Voegele Einbaufibel EN PDF

JOSEPH VÖGELE AG
Joseph-Vögele-Straße 1
67075 Ludwigshafen · Germany
Telephone: +49 (0)621 8105 0
Fax: +49 (0)621 8105 461
VÖGELE Booklet on Paving
marketing@voegele.info www.voegele.info

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and NAVITRONIC Plus are trademarks registered in the US Patent and Trademark Office to JOSEPH VÖGELE AG, Ludwigshafen/Rhein, Germany. Legally binding claims cannot
be derived from written information or pictures contained in this brochure. Pictures may include optional extras. We reserve the right of technical or design alterations.
2280299 EN/10.12
FOREWORD
Dear Reader,
We are delighted to present you with our new Booklet on Paving. Following its great
success in recent years, we have completely revised our Booklet and brought it right
up-to-date. The chapters "Material Feeders", "Spray Technology" and "Two-layer
Paving" are new additions due to the great advancements that have taken place in
these technologies.
As a result, our Booklet on Paving remains an indispensable work of reference for

all paving professionals, trainees and students of road construction engineering.
It contains the answers to innumerable questions on the subject of "road construction
using paver technology from VÖGELE".
We hope you enjoy reading and working with our Booklet!
JOSEPH VÖGELE AG
Axel Fischer Roland Schug
1
contents
1 Design of a Road Paver 7 2.5 Special Screed: AB 600 High Compaction Screed in TP2 Plus Version ........... 68
2.6 Set-Up ................................................................................................................... 70
1.1 Differences between Construction Machinery and Pavers ............................... 8 2.6.1 Tamper .................................................................................................................................. 70
1.2 Components of a Road Paver ............................................................................... 10 2.6.2 Pressure Bar(s) ..................................................................................................................... 71
1.3 The Floating Screed Principle ............................................................................... 12 2.6.3 Tamper Shield . .................................................................................................................... 72
1.4 Theoretical Outline of the "Floating Screed Principle" 2.7 Side Plates ............................................................................................................ 73
without Grade and Slope Control ........................................................................ 13 2.7.1 Mechanical-hydraulic Side Plate . ................................................................................... 73
1.5 Tracked Pavers and Wheeled Pavers . .................................................................. 14 2.7.1.1 Hydraulic Side Plate from VÖGELE ................................................................................. 74
1.6 VÖGELE Product Overview ................................................................................... 18 2.7.1.2 Standard Side Plate from VÖGELE .................................................................................. 76
1.6.1 Paver Classification . ............................................................................................................ 20 2.7.2 Bevel Irons ............................................................................................................................ 77
1.7 Examples of Paver Applications ........................................................................... 22 2.8 Screed Heating ..................................................................................................... 78
1.7.1 Types of Paving ..................................................................................................................... 22 2.9 Screed Maintenance ............................................................................................ 80
1.7.2 InLine Pave® / SprayJet Technology ................................................................................. 24 2.9.1 Daily Maintenance ............................................................................................................. 80
1.7.3 Paving Materials . .................................................................................................................. 26 2.9.2 Weekly Maintenance ......................................................................................................... 82
2 Screed 29 3 Parameters Influencing the Paving Process 85
2.1 General Differences between Screeds ................................................................. 30 3.1 General . ................................................................................................................ 86

2.2 Extending Screeds ................................................................................................. 32 3.2 Paving Material .................................................................................................... 88
2.2.1 Components of the Extending Screed ............................................................................ 32 3.3 Paving Parameters ............................................................................................... 89
2.2.2 Compacting Systems Installed in Extending Screeds . ................................................ 34 3.4 Paver Set-Up ......................................................................................................... 89
2.2.3 Extending Screeds and Bolt-on Extensions ................................................................... 36 3.5 Relationship Between Tamper Speed and Pave Speed ................................... 92
2.2.4 Set-Up of the Extending Screed . ...................................................................................... 38 3.6 Recommended Settings for the Compacting Systems .................................... 93
2.2.5 Mechanical Design and Maintenance of the Telescoping System ........................... 48 3.7 Functions of the Hydraulic Rams for Raising / Lowering the Screed ............. 94
2.3 Fixed-Width Screeds .............................................................................................. 50 3.7.1 Screed Float ......................................................................................................................... 95
2.3.1 Components of the Fixed-Width Screed . ....................................................................... 50 3.7.2 Screed Assist ........................................................................................................................ 95
2.3.2 Compacting Systems Installed in Fixed-Width Screeds .............................................. 52 3.7.3 Screed Freeze . ..................................................................................................................... 95
2.3.3 Fixed-Width Screeds and Bolt-on Extensions . .............................................................. 54
2.3.4 Set-Up of the Fixed-Width Screed .................................................................................... 60 4 Recommendations for Paving / Points to Note 97
2.4 Screeds for the VISION Series of Pavers . ............................................................. 62
2.4.1 VF Extending Screed (with Front-Mounted Extensions) . ........................................... 62 4.1 Before Starting ..................................................................................................... 98
2.4.2 VR Extending Screed (with Rear-Mounted Extensions) .............................................. 64 4.1.1 Fundamentals . .................................................................................................................... 98
2.4.3 Main Applications . ............................................................................................................... 66 4.1.2 Setting the Layer Thickness ............................................................................................. 100
4.1.3 Weather Conditions when Paving Asphalt . ................................................................. 104
2 3
VÖGELE Booklet on Paving contents
4.1.4 Requirements Made on the Roadbase and its Surface ............................................. 105 5.3.3 Strips in the Lateral Areas of the Pavement ................................................................. 168
4.1.5 Augers and Limiting Plates for the Auger Tunnel on an Extending Screed ......... 108 5.3.4 Patches of Mix in the Surface Texture . .......................................................................... 169
4.1.6 Definition and Preparation of the Route ...................................................................... 110 5.4 Imprints . ............................................................................................................... 170
4.1.7 The Optimal Sensor for Every Paving Application . .................................................... 111 5.5 Longitudinal Step ................................................................................................ 170
4.1.8 Ordering Asphalt from the Mixing Plant on Call . ....................................................... 122 5.6 Non-Uniform Surface Structure due to Crushed Grains .................................. 171
4.1.9 Preparing the Reference for Grade and Slope Control .............................................. 123
4.1.10 Correct Positioning of the Grade and Slope Sensors ................................................. 124 6 Paving Materials in Detail 173
4.2 During the Paving Process .................................................................................. 125
4.2.1 Positioning the Paver . ....................................................................................................... 125 6.1 General Pavement Structure .............................................................................. 174
4.2.2 Head of Mix in Front of the Screed . ............................................................................... 126 6.2 Producing Asphalt Mix ........................................................................................ 180
4.2.3 Joints in Asphalt Pavements ............................................................................................ 127 6.3 Types of Pavement Layers . ................................................................................. 184
4.2.4 Expansion Joints ................................................................................................................. 131 6.4 Bitumen Grades Used .......................................................................................... 185
4.2.5 Paving “Hot to Cold” .......................................................................................................... 132 6.5 Asphalt Types and their Composition ............................................................... 186
4.2.6 Paving “Hot to Hot” ............................................................................................................ 133 6.5.1 Stone Mastic Asphalt ......................................................................................................... 186
4.2.7 Duties of the Paving Team during the Paving Process .............................................. 134 6.5.2 Asphaltic Concrete (Paved Hot) ...................................................................................... 188
4.2.8 Tools for Continuous Verification of the Paved Result . ............................................. 136 6.5.3 Asphaltic Binder . ................................................................................................................ 190
4.3 After Paving .......................................................................................................... 138 6.5.4 Asphalt for Base Course .................................................................................................... 192
4.3.1 Subsequent Compaction by Rolling .............................................................................. 138 6.5.5 Porous Asphalt .................................................................................................................... 194
4.3.2 Rules for Rolling and Avoiding Errors ............................................................................ 142 6.6 Mix Temperatures in °C . ...................................................................................... 196
4.3.3 Measurement of Density and Surface Accuracy ......................................................... 143 6.7 Causes of Poor Quality Asphaltic Concrete Mixes for Hot Paving .................. 197
4.3.4 Cleaning, Daily Maintenance and Completion of the Job Site . .............................. 144 6.8 Emulsion Types . ................................................................................................... 198
5 Imperfect Paving 147 7 Special Equipment and Special Methods 201
5.1 Systematic Elimination of Paving Errors ........................................................... 148 7.1 Spray Technology . ............................................................................................... 202
5.2 Paving Problems / Paving Errors ........................................................................ 158 7.2 Two-Layer Paving . ............................................................................................... 208
5.2.1 Irregularities when Passing over Mix . ........................................................................... 158 7.3 Material Feeders .................................................................................................. 216
5.2.2 Pavement Irregularities due to Large Screed Planing Angle ................................... 159
5.2.3 Hump Formed when Resuming Paving ........................................................................ 160 8 Index / Notes 221
5.2.4 Short Irregularities in Transverse Direction . ................................................................ 161
5.2.5 Periodic Irregularities in Longitudinal Direction . ....................................................... 162
5.3 Segregation in General ....................................................................................... 164
5.3.1 Transverse Strips ................................................................................................................. 166
5.3.2 Strips in the Middle of the Pavement ............................................................................ 167
4 5
1 Design of a Road Paver 7
1.1 Differences between Construction Machinery and Pavers ................................. 8

1.2 Components of a Road Paver ............................................................................... 10
1.3 The Floating Screed Principle ............................................................................... 12
1.4 Theoretical Outline of the "Floating Screed Principle"
without Grade and Slope Control ........................................................................ 13
1.5 Tracked Pavers and Wheeled Pavers . .................................................................. 14
1.6 VÖGELE Product Overview ................................................................................... 18
1.6.1 Paver Classification . ............................................................................................................. 20
1.7 Examples of Paver Applications ........................................................................... 22
1.7.1 Types of Paving ..................................................................................................................... 22
1.7.2 InLine Pave® / SprayJet Technology ................................................................................. 24
1.7.3 Paving Materials . .................................................................................................................. 26
6 7
VÖGELE Booklet on Paving 1. Design of a Road Paver
1.1 Differences between Construction Machinery and Pavers
As a general rule, paving materials can be spread and levelled with a bulldozer, grader or paver. Bulldozer
Because of their superior physical properties, however, pavers have now replaced bulldozers The working tool (blade) is firmly
and graders. linked to the chassis via hydraulic
When a bulldozer passes over irregularities in the ground, these are extensively transmitted rams. When passing over irregularities
to the blade, as the leverage between blade and the irregularity is too short (see diagram) in the ground, these are transmitted
and short irregularities can consequently only be levelled out to a limited extent. to the blade to a greater extent,
unless counteracted.
On a paver, however, the screed is separate from the tractor unit: it floats! As a result,
the screed has a very strong self-levelling effect when passing over minor irregularities.
Lift of Blade
What‘s more, the kinematic conditions – height of the irregularity in relation to the lift of
the screed’s leading edge via the long screed arm – ensure that such short irregularities are
levelled out at a ratio of 1:5.
Grader
For this reason, a paver should be used for paving even in the lowest layers in order to obtain
an increasingly level result with each successive layer. The working tool (blade) is firmly
linked to the chassis via hydraulic
rams. When passing over irregularities
in the ground, these are transmitted
to the blade to a lesser extent, unless
counteracted.
Lift of Blade
Road Paver
The working tool is not firmly linked
to the chassis. The screed is carried
by the mix (principle of the Floating
Screed) and changes its position only
as a result of changes in the screed
planing angle. The screed moves up
and down to a lesser extent than the
actual irregularity.
Change in Screed Planing Angle
8 9
1.2 Components of a Road Paver
The Machines Made by VÖGELE 1. Material Hopper / Push-Rollers 5. Screed

Road pavers place all kinds of bituminous materials as well as materials for the roadbase. Feed lorries dump the paving material into The screed is the core of the VÖGELE road
When the mix has been dumped into the paver’s material hopper by the feed lorry, the material hopper at the front of the road paver. The screed acts upon the paving material
conveyors transport the material in front of the screed. This is where the process of paving paver. The lorry wheels make contact with the by way of its own weight and the compactive
proper takes place. VÖGELE pavers stand out through their capability of producing high push-rollers and run on these. effort of its compacting systems. This results
quality pavements, their excellent reliability in precompaction of the mix and profiling of
as well as service-friendliness 2. Conveyors the placed layer.
and ease of operation. Wide conveyors transfer the paving material
from the material hopper through the 6. Screed Heating
conveyor tunnel inside the machine to the In order to prevent the asphalt mix from
augers in front of the screed. sticking to the screed plates and the
compacting elements (tamper, pressure
3. Traction bar(s)), electric heating is provided.
In VÖGELE road pavers, powerful engines
are installed for a high tractive effort. VÖGELE 7. Adjustment of Screed Tow Points
pavers come in tracked or wheeled versions. The tow point rams make it possible to vary
the screed planing angle and hence the layer
thickness via the screed arm.
8
8. Screed Assist / Screed Freeze
Depending on the working conditions on
5 site, pressure is applied to the hydraulic
rams linked to the screed arms, or the
6 hydraulic rams are relieved of pressure.
This influences the weight of the screed
4 and consequently also its floating function
(see page 94 onwards).
4. Augers
Augers fulfil the task of evenly spreading
1 2 7 3 the mix in front of the screed. Augers are
adjustable in width to match the width of
the screed so that uniform compaction of
the paving material is ensured at all times.
10 11
1.3 The Floating Screed Principle 1.4 Theoretical Outline of the "Floating Screed Principle"
without Grade and Slope Control
The “floating“ working tool is the main difference distinguishing a road paver from other construction
h = Height after compensation
machinery. In other words, the layer thickness only changes as a result of changes in the screed‘s
H = Height of irregularity
planing angle or changes in the height of the screed tow points. This way, irregularities in the
a = Depth of screed plate
ground are diminished when passed over, without having to intervene through a control system.
b = Length of screed arm
Short irregularities in the base are levelled + depth of screed plate
out through the self-levelling property of
the Floating Screed.
When passing over long irregularities,

the height of the screed tow points
changes, thus leading to a change in the
layer thickness.
h a
H b
The following rule can be derived from the example of a

Depending on the screed planing angle, paver passing over a short irregularity: Hxa
more or less mix is packed under the
Taking into account different lengths (b) (extending over h =
screed as the paver advances, and the
layer thickness gradually changes over
length of screed arm and depth of screed plate) for the different b
paver types, an average ratio of about 5 : 1 results as far as
a longer distance.
compensation of a short irregularity in the base is concerned.
Long irregularities in the base can only be levelled out by actively controlling the height
of the screed tow points.
The response of the screed to such
Height of changes depends on:
Screed Tow Pave speed Note
Point
Change in height of the screed tow
points The evenness of the pavement must increase with every layer placed.
Properties of the mix (compactability, The magnitude of improvement depends on the quality of the layer below.
Speed Properties of Mix
load bearing capacity).
12 13
1.5 Tracked Pavers and Wheeled Pavers
VÖGELE pavers are available in tracked or wheeled versions.

Each version offers its particular advantages.
Tracked Paver
Crawler tracks transmit the power delivered by the high-performance engine to the Advantages of the Tracked Paver
ground. In contrast to wheels, crawler tracks have a larger contact area with the base,
allowing them to achieve a higher tractive effort. For the tracked pavers, the power High tractive effort.
is generated where it is needed: right at the sprocket. Universal application.
The powerful undercarriage is ideal for use of the paver also on difficult terrain and Handles large pave widths.
in large pave widths up to 16m. For the two crawler tracks, separate electronic control Easily pushes heavy feed lorries.
is provided. This allows impeccable turning also of radii at a constant pave speed. Use also on a soft base.
14 15
1.5 Tracked Pavers and Wheeled Pavers
Wheeled Paver
Wheeled pavers display their strong points above all when it comes to frequent travels from Advantages of the Wheeled Paver
one project to another. VÖGELE pavers travel at speeds up to 20km/h under their own power,
so trucking is not required for job sites in the near surroundings. The wheeled VÖGELE pavers Travel from one job to another under its own power. Travel speed up to 20km/h
feature excellent manoeuvrability thanks to a turning radius of just 6.5m. also on public roads.
Ideal when frequent and quick transfer is required.
For placing high-quality surface course, smooth running of the paver is a must. The wheeled Smooth running when paving asphalt wearing course.
VÖGELE pavers optimally achieve this goal thanks to the oscillating axle and the damping effect Excellent manœuvrability.
of their rear wheels. Front wheels are in permanent contact with the ground thanks to oscillating axle.
16 17
1.6 VÖGELE Product Overview
SUPER Series SUPER Series

Machine Type Weight Basic Maximum Maximum Machine Type Weight Basic Maximum Maximum
Class Width Pave Width Laydown Rate Class Width Pave Width Laydown Rate
Mini Special
Class Tracked Paver 5.9t 1.1m 3.2m 200 tonnes/h SUPER 1800-2
SUPER 700
Class with SprayJet Module
20.8t 2.55m 6m 700 tonnes/h
Tracked Paver 6.1t 1.1m 3.2m 250 tonnes/h SUPER 1800-2

SUPER 800 Slope Paver 23.6t 2.55m 5m 700 tonnes/h
Compact SUPER 2100-2 IP

Tracked Paver for Paving Binder Course
26.6t 3m 8.5m 1,100 tonnes/h
Class 8.5t 1.8m 4.2m 300 tonnes/h
SUPER 1100-2

Wheeled Paver
SUPER 1103-2 8.6t 1.8m 4.2m 200 tonnes/h VISION Series
Machine Type Weight Basic Maximum Maximum
Tracked Paver Class Width Pave Width Laydown Rate
SUPER 1300-2 9.5t 1.8m 5m 350 tonnes/h
Wheeled Paver Universal

Tracked Paver 15.5t 2.45m 5.8m 700 tonnes/h
SUPER 1303-2 9.5t 1.8m 4.5m 250 tonnes/h Class
VISION 5100-2
Universal Wheeled Paver 14.9t 2.6m 5.8m 700 tonnes/h

Tracked Paver VISION 5103-2
Class SUPER 1600-2 18.4t 2.55m 8m 600 tonnes/h
Highway
Wheeled Paver Tracked Paver 19.4t 3m 8.6m 1,200 tonnes/h
17t 2.55m 7m 600 tonnes/h Class
SUPER 1603-2 VISION 5200-2
Tracked Paver Wheeled Paver 18.5t 3m 7.8m 1,200 tonnes/h

SUPER 1800-2 19.3t 2.55m 10m 700 tonnes/h VISION 5203-2
Wheeled Paver
17.3t 2.55m 8m 700 tonnes/h
SUPER 1803-2
PowerFeeder Series
Machine Type Weight Basic Maximum Maximum
Highway Tracked Paver
Class 20.9t 2.55m 11m 900 tonnes/h Class Width Pave Width Conveying Capacity
SUPER 1900-3
Tracked Paver Special

21.9t 2.55m 13m 1,100 tonnes/h Class PowerFeeder 17t 3m – 1,200 tonnes/h
SUPER 2100-3 MT 3000-2
Tracked Paver 28.7t 3m 16m 1,600 tonnes/h PowerFeeder

SUPER 3000-2 23t 3m – 1,200 tonnes/h
MT 3000-2 Offset
18 19
1.6 VÖGELE Product Overview

1.6.1 Paver Classification
1,600 Super 3000-2

Maximum Laydown Rate (tonnes/h)
1,500
1,400
VISION 5200-2
1,300
1,200 VISION 5203-2

Super 2100-3
1,100 SUPER 2100-2 IP

for Paving Binder Course
SUPER 1800-2
with SprayJet Module
1,000
Super 1900-3
900 VISION 5103-2
Super 1803-2
800 VISION 5100-2
700 SUPER 1800-2 Super 1800-2

Slope Paver
600 SUPER Series
Super 1603-2 Super 1600-2 SUPER Series

500
400 Super 1100-2 Super 1300-2 Super Series

Special Class
300 Super 800 Super 1303-2 VISION Series

200 Super 700
Super 1103-2 VISION Series
100
10
11
12
13
14
15
16
1
Maximum Pave Width (m)
20 21
1.7 Examples of Paver Applications

1.7.1 Types of Paving
Classical Application Paving Asphalt Tracks

Placing all kinds of pavement layers for roadways or Special Profiles
and paths. Pavers are available in various Extending screeds can be set up for
performance classes and combine with a variety paving a large variety of special profiles
of screed options to handle these paving jobs. thanks to their systems for adjustment.
Layer thickness ranges from 2cm to 40cm. Even positive or negative gull wing
profiles (M or W profiles) can be handled
when height adjustment of the extending
units is combined with crown adjustment
of the basic screed.
Paving on a Slope (Vertical) Special slipforms are available for

the construction of farm tracks or
Apart from construction of conventional roads with
railway tracks.
gradients (uphill or downhill), road pavers can also
be used for special applications, such as paving on
a slope for construction of dams, retaining walls,
etc. In general, only slight conversion of the paver
is required for handling jobs of this kind.
For application under extreme conditions (steep
slope), a special Slope Paver can be used that has
undergone modification.
Paving on a Slope (Horizontal) Asphalt can also be paved on steep

banks with the aid of special slipforms,
As an alternative to paving in a vertical direction,
for instance on racing circuits.
pavers also work in a horizontal direction. In general,
such applications, too, require no more than slight
conversion of the paver. Paving work like this
is also often found in the field of dam or canal
construction.
22 23

1.7.2 InLine Pave® / SprayJet Technology
SUPER 1800-2 with SprayJet Module InLine Pave® Train

Paving a thin overlay on a spray seal or tack coat, hot on hot, is a cost-effective method The two-layer construction of asphalt pavements by “hot on hot“ paving constitutes a
of resurfacing existing roads, but it requires special machine technology. particularly efficient method of building long-lasting roads. With this method, the binder
course and wearing course are placed “hot on hot“ in a single pass, thus yielding not only a
With the SUPER 1800-2 with SprayJet Module, the existing road surface can be spread with perfect bond between layers but also strong interlocking. Both such two-layer pavements and
bituminous emulsion and a new wearing course paved in a single operation. Site vehicles no conventional paving work can be realized most economically and in high quality when using
longer drive over the emulsion, as it is directly overlaid with asphalt. In other words, a perfect InLine Pave® machine technology from VÖGELE.
tack coat is produced to ensure perfect bonding between the layers. What‘s more, the roads
round about are no longer fouled when using this method, as vehicles do not drive over the The InLine Pave® train comprises three machines: a MT 3000-2 Offset material feeder,
emulsion. a SUPER 2100-2 IP paver for the binder course and a SUPER 1600-2 or SUPER 1800-2 for the
wearing course. These machines run directly one behind the other, in a single line.
SprayJet technology is also ideal for placing low-noise wearing courses.
The paving process starts with the material feeder. It receives the binder and wearing course
In order to preserve the noise-absorbing cavities, the mix cannot be compacted to the mixes supplied by feed vehicles and alternately transfers the mix either directly into the large
same degree as conventional asphalt. The pavement quality would suffer when using the material hopper of the paver for binder course or to the transfer module for the hopper of the
conventional two-step method, as thicker layers would be needed, but this would impair the paver for wearing course. The SUPER 2100-2 IP is responsible for paving a high-density binder
pavement‘s durability due to the lesser compaction. course with high resistance to deformation. This paver is equipped with the special AB 600
High Compaction Screed in TP2 Plus version from VÖGELE. The third machine in the InLine Pave®
train is a SUPER 1600-2 or SUPER 1800-2 for paving the wearing course.
24 25

1.7.3 Paving Materials
Paving Bituminous Material

Throughout the world, pavers are the
"No. 1" machine for placing wearing courses,
binder courses and bituminous base
courses of asphaltic concrete or stone
mastic asphalt.
Their advantages include the following
features in particular: very good
self-levelling properties, high and
homogeneous precompaction, as well
as the ability to heat all machine parts in
contact with the material.
Paving PCC and RCC Placing Roadbase Material or Water-bound Base Course Material
Pavers can even place materials such Their self-levelling effect and physical advantages as compared to graders and bulldozers
as PCC (Paver Compacted Concrete) make pavers eminently suitable for building a crushed-stone roadbase or placing a water-bound
and RCC (Roller Compacted Concrete) base course.
if the specifications for the PCC and RCC
Pavers are ideal, particularly when building long stretches of new road and for roads on which
formulation are adhered to precisely.
higher surface accuracy is required. Extensive and uniform basic stability is assured, especially
PCC and RCC are frequently used, especially in the lower layers, by their homogeneous compaction over the full width of the road.
in North America and Asia, but they are also
becoming more widespread in Europe, too,
for instance for industrial areas.
26 27
2 Screed 29
2.1 General Differences between Screeds ................................................................. 30

2.2 Extending Screeds ................................................................................................. 32
2.2.1 Components of the Extending Screed ............................................................................ 32
2.2.2 Compacting Systems Installed in Extending Screeds . ................................................ 34
2.2.3 Extending Screeds and Bolt-on Extensions ................................................................... 36
2.2.4 Set-Up of the Extending Screed . ...................................................................................... 38
2.2.5 Mechanical Design and Maintenance of the Telescoping System ........................... 48
2.3 Fixed-Width Screeds .............................................................................................. 50
2.3.1 Components of the Fixed-Width Screed . ....................................................................... 50
2.3.2 Compacting Systems Installed in Fixed-Width Screeds .............................................. 52
2.3.3 Fixed-Width Screeds and Bolt-on Extensions . .............................................................. 54
2.3.4 Set-Up of the Fixed-Width Screed .................................................................................... 60
2.4 Screeds for the VISION Series of Pavers . ............................................................. 62
2.4.1 VF Extending Screed (with Front-Mounted Extensions) . ........................................... 62
2.4.2 VR Extending Screed (with Rear-Mounted Extensions) .............................................. 64
2.4.3 Main Applications . ............................................................................................................... 66
2.5 Special Screed: AB 600 High Compaction Screed in TP2 Plus Version ............. 68
2.6 Set-Up ..................................................................................................................... 70
2.6.1 Tamper .................................................................................................................................... 70
2.6.2 Pressure Bar(s) ....................................................................................................................... 71
2.6.3 Tamper Shield . ...................................................................................................................... 72
2.7 Side Plates .............................................................................................................. 73
2.7.1 Mechanical-hydraulic Side Plate . ..................................................................................... 73
2.7.1.1 Hydraulic Side Plate from VÖGELE ................................................................................... 74
2.7.1.2 Standard Side Plate from VÖGELE .................................................................................... 76
2.7.2 Bevel Irons .............................................................................................................................. 77
2.8 Screed Heating ....................................................................................................... 78
2.9 Screed Maintenance .............................................................................................. 80
2.9.1 Daily Maintenance ............................................................................................................... 80
2.9.2 Weekly Maintenance ........................................................................................................... 82
28 29
VÖGELE Booklet on Paving 2. Screed
2.1 General Differences between Screeds
The screed is the true heart of the VÖGELE paving system. It accommodates the Extending Screed
compacting systems which provide high density and durable results. VÖGELE screeds
are available in two versions: as Fixed-Width Screeds (SB) or Extending Screeds (AB).
The screed, the road paver‘s working tool, fulfils the function of uniformly compacting
the paving material across the entire pave width and producing a close-textured and
level surface.
The screed‘s compacting systems must precompact the mix to the greatest possible
extent. This minimizes the influence of layer thickness on the amount of
subsequent compaction by rolling when bringing about the pavement’s final density.
For precompaction, different compacting systems are available.
The abbreviations for the compacting systems are as follows:
T = Tamper (an eccentric shaft causes the tamper bar to move up and down).
V = Vibrators (vibrations are generated by an eccentric shaft acting on the screed Variable screed, customarily used today. Ideal for all manner of jobs requiring
plates at right angles to the direction of motion). Limited pave widths. variability and adaptability.
Vast range of uses.
P = Pressure Bar(s) (the pressure bar(s) are hydraulically pressed onto the mix
at a frequency of 68 Hz (approx.) and a maximum pressure of 130 bar).
Fixed-Width Screed
P1 = Screed equipped with 1 Pressure Bar
P2 = Screed equipped with 2 Pressure Bars
Large pave widths. Highly accurate paving true to line and level.
Hydraulic extending units enlarge Suitable for high compaction, e.g. when
the range of uses. placing water-bound base, RCC and PCC.
30 31
2.2 Extending Screeds

2.2.1 Components of the Extending Screed
Single-Tube
Telescoping System Hydraulic Ram for Screed Width Control Screed’s Hydraulically
Extending Unit
Torque Restraint System
Screed Body
Tamper
with Heating Rod
Screed Plate with
Heating Element
Eccentric Vibrators Monitoring Unit
for Heating Rods
32 33

2.2.2 Compacting Systems Installed in Extending Screeds
V = Vibrators TP1 = Tamper and 1 Pressure Bar

Installed in: Installed in:
AB 200 Extending Screed AB 500 Extending Screed
AB 340 Extending Screed AB 600 Extending Screed
Recommended for: Recommended for:
Materials which are easy to compact. All conventional mixes.
Precompaction by a screed in TP1 version
is higher than by a TV screed, but lower
than by a screed in TP2 version.
Less extra compaction by rolling required.
TV = Tamper and Vibrators TP2 / TP2 Plus =

Installed in: Tamper and 2 Pressure Bars
AB 200 Extending Screed Installed in:
AB 340 Extending Screed AB 500 Extending Screed (TP2)
AB 500 Extending Screed AB 600 Extending Screed (TP2/TP2 Plus)
AB 600 Extending Screed Recommended for:
Recommended for: All conventional mixes.
All conventional mixes. The screed in TP2 version achieves high
Use with wheeled pavers due to the lower precompaction when placing thick layers.
weight as compared to screeds in TP1 The screed in TP2 Plus version is used above
or TP2 versions. all for base and binder courses due to its high
Materials which are easy to compact. compacting effort.
Mixes which are difficult to compact on
account of their grain shapes and consistency.
Less extra compaction by rolling required.
Jobs which do not allow subsequent
compaction by rolling.
34 35

2.2.3 Extending Screeds and Bolt-on Extensions
For all VÖGELE screeds, bolt-on extensions are available. The VÖGELE system of bolt-on
extensions makes it possible to easily and sturdily build up screeds to any pave width desired. AB 200 AB 340
Even when paving in large widths, VÖGELE screeds work with highest precision and achieve
superb degrees of uniform density right up to the pavement edges. 0.8m 1.8m 0.8m
3.4m
When fitting bolt-on extensions, care must be taken to ensure that the bottom edge 0.45m 1.1m 0.45m 2 x 0.25m
of the screed plate is flush with the adjacent units, otherwise a step may be produced 2m 3.9m
in the pavement or the screed planing angle may change. During the paving process, 2 x 0.4m
2 x 0.35m
this can have a negative effect on precompaction, surface structure and floating 4.2m
2.7m
behaviour of the screed. 2 x 0.55m
2 x 0.6m 4.5m
3.2m 2 x 0.80m
5m
AB 500 AB 600
1.225m 2.55m 1.225m 1.5m 3m 1.5m

5m 6m
2 x 0.25m 2 x 0.25m
5.5m 6.5m
2 x 0.75m 2 x 0.75m
6.5m 7.5m
2 x 0.75m + 2 x 0.25m 2 x 0.75m + 2 x 0.25m

7m 8m
2 x 1.25m 2 x 1.25m
7.5m 8.5m
4 x 0.75m 4 x 0.75m
8m 9m
4 x 0.75m + 2 x 0.25m 4 x 0.75m + 2 x 0.25m

8.5m 9.5m
36 37

2.2.4 Set-Up of the Extending Screed
Setting Up the Screed: Prerequisites

1. Clearance between sliding blocks and sliding rail has been set and checked (see page 48). 5
2. Height adjustment: Adjusting spindles have been set and checked (see pages 42 onwards).
3. Screed has been raised and laid down on locking bolts.
4. Both tow point rams are in their lowest position.
5. Crown has been set to 0%.
6. Clamping screw for height adjustment is released.
7. Height adjustment of the extending screed has been set to 0 on the scale.
3 4
6 7
38 39

Setting the Screed Planing Angle: Outer Extending Screed

Retract the screed completely.
Hold the ruler [4] under the screed plates in the area of the outer adjusting spindles.
Set the extending unit via the mechanism for height adjustment so that the ruler makes
contact with the three points [1], [2] and [3].
Measure the clearance. About 30mm behind the rear edge of the tamper, there must
be a gap of roughly 1mm between the ruler and the screed plate.
Unscrew the chains on the adjusting spindles.
Make the setting at the front adjusting spindle with a suitable tool.
Measure the clearance and repeat the procedure if necessary.
Setting the Screed Planing Angle: Inner Extending Screed

Extend the screed until the adjusting spindles are located under the sliding blocks.
Hold the ruler [4] under the screed plates in the area of the inner adjusting spindles.
Set the extending unit via the mechanism for height adjustment so that the ruler makes
contact with the three points [1], [2] and [3]. 4
Measure the clearance. About 30mm behind the rear edge of the tamper, there must
be a gap of roughly 1mm between the ruler and the screed plate.
Unscrew the chains on the adjusting spindles.
Make the setting at the front adjusting spindle with a suitable tool. 1 2 3
Measure the clearance and repeat the procedure if necessary.
note
Retighten the clamping screw for height adjustment after setting the screed
planing angle. Then check the setting again.
40 41

Height Adjustment, Adjusting Spindle
Setting the Adjusting Spindle

Without unscrewing the locking bolts, check the slack of the threaded bush [1].
Procedure:
Lower the screed with extending units onto wooden blocks.
Open the chains [2] by means of the shackle type connector.
Turn the adjusting spindles [3] down to ensure that their face end [5] rests completely
on the flange surface of the screed frame.
Remove the hexagon socket screw [1] from the flange.
Tighten the threaded bush [4] with a suitable tool.
3
Back off the threaded bush [4] with a 45° turn until the hole of the locking screw is free.
Tighten down the hexagon socket screw [1].
5
note
Always set all four spindles for each extending screed.
42 43

Preparation Height Adjustment

Support the screed on large wooden of the Bolt-on Extension
blocks or pallets to compensate for any The height of the extending unit and
unevenness of the ground. bolt-on extension in relation to one
Flange surfaces must be clean, i.e. free another is adjusted via the eccentric bolts
from asphalt. so that the trailing edges of the screed
plates are flush while the leading edges
are between 0.5 and 1mm higher.
TIP!
Before mounting a bolt-on extension, the
tamper shafts of both the screed’s extending
unit and the bolt-on extension must be set
so that the arrow on the coupling points to
the gap in the gearwheel (see photo).
0mm
Easy and Fast Attachment 1mm (maximum)
with Quick-fitting Aid

The bevelled quick-fitting aid makes Fitting the Braces
it possible to raise a bolt-on extension The frames of the screed‘s extending unit
without tightening down the screws. and of the bolt-on extension must be joined.
This allows an extension to be fitted even T hen fit the braces stabilizing the bolt-on
on an uneven base. extensions. These braces must be adjusted
so that a light downwards pressure is
exerted onto the extension.
TIP!
TIP!
The front and rear eccentric bolts must be set
to zero position (uppermost position). This is The pressure is correct if the brace can be
important later on for aligning the extending turned slightly. If it cannot, the pressure
unit with the basic screed. is too high.
44 45

Connecting Systems The following steps only need to be carried

out when fitting bolt-on extensions to
Now connect the heating (upper photo).
VÖGELE High Compaction Screeds with
Then connect the tamper shaft to the
1 or 2 pressure bars (TP1 or TP2).
Haldex coupling (middle photo).
Joining the Pressure Bars
Joining of pressure bar 1 (and 2,
if equipped) of the bolt-on extension
When mounting bolt-on extensions to with those of the basic screed using
VÖGELE High Compaction Screeds, two spring washers and a spacer block.
extra steps need to be carried out (see right).
The bottom edges of the pressure bars
must also feel flush (see photo).
Then check the pressure bars for smooth
and free movement.
Vent the pressure bar(s) at specified
intervals.
Final Assembly
Finally, the tamper shield, the auger shafts
and the footboard with cover plate are to
be fitted.
Special tools for joining the pressure bars:
The tools required are a standard ratchet,
a hexagon adaptor and an Allan key.
Connecting Hydraulic Piping

Connect the hydraulic piping, e.g. to the
pressure bar.
All further steps are identical for all

screed types.
46 47

2.2.5 Mechanical Design and Maintenance of the Telescoping System
Telescoping Tubes Internal Guide Tubes

The telescoping tubes must be regularly lubricated with silicone grease. The guide tubes must be regularly lubricated with silicone grease.
Contact with sharp-edged objects (blades, etc.) must be avoided. Contact with sharp-edged objects (blades, etc.) must be avoided.
Ensure a perfect seal between the individual tubes. Ensure a perfect seal between the individual tubes.
If possible, the underside of the tubes should not be allowed to come If possible, the underside of the tubes should not be allowed to come into
into contact with asphalt (e.g. when rapidly extending and retracting contact with asphalt (e.g. when rapidly extending and retracting the screed).
the screed).
Others
Torque Restraint System Particularly the leading edge of the screed and the tamper
area must be washed down with cleaning agent every
The sliding blocks and the rail of the torque
morning and evening. Let the tamper run at low speed so
restraint system must be greased regularly.
that the cold material can drip onto a suitable substrate.
The sliding blocks must be set so that
Ensure that the pressure bars in particular can move freely.
they make contact without play during
operation.
Worn sliding blocks must be replaced.
48 49
2.3 Fixed-Width Screeds

2.3.1 Components of the Fixed-Width Screed
Tamper Basic Screed

Bolt-on Extension
with Heating Rod
Pressure Bars Screed Plate

with Heating Rods with Heating Element
Eccentric Vibrators
50 51

2.3.2 Compacting Systems Installed in Fixed-Width Screeds
TV = Tamper and Vibrators TP2 = Tamper and 2 Pressure Bars

Installed in: Installed in:
SB 250 Fixed-Width Screed SB 250 Fixed-Width Screed
SB 300 Fixed-Width Screed (and Hydraulic Bolt-on Extensions)
Recommended for: SB 300 Fixed-Width Screed
All conventional mixes. (and Hydraulic Bolt-on Extensions)
Materials which are easy to compact Recommended for:
or thinner pavement layers. All conventional mixes.
Jobs where paving can be done in a largely A screed in TP2 version achieves a high
constant width and where large radii are precompaction even of thick pavement layers.
involved. Mixes which are difficult to compact on
account of their grain shape and consistency.
Jobs where paving can be done in a largely
constant width and where large radii are
involved.
Less effort required for subsequent
TP1 = Tamper and 1 Pressure Bar TVP2 = Tamper, Vibrators

Installed in: and 2 Pressure Bars
SB 250 Fixed-Width Screed Installed in:
(and Hydraulic Bolt-on Extensions) SB 250 Fixed-Width Screed
SB 300 Fixed-Width Screed SB 300 Fixed-Width Screed
(and Hydraulic Bolt-on Extensions) SB 250 B Fixed-Width Screed
Recommended for: Recommended for:
All conventional mixes. Jobs where paving can be done in a largely
Precompaction by a screed in TP1 version constant width and where large radii are
is higher than by a TV screed, but lower than involved.
by a screed in TP2 version. SB 250, SB 300: All conventional mixes.
Jobs where paving can be done in a largely SB 250 B: For paving PCC®, as this type of job
constant width and where large radii are does not include subsequent compaction
involved. by rolling.
Less effort required for subsequent
52 53

2.3.3 Fixed-Width Screeds and Bolt-on Extensions
As a general rule, bolt-on extensions should be fitted symmetrically on both sides of the
screed wherever possible. The advantage of a Fixed-Width Screed is a deeper screed plate
of 500mm compared to a screed plate of 250mm found on Extending Screeds. This has a
positive effect upon the screed‘s floating behaviour.
Moreover, the leading edge of the Fixed-Width Screed forms a single line over the entire
pave width and different planing angles do not leave marks in the pavement. Fixed-Width
Screeds are capable of handling considerably larger pave widths than Extending Screeds,
albeit with restrictions as regards the screed‘s variability. As a result, Fixed-Width Screeds are
particularly suited to paving long sections with a large, unchanging pave width.
Hydraulic bolt-on extensions allow infinite variation

of pave width also for Fixed-Width Screeds.
note
The hydraulic bolt-on extensions (0.75m) can only be fitted to mechanical extensions
with a width of 1m or more. The basic screed must be built up by at least 1.5m on
both sides in order to mount the hydraulic bolt-on extensions.
54 55

Top View
Building up a SB 300
Fixed-Width Screed to its Basic Screed 3m
maximum pave width 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 0.25m
1.5m 1.5m 0.25m
Horizontal Bracing
6m 6.5m
12m 12.5m
0.5m
0.5m 1.5m 1.5m 0.25m
0.5m 0.5m
7m 7.5m
1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
1m 1.5m 1.5m 1m 0.25m 0.25m

13m 13.5m
8m 8.5m
0.5m 1m 1.5m 1.5m 1.5m 0.25m
1m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1m

9m 9m
0.5m 14m 14.5m

0.25m 1m 1.5m 1.5m 1.5m 0.5m
0.5m
9.5m 10m
1m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
0.5m
0.25m 1.5m 1.5m 1.5m 1.5m 1m
15m 15m
10.5m 11m
0.25m 0.5m
0.25m 1m 1.5m 1.5m 1.5m 1.5m 1m 0.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
11.5m 12m 15.5m 16m
56 57

Rear View
Building up a SB 300 Basic Screed 3m
Basic Screed 3m
Fixed-Width Screed to its
maximum pave width
Vertical Bracing 0.25m 0.25m
1m
1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
6m 6.5m 11.5m 12m
0.5m
0.5m 0.25m 0.75m
1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1m
7m 7.5m 12m 12.5m
0.5m
0.25m 0.5m 0.25m
1m 1.5m 1.5m 1m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
8m 8.5 m 13m 13.5m
0.5m
0.75m
1m 1.5m 1.5m 1.5m 1m 1.5m 1.5m 1.5m 1.5m 1.5m 1m 1m
9m 9m 14m 14.5m
1m
0.25m 0.5m
1.5m 1.5m 1.5m 1.5m 0.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
9.5m 10m 15m 15m
0.25m 0.5m
0.5m
0.25m
1.5m 1.5m 1.5m 1.5m 1m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m 1.5m
10.5m 11m 15.5m 16m
58 59

2.3.4 Set-Up of the Fixed-Width Screed
Bolt-on extensions are fitted to enlarge

the screed’s width. The trailing edges of
the screed plates must be flush across the
entire pave width. The leading edges of
the screed plates (each bolt-on extension)
should be set higher towards the outside
by roughly 0.5mm.
+0.5mm +0mm
+0.5mm +0mm
Top View
Sag
To compensate the uplift at the outer edges

1.5m 1.5m 1.5m Basic Screed 1.5m 1.5m 1.5m Recommendation
of the screed, the screed should sag slightly
when raised. The magnitude of this sag depends Pave Width Sag
on the pave width. The sag can be adjusted by 16m 5.5cm (approx.)
way of the braces over the screed’s basic unit. 12m 3.5cm (approx.)
In order to prevent the bolt-on extensions from bending towards the rear as a result of the
up to 10.5m 2cm (approx.)
pressure exerted by the mix, horizontal braces must be fitted.
Rear View
Attention!
The values indicated in the table are approximate values for set-up of the screed.
When paving, the transverse evenness of the pavement must be checked and
the braces re-adjusted, if necessary.
Horizontal braces should be fitted in such a way that the trailing edges of the screed plates are flush.
60 61
2.4 Screeds for the VISION Series of Pavers

2.4.1 VF Extending Screed (with Front-Mounted Extensions)
3.05m
5.95m
6.55m
Robust and smooth guide system Sloping extension up to 10%.

for precise operation at all widths. 7.15m
Innovative electric screed heating.
Basic width 3.05m. Easy-to-use ErgoPlus® operating system.
Infinitely variable range 3.05m up to 5.95m. Compact design allows for great visibility
7.75m
Maximum pave width 7.75m. in all areas.
Suitable for many screed profiles Ideal tool for multivariable width
with crown and sloping extensions. applications and mainline paving. Pave Widths 3.05m to 7.75m Berm Profiles 30cm, 45cm and 60cm available
(dependent on type of tractor unit)
Berm is available as an option. Basic Width 3.05m Compacting System
Infinitely Variable Range 3.05 up to 5.95m Screed Version V
Vibrators (V) eccentric vibrators,
Larger Width frequency up to 50 Hz
Bolt-on Extensions 30cm
60cm Screed Heating screed plates heated electrically
by heating rods
Crown Adjustment
Hydraulic -2.5% to +5% Dimensions (Transport, Basic Screed)
M, W or parabolic profiles possible Width 3.05m
Depth 1.17m
Transverse Slope Weight 3.72t
Extending Units up to 10%
62 63

2.4.2 VR Extending Screed (with Rear-Mounted Extensions)
3.05m
6m
2 x 0.65m
7.3m
Large dimensioned, sturdy telescoping The attachment of the telescoping tubes,
tubes featuring high-precision operation. the support of the guide tubes and the
4 x 0.65m
They provide for excellent stability of the torque restraint system make up a sturdy
screed, ensuring great paving results. 3-point suspension, absorbing the forces 8.6m
The telescoping tubes of the screed are exerted on the screed while paving and
located in a high position, thus avoiding guaranteeing smooth width control of
any contact with the mix. the extensions.
Even with the screed set to its maximum Basic width 3.05m. Pave Widths 3.05m to 8.6m Compacting System
(dependent on type of tractor unit) Screed Version V
width, the telescoping tubes are Infinitely variable range 3.05m up to 6m. Basic Width 3.05m Vibrators (V) eccentric vibrators, frequency
Infinitely Variable Range 3.05m up to 6m up to 50 Hz
extended by no more than half, which Maximum pave width 8.6m.
provides for zero flexing. Larger Widths Screed Heating screed plates heated electrically
Sloping extension up to 10%. Bolt-on Extensions 65cm by heating rods
Deep screed plate design provides
Sturdy telescoping system with 3-point Crown Adjustment Dimensions (Transport, Basic Screed)
excellent floatation. Hydraulic -2.5% to +5% Width 3.05m
suspension. M, W or parabolic profiles possible Depth 1.24m
Weight 3.75t
Innovative electric screed heating system. Transverse Slope
Extending Units up to 10%
Easy-to-use ErgoPlus® operating system.
64 65

2.4.3 Main Applications
Screed with Front-Mounted Extensions for Multivariable Width Applications Screed with Rear-Mounted Extensions for Multi-Lane Paving
Working at high pave speeds with varying pave widths requires a screed that can always be When paving across large widths, absolute accuracy of line and level is a crucial criterion
relied on to deliver precise results. The VF 600 from VÖGELE is just such a system. for prime-quality results, regardless of the pave width and layer thickness involved.
The VÖGELE VR 600 Extending Screed boasts impressive abilities in this respect:
Several constructive features greatly support fast and precise retraction of the screed.
its basic width is 3.05m and it can be extended hydraulically up to 6m – nearly twice
For instance, the material offers virtually no resistance at the bevelled leading edges of
the basic width. With bolt-on extensions fitted, the screed builds up to a maximum
the extensions, and blockades and obstacles are avoided. An additional advantage is that the
width of 8.6m and is equipped with vibration across the full pave width. The quick-fitting
side plates of a front-mounted screed are only about half as long as those of a rear-mounted
system allows the 0.65m wide bolt-on extensions to be mounted very easily and quickly.
screed, permitting particularly precise paving, working close up to obstacles. This, in turn,
reduces the subsequent need for shovelling. Its variability is also evidenced in the wide range Based on its outstanding overall technical concept, the VR 600 is the perfect choice for
of possible profiles. medium and large-scale road construction projects. When it comes to paving asphalt
layers across multiple lanes, the new screed also yields substantial advantages over single-lane
All features combine to make the VF 600 equally suitable for building intersections on highways
paving as it avoids joints, the weak points in every asphalt pavement.
and for surfacing country roads with multiple obstructions. It is above all invaluable when
tackling multivariable applications with many obstacles which require frequent changes
in pave width, such as parking lots with several islands, light poles and storm sewers or
residential and city streets with gas and water mains.
66 67
2.5 Special Screed:

AB 600 High Compaction Screed in TP2 Plus Version
The pressure bars P1 and P2 are the last elements in the

process of compaction as a whole. Logically, they are
located in the rear area of VÖGELE HPC screeds. Only in
this location can the highest possible compactive effort
be achieved, as the mix is prevented from yielding to the
front. Nor can it yield to the sides where it is confined by
the screed‘s end plates.
A change from high compaction to standard compaction
and vice versa can easily be made from the paver
operator’s console. This allows use of the screed for most
varied applications.
The element at the beginning of the process of VÖGELE
High Compaction is the pulse generator as part of the
Return Pipe
pulsed flow hydraulics. It generates high-frequency
pressure pulses.
The pressure bar(s), in contrast to the beating tamper bar,
remain in permanent contact with the mix, thus forcing
the mix down for a prolonged period of time.
Pulse Generator Tank Pressure Bar
Thanks to the high density achieved by the pressure bar(s),

fewer passes are required for subsequent compaction by
rolling.
High precompaction is essential for perfectly building up
a pavement in layers and for a pavement profile true to
In recent years, the AB 600 in TP2 Plus version has been developed further and perfected to line and level.
meet the special requirements of "hot on hot" paving. On an InLine Pave® contract, it achieves
When paving layers varying in thickness, VÖGELE High
an extraodinarily high degree of precompaction. Depending on the paving material used, Compaction Technology ensures that, although an
the resultant compaction comes very close to the final density. identical pressure is applied across the screed width,
the pressure bar(s) are forced down to varying depths.
The AB 600 Extending Screed in TP2 Plus Version at a Glance This way, an absolutely uniform density is produced.
Uses: for "hot on hot" paving of binder and base courses, as well as thick roadbase packages. For each compacting system installed in a VÖGELE HPC
Maximum pave width 8.5m. screed, separate control is provided.
Supplementary weight for additional compaction. Fine control of the pressure for pressure bar(s) allows
Innovative tamper geometry: modified tamper shield so that material is drawn under the use of VÖGELE High Compaction Technology for paving
screed more effectively. surface course, too.
Variable tamper speed up to 1,800 rpm.
Special tamper stroke settings 4, 7 or 9mm.
2 pressure bars with infinitely variable pressure from 40 to 120 bar.
Key: T = Tamper P1 = Pressure Bar 1 P2 = Pressure Bar 2
68 69
2.6 Set-Up 2.6 Set-Up

2.6.1 Tamper 2.6.2 Pressure Bar(s)
The tamper must be set to an identical stroke

Eccentric Shaft at
Lower Reversal Point length across the entire pave width. The setting
can be changed by simply turning the eccentric 1
1 bush on the shaft driving the tamper bar. 2
3
2 The driving shaft is accessible from behind, 4 4
so that this can easily be done between job site
sections. Adjusting the lower reversal point of 8 5
the tamper bar, however, takes more time.
First, the tamper shields need demounting. 59.5mm 6
Then remove the screws on all shaft brackets.
After loosening the locking nut (2), the tamper 6
Tamper 7
1mm at bar can be adjusted via bolt (1). The height to be
Stroke Length Bevelled Edge Screed Plate set depends on the tamper stroke selected.
of 4mm of Screed Plate
4mm Pressure Bar Screed Plate 0.5 - 1mm 0.5 - 1mm
Tamper Stroke Tamper Stroke Tamper Stroke

2mm 4mm 7mm 1. Unscrew the nut (2) with anti-twist device (3) on the hydraulic ram (1)
for the pressure bar.
Bevelled Edge Bevelled Edge Bevelled Edge
of Screed Plate of Screed Plate of Screed Plate 2. Turn the hydraulic ram (1) to adjust the height of the pressure bar. The clearance (7)
0mm 1mm 2.5mm
between pressure bar and bottom edge of the screed plate should be at least 4mm.
Screed Plate Screed Plate Screed Plate
3. Check that the hydraulic ram for the pressure bar makes contact with metal plate (5)
Tamper Stroke 2mm Tamper Stroke 4mm Tamper Stroke 7mm
when retracted.
The tamper bar at the lower The tamper bar at the lower The tamper bar at the lower
reversal point is flush with reversal point is 1mm lower reversal point is 2.5mm lower 4. Set pre-tension of spring (6) to 5.5mm via nut (4) to yield a distance (8) of 59.5mm.
the bevelled edge of the (maximum) than the bevelled than the bevelled edge of the
5. Resecure the hydraulic ram (3) for the pressure bar.
screed plate. edge of the screed plate. screed plate.
Tip!
At a stroke length of 2mm, the tamper bar should be flush with the screed plate
(check with your hand).
70 71
2.6 Set-Up 2.7 Side Plates

2.6.3 Tamper Shield 2.7.1 Mechanical-hydraulic Side Plate
Adjusting the height of the screed’s side plates is a frequently used function during the
paving process. As a user, you know from experience that this function is often needed
6 when paving along high or low kerbs, for instance, or along gutters.
How side plates help ensure a perfect pavement quality
5 They prevent the mix spreading sideways while paving.
They produce perfect longitudinal joints or pavement edges.
They provide for optimal compaction in the pavement’s lateral areas.
3
2
1
0mm
0.5 - 1mm
The tamper (3) must be set so that it rests on the wear strip (1) across the full width.
Then adjust the spring steel bar (2) on the tamper shield by means of screw (4) from the rear of
the screed until a gap of 0.5 - 1mm is obtained between tamper bar and the spring steel bar.
Release screws (6) and fit various small shims (5) to align the tamper shield. With the tamper
shield correctly aligned, the spring steel bar (2) is at least parallel with the tamper or preferably
inclined slightly to the front.
Check and if necessary correct the clearance between tamper and spring steel bar.
72 73
2.7 Side Plates

2.7.1.1 Hydraulic Side Plate from VÖGELE
Side plates hydraulically adjustable in height are an option for the AB 500 and AB 600 The side plate of the screed is raised or
Extending Screeds. They provide for even more operating comfort. In contrast to mechanical lowered simply by operating the tumbler
adjustment by spindle equipped as standard, the hydraulic side plate is adjusted conveniently switch.
at the flip of a switch. For height adjustment, two hydraulic rams are installed on each side plate.
The advantages of a hydraulic side plate

become evident if the hydraulic ram for
height adjustment has been extended
completely by mistake.
If any unevenness is encountered in

the base (as shown here by the piece
of timber), the pressure in the hydraulic
ram increases.
As soon as it reaches 15 bar, a valve
opens retracting the hydraulic ram. This
A VÖGELE paver equipped with hydraulic side plates.
prevents the screed from getting blocked.
The screed keeps floating.
74 75
2.7 Side Plates 2.7 Side Plates

2.7.1.2 Standard Side Plate from VÖGELE 2.7.2 Bevel Irons
When using a side plate provided as standard on VÖGELE screeds, care must be taken that Bevel irons shape and compact the edges of the pavement. They are available with a bevel
the chain holder is not set too low. The chain must have “sufficient play”. This is important as edge of 45°, 52° and 60°. Their size depends on the thickness of the layer to be paved.
otherwise the screed cannot float. A heating rod can be installed as an option to improve the sliding properties of the bevel
iron.
Please remember:
Floating of the screed means that the thickness of the layer to be paved is determined merely
by the screed planing angle and the height of the screed’s tow point. This way, irregularities in Layer Angle
the pavement are avoided without active control.
Thickness 45° (old) 52° (current) 60° (old)
4 - 6cm
The chain holder should be roughly in the middle and the

chain must have sufficient play. In this way, the screed can
float without hindrance resulting in a perfect pavement.
6 - 12cm
12 - 18cm
TIP!
Side plate skis and bevel irons from VÖGELE fit both the hydraulic side plates
and the ones provided as standard.
76 77
2.8 Screed Heating
All screed components in contact with the Asphalt may stick to the tamper bar,
hot mix should be heated to approx. 90 °C screed plates or pressure bar(s) if the
before starting work. screed temperature is too low. This can
lead to the formation of strips and an
It is recommended to protect the screed
irregular surface texture.
against excessive loss of heat to the
surroundings so that the heating power The floating behaviour of the screed
can be utilized effectively. may vary before it reaches its operating
1 5 temperature, with the result that layer
This is achieved by lowering the screed
thickness may also vary and deviate from
until it is about 5cm above the ground to
that required.
2 minimize the cooling effect of the wind.
6
3 In the morning, it is ready for operation
7 after about 30 minutes. Then lay the
screed on the hot mix and pave the first
4
2 - 3m. Now wait roughly 5 minutes so that
the screed is uniformly heated by the mix.
1 Engine
2 Control Desk
For the “dash 2“ machines, a monitoring unit for screed
3 Control Box / Fuse Box
heating is available as an optional extra. This feature
4 Distributor Box
monitors each single heating rod for proper function
5 Generator
and indicates any fault without delay.
6 Tamper with Heating Rod
If one of the green indicator lamps goes out for a longer
7 Screed Plate with 2 Heating Rods
period of time, this means that the heating rod is defective.
Tip! Advantage
Directly after switching on the screed heating, correct operation of the heating rods can Since failure of a heating rod is detected immediately, it can be replaced without delay.
be checked by cautiously touching the tamper bar, screed plates and pressure bar(s).
78 79
2.9 Screed Maintenance

2.9.1 Daily Maintenance
The screed is the tool used by the screed operator. Like every other tool, the screed must
always be serviced and checked before it is used.
Among other things, this includes daily visual inspection for defects.
The locking screws of the mechanism for height adjustment (1) must be tested
to ensure they function correctly and are secured with lock nuts.
The clearance of the torque restraint system (2) and extending screeds must
be checked regularly!
The hot screed must be washed down with cleaning agent before and after use. 1
Tamper and vibrators, conveyors and augers should run at low speed during this
time. The "dash 2" machines have a special cleaning mode for this purpose.
T he telescoping tubes and all internal guide tubes must be coated with silicone
grease to prevent asphalt sticking to them.
Always coat the sliding blocks and the mechanism for crown adjustment with copper
paste.
80 81
2.9 Screed Maintenance

2.9.2 Weekly Maintenance
Greasing the bearings for tamper and vibrators

Example: tamper on the AB 500 Extending Screed
Tamper lube point on the right-hand side Tamper lube point on the right-hand extending unit.
The screed bearings should be greased every 50 hours of operation.

Example: tamper on the AB 200 Extending Screed
This is indicated by self-adhesive pictograms on all screeds.
Only use high-temperature grease (resistant to temperatures of up to 200 °C).
Do not apply too much grease to the bearings!
note
Although lube points are provided, the bearings of the vibrator shafts on the AB 200 TV are
maintenance-free and therefore do not require grease. Depending on the screed type concerned,
the grease nipples are located either directly on the bearing housing (AB 200 screeds, fixed-width
(SB) screeds) or on the outer frame from where they are connected to the bearing housings via
hoses (AB 500, AB 600 screeds).
82 83
3 Parameters Influencing the Paving Process 85
3.1 General . .................................................................................................................. 86

3.2 Paving Material ...................................................................................................... 88
3.3 Paving Parameters ................................................................................................. 89
3.4 Paver Set-Up ........................................................................................................... 89
3.5 Relationship Between Tamper Speed and Pave Speed ..................................... 92
3.6 Recommended Settings for the Compacting Systems ...................................... 93
3.7 Functions of the Hydraulic Rams for Raising / Lowering the Screed ............... 94
3.7.1 Screed Float ........................................................................................................................... 95
3.7.2 Screed Assist .......................................................................................................................... 95
3.7.3 Screed Freeze . ....................................................................................................................... 95
84 85
VÖGELE Booklet on Paving 3. Parameters Influencing the Paving Process
3.1 General
The screed generally floats during the paving process. In other words, the screed changes
its position with every change in the balance of forces, for instance due to greater resistance
from the paving material, etc.
As this is undesirable when paving true to line and level with maximum accuracy, the
parameters which may change when paving asphalt must be known so that they can be
controlled and kept constant.
This naturally cannot be achieved 100% in practice. However, it is extremely important for
the user to be aware of all the related conditions in order to produce a high quality pavement.
The various influencing parameters and their effect are explained below under the headings
"Paving Material", "Paving Parameters" and "Paver Set-up".
86 87
3.2 Paving Material 3.3 Paving Parameters
Mix Temperature Layer Thickness

The mix temperature should be constant and high enough to prevent The larger the layer thickness, the larger the screed planing angle.
the mix from cooling before it is laid.
Paving material that has cooled is harder to compact.
The load bearing capacity of the mix, too, depends on its temperature.
Feeding the paver with mix must be planned so as to ensure an optimum Pave Width
temperature for paving. The floating behaviour of the screed changes in accordance
with the pave width.
Grain Size
The maximum grain size should not exceed 1/3 of the layer thickness, Paver Stop
otherwise the tamper will act directly on the underlying aggregate The longer the paver stops, the greater the irregularity to be expected
and shatter the grains. in a longitudinal direction.
Stiffness / Load Bearing Capacity

Ambient Conditions
The composition of the mix should remain constant throughout the
Ambient conditions, such as temperature, can influence the mix
paving job.
and change the floating behaviour of the screed.
Properties of the Mix

Properties of the mix have an influence on the screed’s floating behaviour. 3.4 Paver Set-Up
Paving materials with a high bearing capacity confront the screed
with a higher resistance than materials of poor bearing capacity.
Conveying and compacting systems can be optimally set up to match
the type of mix. Head of Mix in Front of the Screed
If there is too large a head of mix in front of the screed, the mix may cool, thus
having an adverse effect on both precompaction and the screed‘s floating
behaviour.
A constant head of mix in front of the screed is a precondition for perfect
floating of the screed.
The thicker the layer, the greater is the upward force exerted on the screed.
Proportional control of conveyors and augers provides for an optimal head
of mix in front of the screed.
88 89
3.4 Paver Set-Up
Tamper Stroke / Tamper Speed Pave Speed

The length of the tamper stroke and the tamper speed are factors influencing The pave speed determines the impact of the compacting systems on
precompaction of the mix and floating of the screed. the pavement.
On VÖGELE screeds, the tamper stroke can be set to different lengths. Pave speed and head of mix in front of the screed must be well adapted
The longer the tamper stroke, the higher the precompaction and the to each other.
When paving at a high speed, large quantities of paving material are
compaction depth. For this reason, the length of the tamper stroke should
consumed, which requires good job site logistics for supplying the paver
be set in accordance with the layer thickness in order to obtain the smallest
with mix.
possible, positive screed planing angle. A negative screed planing angle The pave speed must be selected so as to obtain as constant a supply of mix
may result if the tamper stroke is too long for the layer thickness paved. This from the feed lorries as possible.
can lead to an open-textured, cracked surface structure and uncontrolled As the pave speed has a major influence on precompaction, it should be
levelling resulting in irregularities. set so that the positive screed planing angle is not too large, as this would
promote irregularities. The pave speed should, therefore, be set to a value
ensuring good precompaction with the screed floating on the mix at a
Tamper Speed
Both the tamper speed and the pave speed have a major influence on small planing angle.
precompaction of the mix. This means that the tamper speed must be
adjusted in accordance with the pave speed or vice versa. Vibration Frequency
An optimal relationship has not yet been found. For this reason, the When paving thick layers, the vibration frequency has little influence on
values must be individually adjusted until the smallest possible, positive compaction. Vibration is far more important when paving wearing course,
screed planing angle is obtained and wear on the compacting systems is as it promotes the formation of a close-textured, even surface behind the
minimized. screed.
Rigidity of the Screed Frequency / Pressure of Pressure Bar(s)

When making major changes or one-sided changes to the screed planing The pressure bar(s) are moved up and down by a pulsed hydraulic pressure.
angle, torsion of the screed may result. These pulses are generated by a rotary valve in the screed at a rate of between
58 and 68 Hz. Hydraulic rams press the pressure bar(s) downwards over the
entire pave width. At the end of each pulse, the pressure bar(s) are returned
Screed Freeze to their original positions by springs acting against the force of the rams.
Screed Freeze is a briefly activated feature following a paver stop in Screed The pressure applied to the pressure bar(s) changes the distance travelled
Float mode. A pressure of about 30 bar is applied to the piston side of by the pressure bar(s) with each pulse.
the hydraulic rams for raising / lowering the screed in order to prevent it
floating up when resuming paving.
90 91
3.5 Relationship Between Tamper Speed and Pave Speed 3.6 Recommended Settings for the Compacting Systems
While paving, when screed tow point rams are not changed in position, an equilibrium of Type of
forces comprising pave speed, screed weight and tamper speed is established. If any one of Pavement
Vibrator Speed (rpm)

Pave Speed (m/min.)
Layer Thickness (cm)
Tamper Speed (rpm)

Tamper Stroke (mm)
these parameters changes, this immediately affects the screed‘s floating behaviour.
Pressure (bar)
Pressure Bars
Tamper speed and pave speed are very
Material
strongly dependent on one another. Any
change in pave speed without changing the
tamper speed and position of the screed
Asphalt: AC 32 T 10 - 60 2 - 4 4 - 7 1,500 - 1,800 2,600 - 3,000 90 - 110
tow point rams will affect precompaction Base Course
of the mix. If the pave speed is increased
AC 22 T 6 - 10 2 - 5 4 - 7 1,000 - 1,400 2,100 - 2,400 70 - 100
without simultaneously increasing the
tamper speed, the load bearing capacity of
Asphalt: AC 22 B 6 - 10 2 - 5 4 1,000 - 1,400 2,100 - 2,400 70 - 100
the mix will be reduced and the screed lay a Binder Course
thinner layer at a steeper planing angle.
8m/min. 4m/min.
AC 16 B 4 - 8 2 - 6 4 600 - 1,000 1,800 - 2,100 50 - 80
AC 11 B 4 - 6 3 - 6 4 600 - 800 1,600 - 1,800 50 - 70

Paving with Automated Grade
Low Precompaction
and Slope Control
High Precompaction Asphaltic AC 11 D 4 - 6 3 - 6 4 600 - 900 1,600 - 1,800 50 - 80
If automated grade and slope control is Concrete:
Wearing Course
used for paving, the desired elevation of the
AC 8 D 2 - 4 3 - 6 2 - 4 600 - 900 1,300 - 1,600 50 - 70
screed can be maintained by increasing the
Pave Speed planing angle, but precompaction will not AC 5 D 2 - 4 3 - 6 2 - 4 600 - 900 1,200 - 1,500 Off
8m/min. 4m/min.
remain constant.
SMA 11 4 - 6 3 - 6 4 600 - 1,500 1,600 - 1,800 50 - 80
After Compaction by Rolling SMA 8 2 - 4 3 - 6 2 - 4 600 - 1,500 1,300 - 1,600 50 - 70
When the roller passes over the mix, the

SMA 5 2 - 4 3 - 6 2 - 4 600 - 1,500 1,200 - 1,500 Off
amount of extra compaction will differ on
account of varying precompaction and
Asphalt:
result in irregularities in the surface. Combined Base/ AC 16 TD 8 - 16 2 - 6 4 1,200 - 1,800 2,200 - 3,000 80 - 110
Wearing Course
Pave Speed
8m/min. 4m/min. Asphalt: 1 - 3 3 - 10 2 500 - 1,400 1,000 - 1,200 Off
Thin Layer
92 93
3.7 Functions of the Hydraulic Rams for Raising / Lowering the Screed
3.7.1 Screed Float

Normally, mix is paved with the screed in Screed Float mode. In other words, the piston-side
and rod-side valves operating the hydraulic rams for extension/retraction of the screed are
Screed Float open towards the hydraulic oil tank for free extension and retraction of the screed.
3.7.2 Screed Assist

If the bearing capacity of the mix is poor, the screed will not reach the desired elevation even
when set to a large planing angle. The Screed Assist function allows pressure to be applied
Screed Assist Pressure separately to the right and left-hand hydraulic rams from below. This pressure counteracts the
screed weight and allows it to float up in accordance with the magnitude of the pressure.
Attention! Do not use for wearing course!
3.7.3 Screed Freeze

The Screed Freeze function is activated automatically following a paver stop in Screed Float
mode. The valves activating the hydraulic rams for raising / lowering the screed are closed on
Screed Freeze Pressure both the piston and the rod sides, thus briefly suspending the Screed Float mode in order to
prevent irregularities in the pavement when resuming paving.
94 95
4 Recommendations for Paving / Points to Note 97
4.1 Before Starting ....................................................................................................... 98

4.1.1 Fundamentals . ...................................................................................................................... 98
4.1.2 Setting the Layer Thickness ............................................................................................. 100
4.1.3 Weather Conditions when Paving Asphalt . ................................................................. 104
4.1.4 Requirements Made on the Roadbase and its Surface ............................................. 105
4.1.5 Augers and Limiting Plates for the Auger Tunnel on an Extending Screed ......... 108
4.1.6 Definition and Preparation of the Route ...................................................................... 110
4.1.7 The Optimal Sensor for Every Paving Application . .................................................... 111
4.1.8 Ordering Asphalt from the Mixing Plant on Call . ....................................................... 122
4.1.9 Preparing the Reference for Grade and Slope Control .............................................. 123
4.1.10 Correct Positioning of the Grade and Slope Sensors ................................................. 124
4.2 During the Paving Process .................................................................................. 125
4.2.1 Positioning the Paver . ....................................................................................................... 125
4.2.2 Head of Mix in Front of the Screed . ............................................................................... 126
4.2.3 Joints in Asphalt Pavements ........................................................................................... 127
4.2.4 Expansion Joints .................................................................................................................. 131
4.2.5 Paving “Hot to Cold” .......................................................................................................... 132
4.2.6 Paving “Hot to Hot” ............................................................................................................ 133
4.2.7 Duties of the Paving Team during the Paving Process .............................................. 134
4.2.8 Tools for Continuous Verification of the Paved Result . ............................................. 136
4.3 After Paving .......................................................................................................... 138
4.3.1 Subsequent Compaction by Rolling .............................................................................. 138
4.3.2 Rules for Rolling and Avoiding Errors ............................................................................ 142
4.3.3 Measurement of Density and Surface Accuracy ......................................................... 143
4.3.4 Cleaning, Daily Maintenance and Completion of the Job Site . .............................. 144
96 97
VÖGELE Booklet on Paving 4. Recommendations for Paving / Points to Note
4.1 Before Starting

4.1.1 Fundamentals
Before starting work, the minimum and maximum pave widths should be established
and the paver set up accordingly.
The paving sequence should be coordinated with the other teams on site in order
to assure the supply of material and prevent the hot mix being driven over too soon.
The lorries delivering the material must be organized in such a way as to ensure
a continuous supply of mix with as few paver stops as possible.
Contact the people responsible at the mixing plant to ensure that mix can be supplied
as planned.
Check the paver‘s serviceability (filling levels, electrical and hydraulic functions, etc.).
The tarpaulin covering the mix in the lorry should only be removed shortly before the
hot mix is transferred to the paver so that it cannot cool.
98 99
4.1 Before Starting

4.1.2 Setting the Layer Thickness
Due to the numerous parameters influencing the paving process, it has hitherto been
impossible to develop a formula supplying exactly the right value for setting the tow point
rams for a required layer thickness.
When working with Extending Screeds, the general rule is: layer thickness in cm + (50 to 100%)
yields roughly the values to be set on the paver’s scales for layer thickness. The settings must
be checked after paving the first few metres and corrected as required.
H = Layer Thickness H W S H
S = Specified Thickness
W = Amount of Compaction by Rolling H = Layer Thickness
The screed only precompacts the mix. Final density is achieved through subsequent Since the screed‘s floating behaviour means that it would have to travel a certain distance
compaction by rolling. Rollers compact the mix by an amount (W) somewhere between before reaching the layer thickness, it is recommended to put the screed down on timbers
layer thickness (H) and the specified thickness (S). (W) is the amount of subsequent or uniformly spread material level with the layer thickness.
compaction by rolling and must be taken into account when setting up the screed.
100 101
4.1 Before Starting

4.1.2 Setting the Layer Thickness
Scale for Layer Thickness

α
H S
α = Planing Angle
H = Layer Thickness S = Specified Thickness
The planing angle α results when setting the layer thickness H + (50 to 100%) via the tow After rolling, the surface must be checked to ensure it has the specified thickness.
point rams using the layer thickness scales. The fishplates are in their normal positions. If not, the layer thickness must be corrected again until the correct result is obtained
The layer thickness should be checked immediately when starting paving so that the position after rolling.
of the tow point rams can be corrected if necessary.
102 103
4.1 Before Starting 4.1 Before Starting

4.1.3 Weather Conditions when Paving Asphalt 4.1.4 Requirements Made on the Roadbase and its Surface
On the majority of job sites, weather conditions can only be taken into account to a very
limited extent because of the tight scheduling. However, this can give rise to problems when
paving hot mix. In very cold conditions and if the distance between mixing plant and road
paver is relatively long, the temperature of the mix may well have dropped to the lower limit
permissible for paving.
D epending on the bitumen type used, T he decision whether or not paving The surface of a non-bonded roadbase It is also important to check the height
it will be difficult for the rollers to is possible should not only be based must be level, stable and perfectly of any shafts, drains or hydrants so that
achieve the specified final density if on air temperature: the temperature compacted so that the asphalt they cannot obstruct the paving process
the temperature of the mix is below of the base must also be taken into pavement uniformly retains its load and remain accessible afterwards.
120 °C when dumped from the feed account, as a cool base will similarly bearing capacity for a long time after
The surface must be cleaned by
lorry into the paver’s material hopper. cause the mix to cool more rapidly. being paved.
sweeping or with compressed air or a jet
S ince the ambient temperature Paving on a wet or puddled base It is advisable to hand over the roadbase of water in order to ensure good bonding
causes the asphalt to cool more is not recommended. Water vapour with official acceptance guaranteeing between pavement and roadbase.
rapidly, wearing course should not may form under the paved layer that the load bearing capacity, elevation,
The surface must then be sprayed with
be paved at temperatures below when the hot mix comes into evenness, as well as longitudinal
bitumen emulsion or a tack coat so that
3 °C or better still below 6 °C. contact with moisture. Since this grade and transverse slope meet
the freshly laid mix bonds with the base.
vapour strives to escape upwards, with the requirements specified in
Binder course contains more coarse
it produces cavities which will the planning.
grains which retain heat, with the
impair the bearing capacity and
result that such layers can still be When paving an asphalt layer on
precompaction of the mix and
paved at temperatures around zero. a bonded roadbase, it should also
may also have a negative effect
be level, stable and compacted,
I t may even be possible to pave on the screed‘s floating behaviour.
just like the non-bonded roadbase.
base course at temperatures as low F ormation of vapour is normally Preliminary level regulating measures
as -3 °C, but be sure that the roadbase
unlikely when paving fresh emulsion, may be necessary if the roadbase
is always free from ice and snow.
as the boiling point is very much higher. is very uneven.
104 105
4.1 Before Starting

4.1.4 Requirements Made on the Roadbase and its Surface
Level Regulating Measures Layer Thickness and Grain Size of the Mix
Before Placing Base Course
The layer thickness should remain constant Attention!
over the full pave width to the greatest
possible extent. If it does not, it is The layer thickness should be at least three times the largest grain size in the mix!
recommended to level out major differences
beforehand in order to achieve uniform
precompaction and uniform extra If this is not the case, grains may be crushed and the screed begin to bounce due to the
compaction by rolling. impact of its compacting systems.
The type of mix used for such level If the colour of the crushed stone appears on the surface, this indicates that grains have
regulating purposes should be adapted been destroyed. This is quickly revealed, as all constituents in the mix are normally coated
to the layer thickness. with black bitumen.
Filling Depression
This material can be laid either by hand In addition, the screed may be unable to maintain the required elevation and the layer
or with the paver. thickness will increase.
Good precompaction of the level
regulating layer is important.
Raising Level of Shoulder
106 107
4.1 Before Starting

4.1.5 Augers and Limiting Plates for the Auger Tunnel on an Extending Screed
In order to save power, the head of mix in front of the screed should be uniform and constant. Strike-off Plate Horizontal Bracing
This is ensured by strike-off plates and limiting plates for the auger tunnel which should Limiting Plate for Auger Tunnel End Plate
be adapted to the pave width. It also prevents segregation of the mix and helps it to cool
more slowly.
Strike-off Plate Horizontal / Vertical Bracing

Limiting Plate for Auger Tunnel End Plate
Bolt-on Extension Bolt-on Extension
The following page contains examples of correct auger extension and installation of limiting Strike-off Plate Horizontal / Vertical Bracing
plates for the auger tunnel. Limiting Plate for Auger Tunnel End Plate
TIP!
The augers and limiting plates for the auger tunnel should reach up to within 20cm
of the end plate.
Bolt-on Extensions Bolt-on Extensions
108 109

4.1.6 Definition and Preparation of the Route 4.1.7 The Optimal Sensor for Every Paving Application
A steering guide should be installed in

Sensor Application
the front of the paver to help the machine
operator follow the route of the road
(Pavement Rehabilitation)
(Pavement Rehabilitation)
as accurately as possible. The steering
Places and Large Areas

Traffic Calmed Areas
(New Construction)
(New Construction)
(New Construction)
guide helps steer the paver parallel
Municipal Roads
to a reference line so that the screed
Racing Tracks
Racing Tracks
Roundabouts
Rural Roads
Motorways
Highways
operators do not constantly have to
Airports
Airports
correct the paver‘s steering movements
by extending and retracting the screed
in order to obtain a continuous pavement
edge. Mechanical
Variable Mechanical Grade Sensor
Since the steering guide prevents
Stringline Mode • •• ••• • ••• • •• •
excessive steering movements by the
Ground Mode ••• ••• ••• ••• •• •• •• •• ••• •• •••
paver, it also helps the drivers of the feed
Averaging Beam ••• ••• ••• • • •• • ••
vehicles dump the mix into the middle
of the paver‘s material hopper. Slope Sensor ••• ••• ••• ••• ••• ••• ••• ••• ••• ••• •••
Non-Contacting, Acoustic
On larger job sites or when working Single-Cell Sonic Sensor ••• ••• ••• • •
with a Fixed-Width Screed built up to Multi-Cell Sonic Sensor
a large width, it is advisable to work with
Stringline Mode ••• ••• ••• ••• ••• ••• ••• •••
Automated Steering Control, since the
Ground Mode ••• ••• ••• •• •• •• •• •• •• •• ••
reference and the steering guide may
Big MultiPlex Ski ••• ••• ••• •• •• ••• •• •••
be beyond the operator‘s field of vision.
If Automated Steering Control is installed, Non-Contacting, Optical
it steers the paver parallel to the reference
Laser Receiver ••• •• ••
line. This relieves the paver operator,
allowing him to concentrate his full
attention on other paving tasks. 3D Machine Control Systems
NAVITRONIC Plus® and
• ••• ••• •• ••• •• ••• •
NAVITRONIC® Basic
••• highly recommended •• recommended • suited
110 111
4.1 Before Starting

4.1.7 The Optimal Sensor for Every Paving Application
Variable Mechanical Grade Sensor

For direct tracing of a reference
(stringline, base etc.).
Multi-Cell Sonic Sensor

N on-contacting tracing of a reference A rotary laser produces
(stringline, base). an accurate laser plane.
For large obstacles detected by the The plane serves
as a reference for
sensor, an internal filter is provided. the laser receiver.
Laser Receiver
A precise plane serves as reference for the laser
receiver. This reference plane is generated by a
rotary laser.
Slope Sensor It is independent of ground conditions.
Indication of the actual slope on the The large measuring range of 22cm allows the
handset. laser receiver to be used on bases with major
Input of specified slope via the handset. irregularities without the height of the rotary laser
Values can be changed while paving. or laser receiver having to be adjusted.
Uninterrupted measurement is assured by
Tolerance range ± 0.05%.
For pave widths up to 6m.
mounting the transmitter and laser receiver
at a height of up to 4.5m.
Sensor measuring range ± 10%.
Depending on the type of rotary laser used,
the paver can work within a radius of up to 200m
from the laser transmitter.
112 113
4.1 Before Starting

Single-Cell Sonic Sensor

for grade control.
Metal bow fitted at a fixed distance

to the sensor cell, determines value
for temperature compensation.
Single-Cell Sonic Sensor Big MultiPlex Ski

Modular beam
Non-contacting scanning in order to Also levels out long irregularities up to 13m long.
trace a reference. in the base.
A sound cone is used for scanning. 3 sonic grade sensors scan the
This ensures 1:1 transmission of the reference in non-contacting
reference height without formation operation.
Easy operation.
of mean values.
Easily mounted on the screed arm
Its compact size makes the sensor
or screed side plate.
ideal for use on confined job sites or Can be used for various jobs, also
roads with numerous tights bends.
in bends.
It is also recommended in all those cases Variable beam length from 6.5m
where precise copying of the reference is to 13m. 3 Multi-Cell Sonic Sensors
essential. with 5 sensor cells each.
Large vertical measuring range
from 250mm to 650mm.
114 115
4.1 Before Starting

Short Ski
Length 0.3m
TIP!
Should only be used for tight bends or

for deliberately copying irregularities
from the base.
Long Ski
Length 0.8m
TIP!
Used when paving large bends

Big MultiPlex Ski
or straight sections.
By arranging 3 sonic grade sensors in a row, it is possible to tap the physical reference at
several points lying far apart from each other. Based on the values picked up by the sensors,
NIVELTRONIC®, the VÖGELE System for Grade and Slope Control, calculates a virtual reference. Averaging Beam
In other words, this system offers higher accuracy than a single sonic grade sensor.
Length 7m
TIP! TIP!
Ideal for levelling out long irregularities when an absolute reference is not available. Used when paving surfaces requiring
high evenness.
116 117
4.1 Before Starting

Sonic Grade Sensor (Stringline Mode) Laser Receiver

Five sound cones are emitted when using the sonic grade sensor in stringline mode and the The laser unit generates a plane with its rotating laser beam. This plane is picked up by the laser
shortest reflected signal (from the stringline) is sent to the system for grade and slope control. receiver. If the laser receiver moves out of the plane, signals for correction are sent to the system
The sensor can be mounted at any height between 25cm and 65cm above the stringline. for grade and slope control. The plane generated by the laser beam is used as a virtual reference
The desired height is confirmed by NIVELTRONIC® as a specified value. for the elevation of the screed.
Attention! TIP!
Referencing the base in stringline mode can lead to considerable fluctuation in the Used on job sites with constant grade and slope.
process of grade and slope control, as in stringline mode a mean value is not calculated.
Sonic signals may change direction as a result of wind or other physical factors.
118 119
4.1 Before Starting

NAVITRONIC Plus®
Non-contacting grade and slope control and navigation system.
Real 3D machine control system for road pavers.
Digital planning data can be adopted.
Ideal for large areas and motorway construction.
Control precision within the millimetre range
guarantees maximum accuracy.
Open interface to connect external 3D positioning systems
from renowned manufacturers.
Grade and slope control (control of

layer thickness and transverse slope).
Fully automatic control

of the screed‘s position. NAVITRONIC Plus®, the 3D Control System for Grade and Slope Control and Navigation of
Road Pavers, extends NIVELTRONIC Plus® into the third dimension. NAVITRONIC Plus® makes
it possible to automatically control not only grade and slope, but also pave width and direction
of motion according to a route‘s digital design data. The non-contacting System for Grade
and Slope Control and Navigation combines with positioning systems of many renowned
manufacturers. For positioning, laser-based total stations are available as well as mmGPS.
TIP!
Fully automatic control
of the paver‘s direction of motion. Used on job sites where a reference is not available (kerbstone, gutter etc.)
or when building multi-lane areas (roads, squares, runways etc.).
120 121

4.1.8 Ordering Asphalt from the Mixing Plant on Call 4.1.9 Preparing the Reference for Grade and Slope Control
The actual production process starts when the asphalt is called by the job site. So that 0% Transverse Slope The reference from which actual values
production can be planned, it is advisable for an order to be sent to the mixing plant are picked up is normally outside the pave
from the job site beforehand. This ensures that asphalt is available in the required quality width. Since the bracket carrying the grade
when it is needed. sensor is rigidly connected to the screed,
However, the planned sequence of operations can always change at short notice, e.g. any change in slope will also influence
due to weather conditions or machine failures on site or in the mixing plant. Constant the elevation on the reference side. The
communication is therefore very important so that both parties can react to such magnitude of this influence depends on
unforeseen changes. the distance between screed and reference
and may make it necessary to correct the
The asphalt produced in the mixing plant is either collected by the customer directly
elevation.
or delivered to the job site by the asphalt manufacturer. However, the details concerning
transport are always decided by the customer. These details relate to the number and
size of the delivery vehicles. Transport capacity must be matched to: Example: -2% Transverse Slope
the capacity of the mixing plant,

the laydown rate of the paver, 0.5m
the distance from the job site, and
the traffic conditions.
A continuous supply of asphalt to the job site is assured if all these points are taken into
account. This is the responsibility of the site manager and the head of the paving team.
dh
Slope [%]
Change in Grade (dh) = x Distance [cm] = 1cm
100

Example
Actual values are picked up from a reference with a transverse slope of 0%. Then the slope
changes to -2%. If this change is not taken into account for referencing, then the layer would
become 1cm too thick given a distance of 0.5m between the screed and the reference.
122 123
4.1 Before Starting 4.2 During the Paving Process

4.1.10 Correct Positioning of the Grade and Slope Sensors 4.2.1 Positioning the Paver
osition of Sensors for Controlling the Floating Screed (Example: Referencing from Stringline)
P Connect the screed consoles and grade and slope control system to the paver.
The rules apply to all sensors for referencing. Heat the paver and screed to operating temperature.
Right!
Under the screed, place a flat iron or timber with the same thickness as the
Optimal sensor position. Even paving,
required layer thickness plus the amount of subsequent compaction by rolling.
true to line and level.
Lower the screed onto the flat iron or timber.
Set the screed planing angle.
Set and switch on automatic grade and slope control. Work with manual control,
if necessary.
The feed vehicle docks onto the paver.
The paver is filled with mix; set the sensors for conveyors and augers.
Wrong! Set the compaction systems.
The sensor is located too far to the rear.
The actual elevation of the screed‘s
Set the pave speed.
trailing edge is determined fairly Actuate the joystick for traction and the remaining functions run in automatic mode.
accurately, but there is no time left to
correct the layer thickness if necessary.
Consequence:
Irregularities in the pavement.
Caution!
The sensor is located too far to the front.
The screed tow point follows parallel
to the reference, but information on
the screed‘s floating behaviour and the
actual layer thickness are only taken into
account to a marginal extent.
Consequence: Even paving, but not
precisely true to line and level.
124 125
4.2 During the Paving Process 4.2 During the Paving Process
4.2.2 Head of Mix in Front of the Screed 4.2.3 Joints in Asphalt Pavements 1
The head of mix in front of the screed

should be uniformly spread over the full Rules
pave width. The use of limiting plates
for the auger tunnel and of strike-off plates A joint describes the connecting seam between two adjacent strips (longitudinal joint). Joints
is strongly recommended. are found when working with several pavers in echelon (“hot to hot“) or when paving a single
lane alongside an existing lane (“hot to cold“). A transverse joint is installed when resuming
work on the previous day‘s section or between paving sessions. In all cases, the two areas must
be durably connected to prevent surface water seeping into the pavement.
Longitudinal Joints
Paving “Hot to Hot“
Paving with two or more pavers working in echelon is ideal for an integral bond between
Mix is not spread adequately from the
asphalt strips.
inside outwards, with the result that there is
too much mix in front of the screed’s basic Points to be noted:
The distance between the individual pavers should be kept as short as possible so that
unit:
the joint face of the first strip is still sufficiently hot.
Reduce pave speed / increase The first rollers following each paver should be of the same size. The rollers start rolling
auger speed. towards the joint from the outer pavement edge inwards. Compaction ends approx. 15cm
Check / adjust position of sensor
beside the longitudinal seam on either side. The joint is then the last strip to be compacted
for augers. by the rollers. This way a tight bond between the pavement strips is obtained.
Adjust auger height.
Road Axis
The conveyors do not deliver sufficient mix:
Increase conveyor feed rate.
Reduce pave speed.
Asphalt Wearing Course
Fit limiting plates for auger tunnel.
Asphalt Binder Course
Check / adjust position of sensor
for augers.
Asphalt Base Courses
Adjust auger height.
Longitudinal Joint
Joints should be offset in the individual pavement layers and produced with oblique faces.
1 Text and diagrams on pages 127 - 130 in accordance with the asphalt LEITFADEN: Ratschläge für den Einbau von Walzasphalt (Asphalt Manual, Guidelines
for Paving Hot Mix), published by DAV Deutscher Asphaltverband e.V. (German Asphalt Association), 2nd edition, July 2007, pages 35 - 40.
126 127
4.2 During the Paving Process

4.2.3 Joints in Asphalt Pavements
Longitudinal Joints Transverse Joints

Paving “Hot to Cold“ Transverse joints are installed at the end of the day or when paving is interrupted
If paving needs to be carried out in half-road width, particular attention must be paid for a longer period of time.
to the joint area.
How to proceed:
Points to be noted: Drive the paver from the job site.
The first point to be noted as a matter of principle is that the joint area should Remove asphalt manually in areas with insufficient layer thickness, form a straight
NOT be located directly under the future road marking or wheel track. transverse edge.
When paving the first strip, the joint face (= contact area) must be properly Fit a strip of wood corresponding to the layer thickness.
designed. The contact area should be angled at 70 - 80 degrees. This yields Spread some sand onto the base in front of the transverse edge (preparation for a ramp).
a larger contact area in relation to the layer thickness than would be obtained Use some remaining mix to build a ramp by hand on the thin layer of sand.
with a vertical face. The oblique face is shaped with bevel irons fitted to the paver Compact the entire area including ramp by rolling.
or an edge trimming equipment fitted to the roller. Before resuming work, remove the ramp, the strip of wood and the sand.
Using a straightedge, check the old surface for good evenness in the longitudinal direction.
If not even enough, it must be cut back further.
To obtain a perfect bond between the pavement strips, the contact area should
Clean the ramp area and spray with tack coat.
be pre-treated as follows (see diagram on page 132):
Compact the joint area as described in the section “Hot to Cold”.
1. The contact area must be thoroughly cleaned, including the area of the adjacent
base, if necessary.
2. Spray or coat with sufficient binder. This is done with hot or cold compound.
When paving and compacting the second strip, the following must be noted:
Pave the second strip with a slight overlap (2 - 3cm) and take the amount
of subsequent compaction by rolling into account.
If the overlap is too small or non-existent, this would result in a lack of mix
in the joint area, which would in turn lead to poor compaction and, later on,
to road failure in the area of the joint.
If the overlap is too large, the paver would ride up on the first strip, shattering
the grain in the overlapping area and resulting in insufficient compaction
of the joint area.
Before starting compaction by rolling, the overlapping mix must be pushed
back into the area of the second strip.
128 129
4.2.3 Joints in Asphalt Pavements 4.2.4 Expansion Joints 2
Producing a Longitudinal Joint

Rules
Splash guard, if necessary
Expansion joints are mandatory when paving alongside an existing area
with dissimilar properties.
Bituminous mix
This is the case with: Concrete pavements
Channels (concrete, paving stones) Walls
Kerbs (concrete, natural stone) Pavement fittings
Overlap (2 - 3cm)
Joints can be constructed either by shaping and sealing or with the aid of joint tape.
Push back
paved by the paver
Properties of the Joint Face
The joints must be:
Equal to the full thickness of the wearing course
Vertical
Clean and dry
Roller First pass with the roller

Sealing Joints
The joint gap can be formed in different ways:
As a recess
By cutting
By milling
Last but one roller pass
if finished strip cannot
be driven over Roller How to proceed for sealing joints:
Remove dirt, clean with compressed air, wash if necessary.
Dry the gap of the joint, e.g. with hot air.
Apply prime coat and let it dry.
Carefully prepare the sealing compound.
Last roller pass if finished The manufacturer‘s instructions for the sealing compound must be observed.
strip cannot be driven over
Roller Pour with a lance or can.
2 T ext on page 131 in accordance with the asphalt LEITFADEN: Ratschläge für den Einbau von Walzasphalt (Asphalt Manual, Guidelines for Paving Hot Mix),
published by DAV Deutscher Asphaltverband e.V. (German Asphalt Association), 2nd edition, July 2007, pages 41 - 42.
130 131
4.2.5 Paving “Hot to Cold” 4.2.6 Paving “Hot to Hot”
Paving “hot to cold” means that hot For paving “hot to hot“, the pavers
asphalt is laid alongside an existing, work alongside each other in echelon.
cold asphalt layer. The edges of the Subsequent compaction by rolling takes
cold asphalt layer must be evened and place across the full width.
cleaned in order to obtain an optimal The supply of mix should be organized
bond between the two layers. A rough
so that all pavers can work at the same
contact surface with a suitably thick
speed and the distance between pavers
binder course is helpful here.
does not become too large.
When paving wearing course, joint tape The temperature differences between
is affixed to the edge of the cold asphalt. the adjacent lanes will then be roughly
It melts in the heat of the hot asphalt the same when subsequently
Hot Asphalt and prevents water penetrating into compacted by rolling.
the joint in the long term. The pavers should preferably use
The hot asphalt layer must be thicker the same screeds to ensure identical
than the adjacent layer by the amount precompaction with the same settings
Hot Asphalt Hot Asphalt
of subsequent compaction by rolling, for the compacting systems over the
in order to obtain a seamless transition full pave width. Both strips will then
when finally compacted. be precompacted by the same amount
Amount of and can be paved side-by-side without
Compaction The screed’s end plate should be set
by Rolling Cold Asphalt producing a step between them.
so that material does not overlap with
the previous layer, as this could lead
Longitudinal Joint to crushed grains and distort the roller
1 Strip
st
2nd Strip drums when subsequently rolled.
(cold)
For multi-layer pavements, the joints
between the individual layers should
be offset to achieve a better bond
Base Course Wearing Course between the layers. Attention!
Binder Course
The amount of subsequent compaction by rolling must also be taken into account in
the area of the joint between the two strips. Otherwise a transverse slope of imperfect
smoothness results and surface water cannot run off as planned.
132 133

4.2.7 Duties of the Paving Team during the Paving Process
Feeder Operator T he paver must be operated correctly.

Look out for people in the hazard area.
Ensure that the conveyor is correctly positioned (direction and height) so that mix
Check the pavement behind the paver at regular intervals.
is transferred to the paver‘s material hopper. Regularly check the pavement after rolling (uniform, closed-textured surface structure).
Ensure that the paver‘s material hopper is not overfilled. The mix must be transferred
Prepare the paver for the job and clean it after each job.
to the material hopper without obstruction.
Ensure that the feeder is filled continuously.
The feeder must be operated correctly.
Screed Operator
Check hazard areas. Operate the screed and change any screed settings as required.
Prepare the feeder for the job and clean it after each job. Ensure correct grade and slope control.
Regularly check the layer thickness with a yardstick or thickness measuring instrument.
Paver Operator Ensure that the side plate is positioned correctly.

Maintain the correct pave width (by extending and retracting the screed accordingly).
E nsure that the paver‘s material hopper is constantly filled. Take note of all people and vehicles in the immediate hazard area.
Correct steering as required for the project. Note the screed planing angle and surface texture of the asphalt pavement.
Ensure a good head of mix in front of the screed and that the auger is at the correct height.
Prepare the screed for the job and clean it after each job.
Control
Ensure that the mix is delivered correctly (temperature, homogeneity, material
specification, quality).
Call the required asphalt quantities from the mixing plant. The amount must be reduced
or cancelled if paving is interrupted.
Accept and check the material traveller tickets.
Compare the delivered quantity with the paved quantity.
Plan and assure a smooth sequence of operations: from delivery of the material through
transfer into the paver to work of the paver and screed operators.
Ensure and continually check that all members of the paving team comply with the
occupational safety requirements.
Check the pavement behind the paver and behind the rollers and optimize it if necessary.
134 135

4.2.7 Tools for Continuous Verification of the Paved Result
Two spatulas for cleaning,

e.g. for the leading edge of the screed. 30m measuring tape
and two yardsticks.
Wedge for determining the surface

4m folding straightedge for measuring accuracy in millimetres under the
the longitudinal surface accuracy and 4m straightedge.
desired transverse pavement profile
during the paving process.
Non-contacting thermometer to obtain a quick

rough guide as to the mix temperature or pavement
temperature at any time.
Marker spray in various colours for marking

areas of critical importance for grade and
slope control, e.g. manholes, etc.
Asphalt thickness measuring instrument

Digital spirit level for checking the correct for checking the layer thickness placed during
transverse pavement profile (it is placed on the the paving process.
4m straightedge).
136 137
4.3 After Paving

4.3.1 Subsequent Compaction by Rolling3
Only a few years ago, the prevailing opinion was that compaction played a relatively Tandem Rollers
insignificant part in the construction process. Today, we know that high-quality compaction A tandem roller has two smooth drums,
helps to cut costs and decisively extends the road‘s useful life. each of which is fitted with an internal
Freshly placed asphalt must be compacted in order to obtain a denser structure by rearranging vibratory or oscillation unit to produce
the grains and reducing the number of voids filled with air and water. In this way, all layers and a better compacted result. In addition to
strips are combined to form a compact structure. This results in better pressure distribution surface pressure, the roller can also apply
inside the road structure, allows shearing forces from traffic to be absorbed and dissipated dynamic energy to the asphalt course.
more effectively and consequently extends the road‘s service life. Hydrostatic drives are provided for
traction and vibration.
Many different rollers can be used to compact asphalt. They differ not only with regard to
their weight and the width of their drums, but also as regards their type of steering and their Since tandem rollers are primarily
respective compaction systems. designed to compact asphalt, they include a water sprinkler system for the drums to prevent
fresh asphalt adhering to them. Crab steering is a special feature of tandem rollers. The rear
drum is shifted to the right or left in this mode. This overlapping increases the rollers‘ working
width (by up to 100% in the case of HAMM rollers).
Tandem rollers are further differentiated according to their type of steering. Articulated rollers
are jointed in the middle of the roller. Rollers with four-wheel steering on the other hand
have two pivot points via which each drum can be steered separately or jointly in opposite
directions (analog steering).
Principle of articulated steering: the longitudinal axes

of the front and rear chassis are shifted in relation to
one another when the tandem roller is steered, but
the drums themselves remain rigid in their frames.
(Middle diagram: crab steering activated.)
3 A
ll text on pages 138 - 141 in accordance with: Hamm AG, Verdichtung im Asphalt- und Erdbau (Compaction of Asphalt and Earth Works),
Tirschenreuth 2008 (company publication), pp. 7, 18 et seq., 38-45.
138 139
4.3 After Paving

4.3.1 Subsequent Compaction by Rolling
Rubber-wheeled Rollers
Rubber-wheeled rollers are static
compactors, i.e. they compact the asphalt
by applying their weight, but they also
make use of the wheels‘ kneading and
flexing work. This ensures that the pores
are effectively closed. Their depth effect
depends on the wheel load, tyre pressure
and rate of advance.
Due to the limited stability of asphalt
layers at the start of the compaction
process, they must be precompacted by rubber-wheeled rollers. The rubber wheels‘ large
contact area is an advantage here. It compresses the asphalt and prepares it for further
compaction by tandem rollers. Rubber-wheeled rollers are otherwise mainly used on thin, Combi Rollers
easily compacted asphalt layers and on loamy soil. Combi rollers are used above all for compacting asphalt. They combine the advantages
of dynamic compaction systems with the kneading and flexing action of rubber-wheeled
rollers. Combi rollers have a vibratory or oscillating drum on their front axle. The rear
axle is fitted with rubber-tyred wheels. These machines are available as articulated and
all-wheel drive rollers. Combi rollers display better gradeability than the tandem rollers
Three-wheel Rollers with their dynamic compaction and also produce a better bond between layers, as well as
A three-wheel roller has one drum better pore closure.
centred at the front and two lateral drums
at the rear. All three drums are smooth.
The strips followed by these three drums
overlap. The rollers are driven by a diesel
engine.
The performance of a three-wheel roller
is based solely on the high static linear
load resulting from its high weight
and small drum widths. Although its depth effect is relatively modest, it achieves very good In addition to static compaction, rubber-wheeled
evenness. These rollers are therefore particularly suitable for smoothing asphalt wearing rollers also seal the surface through their kneading
courses and are used wherever water or bitumen would be drawn to the surface as a result of and flexing action. This makes them eminently
dynamic compaction. suitable for smoothing the final, compacted asphalt
pavement.
140 141
4.3 After Paving 4.3 After Paving

4.3.2 Rules for Rolling and Avoiding Errors 4.3.3 Measurement of Density and Surface Accuracy
1. Compaction must be started as soon as possible, as the asphalt can only be compacted The pavement must have a certain density
while hot. Test Core in order to display the specified load bearing
capacity. The density is measured either in
2. T he powered drum must be positioned facing the paver to prevent unrolled material
the laboratory on the basis of a test core
accumulating in front of the drum. This would lead to transverse cracking in the surface. Radiometry
or directly on site by radiometry (Troxler
The only exception to this rule is when working on a very steep slope.
probe).
3. Drums must be carefully sprayed with water to prevent freshly laid mix sticking to them.
4. Vibration must never be switched on while the roller is stationary, as the drums would
leave a permanent imprint in the pavement surface.
5. Rollers must be started and reversed gently or electronic speed control used to prevent
material accumulating in front of the drums. Heavy rollers in particular must not come
to a standstill.
6. Vibration should not be switched on until the roller is in motion. It should be switched
off when reversing or automatic control should be used. Since the roller reduces speed
as it reverses to a standstill and then accelerates in the opposite direction again, Surface accuracy must be checked on site
the vibration would produce a greater effect in this area than in the surrounding area, during and after the paving process using
thus resulting in an uneven pavement surface. a 4m straightedge and test wedge.
7. Always start at the lower edge on a lane with transverse slope and move towards The tolerance should not exceed 2mm.
the higher edge.
8. The roller should preferably only be relocated and steered on mix which has already
been compacted in order to prevent material accumulating in front of the drum.
9. Never stop the roller on hot mix, as the drums may be pressed into the pavement
by the weight of the roller.
10. The roller should be parked diagonally to the direction of paving. If the drums leave
marks in the pavement surface, this will reduce riding comfort to a lesser extent than
if the marks run at right angles to the road.
142 143
4.3 After Paving

4.3.4 Cleaning, Daily Maintenance and Completion of the Job Site
10 Steps after Paving: Time Required approx. 30 Minutes
Step 1: Before the paver is supplied with material from the last feed lorry, switch off
screed heating and spray the material hopper and auger with cleaning agent.
Step 2: Before raising the screed, switch off automatic grade and slope control
and set both screed tow point rams to the same height.
Step 3: Raise the screed and set it down on the locking bolts.
Step 4: Empty the material hopper and conveyor tunnel.
Step 5: Extend the screed extensions completely and select operating mode
"N" (neutral).
Step 6: Clean those parts of the tractor unit and screed which cool rapidly
(side plates, deflector plates, centre auger box, limiting plates for the
auger tunnel and push-rollers).
TIP!
Step 7: Select "Positioning" mode and activate "Cleaning".
After Work on the Job Site
The following tasks should also be performed when the work on site is complete:
Step 8: Spray all paver parts in contact with the mix with cleaning agent
1. Technical check of the machine.
(tamper must be sprayed from the back, pressure bars from above).
2. Check that the machine has been properly parked.
3. Protect the machine against vandalism.
Step 9: Retract the screed‘s extending units, switch off the engine and the ignition. 4. Add up the delivery notes for mix for the day just ended.
5. C
heck that everything has been prepared on site for the next working day
(is sufficient fuel available, has asphalt been ordered from the mixing plant
Step 10: Remove the sensors for grade and slope control, as well as the screed consoles.
for the next day, etc.).
Cover the paver operator‘s console to prevent it being vandalized.
144 145
5 Imperfect Paving 147
5.1 Systematic Elimination of Paving Errors ........................................................... 148

5.2 Paving Problems / Paving Errors ........................................................................ 158
5.2.1 Irregularities when Passing over Mix . ........................................................................... 158
5.2.2 Pavement Irregularities due to Large Screed Planing Angle ................................... 159
5.2.3 Hump Formed when Resuming Paving ........................................................................ 160
5.2.4 Short Irregularities in Transverse Direction . ................................................................ 161
5.2.5 Periodic Irregularities in Longitudinal Direction . ....................................................... 162
5.3 Segregation in General ....................................................................................... 164
5.3.1 Transverse Strips ................................................................................................................. 166
5.3.2 Strips in the Middle of the Pavement ............................................................................ 167
5.3.3 Strips in the Lateral Areas of the Pavement ................................................................. 168
5.3.4 Patches of Mix in the Surface Texture . .......................................................................... 169
5.4 Imprints . ............................................................................................................... 170
5.5 Longitudinal Step ................................................................................................ 170
5.6 Non-Uniform Surface Structure due to Crushed Grains .................................. 171
146 147
VÖGELE Booklet on Paving 5. Imperfect Paving
5.1 Systematic Elimination of Paving Errors
Three Major Factors for Paving Machine Technology:

Which pave width?
Which layer thickness?
Which pavers and how many?
Which screed type?
Which screed version (extending screed or fixed-width screed, type of compaction, etc.)?
Which pave speed?
Which tamper speed?
Machine Technology Which pressure for the pressure bars?
Which type of sensors for grade and slope control?
Paving Material and Preparation:

Material Quality of the roadbase?
Which material is to be used?
Which grain size? (Note the ratio of layer thickness to maximum grain size)
How much material is required/can be delivered per day or per hour?
Job Site Logistics
Job Site Logistics:
How many mixing plants are to supply the mix?
In Germany and other countries, contractors must warrant that the roads they have built How many feed lorries will be needed?
will function as required for a contractually specified period of time. The aim of cost-efficient How experienced is the paving team?
paving is therefore to achieve a long service life for the road. This is primarily assured by a Which rollers will be needed and how many?
reliable and consistent paving process in which quality is not a matter of chance.
To optimize placement of the mix, all fundamental issues relating to the three major factors
for paving must be clarified to the best possible extent before the project starts.
148 149
Possibilities for Detecting Paving Errors on the Basis of Descriptions 13. Has the ratio of maximum grain size to layer thickness been taken into account
or has aggregate been shattered? (Since this effect is enhanced by the Screed Assist
function, it should not be used when paving wearing course.)
Formation Impressions in the Asphalt Pavement, 14. Is the Screed Float valve working correctly?
of Undulations Starting Humps, Insufficient Compaction 15. Can the side plate move freely?
16. Have the braces (horizontal/vertical) been fitted correctly when paving large widths?

Open Surface
B) Formation of undulations at regular intervals over the full width while paving
1. Do the undulations also occur without automatic grade and slope control?
If not, continue with step 5.
Segregation Others 2. Check the sensitivity of NIVELTRONIC® and set up NIVELTRONIC® anew
(replace components).
3. Inaccurate reference (uneven base or wire wrongly tensioned: distance between
stakes = 6m).
Formation of Undulations 4. Has the required precompaction been achieved behind the paver
or are the undulations due to rolling errors?
A) Formation of undulations at irregular intervals over the full width while paving 5. Slack in the height adjustment mechanism of the extending units
1. Do the undulations also occur without automatic grade and slope control? or in the telescoping tubes?
If not, continue with step 5. 6. Slack in the torque restraint system?
2. Check the sensitivity of NIVELTRONIC® and set up NIVELTRONIC® anew. 7. Bolt-on extensions have a negative screed planing angle.
3. Inaccurate reference (wire wrongly tensioned, uneven base). 8. Tamper speed is too high or too low for the set pave speed
4. Check the choice of sensors (sonic sensors react to changes in temperature (for approx. 3 m/min = 700 rpm, for approx. 5 m/min = 1,000 rpm,
due to wind or rain). for approx. 10 m/min = 1,800 rpm).
5. Slack in the mechanism for height adjustment of the extending units 9. Supply of mix is not constant. Have the sensors for the conveyors and augers
or in the telescoping tubes? been set correctly?
6. Are the tractor unit/screed arm and fishplate tightly connected? 10. Have the braces (horizontal/vertical) been fitted correctly when paving large widths?
7. Slack in the torque restraint system?
C) Undulations only form under the right or left extension units
8. Bolt-on extensions have a negative screed planing angle.
9. Tamper speed is too high for the set pave speed. 1. Do the undulations also occur without automatic grade and slope control?
10. Check the setting of the pressure bars (height and pressure). If not, continue with step 5.
11. Pave speed is not constant. 2. Check the sensitivity of NIVELTRONIC® and set up NIVELTRONIC® anew
12. Supply of mix is not constant. Have the sensors for the conveyors and augers (replace components).
been set correctly?
150 151
3. Inaccurate reference on one side (uneven base or wire wrongly tensioned: 13. Supply of mix is not constant. Have the sensors for the conveyors and augers
distance between stakes = 6m). been set correctly?
4. Are the hydraulic ram for raise/lower screed, the Screed Float valve and the shutoff 14. Have the braces (horizontal/vertical) been fitted correctly when paving large widths?
valves working properly?
5. Slack in the mechanism for height adjustment of the extending units Impressions in the Asphalt Pavement, Starting Humps,
or telescoping tubes? Insufficient Compaction
6. Slack in the torque restraint system?
7. Supply of mix is not constant. Have the sensors for the conveyors and augers A) Screed produces marks in the pavement during paver stoppages,
been set correctly? particularly along the rear edge
8. The screed extensions or the telescoping system have been damaged by collisions
with rollers or when reversing the paver. 1. Screed Lock has not been activated or was activated too late.
9. Have the braces (horizontal/vertical) been fitted correctly when paving large widths? 2. Faulty screed shutoff valves.
10. Can the side plates move freely? 3. Hydraulic rams for raise/lower screed: worn cylinder eyes.
4. Screed is very heavy or material is incapable of supporting the weight of the screed. .
5. Particularly heavy screeds are more likely to settle into the asphalt than light screeds.
D) Undulations only form under the right or left bolt-on extensions
6. Excessively long paver stoppage.
1. Has the permitted pave width been exceeded? 7. A very large screed planing angle has been set.
2. Have the bolt-on extensions been arranged correctly? (Correct order would be: 8. Is the screed correctly braced (horizontally/vertically) when paving large widths?
long parts inside, short parts outside.) 9. Lorries dock on too fast.
3. Have the bolt-on extensions been secured correctly (correct bolts 10. Pressure bars start up too soon.
in the respective holes)?
4. Is the mounting flange flat? Have the set values been maintained (1mm angle B) Screed produces uniform, deep marks in the pavement during paver stoppages
of attack between one bolt-on extension and the next)?
5. Do some or all bolt-on extensions have a negative screed planing angle? 1. Screed Lock has not been activated or was activated too late.
6. Do the undulations also occur without automatic grade and slope control? 2. Faulty screed shutoff valves.
7. Inaccurate reference on one side (wire wrongly tensioned, uneven base). 3. Hydraulic rams for raise/lower screed: worn cylinder eyes.
8. Are the hydraulic ram for raise/lower screed, the Screed Float valve and the shutoff 4. Screed is very heavy or material is incapable of supporting the weight of the screed.
valves working properly? 5. Excessively long paver stoppage.
9. Slack in the mechanism for height adjustment of the extending units 6. Is the screed correctly braced (horizontally/vertically) when paving large widths?
or in the telescoping tubes?
10. Slack in the torque restraint system? C) Uniform starting hump over the entire pave width
11. Wrong attachment (have the wrong bolts been used or have some parts not been 1. Screed Lock has not been activated or was activated too late.
bolted completely)? 2. Faulty screed shutoff valves.
12. The tamper bars of the bolt-on extensions are considerably less worn than those 3. Hydraulic rams for raise/lower screed: worn cylinder eyes.
152 153
4. Material has cooled excessively or paver has stopped for too long. F) Insufficient compaction under the extending units or bolt-on extensions
5. Very high tamper speeds following a long paver stoppage.
1. See E.
6. A very large screed planing angle has been set.
2. Incorrect compaction by rolling on one side.
7. Is the screed correctly braced (horizontally/vertically) when paving large widths?
3. If pressure bars are used: the pressure bars are not working properly in this area.
4. Tamper stroke or tamper has not been uniformly set over the full width.
D) Starting hump under the extending units or bolt-on extensions 5. Slack in the screed‘s telescoping guide system.
1. See C. 6. Check the position of the side plates if problems arise in the outer areas
2. Check slack in the torque restraint system, hydraulic rams for extending/retracting of the asphalt pavement during compaction.
the screed and the mechanism for height adjustment of the extending units. 7. Is the screed correctly braced (horizontally/vertically) when paving large widths?
3. Different degrees of wear on the tamper bars.
4. Different tamper speeds (basic screed, extending units, bolt-on extensions)? Open Surface
5. Is there a uniform head of material in front of the screed (basic screed, extending units,
bolt-on extensions)? A) Formation of stripes when starting work in the morning
6. Has the side plate been set to the correct height? Is the side plate forcibly guided by
1. Can tamper and pressure bars function correctly (not fouled or jammed)?
spilled material etc.?
2. Screed has not yet heated up properly (heat for 30 minutes, then continue heating
7. Is the screed correctly braced (horizontally/vertically) when paving large widths?
in the paving material).
3. Screed plates worn?
E) Insufficient compaction over the entire width 4. Material is too cold or has not been mixed homogeneously.
1. Screed Assist has been activated or an excessively high pressure set (in combination 5. Pressure bars are set too low (correct position: 4mm above bottom edge of screed plate).
with a low angle of attack!).
2. Tamper speed is too low. B) Scraped material under the extending units
3. Pave speed is too high.
1. The screed has not been extended fully and the extending units (which are lower
4. Too few rollers or rollers are too light or of the wrong type.
than the screed) have scraped up the precompacted surface (height must be adjusted).
5. Material is too cold.
2. The screed has not been heated up correctly in this area (e.g. faulty heating rod).
6. Tamper stroke does not match the paving depth.
7. Worn tamper.
C) Longitudinal stripes form while paving
8. Screed planing angle is too steep.
9. Screed is too light or does not run smoothly. 1. Seal plates have not been fitted correctly between the basic screed and the extending units.
10. Use of pressure bars would be more appropriate. 2. Distinct longitudinal stripe in the middle of the pavement (set a small crown
11. Unstable roadbase. if necessary).
12. Aggregate grading is not homogeneous, thus making the material difficult 3. Adjust height of centre auger box (to prevent a shortage in the supply of material).
to compact. 4. Check the auger blades (to ensure that material is spread continuously).
13. Have the pressure bars been vented?
154 155
D) Permanently or temporarily open surface D) Segregation at right angles to the direction of paver travel
1. Check the homogeneous nature of the mix (the material delivered by the mixing 1. Material remains in the hopper for too long.
plants can vary enormously). 2. Ensure that the material hopper is always filled.
2. Material can sometimes segregate, stick together or cool during transport. 3. Check that the mixing plants deliver homogeneous mixes.
3. Insufficient heating power.
4. Material is too cold or there are major differences in grain size and no binder. Others
5. Wrong rollers are being used.
A) Required layer thickness is not maintained
Segregation 1. Either the material constantly does not have sufficient load bearing capacity
or its consistency is not homogeneous.
A) Lengthwise segregation under the auger bearings
2. The screed is too heavy for the material (use Screed Assist or a fixed-width screed).
1. Increase distance between centre auger box and tamper shield.
2. Mount small auger blades on the left and right of the centre auger box to transport B) Thin layers cannot be paved
material under the bearing box. Generally fit auger blades with a smaller diameter.
If necessary, they should be mounted so that the auger blades alternately transport 1. The screed is too light.
the material inwards and outwards. 2. The screed floats at a very low level and responds too slowly or not at all to changes
3. Change the height of the auger (normal: 4cm above the bottom edge of the screed). in parameters.
3. Tamper stroke is too large.
4. Ratio of maximum grain size to layer thickness is not maintained
B) Segregation in the outer areas of the asphalt pavement
(aggregate is shattered).
1. Limiting plates for the auger tunnel are either missing or too short.
2. Auger sensors in wrong position (correct fitting at extreme ends of auger tunnel). C) Uneven surface in transverse direction
3. Ensure a constant head of mix in front of the screed.
1. When working with the slope sensor, either the maximum permitted pave width
is exceeded or the slope sensor vibrates excessively.
C) Segregation at isolated points
2. Either the material does not have sufficient load bearing capacity or its consistency
1. Check correct operation of the screed heating (if heating power is too low, is not homogeneous.
fine-grain material will accumulate and form slabs or lumps). 3. The screed is too heavy for the material (use Screed Assist or a fixed-width screed).
2. Gap between tamper shield and tamper is too large. Material can accumulate here
and stick together.
3. Material is not homogeneously mixed on delivery.
4. Ensure that the screed is cleaned more thoroughly before and after use.
156 157
5.2 Paving Problems / Paving Errors 5.2 Paving Problems / Paving Errors
5.2.1 Irregularities when Passing over Mix 5.2.2 Pavement Irregularities due to Large Screed Planing Angle
Fault / Cause Fault / Cause

Unless compensated by movement of the When paving mix of poor bearing capacity
tow point rams, mix which has spilled into (e.g. base course), the screed adopts a too
the area of the wheels or crawler tracks will large planing angle while paving to reach
lead to a change in the screed planing angle the specified layer thickness.
when passed over and cause irregularities
A too large screed planing angle promotes
to appear in the pavement.
irregularities in the pavement.
Remedy Remedy
Avoid spilling mix in the area of the wheels Use the Screed Assist function.
or crawler tracks and remove any mix Set a low, constant pressure.
which has spilled. Increase tamper speed and reduce
Screed Assist Pressure
For tracked pavers, fit baffle plates in front the pave speed.
of crawler tracks. Increase the tamper stroke length.
Recommendation
The Screed Assist function must not be
used when paving wearing course.
Screed Float
158 159
5.2 Paving Problems / Paving Errors 5.2 Paving Problems / Paving Errors
5.2.3 Hump Formed when Resuming Paving 5.2.4 Short Irregularities in Transverse Direction
Fault a = Screed Plate

Fault
b = Base
A hump appears in the pavement when Small irregularities appear at short intervals.
resuming paving after a stop.
a
Stop
b
Negative Screed Planing Angle
a = Screed Plate Cause

Cause b = Base
Here the screed planing angle is negative.
Weight of Screed
Every stop disturbs the floating screed‘s As a result, only the tamper bar and the front
equilibrium of forces. The primary factors a part of the screed plate are actually in contact
influencing the screed‘s floating behaviour are with the mix. The small contact area is not
b
the screed weight, the forward motion and the sufficient to level out the irregularities in the
upfloat tendency. The hump also depends on Positive Screed Planing Angle surface.
the hardness of the bitumen, the extent to
which the mix has cooled, the type of screed
Remedy
and shape of tamper shield and tamper bar. Basic Screed Extending Unit
Forward Motion The bearing capacity of the mix increases with The screed planing angle is normally
decreasing mix temperature, thus promoting positive. This is the only way to ensure
at the hump as the screed tow points remain that the entire screed plate is used to level
flo
Up
unchanged. out minor irregularities in the pavement.
A constant, level surface is produced.
Remedy The screed plates of an extending screed
must all be set to the same planing angle so
Activate the Screed Freeze function.
Screed Freeze Pressure that the screed‘s floating behaviour is not
Paver stops should generally be kept as 0.5mm (maximum) impaired by different pave widths.
short as possible. The leading edge of the screed plate on the
If necessary, continue paving with mix from
extending units should be at least 0.5mm
the material hopper and then stop again
higher than the trailing edge when setting
in order to spread the break in paving over
up the screed.
several stops.
160 161
5.2 Paving Problems / Paving Errors

5.2.5 Periodic Irregularities in Longitudinal Direction
Fault Torque Restraint System

Wear in the torque restraint system.
Pavement irregularities at almost Sliding Blocks
constant intervals.
The irregularities are more pronounced
in the area of the extending units than
behind the basic screed.
Cause
Irregularities in the reference from which Slack in the extending units‘ mechanisms
the grade sensor picks up the actual for height adjustment.
elevation (e.g. sagging tensioned wire).
The distance between stakes should be
no more than 6m.
Worn teflon tapes in telescoping tubes. Mechanism for Height Adjustment
Telescoping Tube
Loose bolts on the screed arm.
Teflon Tape
162 163
5.3 Segregation in General
Fault If segregation occurs in front of

Segregation in the surface behind the the screed, it may be possible to
screed. improve the situation by adjusting
the auger height. If this proves
unsuccessful, smaller or different
auger blades can, in addition, be
fitted to the auger shaft.
If the auger blades are smaller or
different, the auger must rotate
Small Layer Thickness Large Layer Thickness more quickly or more continuously
so that the material is mixed more
Cause effectively in the auger tunnel.
Segregation can easily occur when paving mixes containing different grain sizes TIP Limiting plates for the auger tunnel
and little binder. Larger grains in the mix tend to collect outside, in front of the pile. and strike-off plates must be fitted
Such segregation may arise as the mix is loaded into the truck, when transferred The auger blades should be set 4cm (approx.)
regardless of the size of auger blades.
to the paver or when conveyed through the paver. above the screed’s trailing edge.
Remedy
If the segregation occurs in the paver‘s If segregation occurs in the area
material hopper, the conveyor should of the centre auger box, the screed
be covered with mix when the hopper can be moved further to the rear in
sides are folded in. order to increase the head of mix in
In addition, the hopper sides should front of the screed and ensure that
be operated as little as possible in order all grain sizes are actually conveyed
not to move coarse grains from the behind the centre auger box.
sides inwards onto the conveyor and
to the rear of the machine. The hopper
sides should only be folded in if the
material at the sides is cooling off so
rapidly that it can no longer be laid.
164 165
5.3 Segregation in General 5.3 Segregation in General

5.3.1 Transverse Strips 5.3.2 Strips in the Middle of the Pavement
Fault Fault
Strips of segregated material appear A porous / rough strip of segregated
in the pavement at right angles to the material appears in the middle of the
direction of travel after every change pavement.
of feed lorry.
Cause Cause
Segregation is always promoted by a poor condition of the mix (not enough bitumen, Segregation is promoted, particularly in the middle of the pavement, if the head of mix
not sufficiently homogeneous). It is also promoted by operation of the hopper sides in front of the screed is too low.
when the hopper is almost empty, with the result that segregated material is moved
to the auger tunnel.
Remedy
Operate the hopper sides less often and not at all when the hopper is almost empty.
Ensure that the material hopper is always well filled.
Change Position of Fishplate Larger Distance Spreading Direction
Remedy
Increase distance between centre auger box and tamper shield.
Set auger to a higher position.
Turn one or two auger blades in the area of the centre auger box round to convey mix
inwards or fit smaller auger blades instead.
166 167
5.3 Segregation in General 5.3 Segregation in General

5.3.3 Strips in the Lateral Areas of the Pavement 5.3.4 Patches of Mix in the Surface Texture
Fault Fault
Strips of segregated mix appear in Changes in the surface texture appear
the lateral areas of the pavement sporadically while paving. The surface
with increasing pave width. is smoother or smeared with bitumen.
Cause Cause
Segregation is promoted by the absence of limiting plates for the auger tunnel The fault is due to mainly fine grains with a high bitumen content, such as residues from
and if the sensors for the mix level in the auger tunnel have not been set correctly. the mixing plant which are detached uncontrolledly and delivered to the site with the mix.
Such accumulation of mix may also occur if the screed has not been heated sufficiently.
Remedy In such a case, fines accumulate at the tamper shield or at the tamper bar and are then
Fit limiting plates across the maximum pave width, if necessary. detached uncontrolledly from time to time, changing the surface texture.
Install mix level sensors at the sides and see to optimal setting.
Ensure a good, constant level of mix in the auger tunnel. Remedy
Check correct operation of the screed heating system.
Paver and screed must be cleaned thoroughly while paving and, above all,
when paving is finished.
If necessary, demount, clean and re-adjust the tamper shield.
Inform the mixing plant operator of the segregation.
Reduce tamper speed.
168 169
5.4 Imprints 5.5 Longitudinal Step 5.6 Non-Uniform Surface Structure due to Crushed Grains
Fault
When paving a layer of varying thickness,
grains are crushed in the thin area. This is
revealed by the colour of stone or whitish
powder appearing on the surface although
all grains in the mix were originally coated
with bitumen.
Step
Fault
The trailing edge of the screed leaves an Cause
imprint at right angles to the pave width. The compacting impact of the screed is too
high for the layer thickness, thus crushing
Cause the grains.
The screed sinks into the mix during a paver The largest grains are too large
stop. This may be due to an interruption in Fault for the layer thickness paved.
the floating of the screed, so that the screed A step appears behind the screed between
is pressed onto the material under the force its basic unit and its extending units.
of its own weight. The imprint, however, may
also be due to rough docking by the feed
lorry at the front, with a shock propagating
Cause
to the screed at the rear of the paver. The screed normally operates with a positive
planing angle. Since the extending units are
Remedy
offset to the rear, any change in the planing Set the compacting systems in accordance
Remedy with the thinnest layer thickness. Pave a level
angle will also affect the elevation of the
Ensure that the rams for raising / lowering screed’s basic unit and its extending units. regulating layer if necessary.
the screed hold the screed during the
paver stop (valves on the rod side must
close). Remedy
Ensure a level base to prevent the paver Adjust the height of the extending units
pitching. until a level pavement surface is obtained
Work with a small screed planing angle. behind the screed.
170 171
6 Paving Materials in Detail 173
6.1 General Pavement Structure .............................................................................. 174

6.2 Producing Asphalt Mix ........................................................................................ 180
6.3 Types of Pavement Layers . ................................................................................. 184
6.4 Bitumen Grades Used .......................................................................................... 185
6.5 Asphalt Types and their Composition ............................................................... 186
6.5.1 Stone Mastic Asphalt ......................................................................................................... 186
6.5.2 Asphaltic Concrete (Paved Hot) ...................................................................................... 188
6.5.3 Asphaltic Binder . ................................................................................................................ 190
6.5.4 Asphalt for Base Course .................................................................................................... 192
6.5.5 Porous Asphalt .................................................................................................................... 194
6.6 Mix Temperatures in °C . ...................................................................................... 196
6.7 Causes of Poor Quality Asphaltic Concrete Mixes for Hot Paving .................. 197
6.8 Emulsion Types . ................................................................................................... 198
172 173
VÖGELE Booklet on Paving 6. Paving Materials in Detail
6.1 General Pavement Structure4
Asphalt Base Course

Functions fulfilled by the asphalt base course:
Street Furniture with Expansion Joints
The purpose of the base course is to ensure quick and effective protection
Manhole Gate Valve
of the roadbase against water in order to maintain its load bearing capacity.
Transverse Joint (End of Day) Base courses provide a uniform and stable foundation for the layers placed
Surface on top (asphalt binder and wearing courses).
Expansion Joint
Verge Firmly bonded with the asphalt binder and wearing courses, the base course
must absorb the forces from traffic during the road‘s service life and ensure
that these forces are uniformly distributed into the roadbase.
b
a
Asphalt Binder Course
c For more heavily trafficked roadways, an asphalt binder course is placed between
the asphalt base course and the asphalt wearing course.
Asphalt Base, Binder and Wearing Courses Functions fulfilled by the asphalt binder course:
Earth, Roadbase The binder course reduces any remaining unevenness in the asphalt base courses
Expansion Joint Adjacent Areas
Existing Layers (if any) so that the asphalt wearing course can be paved with uniform thickness and the
a = Drain
Longitudinal Joint b = Kerb required evenness.
c = Gutter Above all, however, the binder course must absorb the shear forces from traffic
which are particularly high in this part of the pavement, and prevent deformation
of the roadway.
For technical and economic reasons, asphalt pavements are made up of different layers:
asphalt base course, binder course and wearing course. Each layer has a specific function
and contributes to the pavement’s load bearing capacity, depending on its thickness
and position in the overall structure. The pavement layers, bonded in a compact structure,
are crucial for the pavement’s durability and long service life.
4 Diagram on page 174 in accordance with the asphalt LEITFADEN: Qualität von Anfang an (Asphalt Manual, Quality from the Outset), published by DAV Deutscher Asphaltverband e.V.
(German Asphalt Association), edition August 2007, page 5. // Text and diagrams on pages 174 - 177 in accordance with the asphalt LEITFADEN: Ausschreiben von Asphaltarbeiten
(Asphalt Manual, Inviting Tenders for Asphalt Paving Works), published by DAV Deutscher Asphaltverband e.V. (German Asphalt Association), edition December 2003, pages 12 - 15.
174 175
6.1 General Pavement Structure
Combined Asphalt Base and Wearing Course Abbreviations for ashalt mixes
and asphalt grades5
As the name indicates, a combined asphalt base and wearing course is a combination of base
course and wearing course. These courses were specially designed for the rather thin pavements
used for rural roads. Combined base and wearing course is paved when the overall thickness, Marking of asphalt mix according Examples:
though sufficient to ensure the specified load bearing capacity, is not great enough (e.g. 8 to to DIN EN 13108 AC 32 T
10cm) to be split into asphalt base course and asphalt wearing course without falling below the AC = Asphaltic Concrete Asphaltic concrete for asphalt base
minimum pavement thickness required for constructional reasons. SMA = Stone Mastic Asphalt courses with a maximum screen size
of 32mm for use in traffic areas with
MA = Mastic Asphalt
Tasks Fulfilled by the Individual Layers heavy loads.
PA = Porous Asphalt
AC 11 DN
Wearing Course Resistance to Wear, Asphaltic concrete for asphalt wearing
Waterproofness
courses with a maximum screen size
of 11mm for use in traffic areas with
National supplements for classifying normal loads.
Binder Course Shear Strength asphaltic concrete
T = Asphalt for base course MA 8 S
B = Asphaltic binder Mastic asphalt with a maximum screen
D = Asphalt for wearing course size of 8mm for use in traffic areas with
TD = Asphalt for combined base heavy loads.
Shear Stress from Traffic
and wearing course

Base Course Load Bearing Capacity
National supplements for load level

L = Light loads
N = Normal loads
S = Heavy loads
5 From DEUTAG GmbH & Co.KG: Asphaltsortentafel (Table of types of asphalt mix)
176 177
6.1 General Pavement Structure
Asphalt Base / Wearing Course Asphalt Base / Wearing Course Asphalt mixes with their prescribed ranges for layer thickness and the recommended
layer thickness for asphalt works.6
Type of Asphalt Mix Construction Class Layer Thickness (cm) Type of Asphalt Mix Construction Class Layer Thickness (cm)
AC 32 T S* SV / I / II 8 (min.) AC 16 T D* VI 5 - 10 Types of Asphalt Layer Thickness Recommended Layer
AC 22 T S* SV / I / II / II 8 (min.) Layer (cm) Thickness for Asphalt
AC 16 T S 5 (min.) Works (cm)

Layer of Mastic Asphalt
AC 32 T N* IV / V / VI 8 (min.)
AC 16 T N 5 (min.) Type of Asphalt Mix Construction Class Layer Thickness (cm) Asphalt AC 5 D L 2 - 3 2
AC 32 T L 8 (min.) MA 11 S* SV / I / II / III 3.5 - 4

Wearing Course AC 8 D N, AC 8 D L 3 - 4 3
AC 22 T L* Footpaths 8 (min.) AC 11 D N, AC 11 D L 3,5 - 4,5 4

MA 8 S* SV / I / II / III 2.5 - 3.5
AC 16 T L 5 (min.) AC 11 D S 4 - 5 4
MA 5 S* SV / I / II / III 2-3
AC 16 D S 5 - 6 5
MA 11 N* IV / V / VI 3.5 - 4
Layer of Asphaltic Binder MA 8 N* IV / V / VI 2.5 - 3.5
SMA 5 N 2 - 3 2
MA 5 N* IV / V / VI 2-3
Type of Asphalt Mix Construction Class Layer Thickness (cm) SMA 8 N 2 - 3,5 3
AC 22 B S* SV / I / II 7 - 10 SMA 8 S 3 - 4 3,5
AC 16 B S* SV / I / II /III 5-6
Layer of Stone Mastic Asphalt SMA 11 S 3,5 - 4 4
AC 16 B N* IV 5-6 Type of Asphalt Mix Construction Class Layer Thickness (cm)
AC 11 B N Level regulating course

MA 5 S, MA 5 N 2 - 3 2
SMA 11 S* SV / I / II / III 3.5 - 4 MA 8 S, MA 8 N 2,5 - 3,5 3
SMA 8 S* SV / I / II / III 3-4 MA 11 S, MA 11 N 3,5 - 4 3,5
Layer of Asphaltic Concrete SMA 5 S 2-3
Type of Asphalt Mix Construction Class Layer Thickness (cm) SMA 8 N* IV / V / VI 2 - 3.5 AC 22 B S 7 - 10 ≥8
Asphalt
SMA 5 N* VI 2-3 AC 16 B S 5 - 9 ≥6
AC 16 D S 5-6 Binder Course
AC 16 B N 5 - 6 ≥5
AC 11 D S* II / III 4-5
AC 8 D S 3-4 Layer of Porous Asphalt
AC 11 D N* IV / V 3-4 Asphalt AC 22 T S, AC 22 T N, AC 22 T L ≥ 8 ≥8
Type of Asphalt Mix Construction Class Layer Thickness (cm)
AC 8 D N* IV / V 3-4 Base Course AC 32 T S, AC 32 T N, AC 32 T L ≥ 8 ≥8
AC 11 D L 3.5 - 4.5 PA 16 SV / I / II / III >5

AC 8 D L* VI / Cycle paths 3-4 PA 11* SV / I / II / III 5-6 Combined Asphalt AC 16 TD ≥ 8 ≥8
AC 5 D L* and footpaths 3-4 PA 8* SV / I / II / III 4.5 - 5 Base / Wearing Course
* From DEUTAG GmbH & Co.KG: Asphaltsortentafel (Table of types of asphalt mix) 6 From DEUTAG GmbH & Co.KG: Asphaltsortentafel (Table of types of asphalt mix)
178 179
6.2 Producing Asphalt Mix7
Principle of Operation
Technical Equipment of an Asphalt Mixing Plant Asphalt has been produced according to roughly the
Screening Unit
same principle for many years. Regardless of the mixing
plant make, certain system components are always
assembled in a similar order.
The usually damp mineral aggregate (1) (sand,
coarse and fine chippings), stocked on site, is fed
Hot Elevators 5 into batching hoppers (2) from which the grain sizes
Storage Bin for Filler 9 needed for an asphalt mix are withdrawn in roughly
the right ratios and delivered via a conveyor (3) to the
6 18 Storage Bin for Mix
Batching Hoppers
rotary drier (4).
Hot Silage
In the rotary drier, the aggregate is dried and heated
7
to the temperature required for asphalt production.
Aggregate Scales
2
8
To save space, the subsequent parts are frequently
12 Binder Batching Unit
10 Filler Scales arranged one above the other in a tower-like
16
construction.
17 Hot elevators (5) are used to transport the heated
aggregate to the uppermost level of the tower.
4
11
Skip
Not shown:
Mixer
1 Storage Hoppers for Aggregate
13 Storage Hoppers for Additives
Conveyor Bitumen Storage Tank
14 Additive Batching
15 Batching Unit for Granulated Asphalt Rotary Drier
19 Vehicle Weighbridge
7 Text and diagrams on pages 180 - 183 in accordance with the asphalt LEITFADEN: Qualität
organisieren, wer, wann, was, wie, wo (Asphalt Manual, Organizing Quality: Who, What, When,
Where and How), published by DAV Deutscher Asphaltverband e.V. (German Asphalt Association),
edition June 1999, pages 32 - 33.
180 181
6.2 Producing Asphalt Mix
The aggregate first proceeds via the elevator pre-treatment, e.g. addition via mixer,
View Inside the Mixing Tower to a screening unit (6) where the previously hot elevator or “parallel“ drier. In the
batched mix is broken down into individual “parallel“ drier, the granulated asphalt
grain sizes again. is gently dried and heated separately.
The screening unit cannot be used if the All ingredients are homogeneously mixed
aggregate in the hot elevator contains in the mixer. The finished asphalt is then
reclaimed asphalt material. The storage transported to the storage bin for mix (18)
bins for the individual grain sizes under in a mobile skip (17). The mix is finally
5 Hot Elevator the screening unit are referred to as hot loaded into trucks from the storage bin
silage (7). From here, the grain sizes can and transported to the job site after being
6 Screening Unit
be batched according to weight by means weighed (19).
of the aggregate scales (8).
When all the required coarse aggregate
has been filled into the weighing hopper,
the complete batch is transferred to the
mixer (16).
7 Hot Silage Filler, binder and any additives required

enter the mixer by other routes. Filler
is stored in the storage bin (9), binder
in storage tanks (11). Special batching
devices are used for these materials,
namely the filler scales (10) and the
binder batching unit (12). Additives
8 Aggregate Scales are stored as required by their nature (13)
and delivered to the mixer by hand or via
10 Filler Scales automatic batching units (14).
12
Reclaimed asphalt material is granulated

16 Mixer before being added to the process via
a separate batching unit (15). Different
Binder Batching Unit
processes are distinguished according
to the point of addition or type of
182 183
6.3 Types of Pavement Layers 6.4 Bitumen Grades Used
Method of Construction Type of Mix Bitumen for Roads Polymer Modified Bitumen
Type of Layer According to DIN 1995 According to TL PmB (Part 1)
PmB PmB PmB PmB

Asphaltic concrete (paved hot) 160/200 70/100 50/70 30/45 20/30
Asphalt Layers 80A 65A 45A 25A
Stone mastic asphalt
Mastic asphalt
Asphalt seal
Mix for combined base course / wearing course
Asphaltic Base Course m l l m m
Asphaltic concrete
Asphaltic Binder l l l l
Asphalt Layers Thin layers (paved cold)
(Others) Thin layers (paved hot)
Porous asphalt etc. Asphaltic Concrete m l l m
Stone Mastic Asphalt m l l m m m l

Concrete Layers Concrete surfacing
Concrete surfacing, reinforced
Prestressed concrete surfacing
Roller compacted concrete Porous Asphalt l l l
Concrete tracks etc.
Mastic Asphalt m l m l l
Paving Stones Natural paving stones
Large, medium, small paving stones
Combined Base
Mosaic pavement l l
Concrete paving stones and Wearing Course
Square, rectangular, hexagonal paving stones
Jointing compounds Joint Sealing
Slabs Compound
l l l l l
Concrete etc.
Hydraulic Engineering m l l m
Layers without Binder Water-bound gravel

or crushed stone layers l Used as standard m Used in special cases
184 185
6.5 Asphalt Types and their Composition8

6.5.1 Stone Mastic Asphalt
Stone Mastic Asphalt is a mix containing a high proportion of chippings and bitumen. Use of Stone Mastic Asphalt:
Since the mix contains a large portion of chippings and coarse chippings, as well When used for wearing course, Stone Mastic Asphalt is characterized by particularly
as a relatively small amount of sand, stabilizing binders (e.g. organic and mineral high stability and resistance to wear making it ideal for use on urban roads and
fibres, silicic acid or polymers) need to be added to the bitumen when used for road highways with high traffic loads.
The grain composition makes it highly suitable for paving in varying layer thicknesses
construction, so that the chippings can absorb the shear forces due to traffic.
or on an uneven base without any significant loss of quality.
Aggregate used: Final compaction should be performed immediately after laying using heavy static rollers.
Stone dust
Crushed sand So that the necessary non-skid property is assured as soon as the road is opened to traffic,
Double broken and double screened chippings 1 - 2kg/m² of dedusted double broken and double screened chippings (2/5mm) or 0.5 - 1kg/m²
of mixed crushed sand and chippings need to be evenly spread on the hot asphalt surface and
The maximum grain size can be 5, 8 or 11mm. rolled in. Loose chippings must be removed after cooling.
Requirements to be Met by Stone Mastic Asphalt (SMA)

Designation Unit SMA 11 S SMA 8 S SMA 5 S SMA 8 N SMA 5 N
Materials
Mineral aggregate (on delivery)
Share of crushed grain C100/0; C 95/1; C 90/1 C100/0; C 95/1; C 90/1 C100/0; C 95/1; C 90/1 C 90/1 C 90/1
Resistance to shattering SZ18 / LA20 SZ18 / LA20 SZ18 / LA20 SZ18 / LA20 SZ18 / LA20
Resistance to polishing PSV indicated (51) PSV indicated (51) PSV indicated (48) PSV indicated (48) PSV indicated (48)
Minimum share of fine grains with ECS 35 % 100 100 100 50 50
Binder, type and grade 25/55 - 55; 50/70 25/55 - 55; 50/70 45/80 - 50; 50/70; 50/70; 70/100;
Composition of the Asphalt Mix
Mineral aggregate
Sieve size 16mm % by mass 100
11.2mm % by mass 90 to 100 100 100
8mm % by mass 50 to 65 90 to 100 100 90 to 100 100
5.6mm % by mass 35 to 45 35 to 55 90 to 100 35 to 60 90 to 100
2mm % by mass 20 to 30 20 to 30 30 to 40 20 to 30 30 to 40
0.063mm % by mass 8 to 12 8 to 12 7 to 12 7 to 12 7 to 12
Minimum binder content Bmin 6.6 Bmin 7.2 Bmin 7,4 Bmin 7.2 Bmin 7.4
Carrier for binder % by mass 0.3 to 1.5 0.3 to 1.5 0.3 to 1.5 0.3 to 1.5 0.3 to 1.5
Asphalt Mix
Minimum voids content MPK Vmin 2.5 Vmin 2.5 Vmin 2.0 Vmin 1.5 Vmin 1.5
Maximum voids content MPK Vmax 3.0 Vmax 3.0 Vmax 3.0 Vmax 3.0 Vmax 3.0
Degree to which voids are filled % to be indicated to be indicated to be indicated to be indicated to be indicated
Proportional depth of ruts % to be indicated to be indicated

8 Tables page 186 - 195 from source: TL Asphalt-StB 07.
186 187
6.5 Asphalt Types and their Composition

6.5.2 Asphaltic Concrete (Paved Hot)
Hot-paved asphaltic concrete is a well-graded aggregate mix with low voids content
which displays high density, stability and shear resistance after laying and final compaction Use of Asphaltic Concrete:
by rolling. The relatively large proportion of chippings contained in the asphaltic concrete Primarily laid on binder course.
produces a wearing course with excellent non-skid property and stability due to the good Meets the requirements of wearing course on urban and country roads.
interlocking of grains.
Aggregate used:
Stone dust
Natural sand and crushed sand
Double broken and double screened chippings
The maximum grain size can be 5, 8, 11 or 16mm, but must comply with the layer thickness.
Requirements to be Met by Asphaltic Concrete for Asphalt Wearing Courses

Designation Unit AC 16 D S AC 11 D S AC 8 D S AC 11 D N AC 8 D N AC 11 D L AC 8 D L AC 5 D L
Materials
Share of crushed grain C 90/1 C 90/1 C 90/1 C 90/1 C 90/1 C 90/1 C 90/1 C 90/1
Resistance to shattering SZ18 / LA20 SZ18 / LA20 SZ18 / LA20 SZ22 / LA25 SZ22 / LA25 SZ26 / LA30 SZ26 / LA30 SZ26 / LA30
Resistance to polishing PSV indicated (48) PSV indicated (48) PSV indicated (48) PSV indicated (42) PSV indicated (42) PSV indicated (42) PSV indicated (42) PSV indicated (42)
Minimum share of fine grains with ECS 35 % 50 50 50
Binder, type and grade 25/55-55; 50/70 25/55-55; 25/55-55; 50/70; 50/70; 70/100; 70/100 70/100
10/40-65 50/70 50/70 70/100 70/100 50/70
Mineral aggregate
Sieve size 22.4mm % by mass 100
16mm % by mass 90 to 100 100 100 100
11.2mm % by mass 70 to 85 90 to 100 100 90 to 100 100 90 to 100 100
8mm % by mass 70 to 85 90 to 100 70 to 85 90 to 100 70 to 90 90 to 100 100
5.6mm % by mass 65 to 85 70 to 85 70 to 90 90 to 100
2mm % by mass 35 to 45 40 to 50 40 to 55 45 is 55 45 to 60 45 to 60 45 to 65 50 to 70
0.125mm % by mass 7 to 17 7 to 17 8 to 20 8 to 22 8 to 20 8 to 22 8 to 20 9 to 24
0.063mm % by mass 5 to 9 5 to 9 6 to 12 6 to 12 6 to 12 6 is 12 6 to 12 6 to 14
Minimum binder content Bmin 5.4 Bmin 6.0 Bmin 6.2 Bmin 6.2 Bmin 6.4 Bmin 6.4 Bmin 6.6 Bmin 7.0
Asphalt Mix
Minimum voids content MPK Vmin 2.5 Vmin 2.5 Vmin 2.0 Vmin 1.5 Vmin 1.5 Vmin 1.0 Vmin 1.0 Vmin 1.0
Maximum voids content MPK Vmax 4.5 Vmax 4.5 Vmax 3.5 Vmax 3.5 Vmax 3.5 Vmax 2.5 Vmax 2.5 Vmax 2.5
Degree to which voids are filled % to be indicated to be indicated to be indicated to be indicated to be indicated to be indicated to be indicated to be indicated

188 189

6.5.3 Asphaltic Binder
Asphaltic binder is a mix of graded grain size to which binder has been added. Use of Asphaltic Binder Course:
The grain size composition is such that the dense structure and grain size distribution Used as base under asphalt wearing course to absorb the shear forces due to traffic.
of the asphaltic binder cannot change when subjected to traffic loads. Used for level regulating course and to compensate irregularities in the base.
Aggregate used:
Stone dust
Gravel and / or chippings
The maximum grain size can be 11, 16 or 22mm.
Requirements to be Met by Asphaltic Binder

Designation Unit AC 22 B S AC 16 B S AC 16 B N AC 11 B N
Materials
Share of crushed grain C100/0; C 95/1; C 90/1 C100/0; C 95/1; C 90/1 C 90/1 C 90/1
Resistance to shattering SZ18 / LA20 SZ18 / LA20 SZ18 / LA20 SZ18 / LA20
SZ22 / LA25
Resistance to polishing PSV indicated (51) PSV indicated (48) PSV indicated (48) PSV indicated (48)
Minimum share of fine grains with ECS 35 % 100 100 50 50
Binder, type and grade 25/55-55; 30/45 25/55-55; 30/45 50/70; 50/70;
10/40-65 10/40-65 30/45
Mineral aggregate
22.4mm % by mass 90 to 100 100 100
16mm % by mass 65 to 80 90 to 100 90 to 100 100
11.2mm % by mass 65 to 80 60 to 80 90 to 100
8mm % by mass 60 to 80
2mm % by mass 25 to 33 25 to 30 25 to 40 30 to 50
Minimum binder content Bmin 4.2 Bmin 4.4 Bmin 4.4 Bmin 4.6
Asphalt Mix
Minimum voids content MPK Vmin 3.5 Vmin 3.5 Vmin 2.5 Vmin 2.5
Maximum voids content MPK Vmax 6.5 Vmax 6.5 Vmax 5.5 Vmax 5.5
Degree to which voids are filled % to be indicated to be indicated to be indicated to be indicated
190 191

6.5.4 Asphalt for Base Course
Asphalt base is a mixture of bitumen and aggregate. Function of the Asphalt Base Course:
When building roads, the asphalt base course must quickly and effectively seal the
Aggregate used:
underlying layers against rainwater while at the same time providing a uniform,
Stone dust
stable and even foundation for high-quality binder and wearing courses.
The durably bound asphalt base course subsequently helps absorb the traffic load
Gravel and / or chippings
and distribute it over the base, together with the layers above it.
The maximum grain size can be 16, 22 or 32mm. The basic idea underlying this mix,
namely to use predominantly local aggregate, cannot always be realized under
modern conditions. Asphalt base course can be paved at temperatures down
to -3 °C due to the high heat-retaining capacity of thick asphalt layers.
Requirements to be Met by Asphaltic Concrete for Asphalt Base Course Mixes

Designation Unit AC 32 T S AC 22 T S AC 16 T S AC 32 T N AC 22 T N AC 16 T N AC 32 T L AC 22 T L AC 16 T L
Materials
Share of crushed grain C 50/30 C 50/30 C 50/30 C NR C NR C NR C NR C NR C NR
Minimum share of fine
grains with ECS 35 % 50 50 50
Binder, type and grade 50/70; 50/70; 50/70; 70/100; 70/100; 70/100; 70/100 70/100 70/100
30/45 30/45 30/45 50/70 50/70 50/70
Mineral aggregate
Sieve size 45mm % by mass 100 100 100
31.5mm % by mass 90 to 100 100 90 to 100 100 90 to 100 100
22.4mm % by mass 75 to 90 90 to 100 100 75 to 90 90 to 100 100 80 to 90 90 to 100 100
16mm % by mass 75 to 90 90 to 100 75 to 90 90 to 100 80 to 90 90 to 100
11.2mm % by mass 75 to 90 75 to 90 80 to 90
2mm % by mass 25 to 40 25 to 40 25 to 40 25 to 40 25 to 40 25 to 40 40 to 60 40 to 60 40 to 60
0.125mm % by mass 4 to 14 4 to 14 4 to 14 4 to 14 4 to 14 4 to 14 4 to 17 4 to 17 4 to 17
0.063mm % by mass 2 to 9 2 to 9 2 to 9 3 to 9 3 to 9 3 to 9 3 to 10 3 to 10 3 to 10
Minimum binder content Bmin 3.8 Bmin 3.8 Bmin 4.0 Bmin 4.0 Bmin 4.0 Bmin 4.0 Bmin 4.0 Bmin 4.0 Bmin 4,2
Asphalt Mix
Minimum voids content MPK Vmin 5.0 Vmin 5.0 Vmin 5.0 Vmin 4.0 Vmin 4.0 Vmin 4.0 Vmin 4.0 Vmin 4.0 Vmin 4,0
Maximum voids content MPK Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10.0 Vmax 10,0

192 193

6.5.5 Porous Asphalt
Porous asphalt (PA) comprises coarse aggregate, fine aggregate if required, filler and Use of Porous Asphalt:
polymer-modified bitumen as a binder, as well as additives as carriers for the binder. Porous asphalt wearing courses are primarily used for noise abatement on two-lane roads
The aggregate mix contains a very large proportion of voids. outside town. The considerable permanent reduction in noise levels (DStrO value of -5 dB(A))
is essentially achieved through the extremely high voids content of the compacted layer
Aggregate used: (22% to 28% by volume) and through the favourable texture of the road surface. Most
Coarse crushed aggregate with high resistance to polishing.
of the noise is directed downwards into the asphalt layer and largely absorbed in the
The maximum grain size can be 8, 11 or 16mm. interconnected voids.

Surface water (rain) additionally percolates into the layer, where it is discharged on the dense
or sealed base – and not on the surface, as with other types of asphalt wearing course.
This reduces the incidence of spume and the risk of aquaplaning. Depending on the
maximum speed permitted and on the proportion of heavy goods traffic, asphalt wearing
courses can be made from one (OPA) or two (ZWOPA) layers of porous asphalt.
Requirements to be Met by Porous Asphalt (PA)

Designation Unit PA 16 PA 11 PA 8
Materials
Share of crushed grain C100/0 C100/0 C100/0
Resistance to shattering SZ18 / LA20 SZ18 / LA20 SZ18 / LA20
Resistance to polishing PSV NR PSV indicated (54) PSV indicated (54)
Minimum share of fine grains with ECS 35 % 100 100 100
Binder, type and grade 40/100-65 40/100-65 40/100-65
Mineral aggregate
16mm % by mass 90 to 100 100
11.2mm % by mass 5 to 15 90 to 100 100
8mm % by mass 5 to 15 90 to 100
5.6mm % by mass 5 to 15
2mm % by mass 5 to 10 5 to 10 5 to 10
0.063mm % by mass 3 to 5 3 to 5 3 to 5
Minimum binder content Bmin 5.5 Bmin 6.0 Bmin 6.5
Carrier for binder % by mass ≥ 0.3 ≥ 0.4 ≥ 0.5
Asphalt Mix
Minimum voids content MPK Vmin 24 Vmin 24 Vmin 24
Maximum voids content MPK Vmax 28 Vmax 28 Vmax 28
Degree to which voids are filled % to be indicated to be indicated to be indicated
194 195
6.6 Mix Temperatures in °C 6.7 Causes of Poor Quality of Asphaltic Concrete Mixes
for Hot Paving
Type of Asphalt Observed Defects

Type Asphaltic Combined Voids Content Voids Content
Aphaltic Stone Mastic Mastic Asphalt Cause (Aggregate) Binder Content
of Binder Concrete Base / Wearing in Test Core too in Aggregate too
Binder Asphalt Asphalt Seal
(Paved Hot) Course
low high low high low high
Too Little Filler l l

20/30 – – – 200 - 250 – –
Too Much Filler l l l

30/45 130 - 190 140 - 190 – 200 - 250 180 - 220 –
Sand Too Fine l l l
50/70 120 - 180 130 - 180 140 - 200 200 - 250 180 - 220 –
Sand Too Coarse l l l
70/100 120 - 180 130 - 180 130 - 190 – 180 - 220 120 - 180 Too Little Crushed Sand l l l
Too Much Crushed Sand l l l

160/200 – 120 - 170 120 - 170 – 170 - 210 100 - 170
Poor Grading of Grain Sizes l l l
PmB 25A – – – 200 - 250 – –

Polished Aggregate l
PmB 45A 130 - 190 140 - 190 – 200 - 250 180 - 220 – Porous Aggregate l
Too Little Fine Chippings l

PmB 65A 120 - 180 130 - 180 140 - 200 200 - 250 180 - 220 –
Too Much Fine Chippings l

PmB 80A 120 - 180 130 - 180 130 - 190 – 180 - 220 120 - 180
Voids Content Too High l l
The lower limits refer to the unloaded mix, while paving. The upper limits refer to the mix when Voids Content Too Low l l
leaving the mixing plant.
196 197
6.8 Emulsion Types
Overview of Emulsion Types for Noise Absorbing Thin Overlays How the Water Escapes from the Bitumen Emulsion
The type and handling of bitumen emulsion used is a matter of great importance when 1. Prepared base in the form of a milled
paving thin overlays. Among other things, it is important to ensure that the emulsion is surface or freshly paved binder course. 4
applied constantly at the required rate over the entire surface so that the water contained
2. Application of bitumen emulsion by
in the emulsion can evaporate.
the SUPER 1800-2 with SprayJet Module.
For this reason, a semi-permeable asphalt is normally used when paving thin overlays, as it allows The paver operates in spray mode and
the remaining moisture to escape through the asphalt‘s open structure after paving. In this applies exactly the required amount of
way, water is extracted from the emulsion, leaving only a film of bitumen. Professionals refer emulsion – preheated to a temperature
to this process as "emulsion breaking". between 60 and 75 °C.
This instantly triggers a chemical reaction
known as "breaking". Water is extracted
Type of Emulsion Nominal Content Breaking Class On Contact from the emulsion, leaving a solidly adhering
Bitumen in % by Weight with the Base film of bitumen.
C60BP1‑S 60 1 breaks rapidly

C40BF1‑S 40 1 breaks rapidly
C67BP5‑DSH‑V 67 5 breaks very rapidly
C67BP5‑DSH‑V is a cationic polymer-modified bitumen emulsion with class 5 breaking

effect, meaning that the emulsion breaks very rapidly when it comes into contact with
the base. The breaking effect and high bitumen content make this emulsion ideal for paving
thin overlay on spray seal, hot on hot (DSH‑V).
1 2 3
3. The thin overlay of porous asphalt is paved 4. Any water still remaining in the emulsion
by the screed immediately after spraying. can evaporate through the "open pores" in
The hot mix causes more water to evaporate. the asphalt pavement.
198 199
7 Special Equipment and Special Methods 201
7.1 Spray Technology . ............................................................................................... 202

7.2 Two-Layer Paving . ............................................................................................... 208
7.3 Material Feeders .................................................................................................. 216
200 201
VÖGELE Booklet on Paving 7. Special Equipment and Special Methods
7.1 Spray Technology
Three major advantages:

1. Complete coverage of the existing surface with spray seal is achieved and an optimal bond
of layers. This adds to a long service life of the new surfacing.
2. Vehicles on the job site never pass over the emulsion, thus no soiling of adjacent areas.
3. As separate spraying of tack coat is eliminated, less preparatory work for the job.
This reduces the duration of the roadworks.
The spray paver is ideal for restoring

damaged wearing courses. The wearing
course is restored by paving a thin overlay
on a spray seal or tack coat, hot on hot.
The SUPER 1800-2 with SprayJet Module from VÖGELE is an innovative and cost-efficient Paving thin overlay does not require
means of applying bituminous emulsion. It is used when rehabilitating roads by replacing new installation of kerbs. Particularly
the wearing course. Optimized for paving thin overlay on a spray seal or tack coat, hot on hot, in municipal areas, this is often an
the SUPER 1800-2 with SprayJet Module meets the highest technical, economic and ecological appropriate alternative.
standards. Even for non-specialized road building contractors, the SUPER 1800-2 is an effective
alternative whenever emulsion is sprayed directly before paving asphalt.
The SprayJet module offers a host of technological advantages. Since the rate of spread can
be set from 0.2kg/m²* upwards, for instance, the bitumen emulsion can also be applied in
small volumes and at low pave speeds. A constant spray pressure of no more than 3 bar is
guaranteed by the system. This minimizes spray mist and pollution, not only protecting the Just 1.2 to 2cm thick, the thin overlay
environment, but also the health of the machine‘s operators. cuts costs and adds to the pavement‘s
longevity, due to the excellent bond
The SUPER 1800-2 with SprayJet Module can be completely stripped down to a standard paver
between layers.
in a very short space of time. As a result, the paver can also be used at any time for "normal"
road construction projects.
*The rate of spread per square metre must be determined as a function of the emulsion to be used. The rate of spread depends on the emulsion’s consistency
and temperature when applied, and on the size of nozzles used for spraying.
202 203
Uniform All-over Application of the Emulsion Designation Unit Nozzles Nozzles Nozzles
The pulsed spray nozzles are controlled
Size 07 Size 10 Size 16 individually. The duration of the spray
The VÖGELE SUPER 1800-2 with SprayJet Module has a maximum spray width of 6m.
Spraying Pressure bar 2 3 3
pulses is adjusted automatically as a
Five spray bars and 24 spray nozzles produce a uniform film of emulsion covering the entire
function of the selected rate of spread,
surface without overlaps even when working in varying pave widths.
Rate of Spread kg/m2 0.2 - 0.5 0.3 - 0.8 0.8 - 1.6 pave speed and pave width.
Length of Spread Area

mm 35 35 35
in Direction of Motion
Perfectly metered rate of spread

Double slotted spray nozzles ensure an outstanding spray pattern regardless of the
pave speed. The rate of spread can be controlled even more effectively thanks to three
nozzle sizes with different throughputs:
Nozzle size 07 (approx. 70% throughput)
Nozzle size 10 (approx. 100% throughput)
Nozzle size 16 (approx. 160% throughput).
The required rate of spread can be entered very easily between 0.2 and 1.6 kg/m2
on the touchscreen. The quantity applied depends on:
the type of emulsion,
its viscosity and
the temperature when spraying.
Blue Bars = Spray Bars
Low spray pressure and less spume thanks to larger droplets allow the paver to work
neatly along kerbs and minimize the emission of emulsion vapours.
The double slotted high-quality spray
nozzles guarantee perfect spraying.
Much like the functionality of an ink
jet printer, the nozzles of the VÖGELE
spray paver do not spray continuously
but in pulsed operation.
250 mm
The frequency of the spray pulses is
adjusted automatically as a function
120° 120°
of the selected rate of spread, pave

speed and pave width.
204 205
The Operating Concept Numerous Possible Uses and Large Range of Applications
Just like the ErgoPlus® paver operating system, the SprayJet module is very easy to control and Whether in city centres or on motorways, the SUPER 1800-2 with SprayJet Module handles
uses self-explanatory symbols. The specified rate of spread or desired emulsion temperature, every job effectively, economically and neatly.
for example, can thus be set very conveniently.
Resurfacing Rural Road
Conventional paving after spraying tack coat with
the SprayJet module. Roadway kept open to traffic.
On the ErgoPlus® console, the controls are
Pave Width: 7m
clearly arranged. Paver functions are easily 2 strips of 3.5m each, paved “hot to cold“
set up via the display panel. Layer Thickness: 4.5cm
Rate of Spread: 0.2kg/m² on asphalt
Resurfacing National Highway

Thin overlay paved on spray seal “hot on hot“.
Just press the F7 key to call up the screen Pave Width: 13m
for the SprayJet module. 3 strips of 4 - 4.5m each, paved “hot to cold“
Layer Thickness: 2cm
Rate of Spread: 1kg/m² on asphalt
Resurfacing Roadway in Residential Area

Press the F2 key to activate the automatics Conventional paving after spraying tack coat
with the SprayJet module.
for spraying.
Pave Width: 5m paved in 1 strip
Layer Thickness: 4cm
Pavement Rehabilitation on Motorway

By pressing the F6 or F8 key, the “Start of Job“ Thin overlay of noise-reducing asphalt.
or “End of Job“ function is selected. Pave Width: 7.6m
2 strips of 3.8m each, paved “hot on hot“
Layer Thickness: 1.5cm
206 207
7.2 Two-Layer Paving
Wide range of applications due to the use of conventional machine technology

Paving "hot on hot" improves the bond between layers and produces durable road pavements.
The InLine Pave® machinery developed by VÖGELE covers a vast range of paving jobs,
from rehabilitation of old pavements to construction of new roads.
Despite the new technology, the machines are transported to the job site in the same way
as before, for only standard pavers with minor modifications are used for InLine Pave®.
InLine Pave® not only allows to substantially cut times required for paving work. Thanks to the
compact design of InLine Pave® machinery, paving jobs can be carried out while traffic keeps
flowing.
Pave widths from 3m to 8m can be realized with InLine Pave®. With this technology, main
thoroughfares, country roads, trunk roads and motorways can be rehabilitated or newly built
in top quality and a very short space of time.
Conventional Paving Two-Layer Paving
4cm Surface Course 2cm

Tack Coat
8cm Binder Course 10cm

With the InLine Pave® concept, VÖGELE offer a particularly innovative paving technique
specially suited for “hot on hot” paving when building compact asphalt pavements.
Tack Coat
Yet conventional road construction jobs, too, can be carried out in high quality and very
economically with the VÖGELE InLine Pave® equipment. InLine Pave® places the binder course
and surface course in a single pass, which not only yields a perfect bond between layers 22cm Roadbase 22cm
but also ensures strong interlocking of the layers. This is a fundamental requirement for the
longevity of roads.
InLine Pave® is based on the use of series produced machinery that undergoes just slight
modification for “hot on hot” paving.
208 209
Machine Technology for VÖGELE InLine Pave®
Bei InLine Pave® arbeiten alle Maschinen direkt hintereinander „In line“, also in einer
Linie. Die Bauweise aller Maschinen ist sehr kompakt. Der InLine Pave® Zug besteht
aus drei Maschinen. Einem Materialbeschicker MT 1000-1 oder MT 3000-2 Offset,
einem Binderschichtfertiger SUPER 2100-2 IP und einem Deckenfertiger SUPER 1600-2.
Alternativ kann ebenso ein SUPER 1800-2 als Deckenfertiger verwendet werden.
4 3 2 1
SUPER 1600-2 or SUPER 1800-2 AB 600 High Compaction Screed SUPER 2100-2 IP Material Feeder MT 1000-1
for Paving Surface Course in TP2 Plus Version for Paving Binder Course or MT 3000-2 Offset
A normal SUPER 1600-2 or SUPER 1800-2 is used for The AB 600 High Compaction Screed in the TP2 Plus The SUPER 2100-2 IP for placing binder course is The material feeder is the first machine involved in
paving the surface course. These, too, are machines version, based on the unique VÖGELE pulsed-flow a slightly modified machine of standard design, the paving process. It receives binder and surface
of standard design, however equipped with a water hydraulics, is equipped with two pressure bars. fitted with a special transfer module for the surface course mixes supplied by feed vehicles and conveys
spraying system for the crawler tracks and an extra The screed is the technological gem of the course mix. The paver’s task is to place binder the mix, by turns, either directly into the large
material hopper insulated against loss of heat and InLine Pave® technology. The binder placed and course of high density and with high resistance to material hopper of the paver for binder course or,
holding a total of 25 tonnes of mix. The extra hopper compacted by the AB 600 TP2 Plus features such deformation. The VÖGELE SUPER 2100-2 IP comes via a transfer module, into the material hopper of
is placed inside the paver‘s material hopper. a high density that the paver for surface course, with a special AB 600 Extending Screed in the TP2 the paver for surface course.
following behind, can travel on the binder layer. Plus version for compaction at the highest level.
210 211
The Advantages of InLine Pave® Technology at a Glance

1. Greatest Evenness
The conventional method of road construction is ideal for producing pavements of greatest
evenness. Base course, binder course and surface course are laid in three passes. The “self-levelling”
behaviour of the paver’s screed ensures that the evenness is improved from layer to layer.
InLine Pave® translates 100% of this principle into reality, despite paving “hot on hot“. Thanks
to VÖGELE High Compaction Technology installed in the screed, the binder course reaches
a density beyond 98%, as a function of mix composition. Just as if that layer had been
compacted by rolling.
In other words: When applying InLine Pave®, the surface course is paved “hot on hot“ on a binder
layer which, in terms of evenness and density, is on a par with a binder layer compacted in the
conventional way. InLine Pave® does not make special demands on the evenness of the base course.
2. Use of Conventional Rollers
With VÖGELE InLine Pave®, the precompaction of the binder course achieved by the paver is InLine Pave® achieves excellent monolithic interlocking of binder and surface courses. At the same time, VÖGELE
so high that medium-weight rollers can follow right behind the screed to produce the final High Compaction Technology provides for a clear separation of layers.
density. InLine Pave® does not call for a gradual compaction of binder and surface courses by
light and heavy rollers working in echelon. This reduces the risk of destroying the pavement’s 4. H
igh Productive Utilization through Use of Machines Close to Standard Design
evenness behind the paver. The material feeder and the paver for surface course forming part of the InLine Pave® train can
be employed for conventional paving jobs at any time, without a need for conversion.
VÖGELE High Compaction Technology applied for InLine Pave® attains such a high degree The transfer module of the SUPER 2100-2 IP, used for placing binder course, mounts or
of precompaction that the number of roller passes required for the final density is reduced demounts in just a few hours. As a result, every machine of the InLine Pave® train is available
substantially. Especially when using HAMM rollers with oscillation, a perfect final density is for conventional paving applications at all times. This enhances productive utilization of the
achieved after just a few passes. The gentle compactive action of HAMM rollers with oscillation contractor’s equipment pool.
is ideal for thin surface layers like the ones placed with InLine Pave®. 5. P
lacing Base Course with the SUPER 2100-2 IP
3. Clear Separation of Layers The SUPER 2100-2 IP with the AB 600 High Compaction Screed in the TP2 Plus version can
also be used as a stand-alone paver for placing high-density base course. The special feature
The high precompaction of the binder course precludes blending of binder and surface course
here is that single-layer construction is possible. Depending on the mix to be placed, an 18cm
mixes. A clear separation of layers results, which allows a high-quality surface course to be base, for instance, can be built in one pass instead of two layers of 9cm each. This saves time
achieved in the specified thickness and with optimal surface finish. and money. For tough jobs like this, the pressure for the pressure bars of the VÖGELE High
In addition, measurements of layer thickness can be carried out at any point while paving. Compaction Screed is infinitely variable up to 110 bar.
This considerably facilitates monitoring of the layers for correct thickness. 6. E asy Operation for High Process Reliability
The operation of all InLine Pave® machines is to a large extent identical with ordinary paving
jobs. Also as far as grade and slope control is concerned, the paving teams can fall back on
their knowledge gained from jobs with conventional VÖGELE equipment.
212 213
The Wide Range of InLine Pave® Applications
Pavement rehabilitation for motorway, pave width 4m: Pavement rehabilitation for motorway, pave width 3.75m: Pavement rehabilitation for federal highway, pave width Pavement rehabilitation for motorway, pave width 4.7m:
Rehabilitation of lorry lane. Traffic kept flowing on the Rehabilitation of lorry lane. Ambient temperature 0 °C. 2 x 3.2m: Rehabilitation in single-lane width. Traffic kept The roadworks on the busy motorway were carried out
adjacent lane. flowing on the adjacent lane. at night.
Pavement rehabilitation for motorway, pave width 7.5m: Pavement rehabilitation for motorway, pave width 7.5m: Pavement rehabilitation for rural road, pave width Pavement rehabilitation for national road, pave width
Two-layer paving of porous asphalt (ZWOPA). Rehabilitation in two-lane width. Layer thickness for 5.5 - 7m: 9.5cm binder course and 2.5cm surface course 3.75 - 5.25m: Rehabilitation in single-lane width. Traffic kept
binder and surface courses 10cm + 2cm. were paved in 12-hour shifts – no problem for the InLine flowing on the adjacent lane. Slope of 2%. Referencing from
Pave® train. the milled base using the Big MultiPlex Ski allows paving to
the highest standards of evenness.
New construction of motorway, pave width 5m: Pavement rehabilitation for rural road, pave width 7.5m: New construction of federal highway, pave width 7.5m: Pavement rehabilitation for cross-town link, pave width
Before placing binder and wearing courses, the roadbase During the pavement rehabilitation work, the road Two-layer paving between 6 bridges. On the bridge decks 2 x 3.2m: Rehabilitation of 950m section in single-lane
was built with the SUPER 2100-2 IP. was closed to traffic. For the binder course, grade and asphalt was placed by the paver for surface course. VÖGELE width. Traffic kept flowing on the adjacent lane. Short
slope control by means of the VÖGELE Big MultiPlex Ski Big MultiPlex Ski used for grade and slope control. set-up time of just 2 hours for the basic configuration
referencing from the milled base. Slope up to 3.5% on allows economical paving of short stretches.
curved sections. Crown set to 2.5%.
214 215
7.3 Material Feeders
MT 3000-2 MT 3000-2 Offset
C
ontinuous, non-contacting supply Anti-collision protection and reliable C
ontinuous, non-contacting supply The conveyor can be pivoted to the left
of mix to pavers ensures maximum paving distance control. of mix to pavers ensures maximum paving or right by 55°, opening up a wide range
quality. ErgoPlus® operating concept offers an quality. of diverse applications.
High-performance feeder concept in excellent all-round view and allows easy High-performance feeder concept in ErgoPlus® operating system allows safe
combination with the large receiving and safe operation. combination with the large receiving and easy one or two-man operation.
hopper holding 11 tonnes allows even High conveying capacity of 1,200 tonnes/h. hopper holding 11 tonnes allows even
large mix lorries to be emptied in just large mix lorries to be emptied in just
60 seconds. 60 seconds.
216 217
7.3 Material Feeders
Conveying Capacity 55
60
5
Extremely Powerful in New Fields of Application
50 10
Feeding the paver from the side, e.g. when

45 15
40 sec 20
60
55
35 255
laying base course material in deeply milled

30
50 10
45 15
60
4055 sec 5 20
50 35
45
30
2510
15
out strips with no possibility for a feed lorry
40
35
sec
30
25
20
to manœuvre.
0 seconds: The mix lorry manœuvres up to the feeder.
60
55 5
50 10
45 15
40 sec 20
60
55
35 255
As the conveyor can be pivoted through

30
50 10
45 15
60
45
4055 sec 5 20
50 35
30
2510
15
55°, left or right, and can be precisely
40
35
sec
30
25
20
controlled, it is ideal for backfilling all kinds
30 seconds: Thanks to the high-performance feeder concept, more than half of the 25 tonnes has already been unloaded. of trenches. The maximum distance from
the outer edge of the feeder to the discharge
point of the conveyor is 3.5m.
60
55 5
50 10
45 15
40 sec 20
60
55
35 255
30
50 10
45 15
60
Quick and economical filling of the cavities

4055 sec 5 20
50 35 2510
30
6 0 seconds: The feeding process is complete. The mix has been dumped into the feeder’s receiving hopper
45 15
40
35
sec
30
25
20
in motorway safety barriers.
and the extra hopper of the paver.
Numerous factors have to be taken into consideration to ensure that a high level of paving
quality is achieved in road construction. There can be no doubt that an uninterrupted and
non-contacting supply of mix to the paver is crucial to preventing any downtimes in the paving
process. A feeder is thus essential to the economical achievement of high-quality results,
especially on large-scale job sites. The ultra-modern MT 3000-2 Offset can do a great deal
more than previous feeders. The pivoting conveyor opens up a wide range of applications that Pavers can be fed from the side in all those
greatly improve machine utilization. And the innovative material transfer system has a top places where normal feed with mix is not
conveying capacity of 1,200 tonnes/h. This allows a 25-tonne feed lorry to be emptied in possible, e.g. when surfacing footpaths
60 seconds flat. or cycle paths.
The MT 3000-2 Offset is a highly advanced machine from the new VÖGELE PowerFeeder
generation. It is characterized by an innovative feeder concept with economical consumption
and compact dimensions.
218 219
8 Index
A Bitumen .......................... 104ff., 107, 130, 140,
....................................... 160, 169, 171, 180, 185,
Additives . .............................................. 180, 183 ............................................. 186, 190, 192, 202ff.
Amount of Subsequent Compaction Bolt-on Extensions ............ 36ff., 44ff., 51 - 60,
by Rolling . .................................... 30, 92, 100ff., .................................................... 63, 65, 150 - 157
...................................................... 106, 125, 132ff. Bond of Layers . ................. 24ff., 141, 203, 208
Asphalt Base, Binder Bracing ....................................................... 60, 61
and Wearing Course . ............................... 174ff. Breaking of Emulsion . ............................. 198ff.
Asphalt Thickness Measuring Instrument ... 137
Augers ............................. 11, 46, 108, 126, 134, C
144, 155ff., 165, 167
Auger Blade ............................. 155ff., 165, 167 Calculation of Average ....................... 114, 118
Auger Height ............. 126, 134, 156, 165, 167 Centre Auger Bearing ...... 144, 155ff., 165, 167
Auger Speed .................................................. 126 Cleaning . ........................ 49, 80, 105, 128, 131,
Auger Tunnel ....................................... 11, 165ff. ............................................. 134ff., 144, 156, 169
Automated Grade and Combined Base
Slope Control ....................... 92, 116, 118, 119, and Wearing Course . ................ 93, 176ff., 185
............................................. 125, 144, 150ff., 162 Compaction ............... 11, 24, 27, 30, 35ff., 54,
Automatic Steering Control ....................... 110 ............................................... 68ff., 73, 88, 90, 92,
............................................ 100, 107, 125, 127ff.,
B .................................................. 133, 138ff., 149ff.,
...................................................... 153ff., 171, 212
Base . .......................... 15, 44, 75, 104ff., 112ff., Compacting Systems . ... 11, 30, 63, 65, 69, 88,
............................................ 118, 150ff., 174, 187, ............................................. 90, 107, 125, 133, 171
......................................................... 191, 198, 215 Conveying Capacity ............................ 216, 218
Base Course . ............................... 26, 27, 35, 68, Conveyors . ............................................ 126, 164
159, 212ff., 219 Cracks from Rolling ...................................... 142
Basic Screed .......................... 23, 44, 47, 50, 55, Crawler Tracks . ............................................. 14ff.
...................................... 58ff., 61, 63, 65, 82, 126, Crown .................... 23, 38, 63, 65, 80, 155, 214
................................................. 152, 155, 162, 170 Crushed Grains ..................... 88, 107, 132, 171
Basic Width . .................................... 62 - 65, 215 Curves . ......................................... 23, 114ff., 117
Bevel Irons ........................................................ 77
Big MultiPlex Ski .................. 111, 115ff., 214ff.
220 221
VÖGELE Booklet on Paving 8 . Index
D H ....................................... 129, 132, 135, 150, 154, Option ..................................... 11, 62, 74, 77, 79
.................................... 159, 165, 171, 178, 187ff. Overlapping ................................. 128, 139, 204
Deformation .................................................. 175 Head of Mix ................................................................... 192, 207
Direction of Paving . ............................ 120, 142 in Front of Screed .......... 60, 89, 126, 154, 165 Level Regulating Layer ....................... 106, 171 P
Distance ...................... 40, 71ff., 118, 123, 127, Heating Power . ...................................... 78, 156 Level Regulating Measures ........................ 191
......................................... 133, 156, 162, 167, 219 Heating Rods ......................... 50, 63, 65, 78, 79 Limiting Plates for Parameters ................. 85, 87, 89, 92, 100, 157
Height Adjustment......... 11, 23, 38, 40, 42, 73, Auger Tunnel .................. 108ff., 126, 144, 165 Patches of Mix in Surface Texture ............. 169
E ......................................... 74, 80, 150ff., 163, 170 Load Bearing Capacity ........... 12, 88, 92, 105, Paving . ......................................................
High Compaction Screed .... 25, 46, 68, 210, 211 .......................................... 143, 153, 159ff., 174ff. Paved Cold . .................................................... 184
Eccentric Shaft . ........................................ 30, 70 Hopper Sides ................................................. 164 Longitudinal Direction ................ 89, 129, 170 Paving Errors .............................. 148, 158 - 171
Emulsion Types ............................................. 198 “Hot to Cold” Paving .............. 127ff., 132, 207 Longitudinal Joint ............................... 127, 132 Paved Hot ...................... 24, 184, 188ff., 196ff.,
End Plate . ..................... 108ff., 132, 135, 151ff. “Hot on Hot“ Paving . ............. 25, 68, 208, 212 Longitudinal Profile ..................................... 162 ...................................................... 202ff., 207, 212
Hydraulic Rams for Pressure Bars ................ 71 Loss of Heat . .................................................... 78 Paving: Points to Note ......................... 98 - 145
F Paving Problems ................................ 158 - 163
I M Paving Thin Overlay ..................................... 198
Feed Vehicle .................. 11ff., 125, 140ff., 144, Pave Speed . ........................ 90, 91, 125ff., 149,
........................................ 149, 153, 183, 195, 218 Imprint(s) ............................. 142, 150, 153, 170 Material Hopper ............ 110, 144, 157, 164, .......................................................... 151, 154, 205
Feed with Mix ....................... 10ff., 88, 98, 135, Inline Pave® ............................ 25, 68, 208 - 215 ................................................................... 166, 216ff. Pave Width .................... 14, 21, 36, 52 ff., 60ff.,
...................................................... 144, 166, 216ff. Irregularities . ............ 9ff., 14ff., 44, 75ff., 90ff., Material Transfer .................................. 164, 218 ...................................... 63ff., 68, 70, 89, 98, 108,
Filling Level .................................................... 168 ......................................... 95, 105, 117, 134, 158ff., Measuring Range ............................ 112ff., 115 ....................................... 121, 126, 133, 135, 149,
Fishplates . ...................................................... 102 ............................................. 161ff., 175, 187, 191 Mixing Plant . ....................... 98, 104, 122, 135, ................................ 152, 157, 161,170, 205, 209
Frequency . ....................................................... 30 ...................................................... 145, 156ff., 169 Polymer Modified Bitumen ...... 185, 194, 198
Function Check ........................................ 78, 98 J Mix Properties .......................................... 12, 88 Porous Asphalt ..... 177ff., 185, 194ff., 199, 214
Mix Temperature . ....... 88, 104, 137, 160, 196 Precompaction . ............... 11, 26, 30, 35ff., 52,
G Joint Face ............................................... 127, 128 ....................................... 54, 68ff., 89ff., 100, 104,
Joints ..................................................... 73, 127ff. N ........................................ 106, 133, 140, 151, 212
Generator .................................................. 69, 78 Preprofilling ............................................... 105ff.
Generator Temperature . ............................... 79 NAVITRONIC® .................................... 111, 120ff. Pressure Bar(s) ....... 30, 35, 47, 49, 50, 53, 68ff.,
L
Grade and Slope ................. 13, 118, 120, 125, NIVELTRONIC® . ............... 116, 118, 121, 150ff. ............................. 93, 144, 149ff., 154ff., 210, 213
.......................................................... 135, 213, 215 Non-contacting Feed with Mix ............. 216ff. Pre-Tension of Spring .................................... 71
Laser . .................................... 111, 113, 119, 121
Grade Sensor ................................................. 116 Pre-Treatment . .............................................. 183
Laydown Rate . .............................................. 122
Grain Size ................................................. 88, 190 O Process Safety . .............................................. 213
Layer Thickness ............. 11, 12, 22, 30, 35, 53,
Push-Rollers ................................................... 144
............................................ 69, 76ff., 79, 88ff., 90,
Operating the Hopper Sides ...................... 166
........................................... 93, 100ff., 119ff., 129,
222 223
VÖGELE Booklet on Paving 8 . Index
Q Screed Plate .......................... 11, 13, 30, 36, 40, Steering Guide .............................................. 110 Tracked Paver . ........................................ 14, 158
................................................... 51, 54, 60, 63, 65, Stone Mastic Asphalt .......... 177ff., 184ff., 196 Tracked Undercarriage ............................... 14ff.
Quality . ........................... 24, 73, 113, 122, 135, ........................................................... 70ff., 79, 161 Strike-Off Plate ......... 46, 108ff., 126, 144, 165 Traction .......................................................... 14ff.
.......................................... 148ff., 187, 209, 216ff. Screed Tow Points . ................. 12, 76, 124, 160 Strip in Middle of Pavement ...................... 167 Traction Drive ........................................... 11, 14
Screed Type .............................. 47, 83, 149, 160 Strip Steel ......................................................... 72 Traction Main Switch ............................ 95, 125
R Screed Versions for Compaction ............. 34, 52 Stroke .................. 9, 68, 70, 90, 93, 151ff., 159 Transport ................................. 25, 98, 104, 110,
Screed Weight ............................... 11, 153, 160 Surface ...................... 30, 36, 54, 79, 90ff., 103, ..................................................... 122, 155ff., 164,
Reference . ................... 110, 112ff., 116ff., 119, Segregation .......... 108, 150, 156ff., 164 - 169 ................................... 105, 107, 127, 135, 140ff., .......................................................... 183, 209, 211
.......................................... 121, 123ff., 150ff., 162 Select Quantity of Emulsion ...................... 205 ................................ 150, 155ff., 161ff., 164, 169, Transverse Joint ................................... 127, 129
Reference (Grade) . ....................................... 116 Selecting Sensor ................................ 111 - 121 ....................................... 171, 174, 186, 188, 190, Transverse Slope ........... 63, 65, 105, 111, 119,
Referencing . ......................... 70, 112, 124, 157 Sensor . ..................... 111ff., 114ff., 118, 123ff., ................................................. 192, 194, 195, 212 ............................................. 123, 133, 157, 214ff.
Roller . ........................ 92, 100, 102, 104, 127ff., .......................................... 126, 144, 150ff., 156ff. Surface Texture . ............... 36, 79, 90, 169, 171 Transverse Strip . ........................................... 166
................................ 130, 132ff., 138ff., 142, 149, Service-Friendliness . .................. 48, 80ff., 144 Troxler Probe . ................................................ 143
........................................ 152, 154, 156, 187, 212 Setting Pressure ............................................ 159 T Trucking ............................................................ 16
Rotary Laser Beam .............................. 113, 119 Setting up the Screed . .............. 38, 40ff., 60ff. TV . ............................................................ 34, 52ff.
Rules for Rolling ............................................ 142 Set-Up, Settings .......... 93, 100, 133, 135, Tack Coat . .............................................. 105, 129 Type of Paver ...................................... 13, 63, 65
............................................. 159, 168, 171 Tamper ............................ 11, 30, 32, 34ff., 50ff.,
S Set-Up of Extending Screed . ............... 38 - 47 ........................................ 69ff., 72, 78, 82, 88, 91, U
Set-Up of Fixed-Width Screed .................. 60ff. .......................................... 144, 154ff., 160ff., 169
Scale for Layer Thickness ................... 100, 102 Set-Up of Pressure Bar(s) ..................... 71, 150 Tamper Height ................................................ 70 Undulations ....................................... 46, 70, 83,
Screed ........................................................ Set-Up of Tamper . .......................................... 70 Tamper Shield . ................................................ 68 ...................................................... 113, 116, 150ff.
Screed Arm . ............... 8, 11, 13, 115, 150, 163 Set-Up of Tamper Shield ............................... 72 Tamper Speed ......................... 68, 90ff., 149ff.,
Screed Assist ................................ 11, 94ff., 151, Side Plate, Hydraulic ................. 73ff., 115, 144 ................................................................. 153ff., 169 V
.......................................................... 154, 157, 159 Slope ................................ 63, 65, 105, 111, 119, Tamper Stroke ................................... 68, 70, 90,
Screed Float .................................. 90, 94ff., 159 ............................................. 123, 133, 157, 214ff. .......................................................... 154, 157, 159 Valves in Hydraulic Rams ..................... 95, 151
Screed Float Behaviour ...... 11, 36, 54, 76, 79, Slope Sensor .............................................. 111ff. Teflon Tapes ................................................... 162 Vibration .................... 30, 34, 63, 65, 82ff., 142
........................................................ 88ff., 101, 124, Sonic Grade Sensor .................................. 115ff. Telescoping Tubes ....... 48, 64, 80, 150ff., 162
................................................................... 161, 170 Spirit Level, Digital ....................................... 136 Temperature ..................... 88ff., 104, 114, 125, W
Screed Freeze . .................. 11, 90, 95, 153, 160 Sprayed Quantity of Emulsion ..... 202, 205ff. ........................................ 135, 137, 181, 199, 205
Screed Freeze Pressure . ....................... 94, 160 Spraying Emulsion .............................. 128, 203 Tolerance ........................................................ 112 Wedge .................................................... 137, 143
Screed Heating . ..................................... 78, 169 Spray Nozzles . ........................................... 204ff. Torsion . ............................................................. 90 Wheeled Paver ............................................. 16ff.
Screed Planing Angle ............ 11ff., 36, 54, 76, Spray Seal .................................... 24, 198, 202ff. Tow Point Rams . ............... 11, 13, 38, 91, 100, Weather . ......................................... 89, 104, 122
........................................... 89ff., 95, 102, 125, 135, Spreading Emulsion.............................. 198, 204 .......................................................... 102, 144, 158 Weight ............................. 68, 95, 138, 140, 142,
................................................... 150ff., 158ff., 170 Steering . ....................... 8, 110, 134,138ff., 142 TP . .................................................. 34ff., 47, 50ff. ................................................. 153, 160, 170, 183
224 225
VÖGELE Booklet on Paving Notes
226 227
228 229
230 231
232
JOSEPH VÖGELE AG
Joseph-Vögele-Straße 1
67075 Ludwigshafen · Germany
Telephone: +49 (0)621 8105 0
Fax: +49 (0)621 8105 461
marketing@voegele.info www.voegele.info

® ErgoPlus, InLine Pave, NIVELTRONIC, NIVELTRONIC Plus, NAVITRONIC, NAVITRONIC Plus, RoadScan and V-TRONIC are registered Community Trademarks of
JOSEPH VÖGELE AG, Ludwigshafen/Rhein, Germany. PCC is a registered German Trademark of JOSEPH VÖGELE AG, Ludwigshafen/Rhein, Germany. NIVELTRONIC Plus
and NAVITRONIC Plus are trademarks registered in the US Patent and Trademark Office to JOSEPH VÖGELE AG, Ludwigshafen/Rhein, Germany. Legally binding claims cannot
be derived from written information or pictures contained in this brochure. Pictures may include optional extras. We reserve the right of technical or design alterations.
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JOSEPH VÖGELE AG

VÖGELE Booklet on Paving

As a result, our Booklet on Paving remains an indispensable work of reference for

We hope you enjoy reading and working with our Booklet!

Axel Fischer Roland Schug

2 Screed 29 3 Parameters Influencing the Paving Process 85

2.1 General Differences between Screeds ................................................................. 30 3.1 General . ................................................................................................................ 86

5 Imperfect Paving 147 7 Special Equipment and Special Methods 201

1 Design of a Road Paver 7

1.1 Differences between Construction Machinery and Pavers ................................. 8

1.1 Differences between Construction Machinery and Pavers

1.2 Components of a Road Paver

The Machines Made by VÖGELE 1. Material Hopper / Push-Rollers 5. Screed

When passing over long irregularities,

The following rule can be derived from the example of a

1.5 Tracked Pavers and Wheeled Pavers

VÖGELE pavers are available in tracked or wheeled versions.

1.5 Tracked Pavers and Wheeled Pavers

1.6 VÖGELE Product Overview

SUPER Series SUPER Series

Tracked Paver 6.1t 1.1m 3.2m 250 tonnes/h SUPER 1800-2

Compact SUPER 2100-2 IP

Wheeled Paver Universal

Universal Wheeled Paver 14.9t 2.6m 5.8m 700 tonnes/h

Tracked Paver Wheeled Paver 18.5t 3m 7.8m 1,200 tonnes/h

Tracked Paver Special

Tracked Paver 28.7t 3m 16m 1,600 tonnes/h PowerFeeder

1.6 VÖGELE Product Overview

1,600 Super 3000-2

1,200 VISION 5203-2

1,100 SUPER 2100-2 IP

900 VISION 5103-2

700 SUPER 1800-2 Super 1800-2

Super 1603-2 Super 1600-2 SUPER Series

400 Super 1100-2 Super 1300-2 Super Series

300 Super 800 Super 1303-2 VISION Series

Maximum Pave Width (m)

1.7 Examples of Paver Applications

Classical Application Paving Asphalt Tracks

Paving on a Slope (Vertical) Special slipforms are available for

Paving on a Slope (Horizontal) Asphalt can also be paved on steep

1.7 Examples of Paver Applications

SUPER 1800-2 with SprayJet Module InLine Pave® Train

1.7 Examples of Paver Applications

Paving Bituminous Material

2.1 General Differences between Screeds ................................................................. 30

2.1 General Differences between Screeds

2.2 Extending Screeds

2.2 Extending Screeds

V = Vibrators TP1 = Tamper and 1 Pressure Bar

TV = Tamper and Vibrators TP2 / TP2 Plus =

2.2 Extending Screeds

1.225m 2.55m 1.225m 1.5m 3m 1.5m

2 x 0.75m + 2 x 0.25m 2 x 0.75m + 2 x 0.25m

4 x 0.75m + 2 x 0.25m 4 x 0.75m + 2 x 0.25m

2.2 Extending Screeds

Setting Up the Screed: Prerequisites

2.2 Extending Screeds

Setting the Screed Planing Angle: Outer Extending Screed

Setting the Screed Planing Angle: Inner Extending Screed

2.2 Extending Screeds

Height Adjustment, Adjusting Spindle

Setting the Adjusting Spindle

1.1 Differences between Construction Machinery and Pavers ................................. 8

Robust and smooth guide system Sloping extension up to 10%.

The pressure bars P1 and P2 are the last elements in the

Thanks to the high density achieved by the pressure bar(s),