Security Paving Co. Inc. is nearing completion of a $23.5 million project to remove and reconstruct Taxiway S at Ontario International Airport in Southern California, with final work scheduled to wrap up in September.
The approximately 2-mi.-long taxiway connects aircraft operating on the airport's southern side to Runways 26L-8R. The project began in January as part of an ongoing program to upgrade the airport's airfield infrastructure and accommodate its growing cargo operation.
Ontario International Airport, located in southwest San Bernardino County, is the eighth-busiest airport in the United States by cargo volume in 2026. It handles a significant share of freight moving between the ports of Los Angeles and Long Beach and destinations throughout the country.
Taxiway S was built in 1990 and was rated in fair condition in the airport's latest Airport Pavement Management System report.
“Taxiway S is a major south-side parallel taxiway that plays an important role in moving aircraft between the runways, aircraft parking/staging areas and the cargo/airfield areas,” Michael Bishara, vice president of capital development of Ontario International Airport, told Construction Equipment Guide. “It provides an east-west aircraft movement route on the south side of the airfield, generally serving aircraft operating to and from Runways 26L and 26R. It accommodates ADG VI aircraft, including very large cargo aircraft.
“This project reconstructed the full-strength taxiway and shoulder pavement along Taxiway S, east of the Cucamonga Channel. It was divided into multiple phasing areas to maintain operation on the south side at all times.”
Burns and McDonnell designed the Taxiway S project and also is designing the airport's next major runway project.
”The challenges included maintaining runway operations and access to cargo and terminal facilities,” said the design team, “minimizing impacts to existing drainage, coordinating around FAA communications, electrical and NAVAID utilities and redesigning the project from rehabilitation to full reconstruction after investigations revealed more extensive pavement deterioration.”
The lifespan for the runway pavement will have a similar lifespan to that of Taxiway S. It will be constructed sing the same materials and drainage system.
The taxiway reconstruction follows a $90 million runway rehabilitation project completed in December 2024 by Coffman Specialties. That two-phase project involved rehabilitation of the airport's southernmost Runway 8R-26L, which is approximately 10,000 ft. long and 50 ft. wide.
Crews removed approximately 45,000 tons of concrete and placed 80,000 sq. yds. of new concrete. The work also included rehabilitation of Taxiways K, L and Q, elimination of Taxiway P, construction of a new South Vault and Taxiway S8 and installation of LED lighting and other improvements.
The airport's improvement program will continue in January 2027, when construction is scheduled to begin on the 2,600-ft.-long Keel Section of North Runway 8L-26R. The project also includes rehabilitation of Taxiways N, U and W. Both projects are being financed through a combination of federal Airport Improvement Program funds and local funding.
Fast-Paced Reconstruction
Security Paving photo
Security Paving's Taxiway S work includes removal and replacement of the 17.5-in. Portland cement concrete taxiway pavement, asphalt concrete shoulders, cement-treated subgrade, a double 60-in. drainage system, electrical components, joint seals and striping.
Most major construction operations are complete. Crews are concentrating on punch-list work, project closeout, final electrical work, minor spall repairs and remaining bid items.
“One of the biggest construction challenges is performing the work within an active airport environment while minimizing impacts to ongoing operations,” Thomas Mattivi, Security Paving's project manager, told CEG. “Access restrictions, security requirements, limited work windows and the need to coordinate construction activities around aircraft movements all add complexity to what would otherwise be a straightforward construction operation.
“These challenges are being overcome through detailed planning and constant coordination between the construction team, airport personnel, and other project stakeholders. Work is carefully phased so that crews, equipment and materials can move efficiently while maintaining the required separation from active airport operations.”
The project moved quickly, with the taxiway reconstruction taking place from March 14 to July 31.
“The progress of the work all happened extremely fast as it was around a four-month project,” Mattivi said. “With that said, there have been challenges within the project to meet those dates.”
The existing taxiway was removed during March and April. Because the work was divided into several phases, the duration varied from two days for the smallest phase to approximately two weeks for the largest.
“Because the project was divided into multiple phases of significantly different sizes, the duration varied by phase,” Mattivi said. “Our largest phase took approximately two weeks to complete, while our smallest phase was completed in approximately two days. Our approach was to sequence the demolition and removal operations so that concrete breaking, excavation, loading and hauling could operate continuously and efficiently. Maintaining production was particularly important because all of this work controlled the remainder of the subsequent operations.
“One of the biggest challenges was the sheer size and thickness of the existing pavement, combined with the logistical constraints of working at an active airport,” he added. “The work also had to be performed without damaging pavement or infrastructure that was designated to remain. Maintaining the planned sequence was critical because delays in one operation, whether breaking, excavation, trucking or disposal, could affect the entire removal operation.”
Crews removed pavement ranging from 17.5 to 23 in. thick using multiple sawcuts and a tumbler to break up the concrete. Three to four excavators typically worked during a shift.
“If necessary, a small amount of the subsoil was removed,” Mattivi said, “but the majority of it was mixed with cement to create a CTB [cement-treated base] and used as our underlying section of the concrete.”
After demolition, site preparation crews installed mat rebar before placing new P-501 Portland cement concrete designed to achieve a compressive strength of 650 psi at 28 days.
“We completed all pours in 15 individual pours, which were a mix between a 42.5-ft.-wide concrete paver and hand pours,” Mattivi said.
Drainage, Electrical Work
Security Paving photo
A major component of the project was installation of a storm drainage system consisting of two side-by-side 60-in. polyethylene pipes. The pipes, totaling 1,395 ft., were installed approximately 14 ft. below grade on the infield side of the taxiway.
Multiple crews worked simultaneously during seven runway closures.
“We had multiple crews working simultaneously to keep the operation moving efficiently,” said Mattivi. “One crew handled the excavation, with one excavator removing the material and passing it up to a second excavator that loaded the trucks. Another crew placed and prepared the aggregate beneath the pipe, while a separate crew set the pipe. A fourth crew followed behind, backfilling and compacting the material over the newly installed pipe.
“This work required seven separate runway closures,” he added. “During each closure, approximately 300 to 500 ft. of the operation was completed within a 24- to 48-hour window, requiring close coordination between the multiple crews to keep each stage of the work progressing efficiently.”
Security Paving also installed electrical components to bring existing airfield infrastructure into compliance with current Federal Aviation Administration requirements. The work included centerline lights, edge lights and illuminated sign panels, along with runway edge and threshold lighting.
Equipment, Materials
The project was heavily equipment driven. During demolition, crews used a Fendt 500 Vario towing an impact roller, Cat 340 excavators equipped with H160 hammers and Cat 335 excavators with heavy-duty buckets.
CTB placement and grading operations used a Cat 150 motor grader equipped with Trimble Earthworks, Cat 930 loaders, a Cat 613 scraper and a Cat 415F skip loader.
Concrete production took place on site with a RexCon Model S batch plant. Placement equipment included a GZ850 slipform paver, GOMACO RTP 500 placers, a triple roller tube paver, a Multiquip SuperScreed and a GOMACO TC rig.
Security Paving's Recycled Base Materials subsidiary supported demolition and concrete recycling operations. The taxiway demolition generated approximately 80,000 tons of material.
“No materials were recycled for use on site,” said Mattivi, “but we brought in our crushing division, Recycled Base Materials, which crushed 82,000 tons and then hauled it off for reuse elsewhere.”
The project required approximately 60,000 sq. yds. of new PCC pavement and 11,100 tons of asphalt concrete pavement.
Additional equipment included Cat 336 excavators equipped with H160 breakers and P214 secondary processors, a Cat 988 wheel loader, a Terex Cedarapids JS3054 jaw crusher, a Cat 950 loader, a Cat TL1055 telehandler, a Schwarze M6 Avalanche sweeper and a McLellan 4K water truck.
Peak staffing reached approximately 50 Security Paving and subcontractor personnel. Major subcontractors included Ensley Electric & Pavement Recycling Systems and Monzon and Sons, which provided trucking services.
Equipment reliability also has been critical to maintaining the compressed schedule.
“We have a dedicated team of 11 experienced mechanics who are prepared to mobilize to the job site at any time,” Mattivi said. “This allows us to proactively address equipment showing signs of potential failure, as well as respond immediately to unexpected breakdowns. Having this level of mechanical support available helps minimize equipment downtime, maintain production and prevent a single equipment issue from disrupting the overall operation.”
With major reconstruction operations complete, Security Paving is focused on final electrical work, minor repairs, punch-list items and closeout activities ahead of the scheduled September completion.
