R.J. Noble Inc. is rehabilitating a 15.3-mi. section of Pacific Coast Highway (State Route 1) in Southern California under a $52.28 million contract with the California Department of Transportation (Caltrans).
The South Bay to Santa Monica project began June 15, 2026, and is scheduled for completion in late 2028 or early 2029. The work extends from Paseo Las Delicias in Torrance to Dewey Street in Santa Monica, passing through Torrance, Redondo Beach, Hermosa Beach, Manhattan Beach, El Segundo, Los Angeles and Santa Monica.
The project includes resurfacing and repairing two to three lanes in each direction, upgrading curb ramps to current Americans with Disabilities Act standards, constructing bus pads, sidewalks and bike lanes, improving drainage systems and culverts, installing new guardrail and upgrading electrical and traffic-control infrastructure.
New striping, loop detectors, signs, signal poles, pull boxes and accessible crosswalks also are part of the project.
“This project is preserving and extending the life of existing pavement to improve ride quality, as well as increase vehicle and pedestrian safety, facilitate better movement of goods, and provide enhanced pedestrian accessibility,” said Peter Jones, a Caltrans District 7 spokesman.
Much of the work is being performed during weekday overnight hours to minimize impacts on residents, businesses and motorists.
Moving Toward Paving
R.J. Noble, which was awarded the multi-year project in 2025, has completed or is progressing on ADA ramps, electrical improvements, bus pads and slab replacements, also known as cross gutters.
Over the coming year, the contractor will complete much of the concrete and electrical work while transitioning into the project's major asphalt paving operations. The paving schedule is being coordinated with preparations for the 2028 Summer Olympics.
“We anticipate beginning the paving operation tentatively in mid-November, inclusive of the segment between Venice Boulevard and Dewey Street,” said Francis Garcia, R.J. Noble's senior project manager.
The first resurfacing and pavement rehabilitation phase runs from Station 1698+00 to 1762+00 and must be completed within 250 working days. Paving in that segment is expected to be completed by the end of November.
“Once complete, we'll proceed south through the project and turn around every 5-mile segment,” Garcia said. “At some point, the paving, electrical loops and striping will work simultaneously in different phases of the project like a conveyor belt.”
Approximately 90 percent of the pavement rehabilitation will use rubberized hot mix asphalt gap graded (RHMA-G). The work is progressing from the northern end of the project southward.
Approximately 70,000 tons of existing pavement will be milled and replaced with about 70,000 tons of new asphalt. The milled material cannot be recycled on site.
“The majority of the project is designed for a .20-ft. pavement section on 80 percent of the project,” Garcia said.
Milling and paving operations will occur simultaneously, allowing crews to mill and repave the roadway during the same overnight work window.
For the cold-planing and overlay operations, R.J. Noble is using a Roadtec RX700e-3 cold planer, Roadtec RP-250e paver and a Cat CB10 roller.
Paving operations generally will be conducted in 1- to 1.5-lane-mi. segments. Other work, including concrete ramps, slab replacements, bus pads, electrical modifications, inductive loops, striping and drainage improvements, will take place in shorter segments.
Full-depth reconstruction ranging from 3 to 8 in. will be performed at most intersections.
ADA Work Presents Challenge
One of the project's biggest logistical challenges involves reconstructing the numerous ADA curb ramps while maintaining safe access for the public.
Garcia said the previous Pacific Coast Highway project used rapid-set concrete for ADA ramps, allowing crews to pour, strip forms and backfill curb slots during the same overnight shift.
The current project specifications call for conventional minor concrete, which requires a considerably longer construction sequence.
“With minor concrete, the sequence is form and pour curb returns, strip curb return forms, form for landings, pour landings, allow for a 24-hour cure and hope that by Thursday night the ramp is cured enough to strip the forms and backfill the slot with asphalt in time for the weekend,” Garcia said.
The difference has increased the amount of time individual ramp locations remain under construction.
R.J. Noble and Caltrans are discussing whether the construction methodology can be modified to accelerate the work.
“The change will result in a significant cost increase,” Garcia said, “however, safety for the traveling public and convenience should be considered.”
To date, the project has not encountered significant soil, water or utility conflicts.
“While the job doesn't anticipate any issues with underground work, it doesn't mean there won't be,” Garcia said.
Drainage Work Ahead
Drainage improvements at the southern end of the project near Palos Verdes Boulevard are scheduled to begin in early 2027, potentially in March or April.
The work will start with excavation and removal of existing facilities, followed by installation of reinforced concrete pipe, culverts and catch basins. Crews then will construct the associated concrete flatwork and turn pockets.
“It may be completed concurrently with other operations, just depending on the phasing and progression of the schedule,” Garcia said.
Equipment for the drainage work will include a backhoe, excavator, skiploader and steel-drum roller. The paving operation will use the same basic paver and roller equipment deployed elsewhere on the project.
Guardrail work at Culver Boulevard and Lincoln Boulevard has been completed. The work included a concrete anchor block, Midwest Guardrail System and vegetation control. O'Duffy Construction performed the anchor-block work and Maneri Traffic Control installed the guardrail.
The project uses standard MGS with an AGT tri-beam connection and SFT end treatment at the anchor block.
Coordinating Crews, Equipment
R.J. Noble's management team includes General Superintendent Chuck Spiers, Senior Superintendent William Wright and On-Site Foreman Taylor Moore.
Garcia said close coordination among the crews is essential because concrete and electrical operations frequently take place in the same work areas.
“The team is very proactive and efficient,” he said. “We have open communications and receive constant updates on the scope. Between the current crews consisting of electrical and concrete, there is constant coordination to schedule and plan work effectively in order to efficiently complete the concrete work simultaneously with the electrical work.”
More than 25 R.J. Noble and subcontractor personnel can be on site during busy shifts. Major subcontractors include Nobest Inc., which is handling concrete work, and California Professional Engineers. Together, the subcontractors account for approximately 30 percent of the contract.
R.J. Noble generally owns the equipment it uses on the project but also works with vendors including Mr. Squirts Water Trucks, Sandoval Sweeping and Cutting Edge for equipment and support services.
Equipment maintenance is a key component of keeping the multi-year project on schedule.
“The main repairs for the grinder equipment are the carbide teeth,” Garcia said. “At the end of each shift, we must inspect and replace any damaged teeth. Otherwise, most of the failures are very minor and do not impact production.”
Mechanics are available on an on-call basis, while yearly, monthly and daily inspections are used to identify potential problems before they affect production.
Garcia said maintaining strong relationships with equipment dealers and suppliers also contributes to safe and efficient operations.
“The dealerships are helping by becoming a vital part of the operation in regards to housekeeping and maintaining clean and safe conditions at the construction site,” he said. “The basis of any relationship is loyalty.”
As R.J. Noble moves from concrete and utility improvements into the project's major paving phase, crews will increasingly work in overlapping segments along the 15.3-mi. corridor.
The phased approach is intended to keep the heavily traveled highway operating while the contractor completes the pavement rehabilitation and accompanying safety, accessibility, drainage and traffic improvements.
