The runway replacement project at Port Columbus International Airport in Columbus, Ohio, stands as a benchmark in modern airport pavement construction. At the heart of this effort was the use of two Vogele Vision 5200-2 asphalt pavers operating in echelon formation, a technique that produced one of the smoothest airport pavements in the region. This article examines the methods, equipment, and project management strategies that made the Runway 10R/28L replacement a success. For a related look at airfield construction on a different scale, see Fort Lauderdale Hollywood International Airport South Runway Construction, which explores retaining wall engineering challenges in airport expansion.
The $143 Million Runway Replacement at Port Columbus International Airport
Project Scope and Design Parameters
The Runway 10R/28L replacement project involved constructing a new 10,113-foot-long by 150-foot-wide runway, accompanied by two 25-foot shoulders. The runway supports Category I instrument landing system (ILS) approaches and is positioned 702 feet south of the existing Runway 10R/28L. The Columbus Regional Airport Authority managed the project, which covered over 500 acres and included approximately 400,000 cubic yards of earthwork.
The design engineer CH2M Hill conducted a pavement life-cycle cost analysis that led to the selection of an asphalt pavement structure consisting of 16 inches of asphalt above 11 inches of stone, all resting on a 12-inch cement-stabilized base. This section was chosen for its durability and cost effectiveness over the full service life of the pavement. Some 350,000 square yards of cement-stabilized base were placed, supporting approximately 410,000 tons of asphalt across the entire project.
Asphalt Quantities and Mix Specifications
The asphalt quantities for this project were substantial by any standard. Ed Rouan, asphalt superintendent for contractor Shelly & Sands, Inc. of Columbus, Ohio, broke down the tonnage as follows:
| Mix Type | Tonnage | Layer Description |
|---|---|---|
| Base mix | 186,300 tons | Lower structural layers |
| Surface mix | 123,300 tons | 5-inch surface in two 2.5-inch lifts |
| Shoulder mix | 46,600 tons | 7-inch base plus 5-inch surface |
| Total | 356,200 tons |
All surfaces were specified to include a 5-inch surface course placed in two 2.5-inch lifts compacted to 98 percent of density. The associated new taxiways measured 75 feet in width with two 25-foot shoulders built of 7 inches of base plus 5 inches of surface mix, for a total pavement thickness of 12 inches. On high-production nights, Shelly & Sands placed up to 5,100 tons of asphalt.
Infrastructure Beyond the Pavement
The project extended well beyond the runway surface itself. Supporting infrastructure included approximately five miles of storm sewer and 28 miles of electrical cable to serve the new airfield lighting, signage, and navigational aid systems. The entire four-year program, which also included modifications to the airport golf course, carried an estimated budget of about $143 million.
For another example of large-scale airport expansion, see Denver International Airport Concourse a West Expansion Construction, which presents a different set of construction approaches for terminal infrastructure.
Echelon Paving: Eliminating the Cold Longitudinal Joint
The Principle of Hot-to-Hot Echelon Paving
Echelon paving was specified for the asphalt lifts on the new runway. This technique uses two asphalt pavers operating simultaneously on parallel tracks, placing adjoining lanes while both lanes are still hot. The method virtually eliminates the cold longitudinal joint that forms when one lane cools before the adjacent lane is placed.
Cold longitudinal joints are a known weak point in asphalt pavements. They can allow water infiltration, lead to edge raveling, and produce an uneven riding surface. For airport pavements, where smoothness tolerances are extremely tight, eliminating these joints is a significant advantage.
As Rouan explained, hot-to-hot echelon paving gives a better looking job and eliminates the need to take core samples over the joint, which is required when paving cold joints. The result is both a higher quality surface and reduced quality control testing requirements.
Paver Configuration and Control Systems
Two Vogele Vision 5200-2 asphalt pavers were deployed for the project, working in 24- to 27-foot-wide passes. These machines were equipped with Niveltronic paver control systems that utilized skis on each side of the paver to maintain grade and slope. The control systems played a crucial role in meeting the strict smoothness specifications required for airport pavements.
The smoothness results were impressive. Rouan noted that earlier in 2012, one area required milling to meet specification, but the material removed was minimal barely a wheelbarrow of millings. This indicates that the paving operation was consistently producing pavement within tolerance across the vast majority of the surface.
Equipment Strategy and Compaction Methodology
The Roller Train Configuration
The compaction train for the Port Columbus project was carefully configured to achieve the 98 percent density specification. The equipment lineup included:
- Breakdown compaction: A single pneumatic-tired roller was placed in the breakdown position immediately behind the paver
- Intermediate compaction: A vibratory roller followed the pneumatic roller
- Finish compaction: A Hamm Oscillation roller provided the final pass to reach target density
Why Pneumatic Rollers Lead the Compaction Train
A notable aspect of the compaction strategy was the decision to place the pneumatic roller in the breakdown position, ahead of the vibratory roller. This is a deliberate choice that Rouan and his team have refined through experience. The reasoning is straightforward: pneumatic rollers knead the material more effectively than vibratory rollers in the initial compaction phase.
The kneading action of the pneumatic tires works the asphalt mix from the surface downward, sealing the mat and achieving a uniform density profile. Rouan reported that the pneumatic rollers brought each lift into the high 80s and even 90 percent density range before the vibratory roller ever touched the mat. This strong start made it easier for the subsequent rollers to reach the final 98 percent target.
Oscillation Compaction for Finish Work
The Hamm Oscillation roller provided the finish compaction. Oscillation compaction works by imparting a horizontal or rocking force into the base material, with the drum never leaving the mat. This distinguishes it from traditional vibratory compaction, where the drum repeatedly impacts the surface.
The benefits of oscillation compaction in this application were:
- Better compaction in fewer passes, saving time and fuel
- Reduced vibration-related wear on the operator and surrounding equipment
- Lower noise levels during nighttime paving operations
- The ability to fine-tune density from the mid-90s up to the 98 percent target
Rouan confirmed that the oscillation roller delivered the final density lift needed, bringing numbers from 94 or 95 percent up to the required 98 percent. The Hamm HD 130, HD 120, and HD O120V rollers supplemented the compaction effort, along with a Hamm GRW 280 pneumatic compactor that served as one of two rubber-tired rollers on site.
Equipment Summary Table
| Equipment Type | Model | Role in Compaction Train |
|---|---|---|
| Asphalt paver | Vogele Vision 5200-2 (x2) | Echelon paving, 24-27 ft passes |
| Pneumatic roller | Hamm GRW 280 | Breakdown compaction |
| Vibratory roller | Hamm HD 130, HD 120 | Intermediate compaction |
| Oscillation roller | Hamm HD O120V | Finish compaction to 98% density |
| Control system | Niveltronic | Grade and slope control via skis |
Project Execution, Timeline, and Lessons Learned
Night Paving Operations for Maximum Production
Night work was adopted for the project to take full advantage of available production hours. The decision was driven by two factors: the strict deadline for runway commissioning and competing demands on the asphalt plant during daytime hours. By shifting paving operations to the night shift, Shelly & Sands could dedicate the full capacity of the plant to the runway project without interruption.
The night operations required careful coordination of lighting, logistics, and quality control testing. Temperature monitoring of the asphalt mat during night paving is especially important because ambient temperatures drop after dark, affecting the cooling rate of the mix and the available compaction window. The crew managed these conditions effectively, consistently placing over 5,000 tons per shift at peak production.
Quality Control and Smoothness Verification
Quality control was integrated into every phase of the paving operation. The Niveltronic control systems on the Vogele pavers provided real-time grade control, but the ultimate verification came from surface smoothness testing. The results speak to the effectiveness of the echelon paving approach combined with disciplined compaction management.
The project achieved its smoothness targets across the entire runway surface, with only minimal corrective milling needed in one small area early in the 2012 season. This level of consistency on a 150-foot-wide by 10,113-foot-long pavement is a testament to both the equipment and the crew expertise.
Commissioning and Final Phase
Paving was completed in early November 2012. The following months were dedicated to installing navigational aids, airfield signage, and lighting in preparation for FAA flight checks scheduled for March and May 2013. The commissioning date for the replacement runway was set for June 27. Immediately after commissioning, the final phase of the program commenced, converting the existing south runway to a taxiway.
This conversion maximized the utility of the airfield infrastructure, giving Port Columbus International Airport a modern runway with full ILS capability while repurposing the older pavement for taxiway use. The complete project demonstrates how thoughtful phasing and equipment strategy can deliver high-quality airport pavement under demanding schedule constraints.
For additional perspectives on airport construction, see Philadelphia Airport Terminal F Architectural Glass Leed Gold, which covers sustainable design in terminal expansion, and Precision Paving for Formula 1 How Vogele Pavers, which demonstrates Vogele paving technology applied to motorsport circuit construction.