Issue 5 - 2022
MAGAZINE
C.A. Rasmussen, INC Performs Repair and Resurfacing Work in Lancaster for 2022 Summer Pavement Management Program and Pedestrian Gap Closure Improvement Project
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CONTENTS 2022 Asphalt Construction
06
PUBLISHER: Kerry Hoover khoover@calcontractor.com
C.A. RASMUSSEN, INC.
Performs Repair and Resurfacing Work in Lancaster for 2022 Summer Pavement Management Program and Pedestrian Gap Closure Improvement Project
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PAVEMENT RECYCLING SYSTEMS
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GRIFFITH COMPANY
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GRANITE CONSTRUCTION
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Caltrans District 8 Maintenance Engineer, Michael Ristic, P.E., Receives 2022 Charles E. Valentine Award from ARRA for Excellence in Cold In-Place Recycling
EDITOR: Brian Hoover, Senior Editor GRAPHIC DESIGNER: Aldo Myftari FOR ADVERTISING INFORMATION: Please call: (909) 772-3121 CalContractor is published twelve times each year by Construction Marketing Services, LLC.
Griffith Company Paving & Rehabilitating 6.5 Miles of Roadway on Route 198 in the San Joaquin Valley on the Lemon Cove Project
Copyright © 2022. All rights reserved. Reproduction in whole or in part without permission is prohibited. P.O. Box 892977, Temecula, CA 92589
Granite Construction Nearing Completion on State Route 138 from Los Angeles/San Bernardino County Line to West of Phelan Road
INDUSTRY NEWS www.CalContractor .com 14
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Performs Repair and Resurfacing Work in Lancaster for 2022 Summer Pavement Management Program and Pedestrian Gap Closure Improvement Project By Brian Hoover, Senior Editor
Right: Adam Rasmussen, President, C.A. Rasmussen with employee Jarrod Schaefer.
C. A. Rasmussen, Inc. (C. A. Rasmussen) has played an instrumental role in shaping the development of infrastructure in Southern California for the past 50 years. The company has performed a variety of complex projects, from earthmoving, to paving, to building bridges. C. A. Rasmussen began self-performing all their asphalt paving jobs in 2010 after purchasing their previous paving subcontractor. The company continues to grow their paving 6
division today, with a full slate of projects throughout Southern California. C. A. Rasmussen recently won two street improvement and paving bids in the City of Lancaster. One was for the 2022 Summer Pavement Management Program, and the other, the Pedestrian Gap Closure Improvements Project. Both projects had their own individual challenges, and both came with a 99-day deadline.
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2022 CITY OF LANCASTER SUMMER PAVEMENT MANAGEMENT PROGRAM C. A. Rasmussen began the 2022 Summer Pavement Management Program in the beginning of May and began the asphalt paving portion on May 17. The job called for the repair and resurfacing of 11.5 lane-miles of streets, as part of the City’s Pavement Management Program (PMP). This roadway repair and rehabilitation project included CALCON TRAC TOR.CO M
work on Division Street from Avenue I to Avenue J, and on 20th Street West from Avenue K to Avenue L. Prior to putting down the asphalt pavement sections, C. A. Rasmussen was first faced with removing and replacing the curb & gutter, handicap ramps and sidewalks on both streets. Another part of the project included the striping of five intersections that do not currently have the capacity to detect bicycles, to provide the safest and
Top: C.A. Rasmussen's Roadtec RP-175e working in a 10’ slot 12.5” deep laying the base course on the City of Lancaster street improvement project. Above: C.A. Rasmussen's Roadtec SB-2500e feeding material to their Roadtec RP-175e.
most efficient user experience for cyclists. According to Adam Rasmussen, President, C. A. Rasmussen, the main event on this $7,628,021.25 project is the milling of the asphalt
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section and the paving that follows. “This is not your typical mill and fill project that you see so many cities doing these days. Typically, a milling machine will grind the asphalt section down an average of 2-inches. On this particular job, we are tasked with milling out and removing 12.5-inches of asphalt and base material to remove the entire street section,” says Rasmussen. “To make the
job even more interesting, we also must have whatever section we remove, replaced and repaved that very same workday. This is a big challenge from an engineering standpoint because we are working within an 8-hour window each day where we are milling out a deep section and then paving that section back. So, the real trick is knowing when to stop the milling machine. You don’t want
to get too far ahead of yourself because you can’t just replace 12.5 inches of pavement in one easy single lift. We must pave these sections in multiple lifts with an average of 2,000 tons of hot mix asphalt being placed daily. That means our crews must know their daily limits, whether it be 2,300 or 2,600 feet a day.” { Continued on page 10 }
Above: C.A. Rasmussen Asphalt Paving crew with Foreman Hector Caldera (center). Left & Below: Base course of conventional asphalt being placed.
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Above: Rasmussen concrete crew putting the finishing touches on new curb and gutter for a portion of the Pedestrian Gap Closure Improvement Project. Eladio Gonzalez operating Rasmussen’s EASI POUR curb machine to slip form curb and gutter.
{ Continued from page 8 }
C. A. Rasmussen is procuring their hot mix asphalt from Holliday Rock and will require some 60,000 tons of the black gold before the job is complete within the 99-day tight schedule. “After we remove the 12.5-inch section, our paving crew will put back 10-inchs of asphalt material. When the entire job is complete, we will go back and cap the entire project roadway sections with a 2.5-inch rubberized asphalt cap,” says Cody Acevedo the project engineer for Rasmussen. “This is a quick turn-around, 10
fast-paced project where the best equipment and operators are needed to ensure success. Our paving superintendent, David Ortiz, is on the job making sure that it all comes together perfectly, with our paving foreman, Hector Caldera, overseeing some of the best paving crew members in the business. We also have the best equipment available with a Roadtec RP-175E paver and Roadtec SB2500E shuttle buggy, along with Cat rollers, John Deere skip loaders and other support equipment.”
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CITY OF LANCASTER PEDESTRIAN GAP CLOSURE IMPROVEMENTS The Pedestrian Gap Closure Improvements project is part of a comprehensive effort by the City of Lancaster to promote active transportation. The project will improve local and inter-jurisdictional pedestrian trips by closing the gap between existing improvements to move non-motorized users away from the vehicular lanes of travel. This project will encourage walking and bicycling among all users by { Continued on page 12 } C A LCO N T R AC TO R .CO M
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1). Rasmussen grading crew compacting subgrade after milling prior to asphalt paving. 2). Wetting subgrade prior to asphalt paving. 3). Bomag BW24RH Pneumatic roller making a pass for compaction on the base course of asphalt. 4). Caterpillar CB24B working asphalt base course.
{ Continued from page 10 }
increasing safety and mobility while connecting to transit access points and local destinations. C. A. Rasmussen was the winning bidder on this $8,797,685.70 project. They will implement the Pedestrian Gap Closure Improvements project through the construction of curb, gutter, sidewalk, and related improvements. Proposed improvements vary depending on location and include other improvements such as earthwork and grading, road excavation with street widening, construction/ reconstruction of curb ramp, driveway, cross gutter, slough curb, parkway drain, ac pathway, ac dike, ac landing, utility adjustment, minor drainage improvement/adjustment, vehicle detection upgrade, relocation of push buttons, minor 12
signing, striping and marking and street lighting system. “This job is unique in the fact that we have multiple crews working in 37 separate locations spread-out all-over Lancaster. Currently, we are breaking out curb and gutter and ADA ramps with our concrete crews chasing to put back new concrete. We will place around 10,000 tons of hot mix asphalt (provided by Vulcan Materials) after the 5,000 cubic yards of concrete (provided by Arrow Transit Mix) is placed,” says Rasmussen. “The challenge on this project is the schedule. The secret to getting it all done in 99 days is credited to our exceptional crew members and the fact that we selfperform the majority of the work. We also have backup pavers, roller and other machines to avoid any possibility of downtime. We are
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fortunate to have individuals like Edwin Floyd and Max Haro, our project engineers, coordinating all the moving pieces throughout the city. We have some good synergy going on right now in Lancaster with a yard there and several team members that live in the Antelope Valley. We expect to continue our growth in this area and throughout Southern California.” C. A. Rasmussen specializes in using the latest technologies and cutting-edge methods to deliver the highest quality work utilizing value engineering. The company is signatory to Operating Engineers, Carpenters, Cement Masons and Laborers Union agreements. For more information, please visit their website at www.carasmussen.com or call (661) 367-9040. Cc C A LCO N T R AC TO R .CO M
Caltrans District 8 Maintenance Engineer, Michael Ristic, P.E., Receives 2022 Charles E. Valentine Award from ARRA for Excellence in Cold In-Place Recycling By Brian Hoover, Senior Editor Pictures contributed by Pavement Recycling Systems and Ergon Asphalt & Emulsions Right: Marco A. Estrada, Director of Business Development for PRS (left), Michael Ristic, P.E., Caltrans District 8 Maintenance Engineer and Scott Metcalf, Vice President Western Region Pavement Preservation and Specialty Products, Ergon Asphalt Emulsions, Inc. with the 2022 Charles E. Valentine Award from ARRA for Excellence in Cold In-Place Recycling.
T
he Asphalt Recycling & Reclaiming Association (ARRA) Held its 47th Annual Meeting Feb. 22–25 in La Jolla. During the annual event, the ARRA named its 2022-2023 board of directors while also honoring several individuals with awards for their contribution to the industry. Each year the ARRA recognizes public officials and consulting engineers who have made outstanding contributions to the asphalt recycling and reclaiming industry. Nominations are submitted nationally by ARRA members, which are then reviewed by the ARRA technical committees, who then select the award winners. This year, the ARRA celebrated three individual winners as recipients of the 2022 ARRA Special Recognition Awards.
PRS’ multi-unit CIR train recycles existing asphalt base, at a high production, for use a recycled base course asphalt. The process is a major pavement maintenance and rehabilitation tool in the State’s efforts to reduce costs and community impacts, and in achieving its sustainability goals.
ARRA individual member companies like Pavement Recycling Systems and Ergon Asphalt & Emulsions nominated Michael (Mike) Ristic, P.E. for the 2022 Charles R. Valentine Award for Excellence in Cold Recycling. Ristic is currently the California Department of Transportation (Caltrans) Maintenance Engineer for District 8. After reviewing all of the nominations, Ristic was selected to receive the award for his tremendous work in and usage of the engineered pavement rehabilitation strategy of Cold-InPlace Recycling (CIR) methods or Partial Depth Recycling (PDR) per Caltrans nomenclature. ARRA officials point to Ristic’s ongoing efforts to promote and coordinate training for new, cost-effective treatments to enhance road performance throughout the Caltrans District 8 network. They also emphasized Ristic’s particular focus on implementing Cold In-Place Recycling, which has helped Caltrans rehabilitate asphalt roadways throughout the district while also meeting the state’s goal of reducing the carbon footprint. In addition, the ARRA pointed out that District 8’s use of CIR has proven to minimize user delays and
reduce wear and tear on the roadway network during construction. Ristic has been with Caltrans for 24 years. He spent his first three years as a construction apprentice, six years in materials engineering, and now 15 years as a maintenance engineer. “Over the past 14 years of my career with Caltrans, we have recycled more than 220,000 tons of RAP (recycled asphalt pavement) using the CIR process,” says Ristic. “I got my first look at CIR back in 2011 while taking part in a Caltrans pilot project initiated by our headquarters in Sacramento. Although CIR seemed initially to be a heftier strategy than we would typically use within our maintenance program, I witnessed the performance and results firsthand and was impressed. Additional funding was eventually granted, and we continued to utilize CIR on additional projects for specific desert highway sections. Ristic says that the state’s use of CIR is typically based on volumes of asphalt involved, and the geometry of the roadway concerning curves and profile. We currently use the strategy primarily in remote locations in San Bernardino and Riverside counties. We are expanding our use of CIR at higher elevations
General Contractor Matich Corp. picking up 100% recycled asphalt and loading into paving screed with automated grade controls. Typical CIR/PDR production rates are on the order of 350 to 400 tons per hour.
and into the mountain regions and recently completed a project on State Route 2 near Wrightwood,” says Ristic. “Caltrans continues its longstanding conservation mission focusing on sustainability and recycling through innovative methods such as CIR. I was initially impressed with the reuse of the existing asphalt material, reduction in greenhouse gases and hauling costs. Then, I saw the performance of the CIR product firsthand and the cost savings that also came along with this impressive rehabilitation strategy. We reviewed the test sections after one year and then again after two years. We could see that the process was sound, and as more CIR projects went out for bid, we continued to witness impressive results and performance. We recently went back to our first CIR pilot on State Route 62 and installed rubberized chip seal as a preventative measure. The pavement was installed in 2011, and after 11 years of service, it is still performing well.” According to Ristic, the first CIR test projects in the district were performed on SR 62 and US 95 in 2011. Then, in 2019, Caltrans completed the largest CIR project { Continued on page 16 }
Multi-unit CIR “train” crushing and screening the existing asphalt pavement into 100% minus-1-inch sizing, processing the material with Ergons’s engineered emulsion and Type II Portland Cement per the Engineer’s mix design. Typically, 1.5 to 2.0 miles of CIR/PDR are completed in a day’s production.
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to date on State Route 247. “Going forward, we intend to continue with the CIR process and also begin using Full-Depth Reclamation (FDR) to address deeper issues in the pavement section. Additionally, we are currently involved in a pilot program for Cold Central Plant Recycling. This is similar to CIR, but the asphalt material is milled off, stockpiled, and processed offsite with the recycling agent prior to being transported to the paving operation for final placement as a base course asphalt section,” continues Ristic. “We also just recently bid another CIR project right next to SR 62, located 30-miles west of Vidal Junction in San Bernardino County.”
Case In Point State Route 247 in San Bernardino County Caltrans District 8 Maintenance Engineer, Mike Ristic, worked with Pavement Recycling Systems on the State Route 247 CIR project near Lucerne Valley in San Bernardino County. Pavement Recycling Systems (PRS) performed CIR on over 230,000 square yards of asphalt pavement. The distresses in the existing pavement were block cracking and alligator cracking, but the underlying base showed no signs of failure, which made the project a perfect candidate for CIR. The project required 3.5” of CIR with a 2.5” RHMA cap on top. Ergon Asphalt & Emulsions supplied the emulsion for the CIR process. The emulsion
used was a CIR- EE mixed in at a rate of 2.75 percent. Marco A. Estrada is the Director of Business Development for PRS and has been involved in the advancement of Sustainable Pavement Engineering with both local agencies and Caltrans. Estrada indicates that Mike Ristic also received an award and recognition from the Western Regional Association for Pavement Preservation (WRAPP) for Caltrans’ work on the SR 247 CIR project. The State Route 247 CIR project eliminated approximately 4,000 truckloads of material, significantly reducing traffic and CO2 emissions. “Chuck Valentine was a pioneer of the CIR process; { Continued on page 18 }
Road Conditions Before and After SR 247 CIR Project
Distresses were reflective, block cracking and alligator cracking. There was no evidence of base failures, which made the SR 247 project near Lucerne Valley in San Bernardino County, a great candidate for Cold In-Place Recycling. CIR/PDR base course asphalt section is typically overlain with 0.15 to 0.20 inches of hot mix asphalt as a final wearing course.
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Above: Distresses were reflective, block cracking and alligator cracking. There was no evidence of base failures, which made the SR 247 project near Lucerne Valley in San Bernardino County, a great candidate for Cold In-Place Recycling. Top Right: SB1 cites the use of advanced technologies and material recycling techniques, such as CIR/PDR in pavement rehabilitation and reconstruction. Right: The recycled asphalt mat is compacted using both pneumatic rubber tire and steel drum paving rollers. Field density testing is performed throughout the operation as a part of the Quality Control and Quality Assurance Plan.
{ Continued from page 16 }
therefore, we found it worthy to nominate Mike Ristic for the Charles E. Valentine Award, not for any particular project, but for the entire breadth of his career in terms of his impact on asphalt recycling in California.” Estrada says that CIR has gained tremendous traction and popularity with city and county agencies due, in part, to the speed of construction compared to structurally equivalent pavement rehabilitation alternatives. “With CIR, you have fewer shifts, less impact on the public and reduced overall liability. There is also the improved safety footprint that comes from eliminating truck traffic at a typical ratio of 40-to-1 compared to remove and replace methods,” says Estrada. “CIR and other recycling methods also have a sustainability aspect to reusing existing aggregate and other materials and a reduction in greenhouse gases and landfill use. Generally, we hear from agencies that they realize an average savings of 35 percent compared to alternative methods. With over 18
150 individual agencies using sustainable pavement engineering strategies in California, recycling is a conventional pavement design and construction process. Engineers like Mike Ristic and agencies like Caltrans deserve a lot of credit and recognition for their amazing work in stretching our taxpayer dollars while improving our roadways with recycled materials in the pavement rehabilitation process.” According to the Asphalt Pavement Alliance, asphalt is recycled at a greater rate than any other material in the United States. The benefits of recycling asphalt material are many and include reduced emissions due to fewer trucks on the road and less energy consumed during construction. The CIR process, in particular, takes existing asphalt and mills that material to a depth of 2 to 5 inches. The material is then crushed, processed in a recycling unit with a recycling emulsion and other additives as specified, and then paved back into place and compacted. A multi-unit “train” has been most commonly used on CIR
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projects. The train is comprised of several units, including a milling machine, a cement distribution unit, a recycling unit, as well as the stabilizing agent tanks. The recycled asphalt material is then picked up and placed with an asphalt paver before being compacted by asphalt pneumatic and steel drum rollers. A multiunit train can produce up to 600 tons of recycled asphalt per hour. Single CIR processing units have also been used successfully to complete Cold In-Place or Partial Depth Recycling projects. Asphalt recycling strategies like CIR are powerful strategies for rehabilitating roadways throughout California and across America. These long-term economic benefits allow agencies to stretch their available funds while providing long-lasting, safe, reliable, and sustainable pavement solutions to the traveling public. Passionate individuals like Mike Ristic and agencies such as Caltrans are leading the way to a new and exciting future of recycled pavement strategies. Cc C A LCO N T R AC TO R .CO M
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Griffith Company Paving & Rehabilitating 6.5 Miles of Roadway on Route 198 in the San Joaquin Valley on the Lemon Cove Project By Brian Hoover, Senior Editor / Pictures contributed by Griffith Company
L
emon Cove is located in the San Joaquin Valley in Tulare County. It is a small, serene community with just over 300 residents and is located near Sequoia National Park, Sequoia National Forest and Kings Canyon National Park. State Route (SR) 180 and SR 198 are heavily traveled scenic routes that meander through these national park areas. It is
obviously necessary to keep these roadways safe and maintained and Caltrans set aside $3,382,735 of SB 1 funding to provide pavement repair to 6.5 miles of Highway 198 near Lake Kaweah from Ave. 324 to Horse Head Creek. Griffith Company, headquartered out of Brea, won the bid and is currently repaving the existing AC pavement with the support of their
Bakersfield office staff and field personnel. Austin Fitch is the project manager overseeing what has been named the Lemon Cove Project (Caltrans District 06 06-1C3904 Lemon Cove). Fitch is responsible for building the schedule, submittals, scheduling subs and working directly with the Caltrans resident engineer to navigate challenges that may occur.
Above: Griffith Company field crews performing HMA-A dig-outs on Highway 198 near Lake Kaweah.
“This is a great project for Griffith Company and represents our first multimillion pick up of the year in the Central Region,” says Fitch. “We were excited to find out that we left just a hair over 1% on the table ($46,121), which is to the credit of our senior estimator, Scott Miles, and his staff.” Before paving could begin, around 35,000 square yards of cold planning and digouts of the existing AC were required to repair the failed areas. Caltrans specifications called for the milling of 25/100ths (3-inches) of existing AC. Griffith Company subcontracted this portion of the work to Pavement Recycling Systems, which was able to complete the work one day earlier than the 5-day estimate. “Our crews were onsite to support the PRS grinding operations,” says Fitch. “After the milling and digouts were complete, we began placing 4,090 tons of HMA-A and 15,600 tons of RHMA-G.” Fitch points to various challenges on the Lemon Cove project but points explicitly to the lane closures
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as making the top of the list. “There are several moving parts that go into a traffic control operation. This project stretches 6.5 miles, but we are limited to a 0.5-mile closure,” says Fitch. “Route 198 is a two-lane road, and we are required to perform and maintain one-way traffic in each direction with no greater than a 10-minute delay. Luckily, with our experienced paving and traffic control crew, we have maintained productivity and remained within the closure limitations.” According to Fitch, Griffith Company’s paving operation on the Lemon Cove project consists of a 12-person crew. This includes a foreman, paver operator, two screed operators, three roller operators, two rakers, two shovelers and an oil truck driver. “I am very proud of our asphalt paving crews here at Griffith Company. They are among the best in the industry and a big part of our overall success. I would also point to the equipment and vendors we use to keep us at the top of production and safety,” says Fitch. “We recently decided to
move to Cat pavers after demoing a 1055F paver from Quinn Company Cat. We purchased the 1055F and are using it on this job, and we also just recently purchased another identical unit. We like the unprecedented smoothness we get from the Cat pavers and rely on their rollers as well on our projects.” Fitch also points to Griffith Company’s leadership and managers as a significant key to their ongoing success. “I would like to recognize and thank our regional manager and vice president, Walt Weishaar, for allowing our estimating team to pick up work in Local 3 outside our normal work area in Local 12,” continues Fitch. “Additionally, I want to thank our general superintendent, AJ Robinson, for handling the logistics in building and staffing this project efficiently.” Vice President and Regional Manager, Walt Weishaar, points out another interesting aspect of the Route 198, 6.5-mile paving project. “There is a bonus or smoothness incentive on this Lemon Cove project. If we reach Caltrans'
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Above: Griffith Company's John Deere 210K skip loader works in front of beautiful scenery near Lake Kaweah. Left: CAT CB10 finish rolling near the jobsite.
targeted MRI smoothness specifications, Griffith Company would receive an approximate $60,000 bonus, so we are doing everything we can to achieve that goal,” says Weishaar. “Working with Caltrans and other state and local agencies is what we do here at Griffith Company day-in and dayout. Therefore, it is of the utmost importance that we meet their deadlines and specifications on time, every time.” Griffith Company also has a materials division with two portable crushing plants capable of crushing up to 3,500 tons of concrete per day. They currently provide a variety of materials that meet numerous specifications, including Green Book and Caltrans, among others. Griffith Company also has a recycling site in Irvine where materials are crushed to 1” minus base to be sold by the ton. Additionally, Griffith Company produces their hot mix asphalt from their Gencor plant located at the base of the Grapevine,
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near Tejon. They produce around 280,000 to 400,000 tons each year and are permitted for up to 5,000 tons per day. Mike Williams is the plant superintendent and he oversees all production operations. “We are not supplying the AC for the Lemon Grove project due to the distance from our plant. We are, however, on three separate rubberized asphalt projects, the 99 Joint Venture job, and also producing 60,000 tons of cold mix for the county of Kern,” says Williams. “We continually make upgrades to the plant and recently purchased heavy support machinery from Quinn Company Cat, including a new Cat D10 dozer and two Cat 980 wheel loaders.” According to Fitch, the Lemon Cover project is located 115 miles from the Griffith Company asphalt plant, so they are sourcing their material from Deer Creek in Porterville. “We have done business with Deer Creek in the past and have always found that they are great to work with,” says
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Fitch. “We are all looking forward to working with them once again on the Lemon Grove project.” The Lemon Cove project began May 2 and includes a 45-workday duration. However, if Griffith Company completes the project per the approved CPM, they will finish nine working days early. Griffith Company’s Central Region performs most of its work from the Los Angeles County line to Humboldt County in the north and east to the Utah state line. As one of California’s earliest general contractors, Griffith Company has left a lasting mark on the phenomenal growth of the Golden State. They were there when some of the first city streets were graded, the mighty Colorado River was tapped, and the first paved runways were installed for commercial jets. With more than a century of experience, they will be there for the next 100 years of growth and ingenuity here in California. Cc
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Granite Construction Nearing Completion on State Route 138 from Los Angeles/ San Bernardino County Line to West of Phelan Road
By Brian Hoover, Senior Editor / Pictures contributed by Granite Construction
S
tate Route 138 is an east-west highway in Southern California that generally follows the northern foothills of the San Gabriel Mountains. The terrain changes from twisting mountainous lanes to extreme congestion near Los Angeles. State Route (SR) 138 is also infamous for its fair share of traffic accidents, even being dubbed “Blood Alley” for a particularly dangerous swath of highway that runs from I-15 to Palmdale. Caltrans continues to build on its longstanding commitment to safety by prioritizing “Safety First” in highway planning, operation, construction and maintenance. As a part of their ongoing efforts to maintain safe and efficient road systems, Caltrans has numerous highway construction jobs continually in progress throughout California. One of these is the construction on State Route 138 (Caltrans 08-1H8304) in Los Angeles (LA) and San Bernardino (SB) Counties near Pinon Hills from
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0.1 Mile West of the LA/SB County Line to 0.6 Mile West of Phelan Road. The $4,300,000 contract was awarded to Granite Construction on Dec. 9, 2021. Granite began construction of the project Feb. 1, 2022; and although they are scheduled for completion Jan. 19, 2023, the job is now expected for fully wrap up in August 2022. Angell Reyna is the Project Manager for Granite overseeing operations on this Highway 138 project. “The project started with our contractor-supplied biologist, Alluvion Biological Consulting, who provided pre-construction surveys for special status species. Once the environmental surveys were completed, BMPs installed, and trainings completed, our striper, Cal-Stripe, placed the traffic into their temporary delineation and crews began construction,” says Reyna. “During project start-up, Caltrans and our teams discovered an additional thirty (30) protected species that needed to be removed to allow for the clear recovery zone
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and proposed widening. This amendment could have delayed a portion of the earthwork operations, but Granite effectively scheduled around the impact and worked with Caltrans to mitigate the inefficiencies and project progress.” According to Reyna, the project is located on SR 138 in the Antelope Valley and is aimed to improve vehicular traffic safety by providing a 14-foot median with rumble strips and shoulder additions. Granite crews were also tasked with clearing and grubbing approximately 13-acres to make room for the roadway grading and excavation operations. “After clearing and grading the work area, we began placing the proposed structural section consisting of 1.55’ class 2 aggregate base and 0.50’ hot mix asphalt. The 17,000 tons of asphalt and 22,000 tons of class 2 aggregate base that are needed to complete this project, are sourced from our new Big Rock Material Plant in Llano. Having our own production facility in close proximity to C A LCO N T R AC TO R .CO M
Right: Granite constructing a temporary 4:1 taper on SR 138 in the Antelope Valley. Below: First day of asphalt paving for Granite Construction on SR 138. Granite will place approximately 17,000 tons of hot mix asphalt before the job is complete Aug. 2022.
this project is definitely a great advantage, especially on such an aggressive project schedule.” Reyna says that the SR 138 project was designed as two approximately 5,000 lineal feet sections. “Simultaneously during roadway placement, we had drainage crews install approximately 800 lineal feet of corrugated steel pipe in varying sizes. In all, 15 existing drainage crossings were extended to accommodate the
roadway widening. Additionally, the project plans called out to relocate an existing service equipment cabinet and electrolier,” continues Reyna. “After we complete the asphalt pavement widening, we will cold plane and overlay the remaining portions of the roadway. The project will be finished off with permanent pavement delineation, rumble strips, signage, and landscaping/erosion controlling the slopes.”
Reyna emphasizes that safety is always the top priority at Granite. “We partnered with Caltrans to provide additional safety devices for the existing two-lane highway which included full-time radar feedback signs, additional portable changeable message signs and local access road visibility with portable delineators and signs, all aimed to increase motorist awareness during construction,” says Reyna. With
their safety measures in place, Granite focused their attention to production. “Granite's vertically integrated business, along with our team's planning, has greatly assisted with keeping the project on track to complete within the projected time frame, and to-date, within specification. Internally, we worked quickly to get an asphalt mix design verified and approved, and class 2 aggregate base produced to meet the aggressive project schedule that our construction team proposed.”
Reyna points out that a successful project has a lot of factors, but the most important factor is having a great team. “I am fortunate to work with many talented and knowledgeable individuals. I believe that we have the best in the business working here at Granite. I would like to thank and recognize the team at our North Los Angeles Office led by Granite Construction Area Manager, Andrew Burk; Project Engineer, Mitch Moss; General Superintendent, Rudy Diaz, and
Project Foreman, Brian Rhoades,” says Reyna. “I would also like to thank and recognize the entire Caltrans District 8 team who are always great to work with: John Santos, Construction Manager; Mauricio Santa Cruz, Resident Engineer, Joseph Labib, Inspector and Alfonso Gonzales, Assistant Resident Engineer. Everyone at Granite looks forward to working with Caltrans on more beneficial and successful projects in the future.” Cc
Above: Granite Construction facilitating widening of SR 138 in San Bernardino County by paving final section of median buffer.
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CATERPILLAR UPDATES LARGE ASPHALT PAVER LINE FOR 2022 Caterpillar Inc. announces updates to the large asphalt paver line. The new Cat® AP600, AP655, AP1000, and AP1055 Asphalt Pavers build upon the proven performance of the F-series pavers that brought fuel efficiency, simplified operation, and more comfort. With new screed offerings, technology that assists with paver setup, better material retention, and enhanced visibility with standard opposite side mirrors, these new models continue to evolve into machines that offer contractors a high return on investment. Front-Extender Screed Additions The new Cat SE47 FM and SE60 FM Screeds utilize extenders located in front of the main screed. These front-mounted extenders are extremely stable for wider width paving and make it easy to quickly reduce paving widths when maneuvering around obstacles by easily drawing material back into the auger chamber. The SE47 FM offers a paving range of 8-ft to 20-ft, 6-in, while the SE60 FM provides a 10-ft to 25-ft 6-in paving range. Simple Setup, Repeatable Performance Pave start assistant is an optional machine management tool that simplifies setup for repeatable performance on job sites with similar paving requirements. The integrated system records the functioning conditions of both the paver and screed including paving width, paving speed, and tow-point position to name a few. When moving to a similar job site, the operator simply activates a previously recorded profile from 30
the display menu, and the system conveniently matches machine setup specifications. Material Monitoring Monitoring asphalt in the hopper is a vital function for keeping the paving train running smoothly. However, at times it can be a difficult task. Too much material results in spillage, while too little material starves the feed system. Too simplify this function, an optional sensor has been added for material height with an indicator located on the operating display that enables the operator to quickly determine when to continue paving or when to call for more material. Thermal Mapping Thermal segregation is one of the leading causes of road failure in the asphalt paving industry. Thermal variations can leave uneven surface textures behind the screed. These variations cool more quickly and can lead to less-than-ideal compaction results and shorter life expectancy of the paved surface. Early detection of thermal variation enables timely process control adjustments to be made. To combat these variations, contractors can monitor asphalt
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surface temperatures utilizing the optional Cat infrared camera and a Global Navigation Satellite System (GNSS) enabled by RTK accuracy. Viewing real-time temperatures, contractors can identify variations and take action to manage the plant-to-paver delivery process and fine-tune paving practices for more uniform lay-down temperatures. Enhanced Material Retention Paver and truck exchanges provide an opportunity for asphalt spills and leaks. A new flashing design on the front of the hopper offers increased memory and temperature resiliency that helps provide better spill prevention. In addition, scrapers located on the backside of the hopper help prevent leaks between the hopper wings and engine compartment. New Styling New trade dress provides a distinguished appearance that helps keep the machine fleet looking modern and up to date. The letter designation has also been removed and will follow serial number recognition for parts and service support. Cc C A LCO N T R AC TO R .CO M
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