In asphalt paving, smoothness is more than a cosmetic concern. It directly affects pavement performance, vehicle fuel efficiency, and the riding experience. State transportation agencies increasingly tie financial incentives to smoothness measurements, making it possible for contractors to earn substantial performance bonuses by achieving superior ride quality. This article examines how one Ohio contractor combined crew training with Advanced Composite Materials and state-of-the-art paver controls to earn 97 percent of the available smoothness bonus on a major highway project, and what paving professionals can learn from that success.
Understanding Smoothness Bonuses in Asphalt Paving Contracts
Smoothness bonuses are financial incentives built into paving contracts that reward contractors for achieving ride quality above the minimum specification. These programs are widespread across state departments of transportation and provide a measurable return on investment for contractors who invest in quality practices.
How Smoothness Is Measured
The International Roughness Index (IRI) is the standard metric for quantifying pavement smoothness. Measured in inches per mile, lower IRI values indicate smoother pavement. Modern high-speed profilers collect continuous data across the pavement surface, removing the subjectivity of earlier measurement methods. The Ohio project discussed in this article achieved an average IRI below 40 inches per mile, significantly outperforming the 60 to 70 IRI threshold required to earn 100 percent of the pay factor.
The Financial Impact of Smoothness Incentives
The connection between ride quality and contractor compensation creates a powerful motivation for excellence. The following table illustrates how IRI values translate to pay factors on a typical incentive-based paving contract, using the Ohio project as a benchmark:
| IRI Range (inches per mile) | Pay Factor | Example Bonus on $5 Million Paving Item |
|---|---|---|
| Below 40 | 104 percent | $200,000 |
| 40 to 49 | 102 percent | $100,000 |
| 50 to 59 | 100 percent | $0 |
| 60 to 69 | 98 percent | -$100,000 |
| 70 and above | 95 percent or less | -$250,000 or more |
This structure means that every inch of IRI improvement translates directly to bottom-line profit. In the case study examined here, the contractor earned 97 percent of the maximum available bonus, amounting to approximately $230,000 in additional revenue.
Crew Training: The Foundation of Quality Paving
Advanced equipment alone does not guarantee smooth pavement. The Ohio project demonstrated that a trained, motivated crew is the single most important factor in achieving superior ride quality. Equipment superintendent Steve Schlosser emphasized that the project’s success began with people who cared about the work they were doing.
Structured Training from Day One
The training process began when the Vögele Vision 5200-2 paver was delivered. Factory personnel and the local distributor worked together to ensure the entire crew understood the machine’s capabilities and optimal operating procedures. This approach ensured that the crew was proficient from the first day of production rather than learning through trial and error on the job site.
Crew Ownership of the Paving Process
A key factor identified by quality control manager Ed Morrison was the crew’s sense of ownership over the project. The paving team took an assertive role and wanted to perform at the highest level. This attitude extended from the quality control team to the paving crew, screed operators, and plant personnel. When every member of the team takes responsibility for the final product, the results show in the IRI data.
Building a Dedicated Training Facility
The contractor’s commitment to training went beyond on-the-job instruction. Shelly and Sands opened a corporate Safety and Training Center in Zanesville, Ohio, capable of accommodating up to 75 students in a classroom setting with an attached garage for hands-on equipment training. This facility represents a long-term investment in workforce development that pays dividends across every project the company undertakes.
Advanced Paver Controls and Equipment Strategies
The equipment choices made on the Ohio 161 project were instrumental in achieving the exceptional smoothness results. Each component of the paving train was selected and configured to maximize ride quality while maintaining production efficiency.
The Role of the Niveltronic Plus Control System
The Vögele Vision 5200-2 paver was equipped with the Niveltronic Plus control system, which provided precise grade and slope control throughout the paving operation. The system used dual sonic averaging skis measuring 50 feet in length, giving the paver a larger footprint to average out surface irregularities in the underlying base. This extended averaging ski length was identified as a major contributor to smoothness because it prevented the paver from reacting to short-wave deviations in the grade.
Roller Configuration and Compaction Strategy
Three rollers were deployed in a carefully planned sequence to achieve uniform compaction without damaging the pavement surface:
- Breakdown roller: A 78-inch HD 120 HV for initial compaction behind the paver screed
- Intermediate roller: A 78-inch high-frequency double-drum roller for intermediate compaction passes
- Finish roller: An HD O120V compactor with Hamm oscillation technology for final rolling
The oscillation technology in the finish roller proved particularly valuable. It delivered approximately 1 percent additional compaction even at lower mat temperatures and in materials with a tender zone. The oscillatory action also eliminated the risk of aggregate fracture that can occur with traditional vibratory rollers when the mat cools below optimal rolling temperature.
Material Transfer Vehicles for Segregation Control
Although not required by the state specification, the contractor elected to use a material transfer vehicle (MTV) on the project. The MTV delivered three important benefits:
- Eliminated direct contact between dump trucks and the paver, preventing the jerking and bumping that can create waves in the mat
- Remixed the hot mix asphalt to reduce thermal and aggregate segregation that can develop during transport
- Provided a continuous material feed to the paver, allowing consistent paving speed and reducing stop-and-go defects
The combination of advanced controls, proper roller configuration, and the MTV created a paving environment where smoothness was optimized at every stage of the process.
Mix Design and Project Execution for Long-Term Performance
Smoothness alone does not guarantee a successful pavement. The mix design and construction practices must also support long-term durability. The Ohio 161 project incorporated several design decisions that balanced ride quality with structural performance.
Pavement Structure and Layer Configuration
The pavement structure was built on a 12-inch lime-stabilized foundation topped with 6 inches of crusher-run aggregate. The asphalt layers consisted of:
- 5 inches of asphalt base course with No. 302 aggregate
- 2.5 inches of asphalt base course with No. 301 aggregate
- 1.75 inches of Type 2H intermediate course with 3/4-inch maximum nominal aggregate
- 1.25 inches of Type 1 surface course with 3/8-inch maximum nominal aggregate for friction and wear
Wide paving widths were used throughout the project: 23 feet for the base course, 22 feet 6 inches for the intermediate course, and 22 feet for the surface course. This approach eliminated longitudinal joints, which are often the first point of failure in asphalt pavements.
Reclaimed Asphalt Pavement and Polymer Modification
Sustainable practices were incorporated through the use of reclaimed asphalt pavement (RAP). The project used up to 40 percent RAP in the base course, 35 percent in the intermediate lift, and 10 percent in the friction course. To enhance durability beyond specification requirements, the contractor added 1.5 percent latex modifier to the intermediate and surface courses. This voluntary addition raised the effective PG grade from 64-22 to 70-22, providing additional resistance to rutting and cracking under anticipated traffic loads.
Quality Control During Production and Placement
Compaction was specified at a minimum of 93 percent density on every course, and the contractor consistently achieved 94 to 95 percent, ensuring the 100 percent pay factor for density was met on all intermediate and surface courses. Quality control testing was conducted continuously throughout production, with smoothness verified using high-speed profilers that provided immediate feedback to the paving crew. This real-time data allowed operators to make adjustments on the fly, maintaining smoothness within the target range even as conditions changed during the paving day.
The Ohio 161 project demonstrates that achieving superior pavement smoothness requires a comprehensive approach. Advanced Water Heater Replacement Tankless Heat Pumps and other building systems also benefit from this kind of integrated thinking, where training, equipment, and quality control work together. Similarly, Advanced Wastewater Treatment System projects rely on the same principle of combining skilled personnel with appropriate technology to achieve regulatory compliance and performance targets. For contractors looking to improve their paving operations, the lessons from this project are clear: invest in crew training, deploy the right equipment with advanced control systems, maintain rigorous quality control throughout production, and never compromise on mix design. By following this playbook, paving contractors can consistently earn smoothness bonuses while delivering pavements that perform well for decades. The principles that drove success on Ohio 161 apply equally to Advanced Wall Assemblies High Performance Residential Construction Design projects, where integrated systems and skilled execution determine final quality.