Oklahoma The Official Publication of The Oklahoma Asphalt Pavement Association Fall 2026 Issue
THE ROAD AHEAD
STARTS HERE
Building the Roads That Keep Our Region Moving
Plant Locations
Materials
Serving Oklahoma & Texas
Asphalt Production & Supply
ARDMORE DURANT MILL CREEK LAWTON
HOT MIX ASPHALT OC PATCH | High Performance Cold Patch
ADA SNYDER CLINTON BROKEN ARROW
Heavy Civil Construction and Asphalt Production Across Oklahoma and North Texas
• Pickup or delivery available • Quality material, ready when you need it
For Quotes Call (580) 223-8432 overlandcorporation.com
Ellsworth Construction, a branded division of Overland Corporation
2026-2027 BOARD OF DIRECTORS Chairman of the Board: Tim Wilson, JoB Construction
Contents
Vice Chairman: Adam Hodges, J&R Constructors Group
Features
Secretary/Treasurer: James Devinney, Evans & Associates Construction Co.
13 Oklahoma Women of Asphalt What’s been mixing since its launch?
Past Chairman: Tony Schiralli, Schiralli Construction Corp. Producer Members: Jordan Marshall, TJ Campbell Construction Jeff Mitchell, Trinitas Materials Aaron Parker, Silver Star Construction Co. Brian Schwarz, Schwarz Asphalt Laydown Member: Tera McKenzie, McKenzie Asphalt Aggregate Member: Matt White, Western Aggregates Associate Member: Rocky Webb, Action Safety Supply Company Consultant Engineering Member: Cynthia Lynn, Thunderhead Testing, LLC Refinery Member: Tim Kramer, HF Sinclair AoGC Representative: Garrett Sharp, The Cummins Construction Company NAPA Representative: Blake Barnes, Haskell Lemon Group
17 Fall Paving Season Preview Get a sneak peek at paving projects across Oklahoma. 19 Good Crews, Great Culture How companies can create a positive workplace. 21 T op 5 Cold Weather Hazards Stay safe and prepared for the upcoming cold weather. 22 Work Zone Safety Industry pros push for cameras in road work zones.
Departments 4 Between the Lines
Executive Director: Larry Patrick
5 From the Chairman
Deputy Director: Brian Taylor
6 Tech Talk
Director of Communications & Administrative Services: Chanté Kizer Cover Photo: Volodymyr/stock.adobe.com Oklahoma Asphalt is published bi-annually. 3500 N. Lincoln Blvd. Oklahoma City, OK 73105 (405) 524-7675 • www.okhotmix.com
31 Producer Laydown Member Spotlight 33 Associate Member Spotlight 34 New Members 36 Oklahoma Asphalt Quality Improvement Task Force Updates 38 Advertiser Index Oklahoma Asphalt | Fall 2026 • 3
BETWEEN THE LINES
Quality Sells Asphalt BY LARRY PATRICK, EXECUTIVE DIRECTOR In 1978, I had just heard about the new Barber Greene Drum Mix plant that Ben Hogan Company purchased and located in the Little Rock area. I was working for the Arkansas Highway and Transportation Department, now ArDOT, out of the Materials Division. Not only was AHTD in a buzz, but the industry as a whole was as well. We had heard of the drum mix plant, but none of us had ever seen one outside of pictures in magazines. There were a lot of questions about how the plant worked, what to watch for, the quality of the material being produced, and how to set up and run the plant. Barber Greene, Ben Hogan Company, AHTD, along with involvement from Asphalt Institute, hosted a workshop in Little Rock for not only AHTD personnel but also for contractors in the state. This was to include a tour of the plant where everyone could see, smell and observe the operation of this new plant and new technology. A representative of the Ben Hogan Company started the meeting talking about the ease of operation, the savings they had seen, and the decrease of maintenance issues since there was no batching tower to contend with. Next, Barber Greene started covering the technical aspects of the plant from setup to operation. Talking about the change to the mixing of the material in the plant and how the mixing continues after the plant, going up to the silo. They covered the burner operation, cold feeds, asphalt cement pump package and how it is tied into the blending system and the operation of the baghouse. Finally, Jay Hensley, regional engineer with Asphalt Institute, spoke. Knowing Jay for years, I thought he would jump on the bandwagon about how great the new technology is going to be for the industry, but he threw a curve that made everyone’s knees buckle a little. Jay talked about how great new technology is to improve the product and how, when implemented, can improve the quality. But then Jay threw the curve ball. Jay said, “QUALITY SELLS ASPHALT!” Jay went on to say, no matter how new the technology is, no matter how new the systems and operations are and no matter what has been done in past, present and future, if the quality, whether it is in the production of mix, laydown operations and in the workmanship, pavement design will go another way. Contracting agencies will have to look to other pavement types to get the bang for their highway dollars. Talking about taking the air out of the room, it was a crash landing back to earth. This was not just directed toward the contractors in the room, but also for the AHTD inspectors and all 27 of us area materials technicians to make sure the producers/contractors were giving AHTD their best quality and effort. Now, fast forward 20+ years down the road. I was attending a Texas Asphalt Pavement Association (TxAPA) Annual Meeting in Corpus Christi back in my consultant days. A lot of discussion at that meeting was focused on quality and how to improve. Finally, Kirby Pickett, TxDOT deputy executive director at the time, summed it up best. Mr. Pickett made the statement, “IF Y’ALL CANNOT BUILD QUALITY ASPHALT PAVEMENTS, TEXAS WILL GO WHITE.” There it was down and dirty, asphalt folks, you are going to have to step up to the plate. Mr. Pickett just threw a 99-mph fast ball right down the pipe. It was an eye-opener. We work in an industry with a lot of new technology and tools. Not just with asphalt plants and laydown operations, but with new types of mixes, tack coats and processes, equipment, and pavement design software that should help our industry produce more durable, sustainable, highquality and, especially, smooth pavement. Hands down, we have the best product for the job. I love to preach that “gospel.” But, somehow, we still stumble or fumble our way on a project or projects. No matter who it is, ODOT, OTA, cities, counties, private developments, commercial developments, parking lots or just someone’s driveway, we have to give it our best quality and workmanship effort. We don’t want to give anyone a chance to question our product and turn to the alternate material. My Dad was a carpenter. He had certain ways to eliminate waste and over runs. He would always say, “Measure twice and cut once,” but he still would come and checked what we had done. The idea was to make sure to check ourselves, make sure we understood the deed, and we were doing it efficiently. During my time at Haskell Lemon Construction, there was a plaque hanging in the hall that said, “First is budget, and after that is Cost.” Build it according to budget, plans specification, safely and QUALITY. If not, then get ready for cost or loss. Our industry can hold our own destiny. First, build it safely. We want our employees at the end of the day to go home safe and sound to their families. Secondly, we want to use the best quality to build our projects using the best workmanship possible. In the end, it comes down to one thing: QUALITY SELLS ASPHALT!
4 • Fall 2026 | Oklahoma Asphalt
FROM THE CHAIRMAN
A New Beginning BY TIM WILSON, CHAIRMAN OF THE BOARD
I want to thank all of last year’s board members for taking time from their busy schedules to support this organization. I am especially grateful to Past Chairman Tony Schrilli for his continued efforts to make this magazine possible again, and to the board for its support as I stepped into the role of Chairman. As I begin serving as Chairman alongside new board members, I recognize that our industry continues to face challenges across the state. At the same time, OAPA’s growing membership has strengthened our capacity and allowed us to add talented support. Brian Taylor now serves as Assistant Executive Director, working with Executive Director Larry Patrick to manage the details needed to advance OAPA and promote stronger asphalt standards for cities, counties, and tribes. Looking ahead, we can be confident that the asphalt industry will continue to evolve as new technologies emerge. OAPA will continue working with ODOT, OTA, FHWA, and other partners as we transition to BMD and IRI, support implementation of a new ODOT specification book by 2030, and respond to the challenges ahead. Our industry has consistently shown resilience through change, whether those changes bring new opportunities or new obstacles. As Chairman, and on behalf of the OAPA Board of Directors, I want everyone to know that our door is open. If you have questions about asphalt, we encourage you to ask. Education is central to OAPA’s purpose, and strong communication is essential to sharing that knowledge. Our board brings years of hands-on experience, technical training, and practical insight. We invite you to use OAPA as a resource for guidance, education, and trusted advice from people who understand the industry.
Oklahoma Asphalt | Fall 2026 • 5
TECH TALK
Balanced Mix Design in Oklahoma: Eight Years, Four Phases, and a Path Forward
BY DAVID VIVANCO, PH.D., P.E., OKLAHOMA DEPARTMENT OF TRANSPORTATION For decades, asphalt mix design in Oklahoma, like most of the country, has leaned on the Superpave volumetric method: hit your air voids, VMA, and VFA targets, then run a Hamburg Wheel Tracking Test to check rutting resistance, and call it done. It’s a system that has served the industry well, but it was built to solve the problems of the 1990s. It doesn’t say much about how a mix will crack five or 10 years down the road, and it doesn’t reward a contractor who places a genuinely more durable design if that design falls outside prescriptive volumetric limits. That gap is what brought the Oklahoma Department of Transportation (ODOT) to Balanced Mix Design (BMD), with a multi-phase initiative now eight years in, spanning over 30 pilot and implementation projects across the state; this initiative offers
6 • Fall 2026 | Oklahoma Asphalt
a useful case study for other state DOTs still weighing how, and how fast, to make the move.
A BMD Overview Balanced Mix Design is, at its core, an attempt to fix a blind spot in how the industry has designed asphalt mixes for over 20 years. Superpave volumetric design does a good job of specifying a mix’s recipe with gradation, binder content, air voids, and VMA as its main ingredients, but it only allows for indirectly estimating how that mix will actually perform once it’s compacted, trafficked, and aged in the field. Two mixes that hit identical volumetric targets can behave very differently under real loading: one resists cracking for 15 years, the other starts showing distress in five.
OTTOPLES/STOCK.ADOBE.COM
BMD closes that gap by adding laboratory performance testing, typically a rutting test and a cracking test, directly into the design and, in more advanced approaches, the acceptance process. The idea is to let a mix’s estimated performance drive the design, rather than relying on volumetrics alone. The National Center for Asphalt Technology (NCAT) and FHWA have defined BMD implementation efforts into four general approaches: • Approach A — Design with Performance Verification: volumetric design followed by performance testing purely to confirm the mix meets criteria, with no adjustment of the volumetric recipe based on those results.
• Approach B — Volumetric Design with Performance Optimization: performance testing is used to iteratively adjust and optimize a volumetrically-designed mix. • Approach C — Performance-Modified Volumetric Design: volumetric design is used as the starting framework, but specific volumetric requirements (like design air voids or VMA) can be adjusted or relaxed based on performance test results. • Approach D — Performance Design: mix proportions are selected to optimize performance test results directly, with volumetric properties tracked but not controlling the design. The latest NAPA survey shows mixed national adoption of approaches as well as selection of performance tests; currently,
Oklahoma Asphalt | Fall 2026 • 7
states like California, Alabama, and Oklahoma use Approach C; Illinois and Texas have moved toward Approach A; New Jersey allows both A and B. No state has yet utilized Approach D. Most state DOTs, including ODOT, use the Hamburg Wheel Tracking Test (HWTT) or the Asphalt Pavement Analyzer (APA) for the rutting/stability side of the equation, and a test like the Ideal Cracking Test (IDEAL-CT) or the Illinois Flexibility Index Test (I-FIT) for cracking/durability. Why does the “approach” distinction matter to a reader outside the pavement lab? Because it determines how much freedom a contractor actually has. Under Approach A and B, performance testing is essentially a pass/fail checkpoint layered on top of an otherwise unchanged volumetric design, which is useful for catching bad mixes, but it doesn’t give a contractor new tools for mix design. Under Approach C or D, performance testing becomes a lever a contractor can pull: if a mix is cracking-deficient, they have room to adjust the recipe related to binder content, RAP percentage, additive use, or other allowed methods, then prove the fix through testing rather than being locked into a single prescriptive path. That distinction is central to where ODOT’s program is headed.
to optimize cracking and rutting resistance. Oklahoma’s choice to modify rather than replace the volumetric system was deliberate: it preserved decades of institutional knowledge and existing specification language while still closing the durability gap.
Building an Implementation Framework ODOT didn’t arrive at a finished BMD specification in one step. The program unfolded across four distinct implementation phases over roughly eight years, each building directly on the gaps, findings, learnings, and surprises the previous phase exposed. Retaining HWTT as the constant thread throughout, which the department has used for rutting evaluation for more than 15 years, meant every phase could focus its energy on the harder, less settled question: how to measure and specify cracking resistance in a way the industry could trust. This is a brief description of each phase:
The motivation was straightforward: reduce the cracking potential of ODOT mixes, extend pavement service life, and expand the allowable use of recycled materials, all without sacrificing the cost-effectiveness and constructability contractors depend on.
Phase 1 (2018–2019): choosing a cracking test. ODOT began looking at how other state DOTs were approaching BMD, which pointed toward two leading candidates for cracking evaluation: the I-FIT and IDEAL-CT. The department procured the equipment needed to run both and selected four pilot projects spanning a wide range of traffic levels and pavement conditions. Fifteen mixtures were sampled and evaluated across those projects. After testing mixes from each project and comparing variability, correlation with mix components, training complexity, ease of equipment operation, and equipment cost, the IDEAL-CT test was selected as the primary cracking metric going forward.
ODOT’s current strategy fits Approach C — PerformanceModified Volumetric Design: keep the Superpave volumetric framework as the foundation, but layer performance testing on top
Stakeholder engagement was built into the program from this first phase rather than added later. The Oklahoma Asphalt Pavement Association (OAPA), which represents producers, contractors, and
Why Oklahoma Moved on BMD
8 • Fall 2026 | Oklahoma Asphalt
suppliers, served as the primary industry liaison, coordinating technical workshops and ensuring proposed specifications reflected field realities and producer capacity. Other stakeholders like The University of Oklahoma and Oklahoma State University contributed their applied research expertise, helping ODOT interpret cracking thresholds and learn from BMD efforts already underway in other states. Phase 2 (2022): a provisional specification and the first aging red flag. With IDEAL-CT selected, ODOT drafted its first BMD special provision; for IDEAL-CT, the department adopted a provisional threshold of CT-Index ≥ 80, based on the more conservative ≥ 70 threshold suggested by prior Virginia research, given differences in Oklahoma’s climate and materials. Eleven pilot projects were constructed statewide, each using a single BMD surface mixture with relaxed RAP allowances intermediate/ shoulder as well as for surface courses, on which Superpave doesn’t allow any recycled materials. This phase was also where the short-term aging question first surfaced. Design specimens for eight of the 11 mixtures were conditioned using the standard AASHTO R30 short-term aging protocol of 2 hours ± 5 minutes at 135 ± 3°C, while three were instead conditioned for 4 hours ± 5 minutes. When production samples were pulled from the projects at the plant, reheated, and tested, the results were striking: mixtures designed under the 2-hour protocol showed an average CT-Index reduction of roughly 65% between design and production, while the three mixtures designed under the 4-hour protocol showed essentially no reduction. Further analysis confirmed the difference was statistically significant for the 2-hour group. In plain terms: mixtures designed using the shorter aging period looked far better in the lab than they performed once actually produced, while the longer aging period gave design results that already reflected what plant production would do to the mix. Phase 3 (2023): validating the fix and building the toolbox. The third phase set out to confirm what Phase 2’s data suggested: that the 4-hour short-term aging protocol produced design results
that better matched field production values. Three pilot projects were built under a revised specification that formally adopted the 4-hour protocol as standard for design aging. The results validated the change: none of the Phase 3 BMD mixtures fell below the revised performance threshold, and the statistical gap between design and production CT-Index values was not significant. This phase also produced the first regionally calibrated CT-Index thresholds. ODOT compiled IDEAL-CT results from 55 lab-prepared mixtures of which 28 were surface and 27 intermediate courses, and built cumulative distribution functions for each category, ultimately adopting the 80th-percentile value for surface mixtures (CT-Index ≥ 100) and the 85th-percentile value for intermediate mixtures (CT-Index ≥ 60) as minimum thresholds, replacing the earlier provisional ≥ 80 cutoff. RAP allowances were revised again, and the specification began requiring chemical extraction rather than ignition methods for RAP binder content, after ignition-based correction factors proved unreliable. Phase 3 also validated using a softer PG 58-28 binder in a 25% RAP mixture, which met performance criteria in both design and production, confirming early evidence supporting softer binders as a genuine tool for offsetting RAP’s stiffening effect rather than just a theoretical option. Workforce limitations surfaced clearly during this phase’s field and lab coordination, which is what prompted ODOT to pursue a public-private partnership model going into future phases. Phase 4 (2024–2025): scaling up and testing the seams. The fourth phase moved from proof-of-concept to genuine scale. Eight ODOT construction residencies were equipped with their own IDEAL-CT testing-capable load frames, and eight pilot projects were built, each pairing a BMD mixture directly against a Superpave control mixture for head-to-head comparison. Rather than sampling a handful of lots per project as in earlier phases, ODOT collected roughly ten production lots per project, and tested each lot across multiple labs to directly measure multi-lot and multi-laboratory variability. IDEAL-CT was formally integrated into the state’s asphalt materials certification program during this phase, with supplemental training rolled out to technicians
Oklahoma Asphalt | Fall 2026 • 9
statewide, and the field construction and acceptance related sections of the spec book were revised to adjust pay factors for the relaxed volumetric tolerances BMD mixtures require. That multi-lab testing effort fed directly into a statewide roundrobin variability study in which 27 laboratories participated, including ODOT’s eight newly equipped field residencies. This study turned out to be one of the more consequential findings of the entire program. Beyond the four phases. ODOT has also built long-term monitoring directly into its Pavement Management System, tracking cracking, rutting, and surface condition on BMD project sections over time, and has sponsored accelerated trafficking of BMD mixtures at the NCAT Test Track section N10 in Auburn, Alabama. Having a way to get performance feedback on a compressed timeline rather than waiting a full pavement life cycle for in-service data.
The Hard Part: Repeatability If there’s a lesson other states should take from Oklahoma’s experience, it’s this: the biggest obstacle to BMD implementation usually isn’t the test method itself; it’s getting consistent results out of it across labs and across specimen fabricators. Running alongside the Phase 4 rollout, ODOT launched a formal, statewide round-robin study to pin down where IDEAL-CT variability was coming from. Twenty-seven laboratories participated, including ODOT’s eight equipped field residencies and central lab, university research labs, and private-sector labs affiliated with contractors and producers. All testing specimens were drawn from a single production lot to guarantee material consistency. The study was split into two phases designed to isolate different sources of variability: • Phase 1 (equipment variability): a single lab fabricated every specimen, and the 27 labs only conditioned and tested them, holding material and preparation constant while varying only the testing equipment, software, and operator. This produced a within-laboratory COV of 18.8% and a between-laboratory COV of 27.4%. • Phase 2 (fabrication variability): loose mix from the same lot was shipped to each lab, and this time every lab reheated, compacted, and tested its own specimens, introducing fabrication technique as an additional variable. Withinlaboratory COV rose to 25.3%, while between-laboratory COV held roughly steady at 27.9%. The takeaway was clear: letting specimen fabrication vary lab to lab, rather than just testing equipment and operator, was what actually drove the bigger jump in variability. That’s a meaningfully different diagnosis than “the test itself is unreliable,” and it’s why standardized specimen preparation and technician training, not equipment upgrades alone, became the priority for scaling IDEAL-CT statewide. Within that same theme: a mix’s cracking performance is sensitive to how and when it’s aged and tested, which is what drove the short-term aging validation work described above. It’s a useful reminder for any agency starting down this path: a performance test is only as defensible as its repeatability, and repeatability must be engineered into the protocol just as deliberately as the pass/fail threshold itself.
Where It Stands Now With a complete BMD special provision now in place, ODOT is preparing to move BMD from a phased pilot program approach into general practice statewide. The remaining construction residencies are being equipped this year with 18 newly acquired
10 • Fall 2026 | Oklahoma Asphalt
load frames, extending field IDEAL-CT capability to every district rather than the eight equipped during Phase 4. As that rollout happens, IDEAL-CT will be run on every BMD mixture along with the HWTT during design for mix acceptance, and IDEAL-CT only during production at a frequency of once per 4,000 tons. Field testing will be conducted for information only, with no pay factor attached yet. The purpose is to start building a genuine field testing database: enough data, across enough projects and labs, to properly analyze variability and determine whether the test is ready to support a formal pay factor down the road, rather than making that call prematurely. Superpave mixtures aren’t going away immediately; they’ll remain an available, active option, but they’re expected to be phased out gradually in favor of BMD-designed mixes as the program matures and confidence builds. And the special provision itself isn’t a finished document: ODOT expects to keep revising it as more field data comes in, so it remains, deliberately, a work in progress rather than a fixed endpoint.
Expanding the Balancing Toolbox The next stage of ODOT’s program, on top of expanding the field-testing framework, is about giving contractors more ways to reach an acceptable balance between rutting and cracking resistance. Right now, a designer has a fairly narrow set of levers to pull. ODOT is actively evaluating several additional paths that would widen that toolbox considerably; the current allowed strategies include: Increasing binder content while relaxing required design density. One of the more direct ways to improve cracking resistance is simply to put more asphalt binder in the mix, but Superpave volumetric requirements around design density and air voids limit how far a designer can push binder content before running into spec violations elsewhere. ODOT is looking at allowing higher binder contents paired with a relaxed design density requirement, effectively trading some volumetric rigidity for measurable cracking performance gains. Softer binders when RAP is used. Reclaimed asphalt pavement brings aged, stiffened binder into a mix, which may be part of why high-RAP mixes tend to underperform on cracking tests. Rather than restricting RAP percentages outright, ODOT is evaluating allowing the use of a softer virgin binder grade when RAP content increases to offset the stiffening effect of the aged material with a more flexible virgin binder, so the blended binder ends up performing closer to a conventional mix. Warm Mix Asphalt via chemical additives at reduced production temperatures. Producing mix at lower temperatures through WMA chemical additives has shown benefits well beyond emissions and fuel savings; it also reduces short-term binder aging during production, which in turn tends to improve cracking resistance. ODOT is evaluating this as a formal balancing tool rather than purely a sustainability measure, giving contractors another route to meeting cracking and rutting requirements. Looking further out, ODOT is also considering, though not yet actively piloting at scale, a set of tools that would further diversify how a mix can be balanced: • Rejuvenators, which chemically restore some of the flexibility lost in aged RAP binder, potentially allowing higher RAP contents without the cracking penalty seen in early BMD trials. • Mix modifiers, including fibers and ground tire rubber (GTR), both of which have track records elsewhere in the country for improving cracking and rutting resistance simultaneously.
• Graphene modifiers, a newer and still-developing category that ODOT is monitoring and evaluating rather than actively specifying, given the limited long-term field performance data available industry-wide. The throughline across all of these options is the same: rather than a single prescriptive path to a passing mix, ODOT is moving toward a specification that offers contractors multiple, independently viable ways to balance rutting and cracking performance. Increasing binder contents, softening the binder grade, reducing production temperature, rejuvenating the RAP, or modifying the mix lets the contractor choose the combination that best fits their materials, equipment, and cost structure. That’s a meaningful shift in philosophy from a prescriptive specification toward one that rewards engineering judgment and innovation.
Summary Oklahoma’s Balanced Mix Design program illustrates what a disciplined, multi-phase implementation looks like in practice: roughly eight years, four phases, and more than 30 pilot and implementation projects, with a specification revised repeatedly in response to lab and field data rather than adopted wholesale on day one. ODOT kept the Hamburg Wheel Tracking Test as its rutting check throughout, and selected IDEAL-CT after a thorough evaluation during Phase 1. The path from there wasn’t linear. Phase 2 (2022) brought a critical problem to light almost immediately: mixtures designed under the standard 2-hour AASHTO R30 short-term aging protocol showed roughly 65% less cracking resistance once retested under actual production conditions, while mixtures designed under a 4-hour protocol showed essentially no gap at all. This all was evaluated during Phase 3 (2023), leading to a 4-hour protocol as
the fix; the provisional threshold was also changed after a statewide benchmarking study. Softer virgin binders were evaluated to offset RAP-related stiffening without sacrificing performance. Phase 4 (2024–2025) scaled the program statewide, equipping eight ODOT field residencies with IDEAL-CT testing capability along with a 27-laboratory round-robin study that pinpointed specimen fabrication technique, more than testing equipment itself, as the leading driver of testing variability. With a completed special provision now in place, ODOT is moving BMD from a phased pilot program into general statewide practice. The remaining construction residencies are being equipped this year with 18 newly acquired load frames, and every BMD mixture will be tested with IDEAL-CT alongside HWTT at design, then again during production roughly every 4,000 tons for information only, building the field database needed to eventually support a formal pay factor. Superpave mixtures remain available for now but are expected to phase out gradually as confidence in BMD grows, and the special provision itself will keep evolving as more field data comes in. Looking ahead, ODOT’s attention is shifting toward giving contractors more ways to meet performance targets: higher binder content paired with relaxed design density, softer binder grades to offset RAP-related stiffening, and WMA chemical additives to reduce production-temperature aging. Future evaluations include the use of rejuvenators, fibers, GTR, graphene, and other modifiers. For other state DOTs watching Oklahoma’s experience, the clearest lesson may be that a mature BMD program isn’t defined by a single test or threshold, but by an iterative process of testing, validating against the field, adjusting, and repeating; this framework keeps expanding a contractor’s ability to engineer a genuinely better-performing mix.
Oklahoma Asphalt | Fall 2026 • 11
ASPHALT PAVING • PATCHING GRAVEL • MILLING
www.mckenzieasphalt.com 473747 State Highway 101 473747 State Highway 101 Muldrow, OK 74948 Muldrow, OK 74948
918-776-5290
Office: 918-776-5290
TOO BIG OR TOO SMALL
3rd-6-23-2026 K-S OAPA Wirtgen Support Ad.qxp_K-S Wirtgen Support 6
• Best Practices for Machine Applications • Start-ups and Product Demonstrations • Operations & Operator Training • Machine Inspections • General Q&A on Machines and Technology
Sales • Rentals • Parts • Service
kirby-smith.com Oklahoma City 405.495.7820
888.861.0219
Tulsa 918.438.1700
12 • Fall 2026 | Oklahoma Asphalt
McAlester 918.310.1550
NO PROJECT
One Year In: Oklahoma Women of Asphalt Chapter Builds Momentum Through Mentorship and Workforce Development BY ELSBETH RUSSELL When the Oklahoma branch of Women of Asphalt held its kickoff meeting in May 2025, it capped off months of groundwork and years of an idea waiting for the right moment. More than a year later, the chapter has grown its membership, expanded its board, and built a reputation as one of the state’s most active partners in introducing young people to careers in construction.
Meanwhile, Larry Patrick, executive director of the Oklahoma Asphalt Pavement Association, had been thinking about a chapter for years, and has been a proud supporter of the efforts to start the chapter. “I have been in this industry for over 50 years and I am seeing more women entering it,” Patrick said. “The need for these women is to feel like they belong, have support and be able to network.”
Trish Morris, project manager at Silver Star Construction in Moore, had barely settled into her role when she first heard about the idea of an Oklahoma chapter.
Two years before the chapter launched, Patrick, Morris and Morris’ supervisor, Aaron Parker set up a table at the OAPA annual conference to gauge interest, handing out embroidered “WofA Oklahoma Chapter” hats to anyone who signed up.
“When I was hired on, my supervisor mentioned that he wanted to get a branch of the Women of Asphalt started,” Morris said. Once she found her footing at Silver Star, she attended World of Asphalt and met the national organization’s members firsthand.
“We had over 40 people sign up over two days,” Patrick said. “It was great seeing those people at the conference amongst the 450 attendees. It made me very proud of everyone connected, especially Trish Morris for heading this effort.”
Later, Morris also attended the annual Women of Asphalt (WofA) x Astec Leadership Summit and joined the national mentorship program to build relationships within the group.
That sign-up sheet, combined with a roster the national organization shared of Oklahoma members who had joined WoA nationally but had no local chapter to call home, gave Morris and
Oklahoma Asphalt | Fall 2026 • 13
Patrick the data they needed to bring the idea to the OAPA board. As Morris put it, before the chapter existed, those members “kind of just were floating around in space… they didn’t have a landing zone per se.” With the board’s support secured, the chapter held its first official meeting at the OAPA headquarters office in May 2025, where members finalized an initial board: Morris as chairwoman, Kati Ratliff of Rudy Construction as vice chair, Krysta Green of First Water Contracting as secretary, and Chante Kizer of OAPA as temporary treasurer. “Katie Ratliff over at Rudy and Krista over at First Water… jumped right in and said, hey, we wanna be on the board, we’ll join you,” Morris recalled. “We kind of were the Three Musketeers early on.”
Growing Membership, Growing Pains More than a year in, the chapter’s membership has grown past 50, up from the roughly 40 unaffiliated members who first gave Morris the case for starting a branch. Getting members to the table, however, has proven to be the harder task. Part of the challenge is geography. With members scattered across the state, including in the Panhandle, aren’t always able to make the drive to Oklahoma City for meetings and events. The board is
14 • Fall 2026 | Oklahoma Asphalt
looking at ways to stretch its reach, possibly with a meet-and-greet in Tulsa once or twice a year. To share the workload and keep momentum going, the board added two new positions this year: an events lead and a communications lead. The communications role has allowed the chapter to post more consistently on social media, something Morris had been trying to manage on her own alongside her regular job duties. Chante Kizer has also helped pair OAPA outreach with Women of Asphalt messaging to widen the chapter’s visibility. One point Morris is eager to correct is the misconception that membership comes with a cost. “It’s free,” she said. “Why not join? We’re just here to support people in the industry, support women, give them a sounding board.” Companies are asked to consider a sponsorship if they’re able, but individual membership carries no fee, and most national events, including the online offerings, are free as well.
A Focus on Workforce Development Since its founding, the chapter has built its identity around workforce development, partnering closely with Construct My Future, an Oklahoma-based organization that introduces school-age kids to the
trades as an alternative to a four-year degree path. “We really do want to make an impact in the industry,” Morris said. “This last year, even at national level, we’re really focused on the community and how we can give back.” The partnership has taken several forms. In the fall, chapter members volunteer at Construct My Future’s truck pull fundraiser, where teams compete to pull vehicles as large as a 160,000-pound crane. Each June, the chapter helps run construction camp, a week-long program for students in grades 5 through 8 that rotates them through activities in a dozen or more trades. The Oklahoma chapter runs “Paving Day,” and its signature contribution, edible asphalt made from candy and sweets standing in for aggregate and binder, has become a camp favorite. This year’s camp drew 96 students, with four chapter members, including Morris, on hand to run the activity. Patrick, who has seen the demonstration up close, called it a hit with everyone involved: “The kids and later the staff and counselors loved making this and eating it.” Kati Ratliff, the chapter’s vice chair, counts those camps among her favorite moments with the group. “My favorite experience has
been participating in the last two CMF Camps at OSU-OKC,” Ratliff said. “It was so much fun making edible asphalt with the kids and introducing them to the asphalt industry in a hands-on, engaging way. Seeing their excitement and curiosity made the experience especially memorable.” Chapter members also volunteer at Construct My Future’s construction rodeos, geared toward students in FFA and agriculture programs, walking them through mock interviews and industry conversations, and at a job fair that drew close to 300 high schoolers to speak with employers and practice interviewing. Beyond one-day events, several chapter member companies, including Rudy Construction, have taken on Construct My Future’s paid high school internship program, which pairs seniors with employers several days a week for a semester while covering their insurance, safety gear and OSHA 10 training. Morris said Silver Star has already hired two employees who came through the program. Looking ahead, the chapter is planning to build a mentoring effort specifically for the young women coming out of that internship pipeline, aiming to keep them in the industry once the reality
of the work sets in. “This year with Construct My Future, one of the things we’ve posed is that we are going to try to mentor the girls and see if we can help prevent some of the fallout,” Morris said.
Building Community Along the Way Beyond the events calendar, members describe a sense of connection that has developed among the chapter’s core group. Krysta Green, the chapter secretary, joined after her employers at First Water Contracting encouraged her and her coworkers to get involved. “I was just ready to help her, and do whatever I could to help our Oklahoma chapter grow and be a success,” Green said of stepping in to support Morris early on. For Green, the standout moments have come from the Construct My Future events at OSU-OKC. “It’s been a blast, getting to see all the kids come through and talking to them about wanting to be a part of the construction industry, and then just getting to see all the other women like Trish or Katie, Raquel, just meeting others in the industry and kind of building a relationship with them,” Green said. “That’s been really nice, learning from each other.”
Ratliff echoed that sense of community as a reason to join. “Building relationships with other women who share similar experiences and a passion for our industry has been incredibly rewarding,” she said. “Whether you’re new to the field or have years of experience, you’ll find a supportive community that encourages growth, leadership, and collaboration.” For anyone still weighing whether to get involved, Green’s advice is simple: take the leap. “I would say to jump out of your comfort zone and grow,” she said. “That’s the only way that you could sometimes grow is if you’re put in an uncomfortable situation, and learn from others and say, ‘hey, I’ve never done this before, but I’m gonna learn along with you.’”
What’s Next “The chapter’s board met in August to plan its next round of events and revisit its mentorship push for young women coming out of Construct My Future’s internship program. Morris also worked with Patrick to raise money at the OAPA golf tournament in September, part of an ongoing effort to fund a fuller events calendar.”
Bulk Liquid Trucking, Rail trans load facility equipped with boiler. Dry bulk, composites, raw materials.
Roy Davis • President • 580-504-3467 Geof Flora • Business Development • 405-620-3885
Ph: 580-226-6449 www.asphaltexpress.net
Yep- We do that, too Oklahoma Asphalt | Fall 2026 • 15
On the national side, the chapter’s mentorship program reopened applications in August, with a goal of pairing 100 people this year at no cost to participants. Morris, who was matched with a mentor from the Chicago area last year, said the program gives newcomers someone to talk to about the challenges of the job, even from a distance. Setting up the chapter’s social media presence is also on the list, giving the board a place to introduce members and promote upcoming events, alongside continued volunteering at Construct My Future’s rodeos and camps as the organization considers expanding nationally.
How to Join Women of Asphalt Oklahoma It’s free. Individual membership carries no cost at either the national or chapter level. Sign up nationally, land locally. Join through the national Women of Asphalt organization and list Oklahoma as your state; the national office shares those signups with the local chapter, which is how new members get connected. Companies can sponsor. Employers who want to support their team’s involvement are asked to consider a $1,000 annual company sponsorship. This covers the chapter’s events and materials — membership itself stays free either way.
Patrick, for his part, sees a chapter that has already exceeded what he imagined when he first started pushing for one. “I am so proud of them,” he said. “They have been where we needed them… This chapter has been an asset to OAPA.”
Show up where the chapter shows up. New members are always welcome at chapter meetings, held at the OAPA office in Oklahoma City, and at volunteer events with Construct My Future throughout the year, including construction camp each June and construction rodeos in the fall. Apply for a mentor. The national mentorship program opened applications in August, pairing members one-on-one with a mentor elsewhere in the industry, at no cost.
≈ CONSTRUCTION TRACKS ≈ PAVER TRACKS ≈ ON/OFF ROAD TIRES Holden Cook hcook@tandwtire.com 16 • Fall 2026 | Oklahoma Asphalt
405-397-6852
Sticking to the Plan Oklahoma Turnpike Authority sees sustained demand for asphalt pavement BY NICK FORTUNA Oklahoma’s asphalt pavement industry entered the second half of the year with momentum, as evidenced by some very large numbers. In July, the Oklahoma Turnpike Authority said it plans to let about $530 million in construction projects through the end of 2026. Those projects will use about 450,000 tons of asphalt, representing about $60 million in new asphalt costs, according to OTA estimates.
• Project: T-MC-140 Location: Turner Turnpike from Depew to Bristow Start Date: May 31 Project Cost: Almost $8 million Contractor: T.J. Campbell Construction Co. This project resurfaces the asphalt pavement on the Turner Turnpike from Depew (MM 189) to Bristow (MM 197), as well as the eastbound exit ramp at Sapulpa (MM 217). Work includes milling off the top 2.75 inches of asphalt and installing two inches of new asphalt. Traffic flow is reduced to one lane for up to two miles while work takes place overnight; the second lane is open during the day.
Investments include $187.6 million for pavement reconstruction, $121.4 million for bridge rehabilitation, $115.2 million for pavement rehabilitation and $45.9 million for dowel bar retrofit and diamond grinding. The OTA also will spend $34.6 million to add shoulders and guardrails, $9.5 million to improve interchanges and $5.8 million on building construction. Caleb McDonald, the agency’s government relations and public affairs liaison, said these projects are designed to extend the life of critical infrastructure, improve roadway conditions and enhance safety for motorists across the turnpike system. “Although these projects encompass much more than paving alone, asphalt remains an essential element in improving and expanding Oklahoma’s turnpike system,” McDonald said. In the first half of the year, the OTA let 21 construction projects worth more than $785 million, meaning the total value of projects let in 2026 will be more than $1.3 billion. Meanwhile, in July, the Oklahoma Transportation Commission approved contracts for two major projects. The first will reconstruct 2.5 miles of U.S. 69 through Muskogee, including widening a section between Border Avenue and U.S. 62 West/Okmulgee Avenue to six lanes. Construction is scheduled to begin in October, and the $44 million project will take about two years, according to the OTC. Another project will widen and reconstruct State Highway 9 in east Norman between 108th Avenue S.E. and 156th Avenue S.E. The highway will be widened to four lanes, with a dedicated center turn lane, and two bridges will be replaced as part of the $33 million project. The project is part of a larger effort to expand the highway between Norman and Tecumseh. Work will begin in early 2027 and take about 18 months, the OTC said.
Completing Important Projects The OTA’s five-year capital plan focuses on preserving and improving the existing turnpike system through strategic investments in roadway infrastructure. The 2026-30 plan includes about $520 million in projects dedicated to maintaining and enhancing the OTA’s existing assets. Here’s an update on four projects in the capital plan that began this year and are scheduled to wrap up this fall:
• Project: WR-MC-140 Location: Will Rogers Turnpike near Claremore Start Date: June 2 Project Cost: Almost $5 million Contractor: APAC-Central This project resurfaces the asphalt pavement on the Will Rogers Turnpike near Claremore (MM 260 to MM 265) in Mayes and Rogers counties. Work includes milling off the top two inches of asphalt and installing new asphalt. Traffic is limited to one lane for up to 2.5 miles while work takes place overnight; the second lane is open during the day.
• Project: WR-MC-145/146 Location: Creek and Will Rogers turnpikes Start Date: April 6 Project Cost: Almost $19 million Contractor: Cummins Construction This project involves approximately 17 miles of pavement rehabilitation along the Creek Turnpike and the Will Rogers Turnpike. The project extends from Catoosa (MM 33) on the Creek Turnpike to Claremore (MM 260) on the Will Rogers Turnpike. Work takes place from 7 p.m. to 7 a.m. and involves closing one lane for 2.5 miles overnight.
Oklahoma Asphalt | Fall 2026 • 17
In late June, the OTA said progress on the South Extension Turnpike project was “exceeding expectations,” meeting the planned timelines for design and preconstruction activities. The agency said it was focused on advancing the design for the new 19-mile corridor. Engineers continue to find ways to tweak the alignment to minimize impacts to property owners and the environment while increasing safety and meeting the community’s future transportation needs, according to OTA Executive Director Joe Echelle. • Project: WR-MC-147 Location: Will Rogers Turnpike near Miami Start Date: May 31 Project Cost: $7 million Contractor: APAC-Central This project includes pavement rehabilitation along the Will Rogers Turnpike near Miami (MM 312 to MM 320). Work takes place from 7 p.m. to 7 a.m. and involves closing one lane for 2.5 miles overnight.
Looking Ahead Through the end of the year, ACCESS Oklahoma has 19 projects scheduled to be let, including work on the Turner Turnpike, Will Rogers Turnpike and the Toby Keith Expressway, according to OTA spokesman McDonald. ACCESS, short for Advancing and Connecting Communities and Economies Safely Statewide, is a 15-year, $8.2 billion investment in Oklahoma’s turnpike system, aimed at improving safety, mobility and connectivity statewide. The plan includes widening existing turnpikes, adding new interchange access points to communities, rehabilitating bridges and pavement, and constructing three new routes in the Oklahoma City metro area to complete the Outer Loop and provide an I-35 reliever route.
18 • Fall 2026 | Oklahoma Asphalt
“We are moving forward in the engineering design phase for the benefit of landowners,” he said. “Providing certainty to property owners by communicating as early as we can is the right thing to do. It’s OTA’s hope that expediting the early acquisition process lessens uncertainty and anxiety for those property owners who know they will have property purchased. OTA does not want to leave property owners in limbo for the next few years.” Over the summer, the OTA estimated that a project for the Toby Keith Expressway to build a bridge over the South Canadian River near Newcastle was 30% finished. The agency celebrated a milestone in July when construction crews used a 1,200-ton crane to place the first bridge beam. Later than month, the OTA awarded a $75.4 million contract to build a new interchange connecting the Toby Keith Expressway to I-44 and State Highway 37 near Newcastle, part of a push to complete the new turnpike’s alignment between I-44 and I-35. The work includes new bridges and ramps connecting I-44, 24th Street and SH 37, along with service roads and mainline construction. It was the sixth contract awarded as part of the effort to complete the Toby Keith Expressway between I-35 and I-44.
THEEVENING/STOCK.ADOBE.COM
Building a Better Crew How Asphalt Companies Can Foster a Positive Employee Culture BY NICOLE NEEDLES Asphalt is a tough business. The work can be physically demanding, hours can be long, schedules can change quickly, and Oklahoma weather has a habit of complicating even the best-laid plans. Projects have deadlines, customers have expectations, and during paving season, there isn’t always much room to slow down. That’s exactly why company culture matters. A strong employee culture doesn’t mean everyone will love every early morning or unexpected challenge. It means employees know they are part of a team, understand that their work matters, and trust the people working alongside them.
Make Safety a Shared Responsibility A strong safety culture is one of the clearest signs of a strong company culture. Safety can’t belong to one person or department. Everyone has a role, from the newest employee to the company president. That means encouraging employees to report hazards, ask questions, follow procedures, and speak up when something doesn’t look right. It also means making sure employees never feel pressured to choose between working safely and getting the job done quickly.
For asphalt companies, that can pay dividends far beyond employee morale. When people communicate, take pride in their work, and feel invested in the company, the benefits can show up in safety, productivity, customer service, and retention.
Accountability matters, but so does learning. When something goes wrong, companies can ask not only who was involved, but what happened, why it happened, and what can be changed to prevent it from happening again.
The good news is that culture isn’t something a company has to buy. It’s something it builds one interaction at a time.
The goal isn’t a workplace where people are afraid to make mistakes. It’s one where people take responsibility, learn, and look out for one another.
Recognize the Wins Asphalt work often doesn’t come with much fanfare. A job gets completed, the crew moves on to the next project, and everyone gets ready for tomorrow. But behind every successful project are people doing things right. Maybe a paving crew handled a difficult section of roadway. A driver went above and beyond to keep a project supplied. A mechanic caught a problem before it caused downtime. Someone in the office stayed late to help get a project across the finish line. Those contributions are worth recognizing. Recognition doesn’t require a formal award. Sometimes a simple, genuine “Great job today” is enough to remind someone that their effort was noticed.
Invest in People The asphalt industry depends heavily on experience and skilled workers, much of which is learned on the job. That makes mentorship and training particularly valuable. Experienced employees can teach new hires things that aren’t easily captured in a handbook: how to recognize a developing problem, approach a difficult situation, communicate effectively, or simply do a job the right way. When companies invest in training and opportunities for advancement, they send a powerful message: We see a future for you here. That can help employees view their position as a career rather than simply another job.
Oklahoma Asphalt | Fall 2026 • 19
Looking Forward There will always be difficult days in the asphalt industry—early mornings, tight deadlines, equipment problems, weather delays, and demanding projects. A positive company culture doesn’t eliminate those challenges. It gives people a better way to face them. When employees feel respected, heard, appreciated, and invested in, they’re more likely to take pride in what they do and more likely to stick around. In an industry where experience and skilled people are among a company’s greatest assets, that’s something worth building. A company can have the best equipment in the industry, but its people are what keep everything moving.
20 • Fall 2026 | Oklahoma Asphalt
6 Small Things Great Asphalt Companies Do Every Day 1. Say thank you. Recognize good work when you see it. A genuine thank-you costs nothing and means a lot. 2. Listen to the field. The people doing the work know what works and what doesn’t. 3. Celebrate progress. Don’t wait until the end of the year to recognize accomplishments. Celebrate completed projects, milestones, great safety records, new certifications, and individual achievements along the way. 4. Teach instead of criticize. Mistakes are inevitable. Use them as opportunities to improve skills and processes rather than simply assigning blame. 5. Make room for people to grow. Training, mentorship, certifications, and opportunities for advancement show employees that the company is willing to invest in their future. 6. Have some fun. A cookout, friendly competition, company event, or a few minutes of conversation can go a long way toward turning coworkers into a crew.
Top 5 Cold-Weather Hazards Every Asphalt Crew Should Prepare For
BY NICOLE NEEDLES As the paving season winds down, safety doesn’t take the winter off. Cold temperatures introduce a new set of challenges that can affect workers, equipment and jobsite conditions. By recognizing the most common winter hazards before they become problems, contractors can help ensure every employee returns home safely, even on the coldest days.
SLIPS, TRIPS AND FALLS Ice, frost and wet pavement can quickly turn a routine walk across the jobsite into a serious accident. Even a thin layer of ice on truck steps, equipment platforms or walkways can lead to injuries.
TANAHAIRSTUDIO/STOCK.ADOBE.COM
How to prepare: • Inspect walking surfaces before each shift. • Remove snow and ice whenever possible and apply de-icing materials to high-traffic areas. • Encourage workers to wear slip-resistant, insulated boots with good tread. • Remind crews to slow down. The work isn’t going anywhere, and rushing on icy surfaces often leads to injuries.
COLD STRESS AND HYPOTHERMIA Working outdoors for extended periods can expose employees to cold stress, especially when wind, rain or damp clothing are involved. Early signs such as shivering, numb fingers and fatigue can quickly progress to hypothermia if ignored.
How to prepare: • Dress in layers with moisture-wicking base layers and waterproof outerwear. • Schedule regular warm-up breaks in heated vehicles or shelters. • Provide warm beverages throughout the workday. • Train employees to recognize symptoms of cold-related illnesses in themselves and their coworkers. A simple buddy system can help crews identify warning signs before they become emergencies.
EQUIPMENT FAILURES
REDUCED VISIBILITY
Cold weather is tough on heavy equipment. Batteries lose power, hydraulic fluids thicken, and frozen fuel or coolant systems can delay work before the day begins.
Winter weather often brings fog, freezing rain, shorter daylight hours and blowing snow, making it hard for operators, truck drivers and spotters to see one another.
How to prepare:
Poor visibility increases the risk of struck-by incidents, one of construction’s leading causes of serious injury.
• Complete preventive maintenance before temperatures drop. • Check batteries, tires, belts and fluid levels regularly. • Use winter-grade fuels and lubricants when appropriate. • Allow equipment to warm up before operating under heavy loads. Unexpected equipment breakdowns don’t just affect productivity. They can also create hazardous situations for operators and nearby workers.
How to prepare: • Ensure all lights on vehicles and equipment are functioning properly. • Require high-visibility clothing that stands out in low-light conditions. • Establish clear communication between operators and ground personnel. • Delay work when visibility becomes too poor to operate safely.
FATIGUE AND REDUCED DEXTERITY Cold temperatures force the body to work harder, causing workers to tire more quickly. Heavy winter clothing and insulated gloves can also reduce dexterity, making it harder to grip tools or perform detailed tasks safely.
How to prepare: • Schedule physically demanding work during the warmest part of the day when possible. • Rotate demanding tasks among crew members. • Provide gloves that balance warmth with flexibility. • Encourage workers to stay hydrated. Even in cold weather, dehydration contributes to fatigue.
When visibility decreases, slowing operations is far safer than pushing to stay on schedule.
Safety Starts Before Winter Arrives The best defense against cold-weather hazards is preparation. Reviewing winter safety procedures, inspecting equipment and ensuring crews have the proper gear before the first freeze can significantly reduce injuries and costly downtime. Winter conditions may be unavoidable, but many cold-weather incidents are preventable. By planning ahead and reinforcing safe work habits throughout the season, Oklahoma asphalt professionals can continue delivering quality work while protecting the people who make every project possible.
Oklahoma Asphalt | Fall 2026 • 21
MORE THAN CONES AND FLAGS
22 • Fall 2026 | Oklahoma Asphalt
JHANSEN2/STOCK.ADOBE.COM
How Work Zone Safety Is Changing the Way Young Drivers Think
BY NICOLE NEEDLES Every day, thousands of roadway workers head to construction zones with the same goal: to return home safely to their families. Yet work zones remain some of the most dangerous places on America’s roads, with distracted driving, speeding and failure to move over continuing to put workers at risk. While signs, cones and flashing lights are familiar sights to drivers, many motorists, especially new drivers, don’t always understand what those traffic control devices are protecting. That’s the gap Work Zone Safe was created to fill. Founded in Oklahoma by Tom Robins, Work Zone Safe is a first-of-its-kind educational initiative designed to teach teen drivers not only the rules of navigating work zones, but also the people behind them. By combining online education with hands-on experiences, the program is helping create a new generation of drivers who see roadway workers as people rather than obstacles. “The mission of Work Zone Safe is for every new teen driver to know that there’s a face and family behind every flag, cone and flashing light,” Robins said. “We don’t want them just to comply. We want them to know the why, because knowing the why can actually impact their behavior.”
A Different Approach to Driver Education Robins’ path to creating Work Zone Safe was anything but conventional. After studying in Washington, D.C., and working in broadcast media and politics, he eventually settled in Oklahoma, where he served in both the energy industry and state government. While working as Oklahoma’s deputy secretary of energy, he helped lead a task force focused on traffic safety as increased energy production brought thousands of trucks onto rural roads. Those experiences exposed him to the risks faced by roadway workers and highlighted a significant gap in driver education. Before Work Zone Safe, Robins said, work zone education for teens was often limited to a pamphlet explaining state laws or a handful of questions on the driver’s license exam. “It was hit or miss whether or not teens would ever even get taught anything about work zone and move over safety through driver’s education,” he said. “Most of their parents, unfortunately, aren’t great examples of work zone and move over safe driving.” Recognizing that traditional methods weren’t resonating with young drivers, Robins set out to modernize the approach.
Putting Faces Behind the Work Zone At the heart of Work Zone Safe is a simple but powerful concept: humanizing roadway workers. Rather than focusing solely on laws and penalties, the program introduces students to the people working behind the cones. Through the online course, teens hear stories from highway workers, law enforcement officers and families whose lives have been forever changed by work zone crashes. “The most important thing we do is introduce them to the face behind every flag, cone and flashing light,” Robins said. Students meet workers like Oklahoma Turnpike employee Zach Rinehart, who was killed by a distracted driver, as well as Oklahoma Highway Patrol Trooper Eric Foster, who survived being struck while working in a work zone. Those personal stories help
transform abstract safety messages into meaningful human connections. The program also addresses broader safe-driving habits, including seat belt use, speeding, impairment and distracted driving. Robins is particularly passionate about the dangers of distracted driving, which he refers to as “digitally drunk driving.” “When you’re driving distracted, you have the same impact as being a drunk driver,” he said. “People would never knowingly get behind the wheel after drinking, but they’ll get behind the wheel while distracted by their phone.”
Learning by Doing In addition to its online curriculum, Work Zone Safe offers an interactive component known as the “Walk-Through Work Zone.” Students physically walk through a simulated work zone, meet contractors and transportation workers, learn what various signs and traffic control devices mean, and hear firsthand about the close calls workers experience on the job. “We set up a work zone and introduce them to a worker,” Robins said. “We talk about eyes up, phone down, buckle up, slow down. We make that connection that we both want to get home safely.” The experience helps transform what can be an intimidating driving situation into one that new drivers better understand. “They can go from scared to prepared,” Robins said. The hands-on model has drawn national attention, with transportation agencies across the country adopting similar outreach events.
Setting a New Standard Work Zone Safe began as a voluntary program, but Robins always envisioned something bigger. Working alongside partners including the Oklahoma Asphalt Pavement Association, the Oklahoma Department of Transportation and numerous industry organizations, he helped build a coalition that successfully changed Oklahoma law. Today, Oklahoma is the first state in the nation to require every new teen driver to complete the free Work Zone Safe course before receiving a graduated driver’s license. The program has since expanded well beyond Oklahoma. Similar requirements now exist in Wisconsin, North Carolina and Connecticut, while additional states have launched voluntary versions and others are actively exploring adoption. What began as a local initiative now reaches approximately 250,000 teen drivers annually. “I thought I was finding just an Oklahoma solution for Oklahoma,” Robins said. “What I found out was that people had two questions for me: ‘Where the heck is Oklahoma?’ and ‘How’d you kick our butts?’”
Real Impact Perhaps the strongest measure of the program’s success comes from the students themselves. Months after completing the course, Robins said participants consistently remember one message above all else.
Oklahoma Asphalt | Fall 2026 • 23
Looking Ahead Robins believes the future of work zone safety depends on changing expectations for driver education nationwide. “We want to set a new standard for work zone and move over safety for new drivers,” he said. “The new standard should not be that they get a pamphlet or are simply told to comply. They should know that there’s a face and family behind every flag, cone and flashing light.”
Transportation leaders celebrate Oklahoma becoming the first state to require Work Zone Safe for all new teen drivers. Pictured left to right: Bobby Stem, AOGC; Michael Patterson, ODOT Director (retired); Tim Gatz, Oklahoma Secretary of Transportation; Senator Darcy Jech; Tom Robins, Founder of Work Zone Safe; Alma Pickle, Oklahoma ATSSA Chapter President; and Larry Patrick, Executive Director of Oklahoma Asphalt Pavement Association.
“Their number one takeaway is that I need to put my phone down. I need to have my eyes up because somebody is out there on the road,” he said. “They now don’t just see signs – they see faces and families.”
Interest continues to grow, with several additional states exploring legislation or partnerships to implement the program. Robins hopes to double the number of students reached over the next few years while continuing to expand awareness across the country. For organizations like the Oklahoma Asphalt Pavement Association and its industry partners, Work Zone Safe represents more than an educational program, but it reflects a shared commitment to protecting the people who build and maintain America’s roads. As Robins puts it, the goal is simple: “The number one priority of every person who calls the roadway their workplace is to return home safely to their family every single day.” By helping young drivers understand the human lives behind every work zone, Work Zone Safe is working to make that goal a reality.
The program has also become a valuable resource for contractors, transportation agencies and parents, all of whom share responsibility for helping new drivers develop safe habits. For roadway workers, the program represents hope that education can reduce tragedies that continue to occur across the country. Recent fatal incidents involving transportation workers underscore why those efforts remain so important and why proactive education is needed before young drivers develop unsafe habits behind the wheel.
24 • Fall 2026 | Oklahoma Asphalt
They now don’t just see signs; they see faces and families.
DELIVERED BY
SERVING OKLAHOMA'S PAVING PROFESSIONALS
Supplied. And delivered.
Quality asphalt and petroleum products from Asphalt & Fuel Supply — hauled straight to your jobsite by our own carrier, Asphalt & Fuel Transport. One team, from the terminal to the road.
Roofing
Specialty Oils
Paving
Custom Asphalt Blends
Welcome to our locations. Corporate Office
Tulsa Terminal
Oklahoma City Terminal
222 N. Detroit Ave, Ste 700 Tulsa, OK 74103
#5 Sulzer Way Tulsa, OK 74131
7620 SW 59th Street Oklahoma City, OK
Mark Lancaster
Lane Loper
Zac Brummal
C (812) 589-3952
C (870) 677-0019
C (405) 760-0789
E Mark@afs-tulsa.com
E Lane@afs-tulsa.com
E Zac@afs-tulsa.com
SUPPLIED BY AF SUPPLY
·
DELIVERED BY AF TRANSPORT
CALL FOR A SUPPLY QUOTE
918-488-1339 www.asphalt-fuelsupply.com
Scan to visit our site
From Internship to Industry How an OAPA Internship Opens Doors and Builds Careers BY NICOLE NEEDLES For students who participate in the Oklahoma Asphalt Pavement Association’s internship program, the experience can be much more than a line on a résumé. It can be an introduction to an entire industry. That is exactly what University of Oklahoma mechanical engineering student Luke Clay is discovering this summer. And for James L. Devinney, vice president of estimating at Evans & Associates Construction Co., Inc., the OAPA internship he completed eight years ago became a stepping stone toward the career he has today. Their experiences are separated by several years, but both illustrate the same lesson: Sometimes the best way to understand an industry is to get out of the classroom and see how all the pieces fit together.
Seeing the Bigger Picture Clay grew up in Oklahoma and chose OU in part because of his family’s long connection to the university. A natural interest in math and physics led him toward mechanical engineering, and after plenty of hard work, he is preparing to enter his senior year. Finding an internship opportunity, however, took some searching. That changed when Dr. Dominique Pittenger, an engineering pathways professor at OU, emailed Clay about an opportunity with OAPA. “I had never heard of OAPA before, but I was excited to explore a new industry,” Clay said. “So, I applied!”
26 • Fall 2026 | Oklahoma Asphalt
His summer internship is designed to give him an unusually broad look at the asphalt industry. Rather than spending the entire summer at one company or on one type of project, Clay is getting exposure to multiple stages of the process. His schedule includes time at the Atlas Pavement QC/Mix Design Lab, the AFS terminal in Sapulpa, one of Haskell Lemon Group’s asphalt plants and a Haskell Lemon Group laydown crew. He will also spend a day working with Janet Reed at the Oklahoma Department of Transportation. For a mechanical engineering student, that variety provides an opportunity to see how engineering principles translate into a real-world industry. “It has been mind-blowing to learn about all the steps, testing, and companies that are involved in the entire process from start to finish,” Clay said. That process, he is learning, involves far more than the paving operation most people see from the roadside. “There are so many different people involved,” he said, pointing to everyone from refinery and shipping crews to laboratory technicians, managers, mix design professionals, laydown crews and customers. The experience has also given Clay a new appreciation for the staying power of the industry. “The industry will never die as long as there are railways, roads, and roofing that need to be done,” he said.
An Industry Built on People One of Clay’s primary goals for the internship was to meet people throughout the industry and learn from them. “I cannot wait to connect with a diverse group of people throughout the entire asphalt and pavement industry,” he said. “It is easy to be excited when I am willing to learn from a group of people that are willing to share experiences and all the information that they can.” That people-first perspective is something Devinney remembers from his own internship experience. Devinney did not grow up around construction. In fact, he said he did not even realize construction was a possible career path when he was young. At 15, he needed to start saving for his first vehicle, so he found the best-paying job he could at the time with a landscaping and outdoor construction company. That experience eventually introduced him to the broader world of construction. As he approached high school graduation, a local dirt contractor told him about Oklahoma State University’s construction degree program. Devinney decided it was a good fit. Then came an unexpected conversation that would ultimately shape his career. While working in the backyard of Lee Evans, owner of Evans & Associates, Devinney mentioned that he was planning to attend OSU to earn a construction engineering degree. Evans offered him an internship.
Devinney’s response? “Lee, I really appreciate the offer but I have no interest in building roads.” As it turned out, he would change his mind. After working for a commercial building contractor and deciding that type of construction was not for him, Devinney learned more about roadway construction through his college classes. He called Evans back to see if the internship offer was still available. It was. Devinney spent the summer after his freshman year working for Evans & Associates and continued working there during subsequent summers. Along the way, he was mentored by Glen Nickles, executive vice president of Evans & Associates and, in Devinney’s words, “an incredible wealth of asphalt knowledge.” That mentorship would prove invaluable.
VITALY KRIVOSHEEV/STOCK.ADOBE.COM
Learning How It All Fits Together Like Clay, Devinney’s internship exposed him to more than one piece of the asphalt industry. His biggest takeaway was understanding the full scope of what goes into building and maintaining the roads people use every day. “We take for granted the roads we drive on daily without ever giving any thought to how they got there,” Devinney said. “My biggest take away was seeing the entire big picture of the industry. There are so many
Oklahoma Asphalt | Fall 2026 • 27
moving parts and so many different people involved.” That lesson continues to resonate in his career today. One of the things that surprised Devinney most was the sheer variety of people he
encountered. The asphalt industry brings together employees with vastly different responsibilities, backgrounds and expertise, often on the same project. “In a given day I may speak to a general laborer, an operator, a project manager, the owner of a large company, an engineer, QC/QA personnel, politicians, and everybody in between,” he said. For students considering a career in asphalt, that diversity can be one of the industry’s greatest advantages. There are opportunities in engineering, operations, quality control, estimating, management, laboratory work, sales, logistics and many other areas. An internship can help students discover where they fit.
The Power of a Mentor Both Clay and Devinney also point to the importance of mentors in making an internship meaningful. For Clay, Larry Patrick has played a central role in organizing his experience. “Mr. Larry Patrick has had the biggest influence on my experience,” Clay said. “He has connected me with a plethora of people and companies, set up all the dates of my internship, worked with my schedule, and shared his experiences and
28 • Fall 2026 | Oklahoma Asphalt
knowledge from over 40 years in the workforce.” Devinney credits Nickles with having a similar influence on his career. “Glen Nickles ... taught me many different aspects of the industry and ultimately convinced me to stay in the asphalt industry,” Devinney said. That connection between experienced industry professionals and students is one of the most valuable aspects of an internship. Students gain knowledge that cannot always be taught in a classroom, while industry veterans have an opportunity to share lessons learned over decades of work. For Devinney, those lessons have lasted well beyond his college years. “I did the internship 8 years ago; however, it was the connections and knowledge I gained from the internship that led me to where I am at in my career today,” he said.
More Than a Summer Experience Clay says his career plans have not necessarily changed because of his internship but his perspective has.
“I haven’t changed my career plans, but I have changed my attitude towards my career,” he said. Seeing the work that goes into the industry has given him a greater appreciation for the people who make it happen. “So many men and women work hard in this industry to ensure efficiency and safety while reaching a common goal,” Clay said. “I want to be a part of this process and strive to work as hard as they do daily.” That is perhaps the clearest measure of a successful internship: not simply convincing a student to choose a particular career, but giving them a deeper understanding of the people, work and opportunities within it. For students who may be considering an OAPA internship in the future, Devinney offers straightforward advice. “Go experience everything you can,” he said. “Go to as many jobsites as you possibly can, talk to as many different people in the industry as you can, and keep an open mind.” Even if students enter the program unsure whether asphalt is right for them, he encourages them to give it a chance.
“Even if you do not think asphalt is the industry for you, check it out and see what it’s all about,” Devinney said. “It may surprise you!” For Clay, the surprise has already been a positive one. “Every person I have met through this internship has been kind, hard-working, and left a lasting impact on me,” he said. “None of this would have been possible
without the hard work of Mr. Patrick and Ms. Kizer at OAPA. I am extremely grateful for this opportunity.” And perhaps Devinney sums up the appeal of the industry best after years of experience in construction and countless jobsites: “I can say with the most confidence that nobody has more fun than the asphalt crews.”
Oklahoma Asphalt | Fall 2026 • 29
Asphalt For America: 250 Years of Building the Nation Built for Motion. Engineered for the Future. BY BRIAN TAYLOR From the earliest wagon paths to today’s high-performance highway networks, America has always depended on roads that connect people, commerce, and communities. As the nation approaches its 250th anniversary, asphalt stands as one of the clearest symbols of progress: practical, resilient, and essential to daily life.
On the jobsite, technology is changing how paving is managed. Electronic ticketing, production monitoring, truck coordination, and data-driven scheduling help teams reduce delays and improve communication. These tools support better decision-making from the plant to the paver, helping crews deliver a smoother mat and a more reliable finished product.
Every day, asphalt pavements carry the country forward. They support freight movement, emergency response, commuter travel, and access to schools, hospitals, and businesses. Behind every smooth ride is a coordinated system of design, production, hauling, placement, and quality control. It’s an industry built on precision and performance.
This is modern infrastructure at work: human skill supported by real-time information, advanced materials, and disciplined execution.
A Roadway Material Built for America Asphalt pavement has become the backbone of modern transportation because it delivers a combination of speed, adaptability, and long-term value. It can be designed for a wide range of traffic levels, climate conditions, and project goals. It can be placed efficiently, reopened quickly, and maintained strategically over time. That flexibility matters in a country as large and diverse as the United States. From urban arterials to rural highways, from ports to industrial yards, asphalt pavements help keep goods moving and communities connected.
AUCARTSTUDIO/ST OC
K.ADOBE.COM
Technically, asphalt’s strength lies in its ability to be engineered. Mix design has advanced significantly over time, allowing producers and contractors to tailor materials for rut resistance, cracking resistance, moisture durability, and constructability. Modern asphalt is no longer simply a paving material but a high-performance system designed to meet the demands of today’s traffic and tomorrow’s expectations.
Innovation at the Core The asphalt industry has always advanced through innovation. Today’s plants, crews, and laboratories use sophisticated tools to improve consistency, quality, and productivity. Warm-mix asphalt technologies help lower production temperatures and expand placement flexibility. Reclaimed asphalt pavement and other recycled materials support resource efficiency. Balanced mix design gives agencies and producers a more complete picture of how a mix will perform in the field.
30 • Fall 2026 | Oklahoma Asphalt
The People Behind the Pavement Asphalt is as much a people business as it is a materials business. Every project depends on the coordination of plant operators, truck drivers, paver operators, rollers, QC technicians, superintendents, mechanics, and dispatchers. Their work often begins before sunrise and continues until the final roller pass is complete. That workforce represents a proud tradition of craftsmanship and public service. Asphalt crews do more than build roads; they build access and opportunity. They help communities stay connected and economies stay strong. As America celebrates 250 years, it is fitting to recognize the people who keep the nation moving. Their work is visible in every smooth lane and every durable roadway that carries families, freight, and future growth.
Ready for the Next 250 Years The next chapter for asphalt will be defined by performance, sustainability, and continuous improvement. Agencies and industry partners are increasingly focused on long-life pavements, lower emissions, smarter logistics, and better use of data. The goal is not only to build roads that last, but to build them with greater efficiency and stewardship. Asphalt is well positioned for that future. It is adaptable, recyclable, and proven in the field. With continued innovation, asphalt will remain central to America’s transportation network for generations to come. As the nation marks 250 years, one thing is clear: asphalt is more than pavement. It is part of the American story: engineered for movement, built by skilled hands, and ready to serve the country for the next 250 years.
PHOTO COURTESY OF CUMMINS CONSTRUCTION
CONSTRUCTION 100% Employee Owned
Built on Ownership:
Cummins Construction Continues Oklahoma’s Road-Building Legacy For more than seven decades, Cummins Construction has helped build the roads and infrastructure that keep Oklahoma moving. What began with a single asphalt plant in Enid in 1955 has grown into a statewide operation with multiple stationary and portable asphalt plants and a diverse portfolio of public and private projects. The company’s roots, however, reach back even further to H.E. Cummins, a machinist for the Frisco Railroad who developed construction skills as a second job before the Great Depression.
After World War II, his three sons joined him in the post-war construction boom, laying the foundation for what would become one of Oklahoma’s premier highway contractors. That family legacy remains central to the company today. According to Cummins Construction management, the company’s culture is built around “family, hard work, and integrity.” “We believe the right way is the only way,” the management team said. “We take pride in providing Oklahoma with safe, durable, and
Oklahoma Asphalt | Fall 2026 • 31
high-quality roads while fostering a workplace where people are valued, respected, and committed to excellence together.” The company’s commitment to its employees became especially significant in 2001, when Cummins Construction established an Employee Stock Ownership Plan, or ESOP. Today, eligible employees share in the company’s success, creating an ownership culture that Sharp says distinguishes Cummins from other contractors. “At Cummins every employee is an owner,” they said. “That ownership mindset is reflected in the care, accountability, and craftsmanship we bring to every project.” Employee ownership also connects directly to the company’s long-term vision. Rather than simply working for a paycheck, employees have an opportunity to help shape the company’s future while building their own retirement benefits. The result is a workplace where teamwork, accountability, safety and quality are shared responsibilities. That philosophy is evident in the company’s daily operations. Each team begins by reviewing the day’s plan, discussing project goals and completing required safety protocols. From there, employees work collaboratively to meet the demands of each project. “Safety is our first priority,” the management team shared, emphasizing that the company’s best work comes from employees working together toward a common goal. Cummins’ responsibilities also extend beyond construction sites. The company serves communities throughout Oklahoma and views itself as more than a contractor. It supports local organizations, responds when communities need assistance and seeks opportunities to make a positive difference.
Dirt
“We are proud to be more than a contractor – we are a neighbor, a partner, and a trusted member of the communities where we live and work,” Cummins management said. Like many construction companies, Cummins faces challenges in recruiting and developing the next generation of skilled workers while contending with rising costs. The company also points to the importance of transportation funding for Oklahoma’s future. At the same time, management sees significant opportunity in continued investment in the state’s infrastructure, particularly through innovation, sustainable paving practices and partnerships designed to produce safer, longer-lasting roads. Looking ahead, Cummins plans to continue growing while investing in new technology, equipment and people. The goal is not growth for its own sake, but growth that strengthens efficiency, quality and value for customers. For Cummins, the company’s future is ultimately an extension of its past: building on a strong foundation while adapting to changing needs. “We are committed to building on our strong foundation while continually evolving to meet the needs of Oklahoma’s future,” the management team said. More than 70 years after H.E. Cummins laid the groundwork for the family business, that foundation remains visible, not only in the roads Cummins builds, but in the people who build them. With employee ownership at the heart of its culture, the company continues to look toward the future with the same principles that shaped its beginnings: hard work, integrity, craftsmanship and a commitment to Oklahoma.
Rock
Sand
Asphalt
Serving Western Kansas and Oklahoma VISIT
Paving With
Purpose
Since 1959 32 • Fall 2026 | Oklahoma Asphalt
jrcgroup.com
CALL
620-624-8439
130 Years of Engineering Expertise, With a Local Focus on Oklahoma For more than 130 years, Freese and Nichols has been helping communities plan, build and maintain the infrastructure they depend on. While the firm has grown significantly since its founding, its commitment to serving clients, investing in communities and delivering quality work remains at the center of its approach. Founded in Fort Worth, Texas, in 1894, Freese and Nichols began with a focus on water infrastructure before expanding into a multidisciplinary engineering, planning and consulting firm serving clients across the United States. Oklahoma has become an important part of that growth; the firm’s first work in the state dates to 1920, and it established offices in Oklahoma City in 2014 and Tulsa in 2017. Today, Freese and Nichols’ Oklahoma team provides expertise in transportation, construction management, water and wastewater, stormwater, water resources, planning and other infrastructure needs. “While we’ve grown considerably since 1894, the basic philosophy hasn’t changed much: take care of our employees, serve our clients well, invest in our communities and do quality work,” said Brandon Huxford, Central Plains Division Manager for Freese and Nichols. That philosophy extends beyond the firm’s technical capabilities. Freese and Nichols places a strong emphasis on creating a workplace where employees can collaborate, grow and take pride in the work they do.
At the same time, advances in materials, pavement preservation, recycling, data and technology are creating opportunities to make smarter long-term decisions. “There’s a tremendous opportunity for owners, engineers, contractors and the asphalt industry to work together earlier and more collaboratively to find practical solutions,” Huxford said. For Freese and Nichols, the future is about growing its capabilities without losing the relationships that have helped define the firm for more than a century. “Growth is exciting. Growing while preserving what made people want to work with you in the first place is the trick,” Huxford said. As Freese and Nichols continues investing in Oklahoma, the firm aims to remain a trusted partner to the state’s infrastructure community, bringing national expertise together with local knowledge and relationships. “The roads, bridges, utilities and other infrastructure we work on may last for generations, but getting those projects done well requires owners, engineers, contractors, suppliers and industry partners who trust each other and are willing to work toward a common goal,” Huxford said.
The company’s vision is “to be the firm of choice for both clients and employees,” Huxford said, adding that the two goals are closely connected. “If you create an environment where people enjoy working together, are challenged to grow, trust one another and take pride in their work, that translates directly into better service for our clients,” he said. As the company has expanded throughout Oklahoma, maintaining a local, relationship-driven culture has remained a priority. Employees can work closely with colleagues in their own communities while also drawing on expertise from across Freese and Nichols. “Good culture isn’t something separate from running a successful engineering firm,” Huxford said. “It’s a big part of how you do it.” That commitment to community also extends beyond infrastructure projects. Through its “Serve Always” value, Freese and Nichols employees volunteer with schools, STEM programs, professional associations, charitable organizations, food banks and other community groups. In Oklahoma, employees mentor students, coach youth sports and find numerous other ways to contribute. As infrastructure needs continue to evolve, Freese and Nichols sees collaboration as an important part of meeting the challenges ahead. Aging infrastructure, constrained funding, rising construction and material costs and workforce challenges are putting pressure on communities to maximize every available dollar.
PHOTO COURTESY OF FREESE AND NICHOLS
Oklahoma Asphalt | Fall 2026 • 33
Welcome, NEW MEMBERS! PRODUCER MEMBERS
C-Gawf Construction, Inc. June 2026
February 2026
LAYDOWN MEMBERS
August 2026
May 2026
ASSOCIATE MEMBERS
February 2026
34 • Fall 2026 | Oklahoma Asphalt
August 2026
March 2026
February 2026
HNKZ/STOCK.ADOBE.COM
August 2026
2026
ber ton, DC eptem shing
S
ay - Wa A Hill D G S KC S N PA/ Mtg. - O 22 NA ectors ir D f o rd ment PA Boa Tourna KC lf o 23 OA G A P Club, O ual OA ountry st Ann 28 21 olf & C G ls il Twin H
Octob
1 New Year’s Day - Office Closed
26
. - OK C
November 2026
11 Veteran’s Day
17-19 SEAUPG Annual Meeting; Downtown OKC 26 Thanksgiving - Office Closed 27 Office Closed
Dece
TERRI/STOCK.ADOBE.COM
mber
of Events
January 2027
er 20
28 O APA B (Tenta oard of Dire ctors tive) Mtg
Schedule
4 AQ ITF M (Tenta eeting - O KHBA tive) Office 9 OA , OKC PA Bo a rd of D (Tenta irecto tive) rs Mtg 21-31 . - OK Office C Close d 25 C hristm as
2026
18 MLK Day 27 OAPA Board of Directors Mtg. - OKC (Tentative)
027
y 2 L r a u r mi, F Feb g - Mia
tin al Mee A Annu P A N 8-11 Day ntine’s 14 Vale ’ Day sidents rence 15 Pre lt Confe lsa a h p s OAPA A otel, Tu C 22-23 naissance H tg. - OK Re ctors M e ir D f rd o PA Boa 24 OA ative) t (Ten
March 2027
15-17 World of Asphalt & NAPA Midyear Mtg. New Orleans, LA\ 24 OAPA Board of Directors Mtg. - OKC (Tentative) 28 Easter
Oklahoma Asphalt | Fall 2026 • 35
AQITF Minutes Friday, September 4, 2026 - 10:00 a.m. 1. Update on BMD
5. Update of Specification on PG76-28E
The special provisions have been approved. On September 10, the first projects will be BMD. Four will be on the letting for September and four in October. ODOT has received several load frames. OAPA is continuing the talks on BMD with ODOT Districts and municipalities. They are working to get on the ACCO agenda to educate county commissioners as well. David Vivanco is also holding a webinar on BMD. He also stated that they have begun working with the City of Oklahoma City to get them onboard.
The question present was whether to go from a 95% recovery to a lower percentage. Dr. Vivanco is not convinced currently. It would only be used for rich intermediate layers. Other states are using 90% recovery. Dr. Vivanco suggested using an alternative option.
2. Update 2029 ODOT Specification Book OAPA and AOGC have had groups get together to review and compile notes for the revision of the Specification book. The remarks were due on September 1. By the beginning of the year, ODOT hopes to form groups to start the process of rewriting.
3. Update on Residency Lab Load Frames for Ideal CT ODOT has received 13 load frames already and are waiting for the remaining five. They will be distributed to the residencies. Training will be provided when it is delivered. By the time a residency receives a BMD project, they will have a load frame. All load frames should be delivered to the residencies by the end of the year.
4. Southeastern Asphalt User/Producer Group (SEAUPG) Meeting in OKC The SEAUPG meeting will be held in Oklahoma City at the Sheridan Hotel, November 17-19, 2026. Dr. Vinanco is currently the Chairman. Everyone is encouraged to attend and/or sponsor. This is a great networking opportunity.
36 • Fall 2026 | Oklahoma Asphalt
6. Discussion of Use of Rejuvenators and Mix Additives Special Provision for Fibers and GTR has been passed out. David Vivanco stated that all manufacturers of these products must be on ODOT’s Qualified Products List to be used. Red Clark updated the group that GTR/ECR will be accounted for in the new version of the Environmental Products Declaration.
7. Asphalt Binder Tester It was developed by FHWA. It is a tool for estimating the PG grade – a penetration test. Currently being used with samples. It is approved by APT on results. Please note that your results will be different. Wanting to use it as 50% of the binder. It will continue to be used as they are working on gathering data from it.
8. From The Floor During the meeting, it was announced that a flagger was killed on a job site. It was reiterated the importance of safety for all on the jobsite. The industry will continue to push hard for stronger safety measures during the upcoming legislative session.
9. Next Meeting December 4, 2026 10:00 a.m.
SERVICES & SOLUTIONS PERMANENT SIGNS GUARDRAIL PORTABLE SIGNS & BOARDS TRAFFIC CONTROL PAVEMENT MARKING SALES & RENTALS directtrafficcontrol.com
918-682-1900
CONSTRUCTION CO.
No Job Too Big Or Too Small!
580-765-6693
• Asphaltic Concrete • Excavating • Stabilization www.evans-assoc.com • Streets • Roads • Driveways • Parking Lots • Free Estimates TOLL FREE (800)324-6693
Oklahoma Asphalt | Fall 2026 • 37
Thank you, Advertisers!
DPCRM
Advanced Workzone Services............ 11 Anchor Stone..................................... 12
Dry Process Crumb Rubber Modifier for polymer modified (SBS) replacement
Asphalt & Fuel Supply.......................25 Asphalt Express Enterprises LLC..... 15
1. $3.00 - $6.00 per ton savings vs. polymer modification, depending on project. 2. No need for special storage, i.e. heating and circulation. Delivered in supersacs. Shelf stable. 3. Better workability in field. 4. No stickiness issues. 5. RAM introduced through rap collar. 6. Hamburg and Ideal CT performance equal to polymer modification.
DPCRM = Per Ton Cost Savings
Coastal Energy Corporation............. 18 Direct Traffic Control......................... 37 Dolese Bros........................................29 Envirotx...............................................38 Evans & Associates............................ 37 FORTA.................................................28 GFL Environmental Inc......................20 J&R Constructors Group...................32
Southwest EnviroTX Partners, LLC – 1719 Spyglass # 19, Austin, TX 78746 – 512.779.4055 www.envirotx.com - orders@envirotx.com - John Cary 405.820.1454 (Oklahoma)
Kimrad Transport, LP.........................38 Kirby-Smith Machinery..................... 12 McKenzie Asphalt LLC....................... 12 Overland Corporation.......................... 2 Schiralli Construction Corp...............39 T&W Tire............................................. 16 Thunderhead Testing, LLC................ 18 Warren CAT........................................40
38 • Fall 2026 | Oklahoma Asphalt
PROVIDES
ASPHALT & CONCRETE SERVICES
PROVIDES
ASPHALT, CRUSHED CONCRETE & CRUSHED ASPHALT
766 US Hwy 70A, Wilson, OK 73463 Office: 580-668-2511
READY FOR
THE ROAD AHEAD
SALES | RENTAL | PARTS & SERVICE | REBUILDS 866.2WARREN | WARRENCAT.COM