Following several months of site preparation and preconstruction activity, including the placement of protective K-rail barriers, Security Paving Co. Inc. has begun active operations on the California Department of Transportation's $34 million State Route 91 Sign Rehabilitation Project.
The three-year asset-management initiative spans a 14.7-mi. corridor of SR 91 in Los Angeles County, stretching from Vermont Avenue in Gardena east to postmile 20.7 at the Orange County line in Cerritos. The highway segment, constructed between 1970 and 1985, features five traffic lanes in each direction and carries up to 284,000 vehicles daily, according to 2024 Caltrans traffic census data.
Financed through the State Highway Operation and Protection Program using state and federal matching funds, the multi-asset project has been in the planning pipeline since 2019. Caltrans officials anticipate project delivery by summer 2029.
Comprehensive Capital Scope
Designed by the Caltrans Division of Design, the contract encompasses widespread infrastructure modernizations along the corridor. Primary deliverables include:
• Rehabilitating 12 overhead sign structures and replacing 1,507 sign panels.
• Installing 7,157 linear ft. of upgraded Midwest Guardrail System and Alternative In-Line Terminal guardrails.
• Constructing improvements to eight worker safety barriers and nine worker safety access points.
• Retrofitting bridge railings at the westbound SR 91 Alameda Street/Santa Fe Avenue off-ramp.
• Restoring full irrigation systems across 18 acres of highway roadside plantings.
According to Caltrans District 7 spokesperson Colleen Park, the project was prioritized to address systemic retroreflectivity loss and operational degradation across the aging corridor.
“The scope of this multi-asset project involves work along a large area,” Park told Construction Equipment Guide. “This requires a longer period, as work must be coordinated along the many other projects along the route. The legibility/visibility of existing roadside and overhead sign panels within the project limits do not meet current standards for sign retroreflectivity.”
“Updating these structures will help reduce operation and maintenance costs,” Park added. “Irrigation systems along the highway and at on- and off-ramps are damaged or not working as originally intended, resulting in diminished landscaping. Improvements are needed to restore the landscaping and improve the effectiveness of irrigation to maximize water conservation.”
Safety enhancements were also factored into the design phase to minimize long-term highway exposure for maintenance personnel.
“Some roadside areas are difficult to access and maintain due to their proximity to mainline and ramp traffic,” Park said. “This increases the duration of maintenance worker exposure to traffic. Upgrades to access points will improve safety by minimizing maintenance worker exposure to live traffic during routine maintenance activities.”
To maintain effective long-term asset performance while curbing material theft, designers incorporated specialized subsurface utilities.
“Design challenges included the problem of future theft or vandalism to the irrigation systems that would reduce their effectiveness,” Park said. “In order to deter theft and vandalism, new irrigation facilities include irrigation bubblers which will be buried with electronic ball markers. The underground marking system is more cost-effective than installing tamper-resistant devices.”
Park noted that retroreflective sign panels carry a standard service life of 12 years, while slope paving finished with rock cobbles lasts 15 to 20 years.
“The sign panels will be replaced with American Society for Testing and Materials (ASTM) Type XI retroreflective sheeting,” Park said, “which does not require electricity/external lighting to illuminate signs.”
Construction Phasing, Logistics
Security Paving photo
Security Paving's site mobilization began with night operations to establish safe work zones across the heavily traveled route. Crews have staged approximately 3 mi. of 20-ft., 3.5-ton concrete K-rail sections using Cat M332 wheeled excavators and Terex T340XL truck cranes.
Traffic management strategies rely primarily on shoulder closures to minimize impact on daytime commuter traffic, reserving full lane reductions for specialized overhead tasks.
“The majority of the work will only require shoulder closures and maintain the traffic lanes open,” Park said. “Overnight lane reductions or closures will be required to allow for overhead signs and lighting removal work.”
To launch field operations, contractors systematically phased traffic shifts and site prep across active segments.
“The work will begin by installing all construction area signs to facilitate efficient nightly traffic control and traffic shifts,” Anthony “T.J.” Mattivi Jr., area manager for Security Paving, told Construction Equipment Guide. “A survey will then establish stationing and layout for the K-rail required for the [maintenance vehicle pullouts], concrete barriers and Stage 1 construction at the WB 1 off-ramp and the Santa Fe/Alameda off-ramp. Once traffic control is in place, the existing yellow thermoplastic traffic stripe (hazardous waste) will be removed and replaced with temporary traffic paint.”
“After the project is completed, the temporary striping will be removed, and the final permanent traffic stripe tape will be installed,” Mattivi said. “Stamped and broom-finished concrete areas will be excavated and prepared with aggregate base so that A.M. Concrete can perform the concrete placement operations.”
“Concurrent with these activities, crews will perform electrical work, prune vegetation and clear roadside vegetation to prepare the corridor for the subsequent installation of irrigation systems and landscaping,” he added. “Guardrail removal and replacement operations will also occur concurrently.”
Subsurface foundation work is scheduled ahead of major structural deliveries, which carry significant fabrication lead times.
“CIDH sign foundations will be drilled while awaiting fabrication of the overhead sign structures, which have an anticipated lead time of approximately eight months,” Mattivi said. “Once the overhead sign structures are delivered, the existing overhead signs will be removed and replaced, new overhead sign structures will be installed, and the permanent roadside signs will be installed to complete the project.”
Contractor operations over the next 12 months will center on constructing maintenance vehicle pullouts, pouring stamped and broomed concrete, setting additional barrier walls, and drilling cast-in-drilled-holes (CIDH) concrete shafts.
Structural, Subcontractor Execution
Caltrans photo
Major structural elements include overhead sign trusses manufactured in Utah that stand roughly 30 ft. tall. Electrical installations for the structures will require foundation borings using a CZM LR85 drill rig, taking four to five days per site.
Concurrently, specialized task forces will handle roadside landscaping along the 18-acre corridor.
“The existing irrigation will be cut and capped as needed to facilitate construction in the work area,” Mattivi said. “Once our work is complete, Marina Landscape will remove the existing irrigation system and install the new irrigation improvements.”
Off-ramp bridge railing retrofits and remaining guardrail runs are scheduled to begin in early 2027, using SPCI metal forms, timber forming systems, and boom trucks. Modernization of flat roadside sign panels is underway using utility pickup trucks and aerial manlifts.
Security Paving's field executive team includes Project Manager Luis Rios, Project Superintendent Jeremy Strobl, and Joel Medina, operations manager of the Structures Division. The job site averages 20 trade workers and specialty subcontractors daily. Prime subcontractors engaged on the project include:
• A.M. Concrete
• Ace Fence Co.
• Fortte Construction Inc.
• Galvan Reinforcing Co.
• Gridlock Sign & Safety Solutions
• Maneri Traffic Control
• Marina Landscape Materials
Fleet, Maintenance Strategy
To support multi-site tasks, Security Paving deployed a dedicated equipment spread of roughly 15 primary units, including Cat M332 excavators, Terex T340XL cranes, Cat 303.5 CR mini-excavators, Cat CB24 tandem vibratory rollers, and Cat 262 skid steer loaders. Fleet assets are procured through regional suppliers Quinn Cat, Cal Lowbed, and United Rentals.
Mattivi credited field personnel and union trade labor for maintaining high equipment uptime under demanding urban highway conditions.
“The challenges on this project are typical of most Caltrans highway projects, including maintaining traffic, working within limited lane closure windows and resolving design issues as they arise,” Mattivi said. “Fortunately, we have a strong working relationship with the department and view them as an integral part of the project team. By working collaboratively, we are able to address challenges quickly and keep the project moving forward.”
“The project is progressing well,” Mattivi said. “We can manage many sites by having open communication to be able to overcome any obstacles that we run into. We work as one team with Caltrans, and that partnership is a key to the project's success.”
Addressing operational maintenance, Mattivi added: “Fortunately, equipment maintenance has been minimal throughout the project. This is a testament to our crews' commitment to properly maintaining the equipment, as well as the expertise and responsiveness of our highly skilled union mechanics, who keep our fleet operating reliably and efficiently.”
