Nestled high on the saddle between Mauna Kea and Mauna Loa mountains on Hawaii’s Big Island is the Pohakuloa Training Area (PTA). Located over 6,000 feet above sea level, PTA is the largest U.S. military training ground in the Pacific. The base is also home to Bradshaw Army Airfield, which has an asphalt runway (designated 9-27) approximately 3,700 feet long and 108 feet wide.

Originally constructed in the mid-1950s, the aging runway required upgrades to meet the evolving needs of the U.S. military. To address this, the U.S. Army undertook the effort to rehabilitate the runway and upgrade key airfield infrastructure. The project was awarded to Hawaii-based Elite Pacific Construction, Inc. (EPC), who served as the general contractor. EPC partnered with Jas. W. Glover, Ltd. (JWG)—also a Hawaii-based general contractor, construction materials supplier, and paving contractor—to perform the runway rehabilitation work.

While the project addressed many aspects of the airfield’s infrastructure, this article will focus specifically on the runway’s condition prior to rehabilitation, as well as the challenges and successes encountered in the mix design, production, and placement.

How to Stripe an Airfield

Runway Condition Prior to Rehabilitation

Before rehabilitation began, the runway was assessed for both smoothness and the extent and severity of cracking. Smoothness was measured using the Profile Ride Index (PRI) with a California-type Profilograph. Results showed that the center portion of the runway had a PRI of approximately 20 inches per mile. However, PRI values increased significantly toward the edges, reaching up to 70 inches per mile in some areas.

Due to site conditions, the contractor was unable to collect complete Profilograph data in certain sections. Heavy vegetation, potholes, and loose chunks of asphalt along the profile path prevented accurate measurements in those areas. Regarding cracking, there were numerous small (up to ¾ inch wide) to medium (up to 1½ inches wide) cracks running both longitudinally and transversely along the full length of the runway. Near the runway edges, extensive vegetation had grown through a dense network of cracks, extending roughly 20 to 25 feet toward the centerline. In some areas, the cracking was so severe that large sections had broken away, leaving gaps exceeding 5 inches wide. In total, over 15,000 linear feet of small cracks, 13,000 linear feet of medium cracks, nearly 1,500 square feet of large cracks, and more than 27,000 square feet of full-depth pavement repair were identified within the main runway. There were also several sunken areas within the primary landing zone, likely caused by subbase issues due to the aged runway and shifting or compacting under the repeated load of large aircraft using the airfield.

Crack Repair and Milling

The project scope included the full removal and reconstruction of the outer 24 feet on each side of the runway, while the center 60 feet in width was slated for an asphalt overlay. However, this central portion exhibited extensive surface cracking that required proper repair to ensure a stable and long-lasting finish. The repair process began with the removal of the existing crack sealant, followed by thoroughly cleaning the cracks to allow for proper bonding of the new sealant—a combination of asphaltic resin and polymer rubber.

The more severely damaged areas were milled down to the subgrade using a cold planer. A new base course layer was placed and compacted to 100% of the modified-proctor density and then paved with the approved asphalt mix. With the repairs completed, the runway was finally ready for the full overlay.

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Mix Design and Production Challenges

The Hot-mix asphalt (HMA) and paving operations were required to comply with the guidelines outlined in UFGS Section 32 12.15.13. This specification imposes rigorous standards for HMA design and during production to ensure long-term performance and durability.

Designing HMA with volcanic aggregates—commonly available in Hawaii—came with unique challenges. The aggregates used in the mix design were highly absorptive, leading to high asphalt binder absorption. Further, the project site was about an hour from the asphalt plant, so accurately accounting for asphalt absorption during the mix development phase was critical to ensuring the volumetrics of the mix met the project-specific requirements. Factoring all these concerns, the contractor’s quality control department submitted a proposed mix design for the asphalt plant in Waimea, located on the west side of the Island. The mix design was approved after a thorough review by the United States Army Corps of Engineers’ (USACE) Transportation Systems Center (TSC).

The paving contractor faced challenges managing the dust-to-binder ratio in the mix during production, mostly due to changes in the sand compared to what was used when the original mix design was developed, leading to a few weeks of paving delays. Adding to the complexity, the asphalt plant in Waimea was scheduled to be relocated around the same time for another paving project. To maintain progress, a new mix design was developed using aggregates from a different source for the asphalt plant located in Hilo, located on the east side of the Island. After a careful review by USACE’s TSC, the new mix received the green light, and paving quickly resumed with minimal disruption.

Although not required by the project specifications, the proposed mix designs were also verified for optimum asphalt content using a simple analytical procedure published in the ASTM’s Journal of Testing and Evaluation, titled “Simple Analytical Procedure to Estimate Optimum Asphalt Content.” This additional verification produced results that closely matched the optimum asphalt content of the proposed mix designs, offering further validation and confidence in the final design asphalt content and the procedure.

Reconstruct Airfield Runway Pavement

Ensuring Effective Paving

The project site, situated at approximately 6,000 feet above sea level between two mountains, presented the working crew with unique challenges—including scorching heat and persistent gusty winds. These winds were intensified by the valley’s geography, which seems to act like a natural wind tunnel, accelerating airflow between the two mountain peaks. This not only complicated paving but also created mix cooling challenges.

Despite the roughly one-hour hauling distance from the plant, the hauling of mix was well managed throughout. Mix temperatures stayed mostly within the target range, with only a few minor exceptions. Paving was done in 18-foot-wide passes at variable depths, mostly between 2 and 3 inches, using a standard rolling sequence of breakdown, intermediate, and finish rollers to ensure proper compaction. Longitudinal joints were carefully constructed after cutting back the existing pavement edge to promote strong bonding, with joint surfaces thoroughly cleaned and tack coated before placing new asphalt.

The paving crew, aware of the field conditions and the stringent specification requirements, approached and executed the paving operation to meet the project’s demanding standards. The quality control department provided critical support in continuously monitoring mat and joint densities. Cores drilled for thickness and density testing met specifications. Final profiling after paving revealed some areas needing grinding, and the quality control department worked closely with the grinding crew to address all must-grind bumps. The PRI showed a significant improvement of 57% to 90%, reflecting the collaborative efforts of the paving and quality control teams in overcoming tough conditions to deliver a high-quality runway.

Military Airfield Testing Introduces December Lab Equipment Gallery

Conclusion

Despite a few minor hurdles along the way—ranging from material adjustments to environmental and logistical challenges—the success of the runway rehabilitation at Bradshaw Army Airfield was a direct result of strong communication and coordination between EPC and JWG. While each team operated within its scope of responsibilities, it was our shared commitment to quality, problem-solving, and teamwork that ensured the project stayed on track.

The end result is a significantly improved runway that meets rigorous military standards and is ready to support the ongoing mission at the PTA for years to come. To mark the completion of this important effort, a ground blessing ceremony for the newly rehabilitated runway was held on Sept. 23, 2025, honoring local tradition and as a gesture of respect for the land.

In this no-nonsense guide, the owner of American Pavement Specialists lays out the habits and standards his crew follows to deliver blue-collar quality you can see, not just measure.

When people talk about asphalt quality, they usually mean numbers. They’re talking density, profile, smoothness. And that stuff matters. We hit those numbers every day.

But there’s another kind of quality that’s just as important. I call it blue-collar quality. It’s what the crew sees. It’s what the customer remembers. It’s the broom lines, the edges, the finish. It’s whether you showed up ready, laid it down right and left the job looking like it should.

At American Pavement, we don’t just hit the numbers. We make sure the whole job reflects the pride we put into it. If you want to build that kind of quality, here’s where it starts.

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1. Quality Starts at Clock-In

Quality control doesn’t start with a test or a spec sheet. It starts the minute your boots hit the ground.

At American Pavement, most of the crew clocks in at 6:15. But I’ve got guys who roll in at 5:45 to start loading trucks, checking tools and making sure we’re not chasing down missing gear when we should be paving. Every shovel, broom, rake and tape measure has a place—and it better be there.

If you show up to the job and realize you forgot something simple, like a transit or the chalk box, you’ve now delayed your start, pulled someone off task to go get it, or worse, you’re stuck without it. And when you don’t have the right tool for the job, quality takes the hit.

If you want to lay down a quality mat, it starts with showing up ready with tools in hand, mind on the mission. That’s how you set the tone for the day. That’s how you build quality from the ground up.

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2. Run Your Race, Your Way

At American Pavement, we have a certain way we do things and everybody on the crew knows it. Whether it’s how we prep equipment in the morning or how we leave a site at the end of the day, there’s a standard. And when everyone’s pulling in the same direction, quality becomes the norm, not the exception.

That doesn’t mean our way is the only way. I was helping another contractor recently, jumped in a machine, and started working how I usually do. He politely stopped me and said, “We have a certain way we do things around here.” And I respected that. His crew knew their system, they followed it, and they got the job done right. That’s what matters.

You don’t need to copy what the next guy’s doing. You need to know your own process and make sure your team sticks to it. That’s how you keep quality consistent. That’s how you build trust, job after job.

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3. Don’t Cowboy the Equipment

At American Pavement, we expect full production out of every machine we own. But we also expect our operators to respect that machine. That’s what I mean when I say, “Don’t cowboy the equipment.”

That means no driving too fast, no rough handling, and no running a machine harder than it’s built to be run. When you push a machine past the point of smart operation, you’re not helping the team. You’re risking the job, the schedule and the equipment we rely on to achieve quality.

And it’s not just the big iron. It’s the shovels, rakes, brooms—every tool on that truck matters. If you run over a broom and now we can’t sweep the job, that’s not a small mistake. That’s a direct hit to our finish.

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4. The Foreman Walk-Through

Before the first ton hits the ground, our foreman walks the site. We treat that walk-through like it’s part of the work. It’s our chance to make sure nothing’s going to get missed, broken or misunderstood before the machines fire up. That includes checking access, spotting utility covers, planning truck routes and making sure nobody’s tracking asphalt into the porta-john and back across the jobsite.

We’ll also confirm with the customer that we’re on the same page about what quality means for this specific job. For example, some customers want the smoothest finish possible. Others want a little texture for traction. Either way, we get clear on expectations before we lay a single foot of mat.

The walk-through also gives us a chance to flag any other customer concerns—don’t drive on the lawn, don’t block the driveway, don’t scare the dog. Ignore those small details, and you’ve already damaged the customer’s perception of our commitment to quality on the big things.

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5. Perception Is Quality

Asphalt is a visual trade. We’re not pouring footings or running conduit underground. We’re the last ones in, and our work is what everyone sees. You can hit every number on the spec sheet—grade, compaction, temperature—but if the site looks sloppy, the customer’s going to think the work is sloppy.

To the untrained eye, a well-swept site with straight joints and crisp transitions looks like a quality job. And to most customers, that is the definition of a quality job. That’s why we pay attention to the finish. Clean lines, swept edges, no stray piles of mix, no tire tracks where they don’t belong. Those details matter, even if they don’t show up on a test result.

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6. Use the Right Equipment for the Job

You don’t just grab whatever machine’s available and hope it works. If you want a quality result, you’ve got to match the equipment to the job.

At American Pavement, we run three different pavers, three different mills, and several sizes of rollers and trimmers. We do this because a tight cul-de-sac doesn’t want the same paver you’d run on a big commercial lot. And if you try to muscle a 28-foot paver into a 150-foot section of winding roadway, you’re going to fight that job all day—and your finish is going to show it.

Having the right equipment doesn’t guarantee quality, but it makes quality possible. The wrong setup, no matter how skilled your crew is, will work against you.

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7. Know Your Craft

Not every job comes with a stack of specs to meet. In fact, about half the asphalt we lay doesn’t require any density testing at all. That might mean we don’t bring out the density gauge or use PaveScan tech on that particular job. But that doesn’t mean we’re not paying attention.

Asphalt was laid for hundreds of years before we had all this technology. What did folks do before they had all this technology at their fingertips? They relied on their experience! And that’s exactly what we do when the tech’s not on the job. We rely on experience, just like the folks who came before us.

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8. Revisit Your Work

We’re lucky that we’re a local contractor. That means I pass a lot of our jobs just going about my day—weeks later, months later, sometimes years. And I pay attention. I want to see how it held up. I want to know what worked, what didn’t, and what we can do better next time.

That’s how we get better. Sometimes we change our pattern. Sometimes we adjust which direction we pave. Sometimes we flag a mix that didn’t perform the way we hoped. But we don’t learn any of that unless we go back and look.

Quality isn’t just about the job you finished yesterday. It’s also about the job you’re going to do better tomorrow.

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9. Know When to Say No

At American Pavement, we know what kind of work we’re set up to do well and we try to stay in that lane. When we chase projects that don’t match our equipment, our schedule or our crew’s strengths, quality suffers. Not because the team isn’t trying hard, but because the job throws them curveballs they shouldn’t have to deal with.

You can have a great crew and still end up with a bad result if the project isn’t a fit. That’s why sometimes the smartest thing you can do is say no.

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10. Quality Is a Moving Target

What passed for a quality job 10 or 20 years ago might not pass today. Standards change. Expectations change. You’ve got to be willing to change with them.

You’ve got to be open to the idea that there might be a better way than how you learned it. That doesn’t mean the old way was wrong. It means we know more now. And if you’re not willing to adapt, you’re going to get left behind.

Quality isn’t a fixed point. It’s something you have to keep chasing.

I’ve had cars drive over a fresh mat and wreck a lane before we could even get the roller on it. That’s why we plan traffic like we plan everything else—because once that paver starts moving, we don’t want to stop.

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The Bottom Line

The spec book tells you what quality looks like on paper. Blue-collar experience tells you what it looks like in the field. You need both. One proves the work. The other gives it pride.

And pride doesn’t come from checking a box. It comes from how you prep, how you pave and how you leave the site when it’s done. That’s what quality means to me.

Award-winning project uses both profiling and density technologies in real time

Density and smoothness directly impact the quality, durability and performance of asphalt pavements. Overall, they’re both vital to a paving contractor’s success, impacting not only the functional and aesthetic quality of the pavement but also the financial outcomes of paving projects. The acquisition of AMES Engineering, Ames, Iowa, by TransTech Systems Inc., Latham, New York, in May 2024 was a significant milestone in the integration of two technologies that allows contractors to work with a single entity to monitor these important pavement conditions.

TransTech Systems provided the research and development of the first non-nuclear asphalt density gauge starting in 1996, cumulating in the latest model, the PQI 380. This technology uses electrical impedance to monitor in-place asphalt density. AMES Engineering has developed sensor technology for pavement measurements. Over the years, they have worked side-by-side with the paving industry and government agencies to develop high quality road profiling and measuring systems.

Companies such as E&B Paving, with headquarters in Anderson, Indiana, use these technologies and the experience of working with both companies has brought positive results to paving projects. Kendall Wright, QC manager of E&B Paving commented on the benefits of using both testing systems on a single project.

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“To maximize pay, monitor and maintain quality, together these tools help build best paving practices and control quality on both density and smoothness to maximize the life of the pavement,” Wright said.

The single project he zeroed in on spanned two counties in Indiana. “On contract R-42373, which was SR-327 Dekalb County, Indiana, and SR-4 Steuben County, Indiana, we used the TransTech PQI380 non-nuclear gauge for checking all of our density and the Ames Inertial Profiler for checking smoothness.”

The crew accomplished R-42373 with best milling, stabilizing and paving practices. For example, on SR-327, they milled off all existing asphalt and performed soil stabilization and modification ahead of two lifts. The first was 2.5 inches of 19.0mm intermediate and 1.5 inches of surface course. On SR-4, the crew milled and filled 2.5 inches of 19.0mm intermediate and 1.5 inches of 9.5mm surface course. “The two state roads combined were 22 lane miles of pavement,” Wright said.

The team also monitored quality control/quality assurance (QC/QA) as part of their best practices, blending the use of the TransTech and Ames technologies.

TransTech Systems Model 380 PQI Builds on 25 Years of Non-Nuclear Tech

“On this project, the team was able to utilize both tools—the TransTech PQI380 density gauge and the Ames Inertial Profiler—to make well informed decisions,” Wright said. “As an example, using the inertial profiler allowed them to know what existing conditions were and if there were areas of concern as far as smoothness that needed to be addressed before each lift of asphalt. This in turn also helps with density and with using the PQI380 to monitor the field compaction, we could continuously adjust rollers to maintain optimum compaction.”

Optimum compaction was evident in the numbers. The average density on the project was reported at 93 to 95%. “The average MRI on this project for smoothness was 36 inches per mile,” Wright said.

Three Steps Can Improve Your QC

This kind of success takes a desire to improve quality from all the entities involved. Wright spoke of the TransTech and Ames commitment to the paving industry:

“Yes, this in part to both being committed to quality and accurate equipment along with having excellent customer support. Together I can see them staying up on the ever-changing technology and delivering equipment to help improve the quality and best paving practices.”

Get Repeat Business with Quality Compaction

He also spoke of the commitment and performance from his own E&B Paving team:

“The crews drew off the experience of the superintendent and general superintendent along with the quality control managers and utilized the experience and knowledge to their advantage. The crew had a first-year foreman who embraced good paving practices along with the technologies of today, which in turn earned a NAPA award on this project. Maintaining good communication and good paving practices was a key and vital role in the success of this project.”

E & B Paving Leverages Software for Optimum Workload

From the award-winning experience of E&B Paving, it’s evident that benefits can be found by utilizing the technologies of TransTech Systems and AMES Engineering to bring improved quality to the asphalt paving operation. Blending QC/QA methods in the field can lift the team’s knowledge in real time, helping build smoother, more sustainable pavements.

How can autonomous rolling, paver mounted thermal profiles and robotic striping take human error off the paving table?

In 2024, the North Dakota Department of Transportation (NDDOT) let Job 23273 along Highway 14 in Burleigh County from Sterling to Wing. The project totaled 21.22 miles and was divided into eight test sections. The top 2-inch lift was a balanced mix design (BMD) of hot-mix asphalt (HMA), but the sections also incorporated milling, widening, pipe replacement and extensions, HMA and cement-treated base (CTB), with full depth reclamation (FDR) in some areas.

Pavewise Inc., Bismarck, North Dakota, and general contractor Border States Paving Inc., Fargo, used a variety of new technologies during the construction and quality control/quality assurance (QC/QA) processes. Over the next few issues of AsphaltPro, we’ll take a closer look at how the entire project came together; what mix designs were used in which test sections; how different technologies were used most effectively; how the contractor, consultant, and DOT responded to challenges and triumphs in the field; and what final numbers can tell us about the use of new technologies in the paving realm. In this first overview, let’s introduce some of the innovations employed in September and October 2024.

The parties involved have thousands of data points to assess to see how different technologies performed on different sections and in different conditions.

Prevent Temperature Segregation with a Thermal Profile

NDDOT Research and Technology Project 2024

Bryce Wuori of Pavewise prepared a document prior to the project’s start, stating, “Over the past decade, technology advancements like intelligent compaction and paver-mounted thermal profiling have tremendously improved the quality of construction during paving operations. These technological tools provide valuable data to users, enabling them to make better quality-driven decisions and identify the quality of work being performed.”

One of the challenges the asphalt industry still faces is the shortage of skilled workers who are trained to operate the equipment and interpret the data to adjust equipment and processes during construction. “In many cases, poor quality in a road-building process can be traced back to an operational issue that involves operator error or a lack of knowledge to adjust to the required specifications of the project for optimum quality,” Wuori wrote.

The State Aid Project No. FTF-X-SS-1-014(014)000 allowed the DOT to assess not only the technologies incorporated in the test sections, but also to assess how these technologies could assist in the unskilled workforce challenge facing the industry. Wuori wrote: “The goal of the asphalt innovation and technology project is to improve the quality of roads by providing advanced technology to the paving industry and testing its effectiveness in paving operations.”

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He shared that this goal proved itself on this project. One day when the main roller operator wasn’t feeling well and wasn’t available, an unskilled operator who was not familiar with roller operation had to be substituted for the job or the project would’ve been stalled or could have suffered in quality requirements.

“We had to put an inexperienced operator on the machine,” Wuori said. “It could have been a mess.” The “new” operator was brought up to speed on the basics of driving the roller in short order and, thanks to the tasks the Smart Compact technology could perform on his behalf, he was able to execute the day’s production flawlessly. Wuori shared, the technology allows the operator to concentrate on operating and automates some of the mundane tasks of turning your vibes off and on at the right time or what speed needs to be achieved to get the required impacts for density. It simplifies the process and reduces the burden on the operator to perform successfully.

The experiment worked.

A less-skilled worker could do the job of the veteran worker with the aid of technologies like operator automation features that set frequency and impact spacings, turn off vibration as it rolls to a stop for changing direction, stay in the set pattern unless the mat dictates otherwise, and so on. The technology reduced what the operator had to manage, making his job easier and answering the question of “Can we put an inexperienced operator on the machine and still get a quality road?” with “Yes.”

Alongside the semi-autonomous rolling technology, the team used a variety of innovations on this project for safety and quality enhancements.

The technology allows the operator to concentrate on operating and automates some of the mundane tasks of turning your vibes off and on at the right time or what speed needs to be achieved to get the required impacts for density. It simplifies the process and reduces the burden on the operator to perform successfully.

Technology On Board

The technologies used on the project were as follows:

Pavewise GroundTruth Weather Station—To monitor and track weather conditions at the job site and ensure specification requirements, the team used the Pavewise GroundTruth stations and Pavewise AI cameras.

Monsen Engineering TinySurveyor Terra Autonomous Line Striping Robot—To paint temporary guidelines for paving, the team used the TinySurveyor Terra from TinyMobileRobots. This device rolls down the roadway using your existing GNSS to pre-mark lines so your crew members don’t have to stake stringlines or fight oncoming traffic to paint.

E-Ticketing—The NDDOT standard special provision for the use of e-ticketing applied on this project.

Paver-mounted Thermal Profiler—To monitor and track mat temperatures behind the screed, the team mounted a TH-PI from Topcon atop the paver. It collected data across the width of the mat.

Notched Wedge Joint Maker—To meet the NDDOT special provision for longitudinal joint density for HMA pavements, the team used a notched wedge joint construction at the centerline.

Intelligent compaction (IC)—Each roller was equipped with IC to help monitor pass count, stiffness and other concerns.

HAMM Smart Compact—The HD 120i High Frequency roller with Hammtronic and Smart Compaction installed was used for specific test sections. The Hamm Smart Compact technology, according to Tim Kowalski, application support manager for Hamm, auto adjusts amplitude and frequency while rolling. This machine also featured the manufacturer’s new Smart DOC system, which Kowalski pointed out handles pass count, temperature and stiffness monitoring, as well as uploading data to VETA via the Cloud.

Wuori indicated the team ran the Smart Compact test section with the HD 120i, on loan from RDO Equipment Co., starting the afternoon of Oct. 8 for two days of base lift atop the concrete-stabilized FDR base, and again two days on the top lift. The team tested its mettle in the intermediate rolling position to see how it would react to a noticeable tender zone the mat displayed at the temperature range of 180 to 210°F.

Density Plus Software—To streamline the compaction process, the team used Density Plus AI-powered conversion technology from Pavewise to transform gauge images into digital data. The real-time metrics were then used to assess and adjust rolling patterns as needed.

GSSI PaveScan RDM and HighSpeed DPS System—For additional data collection and QC/QA proof, the team ran the GSSI and other scanning devices on the project.

InstroTek NoNuke Density Gauge—To prove densities, the team collected over 400 readings with the non-nuclear density gauge.

With the robust set of innovations and technologies on hand to facilitate the Hwy. 14 project, all eight sections were placed and compacted successfully and to the required specifications. The parties involved have thousands of data points to assess to see how different technologies performed on different sections and in different conditions. As we revisit this project and its many aspects over the next few issues, we’ll also point out how these data points showcase the best practices Border States crewmembers employed while trying out new innovations.

The team at Central Specialties Inc., headquartered in Alexandria, Minnesota, isn’t new to achieving quality with its work. With the motto of “It’s on Us,” the full-service general road contractor has received accolades from various departments of transportation and recently expanded operations to handle the additional work that comes with success.

As demonstrated in the Highway 85 project we discussed in the October issue, they’re open to trying out new technology and they put innovation into their day-to-day business for continuing success. Let’s look specifically at an award-winning project CSI performed on Interstate 94 (I-94) in Stark County in 2023 for another example of their innovation and quality workmanship, and how it all contributes to the expansion.

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I-94 Project

The mill-and-overlay project called for two 1.5-inch lifts along 9.6 miles of two-lane interstate. Operations Manager Joey Johnson shared that it involved concrete removal and repair, as well as hot-mix asphalt (HMA) repairs before the team mobilized their HMA plant for mainline paving to the tune of 38,000 total tons—about 18,500 per lift.

The plant they used for the project is a parallel flow drum plant from CWMF, Waite Park, Minnesota, which can produce up to 700 tons per hour (TPH). CSI positioned their plant about 14 miles from the project and produced the RAP Superpave FAA 45 with a PG58H-34 asphalt cement at 295°F.

CWMF Vice President Travis Mick spoke in glowing terms of the team. “Partnering with Central Specialties has been a rewarding experience due to their dedication to excellence and integrity, which perfectly complements our own values at CWMF. Their ‘get it done attitude’ and commitment to building the best road infrastructure ensure our equipment is utilized to its fullest potential, resulting in outstanding outcomes for their projects.”

While the crew used state of the art equipment and new technology like infrared thermal mapping and the patterned SDX screed, Johnson also credits the people who take the time for best practices for a stunning finish. You see, the I-94 project won a North Dakota Pavement Quality Award for ride and density. Johnson reported the bonus-worthy overall total international ride index (IRI) was 25.8 and the average density was 98.7%.

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Those are numbers worth emulating. Here’s how they did it.

On I-94, the team was getting good density right off the bat. Immediately behind the breakdown roller, which was a CAT CB 15 with VersaVibe, purchased in 2020, they were getting a density of 92.5. In the intermediate position, on the bottom lift, they ran a CAT CW34 pneumatic purchased in 2017. In the intermediate position, on the top lift, they ran a CAT CB 15 purchased in 2018. The finish roller was a CAT CB 34.

Laying the first lift was straightforward. It was a standard mill-and-fill. On the second lift, they used the notched wedge joint system from Willow Designs LLC on the center seam to increase longitudinal joint density.

First of all, they were getting good density numbers behind the screed. Johnson shared: “The Trimble infrared thermal imaging camera was used for tracking mat temperature. Combined with VETA data and analysis software it gave us good confidence with our rolling pattern coverage which resulted in good densities.” As mentioned above, they were seeing densities of 92.5 behind the breakdown roller.

“To be honest, this [thermal mapping] is a very helpful tool to be able to better help get density and ride, seeing issues and ways to improve rolling patterns,” Johnson shared.

The crew wasn’t using a material transfer vehicle on this project—just best practices and a cohesive team. The paver operator, Tomas Chavez, has been with the company for two years and was at the helm of a CAT AP 1055F paver equipped with the new SDX screed CSI is testing for Caterpillar.

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Johnson shared that the paving widths varied along the project from 10 to 12 to 16 feet, yet the crew handled the changes smoothly. The dump man on the project was Jose Becerra, and the screed operator, Carlos Pasillas, has nine years of experience.

“Carlos is a very strong leader for our main line crew and a positive person,” Johnson shared. “I believe the reason we won the award was that the crew works together to make the best road possible. There is really a team atmosphere when it comes to Plant 4 crew for CSI. It really starts with John Fales leading the crew and developing them and then the crew taking ownership of the paving. At the end of every job the crew is always asking how they did on ride and density, which shows they have pride in their work.”

Winning Against Challenges

CSI began the I-94 project April 4, 2023, and finished it Aug. 14. During those four months, the crew had challenges to overcome to hit an award-winning completion.

“There was a lot of concrete removal, and the state would only close down a certain amount of interstate at a time,” Johnson explained. “Then we would have to go out and patch back in to let traffic back on it. It was difficult scheduling to keep subs on track working and getting a crew deployed on a short window to get the patching done.”

He gave credit to Dave Winkler, the project manager, and John Fales, the paving superintendent for their leadership and expertise on the job. “The project manager really kept a close eye on the subs on when they would be completed with their phases and lining up our paving crew to come in and patch in mix, then move the subs to the next phase to complete to stay on track for the job.”

One aspect of the project that the crew gave extra attention to was the centerline joint. “Making sure centerline is clean after the milling machine,” he shared. “On the bottom lift we had some longitudinal joint failures that we had to mill out and repair because we did not get centerline completely clean but after finding the issue the crew took ownership and got the project back on track.”

At the end of the day, the crew handled best practices and challenges with professionalism that Johnson’s proud of. “I like the fact that when there were issues the crew stuck together to get the job done. They never pointed the finger; they owned the issue and moved on. That is what makes a great crew.”

New Location

If you think the logistics of the I-94 project look complex on paper, consider what it was like in the field. With the amount of work available across North Dakota, CSI management decided it was time to expand operations. They purchased a building to start a shop and office in Watford City, North Dakota.

“We expanded with offices and a shop in Watford City, North Dakota, in January of 2024,” Johnson said. The team then used the office space to hold interviews every two to three weeks and set up the offices and a conference room for the project managers to use during the 2024 construction season for both a home base and for meetings with local agencies when needed.

Immediately behind the breakdown roller, they were getting a density of 92.5.

“The shop is running well,” Johnson shared. “We have three current mechanics working out there and are looking to staff up to four to six full-time mechanics in the future. That will really save us time and money in the future not hauling our equipment in the area all the way back to our main shop in Alexandria, Minnesota.”

Fleet maintenance, whether in Watford City or Alexandria, is another key to CSI’s success. “We really feel that we keep our equipment up to date and have some of the best technology. We swap out our mainline pavers every three years and we send our crews to paving classes every year to keep them up to date on new methods and ideas. We are constantly trying innovation to see what works, such as the new SDX screed CAT has us trying out.”

With updated technology and innovation for a fully trained workforce, CSI takes ownership of its success on every project. The award-winning I-94 project exemplifies this attitude and aptitude and offers a great example of the company’s motto “It’s On Us.”

Testing screed types side-by-side in the badlands of North Dakota proves industry can increase density, improve ride with patterned screed, innovation, best practices.

By paving in echelon up and down the hills of Highway 85 in the North Unit of Theodore Roosevelt National Park (TRNP), the award-winning team of Central Specialties Inc., headquartered in Alexandria, Minnesota, tested densities and smoothness achieved behind the SDX screed plate design from Caterpillar alongside the traditional SE60 screed plate design. The crew performed this 10.214-lane-mile build in spring of 2024, achieving an average density improvement on the SDX lanes of 1.7% directly behind the screed and 1.2% after the finish rollers. The overall smoothness results paint a sustainable picture for the asphalt industry.

“We increased the density by 1 to 1.5% and ride by 10% behind the paver equipped with the SDX screed compared to the traditional one,” Bryce Wuori said. He’s the proprietor of Pavewise, headquartered in Bismarck, North Dakota, and was hired by Caterpillar to serve as a consultant on the project. “We saw a 25% decrease in standard deviation. The 10,000-foot view on this project was innovation and technologies that are pushing the industry forward can be proved with this data.”

The Theodore Roosevelt National Park is divided into three parts in western North Dakota, which include a South Unit and Elkhorn Ranch Unit. CSI paved in the North Unit in the spring of 2024.

Innovation Everywhere

Not only was the team using the innovative SDX screed plates on one of the pavers, but they also employed thermal mapping, intelligent compaction (IC) and multiple data-collection technologies to assess quality control/quality assurance (QC/QA) along the way.

One of the newer tools on hand was the GroundTruth system from Pavewise, which helped monitor environmental conditions in real time. This solar-powered, mini weather station was situated at the project site to communicate with the Pavewise software when inclement weather was rolling in. It also documented conditions for the team. For example, during southbound paving on May 29, the average ambient temperature was 64°F with an average wind speed of 9 miles per hour (MPH). That night, the area experienced 1.2 inches of rain. During northbound paving on May 30, the average ambient temperature was 57°F with an average wind speed of 11 MPH.

The CSI team executed paving both lifts of more than 12,000 total tons along the 10+ lane miles in two days.

The TRNP project in McKenzie County required paving 10+ total miles from the park entrance to County Road 30 (23rd Street NW). The crew was responsible for grading, aggregate base, hot-mix asphalt (HMA), culverts, box culvert, a pedestrian walking trail, the retaining wall, signage, pavement markings and incidentals. The mix design used on the project was North Dakota’s FAA45, which uses a PG64-34H binder. The CSI team produced the mix at its parallel-flow drum plant from CWMF, Waite Park, Minnesota, which was located outside Watford City. Typical production was 610 tons per hour with a propane-fueled Hauck Eco Star 200 burner. The average mix temperature out of the trucks was 306°F.

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Belly-dump, live-bottom and tandem trailers delivered material ahead of two Weiler windrow elevator pickup machines, which in turn fed the two Cat AP1055F pavers with SE60 V-XW screeds vibrating at 1,200-1,400 VPM, and working in echelon.

“The paving widths were 18 feet behind the traditional screed AP1055 and 20 feet with 4-foot slough behind the 1055 with the SDX screed,” Wuori shared. See Figure 1 for more detail.

The base course was 2 inches compacted; the wearing course 1.5 inches compacted. Longitudinal joints were created with the notch wedge joint system from Willow Designs LLC, East Berlin, Pennsylvania. Jerod Willow, proprietor of Willow Designs, spoke to the efficacy of using a joint-making system with a vibrating screed.

“Screed vibration has no effect on the notch wedge device or produces no damage to the joint itself,” he said. “Willow Designs actually has options for electric vibrators on the notch wedge devices themselves because I believe using screed vibration is a good thing to a certain extent.”

Willow expanded on his theory and offered a tip for vibe settings. “Having screed vibration set at a moderate and manageable speed is key to help manipulate, turn and lock the aggregate in the asphalt mix together as it is protruded under the screed. A way to find manageable screed vibration per minute (VPM): stand a shovel on the catwalk of the paver screed. If it vibrates off and falls down, the VPM is too high.

“I believe too high screed VPM just causes excessive wear and tear on equipment with minimal results in increased mat density,” Willow continued. “Think about it like this: we are trying to keep the screed of the paver planted to the ground to assure a good ride quality of the pavement we are placing, but now using vibration at a high VPM is like having the screed of the paver do all these ‘micro jumps.’ Think about how vibration impacts work on roller drums. High VPM on the screed seems counterintuitive. From a highly technical standpoint, paver screeds should oscillate to be effective and produce minimal deviations of mat quality as far as smoothness and rideability.”

Shilling Construction’s Proven Screed

To assess mat temperature behind the screeds, the crew employed paver-mounted thermal profiling (PMTP). The SDX-equipped paver employed the Caterpillar thermal camera system, and it collected data showing the average lot temperature behind that screed was 267°F. It also showed a low to moderate incidence of thermal segregation. The traditional paver employed the MOBA thermal camera system, and it collected data showing the average lot temperature behind the traditional screed was 259°F. It also showed a moderate to high incidence of thermal segregation. Wuori indicated: “Thermal consistency behind the SDX produced a lower thermal segregation index than the traditional screed.”

He explained: “The 3D textured surface of the SDX screed kneads the aggregate together, forcing it to move into position. This action develops more density and thermal consistency behind the screed with this manipulation.”

Multiple steel drum Cat rollers equipped with intelligent compaction (IC) and Versa-Vibe worked in breakdown, intermediate and finish positions to achieve compaction. The IC used included a CB-460 display with Trimble Systems, VRS positioning data and WorksOS. Each of these provided the operator with a means to track passes, temperatures and impacts-per-foot to ensure the highest quality of rolling was being achieved on the project.

For the SDX-equipped paver, the rollers were a Cat CB15 in breakdown position and another Cat CB15 in the intermediate position. For the traditional-screed paver, the rollers were a Cat CB66 in breakdown position and another Cat CB66 in the intermediate position. Both paving lanes shared a Cat CB15 in static mode in the finish position.

Paving team Bradley and Jill O’Brien are a married couple who handled compaction behind the SDX screed plate. Jill operates the breakdown roller while Brad operates the intermediate and finish.

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They shared that the mat behind the SDX, “takes fewer passes to get density compared to the conventional screed; less water consumption. When following a rubber-tire roller, the turn around spots are smoother and all-around marks less visible. The SDX screed also prevents less mat tear marks from the steel rollers.”

Using IC was a benefit for the O’Briens as well. They explained the system allowed them to see how many passes they’d completed and where they’d already rolled. “Just like flying an airplane at night—you know where the runway is.”

Smooth Results

With compactors working on the rolling pattern, the team could start gathering density data. They used a NoNuke density gauge from Instrotek Inc., Research Triangle Park, North Carolina, to collect 360 points—97 of those behind the screed—before rolling. They used the PaveScan 2.0 RDM from Geophysical Survey Systems Inc., Nashua, New Hampshire, to gather 19,609 DPS data points—9,932 of those behind the SDX screed. An operator from Robison Grinding & Profiling LLC, Gillette, Wyoming, drove the SSI Zero-Speed Inertial Profiler along the project’s base and surface/wear courses.

The results showed a high-quality job. Starting with the non-nuclear density gauge results, Wuori reported the average density directly behind the SDX screed was 91.5%; the average behind the traditional screed was 89.8%. Notice that’s not a bad number. The CSI paving crew was handling mix delivery and paving with best practices. But they were seeing a 1.7% density increase immediately behind the screed with the patterned plate.

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John Fales, CSI paving superintendent on the project, said, “This paving crew is like a well-oiled machine. They take pride in the work they do every day and pave some of the best asphalt roads in the Midwest.”

The non-nuclear density gauge numbers behind the finish roller told a similar story. The CSI paving and rolling train was knocking it out of the park, achieving 93.6% average density in the traditional-screed-plate lane. They hit an average density of 94.8% in the SDX lane, which is a density increase of 1.2%.

Moving to the DPS data on the SDX section, both northbound and southbound driving lanes offered a dielectric value of 4.50 with a standard deviation of only 0.11. This converts to a density of 94-94.5%.

“To CSI’s credit, this was the lowest STD ever collected with the PaveScan DPS unit on an asphalt surface,” Wuori shared. “A decrease in standard deviation equals more consistent average densities. A lower standard deviation is better for percent-within-limit (PWL) projects and decreases the chances of lower/higher cores or dropping the average of a lot down to less of a pay factor.”

The DPS data on the traditional section, both northbound and southbound passing lanes, offered a dielectric value of 4.40 with a standard deviation of 0.15. This converts to a density of 93.5-94%.

The zero-speed inertial profile data is in Table 1 below. Wuori summarized the results, showing the driving lane average difference—with the SDX—was 25.77 with a decrease in roughness of 2.61. The passing lane average difference—with the traditional screed—was 23.26. “This shows us a 10% improvement with the SDX,” he shared.

Patterned Screed Plate, Smooth Mat

Despite its destructive nature, the team had to take some cores—11 random cores behind the SDX screed, 11 random cores behind the traditional screed and 10 randomly along the joint. The engineers Kadramas Lee & Jackson shared that none of the cores behind the SDX screed failed and only one of the cores behind the traditional screed failed to get above the required 92%. This testing showed a 0.44% density increase behind the SDX screed.

What the pilot project on Hwy. 85 showed is the use of innovation and best practices brought a slew of data to the industry. This data proves the innovative use of the patterned screed plate, PMTP and IC can offer improved densities and a smoother ride for the taxpayer. When asphalt pavements have a solid and sound foundation, they last longer and offer not only a quality driving experience for the end user, but also a more sustainable option for agencies/owners. The use of such innovative technologies is a win all the way around.