While the paving train moves forward, the roller operator works to achieve proper density behind the paver.
I’ve been on plenty of jobs over the years where we’re paving along, everything looks right, the rollers are doing what they’re supposed to do, and then the tester comes out and says we’re not hitting our density numbers.
So we roll it again. And again.
Next thing you know, we’re spending all day chasing a number, even though anyone who’s been around paving long enough knows the mat is already compacted. At that point, you’re starting to risk doing more harm than good—working the mat more than it needs and even risking fracturing the aggregate.
Then the next day another tester comes out on the same job, same material, same setup, and suddenly it’s 95, 96, no problem.
If you’ve been around paving long enough, you’ve probably seen that happen. The crew knows the mat is where it needs to be, but the gauge says otherwise. There have been times where I’ve had to tell the tester to write down the number he’s getting, even if it’s not where it’s supposed to be, because we’ve rolled enough, we’re wasting daylight, and we need to move on.
Don’t get me wrong, those numbers are an important part of verifying quality and making sure we’re building pavement that performs. It’s not that I don’t think hitting those numbers is important—in many ways, it protects me as the contractor by demonstrating my quality paving. Because, at the end of the day, the contractor is still the one holding the bag if something goes wrong two years later and there’s no proof of what happened on the job.
The problem is, while my experience can be challenged, the density number usually isn’t. If the gauge says we’re not there, that’s the end of the conversation—even though the gauge can be wrong too.
A Hamm roller from American Pavement Specialists works alongside a haul truck delivering fresh mix to the paving train. The compaction target the crew is trying to achieve behind the paver ultimately begins at the plant, where mix design numbers help determine the density the roller operator is working to hit.
Compaction Gone Wrong
A lot has to go right for compaction testing to tell the full story, and it usually starts with the gauge and the person running it.
Right now, most of the testing in my area is still done with nuclear gauges. Those machines are sensitive. They can overheat. They can lose calibration. I’ve seen guys have to put ice under them to keep them cool. If the machine isn’t working right, the number you’re getting might not mean much in the first place.
Then there’s the technician running it. Some testing guys have been doing it a long time. They know the material, they know the plant, and they know what they’re looking for. Those are usually the days where they come out, take a couple readings and you’re good.
Other days you get someone new. In my experience we’re seeing more of that, and that’s when things can turn into a long day.
But the gauge and the technician are only part of it.
A lot of the number the tester is chasing actually starts at the plant. Where I work, they’re usually using a Marshall or RICE number from the mix design. The problem is that number can change depending on moisture, material coming into the plant, or when the mix was last tested.
You can start paving with one number in the morning and find out later in the day the plant updated it. That alone can move the compaction target several points and suddenly everyone on the job is chasing a different number than they started with.
Then you add in the material itself.
The mixes we’re paving with today aren’t the same ones contractors were working with decades ago. There’s more recycled asphalt pavement going into them and less asphalt cement than there used to be. That makes the material a little less forgiving during compaction than it was years ago.
So now you’ve got all these variables affecting compactability—equipment, technicians, plant numbers, mix design, moisture, stone content—but once the mat is down there’s really only one thing anyone tells you to do if the number isn’t there: roll it again.
A Hamm roller works alongside the paving operation as trucks deliver mix to the site.
Compaction Getting Better
For a long time, that’s basically been the playbook. If the density isn’t there, you roll it again. But the good news is I think things are about to get a lot better.
There are improvements happening on the plant side too, with better testing and better communication around mix numbers, but what really has my attention is the technology that’s starting to show up on the contractor side.
Right now, most jobs are judged by spot checks. A testing company comes out with a nuclear gauge and takes a few readings around the job. Those readings represent the entire project, even though anyone who’s been around paving knows density can vary across the mat depending on temperature, mix characteristics, and how the material was placed.
What’s starting to come into the industry are scanning systems that can measure compaction across the full width of the mat while the roller is actually doing the work. Technologies like PaveScan—and similar systems manufacturers are beginning to integrate directly into rollers—can read the pavement continuously instead of relying on a few test locations.
That’s a big change.
Instead of waiting for a tester to show up and drop a gauge on the pavement, the roller operator can see how the mat is responding while it’s still warm and optimally workable. If the mix needs another pass, you can see it. If the rolling pattern needs to change, you can adjust it right then.
Another advantage is that if the job requires third-party testing, the contractor can use that information from the rollers as a second source to verify density numbers.
At the end of the day, compaction testing protects the contractor as much as anyone. If there’s a problem a year or two down the road, the paving contractor is usually the one answering the phone. When compaction data is collected across the entire mat and recorded during paving, it gives you a much clearer record of what actually happened on the job. And when the data lines up with what experienced crews already knew about the mat, that technology doesn’t replace experience—it backs it up.
Kansas Asphalt Overlay Freshens Small Town USA
Shilling Construction’s asphalt overlay freshens small town USA
As the United States of America celebrates its 250th birthday this month, let’s look to one of the close-knit communities that makes up the fabric of our nation. For a small town in the Midwest, the team from Shilling Construction Company, Inc., Manhattan, Kansas, not only reminds us of the opportunity for steady work in the smaller stretches of connecting byways, but also of the pride the milling, paving and production crews can take in refreshing an older town’s aesthetics.
Small towns with long-standing community pride like Maple Hill, Kansas, dot the landscape of this great country. In partnership with the U.S. Department of Transportation, The Great American Road Trip is highlighting those towns, the historic landmarks within and around them, and the open asphalt roads connecting us to them. Visit The Great American Road Trip | Celebrating America’s 250th Birthday for information.
Maple Hill is nestled between I-70 to the south and US24 to the north in Kansas. According to City-Data.com, the town’s population in 2024 was 639. When Shilling Construction won the contract in late 2025 from Wabaunsee County to handle an overlay of County Road 30, Maple Hill’s cozy downtown strip benefited from a mill-and-fill as well.
As we celebrate the 250th birthday of the USA this month, one of the small towns that makes up the fabric of this nation has a fresh new look thanks to the mill-and-fill portion of Shilling Construction’s project from April. Along Main Street, the city of Maple Hill has clean edges and a safe, smooth surface again. City Clerk Lynn Hoobler said, “I think that overall, it gives the downtown a fresh and inviting look.”
Steve Altobello, the owner of Shilling Construction Company, Inc., spoke of the overall performance of this project for a rural township. “Maple Hill’s Main Street, like in so many communities, is the heart of the town. A quality asphalt paving project has a real impact. Shilling is a community driven company, and our people are honored to play a small part in improving Main Street. Taxpayers in counties and cities need their dollars deployed efficiently and effectively. We are proud our team delivered a high-quality product in a cost-effective way for Wabaunsee County and the city of Maple Hill.”
Daren Dieker is a superintendent for the company and shared how the project came together. “From our standpoint, this project really came down to coordination and timing, being able to complete Main Street while we were already mobilized for the surrounding work.”
The Shilling Construction team milled 1.5 inches of 0.9 miles for Maple City’s portion of the project. The milled surface was cleaned and tacked prior to paving.
County Overlay
The “surrounding work” Dieker mentioned called for 2,362 tons of Class A mix with a PG58-28 binder and approximately 40% RAP on 2.4 miles of county road, and an additional 310 tons from the county for a side road. The crew produced this mix at their Astec plant located on Manhattan’s McDowell Creek Road, about 40 minutes from the project, at an average temperature of around 310°F. Then they placed it with a CAT 1055F paver in a single lift at approximately 1.75 inches to achieve 1.5 inches after compaction.
Trucks charged the CAT 1055F paver’s hopper directly with a Class A mix of PG58-28 binder and approximately 40% RAP, delivered from the Manhattan plant about 40 minutes away.
The project ran from April 6-21, 2026, so the team kept an eye on the Midwest spring temperatures.
“Ambient conditions during paving ranged from 45 to 65 degrees,” Dieker explained. “With an approximate 40-minute haul time, we did not experience temperature loss issues. Our trucks are equipped with electric tarps, which kept the mix well covered during transport.”
Lynn Hoobler, city clerk for Maple Hill, spoke of the quality work from Shilling Construction, both during and because of the job. “We have a new restaurant in town, and I hope it gives visitors a positive outlook of the town. I know the owner was concerned that she would lose business, for lack of parking, but Shilling was efficient and I didn’t get any negative feedback about that. Shilling did a great job as far as traffic control with the pilot cars bringing traffic in and out safely.”
Main Street Mill-and-Fill
The Main Street portion of the project ran through downtown Maple Hill and covered approximately 0.9 miles, including the parking stalls. Lynn Hoobler, the city clerk, shared that the road coming into town had a significant amount of potholes.
“The road coming into the city limits is called Elm Street, and a lot of potholes were becoming a major issue for the city. Main Street was also getting well worn, to say the least, and was really getting ugly. The county would do an overlay project every couple of years, but they only did 12 feet on each side of the center line. After years of that, there was a 5-inch [trough] or maybe more, creating a hazard for citizens crossing the street.”
Superintendent Daren Dieker shared that the Class A mix with 40% RAP performed well for the rolling train. On the county road, the team achieved average densities of 93.5% on the mainline and 92% on the joint.
The crew used a W 200 Fi milling machine from Wirtgen for the 1.5-inch mill-and-fill. Dieker shared that they controlled the milling depth manually.
“All millings from the project were either sold or provided to the city,” Dieker explained. “Our plant maintains sufficient stockpile to support [the 40%] RAP mix.”
The city’s maintenance personnel handled striping upon completion of the paving. Shilling Construction’s team used the same mix, equipment and rolling train along Main Street as they did on the surrounding county work.
The team used a Cat CB34B roller in the breakdown position and a Sakai SW994 for finish. This combination served so well in town that it was continued for the entirety of the project.
Compaction Completion
The rolling train included a Cat CB34B for breakdown rolling and a Sakai SW994 for finish rolling—both double steel drum rollers. “This combination performed well in town and was carried through the remainder of the project,” Dieker shared.
The only notable soft area they encountered was along the parking stalls in town. With an experienced crew, this challenge was quickly solved. “The crew addressed this by adding additional mix and depth in those locations,” Dieker explained.
To achieve a smooth, sealed finish, the rollers focused on quality control.
“The crew focused early attention on the longitudinal joints, with the smaller roller compacting the joint as soon as possible to ensure density and a clean finish,” Dieker explained. “The mix performed well under the rollers. Density was verified using our in-house nuclear density gauge. We were seeing an average density of 93.5% on the mainline and 92% on the joint on the county road.”
The team used a Cat CB34B roller in the breakdown position and a Sakai SW994 for finish. This combination served so well in town that it was continued for the entirety of the project.
Delivering the seamless new surface between I-70 and US24 took communication among multiple stakeholders.
“We appreciate the coordination and partnership throughout the project,” Josh Hinch of Wabaunsee County said. “The finished roadway looks great and provides a smoother, safer surface for the traveling public.”
“Shilling did a great job as far as traffic control with the pilot cars bringing traffic in and out safely,” Hoobler shared. “I am the city clerk, so I had a front and center view of the project. The employees were polite and respectful to our residents at all times, too. They were friendly and courteous when they were waiting for their turn to do their part of the job. Overall, the new overlay is really nice, smooth, and makes the city look fresh. I think that overall, it gives the downtown a fresh and inviting look.
A Comprehensive Look at New Asphalt Compaction Technology
As the roller operator works along the newly laid mat, Hamm’s Smart Compact Pro’s asphalt density scanner, affixed to the underside of the machine’s center, scans the asphalt and feeds information to the display in the cab.
New asphalt compaction technology for safety, training, optimum density
Reduce air voids and optimize density across the mat and at the joint to get full pay and achieve a long-lasting pavement. Asphalt professionals know the drill, and contractors have more technology options than ever to assist them when it comes to the rolling train.
Many original equipment manufacturers (OEMs) have packed technology advancements behind their compaction controls to enhance roller offerings. During CONEXPO-CON/AGG 2026, we saw those offerings among the tried and tested compaction tools contractors have relied on for years. Those tools and their updates can come with a hefty price tag, so it behooves the savvy asphalt contractor to compare which technologies are best for specific field applications.
During his education session at the tradeshow, Bryce Wuori, CEO of Pavewise, Bismarck, North Dakota, took note of the pain points his audience brought up. During his session, “Smarter Paving: Real-World Lessons in Intelligent Compaction and Emerging Technologies,” he noticed almost half the time was taken up with crowd questions about new technologies, specs and struggles with technology from a cost standpoint.
“It was a true panel of sharing the good and bad of IC and other technologies from multiple perspectives,” Wuori said. “Overall, it seems that technologies like IC are really starting to get some interest and attention from the industry.”
He asked the audience to share their biggest issues when adopting new technologies. The answers ranged from cost to the learning or training curve. “It seems that the industry wants to use tech but is still a little hesitant of the cost and upfront work to implement it,” Wuori said.
We’ve compiled some highlights from the show that were geared specifically toward helping contractors with different aspects of compaction.
Safety Around the Asphalt Roller
The BOMAG Emergency Brake Assist is a proactive, rapid stop system for asphalt rollers. It scans the machine’s surroundings with LiDAR technology to detect potential hazards, but only slows or brakes for obstacles in the machine’s path.
Rollover protective structures (ROPS) atop asphalt compactors are as essential to safe operation as properly directed lighting on a night project. Our industry has become accustomed to the sight of ROPS, strobes, seatbelts, adjustable mirrors and safety decals on the compactor and to the sound of backup alarms. Unfortunately, when an operator grows accustomed to a system or sound, he can also grow complacent. In recent years, OEMs like BOMAG Americas, Caterpillar, John Deere, Sakai and others have introduced technology to interrupt an operator’s unintentional complacency.
Keep in mind, each of these technologies has been introduced as assistance for the operator of the equipment. Safe operation still requires attention to detail and proper training.
During a presentation in Las Vegas, members of the FAYAT Group spoke of the iron and tech on offer from BOMAG Americas and Dynapac, including AI-powered obstacle detection. The BOMAG Emergency Brake Assist, originally launched during BAUMA 2025, is a proactive, rapid stop system for asphalt rollers. It scans the machine’s surroundings with LiDAR technology to detect potential hazards, but only slows or brakes for obstacles in the machine’s path, although it’s “looking” in both directions and considering all steering angles.
As the operator slows at the end of a pass and angles the roller, as is best practice on a hot mat, the system is still watching for obstacles in its path. Even when the machine is operated in crab mode around utilities or for other special compaction projects, the path being monitored widens.
The assistance system detects the distance and speed of obstacles using LiDAR technology; However, detecting the steering angle or control lever position and whether the roller is in crab mode are also decisive factors. This information is used to determine whether a hazardous situation exists.
If a collision is imminent, the roller is automatically slowed down or comes to a halt. But it brakes intelligently. If the situation allows, the roller’s working speed is only reduced. For example, if a person is already moving out of the vehicle’s path and thus away from the potential danger zone, the system recognizes this.
The assistance system is displayed and operated via a touchscreen, which is fitted as standard on pivot-steered BOMAG tandem rollers of the AP-5 generation. It can be individually adapted to the typical driving style of different roller operators and the construction site situation. Drivers can adjust the braking intensity in three stages at any time.
Announced March 1, 2026, the Cat Detect—Collision Mitigation System from Caterpillar enhances situational awareness when operating the roller. It features an integrated, intelligent sensor array to provide forward and reverse collision warnings, people detection, motion inhibit and automatic braking.
“Critical zone detection events” are visible in real-time and are recorded for analysis in the future. These events are recorded and transmitted to VisionLink™ and can then be used as training material. When your team discusses the footage afterward, you can identify areas for improvement and train operators on better safety awareness for the future.
The system comprises:
The Collision Warning radar system, which targets collision potentials in front of and behind the compactor using audible and visual alerts. These alerts allow the operator to see, manage and mitigate hazards that may otherwise go undetected.
The People Detection, which leverages smart cameras and alerts the operator when on-site personnel are detected to the front and rear of the compactor. This provides alert levels that dynamically adjust travel speed based on the person’s proximity to the machine.
The Motion Inhibit, which has manual override capability and prevents compactor movement when the machine is stationary for at least two seconds, and the detection system identifies a collision potential.
The Automatic Emergency Braking, which activates when a set of criteria are met. Those criteria are first, the compactor is in motion when critical zone detection occurs, and second, the operator fails to act. When the critical zone detection clears, control of the roller returns to the operator.
Sakai America displayed its Echelon Mode for the Guardman® Automatic Brake Assist System at the tradeshow in March 2026. This updated feature enhances the safety and efficiency of tandem asphalt rolling operations and received an honorable mention in AsphaltPro’s 15 Top Products list in 2025. Here’s how the system works.
Guardman uses millimeter-wave radar or 3D LiDAR (depending on the model) to detect potential collisions with personnel or equipment, warn the operator progressively, and automatically brake to prevent accidents if needed. The Echelon Mode introduced in 2025 built upon this foundation by specifically addressing the unique challenges of echelon rolling. It allows two SAKAI SW884 (79-inch) or SW994 (84-inch) asphalt rollers, equipped with Guardman, to operate in proximity without generating false alarms but still protecting against collisions. The system intelligently monitors distance to the lead roller, ensuring that both operator warning and braking is only initiated when an imminent collision risk is detected.
Key features of Echelon Mode include:
Optimized tandem rolling to enable closer, more efficient formation
Reduced false alarms to minimize unnecessary braking interruptions
Collision prevention, which is the core Guardman functionality
Real-time feedback for operators on the distance between rollers via the proximity indicator
On-and-off toggle on the Guardman display screen
The Echelon Mode update is available for SAKAI SW884 and SW994 asphalt rollers equipped with the Guardman automatic emergency braking system.
Training for the Next Generation
As the first company to make swappable controls, CM Labs wished to make it easy to switch controls and pedal sets in minutes. Thus, CM Labs’ full catalogue of heavy equipment training packs can be run from a single Advantage simulator.
Alongside safety comes training. An operator who knows the nuances of his machine is likely to be a safer operator, as well as a more proficient one. To that end, OEMs, dealers, consultants, trade associations, independent technology companies and others have offered a variety of training methods over the decades to ensure roller operators are trained for more than basic control of the machine.
If you have a training school or program for equipment operators, make sure our editor knows about it in time for our upcoming Training Guide. Send an email with your program’s name and URL to sandy@theasphaltpro.com.
One of the trending techniques for roller operator training is to use simulators. CM Labs Simulations of Quebec offers the Advantage simulator, which includes the seating, controls, pedals, computers and hi-res screens as a single unit for trainees. From the safety of a trailer or training room, a new worker (or a worker getting a refresher course) can learn how to operate a variety of machines from the training packs CM Labs offers. As the first company to make swappable controls, CM Labs wished to make it easy to switch controls and pedal sets in minutes. Thus, CM Labs’ full catalogue of heavy equipment training packs can be run from a single simulator.
This includes training packs for various crane types, excavator, wheel loader, backhoe, motor grader and, as of 2025, a single drum roller. The software is designed to simulate the real behavior of the machines, including: rigging, cables, loads and soil behavior, all validated against empirical and engineering data. Advantage simulators also track and log performance metrics, such as cycle time, fuel consumption, pendulums, collisions, failure to protect others on the worksite, and more.
Make note of that technology. The simulators today aren’t your 1990s video game technology. When an employee sits down to learn in the seat of a Volvo or FAYAT or CM Labs simulator, that employee gets to experience the feel of the controls and the feel of the machine tilting, pulling against forces, compacting soil into a denser surface, lifting a heavy load and so on. Simon Halabi from Simformotion, which is the team that designs and manufactures Cat® Simulators, explained that they use authentic controls and motion.
“We use authentic controls,” Halabi said. “If you go into the real machine, every switch, button, control, joystick, whatever it is you’re using, we have identical on the simulator…The main reason we like doing that is when you leave the simulator as a trainee, you can roll right into the real machine and you don’t have that apprehension. We have line of sight to controls. We’re building muscle memory.”
Halabi also spoke of the experience in the seat. “Our motion system makes it pretty realistic to the movement of [the machine]. Our motion is really spot-on. One of the advantages we get is we have our Cat operators. They’re using these simulators before they’re ever public to anyone and they’re getting the details down to ‘this doesn’t feel right when I’m pulling this bucket back’ or just the movement…utilizing their experience in the actual machine.”
At press time, Cat Simulators, like those described above, offer training on a variety of machines, but Cat rollers and compactors have virtual headsets for training.
Get Density for Full Pay
As the roller operator works along the newly laid mat, Hamm’s Smart Compact Pro’s asphalt density scanner, affixed to the underside of the machine’s center, scans the asphalt and feeds information to the display in the cab.
One of the benefits of the technologies discussed herein is the built-in cheat code for less-experienced operators. As Wuori shared in the March 2025 issue, Border States Paving had to move one of their newer workers onto the breakdown roller during the Highway 14 project in North Dakota. The “new” operator was brought up to speed on the basics of driving the roller and, thanks to the tasks the Smart Compact technology from Hamm could perform on his behalf, he was able to execute the day’s production flawlessly. Wuori shared that the technology allows the employee 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. Let’s talk about it.
Smart Compact Pro from Hamm is a digital assistant for enhanced process safety and density achievement. The assistant measures asphalt density in real time and automatically adjusts the compaction performance and modes in both of the roller’s drums. This enables more precise compaction, leading to optimal asphalt quality regardless of the operator’s experience or external conditions.
Thanks to real-time density measurement, core sampling tests can be eliminated. It works by automatically and continuously adjusting the compaction performance and modes of both drums separately based on real-time asphalt density. The digital assistant integrates weather data, taking into account both external temperature trends and the cooling behavior of the mat, for optimally adjusted compaction.
As the roller operator works along the newly laid mat, the Smart Compact Pro’s asphalt density scanner, affixed to the underside of the machine’s center, scans the asphalt. The technology measures process-relevant data such as the Hamm Measurement Value (HMV), asphalt temperature, layer thickness, cooling behavior of the asphalt, outside temperature, and local weather data. These input parameters are used to regulate the compaction force and modes in both drums. The device relays these input parameters to a control monitor in the roller’s cab, where density is displayed as a percentage and temperature is displayed in degrees. On the display screen, the operator can also see speed and drum settings, as well as other critical machine functions.
Hamm’s Dan Sant Anselmo told The Asphalt Pro that the weather station on top of the roller collects ambient air temperature, wind speed and humidity, to help the operator determine the cool-down rate of the material depending on the mat thickness and the weather conditions. He responded to an example of a vibration-restricted work zone.
He explained, if the rolling train is operating in a vibration-restricted area, with a machine that has dual oscillation or with a machine that allows only the front drum to vibrate and the rear drum to oscillate, “We have the capability in the Smart Compact display to say ‘oscillation only.’ So, it will not allow the machine to vibrate, it will only allow oscillation or run statically.”
These parameters are known ahead of the project and can be communicated to the roller operator for input before the project begins. “When we go into the pre-job meeting and we know this is going to be a vibration-restricted area, the project manager will convey that to the crew, then the project foreman or the supervisor will tell the operator ‘we cannot vibrate here’ and the operator can press that button on the display. He has that control.” That’s set at the beginning of the project or beginning of the paving process.
Volvo Construction Equipment offers Compact Assist Asphalt, powered by the Volvo Co-Pilot, to make the roller operator’s job easier. The system is designed to provide real-time data on compaction metrics, which allow the operator to achieve optimal compaction and move on to the next section of the mat. This, in turn, reduces rework and saves on fuel costs.
Volvo’s Compact Assist is displayed on a touchscreen in the roller’s cab, where the operator can tap, zoom and select elements to switch screens and review the job in progress. Key tools of the system include:
Pass Mapping, which guides operators through a uniform rolling pattern, without over or under compaction. A quick glance at the pass mapping screen gives operators a clear view of their stop points and overlaps.
Temperature Mapping, which ensures compaction is completed at the optimum pavement temperature. This screen offers a color-coded map of surface temperatures, and the operator can set the maximum/minimum range for the mix he’s working with. This enables the operator to avoid rolling on a mat that he can see is too hot or too cold.
Density Direct, which is Volvo’s patented solution providing a real-time estimate of the material density percentage. This measures the quality of the pavement while you work.
Volvo also offers the Compact Assist Soil, which adds job site CAD data to the screen to provide the operator with an additional layer of guidance. Whether identifying a soil mixture that is too wet, or any buried infrastructure, Compaction Measurement Value (CMV) Mapping is designed to provide a complete image of the load bearing strength of the job site. This helps operators identify areas that require additional compaction or further investigation.
BOMAP is a brand-agnostic technology from BOMAG Americas that lets you document the work results on the construction site in real time and get a transparent overview of compaction performance. With BOMAP, you can monitor the results of your soil and asphalt compaction in real time, regardless of the manufacturer. The app works without any additional special hardware; it uses the mobile device’s internal GPS to detect the position of the construction machine on earthwork or asphalt construction sites. The app is immediately ready for use after installation.
The BOMAP Connect and JOBLINK upgrades offer even more options for networking the entire fleet of machines used on the construction site and processing the recorded data. An operator activates the BOMAP app from an Android tablet or smartphone from a BOMAG roller, and the app connects with the machine’s interface and registers its parameters. All compaction passes are then automatically recorded. If required by job specification, the interface can connect with BOMAG’s Joblink via Bluetooth, and in addition to roller passes, the system also records the Evib value, asphalt temperature, and vibration frequency and amplitude of the BOMAG rollers, and adds the data to the documentation.
For other roller brands in the fleet connected to the networked jobsite, BOMAP Connect logs and transmits the number of passes, generating a pass map for the entire site. By equipping the rollers with an optional high-precision antenna, GPS reception is maximized. All rolling data collected from the site are combined in real time in the cloud application and displayed as a colored map in Google Maps. The colored areas indicate where compaction has already been achieved and where it is still necessary.
Technology wasn’t the only new feature BOMAG brought to the industry. As seen in recent product galleries, the OEM launched a new series of plate compactors, but its BW 18 RH pneumatic tire roller offers an innovative kneading ability. It offers a three-way pivoting front axle to ensure even weight distribution across all tires. The manufacturer lists surface dressing; highway and airfield construction and maintenance; special surfacing materials; proof rolling; lime and cement-stabilized soils for this roller to tackle, stating, “The compaction and kneading effect of the pneumatic tires results in excellent surface sealing.”
Dynapac’s Seismic Asphalt is designed to find the natural frequency between the drum and the surface. It enhances the drum amplitude by automatically feeding energy to the system at the right time.
Another product that offers a new way to compact asphalt is Dynapac’s Seismic Asphalt. While the company’s Seismic product has been available for soil compaction, SMEs and the technology’s inventor were on hand at CONEXPO 2026 to demonstrate its use for asphalt rollers. Dynapac’s engineering team have developed a compactive force whereby the drum and the soil act as one dynamic system; now they’ve applied that natural frequency to asphalt compaction.
While conventional vibratory compactors deliver a rapid succession of impacts to the soil surface (or asphalt mat) at a frequency that is either pre-set at a high or low amplitude or at a frequency that is adjusted manually, the Dynapac Seismic is designed to find the natural frequency between the drum and the surface. It enhances the drum amplitude by automatically feeding energy to the system at the right time. This, in turn, maximizes the contact force between the drum and the surface, which maximizes the compaction and energy efficiency.
Not only does this optimize compaction, but it also reduces wear and tear on the roller. Dynapac’s first step in letting a machine automatically decide compaction parameters was the introduction of Active Bouncing Control. If the compaction energy returns to the machine with the possibility of causing damage, vibration is actively shut off. This technology prevents unnecessary bouncing, which saves the machine from downtime.
In the cab, the operator can monitor progress: the Dynapac Compaction Meter and Dyn@lyzer display the compaction results in easy-to-understand graphics and eliminates any wasted time on unnecessary passes.
Looking Ahead at the Whole Site
Saving time and money are only two pieces of the puzzle OEMs are handing to asphalt professionals with the enhanced roller offerings of this century. With technology advancements behind their compaction controls and compaction action, OEMs continue to partner with contractors to provide training, safety and increased quality control. As Wuori observed during The Asphalt Pro’s Ask the Expert session at CONEXPO in March, “It was a year about density and rollers. From the Smart Compact to RTDensity and Equipment Manufacture, all presented ways to help get density with systems; it seemed like a trend at this event compared to others I have been a part of.”
His optimistic observation spoke to the connection between OEMs like those highlighted above and the contractors building our pavements. “There was a clear and growing interest in digital technologies designed to address real-world challenges, such as labor shortages and enhancing efficiency through data. Additionally, more niche software companies are emerging, each tackling unique industry problems with innovative solutions.”
As new compaction technologies hit the scene, The Asphalt Pro will bring you deep dives into their inner workings and how they help you optimize density for full pay and a long-lasting pavement.
Editor’s Note: Does your company use IC or other new compaction technology that’s not listed above to assist new operators, achieve optimum density, enhance safety around compaction equipment or other aspects of QC/QA? Whether your technology is all new in 2026, includes updates this year, or has features you’ve counted on for the past decade, The Asphalt Pro audience could benefit from hearing of your experience. Either you or your OEM is welcome to reach out to share information. Send an email to sandy@theasphaltpro.com.
For the 12-mile patching, leveling and surfacing project that Haskell Lemon completed on the two-lane road, the contractor also installed widenings for approximately 40 locations to add guard railing, as a safety improvement. Photo courtesy of Haskell Lemon
As our nation celebrates its 250th birthday, its most famous highway celebrates its 100th. To recognize both, AsphaltPro Magazine is proud to highlight a 2025 pavement maintenance project on Route 66 near Chandler, Oklahoma, in which Haskell Lemon Group, headquartered in Oklahoma City, received a smoothness incentive for their good work. Here’s how they improved conditions on that stretch of the Mother Road.
Oklahoma Department of Transportation (ODOT) District 3 let the patching, leveling and surfacing project in spring 2025 to preserve 12 lane miles of a section of Route 66 outside Chandler. This involved milling part of the project, placing a ¾-inch leveling course and 1 ¼-inch surface course over all of it, and installing guard rail. None of this work was foreign to Haskell Lemon crews, which have performed maintenance and preservation along this historic roadway for decades.
Jay Lemon, president of the company and this year’s chair of the National Asphalt Pavement Association (NAPA), shared that they’ve been proud to work on sections of Route 66 within the state for as long as he can remember. In 2015, for example, they handled a project on the business road near Hydro and Weatherford.
A significant project he’s proud of took place in 2001 near Geary. For that one, the crews did more than repair the original concrete highway; they contributed to the nation’s history about this road.
“We removed six concrete slabs to be installed in the Smithsonian,” Lemon said. “We had to be gingerly with the process.” He explained that the team cut and removed the slabs, lifting them onto flatbeds for transport to Washington, D.C., where they are on display today.
For the Main Street of America, crews go where the road takes them. In 2022, Haskell Lemon performed a mill and overlay in the middle of a town. In 2020 and again in 2023, they worked on a section designated 66 north of Oklahoma City. It’s a proud moment to win a bid on the famous route.
Lemon explained that maintenance of Oklahoma’s stretch of Route 66 in the past typically consisted of bringing the highway up to new traffic conditions. “It was a 20-foot-wide, original concrete-paved road, and some sections are still that. But that’s way too narrow for today’s traffic. The majority is widened and replaced, so it’s a more durable product. Maintenance and widenings add 3 to 5 feet to either side and overlay it with asphalt.”
Many of the preservation projects have seen the original 20-foot-wide, concrete-paved road repaired, widened 3 to 5 feet to either side, and overlaid with asphalt. Photo courtesy of Haskell Lemon
Maintain Your History
And that’s the structure his team worked on in 2025; a 24-foot-wide asphalt surface.
“In addition to the pavement patching and overlays, we installed widenings for approximately 40 locations to add guard railing, as a safety improvement,” Lemon shared.
In all, they placed about 19,700 tons of ODOT Type S-5 mix, which requires a PG64-22 binder. They included reclaimed asphalt pavement (RAP) for the ¾-inch leveling course. They produced this in their stationary CMI drum mix plant, averaging production temperatures of 320°F, located about 40 miles from the project.
“We call it our East Plant,” Lemon shared. It’s rated for 300 tons per hour, and for this project, “We averaged 150 tph.”
For paving, the crew used a CAT 1055F machine. “We utilize a CAT conventional paver with an Integral Spray Paver system added to it,” Lemon said. “The spray paver has been used on other US-66 projects, but this one was conventional paving with tack coat applied by distributor truck. We were able to maximize the smoothness incentive on this contract thanks in part to the grade/slope automation.”
“We didn’t consistently utilize thermal mapping on this project, but did use a transfer vehicle for best quality and consistency throughout the whole job. We were seeing 290-310 degrees F behind the screed.” He reported the mix behaved normally at those temperatures for them.
To get compaction and build the joint, they used industry best practices.
“We paved two each, 12-foot-wide lanes. We would match centerline joints within one to two days to ensure that we could provide the best joint possible, before degradation could potentially occur. We utilized a combination of CAT double drum and Dynapac double drum rollers in our rolling train.”
The rolling team was exemplary in their work.
“No intelligent compaction technology was used. We utilized portable density measuring devices to monitor and ensure quality compaction. Our gauges were showing acceptable, and no cores were required as the lifts were too thin to utilize that practice.”
Instead of cores, the gauges used by Haskell Lemon and ODOT proved the team’s success. Lemon shared that they used an “ODOT-approved rolling pattern with verification occurring every day. This was successful for both teams.”
“They completed all of this work with zero accidents, internally or to any of the motoring public,” Lemon said proudly. “This is huge considering the tight working conditions and the rural nature of the project,” which included flagging operations on the two-lane interstate. “We were pleased with how the project was planned and performed.”
Considering the high-profile nature of the historic roadway, having a successful project executed with no accidents is its own reward. Add to that receiving an incentive for its smoothness, and the Haskell Lemon team has even more to be proud of when pointing to their participation in the Mother Road’s centennial celebrations this year.
Share Your History
Has one of your asphalt crews worked on Route 66? Share that with the wider asphalt audience!
Reach out to Sandy Lender at AsphaltPro Magazine so we can write about your project and what that project meant to you. Email sandy@theasphaltpro.com
And if you’re reading this while at CONEXPO-CON/AGG, stop by booth GL30901 to chat in person.
Northern Improvement Smooths Out National Park Paving Challenge
Paving the bottom lift took time as the Northern Improvement crew ran into soft spots in that needed to be addressed or areas that needed patching before the lift could be completed. Photo courtesy of Northern Improvement
Northern Improvement smooths out Theodore Roosevelt National Park paving challenge
From accommodating a prairie dog town to discovering soft subgrades, the team at Northern Improvement Company, Dickinson, North Dakota, had their work cut out for them when they got the go-ahead to pave a winding path up and down 6 miles of South Unit Scenic Loop. With incredible patience and skill, they put down two 2-inch lifts of Superpave mix with 1% lime to provide a new road for visitors to the Theodore Roosevelt National Park.
As our nation celebrates its 250th birthday this year, it’s an honor to highlight a challenging yet successful project in one of our national parks. Congratulations to the Wagner and Northern Improvement Company teams for making the South Unit Scenic Loop in the Theodore Roosevelt National Park a lovely and safer route for visitors.
Trucking had to be coordinated to deliver enough material to “pave through” curves when the crew was coming up on an area where they recognized trucks wouldn’t be able to drive past the paver. Conditions were often tight. Photo courtesy of Northern Improvement
Challenging Subbase Sets Up Delays
The project was let in 2022 with Wagner taking the role of prime contractor. The scope of the project included, but was not limited to, widening, adding slope, and performing soil-cement treatment (CTB) and full-depth reclamation (FDR) of the base in many areas, according to Bryce Wuori, CEO of Pavewise Inc., Bismarck, North Dakota. Wuori served as a consultant to Northern Improvement on this project.
“The cement-treated base was 4 inches thick in most areas but needed to be more than 6-7 inches, which halted everything,” Wuori said. “The base lift became a patching project. It didn’t turn into a mainline paving project. We put in a change-order for a prime coat on top of the gravel on the hills.”
“The soils in the Badlands are very challenging,” Cassandra Tobin said. She’s the quality control manager at Northern Improvement and worked from Day 1 on the project, preparing the mix design and seeing it placed. “Retaining walls had to be built to hold up the road structure.”
The Northern Improvement paving crew placed a 2-inch lift with the notched wedge joint system from Willow Designs on the centerline joint and a safety edge roller on the shoulder side. Photo courtesy of Northern Improvement
She explained that shortly after Wagner began work in 2022, the project became complex. “They encountered weather challenges; wet winter, wet spring, so the road collapsed in a couple places,” Tobin said. “The original paving plan didn’t happen during 2024 because of the subgrade issues.”
When it came time for Northern to begin paving in 2025, their plan was thwarted again by subgrade issues. “We started paving in June and started encountering issues with the subgrade almost immediately.”
If you’re in Vegas, meet with Bryce Wuori during his Ask the Expert session, Thursday, March 5, from 9:30-11:30 at Booth GL30901 during CONEXPO-CON/AGG.
They demobilized before the July 4 holiday, so the prime could repair a section of the cement-treated base. Northern returned to pave in August 2025.
Tobin said the use of a material transfer vehicle on this project helped immensely with improving the ride results. Photo courtesy of Northern Improvement
“A lot of it was only 4 inches of CTB, and it just wasn’t enough structurally to hold up construction traffic, especially with those types of soils,” Tobin said. The first section of roadway had thicker portions of CTB and FDR, she explained, but the paving crew ran into a problem when they got past that first section.
“Once we got to the top of the first hill, we found soft spot after soft spot. Our equipment would sink. Wagner would dig down, put fabric in, rework it. We ended up putting some asphalt in the patches in the subgrade itself. We had to do a lot of skipping around and changing where we were going to pave that day…”
She described the first lift’s execution as paving a quilt, rather than one ribbon of highway.
Prime Contractor Wagner built retaining walls in addition to treating the subbase prior to turning the project over to Northern Improvement for paving. Here we see the paving train, which included a Shuttle Buggy to deliver material to the tracked paver. Photo courtesy of Bryce Wuori
“We had different sizes of patches spread out all over the place.”
As you can imagine, this start-and-stop patching was frustrating for a paving crew who planned to get in and pave. “It was very hard on our crew. We’re very quality oriented. It does wear on you, day in and day out to skip a section, or we’d try a section, and it would fail.”
Because of the initial approach they had to take, “a lot of the days were patching days,” she said. “There were multiple patch areas that we ended up having to pave multiple times. That type of paving is labor-intensive. It tied up our plant at the same time. This is a lime mix design. A lot of the projects wouldn’t approve that same mix.”
To create the Superpave ½-inch virgin mix with 58S-34 asphalt binder and 1% lime, the parallel flow hot-mix asphalt (HMA) plant needed some modification. “We had to add a lime silo and pugmill to our normal set up for this project,” Tobin said.
But there was a light at the end of the tunnel.
“Once we got that bottom lift down, everything started looking a lot better. Once it was covered in asphalt, the top lift went so much easier.”
Haul truck drivers were taking it slow and being extra careful delivering mix to the paving train due to the curvy road interrupting communications and the presence of visitor and pedestrian traffic in peak tourist season. Photo courtesy of Bryce Wuori
Coordinated Trucking
The mobile plant providing the specialized mix was set up at Northern Improvement’s South Heart, North Dakota location. Plant Operator Paul Byron, who has worked for the company for almost 25 years, was averaging 180-200 tons per hour at production temperatures of 318-335°F.
This location gave the haul trucks a travel time to the beginning of the project of just over an hour. But their journey at that point was far from over.
“Our plant site is fairly close, but it takes the trucks about an hour to get in there,” Tobin said. “It was peak season for tourists, and you never knew when you’re going to come around a corner and someone’s going to be standing in the middle of the road taking a picture.”
The terrain, coupled with tourist and pedestrian traffic, meant coordinated communication was essential for mix delivery. Due to the sharp buttes and twisting curves, radio signals were often interrupted, making it difficult to get messages back and forth. To combat this, the team set up a relay system for communication. Tobin called it “traffic control for our construction traffic only.” They placed one person at the front of the construction zone, someone in the middle, and someone at the moving paving train to keep the one-way truck traffic in motion. Tobin explained that the team would plan ahead to have enough trucks deliver material to let them pave through winding sections when it was obvious space would be tight.
It took incredible coordination and communication to bring material to the paving zone amid the hills and curves. Photo courtesy of Bryce Wuori
“Sneaking trucks by the paver was sometimes not possible,” she said. “There’s nowhere to turn around. Radio traffic was difficult because of the terrain, so we were keeping track of where everything was at all times. Some areas did have curb-and-gutter. We had to plan out to have enough trucks to get us through an area of curves if we knew we couldn’t get trucks past the paver.”
It came down to communication, caution, and planning. “It was an existing low-speed road, but the amount of coordination it took was like a racetrack project,” Wuori said.
“There was a lot of walking—you parked where you started the day—there’s not much for parking, not much for turning around, not much room for extra,” Tobin said.
Due to the terrain, the rolling train didn’t use intelligent compaction with the Hamm HD 120i V10-2 breakdown roller. Cassandra Tobin shared, “With jumping around so much, it just wasn’t feasible. We used Density+ by Pavewise to track our density results from our nuclear and non-nuclear density gauges.” Photo courtesy of Bryce Wuori
Smooth Paving
When trucks reached the paving train, they fed a Roadtec SB-2500e material transfer vehicle (MTV), which fed a CAT AP655F paver equipped with the notch wedge joint maker from Willow Designs. They placed two 2-inch lifts across the total top roadway width of 22 feet in 11-foot pulls.
The mix temperature coming off the screed averaged 280-300°F and performed well for the crew. “The mix was easy to work with, but challenging in areas that were difficult to roll (tight curves, steep grades),” Tobin shared.
To achieve compaction, the team used a Hamm HD+ 120i VIO-2-HF with both drums in oscillation mode in the breakdown position. Tobin reported average densities of 89-90% in the breakdown zone, which was essential for achieving the percent within limits (PWL) spec on the project.
“The PWL density spec was challenging,” Tobin shared. “We had to achieve similar densities on the base lift and top lift, as well as the edges and center of the mat. Generally, you see a lot of variability in density on tight curves and up/down hills. We were able to keep consistent density throughout the project using a combination of technology and technique. We had a quality control technician, Kim Bumgardner, monitoring density with a nuclear density gauge throughout the project. She is a great roller operator herself, and using her experience and the data she was collecting, she was able to see when any changes needed to be made to the rolling operation.”
The Shuttle Buggy delivers material to the paver, helping the crew maintain smooth production around tight curves and hills. Photo courtesy of Bryce Wuori
One technology, intelligent compaction (IC), wasn’t feasible on the project due to the terrain, thus good equipment, best practices, and other technologies came into play.
“The big part of technology was that Hamm roller itself,” Tobin explained. “We could adjust the drums if we needed to either oscillate or vibrate, and the settings can easily be swapped around if needed. It is kind of like having several rollers in one. We didn’t set up Intelligent Compaction on this project because of the terrain. With jumping around so much, it just wasn’t feasible. We used Density+ by Pavewise to track our density results from our nuclear and non-nuclear density gauges.”
A combination, smaller, intermediate roller with rubber tires on the back was used in the intermediate position; a smaller, steel drum was in the finish position.
“The Hamm oscillation in breakdown was key in this terrain,” Tobin said. “It was still challenging getting up close to the curbs on such tight curves. The guys had their work cut out for them…The smaller rollers were very beneficial to us in this terrain.”
In addition to the PWL spec, the team had a two-part ride spec to consider and random core sampling to arrange.
“The ride spec for this job was especially difficult considering it is a 25-mph road with very tight curves and a lot of curb transitions,” Tobin shared. “That was further complicated by all the soft spots and subgrade repair areas. The spec includes two parts. One for the overall ride and the other for localized roughness (each bump). The use of the [MTV] helped immensely with improving the ride results.
“The asphalt sampling for testing was truly a group effort that required quick coordination,” she continued. “The inspectors would give us short notice when coming up on a sample. The logistics of getting the testers and the people needed to be able to pull the sample from the mat behind the paver was very difficult given the challenging terrain, lack of cellular coverage, and the congested narrow roadway with extremely limited parking. Terracon had a QC team made up of multiple testers, which were always on site or transporting samples back to the lab during paving to make this happen. It was an impressive, coordinated team effort.”
Side view and detail of the notch wedge joint build. Both photos courtesy of Bryce Wuori
“They did a really good job, especially with the level of difficulty,” Wuori said. “They held to all FHWA specs of density and ride.”
The result was approximately $200,000 bonus on material and density for Northern Improvement, and a fresh new road for the National Park Service and the visitors to the Badlands National Park.
Prairie Dog Chatter
Wagner, the prime contractor for the project, placed a rodent barrier along the shoulder at the outset of the project, for the crew from Northern Improvement Company, Dickinson, North Dakota, to pave over; the goal of this system is to keep the prairie dog population from burrowing under the road, thus causing damage. When rolled out, the netting is quite flexible, making it a challenge to place an asphalt lift on top of.
Northern Improvement Quality Control Manager Cassandra Tobin described it as a “flexible wire, folded back across the shoulder.”
She explained that even though the mesh was fastened down, it tended to flex when being paved over. “It flexed and that caused some cracks. The top lift covered that.”
The flexible netting also impeded the paving sensors. “They picked up some of that chatter,” Tobin said.
But the professional crew understands paving basics and could guide the CAT AP655F smoothly through the beginning of the project. In the end, the rodent barrier was successfully installed and covered for both the pavement system’s and the prairie dog town’s protection.
6,000 Feet Above Sea Level: How Contractors Rehabbed a Military Runway
Paving of runway 9-27 at the Bradshaw Army Airfield was executed in 18-foot-wide passes at variable depths, mostly between 2 and 3 inches, at the site approximately 6,000 feet above sea level between two mountains. This situation presented the working crew with unique challenges—including scorching heat and persistent gusty winds. Photos courtesy of Elite Pacific Construction, Inc.
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.
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.
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.
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.
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.
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.
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).
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 completed project’s 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.
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.
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.
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.
