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CONTENTS

asphaltPRO January 2026

DEPARTMENTS

EDITOR’S LETTER

6 – Asphalt’s Not the Villain By Sandy Lender

SAFETY SPOTLIGHT

8 – How to Read a Safety Data Sheet— and Why It Matters By Steve Haughton

MIX IT UP

12 – Rethinking Aggregate Performance for Long-Term Friction Safety After One Million Cycles By Phil Blankenship, PE, and Zack McKay

STREET SMARTS

16 – Turn Operator Ideas into Iron By Bill Stanley

TRAINING

18 – Building the Unsupported Longitudinal Joint By Benjamin Everett

PAVEMENT MAINTENANCE

22 – GPS Performs on Runway Project By Larry Trojak

WOMEN OF ASPHALT

SPECIAL SECTION 47 – Winter 2026 PreservationPro

26 – Meet a Woman of Asphalt: Construction Angels’ Hannah Garison By Sandy Lender

48 – Private Specs By Sandy Lender

PRODUCT GALLERY

54 – Pilot Project Brings HIR to Northwest Wisconsin By Tom Kuennen

58 – Product Gallery Starts with Thermal Mapping Tech Request From AsphaltPro Staff

OFF THE MAT

64 – How to Start and Maintain a Professionally Run Paving Business —Part 1 By Scott Jennings, P.E.

2026 Winter tionPro Preserva e! Insid

32 – Increase Tons in 2026 with Strategic Plant Tech and Pre-Checks By Sandy Lender 40 – Watch This Space for CONEXPO Updates By AsphaltPro Staff

NEW TECH

42 – Simplify the Search for Optimum Asphalt Content By Jayanth Kumar Rayapeddi Kumar, P.E. and Adrian Ricardo Archilla, PhD

73 – Mobius Brings Machine Coordination to Asphalt Sites By Sarah Redohl

PRODUCTION – PROFESSIONALS – PRODUCTS

Prep Your Plant While the Snow Flies

FEATURES

INTERNATIONAL SNAPSHOT 68 – International Guidance From AsphaltPro

JANUARY 2026 THEASPHALTPRO.COM

ON THE COVER During winter downtime, plant managers and ground personnel have the perfect opportunity to adjust, update and upgrade more than componentry. See related article on page 32. Photo courtesy of Astec Industries

E D I TO R ' S L E T T E R Asphalt’s Not the Villain

don’t want to imply that there’s a good guy and a bad guy in this scenario, but I’m going to state, for the record, that I certainly don’t consider liquid asphalt cement (AC) to be the villain in our shared movie universe. You may call it bitumen, but the binder that holds our aggregates, filler and additives together to create a strong pavement mix is also, in my opinion, the foundational glue that holds our industry’s livelihood and survival together. I don’t believe we should be excited about replacing it. As members of the asphalt industry, we should be proud of the fact asphalt has held “our” pavements together since the 1820s when the folks in France experimented with natural asphalt for a surface. Do you agree that this shared history is impressive? Do you agree that the strides made in asphalt mix design since 1824 have bettered our economies, infrastructure, ability to travel safely, and so on? As members of the asphalt industry, we should be championing the effective and responsible use of asphalt. What I’ve noticed, over the past two decades in particular, is a propensity to denigrate asphalt so that we might placate environmental justice warriors (EJWs) who may or may not understand the first thing about CO2, albedo, or the effect of a smooth ride on car maintenance and fuel efficiency. Ladies and Gentlemen of the industry, we don’t have to reduce our product in a bid to impress people who don’t understand how very many products come from a single barrel of crude, the concept of reflective heat, or the benefit of pavement longevity over a short-term fix. It’s a positive to see additives and elements that enhance a mix design, but I

want to be cautious in suggesting liquid AC has to be the bad guy that a bioengineered solution takes out. I’d like to suggest we take a close look at what I’m calling “asphalt replacement theory” around us today. From a financial standpoint, a mix producer might be initially excited to see 0.5 to 1% of his AC replaced by a synthetic or bioengineered additive or binder, if that product is truly less expensive than the real thing. Is it smart to replace a percentage of the AC in a mix with something made from corn, soybeans, or plastic fishing nets? Maybe it is. Let’s hear the reasoning. If we can prove a synthetic or bioengineered additive offers superior performance of the pavement design, isn’t adding onerous safety concerns at the production or laydown stages, and isn’t more expensive for the producer or taxpayer-funded agency, this turns out to be a benefit. But hold on. Is the synthetic or bioengineered product also meeting EPD targets from its cradle to the injection port at the plant? The point I’d like to make is this: There are many criteria for a replacement binder to meet—dare I say exceed—before we should consider it a “win” for the asphalt industry to embrace the product with excitement. We don’t have to participate in asphalt replacement theory just for the sake of placating the EJWs. Because asphalt is not villainous, we need compelling reasons to replace our industry’s namesake. Stay Safe,

Sandy Lender

January 2026 • Vol. 19 No. 4

asphaltPRO 602 W. Morrison, Box 6a Fayette, MO 65248 (660) 728-5007 • www.theasphaltpro.com GROUP PUBLISHER Chris Harrison chris@ theasphaltpro.com EDITOR Sandy Lender sandy@theasphaltpro.com (239) 272-8613 DIGITAL EDITOR Sarah Redohl sarah@theasphaltpro.com (573) 355-9775 MEDIA SALES Cara Owings cara@theasphaltpro.com (660) 537-0778 ART DIRECTOR Kristin Branscom BUSINESS MANAGER Susan Campbell (660) 728-5007

AsphaltPro is published 11 times per year. Writers expressing views in AsphaltPro Magazine or on the AsphaltPro website are professionals with sound, professional advice. Views expressed herein are not necessarily the same as the views of AsphaltPro, thus producers/contractors are still encouraged to use best practices when implementing new advice. SUBSCRIPTION POLICY: Individual subscriptions are available without charge in the United Sates, Canada and Mexico to qualified individuals. One year subscription to non-qualifying Individuals: United States $90, Canada and Mexico $125.00. For the international digital edition, visit theasphaltpro.com/subscribe/.

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S A F E T Y S P OT L I G H T

How to Read a Safety Data Sheet— And Why It Matters BY STEVE HAUGHTON

hen it comes to asphalt, safety doesn’t begin on the job site; it begins on paper. More specifically, it starts with the Safety Data Sheet (SDS). Before an additive ever reaches a tank or blending system, the SDS provides critical details about the product’s chemical properties, handling and storage methods, emergency response measures, and potential hazards to workers and the environment. Crews working with asphalt already operate in a high-risk setting, and the industry takes safety seriously when it comes to things like protecting workers from fast-moving traffic. However, the safety of the additives used needs to be given the same attention. For example, fume-heavy conventional additives may deliver on performance but often come at a cost: watery eyes, breathing discomfort, unpleasant odors, more complex personal protective equipment (PPE) requirements, and the threat of environmental liability. There are alternative, non-hazardous additives that are designed to reduce or eliminate those dangers, but it’s still essential to review the SDS for on-the-job safety.

WHAT IS AN SDS, AND WHY DOES IT MATTER?

An SDS is a legally required document under the Occupational Safety and Health Administration (OSHA) regulations that outlines important safety and environmental information. During the product selection phase, the SDS is the first opportunity for decision-makers to assess an additive’s safety profile. Reviewing each product’s SDS can help avoid risks and identify safer or non-hazardous options. These side-by-side examples of portions of two U.S. SDSs demonstrate how these documents show the level of hazard associated with each product: Cargill® Anova® 1501 (SDS 1)

A Conventional Asphalt Additive (SDS 2)

If on skin: wash with soap and water.

If on skin: seek immediate medical attention.

Hazard pictograms: None

Hazard pictograms:

Signal word: None

Signal word: Danger

Hazard statements: None

Hazard statements: Causes severe skin burns and eye damage. May cause an allergic skin reaction. Very toxic to aquatic life with long lasting effects.

After inhalation: Get medical advice if you feel unwell. If inhaled, move to fresh air. 8 | JANUARY 2026

After inhalation: Get medical attention immediately. Call a poison center or physician.

Cargill recommends reviewing a product’s Safety Data Sheet (SDS) before purchasing or bringing the product on site to help avoid surprises and support better long-term outcomes.

Understanding the nuances and knowing how to read and compare SDSs can mean the difference between a minor spill and a major incident—both employees and emergency response personnel need to know how to respond quickly and safely to workplace events. That’s why it’s so important to review the SDS before bringing the product on site, not just after something has gone wrong.

COMPARING SDSS: KEY SECTIONS TO REVIEW

The SDS follows a standard 16-section format that lays out important safety information in detail. Always read the full SDS, as it’s the best way to get a complete picture of a product’s hazards and safety measures. However, the following sections are particularly important to review, especially when comparing products.

Section 2: Hazard Identification

Purpose: Provides information on known hazards through standardized hazard classification criteria. What to Look Out For: Signal words (“danger” vs. “warning”), hazard pictograms, and listed classifications. Why It Matters: These classifications affect everything from PPE requirements to transport, insurance, and community perception. Note how many hazard symbols there are, if any.

Section 4: First Aid Measures

Purpose: Explains symptoms of exposure and what immediate steps should be taken in different scenarios. What to Look Out For: Nature of symptoms, whether professional medical treatment is required, and all possible routes of exposure, including inhalation, skin or eye contact, and accidental ingestion. Why It Matters: Helps assess whether the product poses minor irritations or more serious health risks, and whether you’ll need special training or emergency equipment on hand.

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S A F E T Y S P OT L I G H T Section 7: Handling and Storage

Purpose: Provides guidance on how to properly use and store the product, including a list of incompatible materials. What to Look Out For: Special temperature requirements, hazardous combinations, or unique handling instructions. Why It Matters: Simple handling and storage instructions reduce safety risks and minimize demands on PPE, logistics, and training. Complex hazards may increase these burdens.

Section 8: Exposure Controls/Personal Protection

Purpose: Lists established exposure limits and recommended PPE and engineering controls. What to Look Out For: Whether standard PPE is sufficient or if specialized equipment is needed. Why It Matters: Products that require minimal PPE reduce cost, simplify training, and reduce friction on the job site.

Section 14: Transport Information

Purpose: Details classification for shipping and whether the material is regulated in transit. What to Look Out For: Department of Transportation or United Nations numbers, hazard class, and packaging instructions. Why It Matters: If a product isn’t classified as hazardous for transport, logistics tend to be simpler, faster, and likely less expensive.

Breaking Down SDS Sections Safety Data Sheets follow a consistent 16-section structure, which helps simplify the review and comparison process. 1. Identification: Product name, use, and supplier contact 2. Hazard Identification: Hazard classifications, signal words, pictograms, and warnings 3. Composition: Ingredients and concentration ranges 4. First Aid Measures: Exposure symptoms and emergency treatment 5. Firefighting Measures: Extinguishing methods and risks during fire 6. Accidental Release Measures: Spill response and containment guidance 7. Handling and Storage: Safe use and compatibility notes 8. Exposure Controls/PPE: Exposure limits and necessary protection 9. Physical and Chemical Properties: Flash point, appearance, odor, etc. 10. Stability and Reactivity: Conditions and substances to avoid 11. Toxicological Information: Health effects, exposure routes, and toxicity data 12. Ecological Information: Environmental risks and degradation 13. Disposal Considerations: Safe disposal practices 14. T.ransport Information: Shipping regulations and classifications 15. Regulatory Information: Relevant compliance data 16. Other Information: Preparation date, revisions, and other helpful details such as safety rating systems or handling guidance

10 | JANUARY 2026

Section 16: Propriety Numerical Rating

Purpose: Provides quick reference to any additional information that doesn’t fit into other sections. For example, many suppliers will include the numeric scores from the National Fire Protection Association (NFPA) and/or the Hazardous Materials Identification System (HMIS) on health, flammability, and reactivity in this section. What to Look Out For: Higher NFPA and HMIS scores indicate more severe hazards, while lower scores indicate less hazards to be concerned about on the job site. Why It Matters: These additional details can offer managers or Environment, Health and Safety teams an opportunity to review additional hazard information when available. While these scores are not required, they can be a quick reference tool to review information.

MISSING DATA

While reviewing these key SDS sections is essential, it’s also important to be wary of missing or incomplete information. Sometimes you’ll come across phrases like “No data available” or “No specific data.” This doesn’t mean that the product is safe, but rather that the risks are not known or haven’t been evaluated. Also keep in mind that inclusion of any information in Sections 12-15 of an SDS is optional, although the information there must be truthful. The SDS is intended to reflect the additive as sold and during some foreseeable handling and use conditions, but an SDS might not tell the full story, especially if the product could be used in unexpected ways. Additives can behave differently when used in more complex systems and SDSs can’t anticipate all use cases. A more detailed SDS often indicates better knowledge of the additive’s composition and hazards.

THE BUSINESS CASE FOR COMPARING ADDITIVES

Understanding the safety nuances of products has real-world implications for your operations and your bottom line. Opting for non-hazardous, bio-based additives may offer real advantages. Many teams will only look at an SDS when something goes wrong, but by then it’s too late to avoid harm. Reviewing the SDS before choosing a product or bringing it on site helps avoid surprises and supports better long-term outcomes. It’s also a good way to compare products side by side before making your selection. Before choosing a product, ask for the SDS and compare not just the symbols, but also the level of detail and transparency. Cargill’s Anova® asphalt additives, for example, are backed by clear and comprehensive SDSs. For Cargill, nothing matters more than the safety and wellbeing of our people. To ensure a safe and healthy workplace, we continue building on foundational programs that have, over the past several years, contributed to significant improvements in our overall safety results. We invite you to request one of our SDSs so you can review it and ask your current supplier for theirs to compare both documents side by side. Because when it comes to safety, the first place to look is still on the page. Steve Haughton is the road construction business development manager for Cargill’s Asphalt Solutions team, focusing on bringing Cargill’s Anova Asphalt Solutions line of bio-based additives to asphalt mix producers, emulsion producers, refiners and paving contractors. He has 35 years’ experience in the petroleum and construction materials industries.

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MIX IT UP

Rethinking Aggregate Performance for Long-Term Friction Safety After One Million Cycles BY PHIL BLANKENSHIP, PE, AND ZACK MCKAY

n early 2024, the asphalt specialists at the Blankenship Asphalt Tech and Training Laboratory (BATT Lab) in Richmond, Kentucky, set out to challenge a long-standing assumption: that only dolomitic limestone aggregates can provide durable surface friction under traffic when compared to Kentucky aggregates containing silica and other hard minerals. Under the direction of Phil Blankenship, PE, MSCE, and led by Lab Operations Manager Zack McKay, BATT conducted what we believe is the first known one-million-cycle aggregate polishing test using the three-wheel polishing device (TWPD). Historically, Kentucky’s reliance on limestone has been based on legacy data from quarry ledges, correlated with skid numbers obtained through locked-wheel or sideway-force coefficient routine investigation machine (SCRIM) testing. An open question is whether alternative Kentucky aggregates can also provide adequate long-term friction performance. Traditionally, answering this question required constructing a highway test section and waiting 5-10 years for natural polishing under approximately 8-10 million vehicle passes. To accelerate the evaluation, three-wheel polishing (TWP), combined with dynamic friction testing (DFT), offers a promising laboratory approach. Research from the National Center for Asphalt Technology (NCAT) suggests 100,000 to 150,000 TWPD passes may approximate typical traffic exposure, since the test is always conducted wet (a worst-case condition) with a contact pressure of 87 psi per tire—equivalent to a semitruck tire footprint—multiplied by three tires. Still, caution is essential when applying this benchmark. If the polishing requirement is underestimated, an aggregate may appear acceptable in the lab yet lose friction prematurely in service. Unlike pavement cracking, which can often be managed, inadequate surface friction is a direct safety hazard. Because little work has been done to calibrate this method, BATT undertook a study to refine the approach while assisting a local aggregate producer and quarry operator.

THE MILLION-CYCLE APPROACH TO AGGREGATE WEAR

BATT’s Million Cycle TWPD test ran 24/7 for three months, requiring 270 hours of machine time and duplicate slabs to reduce variability and improve confidence in the results. Many DFT measures were made throughout the 1 million cycles pausing at 25,000, 75,000, 150,000, 200,000 and then every 100,000 thereafter to understand the effect of the extended polishing. What the test revealed was striking: Even some of the best dolomite limestone surface declined over time, while the silica-based materials continued to resist polishing under extended loading. These findings challenge long-standing assumptions about aggregate wear and open the door to new thinking that could improve asphalt mix designs for longterm friction performance and durability. 12 | JANUARY 2026

From left, Zack McKay, lab manager for the Blankenship Asphalt Tech and Training Laboratory (BATT Lab) in Richmond, Kentucky, and Phil Blankenship, BATT president, examine an asphalt slab that completed the first-in-the-country one million cycle polishing test on the Humboldt Three-Wheel Polishing Device (TWPD).

While the silica-based material did not start with the higher friction values of the dolomite limestone, it maintained the friction longer than the limestone. This doesn’t mean that dolomite limestone is not well suited for high-traffic roads. Rather, it means that we should be able to use the silica-based aggregate or any aggregate combination as defined in the DFT where the polishing slope is flatter (changing less with continuous polishing) and thus maintaining friction. The purpose of this extended testing was to validate assumptions and assist research into accelerated lab testing to certify aggregate mixes based on lab properties instead of waiting years to see aggregate wear in roadways. The main goal is always to improve the safety of asphalt pavements.

BEYOND RUTTING: A NEW ROLE FOR AGGREGATE TESTING

While traditional tests like the Hamburg wheel track test focus on rutting and moisture damage, they stop short of evaluating aggregate polishing, which is a key contributor to loss of friction and skid resistance over time. That’s what makes the million cycle TWPD test that BATT conducted so significant. It pushed well beyond conventional testing windows that simulate aggregates’ long-term surface wear under real-world traffic conditions.

MIX IT UP NCAT’s Nathan Moore shared that there is very little information published on what is a suitable amount of polishing to accurately simulate real-world traffic. Polishing times that are too short can produce results that favor limestone in short-term performance due to not applying enough traffic to simulate field polishing. But the extended test performed by BATT showed that materials like granite and crushed gravel retain surface texture longer, potentially offering safer, more durable pavement surfaces. While BATT does not recommend that million-cycle polishing be used in everyday testing, the experiment proved useful in taking these mixes to the limit. One-million-cycle polishing can lead to other issues such as stripping of the mix, which can cause variability in friction results, changing the microtexture of the pavemet. However, the stripping and friction loss we observed are real-world effects.

LOCALLY SOURCED AGGREGATES AND THE CASE FOR RE-EVALUATION

Limestone’s dominance in asphalt mixes isn’t solely based on lab test performance. It’s widely available, especially across the Midwest, making it a locally sourced, cost-effective option. It’s also easier to crush and tends to meet moisture susceptibility, stability and gradation requirements with less processing. Combined with agency specs written around its characteristics, these advantages have made limestone the go-to aggregate, even when harder aggregates may outperform it over time. Aggregate is one of the costliest materials to transport in highway construction and hauling it long distances adds both financial and environmental burdens. If a polish-resistant aggregate is available closer to the project site, it can reduce costs, lower carbon impact and simplify logistics. This raises an important consideration: some local materials may not currently be “approved,” yet they could still provide excellent long-term skid resistance if properly evaluated. BATT’s million-cycle polishing testing raises important questions: • Is it time to rethink aggregate acceptance criteria based solely on acid insolubility residue, and consider TWP and DFT as additional mix design tools? • Should we place greater priority on polish-resistant local materials that may deliver longer-lasting friction, reduced maintenance costs, and improved roadway safety?

KYTC: LEADING THE WAY IN FRICTION SAFETY RESEARCH

BATT’s work aligns closely with an ongoing research initiative by the Kentucky Transportation Center (KTC) and funded by the Kentucky Transportation Cabinet (KYTC) to improve pavement friction and reduce roadway fatalities. In 2021, KYTC/KTC launched a project focused on integrating friction testing into BMD. Track sections at NCAT (S7A and S7B) were

Can alternative aggregates also provide adequate long-term friction performance? The million cycle TWPD test recently performed at the Blankenship Asphalt Tech and Training Laboratory (BATT Lab) in Richmond, Kentucky, offers answers.

14 | JANUARY 2026

From left, McKay and Blankenship stand beside the Humboldt TWPD after completing an unprecedented one million cycle test.

designed to test medium- and high-friction mixes while validating both the TWP and the DFT. The project aims to correlate lab-measured friction values and polishing cycles to real-world traffic performance and build them into performance-based specifications alongside rutting and cracking resistance. These tests strive to make friction a core design criterion, not just a performance afterthought—a goal that aligns directly with the implications of BATT’s million cycle TWPD that pushes the limits of the test.

LIMESTONE’S EARLIER POLISHING CALLS FOR SMARTER, SAFER DESIGNS

The KYTC study also highlights a key geographic concern: sedimentary limestone is widely used in the Midwestern states like Kentucky, Missouri, Indiana, Ohio, etc., where it polishes more quickly under traffic. In contrast, more eastern states often use granite or other hard materials that are more durable under traffic. The combination of soft aggregates and high traffic volumes makes friction loss more likely in these regions. That’s why designing asphalt mixes that better resist polishing over time is essential. This also has implications for how reclaimed asphalt pavement (RAP) is classified and incorporated, since most modern mixes contain reclaimed materials. These findings highlight the increasing focus on the importance of BMD and other performance testing methods—especially when using RAP, additives and regionally available aggregates—to ensure long-term safety and sustainability. The one-million-cycle polishing test performed by BATT is more than a research milestone. If these findings are validated in further studies, they may spark a shift in how friction, polishing and long-term durability are considered in asphalt mix design. With BATT, KYTC, NCAT and others leading the way, the future of asphalt design is moving toward data-driven, safety-focused solutions, where smart testing and long-term thinking determine which materials make it from lab to pavement. Phil Blankenship, PE, is the president of the Blankenship Asphalt Tech and Training Laboratory (BATT Lab) and Zack McKay is the lab operations manager.

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STREET SMARTS Hard-won know-how for the next generation

Turn Operator Ideas into Iron How a small Connecticut paving crew collaborates with dealers and manufacturers to turn everyday job site ideas into the next generation of asphalt equipment. BY BILL STANLEY

e’re not some giant company buying 30 machines at a time. We’re a small, family outfit in Connecticut. And yet, we’ve been lucky enough to work with some big-name manufacturers to help build the exact machines our crews need. The reason our voice carries is because people see how much time we spend in the seat—and social media helped with that. Folks in the industry know we’re dedicated. They know we live this work. We’ve sat in on design meetings, shared ideas from our crews, and seen little job site tweaks turn into real factory upgrades. In this piece, I’ll walk you through how we built those relationships—from the dealer counter to the design room—and why that kind of collaboration is the key to running better, safer, and more productive crews.

START WITH THE DEALER, NOT THE BRAND

Everybody likes to brag about what brand they run. But the truth is, the name on the hood doesn’t keep you working. Your dealer does. We work in what I call a three-part system: contractor, dealer, manufacturer. That middle piece makes or breaks the whole thing. You can spend top dollar on a new roller, but if you can’t get it serviced when it quits on a Friday afternoon, that pretty color on the grill won’t save you. I care less about the paint and more about the people behind it. We’ve got brands we like, sure, but I don’t buy on looks. I buy on service. A lot of guys chase the cheapest deal. “Bill, I can get that roller ten grand cheaper down south.” Yeah, and when it breaks, who’s coming to fix it? Because my dealer in Connecticut knows me by name. He’s the one who’ll send a mechanic in the rain at midnight. That’s worth more than any discount. 16 | JANUARY 2026

LOYALTY PAYS OFF WHEN THINGS GO WRONG We bought a machine in 2025 that cost just shy of seven figures. Brand new, supposed to be top of the line. From day one, it was a problem. Spent more time on a trailer than it did on a job. That’s the kind of thing that’ll test your patience. But I never lost my cool. Didn’t scream. Didn’t threaten. Because my dealer had my back from the start. They pulled the manufacturer in right away, and both stood with us through the whole mess. While they worked the bugs out, the dealer dropped off another machine—bigger, newer, more expensive—and said, “Keep it ‘til we figure this out.” That’s not something you get from a cold call or a one-time sale. That’s years of loyalty paying you back.

TURNING FEEDBACK INTO FACTORY UPGRADES

Once we built that trust with our dealer, doors started opening. The dealer connected us to manufacturers, and now we’ve been in the room with the people who actually design the machines. That’s when it gets fun. We’ve seen ideas go from a wish-list of little features for our crew to standard on a whole product line. The tool racks and storage setups on the LeeBoy pavers came straight out of a conversation about wasted time—crews walking several blocks back to grab a tool they need. Now, everything has a place on the machine. At Mauldin, we helped with some improvements on their MX15 grader/maintainer, including lighting under the moldboards, a storage area for the operator,

THE BEST MACHINES WILL STILL BE THE ONES BUILT WITH INPUT FROM THE PEOPLE WHO ACTUALLY RUN THEM. manual guides on the grader blade, in-cab heating and improved insulation—stuff that sounds small but makes a big difference for the operator. They listened and made changes. And X-Broom—that’s a great one. Their road broom is designed specifically to pick up millings. The guy who builds them came right to our shop. We stood over the broom, talking mirror angles and camera placement to develop a special Raised on Blacktop edition of their broom. Now, that edition of the broom is what you might call their ‘Cadillac’ broom with all the optional add-ons. That’s what happens when an operator and a builder actually work side by side. You end up with a better machine.

equipment as the big jobs. They sold 10 of those for every one of the big pieces of machinery. Before long, everybody was building compact gear and we finally had the right tools for the work. That same kind of shift is happening again, only this time it’s about technology. Sensors, automation, GPS controls, AI—it’s all coming fast. But the best machines will

still be the ones built with input from the people who actually run them. That’s why collaboration matters more than ever. When manufacturers, dealers, and contractors work together, the whole industry moves forward. The technology gets smarter, the work gets better, and the operator stays right where he belongs—at the center of it all.

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HOW TO TALK SO MANUFACTURERS LISTEN

When you finally get in front of the people who build the machines, remember, you’re not there to tell them what they did wrong. You’re there to tell them what the guy in the seat needs. I always start with the same line: “You already build a damn good machine. We just want to make it easier for the operator who’s in it all day.” That breaks the ice. You can see the arms uncross. Then you keep it simple. Be straight. “The heater doesn’t keep my feet warm.” “The camera angle could be better, if only…” “It’d be great to have dedicated tool storage on the paver.” That’s what they want—real talk from real users.

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When I started in this business, most equipment was built for big highway jobs. If you were a smaller contractor like us, you made do. We built things ourselves, ran hand tools, or used machines that were bigger than we needed. Then a few manufacturers saw that there was a whole world of small and mid-size paving work that needed the same quality

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TRAINING

Building the Unsupported Longitudinal Joint BY BENJAMIN EVERETT

he subject I want to bring to you this month is about another long-standing issue. In my view, we have not yet properly or adequately come up with a sustainable solution to guarantee long-term joint life. I’m referring to what is known as the leading edge or unsupported longitudinal joint, which is the first pass paved on a carriageway requiring two or more paving runs side by side. Typically, most roads I encounter (though not all) are crowned in the center on a carriageway of two lanes or more. In other words, the highest part of the road is in the middle along the centerline to provide a means to ensure water runs off it. I understand that in some territories roads are built instead with a slope or straight grade from one side to the other, which also achieves the same result. After all, we don't want standing water on any part of the road. Whichever way the road is built (crowned or sloped), oftentimes it will need to be paved in two or more passes. Here we have a longstanding issue that crops up. That is the unsupported longitudinal joint (aka the “open side” or “leading edge”) that has to be compacted then matched with the next paving run. We continue to see ongoing problems of premature longitudinal joint failure. Specifically, the problem is when we try to properly compact an unconfined or unsupported pavement edge, whether that’s a longitudinal or transverse joint, invariably it resists the compactive forces imparted from the roller in a vertical plane and tries to “squeeze out” laterally. This is a common, everyday issue all paving contractors have to contend with. We have to ensure we get adequate longitudinal joint density without distorting the edge and causing target mat depth to suffer when the material refuses to stay put. There are various methods that have been trialed and are somewhat successful, although only a few would I consider to be the perfect solution. These include the next five ideas, which you may be familiar with, and an idea I’d like to propose from outside the box.

BUILDING

You could anticipate how much “squeeze out” or lateral displacement is likely to occur during compaction and factor in that loss of depth by placing the outer 12-18 inches thicker than the rest of the mat. You do this so after compaction the pull levels out at the right finished height. This avoids a low area at the joint where water can pond and ensures finished height compliance. If you have a screed with either a berm builder or extenders that can be sloped negatively or “up,” you can do this. I use this method and find it pretty effective. As an example, on a 2-inch compacted mat, I might add another 10% to the outer edge. In this case that would be about ¼ inch. For those who have never done this, it might sound crazy, but it works to solve the thickness issue along the unconfined longitudinal joint. However, it doesn’t always or consistently ensure target mat densi18 | JANUARY 2026

WE HAVE TO ENSURE WE GET ADEQUATE LONGITUDINAL JOINT DENSITY WITHOUT DISTORTING THE EDGE AND CAUSING TARGET MAT DEPTH TO SUFFER WHEN THE MATERIAL REFUSES TO STAY PUT.

ty or air voids are where you want them to be. So, it’s not a perfect solution, in my view.

AVOIDING

Many contractors default to staying away from the unsupported edge during compaction until the mat has cooled off enough to be more stable. The problem with that technique is that by the time the mat has cooled off enough to become stable under the rollers, it’s oftentimes too cool to be able to achieve the required target density and air voids. I don’t recommend this method as it’s counterintuitive in my view, and in my experience not a successful methodology.

CUTTING

In Europe, most tandem steel rollers are fitted with an edge cutter and pressing device to try to both confine the unsupported edge during rolling and to trim off the low-density outer edge after rolling is complete but while the mix is still warm enough to allow this. Traditionally, on U.S. airport paving projects, a “pizza cutter” or disc mounted to a grader blade has been used to cut away and waste the unsupported longitudinal joint by at least 3-4 inches. The issues with both of these cutting methods are that they add quite a lot of additional time to the operation and waste a lot of material that shouldn’t really need to be cut off were it compacted well enough in the first place. Plus, it requires a lot of effort, energy and expense to pick up the discarded mix, thoroughly clean the cut back joint face (which can often cause the edge to be inadvertently damaged in the process with a skid steer, etc.), and then tack the entire joint face. It’s basically adding in a whole lot of extra work, time and expense you could avoid with a different joint-building method.

OVERHANGING

Some pavers use certain compaction techniques such as having the breakdown and finish steel drum rollers overhang the unsupported longitudinal joint by approximately 4-6 inches to consolidate that leading edge in a vertical direction and prevent it from displacing laterally. I have used (and I continue to use) this methodology where necessary, and while it is reasonably effective to a degree, it’s not perfect. At the end of each breakdown roller pass there is a conundrum encountered when the steel drum compactor has to turn

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TRAINING

IT WOULDN’T BE VERY DIFFICULT TO CREATE AN AUTOMATED LONGITUDINAL JOINT CONFINEMENT SYSTEM, WITHOUT THE MANUAL STEPS OF LABORIOUSLY LAYING OUT, SECURING AND REMOVING A TEMPORARY JOINT CONFINEMENT METHOD.

in toward the center of the pass as it approaches the screed to stop on an angle to avoid leaving a bow wave as it stops and reverses direction. In both directions as it comes inside the unsupported edge and goes back out to overhang on the return pass, I notice some degree of edge distortion can occur. Also, although rolling while overhanging the joint is a fairly reasonable method, I find that there is still some degree of edge “squeeze out” (although a lot less than other methods) with the resultant issue of air voids and density typically slightly less than target along with a slight but observable loss of overall mat height along the joint. Lastly, this methodology requires that the important secondary compaction stage undertaken with a pneumatic tire roller is unable to get closer than typically 8-10 inches or more from that unconfined longitudinal joint, as a pneumatic tire roller creates a significant amount of lateral compaction versus a steel drum compactor. This means that the important intermediate rolling stage isn’t able to be undertaken directly on that longitudinal joint until the second paving run is pulled. By then, the joint is often too cool to achieve additional compaction. All in all, that’s really a problem hiding in plain sight, and one I believe we as an industry need to face up to, confront and overcome.

ECHELON OR FULL-WIDTH PAVING

Obviously, the best solution to overcome the problems highlighted above is to pave the entire width in one continuous pass. This can be done with a single paver built out wide with screed, auger and mainframe extensions, or by paving in echelon with two or more pavers with a hot-on-hot joint overlap. To me, that’s an ideal solution and one I like to do if I have the resources and ability to do it. However, as we all know, it’s not always possible to use these methods. Typically, on heavily built up urban and city streets we have to share the rest of the carriageway with motorists, preventing us from having the entire roadway to pave in one go. There has been a lot of research, money, time and effort dedicated to understanding the dilemma we continue to see manifesting at the longitudinal joint, as well as solutions to overcome or improve the issues described above. But I don't feel we are there yet. There have been excellent industry articles posted online for more best practices on longitudinal joint construction, many of which are well over 10 years old. Many I would recommend are difficult to find today. Check out “How to Exceed the Long Joint Density Spec” and “How to Build a Long Joint in Cold Weather” at TheAsphaltPro.com for two more recent items. I've also included a variety of joint construction video links in the sidebar below. Yet we still seem to strug20 | JANUARY 2026

gle with realizing consistently compliant, high quality, unsupported longitudinal joints on the first pass. I think our industry is missing something here.

A SUPPORTING IDEA

Here’s a solution to ponder. Carefully look at what Japanese paving contractors do. I notice they build timber confinement along the entire length of the longitudinal joint to produce temporary confinement. This appears to overcome all of the described issues—low joint density, missing target air voids and low finished mat depth on the edge. The very act of confining the material forces the mix to comply and to be properly compacted, which is a simple but clever idea. Now I can already hear our U.S. paving brothers hollering at me, “But we pave three times faster than the contractors in Japan! They only pave at about 13 feet per minute, and we want to do at least 32 feet per minute or more!” Sure, I hear you. Solve the problem as I am. It wouldn’t be very difficult to create an automated longitudinal joint confinement system, without the manual steps of laboriously laying out, securing and removing a temporary joint confinement method. I’ve already designed it. If you want to talk about it, just reach out. Benjamin Everett is the owner of About Asphalt Ltd., and has worked in the asphalt industry for nearly four decades. For more information, contact him at bjeverett@aboutasphalt.co.

Here are some links to videos that showcase joint construction methodology: Part 1 of the Asphalt Institute presentation of “Best Practices for Specifying and Constructing HMA Longitudinal Joints” to UDOT University, February 2017 https://www.youtube.com/watch?v=SgPCGjw6MzY Part 2 of Asphalt Institute’s presentation https://www.youtube.com/watch?v=VlhMwb4mRMQ Part 3 of Asphalt Institute’s presentation https://www.youtube.com/watch?v=FEdHmsje71k A 5-minute step-by-step look at the “Maryland Method Longitudinal Joint Compaction” from Marshall Klinefelter Maryland Method Longitudinal Joint Compaction - YouTube Timelapse video of Japanese job site begins around the 20-second mark here https://www.youtube.com/watch?v=p2hk4qDrSbM A Japanese paving site with wood-confined edge https://www.youtube.com/watch?v=xlDC_VbquJA&t=6s A Japanese paving site with endgate riding on wood structure to confine edge https://www.youtube.com/watch?v=MgzJaXNeLms&t=6s

PAV E M E N T M A I N T E N A N C E

GPS Performs on Runway Project BY LARRY TROJAK

hen an aviation crisis at Newark Liberty International Airport reared its head in the spring of 2025, travel into and out of the nation’s busiest airline corridor was severely impacted. Issues with air traffic control staffing and electronic systems was compounded by an inopportune closing of one of the airport’s runways for reconstruction, resulting in a dramatic spike in flight delays and cancellations, as well as overall safety concerns by the traveling public. While general contractor The Crisdel Group, in charge of the reconstruction effort, could do nothing about the ATC problem, it certainly could do its part to help alleviate the runway-related scheduling issues. To do so, it used an innovative GPS-based solution for the milling facet of the paving operation, a move that helped the company complete the time-critical project 13 days ahead of schedule. As the second-busiest airport in the New York City triad of JFK, Newark and LaGuardia, Newark Liberty International Airport (airport code EWR), based in Newark, New Jersey, boasts a rich history. Built on 68 acres of marshland in 1928, EWR was the first major airport to serve the New York metropolitan area. It quickly established its forward-thinking credentials with the construction of the nation’s first air traffic control tower, first airportbased weather support station and first passenger terminal. Repurposed in 1941 in support of the war effort, it was reopened in 1946 and six years later resumed its innovative ways with the installation of runway lights, thereby becoming the first airport to allow nighttime operation. Today, the facility handles nearly 49 million passengers annually and serves 50 domestic and international carriers out of three major terminals. And one need look no further than the newly redeveloped, $2.7 billion Terminal A for proof that progress has not abated.

22 | JANUARY 2026

A pair of Cat AP-1055E pavers were each equipped with an upgraded paving solution for Crisdel Group’s mill and pave project at Newark Liberty International Airport in the spring of 2025. Photos courtesy of Topcon

MAJOR UPGRADES

On the runway side of things, EWR features two, 11,000-foot, north-south structures (4L and 4R) which undergo regular rehabilitation to ensure smoothness and durability for the roughly 460,000 flights that come in and leave each year. According to Chris Walsh, one of Crisdel’s surveyors, the job, officially known as “Runway 4L-22R Rehab,” included a range of upgrades.

“In addition to milling/paving more than 467,000 square feet of runway and taxiway, there were updates for the edge lights and stop bar lights, airfield signage was converted to LED lighting, and the electrical infrastructure was improved,” he said. “All that work was done by Con El, a local electrical contractor. Preliminary work for us began in March but really took off on April 15 with a 60-day total runway shutdown.”

With runway 4L-22R being EWR’s busiest runway for departing flights, the impact on airport operations was significant, lending added urgency to Crisdel’s already tight schedule. The company looked for the most expeditious way to get the job done and determined that streamlining the milling workflow was the answer.

PUT AWAY THE PAINT

The means to that end, Crisdel found, was Topcon Millimeter GPS, a solution that utilizes a series of laser transmitters to establish a grade control zone, which is acquired by a receiver on the mill. That information is then decoded to establish a precise, millimeter grade, vertical position anywhere on the job site and set the depth of the milling drum accordingly. According to Walsh, it changed the complexion of the project from the outset. “Without Millimeter GPS, the workflow would have been much different out here,” he said. “We would first have had to go out and, using a rod/data collector,

Using Topcon Millimeter GPS to improve the overall milling and paving operations saved more than 20% project time.

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PAV E M E N T M A I N T E N A N C E lay out what’s called a ‘grid on grade,’ in which we create a 25-foot grid, then mark each segment of the grid with the proposed milling depth. Obviously, that is a labor-intensive, time-consuming process. Instead, a digital file with all that info was loaded into the control box of the milling machines—we have two mills working out here—and the mill knew the precise depth to cut. It was a huge improvement in productivity, easily shaving several days off the process.” Jim Cleary, the owner of Cleary Machinery, the area Topcon dealer, said that, while he’s outfitted many customers over the years who used the Millimeter GPS solution, he was impressed by the level of confidence Crisdel placed in it. “Most customers I’ve worked with—even though they are relying upon the millimeter system—will still paint numbers on the ground,” Cleary said. “Not so for Crisdel. They did all the milling without any paint on the surface. They had complete trust in the system and have been rewarded for it. The accuracies they got early on—100% within ½-inch and 90% within ¼-inch—bear that out.”

A NUMBERS GAME

The FAA-sanctioned specifications for both milling and paving were understandably tight. For the milling facet of the project, Crisdel committed to a “Mill to Provide” of 3 inches. Similar to what is often called variable-depth milling, it essentially means that milling needs to be 3 inches below the determined finished grade. “It is not just a full-on 3-inch run,” Walsh said. “We were provided a TIN file by our survey company, with varying grades from every part the project. We simply told our mills—a pair of Wirtgen W250i units—to cut to -0.25, which is 3 inches below finished grade, and they adjusted. It worked out great; the numbers we got were far better than even The Port Authority specified.”

COLLABORATION

Perhaps the only thing more constant than solid performance at EWR during the rehab project, was the presence of Cleary. The 30+ year veteran equipment dealer with an extensive history of airport work prides himself on ensuring that his customers have access to his expertise. 24 | JANUARY 2026

The Crisdel crews milled and paved more than 467,000 square feet of runway and taxiway.

“It’s no secret that the Topcon solutions I bring to my customers represent some of the finest equipment in the business,” Cleary said. “But things happen on job sites and when they do, I like to be available to ensure that any impact on my customer and their operation is minimal. So, it sometimes appears as if I’m always on site. In fact, I’ve had customers tell me, ‘It’s almost like you’re part of the crew.’ That, to me, is the highest praise anyone could ask for.” Crisdel’s Walsh will attest to the value of support they get from Cleary and his team. “Jim is always on point, and if we need something, he’s there,” Walsh said. “It really doesn’t matter: time of day, if he’s in the middle of anything, whatever—he’ll get us the solution or the answer that we need. That’s huge for us.”

UPGRADE IS IN ORDER

As alluded to above, Crisdel’s milling success lent itself to excellence in the paving portion of the Runway 4L-22R Rehab. Using a pair of Cat AP-1055E pavers, each equipped with an upgraded paving solution, the company achieved smoothness and solid production rates. “Shortly before the runway job kicked off, Crisdel was still running an older Topcon paving solution,” Cleary said. “Wanting to take advantage of current technolo-

Crisdel used the 2D paving solution—a P-32 screed control box used in conjunction with sonic trackers—to get required smoothness results.

of their older system while benefiting from Topcon P-32 automation technology—it was a perfect fit.” Crisdel used the 2D paving solution—a P-32 screed control box used in conjunction with sonic trackers—to get the aforementioned required smoothness results. The system’s high-contrast control box shows the screed man the slope and elevation information on one or both sides of the screed, then follows through with fully automatic screed control. Compaction at EWR was handled by Crisdel’s fleet of high frequency vibratory tandem rollers. Though hampered by a series of rainy days, Crisdel still managed regular production rates of 2,000 tons per paver/per day. “I attribute a lot of our success here to the outstanding team that put in long days to get the job done as quickly as we did,” Walsh said. “But there’s no denying that the ability to create such an accurate milled surface played a key role as well. This runway was last rehabbed in 2014, so the need for an upgrade was definitely there. We will be leaving them with an excellent product.”

Compaction at EWR was handled by Crisdel’s fleet of high frequency vibratory tandem rollers.

gy without investing in an entirely new system and having redundant components, we talked, and I was able to connect them with an upgrade program offered by Topcon. That program allowed them to retain part

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WO M E N O F A S P H A LT

Meet a Woman of Asphalt: Construction Angels’ Hannah Garison BY SANDY LENDER

annah Garison started her construction career as a credit account representative in 2008 with the Keeling Company, headquartered in North Little Rock, Arkansas, and brings vibrant energy to not only her job as an executive support manager for Riggs CAT of Arkansas, but also to the construction industry at large. From serving as the 2025-2026 co-chair for the Women of Asphalt Arkansas (WofA AR) branch to the treasurer of the National Association of Women in Construction (NAWIC) Chapter of Greater Little Rock to her more recent involvement as the state representative for Arkansas with the Construction Angels organization, Garison is a powerhouse for helping others and encouraging the women around her. She took some time this fall to share with AsphaltPro Magazine her story as a woman of asphalt. AsphaltPro: Tell us about your entry into the construction industry with Keeling Company.

Hannah Garison is a 2025-2026 co-chair of the Women of Asphalt AR branch and a newly designated Arkansas state representative for Construction Angels. During the recent ABC Golf Tournament, she hosted a 50/50 raffle for Construction Angels that raised funds and awareness for the organization.

Hannah Garison: They are mainly an irrigation distributor, but also supply storm drainage, and a variety of other landscape products to residential and commercial landscape contractors, excavating companies, farmers, and golf courses throughout Arkansas, Louisiana, Mississippi, Alabama, Tennessee, and a portion of Texas and Oklahoma. I transitioned over time from the credit department, then I was both credit department and receptionist, then to sales. I was promoted to store manager for the North Little Rock Location in 2019. I was the only female store manager of 30 locations and worked there for 14 years. It was very intimidating at first getting into the sales side. I had to learn a lot and my boss had confidence in me. It was an industry I never knew I would have been a part of.

of opportunities for women in the industry and I discovered that I prefer to work with men.

AsphaltPro: What did you find interesting or fulfilling about your roles with Keeling Company? And what do you think about that would be attractive to other women joining our industry?

Hannah Garison: I graduated high school in 2002 and got a job. I didn’t have a secondary education. All I had was my work ethic. Being trainable, I exposed myself to new things and figured it out. Experience is priceless. Work hard and be dependable. It’s a huge asset and hard to come by these days; no one can take that away.

Hannah Garison: It was exciting and very busy. I had to be a professional, but it was also very casual. My customers became friends. I enjoyed going to work every day. I became “one of the guys” selling sprinkler systems, monster size storm drain, competing for landscape and drainage bids all over the state. I loved the challenge, making miracles happen. If we were out of something, we engineered something. Living in the south, everything is an irrigation emergency and needed yesterday. Using your resources and making relationships is what it’s all about. Being consistent, reliable, just doing a good job speaks volumes. There are lots 26 | JANUARY 2026

AsphaltPro: What part of your education relates best to the career track you’re on? (And what would you recommend to women who want to join a company as an equipment dealer or in support of equipment/accounts?)

AsphaltPro: Could you share with the readers what your job as an executive support manager for a CAT dealer requires of you? What are some of your daily responsibilities? Hannah Garison: I’m a representative for the executive management. I must put that into perspective in my work and personal life. I’m a reflection of them. I’m a travel planner and coordinator of events and numerous sales meetings. We hosted our two Arkansas United States Senators

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last year. I have hosted two NAWIC Block Kids events at our facility, ABC Field Trip, AGC Taste of Mardi Gras, Women’s Leadership Network Happy Hour. I coordinated an employee pickleball tournament, a couple of golf tournaments, and our Riggs CAT night at the Travelers baseball game. I’m pulled in about 10 different directions some days and I love it. It’s always exciting and time goes by fast. I love my job and feel incredibly lucky to be in this position. I do not take it for granted. AsphaltPro: What about your job with Riggs CAT is “most cool” to you? Hannah Garison: I love that it’s a family-owned business and will be celebrating 100 years in 2027. My boss is the 5th generation. They are one of the oldest Caterpillar dealers in the United States. One of my roles is sending out the monthly Riggs Benevolent Fund (RBF) Check Request. They are incredibly generous and support a multitude of non-profits all over the state. Then, there is the Share it Forward initiative where we volunteer and support non-profits in our community. This spring I coordinated a workday at the Pheifer Camp. We delivered a couple pieces of equipment and repainted a flagpole. We busted up a hazardous concrete basketball court, hauled it off, and helped with a drainage project. The Pheifer Camp and the Riggs family have a long history, so much that RBF paid for the Jack and Lila Riggs Fieldhouse. I was inspired to become a BIG this year for the Big Brothers and Big Sisters in Little Rock; RBF is a big contributor to the organization. They have supported my involvement with Women of Asphalt and NAWIC, which means the world to me. Then, this year I took on a role as the first Arkansas rep for Construction Angels. I asked the RBF to consider being a state sponsor and help me spread awareness about the organization. They pledged to be a silver sponsor, they sent me to Boston for the NAWIC National Conference in August where I helped co-host my first Construction Angels fundraiser. Now, we are in the beginning stages of planning our first statewide fundraiser in 2026 for Construction Angels at the Martin Marietta Hatton Quarry. They really do blow me away with their commitment to Share it Forward. AsphaltPro: How did you learn of the Construction Angels non-profit and how did you reach out to them/get involved with them?

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WO M E N O F A S P H A LT AsphaltPro: What are some of your responsibilities as a state representative for Construction Angels? Hannah Garison: Spreading awareness about the organization. Recruiting state sponsorships and fundraising. Promoting the trades and scholarship opportunities they offer. Making connections in the industry and promoting safety. AsphaltPro: What do you think is the most important skill you’ve brought to your position as a state rep for the organizations you’re a part of?

Here, Garison joins other branch members at the annual Arkansas Asphalt and Pavement Association (AAPA) cookoff in Jonesboro, November 2025.

Hannah Garison: My work ethic and determination to be a part of something here in my home state. I can relate to the people; I’ve lived and breathed it for a very long time. I’m grateful to work for a reputable company that is highly respected. It’s a privilege to have this platform and represent the construction industry in Arkansas. AsphaltPro: What would you say was the most challenging “obstacle” you, as a female in the industry, have had to overcome in the past 18 years, and how DID you overcome that obstacle? How do you think other women in the industry can incorporate that skill or habit into their workdays? Hannah Garison: I don’t recall a challenging obstacle because I was a woman necessarily. When I was looking for a new career path after my previous job, not having a college degree made it very challenging for me. I knew I wanted to stay in the construction industry because it’s what I knew and loved. But everyone wanted the credentials that I didn’t have. I got very discouraged. I had skills, experience, and I was trainable. I needed to find a company that would take a chance on me and gain their confidence. I think timing is everything, and the good Lord taught me I needed to be patient, and it would all work out. He blessed me with a great opportunity at Riggs CAT.

At the NAWIC conference in Boston, Garison’s NAWIC chapter donated $500 to the Construction Angels organization.

Hannah Garison: I discovered Construction Angels on the NAWIC website. I was renewing my yearly dues and it asked me if I wanted to make a donation to the organization. AsphaltPro: Why did you reach out to Construction Angels? What about the national organization spoke to your heart? Hannah Garison: I wanted to know who our representative was. There was an accident involving an ARDOT employee who was struck by a vehicle and killed while he was working on the side of the interstate. I thought I should reach out and see if they would be able to assist. I also thought maybe there was a way I could get RBF to be involved with this non-profit. I had never heard of anything like it and thought it would be a great opportunity for the RBF to get involved. I couldn’t believe that this was for real and being the wife of a construction worker myself, I had a desire to get involved. 28 | JANUARY 2026

AsphaltPro: Let’s talk about teamwork. What is an example of a project either with Riggs CAT or with Construction Angels that you were proud to be a part of?

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If you’re interested in supporting the work of the Construction Angels, National Association of Women in Construction or Women of Asphalt organizations, make sure to visit their websites for upcoming events. Mark your calendars for: • Las Vegas National Golf Fundraiser at the Las Vegas Paiute Golf Course March 2. Visit this link: https://www.constructionangels. us/event/conexpo-2026/ • 2026 WIC Week March 1-7. Visit this link: https://nawic.org/ events/2026-wic-week/ • EmpowerHer Workshop at CONEXPO-CON/AGG, Friday, March 6, noon to 6 p.m. and Saturday, March 7, 9:30 to 11 a.m. Visit this link: https://www.womenofasphalt.org/events/empowerherworkshop-at-conexpo-conagg

“USING YOUR RESOURCES AND MAKING RELATIONSHIPS IS WHAT IT’S ALL ABOUT. BEING CONSISTENT, RELIABLE, JUST DOING A GOOD JOB SPEAKS VOLUMES.”—HANNAH GARISON

Hannah Garison: Riggs CAT participated in the annual AAPA (Arkansas Asphalt and Pavement Association) cookoff in Jonesboro. AAPA became a state sponsor for Construction Angels this year, by the way. I attended the event with my Riggs CAT team and with Women of Asphalt AR branch. It’s two days of socializing and cooking. One of my Women of Asphalt AR members was there, along with the company she works for—APAC. I had set up some Construction Angels pamphlets that morning with our breakfast bar. She immediately suggested that we should throw a spontaneous fundraiser together, right then and there. I asked what she had in mind. APAC donated floor seats to an upcoming Arkansas Razorback basketball game, and we raised $4,000 for the Construction Angels. I was amazed! I was incredibly grateful that they were willing to do that, and it allowed me to speak in front of everyone there in attendance and to tell them about the organization. It was a great day for sure, and you couldn’t wipe the smile off my face! AsphaltPro: Let’s talk about perceptions. What do you think is an incorrect perception that we, as an industry, can re-educate young people about to encourage more women to consider a career in the asphalt business? What is something you would tell a young lady to encourage her in this industry? Hannah Garison: There are so many different aspects of this industry to consider and have an open mind! Men are more welcoming than you might think. Just do it. I was sucked into the construction industry a long time ago and I wouldn’t change a thing. I would suggest all women to get involved with the associations like NAWIC, ABC, AGC, AAPA and Women of Asphalt because you will make so many priceless connections female or male. We are a special breed of people and are all supportive of one another. AsphaltPro: What is the most rewarding aspect for you of being in the asphalt industry and/or of participating in the Construction Angels organization on a state level? Hannah Garison: Regarding Construction Angels, just being able to help people. It’s heartwarming even though it can be so sad at the same time. You must look at the positive side, too. We are helping young adults pursue careers in the construction industry by offering scholarships. I know what it’s like to be fresh out of high school and having no expectations or guidance transitioning into adult life. There are so many opportunities for high school graduates to get the training needed to have a very successful career in the trades. It’s an exciting time because the industry and technology are evolving more than ever, and we all are going to have to adapt to it. WWW.THEASPHALTPRO.COM | 29

Replacing the floor of the drag slat conveyor is one of the large projects you may have saved for winter downtime. Photo courtesy of Motion Engineering

INCREASE TONS IN 2026 WITH STRATEGIC PLANT TECH AND PRE-CHECKS BY SANDY LENDER 32 | JANUARY 2026

January is the right time of year for most North American asphalt producers to handle updates and upgrades at the hot-mix asphalt (HMA) plant. Maintenance activities that were too cumbersome to schedule during the height of construction season when a shutdown would mean a costly delay to production can be executed now. Five original equipment manufacturers (OEMs) and plant service providers took time prior to seasonal shutdown to offer their top tips for making the most of your winter schedule. Starting with ideas for upgrading to enhance your 2026 production, these gentlemen offer non-branded advice you could implement before season startup. They also dive into the top maintenance issues you should be watching out for in today’s asphalt mix production climate.

CHECK AND CONTROL THE BURNER

More than one source wanted to remind asphalt professionals of the burner at the heart of your HMA plant. Terry Elbert of Commercial Asphalt Plant Services, Minneapolis, Minnesota, suggested inspecting and performing maintenance on the burners prior to spring startup. “Both the hot oil heater burner and rotary dryer burner have fans that suck in dust throughout the year,” Elbert said. “This dust can collect in and on areas such as impellers, dampers, pressure switches and lines, pilot valves, ignitors, and scanners. Buildup of debris on dampers can affect air-fuel ratios, resulting in inefficiency. Buildup on impellers can cause balance issues, resulting in premature bearing failure. Buildup of debris in pressure switch lines, ignitors and pilot valves/plumbing can result in the dreaded misfire. Just a little cleaning in these areas can save you a lot of trouble later. “It is also a good idea to test burner safeties at this time,” he continued. He cautioned that some burners in the field might have safety switches that have failed or weren’t wired or adjusted properly. But don’t stop there. “While you’re at it, have your combustion gases analyzed. This will tell you if you are burning efficiently throughout the firing range. Sometimes small air-fuel adjustments can result in big savings.” Ron Heap, the president of Tarmac International, Inc., Kansas City, Missouri, spoke of investing in burner control technology for remote monitoring and troubleshooting. He started with a financial scenario. “Let’s say mid-year, a burner goes down and the plant cannot make repairs and bring the dryer back online,” Heap theorized. “It will cost $2,000 to get a burner tech to the site and $2,000 for him to return home. If there is one day of work, that brings the cost to $6,000. Add to that the lost revenue from being down. My suggestion is to invest in a burner control that allows the operator to see the instrument limit stream that caused the failure and allow a serviceman to get online and see the burner, negative pressure at the burner faceplate, and the ID fan function. 90% of the onsite service calls can now be via a phone call and an internet connection to the burner control.” Iván Fernández Hevia, international sales director of Intrame, Valladolid, Spain, also highlighted the importance of investing in various controls, stating this will depend heavily on the specific plant being evaluated. “Generally speaking, for an older plant, I would suggest upgrading the controls and automation systems, including a full set of sensors,” Fernández Hevia shared. “This allows operators to monitor and control every parameter, generate comprehensive reports, and ultimately reduce operating costs while detecting potential failures in advance.”

Here’s an example of the limit stream on a burner controller and the self-diagnosis screen immediately showing the operator a failed interlock. This screen shows the plant operator the limits that must be met before the burner can function. Photo courtesy of Tarmac International

Does it snow on your plant? “For customers in cold regions with snow during the winter such as Greenland, Switzerland, United States and Poland, we usually recommend covering all the motors, allowing ventilation,” Intrame’s Fernández Hevia shared. “When snow slowly melts, moisture can get inside and damage the motors, so this helps prevent that.”

ANALYZE THE PARTS

“Each year it is required that a NFPA® (National Fire Protection Association) test be performed on the burner and the fuel train,” Heap said. “This can check the double block valves for leaks, which can reduce the risk of an explosion if both stay open when they should be closed. The review will also point out other instruments that have failed. Finally, the burner can be tuned for lower CO which saves money on fuel and reduces emissions of CO to the atmosphere.” Michael Petrie, the president of Motion Engineering, Caledonia, Wisconsin, also addressed analyzing the burner’s efficiency prior to season startup. “I recommend firing up the burner, lighting it, and cycling it up and down while making some test mix if possible,” Petrie shared. “Be sure to use an analyzer during this process as it is the only way to confirm proper fuel efficiency and reliable burner performance. Running test mix helps confirm that every component is ready for a smooth, productive asphalt season.” The team at Astec Industries, Chattanooga, Tennessee, agreed with the importance of using an analyzer to double-check burner and fuel efficiency. They also recommended the use of another type of analyzer all over the plant. Ted Hope, the director of service at Astec, suggested plant personnel perform a thermographic electrical inspection. “A thermographic electrical inspection helps reveal electrical issues with the equipment such as: Loose connections, which can be from installation, overtime due to vibrations, or even thermal cycling; undersized components; and failing or damaged breakers and starters. These catches early in the season can help avoid costly downtime and last-minute repairs. A thermographic electrical inspection can be done with just the equipment running but will reveal the best results under a load. “The start of a season would be a great time to do an inspection,” Hope continued. “These inspections can help operators across all regions and WWW.THEASPHALTPRO.COM | 33

This plant was retrofitted in fall 2025, with Commercial Asphalt Plant Services repairing the components and making the connection points for the customer. Terry Elbert explained his team designed the layout to set the tanks at least 300 feet from a creek and to facilitate a northern exit road due to a blind intersection on the south side of the plant site. These are the types of overhauls and big projects you may be saving for winter downtime. Photo courtesy of CAPS

plant sizes find and repair issues before they create downtime. It is always less costly to do the repairs on your schedule than the equipment’s.” The inspection isn’t something your plant personnel will necessarily do on their own. Hope explained: “A thermographic electrical inspection requires an infrared thermal camera (major brands being FLIR or Fluke), but the inspection is almost always sold as a service. The reason for this is due to certifications and training the inspector must have to provide an adequate report and results. There are many providers across the world that provide this service.”

The 2026 Pre-Checklist for Your Plant

The sources who took the time to share their expertise for this article provided their top tips for pre-startup to the new construction season. Here is a compilation of their top-of-mind, most vital elements for you to consider prior to startup. Notice that many focus on the allimportant burner. • If you’re in a cold region where it snows during the winter, consider covering all the motors (allowing ventilation) and arrange for the control house to remain warm throughout the season. • Strictly follow the OEM’s maintenance manual. • Inspect the plant, anticipating wear. • Inspect the baghouse for buildup, mudding on walls, grates, etc. • Inspect ductwork between the dryer and baghouse for dust buildup and any premature wear that has begun. • Clean the recycle scoops and the drum mixing area. • Check the silos and remove any buildup you see on the cones or loadout gates. • Perform a National Fire Protection Association (NFPA®) test on the burner and fuel train. • Tune the burner.

34 | JANUARY 2026

Along with investing in a thermographic electrical inspection, plant personnel should consider investing in an inline flow meter on the main gas line to track fuel consumption. Petrie suggested this technology “provides precise tracking of fuel consumption, which is critical for optimizing plant efficiency. As the industry moves toward transparency and accountability of a plant’s carbon footprint, accurate tracking will likely at some point no longer be optional. This technology is one way to start collecting meaningful data to understand how your asphalt plant is performing

• Perform burner maintenance with special attention to cleaning dust and debris off impellers, dampers, pressure switches and lines, pilot valves, ignitors, and scanners. • Test burner safeties. • Light the burner and use an analyzer during this process to ensure fuel efficiency. • Adjust the burner combustion at the beginning of the season, reducing emissions, and saving fuel/gas. • Run a rotational test on veiling in the drum (sending a plug of material through the drying section during testing). • Heat the tank farm and circulate AC throughout the system. • Clean and organize the plant site. • Clean equipment, which will allow you to see any leaks long before a seal or bearing completely fails. • Complete a dry run before starting up. • Visit TheAsphaltPro.com Digital Downloads page to request your free copy of Stansteel Hotmix Parts & Service’s Asphalt Plant Inspection Checklist or AsphaltPro’s Plant Maintenance Checklist white papers. • Stop by TheAsphaltPro social media platforms to share your prechecklist tips with your colleagues.

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The Ammlub system from Ammann Group allows the ground personnel to schedule lubrication application intervals. Again, greasing should be done during the regular season when the plant is running. These workers are completing a bearing and pin inspection on batcher gates. Photo courtesy of Motion Engineering

to benchmark energy use. I think that in time, regulatory agencies will require documentation of fuel consumption per ton of asphalt produced. Adopting this technology early would allow for a strategic advantage.”

GET STRATEGIC

Elbert suggested another technology that can add a strategic advantage as we head into 2026. “As far as adding a new technology, my first choice as an operator would be license plate identification for trucks coming onto the scale,” Elbert said. “Information for that truck can be saved and auto populated on the scale ticket. This may not make sense for a smaller operation that utilizes the same small group of trucks but, for a larger operation selling multiple mix types to multiple customers, this can free up unnecessary CB chatter, reduce ticket errors and save data entry time. Any technology that allows your operator more time to focus on the plant will pay dividends.” It will also pay dividends to run some strategic tests during the off season when performing maintenance doesn’t require an interruption in production. “Run a rotational test on veiling,” Heap suggested. “Here you would run a plug of material into the drying section and watch the veil as it moves through the drying zone. Misadjusted drying flights can be easily seen, and a movie taken with a phone. Doing [such testing] improves safety and reduces dollars spent.” “Complete a dry run before starting up,” Astec’s team suggested. “A trial run of the equipment can give the team on site time to test all the motors, belts and rotating steel—all before it is used to make asphalt. A plant dry run not only verifies equipment’s operational capacity but gives a team a baseline for typical plant noises and vibrations they can expect during operation. This gives the team a head start on keying in on new noises or smells that may indicate looming issues.” 36 | JANUARY 2026

Baby, It’s Cold Outside

Even though winter downtime is ideal for handling large projects and many routine maintenance activities that you don’t want to interrupt the money-making construction season, there are some tasks you’re better off saving for warmer weather. Take “greasing” as an example. This is not an activity for cooled components. And there are other caveats to keep in mind. Many of today’s motors have sealed bearings that don’t require greasing. Make sure to check the manufacturer’s recommendations for best practices and proper upkeep. For those areas of the plant where greasing needs to occur, it needs to happen at scheduled intervals and when the components are heated. Depending on the bearing and its location, it may require more frequent lubrication than another. Again, this requires a regular schedule. The Ammlub system from Ammann Group, Langenthal, Switzerland, is mounted directly on the plant’s lubrication points. It automatically applies lubricants at scheduled intervals, and lubricant applications can occur while the plant is running, enabling completion of the routine maintenance without a drop in productivity. Remember to track the type of grease used on different components, as well. Terry Elbert of Commercial Asphalt Plant Services shared, “I would also be cautious of the type of grease used, especially if your electric motors are part of your grease schedule. Electric motors typically use a polyurea or lithium base, which most multi-purpose greases are not compatible with. Mixing greases can cause the grease structure to soften or stiffen, leading to bearing failure.” Check out “How to Prevent Equipment Seizures” from the October 2019 Training Directory and “How Lubrication Strategies Cut Costs at the Plant” from June 2025 at TheAsphaltPro.com. .Make sure you’re signed up for the weekly Toolbox Tip email that arrives in time for Monday morning’s tailgate talk and safety meeting. Quick tips like this sidebar are designed to offer seasonal, timely topics you can put into practice now. Make sure you’re subscribed at this link: https://theasphaltpro.com/upgrade-dailytoolbox-talks/

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LEARN MORE Resources for More Information

The original equipment manufacturers (OEMs) and service providers who responded to questions for this article took time to share their expertise with the readers of AsphaltPro and provided excellent information. To address additional questions you might have, reach out to them, or your specific OEM, directly. Astec Industries Ted Hope thope@astecindustries.com Office (423) 827-1591 Commercial Asphalt Plant Services Terry Elbert Terry@caplantservices.com Office (763) 910-0051 Intrame Iván Fernández Hevia ivan.fernandez@intrame.com Office (954) 865-9627 Motion Engineering Michael Petrie Mike@motionengineering.net Office (414) 510-6097 The snowy winter season may be the best time of year for your ground personnel to perform upgrades or larger maintenance activities at the plant. Make sure you have the team prepped for the cold weather, as we shared in the Toolbox Tips heading into the maintenance season. Check out our full library of Toolbox Tips at https://theasphaltpro.com/category/tips-and-tools/. Photo courtesy of Astec Industries

Petrie recommended getting the tank farm hot and circulating liquid asphalt cement (AC) throughout the system. “Circulation of the hot oil system is paramount to ensure that the meter pump is functioning properly and that there is proper flow without restriction in the system,” Petrie said. “It is important to check that valves and pumps are working properly and there are no blockages throughout the system. If this is not checked, it could lead to a multitude of problems including changing out valves and pumps, replacing or cleaning strainers, flow problems, and leaks.”

BACK TO BASICS

Along with the guidance offered here, don’t forget the foundational concepts of good plant operation. If your plant has been running for a few years, the winter downtime is the right time to get back to basics with maintenance and inspection. “I would encourage them to inspect the entire plant for buildup,” Elbert said. “Inspect the baghouse for buildup. Baghouses tend to condensate more at the end of the season as temperatures drop; this can lead to ‘mudding’ on the baghouse walls or on the auger grates if you have them. You will want to clean this so it doesn’t continue to build. 38 | JANUARY 2026

Tarmac International Ron Heap Rheap@tarmacinc.com Office (816) 220-0700

“Inspect the ductwork between the dryer and baghouse,” he continued. “Oftentimes, dust can settle out and build up in the bottom of the ductwork. This causes higher velocity and premature wear. Clean or chisel the recycle scoops and the drum mixing area. Check the silos. Buildup on the cones will not go away when you put hot mix on top of it; it will only continue to grow. Start the season out free of buildup throughout your plant.” Hope also spoke of general housekeeping. “A clean and organized plant site greatly enhances the chance of catching issues before they turn into lost production time,” he shared. “Clean equipment can show leaks potentially long before the seal or bearing completely fails. This gives the plant personnel time to get the item replaced before its inevitable failure. This extends well beyond mechanical as a clean electrical cabinet or panel is not only safer but prevents potential issues caused by dust and greatly decreases troubleshooting time if an issue arises.” By using this winter’s downtime to install meaningful upgrades and prepare your pre-startup checklist, you’re strategically planning for a prosperous 2026 and guarding against unpleasant surprises in the spring. At the end of the winter day, the guidance and ideas mentioned above are the top tips to help enhance your bottom line.

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WATCH THIS SPACE FOR CONEXPO UPDATES

CONEXPO-CON/AGG 2026 promises to be huge. While you’re there, let AsphaltPro Magazine help you find the asphalt-centric products and services that are most relevant to enhancing your bottom line. Photo of the 2023 CONEXPO crowd courtesy of Association of Equipment Manufacturers

BY ASPHALTPRO STAFF

The Construction Exposition and Construction Aggregates (CONEXPO-CON/AGG) and the International Fluid Power Exposition (IFPE) will bring thousands of vendors and a comprehensive education program to the Las Vegas Convention Center in Las Vegas this March 3-7, 2026. If you’ve attended before, you know the drill. Lots of walking and hoping you didn’t miss the unveiling of any cool equipment while you were stuck in foot traffic on the far side of the festival lot. To help you find only the elements that affect your bottom line, AsphaltPro Magazine is assembling an asphalt-only CONEXPO map, an asphalt-centric show preview and the AsphaltPro Show Daily email. These products are free to readers and designed to highlight the products and services aligned with your business. If a company supports your industry publication, we want to make sure you know of, and can easily find, their new or updated products offered during the biggest show of the year. Here are a few ways to make sure you aren’t missing out on the asphalt news and events that can help you succeed in 2026 and beyond: • Sign up now for the AsphaltPro Magazine Toolbox Tips so you can receive the free AsphaltPro Show Daily update each morning during CONEXPO week. Here’s the link: https://theasphaltpro.com/upgrade-daily-toolbox-talks/ • Look for the CONEXPO-CON/AGG logo in advertisers’ ads within our pages. Then make a note to add these companies to your “visit” list during the show. • Watch for the asphalt-only CONEXPO map, which will be mailed with the February issue of AsphaltPro Magazine. • Watch for the asphalt-centric show preview inside the February issue. • Make a note to stop by the AsphaltPro Magazine booth during CONEXPO. We’re in the grand lobby in booth GL30901 and we’d love to say “hi” and talk asphalt! We acknowledge that not everyone can make it to Las Vegas for this tradeshow. You may not be planning to fly out there and join the crush of people. Never fear! We’ll send the AsphaltPro Show Daily to our entire email list offering real-time news and product information. And we’ll have roundups and show wrap-ups after the fact to let you know what new information could help you in your upcoming paving season. Stay tuned to your premier how-to, technical asphalt info source for all the latest industry updates. 40 | JANUARY 2026

Ask The Expert Live at CONEXPO! Make sure you stop by the AsphaltPro booth in the grand lobby— Booth GL30901—to talk with paving, production and business professionals about your ideas and questions. This is the preliminary schedule with more experts and times to be announced as we get closer to the show!

Ask the Expert Schedule • At Booth GL30901 Wednesday, March 4 Paving Expert John Ball, 9:30-11:30 a.m. Paving Expert Ben Everett, 1:30-3:30 p.m. Thursday, March 5 Paving Expert, John Ball, 9:30-11:30 a.m. Technology Expert, Bryce Wuori, 9:30-11:30 a.m. Asphalt Expert, Bob Kluttz, 1:30-3:30 p.m. Friday, March 6 Business Expert, Ed Wallace, 1:30-3:30 p.m.

When to Go to CONEXPO! Tuesday, March 3-Friday, March 6 • 9 a.m.-5 p.m. Saturday, March 7 • 9 a.m.-3 p.m.

WEB EXTRA: Get the AsphaltPro Show Daily in Your Email Sign up for asphalt-centric news during CONEXPO week and tips all year ’round. Sign up for the Toolbox Tips e-newsletter now so you don’t miss out. https://theasphaltpro.com/upgrade-daily-toolbox-talks/ That sign-up form gets you the free toolbox talks each weekend, and the AsphaltPro Show Daily we’ll send out each morning of CONEXPO. Watch your email for the news that’s focused on you!

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SIMPLIFY THE SEARCH FOR OPTIMUM ASPHALT CONTENT

BY JAYANTH KUMAR RAYAPEDDI KUMAR, P.E. AND ADRIAN RICARDO ARCHILLA, PHD

Author’s Note: This article presents a simple procedure that can be used to estimate optimum asphalt content. A more detailed version of this article, titled “Simple Analytical Procedure to Estimate Optimum Asphalt Content,” was originally published in ASTM International’s Journal of Testing and Evaluation, Vol 53, No. 2, 2025.

Asphalt producers allocate significant personnel and material resources to develop hundreds of hot-mix asphalt (HMA) mix designs annually. Traditional mix design methods such as the Marshall, Superpave and Hveem methods require multiple samples to establish the optimum asphalt content (OAC). For example, the Marshall method requires at least 17 samples to determine the optimum asphalt content. This includes two samples for measuring theoretical maximum specific gravity (Gmm) and three samples at five different asphalt content levels to understand how asphalt content affects air voids. The Superpave method requires at least 12 samples to estimate OAC. Many state and federal highway agencies are strongly pursuing the implementation of balanced mix design (BMD), which requires fabrication and testing of substantially more samples to develop a compliant asphalt mix. Unlike traditional volumetric mix design methods, all of which have volumetric requirements such as limits on the voids in mineral aggregate (VMA), voids filled with asphalt (VFA), etc., at the design asphalt content for a preselected design air voids level, BMD introduces performance testing to evaluate cracking and rutting potential of mixes into the mix design process. 42 | JANUARY 2026

While some state agencies have opted to retain traditional volumetric requirements as a starting point for mix development, others have moved toward a more performance-focused approach that may reduce emphasis on volumetrics. Nonetheless, since developing a mix design using BMD or otherwise is a detailed, time-consuming process that demands significant effort, volumetrics most likely will continue to play an important role, either as a screening tool or a starting point for trial blends. Current practice on mix design requires specific volumetric criteria to ensure performance and durability. Among these, one of the difficult challenges for mix designers is achieving the minimum required VMA. The Asphalt Institute’s MS-2 manual even points out that it’s not uncommon for designers to finish their laboratory mix design, only to find out that the VMA falls short of the requirement. To overcome this, designers tweak the aggregate proportions and asphalt content until the mix meets the VMA criteria. But the challenge does not stop at the design stage. During production, VMA can collapse because of aggregate breakdown, usually by about 0.2% to 0.5%, according to the article “Fix Your Mix” published in Asphalt Institute’s Asphalt magazine in June 2016. To stay ahead of this problem, designers typically aim for a VMA slightly above the minimum, giving their mixes extra leeway for real-world conditions. Current mix design methods are iterative, relying on trial and error to select the right aggregate structure and binder content to meet various volumetric criteria. It is like trying to navigate an unfamiliar

city using a paper map by unfolding and refolding the map, squinting at tiny street names, taking wrong turns, and often backtracking to reach the destination. It takes patience and a lot of effort. Yet, just like switching from paper maps to a GPS makes navigation smoother and faster, a simple tool would be useful to take the hassle out of estimating OAC.

Graph 1. Charting Equations 1 and 2

PROPOSED ESTIMATING PROCEDURE

The proposed procedure is based on three well-established equations used in volumetric asphalt mix design and a newly developed equation based on these. Equation 1: Air Voids (Pa)—Bulk Specific Gravity (Gmb)

Equation 2: Voids in Mineral Aggregate (VMA)—Bulk Specific Gravity (Gmb)

Equation 3: Effective Specific Gravity of Aggregate (Gse)

Using these three equations, an analytical expression shown in Equation 4 is derived to estimate the optimum asphalt content .A detailed explanation of this equation is provided in the referenced ASTM paper. Equation 4: Estimated Optimum Asphalt Content

Gmb vs Pb for fixed Pa (Equation 1) and fixed VMA (Equation 2)

Graph 2. Locating Critical Bulk Specific Gravity

Pa—Air voids (%) Pb—Percent Binder Content by total weight of mix (%) Gmb—Bulk Specific Gravity of compacted specimen Gmm—Theoretical Maximum Specific Gravity of loose mix specimen Gsb—Bulk Specific Gravity of combined aggregate blend Gse—Effective Specific Gravity of aggregate Gb—Bulk Specific Gravity of asphalt binder VMA—Voids in Mineral Aggregate (%) It is useful to note that, for fixed air voids (Pa), the estimated bulk specific gravity of a compacted sample (Gmb) decreases as asphalt content (Pb) increases in Equation 1. This occurs because the theoretical maximum specific gravity of the mix (Gmm) decreases with increasing asphalt content. Similarly, for a fixed VMA, the estimated Gmb increases as Pb increases in Equation 2. The intersection of these two curves represents the point at which the mix simultaneously satisfies the target Pa and VMA criteria. The corresponding Gmb at this point is referred to as the critical bulk specific gravity (Gmb−crit) and the corresponding Pb is the estimated OAC of the mix.

Gmb−crit at the intersection of estimated Gmb vs Pb

Based on Equations 3 and 4, only six inputs are required to estimate OAC. These inputs are: (1) Trial asphalt content, Pb (at which the loose mix for Gmm testing is prepared) (2) Gmm at trial asphalt content (3) Gb of the binder (4) Gsb of the combined aggregate blend (5) Target air voids, Pa (6) Target VMA for the mix WWW.THEASPHALTPRO.COM | 43

COMPACTION’S ROLE

There was no mention of compaction effort throughout this discussion, which raises an important question: Can we accurately estimate optimum asphalt content without factoring the compaction level? The Asphalt magazine article “A Look at Superpave5” from May 2019 addresses the issue of the effect of compaction level on Superpave mix design methodology by stating “A common myth is that laboratory compactive effort (Ndesign) will change asphalt content, but data does not support that.” The Federal Highway Administration reinforces this in its December 2010 Tech Brief titled “Superpave Mix Design and Gyratory Compaction Levels” stating “there is a misconception that gyratory compaction level controls the voids and asphalt binder content of the mix. In truth, it is the gradation and aggregate properties and their resistance to compaction that controls the air voids and resulting binder content.” The Tech Brief also notes that, because of the need to stay competitive, asphalt producers modify their design aggregate structure within the design limits to make it possible to obtain a new aggregate skeleton such that a minimal amount of asphalt binder is used to achieve target air voids. It further points out that the air voids of a mix are controlled by VMA and not by compaction level. Other researchers have arrived at similar conclusions. While the above is true for the mix design process, it is also true that for given aggregate properties and a fixed gradation, as compaction level increases, the binder content must decrease and vice-versa to achieve the target air voids. The premise of the procedure presented in this article is that the aggregate structure and compaction level have indeed a substantial effect on the resulting mix volumetrics. However, Equation 4 provides an estimated OAC achieved with some unspecified compaction level only for a trial aggregate blend. If volumetrics cannot be satisfied with that OAC at the selected “design” compaction level, then the designer will need to modify the aggregate structure. This is no different than with any other design method, but it is done with minimal testing. The procedure is particularly useful when working with new aggregates and blends. It offers a simple, analytical, and efficient starting point by estimating the likely optimal Pb based on the target Pa and VMA. Based on this information, the designer can fabricate one set of specimens to check whether the mix meets all the target requirements. If it does, the mix is compliant. If not, the designer will know early on that adjustments to the aggregate structure are needed, without trial-and-error using multiple test batches. The single point verification ensures less waste of time, effort and materials.

FROM EQUATIONS TO APPLICATION

With the six input values, a mix designer can quickly use Equations 3 and 4 to generate the estimated OAC for the blend. Once OAC is known, the designer can prepare two samples to determine Gmm, and compact two gyratory or three Marshall specimens to determine Gmb and calculate Pa and VMA. If the calculated volumetrics meet the target criteria, the job mix formula can be considered established. The same blend can then be tested at other asphalt contents to complete the mix design.

CONFIDENCE IN THE PROCEDURE

The proposed procedure was validated using a combination of laboratory-prepared mixes, previously formulated designs from multiple asphalt producers, and long-term pavement performance (LTPP) data. More than 65 mix designs in total were evaluated. 44 | JANUARY 2026

Estimated OACs from the procedure were compared to the values from traditional mix design methods. The results demonstrated excellent agreement, with a correlation coefficient of 0.99. Full details of the validation process are provided in the ASTM paper.

BENEFITS OF THE PROPOSED PROCEDURE Optimum Asphalt Content: Solved Analytically

For any given aggregate blend, the OAC can be estimated analytically using Equation 4, requiring just six inputs, all of which are already part of traditional mix design methods. This equation is built on well-established volumetric equations that have long been the foundation of Marshall and Superpave mix design approaches.

A Quicker Route to Job Mix Formula

Unlike traditional mix design methods, which can require up to 17 and 10 samples using the Marshall and Superpave methods, respectively to establish the OAC, the proposed procedure significantly reduces laboratory effort. Assuming no alternative blends are being evaluated, OAC can be determined with four to five samples, which saves time and materials to establish the job mix formula.

An Easier Way to Manage VMA

It’s not unusual for mix designers to reach the end of the mix design process and discover that the VMA criterion hasn’t been met. Also, it’s industry knowledge and experience that VMA can collapse during production. The proposed procedure offers a practical solution to both issues. It gives the mix designer the flexibility to input a target VMA that accounts for expected collapse during production. For instance, if the design VMA requirement for a mix is 15.0, but experience shows VMA typically drops by about 0.5% during production, the designer might enter 15.5 to estimate OAC. This proactive adjustment helps ensure the final mix meets targets not just during design but also in production.

Streamlining Testing for BMD

In the context of BMD, any approach that can simplify volumetric verification can be a valuable tool in a designer’s toolbox. In this regard, the proposed procedure may offer a way to ease some of the added workload that comes with BMD. By reducing the number of specimens needed to validate a selected aggregate blend, this method provides an opportunity to streamline the early stages of mix development.

Final Thoughts

Designing asphalt mixes to meet volumetric criteria can be simplified. The procedure presented in this article and detailed in the ASTM paper referenced earlier provides a more efficient, analytical approach to estimating OAC using fewer samples and familiar equations. We believe it offers a practical option that may help save time and resources, while simplifying the search for optimum asphalt content. WEB EXTRA: Request access to the longer, more technical paper titled “Simple Analytical Procedure to Estimate Optimum Asphalt Content” in Vol 53, Issue 2 of ASTM International’s Journal of Testing and Evaluation here: https://store.astm.org/ jte20240242.html

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Private Project Spec Deployment

supplement

HIR in Wisconsin

A s p h a lt P r o

magazine

Commercial contracts are seeing common denominator specs for regional quality control. Learn more on page 48. Winter 2026 www.TheAsphaltPro.com

Private Specs

How to adapt to increasing QC/QA requirements in commercial and maintenance projects By Sandy Lender

Whether the crew is milling to perform maintenance, like the City of Fort Collins prepared to do on the cover of this month’s PreservationPro, or placing an overlay like the crew above, their commercial, residential, and private work has started to come with specifications once reserved for state and federal work. Both photos courtesy of John Ball, Top Quality Paving & Training, Manchester, New Hampshire

ommercial contractors performing non-department of trans-

C portation (DOT) work have noticed a trend toward mix de-

sign specifications and quality control/quality assurance (QC/ QA) parameters being included in contracts. Preparing the bid, and preparing to execute the project, increasingly involves attention to new requirements such as achieving a percentage of density or using a specific mix that was once considered only for state-level projects. The concept affects more than new construction projects, and it’s not foreign to contractors who want to upsell quality in an environment where low-bid isn’t the only way to win the job. Engineering a contract At the risk of inserting myself into this article, let me explain that when I worked for a sealcoating contractor in Southwest Florida, we often prepared estimates for projects where competitors in the area were offering bids that didn’t match ours. Property owners would call to ask 48 WINTER 2026

why material types, quantities and especially dollar amounts differed from other bids they were obliged to collect. This was before hiring a third-party engineer at the property management level was trendy; the sealcoating company owners often went to local firms’ board meetings to educate the members on pavement management plans to help property owners better compare apples to apples. Jared Hislop of Andersen Asphalt, West Haven, Utah, is a current-day contractor putting his apples up against oranges, at times. He shared that Andersen bids to provide a quality job, regardless of whether competing companies in the area are likely to include similar materials or practices in their bids. “We bid all jobs the same way with the same expectations of quality,” he said. “Obviously, there are some nuances to certain jobs. Quality is never negotiable.” For example, in the “Andersen Asphalt Optimizes Efficiency with App Bitumio” article from the March/April 2024 issue, the Andersen

team explained they’ve developed a unique process for spray-applied surface treatment wherein they clean ahead of the treatment by pressure washing the existing pavement, even if that means pressure-washing by hand in some cases. This may add time and cost to the project, but it also adds longevity to the pavement. With their preparation and application techniques, the team has seen five to 10 years of extra life for pavements compared to the two or three years most common in the industry. Hislop more recently suggested to the audience, “Bid every job like there is going to be an inspection or QC standard and hold your crews accountable for providing a quality job. We have this standard and do not change how we bid. In most cases we will not be the lowest bid, but we’ve built a situation where we do not bid on price. People want to work with us because they know the quality they will receive.” Now we’re entering 2026 and contractors throughout North America have been adapting to changes in bid requests. The past few years have seen an increase in private, municipal, county, and other nonDOT work, including DOT-level specs in contracts. There are reasons for this uptick in QC/QA, ways to accommodate it and benefits for the asphalt industry. Where the specs are coming from and what they influence 2025 was the first year Bryce Wuori, the CEO of Pavewise Inc., Bismarck, North Dakota, worked on a commercial project requiring a custom percent within limits (PWL) spec. “The Costcos and larger retail customers are adopting PWL and DOT-like specifications because they’re looking for a longer-lasting parking lot,” Wuori said. “En-

gineers and consultants who also work with DOTs are working with these companies to write the specifications in.” It’s not just engineering firms offering spec or QC/QA advice to commercial entities, but materials and pavement engineers at all levels of agency ownership who are recognizing a way to standardize mix design and quality acceptance across the board. “Municipalities, counties and turnpike authorities that used to have their own specifications are starting to adopt DOT or state specifications because the testing facilities are already set up for these standards,” Wuori said. “A large asphalt producer like Reith-Riley might have 20 different mix designs because there’s one for the DOT, there’s one for the city, there’s one for the municipality, there’s a city patching mix, and so on. It’s cheaper for asphalt facilities if you start to provide fewer options for mixes to reduce complexity and cost. So, the industry move for specifications is toward what’s common.” It’s as if the municipalities (and commercial entities) have discovered it’s less expensive for all parties involved if the plant produces one superior mix, which has been tested and verified, for the entire day, rather than switch midday to run 50 tons of a lesser quality mix. Commercial entities are also finding logic in asking for a mix or a process that has been state-approved. Wuori said, “The Costcos and Piggy Wigglys of the world figured it out [what to adjust in contracts] via the engineers who also do consulting for the DOTs. It’s easier for Costco to ask, ‘What’s the mix the state requires in this environment that lasts and is commonly used on state projects?’ The private owner is asking this and moving into this concept, too, instead of putting time and resources into figuring it out themselves through research and testing.”

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The best common denominator mix, which has already been tested and verified by a state-DOT approved lab, and which is being run by the local asphalt plant, is probably the least costly and easiest to specify for multiple agencies/owners. The local engineering firm that works with the DOT knows this and can help the private owner, commercial business, city planner, etc., select materials accordingly.

In the Northeast, even the residential entities are getting in on the quality control game. Bill Stanley, the owner of American Pavement Specialists, Danbury, Connecticut, has performed work where the homeowner’s association (HOA) has sought out specs for the contract. “We’re seeing a lot of those customers having an engineer come in, analyze their existing roadways, do core testing, check what the foundation looks like underneath the pavement, and then the engineer will write the spec,” Stanley said. “And we are seeing quite a bit of that.” The increase in quality-centric contracts engineers are influencing is speckled throughout the country. Trinity Hunt Partners, a private equity firm based in Dallas, acquired in July a majority investment in DACS Asphalt & Concrete, headquartered in Denver. DACS specializes in commercial paving solutions, offering proactive maintenance and repair services to customers across Colorado, and a spokesperson for the company responded to this issue saying, “To date, DACS has not seen a noticeable increase in commercial property owners or HOAs requiring agency-style specs in our market. Most of the projects

50 WINTER 2026

we are involved with still follow standard paving practices, and don’t require any verification. While there are exceptions—such as larger national accounts, certain cities that have required this for a couple years now, or engineering managed projects—it is not something we’re seeing across the board. “With that said, DACS is always prepared to meet higher specification requirements when they arise. DACS actively works on permitted city and general contracting projects, all of which involve oversight by engineering firms. As a result, DACS is equipped to coordinate with engineers and third-party testing firms for compaction testing, mix designs, and detailed striping or sealcoating specs as needed.” As with any evolving practice, not every engineer hits the mark every time. Shane Farlin, Sr., the owner of Quality Asphalt & Maintenance LLC, Battle Creek, Michigan, has seen both positives and negatives with the details entering contracts in his region. “We are noticing an increase of engineering firms, but more on the side of prepping specs in contracts even on smaller projects like crack sealing and sealcoating, though it’s still minor here in Michigan,” Farlin said. “On our side, it has been frustrating because even the engineering companies more times than not don’t seem to understand some of our processes; they misplace materials and practices in ways that have little true improvement for clients but exponential cost increases.” An example he gave was of being asked to route every crack in a parking lot prior to filling. Another example was being asked to use ASTM D3405 hot-pour sealant in ADA parking spaces. “These are just some fast, off the hip observations in our market,” Farlin shared.

“Though I do agree that having QC vastly improves our industry overall and would help us from losing bids to other companies that cut corners.” How to manage commercial contract specs The improvement of the industry that Farlin mentions is something all sources pointed to, and that improvement begins with collaboration to manage the specs in the contracts and the outcomes of the projects. Kesmond Willert of Bowes Construction Inc., Brookings, South Dakota, shared that Bowes has seen more commercial property owners using engineering firms to help prepare contract documents prior to soliciting bids. “We’ve also noticed some owners beginning to request density testing and additional quality control measures in their contracts,” Willert said. “This typically comes into play on larger projects, generally those over the $200,000 range. “It’s important that engineering firms and contractors work collaboratively, respecting both the technical design and the practical realities of construction,” Willert continued. “From an owner’s perspective, if you have a strong, reputable contractor in your area, trusting their expertise is valuable and can save you money in the long run. At the same time, when contractors indicate that additional engineering input would be beneficial, that guidance should also be taken seriously. Also, as an owner, hiring an engineering firm ensures that you are getting exactly what you are paying for and what has been planned. Ultimately, contractors have a responsibility to communicate clearly when engineering support is necessary, so projects can move forward efficiently and successfully.”

Keep in mind, the engineer can only recommend what he knows. “The engineer will put in specifications he’s familiar with,” Wuori said. Hislop also saw areas for caution and collaboration. “There are two problems we see with this approach: 1) in some instances the engineer is unfamiliar with the exact needs and realities of a certain job and 2) they do not hold the contractor accountable once the job is complete. Either instance can hurt the contractor who is trying to provide a higher quality product, which is why it is so important to create strong relationships with the engineering firms to define minimum quality standards.” The example Hislop offered was of a sealcoating contract where the spec might call for material to be sprayed at 25 square feet per gallon. Contractor XYZ’s bid might come in too low to meet that spec; however, because it is the low bid, they end up winning the job. When the job is complete, nobody holds the contractor accountable for having applied the material at 60 square feet per gallon, which is why they were able to bid so low. “We never try to be low bid,” Hislop said. “Our price is our price. However, if all contractors are accountable to the spec, our bids would be a lot more competitive than they appear to the customer.” Bennies all around At the end of the day, seeing private owners as well as city, county and municipal agencies enforce more consistent specs and QC/QA for the commercial contracting side of the industry offers a unique opportunity to enhance the whole industry’s image. As Wuori stated, it offers an opportunity to upsell quality as a value-added service in the private sector as well.

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52 WINTER 2026

“We see both benefits and challenges with an increase in QC/ QA requirements from property owners,” Willert said. “On the positive side, it helps keep the industry consistent, honest, and focused on delivering long-lasting asphalt pavement. From a contractor’s standpoint and owner’s standpoint this keeps an even playing field in the bidding realm, in the sense that contractors are quoting the work equally, as well as the owner being able to obtain the best price for their project. However, it can also create challenges when engineering firms become too rigid—what looks feasible on paper may not always translate effectively in the field, which can sometimes lead to project delays, deadlocks, or increased project costs.” “It helps the contractors in that they’re bidding apples to apples,” Stanley said. “If you called me to pave your parking lot at your car wash, we would walk in, do an assessment and write up a spec that we thought would be sufficient for you. The next guy’s going to come in and say something completely different. You know, he wants to do 6 inches deep—4 inches of material on the bottom, 2 inches of asphalt. I might have said 8 inches deep—4 inches of material on the bottom and 4 inches of asphalt. If you’ve been bidding work like that, that goes away. Now everyone’s bidding the same project, even though it’s not always right and even though a lot of times they can’t afford it. But it does take the guesswork out of it.” Another way the trend toward additional specs in contracts can help the contractor is in the final results. “Ryan Homes, Toll Brothers, these multi-national home builders—they install a lot of roads and in their townhouse, condo community type places, when they complete their project, they would pass along the report to the homeowners association, and they like to have the testing in place,” Stanley said. “It sort of covers your butt quite a bit, because if they bring an inspector on site, he usually checks three things: temperature, thickness, and the density. If a paving contractor hits all three of those, when the job’s completed, it’s signed off on, and you’re done. You don’t get ‘the call’ a year later.” Having the density test requirement in the contract takes “a big burden off the contractor,” Stanley said, when a third party confirms you’ve done the job properly and signs off on it. With experienced contractors bidding on the proper elements in the contract as they should, executing projects with quality in mind, and receiving the stamp of approval from inspectors or other third-party entities, the industry will have no choice but to excel. “Eventually the contractors that are underbidding and underperforming work will weed themselves out,” Hislop shared. “It may take a couple years for the customer to experience the difference, but it will happen. “I recommend bidding the job at the required spec,” Hislop continued. “Then if there are items that need to be called out, educating the engineer and customer in a value-driving way usually pays off, even if you lose the bid. Approach it with a mindset of, ‘even if you do not use me, you should be aware of this.’ Providing value with no strings attached will go a long way. “I think weeding out the contractors that are just trying to make a quick buck is good for the industry as a whole. Any industry should be focused on providing a high-quality product to their customers. The contractors that perform quality work, provide the best customer experience, and build these expectations into their standard processes will win out and be able to sell into the larger jobs where the customer expects this and is willing to pay a little more.”

Pilot Project Brings HIR to Northwest Wisconsin By Tom Kuennen

The job site team included Garrett Allen and Noah Dorey, Dustrol Inc., and Jessica Doud and Devin Harings, P.E., WisDOT.

ast summer, a hot in-place recycling

pilot project brought the 100% L (HIR) recycle process to the Wisconsin

DOT (WisDOT) Northwest Region. “I was part of a team that helped bring this project to Wisconsin,” said WisDOT Northwest Region Pavement Engineer Devin Harings, P.E. “We’re trying out the HIR process. It’s one of the first times seeing it, and we’re still learning. Working with the contractor, we are seeing if we have to change the specification or if we like it as-is. To me, it’s a new treatment and specification and we’re looking to make adjustments as needed.” HIR, according to FP2 Inc., is a continuous process with a self-contained train of 54 WINTER 2026

equipment that heats the distressed surface to 250 to 300°F, mills or scarifies a depth of ¾ to 2 inches, mixes it with new, rejuvenating asphalt emulsion or binder, places the recycled mix with a paver, and compacts the mat in readiness for potential new, or no, surfacing as dictated by the traffic and road conditions. While scarification HIR had taken place in Wisconsin, there was only one other instance of HIR involving milling heads as part of the recycling train there, executed in 2024. “As far as the process goes, we really like it,” Harings said. “Working with the contractor was great; their quality control and attention to detail really stood out...

From start to finish, we were impressed and the outcome was better than what we expected.” HIR should be only used on structurally sound pavements with good drainage, but with distressed surfaces, FP2 states. HIR has been successfully done on all types of roads, from city streets to rural roads to interstate highways. Before performing HIR, the reasons for the distresses should be analyzed so they can be corrected by the HIR process. Usually, an investigation by civil engineers will specify a process or mix design based on cores. The process has been detailed in AsphaltPro before.

Dustrol’s Mobile Asphalt Recycling System, or MARS®, constitutes its newest method of rejuvenating asphalt pavements up to 2 inches or more. Here we see the third heater in the HIR train applying gentle heat into the existing material.

Jessica Doud, project manager, WisDOT Northwest Region, spoke of the benefits of the process to the county. “It’s a big thing,” Doud said. “We have a lot of miles up here, but not a lot of money to get everything done. So, if we can find something in-place that works, it helps.” HIR is good for the environment, proponents say, because it uses 100 percent aggregates that already have been sourced, purchased, permitted, shot, hauled, crushed and screened, and shipped to a job site. Also, eliminating haul traffic is good for rural roads, and good for reducing air pollution including fugitive dust. “I think the DOT staff in Madison is aware of the benefits,” Doud added. S.R. 64 IN DUNN COUNTY The S.R. 64 project in Dunn County was 12.46 lane miles, or 233,432 square yards in size, and was undertaken by Dustrol Inc.,Towanda, Kansas. Some 26,000 tons of existing asphalt pavement was recycled on S.R. 64. (Dustrol also constructed the 2024 HIR project.)

The windrow elevator lifts the recycled material and feeds it to the paver, which places a 2-inch lift.

WWW.THEASPHALTPRO.COM 55

The rolling train included a Hamm HD+ 140i HV roller, using vibratory compaction, and a Hamm HD+ 140 VO finish roller in oscillation mode.

Here you can see the old pavement of State Route 64 in Dunn County and the new surface after the hot in-place recycling (HIR) treatment.

The 2-inch recycled layer was to be overlaid with a chip seal. The recycle mix design and rejuvenator spec were developed from over 60 cores of the existing pavement that were taken and analyzed by Colas in Tulsa. Currently, S.R. 64 handles 1,500 to 4,000 vehicles per day, Harings added. An ARA2P 3% polymer-modified emulsion was used to rejuvenate the heated asphalt pavement during the process, added at a rate of under 0.35 gallons per square yard recycled per plan. A total of 78,199 gallons of emulsion were to be used, supplied by Flint Hills Resources in Stevens Point, Wisconsin. “The road was in rough shape,” Harings said. “The environmental aspects of recycling and sustainability are great, but we defi56 WINTER 2026

nitely need a lower-cost treatment because we have so many roads in poor shape, and there’s only so much money to go around. Harings estimated that the pavement condition index (PCI) of the highway was in the 30s. “That’s typically when we will treat a lot of our roads,” he said. “We’d like to do it a lot sooner, but just doesn’t happen.” Multi-unit Process Dustrol’s Mobile Asphalt Recycling System, or MARS®, constitutes its newest method of rejuvenating asphalt pavements up to 2 inches or more. This HIR process typically uses eight units, one after the other, slowly moving forward and gently heating the existing asphalt pave-

ment to the optimum level without prematurely aging or oxidizing the material. The process begins with two or more custom-made, propane-fueled preheaters. The next heater in the train is equipped with grade-controlled milling drums, which windrow the top 1 inch of material. The milling heads are capable of milling 15 feet wide and 1 inch deep. Tunnel heaters heat the underlying pavement while maintaining the temperature of the windrow. The surface is then milled and heated by up to three more milling heaters followed by tunnel heaters, depending on material and depth. The last milling heater in the process has a metering system that injects and mixes a rejuvenating agent or asphalt emulsion into the milled asphalt and aggregate. No pug mill is used. After adding and mixing the rejuvenating agent, the windrow is picked up with a conventional elevator. The paving process is performed with a conventional electronic grade control, electric screed paver. The material is compacted using conventional rollers in vibratory and static modes. The road can be opened to traffic after a cool-off period similar to an HMA paving operation, typically within an hour after the process is complete. “Four units are preheaters, and four are heater/mills, and they’re alternated in the train,” said Donn Johnson, Sales and Marketing consultant for Dustrol. “The first preheater unit heats the aged asphalt down to a half inch and leaves it in place,” Johnson said. “The next heater comes and heats that same surface, but at the back it has milling heads, and it mills the material again to about a half inch. At the end it has guardrails that create a windrow in the center of the pavement.” Heating the recycled material in stages precludes premature oxidation, providing relatively gentle heat, in one stage after the other, instead of an intense, single burst of heat. The paver places the resulting mix at a depth of 2 inches. On this job, a Hamm HD+ 140i HV roller used vibratory compaction in the breakdown position, and a Hamm HD+ 140 VO finish roller in oscillation mode followed. The contractor generally can recycle between two and three lane miles per day. Edited by AsphaltPro staff from editorial material provided by Dustrol Inc. (www. dustrol.com). Tom Kuennen is a freelance writer in the construction industry, (www. expresswaysonline.com)

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Product Gallery Starts with Thermal Mapping Tech Request FROM ASPHALTPRO STAFF

mong the thermal mapping technologies released in the past decade or so are those that assist the paving crew in monitoring mat temperature in real time. Whether these devices are mounted above the paver’s screed, held in the paving foreman’s hand, or incorporated into the rolling train’s intelligent compaction (IC) systems, the industry seeks a way to use mat temperature monitoring to its best advantage. Enter a team from Arizona State University (ASU), Tempe. Researchers at ASU are developing an automated framework to help asphalt paving contractors improve paving quality by identifying thermal segregation and tracking compaction efficiency in near real time. The patented system, developed by doctoral students Naaga Vedula and Masih Beheshti, under the guidance of Associate Professor Hasan Ozer, Ph.D., (SSEBE), utilizes an unmanned aerial vehicle (UAV) equipped with a thermal sensor. The UAV flies over the active paving site, collecting thermal data to spot temperature segregation in the mat and tracking the precise movement of rollers to assess compaction effort and coverage. Over the past two years, researchers have visited more than 30 construction projects in Arizona to collect data and train their models. The system can now map the temperature profile of an entire sublot while simultaneously tracking roller movements. “The main problem contractors face is that by the time segregation or a missed roller pass is discovered, it is often too late for any corrective action on that section,” explained the ASU research team. “Our system can act as an ‘eye in the sky’ that monitors the paved mat and provides near real-time analysis to the paving crew, allowing them to adjust.”

ABOVE: The researchers visited over 30 construction projects in Arizona to collect data and train their models. Here you see an example of their UAV-assisted thermal quality monitoring picking up centerline segregation. RIGHT: Scan the QR code to access the 2025 UAV Survey from ASU. 58 | JANUARY 2026

Key benefits for contractors include: • Identify Segregation: The system automatically identifies thermal segregation and non-uniformities over an entire sublot independent from the paver and displays them on a map for the crew. • Track Compaction Effort: It tracks roller paths and pass counts, identifying compaction coverage and flagging low-compacted regions. • Optimize Compaction Window: When fully developed, the system will synchronize mat temperatures with roller activity to inform the paving crew of the remaining time for compaction to be effective. • Generate Automated Reports: The framework generates quality reports that can be used for QC/QA documentation, helping to ensure projects meet agency specifications. The ASU team is currently seeking input from asphalt contractors to refine the system and ensure it meets the real-world needs of the industry. You can help the team shape the technology. You are invited to share insights by participating in a short survey at https://asu.questionpro. com/2025-UAV-Survey. Learn more at https://swpt.asu.edu/projects/construction-qualitymonitoring-of-asphalt-pavement-using-unmanned-aerial-vehicle-uav/ or contact Ozer at hasan.ozer@asu.edu.

AMMANN

Ammann America, Orlando, has appointed a number of entities as authorized dealers in North America. Contractor’s Machinery Inc. (CMI) will represent the Ammann product line, including soil and asphalt compactors and light compaction equipment. It will sell the machines directly to businesses and end-users and also offer them through its rental division. The agreement expands Ammann America’s distribution and service capabilities in Tennessee. “Expanding our dealer network with a trusted partner like CMI strengthens our presence in a key region,” said Mike Conley, director of sales & distribution development at Ammann America. “CMI’s deep roots in East Tennessee and strong reputation for customer service make them an ideal representative for Ammann equipment.” Crawler Supply will represent the Ammann product line, including soil and asphalt compactors and light compaction equipment, expanding Ammann America’s distribution and service capabilities in Louisiana and Mississipi. Hills Machinery Construction Equipment Division serving South Carolina and North Carolina is now an authorized dealer for the Ammann’s compaction equipment and will be supported by the Hills Machinery branches located throughout North and South Carolina. Stone Equipment will represent the Ammann product line, including soil and asphalt compactors and light compaction equipment, expanding Ammann America’s distribution and service capabilities in the Southeast U.S. Terapro Construction will represent the Ammann product line, including soil and asphalt compactors and light compaction equipment, expanding Ammann America’s distribution and service capabilities in Ontario and Quebec.

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P R O D U C T GA L L E RY Ammann is a sixth generation, family-owned business that produces asphalt and concrete mixing plants, compactors and asphalt pavers at manufacturing sites around the world. Ammann America, the company’s North American division, is headquartered in Orlando and recently opened a 160,000-square-foot asphalt plant factory in Florence, Kentucky. The North American machines division is headquartered in Columbia, S.C. For more information, visit ammann.com.

ASTEC

Astec Industries Inc., Chattanooga, introduced in fourth quarter 2025 the EZR3 screed, a rear-mount screed engineered to deliver enhanced stability. Its rear-mount design minimizes the need for frequent adjustments, holding settings longer and reducing downtime. The manufacturer states the key features of the EZR3 screed include: • Balanced Design: Enhances tractor balance while boosting strength and durability. • Optimized Mat Quality: Maintains angle of attack even during fullwidth applications. • Material Visibility: Lower profile improves visibility of material flow for better control. • Class-Leading Endgate: Free-floating design with narrow or wide-width options and four runner configurations to suit diverse applications. For more information, visit https://www.astecindustries.com/products/ details/ezr3-highway-class-screed Astec Industries has launched the EZR3 screed, which features multiple rows of screed plate adjustment points for perfect leveling and heating elements that can be replaced without removing the screed plate.

BERGKAMP

Bergkamp, Salina, Kansas, has partnered with Jim Rawson of Rawson Manufacturing to reintroduce the Rawson screening plant for microsurfacing. While not a formal acquisition, Bergkamp will bring to market a screening plant designed by Rawson that closely resembles the popular, now-unavailable Rawson model. The move comes in response to contractor demand for a reliable aggregate screening solution—one that’s purpose-built for microsurfacing crews and their unique operational needs. “When we learned that the Rawson screening plant was no longer available, it was clear that the industry had lost a critical piece of equipment,” said Scott Bergkamp, CEO of Bergkamp. “We’ve respected Jim Rawson’s work for decades. This partnership allows us to reintroduce a field-proven design, backed by Bergkamp’s long-standing commitment to quality, service, and innovation.” The new screening plant is designed to provide a low screening platform on a transport-ready frame with ample horsepower to power optional water and emulsion pumps to enable stockpile filling on site. “These features solve real problems our customers face every day,” Bergkamp said. “We’re proud to bring this solution back into the market—and just as proud that it’s being done the right way, with Jim Rawson’s involvement and insight.” 60 | JANUARY 2026

EARTHCAM

EarthCam, Upper Saddle River, New Jersey, announced in November the launch of CommandWatch24, a central station monitoring service designed to strengthen perimeter protection for worksites and deliver precise intrusion detection. “The launch of EarthCam Command Watch24 delivers a stronger, more advanced central station monitoring service with highly accurate detections and rapid alert response,” said Brian Cury, CEO and founder of EarthCam. Command Watch24 combines advanced detection capabilities with EarthCam’s broad portfolio of video surveillance offerings to support safer worksites and more reliable perimeter awareness. Construction professionals already using EarthCam products and services can begin leveraging EarthCam Command Watch24 for a complete end-to-end job site solution.

FINE STRIPES

Fine Stripes, Charlotte, North Carolina, a specialized line striping and pavement marking company, has officially launched operations in the Charlotte metropolitan area. The new venture focuses exclusively on commercial parking lot striping, pavement marking services, and ADA-compliant line striping solutions for property managers, retail chains, and business owners throughout North Carolina's largest city. The launch addresses increasing demand for reliable, compliant parking lot striping services as Charlotte’s commercial real estate market continues expanding. “We identified a significant gap in Charlotte’s line-stripping market for contractors who combine technical expertise with genuine reliability,” said Tyler Davidson, co-founder of Fine Stripes. “Property managers need their parking lots to look professional while meeting stringent ADA compliance standards. Our pavement marking services deliver exactly that combination—precision application with regulatory peace of mind.”

TRIMBLE

KOBELCO Construction Machinery U.S.A., Katy, Texas, and Trimble® (Nasdaq: TRMB), Westminster, Colorado, announced in September an expanded collaboration that makes the Trimble Earthworks grade control platform 2D guidance and control systems available directly through select KOBELCO dealers in North America. This new offering, launched as KOBELCO's certified Trimble Earthworks 2D grade control program, is now available at KOBELCO dealers across North America, enhancing machine productivity and jobsite precision. Later in 2025, Trimble announced Southeastern Equipment Company as the newest Trimble Technology Outlet. Southeastern Equipment will now sell Trimble grade control, site positioning systems and correction services technology directly to customers using Case, Kobelco, BOMAG, Gradall and Kubota earthmoving equipment. This includes dozers, excavators, motor graders, soil compactors, mini-excavators and compact track loaders. Trimble Technology Outlets are a new and important part of Trimble’s civil construction distribution strategy. By adding authorized resellers representing a wide variety of manufacturers to the Trimble distribution channel, it becomes easier for users of various machine types to purchase, install and utilize Trimble technology for improved job site productivity and profitability. As an authorized Trimble reseller, Southeastern Equipment Company now sells Trimble technology directly to its customers in Ohio and across various parts of Indiana, Kentucky, Michigan and West Virginia.

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Y O U R T R U S T E D S O U R C E F O R A S P H A LT P L A N T PA R T S

asphaltPRO is where you are! AsphaltPro magazine is the leading “how-to” magazine for asphalt producers, highway pavers and public works specifiers, but we’re more than just a magazine! Get your AsphaltPro fix between issues by connecting with us online. Come visit us at booth GL30901

Visit our website at theasphaltpro.com for exclusive content, including videos demonstrating equipment or showcasing various projects and blog posts covering the latest industry news. theasphaltpro.com Join us on Facebook, Instagram, X and LinkedIn for daily tips to improve performance, asphalt industry history and trivia, construction humor, and news and happenings. facebook.com/AsphaltPro instagram.com/theasphaltpro @AsphaltPro linkedin.com/company/asphalt-pro-magazine Sign up for our weekly Toolbox Tip emails to inspire your daily toolbox talks. Toolbox Tips: bit.ly/toolbox-tips

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O F F T H E M AT

How to Start and Maintain a Professionally Run Paving Business— Part 1 BY SCOTT JENNINGS, P.E.

efore you place your first ton as a new paving company owner, you need a solid financial footing and smart asset management to create the best conditions for success. It takes more than a paver, a couple rollers and grit. You need a clear plan and a professional mindset. With over 35 years in heavy civil construction, I’ve done it all. From laboring in my parents’ small company, to building my own contracting firm, then losing it all, and finally climbing back to lead a multi‑million‑dollar consulting firm in 2016, I’ve seen nearly every success and mistake possible in this industry. That experience led me to create my Build America Construction Success Field Guides, a practical “pocket MBA” for construction professionals. This first article, adapted from Starting a Successful Construction Company: Proven Advice from the Trenches, focuses on the groundwork you need before your first paver hits the asphalt.

FORM YOUR BUSINESS: LEGAL PAPERWORK AND PROTECTION

It’s not the most exciting part of starting your company, but getting your legal and administrative structure right is the best insurance you can buy. Doing it properly protects you, your staff and your future, letting you focus on work instead of worry. Choose a business name. Pick something that fits long‑term goals and is professional. Avoid cutesy names; owners may not even consider you for multi-million‑dollar projects if your name sounds like a punchline. Consider a name that allows for expansion or sale later. Using your personal name always works great when you walk in a room, but a broader name may give you flexibility in the future and be more descriptive of your type of work. 64 | JANUARY 2026

Establish your legal structure. Decide whether an LLC, LLP, S‑Corp or C‑Corp best suits your goals. If you plan to grow or bring on partners, hire an attorney. It’s worth the cost. Don’t even think of operating as a sole proprietor if your goal is to be of substantial size. That opens you to catastrophic liabilities not just professionally, but personally. This decision affects everything from taxes to liability to ownership succession. Obtain your tax IDs. You’ll need both a Federal Employer Identification Number (FEIN) and likely a state tax ID number. Open a business bank account. Keep business and personal finances separate. The bank will want your articles of organization and operating agreement. Secure a certificate of good standing. You can request this from your Secretary of State. It’s often required by banks and/or bonding agents. Stay current on personal taxes. When you start bidding public work (or even with some private clients), you may have to show proof of tax compliance before receiving payment. Create a professional website. The phone book is history. Good visuals and client testimonials matter in promoting your company. Use it to project professionalism and credibility from day one.

ESTABLISH KEY BUSINESS RELATIONSHIPS

Once your legal and financial setup is complete, it’s time to assemble your support network. These are the pros who’ll keep you compliant, covered and confident. Trust your instincts when choosing because these people will handle your livelihood. Find a good lawyer. A construction‑savvy attorney is your first and most critical hire. Ask around among peers or trade groups for recommendations, then meet with two or three to find one who fits your communication style

Image courtesy of Scott Jennings

and business sensibilities. You’ll need someone who can create and review contracts, help with disputes, and guide labor and HR issues. Hire a CPA. Your certified public accountant will set up your books, assist with tax filings and prepare financial statements required for contractor licensing. They are also a requirement for becoming a bonded contractor. A CPA becomes invaluable as you grow, offering tax planning and cash‑flow guidance to keep you steady through seasonal swings. Select an insurance agent. Construction insurance is complex. It’ll cover your office, equipment, vehicles and employees. You’ll need general liability, auto, workers’ compensation and possibly professional liability. Professional liability is often associated with architects’ and engineers’ insurance, known as “E & O” coverage, which stands for “Errors and Omissions.” I know you think you’re a construction contractor not doing design work, but professional liability can cover a contractor’s misinterpretation of plans, a third party’s (such as an asphalt testing firm) error, or even faulty workmanship. These coverages may not exist in the general liability insurance all contractors carry. Choose an agent who knows construction and understands your risks. Choose a bonding agent. If your insurance provider doesn’t handle bonding, find a firm that does. It’s most convenient to have insurance and bonding under the same roof, but not necessary. You’ll depend on this relationship

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O F F T H E M AT heavily when bidding public work, so work with someone you like and trust. A good surety partner helps you grow responsibly and keeps your bonding capacity strong.

NAVIGATE THE REGULATORY MINEFIELD

Safety, compliance and licensing aren’t just boxes to check. They’re the framework of a legitimate, respected business. Get these right from the start and they’ll protect you for years to come. Stay current with Occupational Safety and Health Administration (OSHA) and your state department of transportation (DOT) requirements. If you’re going to own a plant, you’ll have to associate with the Environmental Protection Agency (EPA) on air emissions, and likely the Department of Health. Subscribe to industry newsletters and stay involved with local contractor chapters so you’re aware of rule changes early. Get properly licensed. Some states issue contractor licenses on the spot; others take months. An unfortunate truth is that some small operators work without a license or without the

proper one. It’s not a good idea from a legal and liability standpoint, and I don’t condone it (see the “Going Legit” section of my new book), but it happens. These operators are limiting themselves. If you want to compete for larger public or private jobs, go legit. It’s your gateway to higher quality clients and bigger profits. Find a mentor. The sooner, the better on this decision. A seasoned mentor can be worth their weight in asphalt. Choose someone who’s seen the ups and downs, and isn’t afraid to share hard‑won lessons. Running a company can be lonely, and having a trusted confidant makes a world of difference. Stay DOT compliant. Make sure your trucks, trailers and drivers meet all DOT requirements. Set up recordkeeping systems early for safety checks, maintenance, and driver logs. The same goes for environmental compliance at your yard. Get it right once, then maintain it.

CORPORATE IDENTITY

Now that your business structure is solid, it’s time to create your professional image. A well‑designed logo and consistent brand elevate your reputation. Use a design service,

many of which exist online (keep it under $500), and make sure you get your logo in multiple file types—PDF, TIFF, JPG, PNG, SVG and EPS. Use JPG or PNG for web and print, and vector formats like SVG or EPS for decals, signage, and apparel to ensure crisp, scalable results. Your logo and name should appear consistently on all materials such as proposals, trucks, hard hats and your website, with a consistent color scheme. This builds recognition and conveys professionalism. Once your company exists on paper, your next challenge is understanding what that paper says about your money. In the next article, we’ll dive into the financial side: reading your balance sheet, managing assets, and building systems to keep your paving business profitable. Scott Jennings, P.E., is a construction consultant and author of Starting a Successful Construction Business: Proven Advice from the Trenches.

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I N T E R N AT I O N A L S N A P S H OT

International Guidance Updates to Austroads’ guides on asphalt and stabilizing binders advance pavement practices FROM ASPHALTPRO STAFF

ustroads has released updated editions of two key resources in its Guide to Pavement Technology, providing fresh direction for practitioners working with asphalt and stabilizing binders. These revisions reflect current industry practice, evolving standards, and sustainability priorities in the region, ensuring that road agencies, designers, engineers, and material suppliers have access to consistent and practical guidance.

PART 4B: ASPHALT The updated Guide to Pavement Technology Part 4B: Asphalt delivers comprehensive advice on the selection, classification, specification, and evaluation of source rock and aggregates for pavement construction. Recognizing that rock durability underpins long-term road performance, the guide examines the geological and engineer-

ing factors that influence crushed rock quality. It also addresses the mechanisms that contribute to material distress once in service. Incorporating igneous, sedimentary, metamorphic, and recycled materials—including industrial slags—Part 4B underscores the need to align durability assessment with contemporary testing and quality assurance practices. The document acknowledges variations in local geology, testing protocols, and agency requirements across Australasia, while aiming to standardize expectations wherever possible. By integrating advances in durability evaluation and referencing national standards, Part 4B serves as a vital tool for agencies and operators seeking to optimise resource use and extend pavement life.

PART 4L: STABILIZING BINDERS

Meanwhile, the revised Guide to Pavement Technology Part 4L: Stabilising Binders focuses on the role of chemical and mechanical additives in enhancing pavement performance. Stabilization, achieved through binders such as lime, cement, pozzolans, bitumen and polymers, modifies the inherent properties of pavement materials to better withstand operational, geological and climatic conditions. Beyond engineering benefits, stabilization also contributes to sustainability objectives. By enabling in situ recycling of existing pavement layers, stabilization reduces reliance on non-renewable resources and lowers carbon emissions. Part 4L outlines binder types, in situ and plant-mixed construction practices, and points practitioners to related Austroads volumes for detailed material selection and structural design guidance, notably Part 4D, Part 2, and Part 5.

SUPPORTING CONSISTENT, SUSTAINABLE PRACTICE

Together, the updates to Parts 4B and 4L of the Guide to Pavement Technology highlight Austroads’ commitment to harmonizing practice across jurisdictions while accommodating local conditions. With clearer direction on both aggregate performance and binder application, these resources support the delivery of durable, sustainable and cost-effective pavements across Australia and New Zealand. In addition to the updates to Parts 4B and 4L of the guide, Austroads has recently released new technical specifications. Two of them tie directly to the information discussed above. Austroads Technical Specification ATS 3340 for plant mix pavement stabilization using foamed bitumen sets out the requirements for the construction of a stabilized pavement using foamed bitumen and secondary stabilizing binders that have been mixed in a stationary pugmill. Then Austroads Technical Specification ATS 3350 for in situ pavement stabilization using foamed bitumen sets out the requirements for in the in situ stabilization of pavement material using foamed bitumen and secondary stabilizing binders. 68 | JANUARY 2026

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• Bituma 85,000 CFM portable baghouse • Almix 63,000 CFM portable baghouse • Astec 52,000 CFM portable baghouse • ADM 45,000 CFM portable baghouse • Dillman 90”x20’ mixing drum • (3) Astec 200 ton silos • (5) Cedarapids 140 ton silos & slat • Astec 100 ton self-erect silo • ADM 50 ton self-erect silo • (2) Gencor incline transfer conveyors • ADM 300 tph drag slat conveyor

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AD INDEX Adler Industrial Services, Inc.. . . . . . . 70

KENCO Engineering. . . . . . . . . . . . . . . . 17

Ahern Industries, Inc. . . . . . . . . . . . . . . 71

KM International Inc.. . . . . . . . . . . . . . . 53

ALmix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Meeker Equipment . . . . . . . . . . . . . . . . 45

Asphalt Drum Mixers, Inc.. . . . . . . . . . . 65

Motion Engineering, Inc. . . . . . . . . . . . 61

Astec, Inc.. . . . . . . . . . Inside Front Cover, Inside Back Cover

Pavewise . . . . . . . . . . . . . . . . . . . . . . . . . 67

B&S Light. . . . . . . . . . . . . . . . . . . . . . 30, 31 Blaw-Knox. . . . . . . . . . . . . . . . . . . . . . . . . 9 Bomag Americas, Inc.. . . . . . . . . . . . . . 37 Brock Industries. . . . . . . . . . . . . . . . . . . 72 ConExpo. . . . . . . . . . . . . . . . . . . . . . . . . . 46

Pegasus Trailers. . . . . . . . . . . . . . . . . . . 39 Pugmill Systems. . . . . . . . . . . . . . . . . . . 73 QuikPave Products Inc.. . . . . . . . . . . . . 52 Reliable Asphalt. . . . . . . . . . . Back Cover Rocky Mountain Asphalt Conference & Expo. . . . . . . . . . . . . . . . 63

CWMF. . . . . . . . . . . . . . . . . . . . . . . . . . 3, 66

Sakai. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Dampney Engineered Coatings. . . . . . 71

Silo Pros. . . . . . . . . . . . . . . . . . . . . . . . . . 41

Destex, Inc. . . . . . . . . . . . . . . . . . . . . . . . 23

Stansteel. . . . . . . . . . . . . . . . . . . . . . 11, 57

Eagle Crusher. . . . . . . . . . . . . . . . . . . . . 19

Systems Equipment. . . . . . . . . . . . . 13, 59

ET Clancy Company, Inc. . . . . . . . . . . . 70

Tarmac. . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Fastmeasure. . . . . . . . . . . . . . . . . . . . . . 67

Top Quality Paving. . . . . . . . . . . . . . . . . 68

Forta Corporation. . . . . . . . . . . . . . . . . . 50

Unique Paving Materials. . . . . . . . . . . . 49

Gencor Industries . . . . . . . . . . . . . . . . . . 4

Weiler Products. . . . . . . . . . . . . . . . . . . 15

HITEK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Willow. . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Homestead Valve. . . . . . . . . . . . . . . . . . 25

Wirtgen . . . . . . . . . . . . . . . . . . . . . . . . . . 35

JNC Electrical Services. . . . . . . . . . . . . 69

Women of Asphalt. . . . . . . . . . . . . . . . . 29

AsphaltPro’s advertiser index is designed for you to have quick access to the manufacturers that can get you the information you need to run your business efficiently. Please support the advertisers that support this magazine and tell them you saw them in AsphaltPro magazine.

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Mobius Brings Machine Coordination to Asphalt Sites

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BY SARAH REDOHL

rom quarries and asphalt plants to earthwork and prep ahead of paving, many equipment operators face challenging conditions on the job. Unstable terrain, fatigue, human error and proximity to traffic can all raise safety concerns. Autonomous Solutions, Inc. (ASI) has developed Mobius®, a platform designed to manage multiple autonomous machines on a single site. Rather than focusing on one brand or machine type, the system is built to coordinate mixed fleets, with current applications in off-road settings like plants, quarries, and construction sites. By enabling machines to operate autonomously or under remote supervision, Mobius reduces the need for personnel to be physically present in hazardous areas. That means operators can be moved out of machines on unstable slopes, away from live traffic zones, or off long-haul routes where fatigue becomes a factor. At the same time, the system allows a single worker to oversee multiple machines, offering a practical way to maintain productivity amid workforce shortages.

HOW MOBIUS WORKS

ASI has focused exclusively on vehicle automation for more than 25 years. The company was founded after a graduate research project on automating farm tractors caught John Deere’s attention, which ultimately became ASI’s first customer. While ASI’s history is rooted in agriculture, its autonomy work now spans heavy construction, agriculture, landscaping, logistics and more. Across these sectors, the company’s central technology is the Mobius platform, which operates as both the hardware and software backbone of an autonomous job site. “Mobius is both a hardware platform, which we refer to as the onboard technology, as well as an umbrella software application to manage the operation of the onboard systems,” said ASI VP of Products Todd Rigby. The platform’s purpose is to allow multiple machines to operate not only independently, but in coordinated workflows. At the most basic level, a single machine can be teleoperated to remove the operator from danger. A more advanced setup includes fully autonomous machines operating in parallel. The most complex scenario—what Mobius is designed to handle—involves mixed fleets of different machine types working together on a shared job site.

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NEW TECH Teleoperation refers to controlling a machine remotely, often using video feeds and wireless controls. Unlike full autonomy, the machine doesn’t make its own decisions. Instead, it’s operated in real time by a person from a safe, off-site location. This allows crews to remove operators from high-risk areas without losing control of the machine.

Rigby explained that this kind of coordination is possible because ASI’s system doesn’t rely on a single brand or machine class. “We’re brand agnostic,” he said. “We don’t have exclusive affiliations with OEMs.” As a result, customers can automate machines from multiple manufacturers—provided they are equipped with ASI’s hardware— without being required to buy an entirely new fleet.

APPLICATIONS TO ASPHALT

While ASI has not yet deployed Mobius on a paving train, the platform is already able to automate machinery in use at asphalt plants, hauling, and earthworks, such as soil compactors, wheel loaders, and haul trucks. “We believe we’ll have our first construction site up and running early in the first quarter of 2026,” Rigby said. That earthwork project will focus on tasks such as general grading, cut and fill, and compacting. In asphalt plant operations, Mobius is well-suited to automate machines like wheel loaders and haul trucks that perform repeatable tasks at closed sites. “These are the kinds of environments where early adoption is happening,” Rigby said. Another market with promise for automation is haulage operations. “Perhaps our biggest success story would be the operation of Roy Hill with Epiroc in Western Australia, which is the iron ore mine that we’ve worked with implementing their autonomous fleet,” Rigby said, adding that the autonomous fleet has driven millions of miles. The byproduct of this partnership was a world-first autonomous haul truck solution that is fully interoperable, scalable, and original equipment manufacturer (OEM) agnostic. While ASI sold its mining division to Epiroc, the companies remain closely aligned. “As part of the acquisition, Epiroc has exclusive rights for mining and for aggregate extraction, but ASI retained rights to all other applications and use cases,” Rigby said.

Although ASI’s focus thus far has been on off-road autonomy, machines ASI has autonomized for off-road construction—including compactors, haul trucks, and loaders—may ultimately be adapted for use in live-traffic paving zones, pending regulatory approvals.

BOOSTING SAFETY, BRIDGING THE LABOR GAP

Many job site hazards stem from having people and heavy equipment operating in close proximity. Fatigue, human error and unstable terrain only compound the risks. At the same time, the industry is facing a labor shortage that makes it harder to keep those positions filled. Mobius addresses both issues by enabling a new model of work: experienced operators can manage multiple machines from a remote 74 | JANUARY 2026

location, staying out of harm’s way while keeping production moving. “The idea of having an autonomous operation is that you’re dramatically increasing the ratio of machines to people,” Rigby said. That increase doesn’t come at the cost of safety—it enhances it, according to the manufacturer. Mobius enforces consistent rules of operation: machines move along defined paths, respect speed limits, and maintain exclusion zones around active workers or hazards. “Automation is safer than manned, because you can program around unsafe actions,” Rigby explained. “The machine simply won’t perform something it shouldn’t do.” For example, Mobius can prevent a haul truck from crossing a steep slope while fully loaded, a maneuver a human operator might risk. This shift also opens doors for current employees. Rather than replacing skilled operators, Mobius makes it possible for them to scale their expertise across more machines. “Our business case does not rely on displacing anyone from their job,” Rigby said. ASI built the system so current employees can transition into remote oversight roles with minimal training. “If they can navigate the internet, they can be trained to manage and operate a Mobius system.” Rigby noted that autonomy also eliminates the threat of fatiguerelated incidents. “Most mines operate on 12-hour shifts,” he said. “If any of us were driving a truck for 12 hours, we would be fighting to stay awake. Computers don’t fight to stay awake.”

DEPLOYMENT & IMPLEMENTATION

Because every operation is different, ASI takes a customized approach to automation. “We can help each potential client put together a custom plan that makes sense for their organization, their budgets, their concerns,” Rigby said. In most cases, getting started is less disruptive than contractors expect. Mobius can be added to existing machines without major changes to the fleet or workforce. “We have standard components which we can mix and match like Legos to throw a system together relatively quickly to get a machine up and running in basic autonomy,” Rigby said. Training requirements are also modest. Rigby likened it to learning a new loader or adjusting to a wireless control system for a crushing plant. “It doesn’t particularly take some special education or special class of training,” he said. Most operators simply need curiosity and a willingness to learn.

LOOKING AHEAD

As ASI prepares for its first construction site deployment, Mobius is beginning to show how autonomy can support asphalt operations in the near term. Current applications at quarries, plants and during site prep offer a practical way to improve safety and sustain productivity with fewer personnel. Looking ahead, machines developed for off-road use may also be adapted for live-traffic paving zones as the technology and regulations evolve. With its emphasis on custom solutions, mixed fleets, and modular hardware, Mobius presents a realistic starting point for autonomy— one that builds on the equipment asphalt crews already use.

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