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26 May

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Bottom of the Ninth for Simpson

May 26, 2017 | By | No Comments

The staff at George Reed surprised retiring Safety Manager, Chuck Simpson with a baseball themed retirement party on Thursday. Chuck, an avid Boston Red Sox fan, was totally unaware of the party that awaited him. Complete with a scoreboard and concession stand, hot dogs and hamburgers were the main course.

Chuck joined George Reed in April of 2013 and has been played a key role in developing the safety program into what it is today. He has also worked as an advisor to our sister companies as well, sharing the many years of experience in the safety field.

We thank Chuck for his years of service and wish him all the best in his new retirement!

 

16 May

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BRI Icon passes away at 69

May 16, 2017 | By | No Comments

John Arthur Shoden, 69, of Modesto passed away last Wednesday morning in his home unexpectantly of natural causes. For the past 45 years, he had worked for Basic Resources, Inc., and the Reed Family. He was Vice President, Treasurer, and Chief Financial Officer for over the past twenty years having started as an accounting clerk at their George Reed Company in 1969. He was President of Aggregates Inc. and Secretary/Treasurer of Reed International and 7-11 Materials.

John was born in Virginia, Minnesota on September 24th,1947 to John and Jane (Hendrickson) Shoden. He grew up in Virginia, MN with his parents, four sisters and four brothers and attended Virginia High School and later Indiana Business College. He migrated out to California at the age of 19 to complete his education. He worked as a short order cook for a brief time where he fell in love with cooking. He was first exposed to the construction industry as an accounting clerk for Holt Bros, the Caterpillar Dealer in Stockton, CA. He joined George Reed and Basic Resources in 1972 and was their oldest employee in longevity.

John was an incredible gardener who kept an immaculate yard with ponds and waterfalls he built himself. He raised vegetables and was very proud of his summer tomatoes and zucchini that made their way into all his Bar-B-Ques. He was an incredible cook and BBQ Master Chef but it was always a late-night affair with his first course no earlier than 9 pm and the final course sometimes after midnight. It was an honor to join him for a home dinner but it took stamina to keep up.

John was an avid boater and water-skier and was on his fourth boat having worn out three before. No one put more hours yearly in boating and water-skiing. Every weekend he and lucky friends would be out in the Delta or local reservoirs. He was still single skiing and had just been prepping his boat to be on the Delta the weekend past. He was a photographer and loved to share his Delta photos and others that he took.

He was passionate about wine. From a beginning introduction to white wines and waterskiing 45 years ago he had migrated to a sommelier’s palate for aged reds, particularly California Zinfandels. His home wine tastings were the stuff of legend with never a bottle under ten years from his own impressive wine cellar. He relished confusing guests in blind tastings.

John recently took up backyard beekeeping with the same obsession he had in all endeavors and loved to share his bottled honey with friends.

Every July/August he would either fly or marathon drive back to Virginia, MN for vacation to be with his mother and family he loved so much.

John Arthur Shoden was preceded in death by his father, John Shoden of Virginia, MN and his brother Richard Shoden of Oakland, CA., Paul Sleeman, brother -in-law of Virginia, MN, Arthur and Mabel Hendrickson (maternal grandparents) and John and Wilma Kovero (paternal grandparents) also of Virginia, MN. He is survived by his mother Jane Shoden, his brothers Ron Shoden (Sandi), Steve Shoden and Darrell Shoden, sisters Diane Carlson (Dan); Pat Sleeman; Cheryl Aluni (Craig); and Debbie Carpenter (Terry); all from Virginia, MN., along with fifteen nieces and nephews and twenty-three great nieces and nephews.

Visitation and Eulogy will take place Thursday May 18th, 2017 at Franklin and Downs Funeral Home, 1050 McHenry Avenue, Modesto, CA 4-6pm with a reception following. Funeral will be private with family in Virginia, MN.

In lieu of flowers, remembrance contributions would be appreciated to:

Olcott Park Fountain Restoration Project

Virginia Community Foundation; 519 Chestnut Street, Virginia, MN 55792

11 Mar

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Construction Zone Flagger Training Class

March 11, 2017 | By | No Comments

The construction flagger is the first person that you encounter on a roadway jobsite and is often thought of as a “kick back” job. In actuality it is one of the most important and difficult positions on the jobsite. A flagger has a vital role in helping to protect their co-workers as well as the traveling public from the dangers and hazards that are present in highway and road construction projects.

George Reed employees recently participated in classes and are now certified flaggers for the upcoming construction season. We are looking forward to another busy and successful year. We are confident that our flaggers will keep our workers safe as well as the motorists they happen to encounter. Please feel free to wave at the flaggers as you pass through our jobsites and remember that they are there for the safety everyone.

10 Jan

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Flood Prepared?

January 10, 2017 | By | One Comment

Are you prepared for flooding? George Reed Inc. is prepared to supply you with any of your flooding needs. From sand for sandbags to rip rap for slope protection, George Reed Inc. has 4 locations that can provide the materials that you may need. Our sales reps are standing by to answer questions, provide pricing and direct you to where your needs can be fulfilled.

09 Nov

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Cold Weather Paving

November 9, 2016 | By | No Comments

This article is from a Technical Bulletin prepared by Flexible Pavements of Ohio

Introduction

The issue of placing hot mix asphalt (HMA) in cold weather comes up every fall, winter and springs.  Projects get delayed and damp.  Specifications generally set weather and temperature limits beyond which paving is to be stopped.  But jobs often need to be completed in spite of the specification limits.  Everyone starts to wonder whether they should continue to pave.  The question is, “Will HMA pavement placed in cold weather perform adequately?”

An industry survey conducted and analyzed by a group of researchers at Auburn University revealed the prevalence of cold weather paving.  The responses showed that in the north-central region of the country up to five percent of all projects get placed outside the normal paving season of April to November, and many of these jobs are placed in adverse weather conditions.

The challenge of cold weather HMA paving is to achieve adequate compaction. There is a consensus that if adequate density is obtained the pavement will perform as expected.  Thin courses and surface courses are at the greatest risk for low density and poor performance when placed in cold weather.  Intermediate and base courses greater than two inches thick generally can be constructed with little change in normal procedures.

Time for Compaction

Cold weather compaction depends upon having enough time and enough rollers to obtain adequate density while the temperature of the HMA mix being placed is still within the compaction temperature range, approximately 275 – 175 degrees Fahrenheit.  What factors affect the time it takes for the HMA to cool below 175◦F?  All weather factors affect this time – air temperature, wind speed and the presence or absence of sunlight.  The type and temperature of the surface on which the HMA is to be placed is a factor also.  But the two most important factors are the temperature of the mix and the thickness of the course being placed.  It is generally accepted that if conditions do not permit 10 minutes of time for compaction, adequate density probably cannot be achieved.

It is easy to determine this time for any set of conditions.  Dickson and Corlew published cooling curves in 1910 showing the time available for compaction for any given set of ambient and mix conditions.  Determining the available time became even easier with the development of the PaveCooI software by the Minnesota DOT.  (PaveCool can be downloaded from www.mrr.dot.state.mn.us/research/mnroad_project/restools/cooltool.asp)

Let’s look at an example.

Conditions

30◦F air and base temperature

5 mph wind

Clear and dry

Mid-Afternoon

Mid December

Columbus, Ohio

Binder grade, PG 64-22

Single course being placed on an existing asphalt concrete surface.

At a mix temperature of 275◦F and a course thickness of 1.25 inches, the time available for compaction is 7 minutes, too short to realistically achieve density.  If the mix temperature is raised to 325◦F and all other factors are the same, the time available for compaction is 12 minutes.  Now you have a chance of getting the mat compacted before it cools.  If the mix temperature is held at 275◦F but the course thickness is increased to 2 inches, the time available for compaction is 17 minutes.

The other challenge in cold weather construction is economics.  Cold weather construction will cost more.

Plant Production

Mix temperature is one of the most influential factors on time available for compaction, so an obvious solution is to produce hotter mix.  How much can the mix temperature be raised without causing damage and what is the cost?

Binder suppliers normally recommend a mixing temperature based on viscosity tests.  The NAPA publication on cold weather compaction suggests that it is probably safe to mix at a temperature 18◦F above the recommended temperature.  However, mixing above that temperature level risks excessively aging the binder or placing too thin a coating on the aggregates.  Raising the mix temperature takes extra fuel and lowers the production capacity of the plant.  An examination of the plant production tables in the Hot-Mix Asphalt Paving handbook indicates that raising the mixing temperature 25◦F can reduce the production capacity of the plant by 15 percent or more.

Likewise, increased aggregate moisture contents reduce the production capacity even more dramatically.  Given the combination of need for a higher mix discharge temperature and the presence of colder aggregates with higher moisture contents, it is easy to see that the plant production rate may be cut in half in cold weather.  Stated otherwise, twice as much fuel may be required to produce mix in cold weather.

Hauling and Temperature Segregation

The next challenge is to get the mix into the paver with as much retained heat as possible.  The first thought is to tightly tarp truck bets.  Research has shown, however, that tarping of loads has little effect on the average temperature of the load for normal haul times.  So why bother?  This raises the topic of temperature segregation.  Temperature segregation is the presence of masses of mix in the mat with temperature differentials that prevent uniform compaction.  When a load is transported in cold weather without a tarp, the cold crust that forms on the load may be placed by the paver creating a cold spot in the mat that cannot be adequately compacted.  There is little consensus as to how important this phenomenon is.  Some believe this may be an important issue in the performance of pavements, and as a result there has been recent proliferation in equipment for re-mixing material as it is fed to the paver.  Other point out that we didn’t know about this effect until the advent of the thermal imaging camera – if it wasn’t a problem before, is it now?

Until this is issue is resolved, the recommendation is to tightly tarp the loads, at least for longer hauls, and prevent exposure to precipitation.  If tarps are used, they should tightly cover the load and seal over the sides of the truck bed.  Loose, flapping tarps may actually increase the heat loss.  Tarping loads for short hauls will not save much heat and may take precious time.  Tarping loads for longer hauls will not significantly raise the temperature at which the mix is delivered to the paver, but may result in a more uniform temperature mix, thereby minimizing the effect of temperature segregation.

The basic objective in cold weather paving is to keep the total time from mixing to compaction as short as possible.  Haul trucks should not be kept waiting to unload into the paver.  Minimize the handling and exposure of the HMA.  Windrow paving and transfer devises that extend the time and further expose the HMA to the environment should probably be avoided.  Move the material as a mass directly from the haul truck into the hopper of the paver.

Placement

If the HMA course is to be placed on an aggregate base, the base must be solidly compacted at or below optimum moisture and not frozen.  Frozen or excess moisture rapidly saps the heat out of HMA and may contribute to soft spots in the base.  If being placed over and existing paved surface, the surface must be dry and the tack coat material must be set.  How do you get that slow-setting emulsion tack coat to break and dry in cold, damp weather?  If obtainable, you could use rapid-curing liquid asphalt for tack.  Instances have been reported where contractors have used racetrack jet-dryers or infrared heaters to dry the surface before placement of the HMA.

Areas that require handwork or feather of the mix can probably not be placed rapidly enough to permit adequate compaction.  Work of this type should be avoided during cold weather or be considered as a temporary solution.  Construction of transverse joints must be accomplished with good technique, starting off with the screed at the joint and on starting block so that time is minimized and the need for handwork is eliminated.  Paver speed should be regulated to allow the rollers to complete compaction within the time and temperature constraints.

Compaction

Understanding that compaction is directly related to the mix temperature, it is necessary to maintain a high mix temperature during production, transportation and placement of the HMA.  The main thing to remember in cold weather paving is that the Tim Available for Compaction (TAC) is dramatically reduced.

Specifications and Quality Assurance

Is it worth the extra cost and effort to place HMA in cold weather?  Ultimately, only the person paying the bill can answer that question.  Research at Washington State has indicated that even a few percentage points less density results in double-digit percentage losses in durability (pavement life).  So if you are the owner, it probably makes sense to invest the extra cost to get adequate density if you absolutely have to have the work completed in cold weather.

How do you handle the extra cost and payment for this extra effort?  The usual way is by change order, but scarce, suitable working days can be lost while such things are negotiated and processed.  If an owner anticipates that such a situation might occur on his project, it may be worthwhile to set up an alternate bid item for the extra cost of cold weather paving in order to establish in advance a price for the extra work needed to adequately place and compact HMA in cold weather.  Issues such as changes to course thickness and mix type would have to be addressed and some quality assurance or acceptance measures might have to be altered.  If the project were to be a density acceptance project then the effectiveness of the contractor’s compaction procedures would be revealed by the acceptance cores.  If density measurements are not available, then some other measure for verifying the effectiveness of the contractor’s placement and compaction procedures would have to be established in the specifications.  The owner may require the placing of a control or test strip to ensure minimum acceptable density results from the contractor’s proposed procedures.

Conclusion

Hot mix asphalt paving can be successfully accomplished in cold weather without compromising the performance of the pavement.  The mix must be compacted while it is still in the compaction temperature range.  Adequate time for compaction can be obtained by:

  • Increasing mix temperature
  • Increasing the layer thickness
  • Minimizing the time/length of haul
  • Working the rollers as close to the paver as possible
  • Using more and/or higher-capacity rollers

12 Aug

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GR receives award for Placerville Project

August 12, 2016 | By | No Comments

George Reed has received the American Public Works Associations (APWA) Historical Restoration & Preservation award for the “Placerville Main Street Rehab Phase 2 Project”.

The project included a variety of infrastructure improvements including underground utility systems, ADA compliance, asphalt repairs and overlay, sidewalk replacement and landscape features.

Project conditions where difficult due to the downtown location.  Accommodating the pedestrians and maintaining accessibility for the local businesses was a must.  George Reed worked nights, to accommodate everyone involved.

Working in an old downtown area like Placerville has many challenges and unforeseen conditions.  George Reed was able to keep the project on schedule and in budget, and provide cost saving methods that allowed the addition of four decorative cross walks.

05 Aug

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Gone Fishin’

August 5, 2016 | By | No Comments

The GRI crew left from Berkeley Marina on July 16th and booked a fishing trip with http://berkeleycharterboats.com/. We chartered a total of three boats, one for salmon and two for bottom fishing (Rock Fish, Ling Cod and Cabazone). There were about 48 George Reed Inc. employees. As you can see from the photos, a good time was had by all!

10 Jun

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New GRI team member Keith Jones

June 10, 2016 | By | No Comments

It is our pleasure to announce that Keith Jones has joined our organization in the role of Private Works Manager. Keith has been in the construction industry for 20 years. He attended Chico State where he earned a bachelor’s degree in Construction Management.

After graduation he started his career with DSS as an estimator, and moved to the field as a superintendent.  He also spent time at Teichert Construction as an estimator and project manager.  He comes to us most recently from Goodfellow Top Grade Construction, where he spent the last 3 years as an Senior Estimator bidding private works projects. Keith is very excited to join the team and help expand George Reeds private works market.

Outside of work Keith enjoys spending time with his wife Kristy, and his two son’s Kole and Kayson.  The boys are very active in Baseball, Rugby & Soccer and therefore the family spends a lot of time at the boys sporting events. In their free time they like getting out on the lake.

Keith will be located at our George Reed Office and can be reached on his cell phone at 209-321-1503 or his desk phone at 209-557-3129.

Please join in welcoming Keith to our team.

27 May

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Table Mountain Exceeds Air Quality Standards

May 27, 2016 | By | No Comments

We installed a Baghouse, Dust Storage Silo, Knockout Box, Burner, and Mineral Return System with a surge and weigh hopper. All of the equipment except the Burner are Stansteel Products. The burner is a Hauck Megastar Burner. The personnel/Contractors that assisted in the installation include GRI Plant Operators, GRI Concrete Crew, Layman Electric, Stansteel, American Crane.

The baghouse supplies air to the asphalt plant and remove exhaust and dust created by the process of drying aggregates and mixing asphalt. The baghouse allows our asphalt plant to exceed EPA and Tuolumne County Air District standards

The equipment allows GRI to be more environmentally aware and energy aware in our asphalt production process. Where before we were wasting 3-5% of all aggregate products, now we have a full recovery system that allows us to recover and refeed that 3-5% as mineral filler product. The equipment has greatly reduced our air born emissions while increasing the quality of our asphalt mix.

23 May

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Jr. Navy Seals Honored

May 23, 2016 | By | No Comments

Friday night we opened the Reed Carseum to the Stanislaus Junior Navy Seal Annual Dinner honoring an amazing group of kids who recently competed in the 2016 Navy Seals Trident Challenge at the Naval Seal Base in Coronado, CA. Led by mentor Buddy Wesson, our Companies and the Norma and Wendell Reed Family Foundation been annually supporting this endeavor for the many years.

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