransportation bill extension passed in the past six years, not counting 18 budget-related extensions. In remarks on the Senate floor when the bill, H.R. 5021 was passed, Sen. Barbara Boxer, D-Calif., chairwoman of the Senate’s Environment and Public Works Committee, said, “We all know that we really can’t walk away from the Highway Trust Fund. We can’t let it stagger and

California Asphalt Magazine • 2014 Quality Issue

fall. Millions of jobs and thousands of businesses depend on it.” Boxer had unsuccessfully pushed for a longer-term bill. CalAPA has held numerous meetings with memebers of Congress on Captiol Hill and in their districts to push for a more sustainable transportation funding strategy. For more information, contact CalAPA at (916) 791-5044 or vist the “Legislative Action” page of the CalAPA website www.calapa.net. U.S. Transportation Secretary Anthony Foxx sent a letter earlier Aug. 5 to all state DOTs, including Caltrans, notifying them that because of the Congressional action the federal government will enact its ominous-sounding “cash management procedures.” Nevertheless, he said in the letter: “There is still no long-term certainty. Worse still, this latest Band-Aid expires right as the next construction season begins, setting up another crisis next spring.” CAM

ASPHALT Tames Desert A ‘perfect storm’ of desert climate, monsoon-type rains, and expansive clay made the Mojave section of I-40 immune to standard pothole-prevention

Extremes

strategies By James Careless

or the past quarter century, a 1.4-mile segment of Interstate 40 near where California and Arizona meet has been an expensive, recurring headache for the California Department of Transportation (Caltrans). In 2011 the agency decided it was time to remedy the problems instead of just addressing the 22

symptoms, rebuilding the road from the base up. The challenges with this segment of I-40 — east of Needles, Calif., between Whale Mountain Bridge and Park Moabi Road Bridge — are due to the climate, the terrain, and the soil composition. The interstate runs through the Mojave Desert, where summer

temperatures can hit 120° Fahrenheit. Although rainfall is very light — about 5 inches in total over 12 months — the occasional monsoon can hit the area, pouring down the hills toward the highway, pounding the shoulder with water. This leads to the next challenge — the soil. This segment of I-40 was built atop

California Asphalt Magazine • 2014 Quality Issue

After a year of traffic and extreme weather, I-40 remains smooth and strong. Background & Above Right: Before the subsu rface could be prepared, the old roadway was removed.

calcium montmorillonite clay. When this clay gets wet, it expands significantly, becoming soft and reducing the load-carrying capacity. When the clay dries, it may shrink enough to create cracks that reflect through the base and surface. Variations in moisture content can result in heaving the road above into bumps and ridges. In other words, this type of soil plays havoc with any structure — including roads — that is placed above it.

I-40 is one of three coast-tocoast interstates and it serves as an important connection between Southern California and points east. The heaving caused by the clay made the road more dangerous and significantly reduced the speed at which traffic could flow. In 2011, after spending some $100,000 annually on repairs, Caltrans decided a long-lasting solution was needed. Sully-Miller Contracting Co. of Brea, Calif., won the bid to reduce and

California Asphalt Magazine • 2014 Quality Issue

control runoff from the hills, improve drainage at the roadway, and install an asphalt pavement that would stand up to the Mojave Desert’s extremes. “This section of Interstate 40 was in pretty bad shape,” said Michael Ramos, Sully-Miller’s Quality Control Manager. “The surface was extremely cracked, fatigued, and potholed. We knew we had our work cut out for us.” [ Continued on page 24 ]

A portable plant setup solved a logistical challenge for the project.

[ Continued from page 23 ]

Eliminating Water Damage Caltrans knew that just another patch job would not solve the recurring water issues for this segment of I-40, so they recommended, and Sully-Miller Contracting Co. executed, the cutting back of the slopes, increasing the shoulders by 12 feet. Horizontally laid PVC membrane barriers were installed at the toe of the slopes at varying levels, to prevent surface water from infiltrating into the clay subgrade. Next, Sully-Miller’s crews removed the existing roadway and excavated some 85,000 cubic yards of the calcium montmorillonite clay from the roadbed, increasing the shoulder’s depth by 3 feet, which reduces the seasonal moisture variations and shrinking and swelling in the soil. Once the subgrade was established and compacted, 36,319 square yards of impermeable PVC membrane was installed to prevent moisture from penetrating or leaving the clay that remained beneath the roadway. The excavated material was then replaced with 16,700 cubic yards of water-draining aggregates. This distributes the 24

water away from the clay below the new roadbed to 18,700 linear feet of 3-inch plastic drains located along the edge of the highway. With all this work complete, when the desert rains hit, runoff flows more slowly and it flows away from the highway toward the drains, and water no longer penetrates the clay below the road. “Sully-Miller executed the project in 126 working days, ending in March 2012,” Ramos said. “Since completion, there has been very little signs of heaving nor are there any pavement deteriorations due to the flexible characteristics that only an asphalt pavement can provide. At this point, the remedy Caltrans prescribed and the result Sully-Miller delivered has provided a cost-effective, long-term solution for Caltrans District 8, the state, and its shareholders while delivering a safer highway for the public and surrounding communities.” Asphalt Mix Given the heat and fluctuating wet/ dry cycles of the Mojave Desert, Caltrans wasn’t prepared to use just any asphalt mix to surface this section of I-40.

“Instead, they required us to use their HMA Type C mix, which was specifically formulated to stand up to extreme temperature variations — from hot and dry desert conditions in the summer to the much cooler climate conditions in the winter plus the drubbing of interstate truck traffic, commuters, and weekend water enthusiasts headed to the Colorado River,” Ramos said. Caltrans’ HMA Type C mix traditionally uses a harder binder, has a higher stability value than conventional mixes, and requires a modified compaction effort. For this project, Sully-Miller used a PG 64–28 polymer-modified binder and incorporated 15 percent reclaimed asphalt pavement into the mix. The mix is well-suited to the Mojave Desert’s punishing weather conditions, but its toughness comes with a price: the Caltrans specialty mix can be a temperamental product to work with. “The HMA Type C mix consisted of a high-quality angular aggregate, held together by a polymermodified binder,” Ramos said. As a result, “It was very difficult mix to work with both at the plant and the job.” [ Continued on page 26 ]

California Asphalt Magazine • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Sully-Miller Contracting was recognized with two awards; one on a local level from District 8 and another on the statewide level from Caltrans headquarters in Sacramento.

The Caltrans-specified mix for desert use required a modified compaction routine.

[ Continued from page 24 ]

Finding the required aggregate also proved to be an issue. “This contract was about 4 to 5 hours outside of our usual working area,” said Ramos. “It was also in an area where there are very few people, and even fewer resources. So finding the right aggregate was a real concern. We went through 10 possible sources before ultimately finding suppliers in Las Vegas and Bullhead City, Ariz., that could supply the type of crushed rock that would meet Caltrans’ standards.” The next problem was preparing the asphalt mixture in a timely and cost-effective basis. Hauling it in from Sully-Miller’s closest plant — the Blue Diamond Materials facility in Victorville, Calif., some 185 miles away — was out of the question given the rigorous temperature requirements of the specs. So the company opted to set up a portable plant to produce the mix as close to the site as possible. Proximity notwithstanding, due to the temperamental nature of the asphalt mix — which needed to stay between 315° and 325° Fahrenheit all the 26

way to the work site — close supervision from Sully-Miller’s in-house Quality Control Division throughout all stages of the manufacturing and laydown process was required. “To safeguard the necessary requirements, we stationed quality control technicians both at the portable plant, and at the Interstate 40 site,” said Ramos. “It was vital to the project that not only the temperature be maintained, but also that the asphalt mixture remain properly mixed with the binder to prevent segregation of materials — otherwise, the pavement would not have met its required specs.” Success Achieved Despite the challenges of the Mojave Desert’s climate and terrain, the substantial site work, and the demanding mix specifications — all the while keeping safety as the No. 1 priority for both the traveling public and its employees — Sully-Miller Contracting Co. and Blue Diamond Materials succeeded in bringing the I-40 project exactly on schedule and under budget.

Caltrans District 8 was so pleased with the project, that the agency recognized Sully-Miller with a Silver “Partnering Success in Motion” Award in 2012. On a statewide level, Sully-Miller Contracting Co. also received a 2013 Gold Medal “Excellence in Partnering” Award from Caltrans headquarters in Sacramento. Sully-Miller President David Martinez and Vice President and General Manager Michael Edwards accepted the award on behalf of the employees in April. The I-40 project also earned Sully-Miller a 2012 Quality in Construction Award from the National Asphalt Pavement Association. “What really matters is that the heaving that dogged Interstate 40 motorists and Caltrans for a quarter of a century appear to be over,” said Ramos. “This success shows the power of innovative planning, proficient project execution, combined with the amazing properties of the best asphalt pavement manufactured by Blue Diamond Materials.” CAM Reprinted with permission from ‘Asphalt Pavement Magazine’ published by the National Asphalt Pavement Association.

California Asphalt Magazine • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

NEW MEMBER SPOTLIGHT

By Brian Hoover

Donald Wheeler Jr. Keeps the Family Legacy Alive and Well in Southern California

onald Wheeler Jr. (Donnie) comes from a long line of family members that have made their living in the asphalt paving business for many decades. His grandfather worked for Industrial Asphalt (now Vulcan Materials), his father, Donald Sr., owned and operated his own asphalt paving business and his uncle still owns and operates Wheeler Paving out of Riverside. His father comes from a family of 15 siblings and nearly every one of them makes a living or has worked in the asphalt industry. After working for another asphalt contractor for several years, Donnie made the decision to go out on his own in 2009 when he started KAD Paving Co. The decision was made a bit easier by the fact that the company he was working for had decided to close due to the poor economic conditions. Donnie Wheeler had worked for the company for several years as a project manager, running most all of the outside operations in the process. “Faced with finding a job in the worst economy our country has seen since the Great Depression, I decided that it would be better to follow what I had always wanted to do and so I started my own asphalt 28

Above: Donnie Wheeler Jr., Owner/President, KAD Paving Co.

paving business,” says Donnie. “I was young and hungry and unlike many other companies at the time, I was not carrying any debt.” So at the young age of 25 and with only a few thousand dollars saved, Donnie purchased an older paving machine and dump truck from his previous employer and started knocking on doors. “I asked my best friend, Berto Bedolla, his mother Mary and his cousin Ricardo Murillo, who all had worked for my previous employer, to come over and work with me on my new venture,”

says Wheeler. “I just went out there and called on the maintenance superintendents at mobile home parks and apartment complexes and was fortunate to drum up some business doing this.” KAD Paving’s first big break came when Donnie landed a big job for a mobile home park in Big Bear. “This project came in at around $200,000 and we were able to realize a pretty nice margin,” says Wheeler. “We began to really expand from there and have doubled in size every year since.” This allowed

California Asphalt Magazine • 2014 Quality Issue

Above: KAD Paving Co. in Support of Breast Cancer Awareness. Left: KAD Paving Co.’s employees at CONEXPOCON/AGG 2014. Left to right: Patrick Palafox (Concrete Project Manager), Donald Wheeler Jr. (President/CEO), Berto Bedolla (Aspahlt Project Manager), Chad Wheeler (Seal Coat Division), Julius Detre (Chief Estimator).

Donnie to purchase a brand new Cedarapids 10’ to 20’ paving machine and he has been adding quality equipment to his fleet ever since. Today, KAD Paving Co. grosses around $10 million a year and has paved all over Southern California; including streets in Los Angeles county, Orange county, Riverside county, San Bernardino county, San Diego county and Kern county. What started out as a small seal coat and asphalt repair business has now evolved into multimillion dollar asphalt paving and grading company, all in just five years time. Now with 24 experienced and dedicated employees, they have built a reputation for fast, quality work backed by a passion to get the job done properly at a price that is fair and equitable. They offer a wide range of paving services including: asphalt installation and repair, striping, demolition, grinding, end dump rental, grading, gates/fences, block walls, ADA compliance, seal coating, remove-and-replace,

roller-compacted concrete and more. Donnie Wheeler Jr. and KAD Paving Co. (KAD) are well-known for their expertise and fairness when it comes to educating their client on their asphalt needs. From pre-emptive asphalt solutions to complete remove and replace designs, KAD will guide you through the process they feel will suit your needs best at a price that is within your budget. Within the past few years, KAD has also partnered with SealMaster and CEMEX to offer top quality seal coat products at affordable prices. Along with sealcoat, KAD also offers the sale and rental of equipment, tools and other materials to help the do-ityourselfer or smaller contractor get the job done right. From 10,000-gallon seal coat tanks and tack tanks to rollers and compactors, KAD can rent or sell you what you need. KAD Paving Co. offers elaborate maintenance programs to prolong the life of existing pavement. “We encourage the

California Asphalt Magazine • 2014 Quality Issue

use of seal coat to economically lengthen and safeguard our clients investments,” says Wheeler. “We also offer concrete pouring and grinding options, as well striping and ADA compliance services. We are truly a full service contracting company and self-perform as much as possible for our clients.” It is perhaps Donnie Wheeler Jr.’s personality that has driven his company so far, so fast. “I like to build a friendship with our loyal customers and this comes from my heart,” says Donnie. “We don’t nickel and dime our customers with change orders, because we are thankful for what we have and we remember how we got here.” KAD’s reputation for quality work at a fair price has turned word-of-mouth into the growth they have experienced thus far. Their largest job to date was a $3 million remove and replace City street project for the City of Santa Ana that also included a large amount of curb and gutter, sidewalk and driveway approach work. The [ Continued on page 30 ]

Above: KAD Paving Co.’s new Cat PM102 grinder and dump truck. Right: Donald Wheeler Jr., Kaylie, Ashleigh, Donald Wheeler III and Nicole Wheeler.

[ Continued from page 29 ]

work is not always big, but KAD takes the time to give back to the community whenever possible. An example of this is when they built an asphalt running track for the Redlands School District, donating half of the cost back to the city in the process. They also have an emergency response division that will respond to agencies or private clients at a moment’s notice. Whether they need sand bags put in place to keep parking lots from flooding or eroding, or snow shoveled off roofs at mobile home parks, KAD is there to get it done. “Why shouldn’t we do this kind of work for our clients? They know us and trust us with their paving needs and this has transitioned into additional ancillary work,” says Wheeler. “Around 70 percent our work today is private and the rest is public works. I love what we do, because every job and every day is a new adventure. You never know what you’re going to get into from day to day.” KAD is currently working for the City of Yucaipa building parking lots at a local college. They are also performing street improvements for the City of Santa Ana and doing a large amount of work for the Riverside County School District. “We are also doing street improvement and patch 30

work for the City of Redlands. Nothing is too big or too small,” says Wheeler. “Since our beginning back in 2009, I have never had to call an employee and tell them not to come into work. We started out in hard times and I remain careful not to grow too fast and always only within our means.” KAD Paving Co. is one of the newest contractor members to join the California Asphalt Pavement Association (CalAPA). “We have been taking on a lot more private asphalt construction work and I thought it would be smart to have CalAPA as an asphalt industry resource,” says Wheeler. “I plan on personally getting very involved by attending their dinner meetings and other industry events and look forward to being an even more active member and advocate of the asphalt paving industry here in California.” KAD is an acronym for Donnie’s three young children, Kaylie, Ashleigh and Donald Wheeler III. Perhaps one or all of them will continue the long legacy of Wheelers in the California asphalt business. Until then, feel free to check out KAD Paving Co.’s website at www.kadpaving.com or call their Yucaipa office at (909) 790-3366. CAM

3 (1) KAD Paving Co.’s water truck. (2) KAD Paving Co.’s recently finished project.. (3) KAD Paving Co.’s paving machine on a project.

California Asphalt Magazine • 2014 Quality Issue

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Members, spouses enjoy a ‘Day at the R aces’ at beautiful Del M ar R ace T rack Even though all the tickets didn’t come back winners, there were plenty of smiles to go around at CalAPA’s “Day at the Races” July 19 at venerable Del Mar Race Track. More than 100 attended the annual event at the opening weekend of the thoroughbred racing season at Del Mar, one of the most picturesque and historic

Attendees of the CalAPA Day at the Races enjoyed this beautiful view of the Del Mar Racetrack from the Star Fiddle skybox balcony.

Scott Salandi, Patriot Risk & Insurance Services (front) with Tom Hughes, Champion Paving.

Ruth (left) and Dave Johnsen of Roadtec.

racing venues in the country. CalAPA reserved a luxury suite for the event, which included a catered lunch, private betting windows and a no-host bar. The event is sponsored by the Southern California Contractor’s Committee. For more information about the event, contact Sophie You at (916) 791-5044 or Tony Grasso at (909) 362-9192. CAM

Sophie You, CalAPA Member Services Manager (left) with Russell W. Snyder, CalAPA Executive Director.

Taylor Schmidt (left) and Sarah Schmidt with John Michaik and Holly Mendell, California Commercial Asphalt.

Jerry (left) and Patti Neat of Valero Marketing & Supply.

Russell W. Snyder, Executive Director, CalAPA (left), Don Goss, Valero Marketing & Supply and Tony Grasso, Deputy Executive Director, CalAPA.

California Asphalt Magazine • 2014 Quality Issue

John Michaik, far left, and Holly Mendell, standing next to him, representing California Commercial Asphalt, went down to the winnerâ&#x20AC;&#x2122;s circle to congratulate the winner of the CalAPA sponsored race.

Russell W. Snyder, CalAPA Executive Director Susie Muniz (left), Mike Acosta, Yvette and (left), Chrystal Howard, EnviroMINE, Inc., Patti Rich Shaon of Blue Diamond Materials. Neat, Valero Marketing & Supply and Don Daley, California Commercial Asphalt.

Nanette (left) and Steve Kekich of Nixon-Egli Tom Hicks, Ergon Asphalt & Emulsions, Inc. Equipment Co. (left), Darren Cook and Randy Copenhaver, All American Asphalt and Todd Vargason, Ergon Asphalt & Emulsions, Inc.

Robert Jarvis, Coastal Paving (left) places a bet under the supervision of Sophie You, CalAPA Member Services Manager.

Len Nawrocki, Valero Marketing & Supply (left) with his daughter Jenny and son-in-law Ryan Shoemaker, Guardtop, Inc.

Reuben and Anna Trinidad of Valero Marketing & Supply.

Bob Koleas, Western Emulsions (left) and Jeff Luzar, Guardtop placing their bets at the CalAPA sponsored event.

Bethany (left) and James Nixon of Nixon-Egli Equipment Co.

Tom Hughes, Champion Paving (left), Mike Murray, Vulcan Materials Co. and Dave Johnsen, Roadtec.

Don Daley, California Commercial Asphalt (left) with Monique and Frank Vasquez of Sealright Paving, Inc.

Barry Takallou, Ph.D., CRM with Len Nawrocki, Valero Marketing & Supply.

Najoi Jabali of Lunday-Thagard Co. places a bet at the CalAPA sponsored event.

Katie Bell (left), Dave Church, Kathy Church, Wayne Church, Paramount Petroleum Corp., Ray Tompkins, East County Materials and his wife Joanna.

Brittany Liles (front), Mark Liles, Christine Liles, Ralph Laird, Joan Laird, Margaret Barrentos, Chilo Barrentos, Cory Clayton and Jaime Clayton.

Cory Alcantra (left), Kenny Alcantra, Lee Studer, Ryan Alcantra, Bob Koleas and Morgan Neuland of Western Emulsions, Inc.

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Patti Neat Retires

Top Right: Patti surrounded by her grandkids Ellie, Jocelyn, Gigi, Brandon and Andrew. Right: Len Nawrocki read a personalized poem that honored Patti for her many years of service to Valero Marketing & Supply.

Patti Neat took off in style on the back of her husband Jerry’s Harley on her last day of work at Valero Marketing & Supply after 25 years of service. Patti was hired by Huntway Refining August 1, 1989 as Office Manager reporting to Juan Forster. She also assisted Len Nawrocki with asphalt sales at that time. When Patti retired from Valero Marketing & Supply Company, she was the Supervisor of Sales Administration. She has many nicknames – Party Patti, Peppermint Patti and Pesky Patti (just ask Len). She was the person everyone there could count on, and Len says “she will be missed.” On July 26 Valero Marketing & Supply Company honored Patti with a retirement party at the Disney Grand Californian Hotel. Family, friends and co-workers gave Patti a wonderful send-off. There were speeches, a slide show and lots of humorous stories shared. Len Nawrocki wrote a wonderful personalized poem about Patti and co-worker Don Goss also penned a touching tribute. Patti will be missed in the asphalt industry but she promises to come to future asphalt related events like California Asphalt Pavement Association’s golf tournament and the annual dinner. Some of her retirement plans include; spending time with her family, golfing, traveling Model A tours, continuing her piano lessons, gardening and of course, cruising around on the back of their Harley. Congratulations Patti, see you down the road. CAM Far Left: Family members Mike (left), Melanie, Maria, Chris, Patti, Jerry, Laurie, Doug and Jennifer. Middle: Juan Forster (left), Rhonda Mueller, Patti, Carolyn Forster, Bob Mueller, Eulema and Mike Miller.

California Asphalt Magazine • 2014 Quality Issue

2014 GOLF TOURNAMENT (Pacific Palms Resort) Thursday, Sept. 18, 2014 Pacific Palms Resort One Industry Hills Parkway Industry

FALL CONFERENCE Wednesday & Thursday, Oct. 29 & 30, 2014 Doubletree Hotel 2001 Point West Way Sacramento

CALAPA ANNUAL Meeting and Dinner Jan. 15, 2015 Jonathan Club 545 S. Figueroa Street Los Angeles

Meeting dates are subject to change. Watch the weekly Asphalt Insider newsletter for meeting updates or call CalAPA at (866) 498-0761 to confirm meeting date and location. For more information on California Asphalt Pavement Association Meetings Call: 866-498-0761

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

NEW MEMBERS OF CalAPA ALLIANCE GEOSYNTHETICS Krey Younger

Regional Manager krey@alliancegeo.com P.O. Box 98 Drain, OR 97435 P: 877.454.8096 www.alliancegeo.com

ALTA VISTA SOLUTIONS Rajni Sukhwani

Engineer IV rsukhwani@altavistasolutions.com 3260 Blume Drive, Ste. 500 Richmond, CA 94806 P: 510.594.0510 www.altavistasolutions.com

ASPHALT MANAGEMENT & CONSULTING Monty Wilde

Owner mwilde@asphaltmc.com 3450 Ashley Park Dr. Jamul, CA 91935 P: 619.994.6558 www.asphaltmc.com

DR. PAVE / HEATWURX

DYNATEST CONSULTING, INC.

KAD PAVING

Sales and Business Development Mgr. mj@dr-pave.com

Project Engineer gbazi@dynatest.com

Office Manager Donnie@kadpaving.com

18001 S. Figueroa St., Unit G Gardena, CA 90248 P: 714.381.7494 www.dr-pave.com

165 S. Chestnut Street Ventura, CA 93001 P: 805.648.2230 www.dynatest.com

32147 Dunlap Blvd, Ste. K Yucaipa, CA 92399 P: 909.790.3366 www.kadpaving.com

MAHAN INSURANCE BROKERS, INC.

MCK SERVICES

OMI INDUSTRIES, INC

Estimator jmoffat@mckpaving.com

Field Sales Engineer rmurphy@omi-industries.com

865 Howe Rd. Martinez, CA 94553 P: 925.957.9200 www.mckpaving.com

3027 Marina Bay Drive, Ste. 360 League City, TX 77573 P: 281.471.3300 www.odormanagement.com

RAP ENGINEERING, INC.

SONIM TECHNOLOGIES, INC.

President rperez@rapenginc.com

Sales Director – Western Region d.leech@sonimtech.com

420 Olive Avenue Vista, CA 92083 P: 760.233.2980

11451 Hadar Drive San Diego, CA 92126 P: 858.220.8904 www.sonimtech.com

MJ Loomis

Bob Mahan

Owner bob@mahanins.com 2600 Walnut Ave., Suite D Tustin, CA 92780 P: 714.389.9450 www.mahaninsurance.com

PAVEMENT MANAGEMENT SOLUTIONS, INC. Brandon Silva

Vice President bsilva@pavementsolutionsinc.com 38340 Innovation Court, Ste. E-506 Murrieta, CA 92563 P: 951.600.1110 www.pavementsolutionsinc.com

SPECTRAQEST Dan Ridolfi

Regional Vice President dan.ridolfi@spectraqest.com 340 S. Lemon Ave., Unit 7132 Walnut, CA 91789 P: 888.360.8901 www.spectraqest.com

Gabriel Bazi

John Moffat

Robert Perez

Mary Bedolla

Reilly Murphy

Daniel Leech

SURFACE SYSTEMS & INSTRUMENTS, INC. (SSI) Dennis Scott

President dscott@smoothroad.com 501 Park Way Mill Valley, CA 94941 P: 415.383.0570 www.smoothroad.com

California Asphalt Magazine • 2014 Quality Issue

SUPPORT YOUR INDUSTRY AND YOUR FUTURE BY JOINING THE CALIFORNIA ASPHALT PAVEMENT ASSOCIATION

Contact Sophie You for further information

866.498.0761 syou@calapa.net

calapa.net

www.

California Asphalt Magazine • 2014 Quality Issue

Bomag America....................................................... 9 Pavement Recycling Systems............................. 35 Coastline Equipment.............................................. 9 Peterson CAT........................................................... 5 CEI........................................................................... 25 Quinn Co.................................................................. 5 Diversified Asphalt Products............................... 38 RDO Equipment Co............................................7, 39 E.D. Etnyre & Co.....................................................31 RDO Integrated Controls..................................... 27 Gill & Baldwin....................................................... 37 Roadtec.................................................................... 8 GuardTop............................................................... 37 Sakai......................................................................... 7 Hawthorne CAT....................................................... 5 Sully-Miller Contracting Co..................................31 Herrmann Equipment, Inc.................................... 19 Valero Marketing & Supply................................... 3 Holt of California..................................................... 5 Volvo Construction Equipment & Svcs.............. 27 Johnson Machinery................................................ 5 Vulcan Materials Company...................................14 Nixon-Egli Equipment Co...................... Back Cover Western Oil Spreading Services......................... 15 Paramount Petroleum Corp................................... 2

California Asphalt Magazine â&#x20AC;˘ 2014 Quality Issue

Nixon-Egli Equipment Co., LeeBoy and Morgan-Bonanno Development, Inc. (Below) Mike Bonanno, Morgan Bonanno-Martin holding her daughter Austyn, Hunter (sitting on truck) and Mike Bonanno Jr.

(Above) Morgan-Bonanno Development Co.’s new LeeBoy 8515B asphalt paver on a project in Northern California.

Morgan-Bonanno Development, Inc. continues to build upon their 30-year reputation for excellence in all phases of asphalt paving and maintenance throughout the greater Bay Area. As a third generation family business, they specialize in new pave remove and replace, asphalt overlay, decorative asphalt surfaces, ADA compliance, restoration and repair of streets, driveways and parking lots with full service offerings including: slurry seal, crack filling, patching and sealcoating services. The company has built a niche market in estate properties with a focus on commercial, industrial and municipality work. Mike Bonanno, CEO of Morgan-Bonanno Development and his team of long-term employees believe that the secret to maintaining close working relationships with clients is through exemplary customer service. This includes keeping the customer first through value engineering and design, as well as utilizing the most technologically advanced procedures and equipment. So when the time came to add another machine to their paving fleet, they turned to the experts at Nixon-Egli Equipment Co. “We have relied on Nixon-Egli ever since we started out in business more than 30 years ago. Our newest purchase was a LeeBoy 8515B asphalt paver, which we bought for its high production ability and general reliability,” says Bonanno. “We also liked the new electrically heated, vibrating Legend HD screed.” The Legend HD screed provides a seamless mat at variable widths form 8’ to 15’ with a large 7.5 ton hopper and paving speeds from 0 to 160 feet per minute. “Nixon-Egli has always been there for us and when our LeeBoy had to go into the shop when we first got it for adjustments, Nixon-Egli provided us with a loaner, resulting in zero down time for us and our customers. Now that’s customer service.” When you are looking for quality paving, call Morgan-Bonanno at (925) 820-2558. For the very best in construction equipment and product support, call the professionals at Nixon-Egli Equipment Company.

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