RoadNews

The VGELE Magazine on Paving Applications

for new roads

Maximum evenness // New surfacing for Vehicle Dynamic Assessment Pad of Continental, USA Pavement rehabilitation in Germany // Clean roadworks with VGELE SprayJet Technology Perfect precompaction // VGELE paver enlarges container terminal in Manila, Philippines

Issue 23 // September 2011

New mobile feeder with pivoting conveyor from the VGELE PowerFeeder generation

Power and Versatility: The Feeder MT 3000-2 Offset

Editorial

Top performance on every job site // With machines, technology and service from VGELE
VGELE have elevated mobile feeder technology to a higher level with their new PowerFeeder generation. The MT 3000-2 was presented in RoadNews No. 21. This issue now highlights the new MT 3000-2 Offset, the mobile feeder featuring a pivoting conveyor. With its outstanding performance and easy operation, the machine proves its value on various job sites a revolutionary innovation with a wide range of potential uses. SprayJet technology from VGELE also allows paving teams to carry out roadworks quickly and efficiently. In our expert interview, Dipl.-Ing. Volker Schfer from the German Association for Road and Transportation Research explains the advantages of thin asphalt overlays paved hot on hot on spray seal (DSH-V), a paving method ideally handled by the VGELE spray paver. The importance of this technology is set to further grow in future, as more and more roads are in need of pavement rehabilitation to be carried out cost-efficiently with long-lasting results. Roland Schug With VGELE, you are perfectly prepared for every job. This issue also includes a supplementar y brochure documenting the WIRTGEN Groups 50th anniversary. Reinhard Wirtgen founded a haulage company for the transport of construction materials in 1961. Meanwhile, the one-man firm has grown into a corporate group operating worldwide and employing some 5,000 people. The brochure tells the story of how the WIRTGEN Group with its four core brands of WIRTGEN, HAMM, KLEEMANN and VGELE succeeded in becoming the global market leader for mobile road construction machinery: with innovative solutions, recognized processes and a full range of modern products meeting the highest standards.

Contents // RoadNews 23

Contents
Top Feature ..............................................................................................................................................................................
Versatile VGELE feeder with pivoting conveyor // Boost performance with the MT 3000-2 Offset 4

Site Reports ..............................................................................................................................................................................

German group of companies replaces all their pavers // Perfectly equipped for every task with the new VGELE fleet Sound basis for further growth // VGELE paver enlarges container terminal in Manila, Philippines VGELE paver rehabilitates Continental's Vehicle Dynamic Assessment Pad in the USA // Perfect evenness and maximum compaction 44 22 40

Expert Interview ..................................................................................................................................................................

Perfected spray paver operation gains ground // Economical, eco-friendly, noise-reducing: Paving thin overlay is a convincing option 32

Technology...............................................................................................................................................................................
Light balloons for pavers and feeders // VGELE make the night shine brightly Efficient paving of surface course with the VGELE spray paver // Prime pavement quality and low consumption Calibration made easy // Step by step guide to perfect spraying of emulsion 20 30 38

Photo Report ...........................................................................................................................................................................

Two SUPER 1900-2 rehabilitate motorway section in Istanbul, Turkey // Overnight paving job on the Bosporus 28

VGELE News ........................................................................................................................................................................

Heroes of the Road // News on our microsite for heroes 16

Tips & Tricks ...........................................................................................................................................................................

A handy option from VGELE // Articulated limiting plates for auger tunnel Centre Pages

Imprint RoadNews for new roads the VGELE Magazine on Paving Applications | Editorial Address: Joseph-Vgele-Str. 1, 67075 Ludwigshafen, Germany, Telephone +49 (0) 621 8105 392, Fax +49 (0) 621 8105 469, E-Mail roadnews@voegele.info, Website www.voegele.info Editors: Roland Schug, Anja Sehr, Martin Hilken | Translations: Maria Weckesser | Agency: bilekjaeger, Stuttgart | Reproduction of articles is permitted after written consent. We disclaim liability for editorial submissions which have not been requested. Trademarks and registered trademarks are the property of the owners.

Top Feature

Versatile VGELE feeder with pivoting conveyor.

Boost Performance with the MT 3000-2 Offset

VGELE optimize the supply of mix on every job site with their new PowerFeeder generation. After presenting the MT 3000-2 in RoadNews 21, this issue now highlights the advantages of the MT 3000-2 Offset.

VGELE PowerFeeder MT 3000-2 Offset

OFFSET
TECHNOLOGY

Technical Highlights of the PowerFeeder MT 3000-2 Offset

Feeding pavers non-stop and without direct contact provides for first-class pavement quality. Thanks to the sophisticated conveyor concept, even large feed lorries are unloaded within 60 seconds. Conveyor can be pivoted 55 to the right or left, as well as 23 upwards. Mix can be discharged up to 3.5m to the right or left beside the mobile feeder and at heights ranging from 0.8m to 3.7m.

ErgoPlus installed for safe and easy operation by one or two persons. A modern laser-based distance control system ensures that the MT 3000-2 Offset always maintains exactly the right distance from the paver.

Top Feature

OFFSET
TECHNOLOGY

VGELE PowerFeeder MT 3000-2 Offset

Innovative pivoting conveyor

The innovative pivoting conveyor forms the centrepiece of VGELE Offset Technology. The 1.1m wide conveyor can be pivoted through 55 to both the right and the left, as well as 23 upwards, opening up a whole variety of potential uses. As a result, the mix at the end of the conveyor can be discharged up to 3.5m to the right or left beside the mobile feeder and at heights ranging from 0.8m to 3.7m. This makes the machine ideal, for example, for feeding pavers from the side, as well as for backfilling trenches or the spaces between safety barriers on motorways or long-distance roads. The feeder is also recommended for roadworks on hard shoulders. Not only asphalt, but also gravel, water-bound base course mix, recycled material and topsoil are delivered right there where they are needed, with spot-on accuracy. Segregation of the mix is prevented at all times during the conveying process by the 30 troughed shape of the conveyor. Whats more, the conveyor is particularly lasting as the endless belts are industrially produced without seams. Intelligent automatic tensioning also contributes significantly to the conveyor belts durability: it is only tensioned to the maximum extent when absolutely necessary. In such cases, the belt tension increases until the drive power is transmitted 100%. Belt tension is reduced if a lower conveying capacity suffices. As a result, the belt is only tightly tensioned for short periods, extending its service life considerably.

It is impressive to see how cleanly the mix is transferred to the paver. Hardly a single grain is lost by the feeder.

Karl Keller, Mechanical Engineering Department F. Kirchhoff Strassenbau GmbH & Co. KG

Top Feature

VGELE PowerFeeder MT 3000-2 Offset

OFFSET
TECHNOLOGY

Maximum conveying capacity for non-stop paving

A non-stop, non-contacting transfer of mix, such as is achieved by the feeder, is a decisive factor for perfect paving quality. Not only, but above all, on large-scale projects when large quantities of mix need to be transferred to one or more pavers as quickly as possible. With the MT 3000-2 Offset, the highest possible conveying capacity is guaranteed at all times. For the high-performance PowerFeeder from VGELE takes just 60 seconds to empty a 25-tonne feed lorry. Several machine features make this possible. For one thing, the feeders material hopper can hold up to 8 tonnes of mix. The worm conveyors, proportionally controlled, and large worm blades (diameter 400mm) provide for homogeneous conveyance of mix without residues. Thirdly, the conveyor can transfer up to 1,200 tonnes of material per hour. This high capacity considerably speeds up the job site logistics and leaves the lorry drivers more time to manoeuvre. In this way, the entire machine concept ensures that paving can proceed without interruption, thus avoiding humps which often appear in the pavement when resuming paving after a stop.

Emptying a 25-tonne feed lorry in 60 seconds flat

0 seconds The feed lorry manoeuvres up to the feeder.
55 50 45 40 35 55 50 45 40 sec 35 30 25 sec 30 60 25 5 10 15 20 60 5 10 15 20

30 seconds Thanks to the high-performance feeder concept, more than half of the 25 tonnes has already been unloaded.
50 45 45 40

55 50 55

60 60

5 5 10 10 15

15 20 sec 40 35 sec 25 20 30 25 35 30 60 5 55 50 10 15 sec 35 30 25 20

45 40

55 50 55

60 60

5 5 10 10 15

60 seconds The feeding process is complete. The mix has been distributed into the feeders receiving hopper and the extra material hopper of the paver.

50 45 45 40

15 20 sec 40 35 sec 25 20 30 25 35 30 60 5 55 50 10 15 sec 35 30 25 20

45 40

55 50 45 40 35

60

5 10 15

sec 30 25

20

Top Feature

OFFSET
TECHNOLOGY

The new PowerFeeder MT 3000-2 Offset from VGELE is perfectly tailored for use when paving hot to hot with two pavers.

Feeding the paver from the side with the pivoting conveyor is particularly useful, for instance, when placing mix on a deeply milled out strip, with no possibility for a feed lorry to manoeuvre.

The conveyor can be controlled with such precision that it is ideal for backfilling trenches of every kind.

10

VGELE PowerFeeder MT 3000-2 Offset

A variety of potential uses

Large roads, such as motorways or trunk roads, are the best known area of use for mobile feeders. The new PowerFeeder MT 3000-2 Offset from VGELE is perfectly tailored for use when paving hot to hot with two pavers. Yet the offset technology is also ideal for filling the spaces between safety barriers on motorways or long-distance roads quickly and economically. In addition, the mobile feeder also demonstrates its strengths when it comes to surfacing footpaths or cycle paths. With its pivoting conveyor, it can travel on the main road and conveniently transfer mix to a small or compact paver on the cycle path. The new VGELE PowerFeeder MT 3000-2 Offset is also used in an InLine Pave train laying binder and surface courses hot on hot in a single pass. Its pivoting conveyor alternately supplies mix to the paver for binder course and the paver for surface course by way of a transfer module. The versatile MT 3000-2 Offset can do far more than these few examples would indicate and that pays off, as is confirmed by Daniel Stier, Site Manager for contractor F. Kirchhoff Strassenbau: Thanks to the pivoting conveyor, the machine can be used most effectively.

Even spaces between safety barriers can be filled quickly and economically.

On confined sites, where a normal supply of the paver with mix is impossible, material can be transferred from the side.

11

Top Feature

OFFSET
TECHNOLOGY

Pivoting Conveyor: Raising / Lowering

Conveying Process: Fast / Slow

Safety Switch

Emergency Stop

12

VGELE PowerFeeder MT 3000-2 Offset

Conveying Process: Manual Mode (Override)

Easy-to-use yet sophisticated operating concept

Like all machines of the VGELE dash 2 generation, the MT 3000-2 Offset comes with the intuitive ErgoPlus operating system. Fitted with two seats as standard, the feeder can be operated by one or two persons. On complex job sites, this allows one operator to concentrate exclusively on the conveying process transferring mix from the feed lorry to the paver, while the other operates the conveyor. The conveyor is controlled with high sensitivity via a newly designed joystick in the armrest of the drivers seat. To raise or lower the pivoting conveyor, the operator simply pulls the joystick back or pushes it forwards. The joystick is turned to execute a lateral movement. A safety switch prevents displacement of the conveyor due to accidentally touching the joystick: the afore-mentioned functions can only be executed when the safety switch is pressed at the same time.

Conveying Process: Automatic Mode (Main Switch)

Pivoting Conveyor: Turn

The feeders conveying capacity is controlled by two push-buttons on the joystick. The yellow button sets the standard conveyor speed. This speed can be briefly overridden by pressing the white button if a particularly high conveying capacity is required. The conveyor speed is infinitely variable. Of course, all vital functions of the conveying process can also be controlled from the operators console.

13

Top Feature

Highlights of the PowerFeeder at a Glance

// ErgoPlus operating concept Safe and easy operation of machine and conveyor by one or two persons.

// Large capacity The material hopper holds up to 8 tonnes of mix.

// Crawler tracks High tractive effort and precise control.

14

VGELE PowerFeeder MT 3000-2 Offset

OFFSET
TECHNOLOGY

// Height adjustment The conveyor can be raised by up to 23. This allows the paving material to be transferred to 3.7m.

[6] at heights ranging from 0.8m

// Feeding from the side The conveyor pivots through 55 to the left or right. As a result, the conveyors discharge end can be up to 3.5m to the left or right of the feeder.

// Drive Powerful and economical DEUTZ engine with ECO mode. The cutting-edge i engine for Europe, the USA and Japan is rated at 160kW and complies with the exhaust emissions standards COM 3b and Tier 4i. Engines for all other countries are rated at 142 kW. // High performance A 25-tonne feed lorry is emptied in just 60 seconds.

15

Heroes of the Road

Heroes Road
Of the

Our microsite www.voegele-heroes.info is growing constantly: we have uploaded some more new videos of spectacular job sites around the world, plus new interviews with users which provide interesting insights into the everyday life of Heroes of the Road. One click is all it takes!

www.voegele-heroes.info

Unlimited Power
This time, one of our new videos in the Super Stories section will whisk you off to an airport rehabilitation job in Iceland. And we will also show you just how much power even the smallest of the VGELE pavers can yield. Meanwhile, the compact class our middle-weight champions will be flexing their muscles, too.

Take pa rt in build ing the longest virtual road in the w orld

w w w.vo egele-he roes.info /#/ just pav eit

16

www.voegele-heroes.info

Heroes and their Comments

Our heroes
New Heroes of the Road have come forward. Read the section Our Heroes and get the full story behind these and other statements.

Ernst Bni Foreman Pius Schmid AG, Visp, Switzerland

www.voegele-heroes.info/#/ourheroes

I wouldn't want to miss our SUPER 1803-2.

Stefan Reisert Foreman Georg Moll Tief- und Straenbau GmbH, Gruibingen, Germany

VGELE get simply everything right.

17

Heroes of the Road

Heroes Road
Of the

18

,,

Screeds from VGELE ,, are Simply the Best.

Ben Lakerveld and Fons Cornelissen have been working as a team for 40 years. They have worked with pavers and screeds from VGELE for almost all their working lives. In an interview with RoadNews, they explain just what makes them swear by VGELE.

Ben Lakerveld (left) 56 years old, paver operator Fons Cornelissen (right) 55 years old, screed operator A team for 40 years Dura Vermeer Infrastructuur, Hoofddorp, Netherlands

www.voegele-heroes.info/#/ourheroes

Heroes for 40 Years

RoadNews: Mr Lakerveld, Mr Cornelissen, you have been working with VGELE for 40 years now. Is everyone in your company a VGELE fan? Ben Lakerveld: We are indeed fans. These machines are absolutely reliable and you can do a magnificent job with them. And VGELEs screeds whether fixed or extending are simply the best around. 1975 // Four men and their paver: the team from Dura Vermeer Infrastructuur and the VGELE 200 on the A 35 motorway near Enschede.

RoadNews: How have the VGELE machines changed in the course of 40 years and what has remained the same? Fons Cornelissen: The biggest changes have mainly occurred in the last six years. The ErgoPlus operating system was a great leap forward. And the modern wheeled pavers are also fantastic. What has not changed is the machines' reliability and the fact that VGELE listen to what the paver and screed operators have to say. 1976 // Ben Lakerveld and Fons Cornelissen, under way with the VGELE 200 on the ring road at Lelystad near Amsterdam.

RoadNews: You two have not only been in the business for decades, but have also been working together for many, many years. How do you get along after working together for such a long time? Ben Lakerveld: We are so tuned in to one another at work that it sometimes takes no more than a look to know what the other is thinking. If a spot of bother crops up, it usually blows over within quarter of an hour. I think well miss one another when we retire.

RoadNews: Which is your favourite VGELE machine? Fons Cornelissen: Theres no contest: the SUPER 1800-2 with ErgoPlus.

1978 // In the port of Amsterdam with a VGELE 170 at the time, the first such machine with extending screed in the Netherlands.

19

Technology

01 //

Lighting for night-time job sites.

A growing number of road construction projects are being conducted at night in order to minimize nuisance to traffic. After all, blocked lanes cause less chaos at night than during the daytime. But this makes the right lighting of the night-time job site all the more important. The light balloons are the best candidates for this particular job. They can be mounted on all pavers of the 2.5m and 3m classes as well as on both dash 2 generation feeders. As optional accessories, they make the ideal addition to the halogen lamps permanently installed in the hardtops of the machines. High-powered moons When switched on, the balloons look almost like moons floating above the machines. But the soft white light performs excellently in practice: each balloon has a power output of as much as 2 kW. That equates to around 2.7 h.p., about the same output as a chain saw. This amount of power ensures optimum visibility without impairing the

VGELE Make the Night Shine Brightly

An increasing number of construction projects are being carried out at night. VGELEs light balloons provide optimum working light in the dark with almost no shadow.

20

Light Balloons for Pavers and Feeders

02 //

01 // The holders for the support poles can be mounted in next to no time. 02 // On night job sites, the light balloons dont just ensure good working conditions. They also make a major contribution to accident prevention.

performance of the tractor unit. And thats not the only advantage: in the close-up range between 0 and 5m of the balloon, the light is even and homogenous. This guarantees ideal lighting conditions, particularly when working with extending screeds. At the same time, the light is scattered in such a way that it hardly casts any shadows and does not dazzle. This is not only important to the quality of the work, but is a major factor in accident prevention. Simple mounting Mounting is as simple as can be. The holders for one or two support poles are mounted to the hardtop or guard rail of the machine. The balloons are supplied with electricity by the generator for screed heating. They are simply plugged into the socket after installation. The balloon then quickly inflates and provides strong light for the long hours of the night.

Light Balloon

Diameter Weight Type of lamp Output Optimum working height Average inflation time Time until full illuminance Illuminated range (with 25 lx) Illuminance under balloon (height of 5m) Maximum windspeed 110cm 8kg Halogen 2kW 2.5 5m < 1 min. immediate 1.500m2 310 lx 100km/h

21

Site Report

German group of companies replace entire paver fleet.

Perfectly Equipped for Every Task with the New VGELE Fleet

22

A Premire for the New VGELE Fleet

A video on this construction project....

can be found on the Web at:....

www.voegele.info....

> News & Media > Mediathek....

23

Site Report

Germany
North Sea Netherlands Belgium

Competition on the road construction market is fierce. The pressure on time and costs is rising while customers budgets are shrinking. For this reason, contractors not only need a fleet of high calibre machines, but also the services
Berlin
Poland

to match. That is why Grschler GmbH now rely exclusively on pavers made by VGELE.

Versmold

Grschler GmbH is a group of four construction companies

Germany
Czech Republic France

in northern Germany. The jobs Grschler undertake for their customers range from narrow cycle paths to wide motorways. To assure their ability to offer this wide range of roadworks reliably and achieve consistently perfect results, Grschler have replaced their entire fleet of pavers with VGELE machines. No fewer than six VGELE pavers now work for Grschler: the tracked SUPER 1300-2, SUPER 1600-2, SUPER 1800-2 and SUPER 1900-2 pavers, as well as the two wheeled pavers

Switzerland

Austria

Job Site Details

Construction of new roundabout with cycle path in Versmold, Germany Length of section: Width of section: Paving Details Pave Width Layer Thickness Base course: Binder course: Wearing course: roundabout 14 18cm cycle path 8cm 8cm roundabout 4cm cycle path 2.5cm Material Base course: Binder course: Wearing course: roundabout AC 32 T S (50/70) cycle path AC 22 T N (70/100) AC 22 B S (25/55-55) roundabout SMA 11 S (25/55-55) cycle path AC 5 D N (70/100) Equipment SUPER 1603-2 with AB 500-2 TV Extending Screed SUPER 1300-2 with AB 340 TV Extending Screed roundabout 4 10m cycle path 2 3m roundabout and 200m of cycle path 2 10m

SUPER 1603-2 and SUPER 1803-2. And the very first job was plain sailing all the way. Excellent manoeuvrability and high steering stability The job took the Grschler team, headed up by Harald Ott, to Versmold, a little over 30km west of Bielefeld. A major location for the food processing industry, Versmold is currently suffering the effects of heavy truck and car traffic. A bypass is under construction now and as part of this project Grschler was to build a roundabout with the new SUPER 1603-2 before surfacing the associated cycle path with a SUPER 1300-2. For the roundabout, the SUPER 1603-2 was equipped with an AB 500-2 Extending Screed in TV version. The paver placed base course, binder course and wearing course in widths varying from 4 to 10m. The machines small turning radius of just 6.5m (outside) made it easy to manoeuvre and allowed the team to build the roundabout effortlessly and with absolute accuracy.

24

T i p s & T r i c k s f r o m p r a c T i c a l a p p l i c aT i o n s

roadnews 23

17

articulated limiting plates for the auger Tunnel for a perfect Head of mix in front of screed
A uniform head of mix in front of the screed is crucial to achieving premium paving quality. Articulated limiting plates for the auger tunnel offered by VGELE are a handy option here. Even when working in varying pave widths, they constantly ensure an optimum head of mix in front of the screed no conversion required!

andr felchner, Head of applications Technology at VGElE, Germany, provides Tips & Tricks from practical applications. He is an expert in both practical applications and paver technology and conveys his knowledge also in VGElE training courses and workshops to paving teams from all over the world.

Varying pave widths are easily tackled with extending screeds. in order to ensure a flow of mix towards the screed which is both variable and accurate, articulated limiting plates are recommended for the auger tunnel. They help ensure a continuous flow of mix.

Articulated limiting plates for the auger tunnel offered as a VGELE option.

T i p s & T r i c k s f r o m p r a c T i c a l a p p l i c aT i o n s

roadnews 23

17

potential problems when paving without limiting plates for the auger Tunnel
and augers are in front of Despite this, 7 conveyorsmix may not beperfectly matched and transport the mixvarying pavethe screed.as illustrated however, the delivered correctly when working in widths. here, undesired accumulations of mix may build up in front of the screed.

solution: The right Head of mix in front of the screed at all Times

3 articulated limiting plates for the auger tunnel guide the mix. 3 They prevent the mix from segregating. 3 They avoid premature cooling of the mix. 3 They adjust automatically in line with the pave width. 3 There is no need for conversion.

T i p s & T r i c k s f r o m p r a c T i c a l a p p l i c aT i o n s

roadnews 23

17

How does it work?

When the pave width of the extending screed is reduced during the paving process, the side plate pushes the articulated limiting plate for the auger tunnel inwards.

u Even at very small pave widths, the mix

is optimally guided.

When the pave width of the extending screed is increased, the articulated limiting plate moves forwards under the pressure of the mix.

u Even at larger pave widths, the mix

is optimally guided.

T i p s & T r i c k s f r o m p r a c T i c a l a p p l i c aT i o n s

roadnews 23

17

result: a perfect pavement at all times

no matter whether the pave width increases or decreases, the articulated limiting plates for the auger tunnel always provide for perfect paving.

The right articulated limiting plate for Each pavers auger Tunnel
articulated limiting plates for the auger tunnel are available as standard for the small sUpEr 700 and sUpEr 800 pavers, as well as for the compact sUpEr 1100-2, sUpEr 1103-2, sUpEr 1300-2 and sUpEr 1303-2 pavers. needless to say, every other VGElE paver can easily be equipped with these plates, too. make sure, however, that the correct kit is used.

u kits for SUPER 1900-2, The

SUPER 2100-2 and SUPER 3000-2 have red marks.

u specially developed kit is also A

available for SUPER 1600-2, SUPER 1603-2, SUPER 1800-2 and SUPER 1803-2.

A Premire for the New VGELE Fleet

02 //

01 //

Changing over to VGELE technology was child's play.

Harald Ott, Head of Paving Team 03 // Grschler GmbH

01 // The SUPER 1603-2s small turning radius of just 6.5m (outside) results in excellent manoeuvrability on confined job sites. 02 // The wheeled paver provided for a perfect curvature of the roundabout. 03 // For grade and slope control on the roundabout, the kerb served as a reference for a multi-cell sonic sensor. 04 // The SUPER 1300-2 surfaced the cycle path with high precision.

04 //

25

Site Report

All Grschlers paving teams got to grips with their new pavers during a two-day training held at the Centre for Training and Technology (CTT) on the VGELE premises.

The compact tracked SUPER 1300-2 also worked with absolute precision, surfacing the cycle path with an AB 340 Extending Screed in TV version in widths of 2 to 3m. Both pavers were fitted with multi-cell sonic sensors for grade and slope control. The requirements in terms of surface accuracy were strict, but the results left nothing to be desired: a deviation of no more than 4mm was permitted in both longitudinal and transverse directions over a distance of 4m a demand which was easily met by both pavers.

And even after the machines had been delivered, a VGELE service technician remained on hand to advise and assist the teams. This not only included instruction on the Grschler premises in Gtersloh, but also close supervision during the first jobs on site. The team was able to concentrate entirely on the paving job. We have now been working with the machines for three weeks, said Harald Ott in Versmold, and we are getting on wonderfully well with ErgoPlus. Intensive talks carry the day

Training in the CTT made the change easier Grschlers management had conducted intensive talks with For Grschlers paving teams, the first days of working with the new machines were pretty exciting. But their nervousness was unfounded, for they had received two days of theoretical and practical training on operation of the new pavers in the Centre for Training and Technology (CTT) at the VGELE headquarters. The fact that all pavers of the dash 2 generation are equipped with ErgoPlus, the intuitive system for paver operation, once again proved to be a major advantage. Anyone who has learned to use the system once can easily work with any machine of this generation. Paving, driving and operation are all much easier with VGELE machines than with any other make, says screed operator Udo Tegenkamp. VGELE for several months before deciding to make the change. The great trust and confidence established during many years of reliable support by Regional Sales Manager Rolf Limberg of WIRTGEN Windhagen provided a sound basis. During the negotiations, not only did VGELEs products find favour, but also the services they provide (refer to the article on the right). Markus Dorgerloh, Managing Director of Grschler GmbH, explained why opting for VGELE was an easy decision for the management: VGELE satisfy customers in terms of technical performance while responding flexibly to their needs as well. This gives you the feeling that youre in good hands.

26

A Premire for the New VGELE Fleet

World of Quality makes VGELE a strong partner for road construction contractors.

Excellent All-Round Support with Technology and Service by VGELE

Whenever a new paver leaves the VGELE factory, it is not just packed with outstanding technology. Along with the machine, VGELE also supply a comprehensive services package to guarantee top performance throughout the machines service life. help and advice when customers operate their new machines for the first time. And its not just people who are sent to the aid of VGELEs customers: first-class components and parts are supplied via Parts and More, the WIRTGEN Groups useful tool. This service is based on a worldwide network of sales and For VGELE, quality means more than just building excellent machines. In the World of Quality, every effort is also made to ensure that contractors can make optimum use of their pavers, screeds and feeders at all times. Even experienced professionals sometimes need support during their daily work. VGELEs customers can rest assured that they will not be deserted in their hour of need, when faced with special tasks. This support begins at the preparatory stage, when the paving team arrives at the Centre for Training and Technology on the VGELE premises. If required, VGELE experts are also available on the job site to provide A service range that speaks for itself. This overall package convinced us that VGELE is the right partner for us, said Markus Dorgerloh, Managing Director of Grschler GmbH, when the six new VGELE pavers were handed over to his company. service companies, as well as dealers. It ensures that VGELE can meet all their customers wishes quickly and reliably, anywhere in the world. In this way, VGELE combine the strength of a global player with the customer proximity of a family-run company.

This overall package convinced us that VGELE are the right partner for us.

Markus Dorgerloh, Managing Director Grschler GmbH

27

Photo Report

A new binder course and surface course of stone mastic asphalt (SMA) were paved on an 11km stretch of the motorway.

Overnight Paving Job on the Bosporus

Right in the heart of Istanbul, between the Mahmutbey customs point and the Avclar bridge, two SUPER 1900-2 pavers rehabilitated a section of the TEM, the Trans-European Motorway.

Data were transmitted to NIVELTRONIC Plus, the System for Automated Grade and Slope Control, by a variable mechanical grade sensor.

28

SUPER 1900-2 in Istanbul

Roadworks were only possible between 10.30 in the evening and 6 in the morning.

Job Site Details

Rehabilitation of the TEM (Trans-European Motorway) in Istanbul, Turkey Length of section: 11km Paving Details Layer thickness: Binder course 4cm Surface course 4cm Material Wearing course: Stone mastic asphalt (SMA) Equipment 2 SUPER 1900-2

All in all, some 67,000 tonnes of mix were paved.

29

Technology

Efficient paving of surface course with the spray paver from VGELE.

SPRAY JET
TECHNOLOGY

Prime Pavement Quality and Low Consumption

SprayJet technology from VGELE allows economical paving of high-quality surfacings in the form of thin asphalt overlays making economical use of resources. When spraying bitumen emulsion, too, only the quantity actually required is applied, no more and no less.

[4]

[5]

[1]

[6]

[2]

[3]

30

SUPER 1800-2 with SprayJet Module

250 mm

120

120

[1]

Extending Screeds

[ 2 ] Spray Technology The sophisticated spray technology of the SprayJet Module allows the emulsion to be applied evenly and to achieve full coverage of the existing surface. The rate of spread can be selected accurately between 0.2 and 1.6kg/m2. Due to the low spray pressure of 3 bar (maximum) for the emulsion, the formation of spray mist is avoided.

[3]

Spray Nozzles

The AB 500-2 and AB 600-2 Extending Screeds handle maximum pave widths of 6m. They come in the versions TV (with tamper and vibrators) or TP1 (with tamper and 1 pressure bar) for compaction.

The frequency of the spray pulses is adjusted automatically as a function of the selected rate of spread, pave speed and pave width. This achieves a uniform film of emulsion.

[4]

Standard Emulsion Tank

[5]

ErgoPlus

[6]

Extra Emulsion Tank

The standard emulsion tank, insulated against loss of heat, holds 2,000 litres. In order to reliably keep the bitumen emulsion at the ideal temperature for spraying, a heating unit (2 x 7kW) is installed. At a low emulsion level, the heating unit is switched off automatically to avoid burning.

The SprayJet module stands out through easy control and uses self-explanatory symbols. The useful, automatic Start of Job and End of Job functions activate and deactivate the spray bars at precisely the specified points.

For contracts requiring very large rates of spread, an extra emulsion tank is available holding 5,000 litres. With this extra tank, a total of 7,000 litres of bitumen emulsion can be carried on board the paver.

31

Expert Interview

Perfected spray paver design gains ground

SPRAY JET
TECHNOLOGY

Economical, Eco-friendly, Noise-reducing: Paving Thin Overlay is a Convincing Option

32

SUPER 1800-2 with SprayJet Module

Rehabilitating road pavements by paving thin asphalt overlays hot on hot on spray seal (DSH-V) is becoming increasingly widespread. A powerful spray paver is needed for these jobs, such as the SUPER 1800-2 with SprayJet Module from VGELE. Dipl.-Ing. Volker Schfer explains how the DSH-V method works and which points must be noted when using a spray paver.

RoadNews: Mr Schfer, how important is this method for pavement preservation today and how is this likely to develop in future? Volker Schfer: The methods growth potential is a long way from being exhausted quite the contrary, in fact. Its significance for additionally reducing noise in particular is not being given nearly enough emphasis. Another advantage of this method is that it is a technically mature means of controlling noise which has now also been firmly anchored in our technical guidelines. With the exception of paving porous asphalt (OPA), other noise abatement methods are still in their infancy: we do not know just how long the life span of the respective pavements actually is. In the case of DSH-V, however, we have been observing all of its properties over the last 20 years and we can, therefore, reliably plan the application of this type of surfacing. Since this is important to the client, the importance of this method will continue to increase. RoadNews: Which points must be observed if a thin asphalt overlay is to be successfully paved hot on hot on spray seal? Which skills are needed and what must the machine be capable of? Volker Schfer: The team must have received special training to work with the spray paver. After all, they are not just paving asphalt, but are also applying a spray seal of bitumen emulsion at the same time. Some additional technical know-how is needed in order to handle the emulsion correctly. The logistics of a spray paving job are naturally also a little different, as the work proceeds at 3 to 5 times the pave speed of conventional asphalt paving. The spray pavers operating concept should be easy to learn and easy to understand. Because everything happens fairly fast, the machine must also respond quickly. That is basically all that is needed. RoadNews: What are the advantages of the DSH-V method? Volker Schfer: Due to the composition of the asphalt mix, the texture is finer and more open-graded than that of conventional asphalt pavements. This enhances the roads non-skid and noise abatement properties. Although noise is 33
Source: Gtegemeinschaft fr Dnne Schichten im Heieinbau auf Versiegelung e.V. // www.dsh-v.de

What is DSH-V?
DSH-V is a method for paving thin asphalt overlay hot on hot on spray seal. It is a quick, clean and economical paving method for rehabilitating asphalt pavements and for restoring a road's non-skid properties. At the same time, it improves the surface quality of the road, for instance by reducing the level of noise. The method has been successfully used and further developed in Germany since 1991. Thin asphalt overlays paved hot on hot on spray seal comprise a binder course to seal the base and an asphalt surface course which is paved in the same pass. For the binder course, a polymer modified emulsion of the type C67BP5-DSH-V is normally used, containing 67% of bitumen. The bitumen emulsion is applied by a paver with integrated spray assembly and heated emulsion tank. The method has both economic and ecological advantages: paving thin overlays reduces the amount of costly surface course mix needed for the job. That not only saves money, but also resources. As spraying bitumen emulsion and paving asphalt take place in a single pass, the roadworks are quickly completed, thus also cutting costs and reducing the duration of road closures. Finally, the high-precision VGELE SprayJet Technology minimizes the formation of spray mist and applies exactly the specified quantity of bitumen emulsion, no more and no less.

Expert Interview

Personal Details // Volker Schfer

Volker Schfer is a recognized expert in the field of asphalt road construction and a specialist on the topics of structural preservation and noise-reducing asphalts as well as asphalt pavements for very high loads. He works as a consultant on all matters related to asphalt and sett paving methods and their implementation in accordance with construction contracts. He has been a publicly appointed and sworn expert on asphalt paving in road construction since 2003. Since it was first founded in 2005, Volker Schfer has been a lecturer for the further education programme entitled Asphalt Technology for the Specialist Fields of Asphalt Preparation and Asphalt Paving as well as Practical Implementation in Accordance with Construction Contracts. He is also very active in the Asphalt Paving Methods work group of the German Association for Road and Transportation Research (FGSV). In 1991, Volker Schfer was one of the founding members of the technical committee dealing with Maintenance Technology, which he has headed for the past three years.

this method so good! With a spray paver, you can work on an inner-city road one day and on a heavily frequented motorway the next, all with the same machine. The Southern Bavarian Motorway Authorities in Germany are already applying the DSH-V method instead of conventional asphalt paving, not only for pavement rehabilitation jobs but for reconstruction, too. And they are using it at all locations where local residents are clamouring for noise reduction measures, but where a porous asphalt surfacing is not yet called for. RoadNews: What can you tell us about the C67BP5-DSH-V bitumen emulsion? Volker Schfer: The bitumen emulsion C67BP5-DSH-V contains 67% of bitumen and 33% of water. Its viscosity is, therefore, very good in comparison to more highly concentrated bitumen emulsions with a 70% bitumen content or more. The emulsion is much more fluid, easier to handle and to spray, but is not so thin and therefore more stable than a 60% bitumen emulsion. Even though we're only talking about a few percent here, this makes a world of difference. The bitumen emulsion contains polymer modified bitumen as binder to improve the elasticity and ensure a strong bond. RoadNews: The bitumen emulsion has to break in order to produce the desired adhesion. What does that mean?

not reduced to quite the same extent as with porous asphalt, the reduction is still significantly greater than with classical dense asphalt surfacings. Initially, the focus was on optimizing the durability of the road and improving its non-skid properties. Noise abatement was more or less a secondary aspect of the development, though it has now become one of its principle uses. RoadNews: In your opinion, will the DSH-V method essentially be used in municipal areas or is it equally suitable for use on motorways and national roads? Volker Schfer: Noise is produced wherever there is a lot of traffic and/or vehicles travelling at high speeds. Not all job sites meet the basic prerequisites for paving porous asphalt as a noise reduction measure. But the DSH-V method can be used to durably reduce noise levels very quickly on existing roads without requiring major structural changes. That is the great advantage of this method. That is also why it can be used not only on inner-city roads with heavy traffic, but also in residential areas, on national roads and even on motorways. A little more care is needed when working on inner-city roads with their kerbstones, but that is no problem. And that is what makes RoadNews: Some people wonder what actually happens during spray paving. First the bitumen emulsion is sprayed on the surface, to be followed immediately by the hot asphalt. Where and when can water escape from the bitumen emulsion? Does it escape during this short time after spraying or only once the asphalt overlay has been paved and the water evaporates through the porous composition of the asphalt? Volker Schfer: To produce a bitumen emulsion, the bitumen is finely shredded and mixed with water. Seen under a microscope, bitumen emulsion is hence made up of small, medium-sized and larger globules of bitumen which are suspended in water, so to speak. The water contains an emulsifying agent which encloses the bitumen globules like a film so that they repell one another instead of bonding. In this state, the bitumen emulsion can be stored stably and can hence be transported to its place of use at room temperature. Normally, the breaking process only begins when the bitumen emulsion comes into contact with raw rock, as occurs, for instance, during surface treatment. The bitumen and the water separate again, the globules bond together and the adhesive effect is obtained. But breaking can also be triggered by incorrect handling.

34

SUPER 1800-2 with SprayJet Module

Volker Schfer: The classical dogma is that bitumen emulsion must be sprayed, have broken and the water have evaporated before being overlaid with asphalt. But everything is very different with the DSH-V method. Initially, a large amount of bitumen emulsion is sprayed, about three times as much as is normally used to build a pavement in layers. This means that 2 times the amount of water must evaporate. Breaking effectively does not take place between spraying the emulsion and paving the asphalt, the time frame is simply too short. Instead, the hot asphalt is laid immediately. In combination with the porous composition, the energy emitted by the hot asphalt causes most of the water to evaporate upwards immediately. A small amount of the moisture can also escape into the voids of the asphalt layers below. RoadNews: Can you describe the special mix used for this method? Volker Schfer: The mix used in 90% of all cases is a DSH-V 5 asphalt because it can be used everywhere, from motorways to roads in residential areas. However, DSH-V 8 mix can also

be used. DSH-V 5 is an asphalt with an aggregate grading curve somewhere between stone mastic asphalt (SMA) and asphaltic concrete. It has a higher voids content than conventional asphalt, since the sprayed bitumen emulsion seals the pavement from below. In other words, binder is artificially accumulated at the bottom during the paving process. The asphalt mix itself only contains the quantity of binder required to ensure that there is no need to spread chippings over the surface of the DSH-V overlay, as would be the case with any other roller-compacted asphalt. The non-skid property is obtained from the outset. RoadNews: How important do you consider the use of a feeder to be in this process? What effect does it have on the process? Volker Schfer: Three factors in particular support the use of a feeder when paving thin asphalt overlay hot on hot on spray seal. Firstly, as already mentioned, the pave speed is very high when working with this method. At such speeds, the mobile feeder can greatly simplify the fairly

35

Expert Interview

complex site logistics. It is no longer possible for the feed lorry to bump the paver. This prevents any unevenness in the asphalt surfacing. Secondly, the mobile feeder guarantees an uninterrupted supply of mix to the paver. This vastly improves the quality of the pavement. And thirdly: if a mobile feeder is used, an extra emulsion tank can be installed on the VGELE spray paver, with the result that bitumen emulsion is replenished less often. This also speeds up the paving process. RoadNews: Long job sites and the associated traffic tailbacks are a recurrent topic in Germany. With the DSH-V method, pavement rehabilitation projects can be undertaken quickly and in high quality, with shorter construction times. Could this become a decisive factor for customers?

Volker Schfer: It could, but speed must not be obtained at the expense of quality. The important point is that the basic conditions for paving are met. And this also applies to such methods as DSH-V. The great virtue of DSH-V is that the finished overlay does not require a long cooling time and can hence be driven over shortly after paving. Planning must focus on quality as early as during the construction of the road, and not just when it needs rehabilitating. In my view, compact asphalt pavements with a 2cm surface course should have a service life of 20 years and even more for the compact, thick asphalt binder courses with very low voids content. All we then have to do after 20 years is mill off the remaining thin surface course and overlay it with a thin asphalt surfacing paved hot on hot on a spray seal. In the end you have a low-maintenance road that lasts for at least 30 years.

Roland Schug, Marketing Director at VGELE, welcomed Volker Schfer (right) to the VGELE factory in Ludwigshafen, Germany.

36

SUPER 1800-2 with SprayJet Module

What happens when bitumen emulsion breaks?

[4]

[1]

[2]

[3]

[1]

Prepared base: milled surface or freshly laid binder course.

[3]

Paving a thin asphalt overlay according to the DSH-V method. The bitumen emulsion breaks immediately as the hot asphalt causes the water to evaporate, leaving a firmly adhering film of bitumen.

[2]

Hot bitumen emulsion at a temperature between 70 and 80 C is applied by the spray paver. [4]

Any water still remaining in the emulsion evaporates through the open pores of the asphalt overlay.

37

Technology

Calibration made easy.

SPRAY JET
TECHNOLOGY

Total time required: 35 minutes.

Step by Step Guide to Perfect Spraying

To ensure that the SUPER 1800-2 with SprayJet Module produces a perfect pavement, the nozzles of the spray module must be precisely calibrated before work starts. RoadNews explains how:

Step 1 // Preparations
[1] Select Ignition On on the VGELE paver operators console. Switch on the spray module (green button). Start engine when the operators console and spray module are ready. [2] Open the red rotary valve in front of the pressure gauge and the three ball valves of the respective spray bar. Open the return line, then the bypass. Set the grey ball valves next to the emulsion pump to Spray.

Time required for the preparations: approx. 25 minutes.

[3] Set the selection switch on the spray module to position 3 Circulation.

[4] Set the pump speed to approx. 250 litres/min. via the buttons on the spray module. Let the emulsion circulate for about 20 25 minutes.

Caution! The emulsion must be at the correct temperature!

Caution! The spray ramps must feel hot before calibration can continue!

38

SUPER 1800-2 with SprayJet Module

Step 2 // Calibration

Time required for calibration: 5 10 minutes.

[1 ] Weigh a suitable container and zero the scales.

[6] Activate Calibrate nozzles on the touch screen. The emulsion pump starts up.

[2] Place the container under spray nozzle 1 (outermost nozzle on the left-hand spray bar).

Caution! The system reaches the set nominal pressure (e.g. 3 bar) after about 20 seconds. Nozzle 1 opens and sprays emulsion into the container for exactly 20 seconds.

[3] Set the selector switch in the Service menu to position 6.

[7] Weigh the amount of sprayed emulsion and multiply by 3 to calculate the weight per minute. Example: 0.9kg/20 sec. x 3 = 2.7kg/min.

[4 ] On the touch screen of the spray module, press the open-end wrench button (bottom right). The service menu for the spray module is now displayed.

[8] Enter the calculated value, e.g. 2.7kg/min., under Quantity sprayed by one nozzle in the Parameters menu of the spray module.

[5] First press the Key button at the bottom left. Select Calibrate nozzles. Calibration is now complete!

39

Site Report

Strong basis for further growth.

VGELE Paver Enlarges Container Terminal in Manila, Philippines

Shipping traffic has already reached a high level on the worlds oceans and it will continue to grow. As globalization of the world economy increases, more and more goods are transported around the world predominantly in container ships. To cope with this boom, port operators throughout the world are investing in new infrastructure. This was also the case at the largest container terminal in Manila. The company awarded the contract for the MICT Berth 6 project was much impressed with the high laydown rate and high precompaction achieved by the SUPER 1600-2.
40

Placing Water-Bound Base with SUPER 1600-2

Philippines

Job Site Details

Enlargement of container terminal MICT Berth 6 in Manila, Philippines

Laos

Manila

Job site area: Paving Details Pave width:

some 30,000m2

Vietnam

Indian Ocean

4.5 5m 1st layer 30cm 2nd layer 28cm

Philippines

Layer thickness:

Malaysia

Material Water-bound base course mix Equipment

The Philippine capital Manila is home to over a million people and an international logistics centre for goods of every kind. According to the operator of the Manila International Container Terminal or MICT for short, the largest and most modern in the city, 1.5 million 20-foot containers are handled here every year. Storage space was now running out. International Container Terminal Services, Inc. (ICTSI) which operates the terminal therefore decided to enlarge the 152,000m landing area known as Berth 6 by around 30,000m. The requirements to be met by this new area were high: after completion, it had to withstand weights of up to 6 tonnes per square metre. A very strong base was needed to shoulder such loads. Two layers create a strong base This is where the VGELE paver came into play: contractor EEI Corporation opted for a SUPER 1600-2 with AB 500-2 TV Extending Screed to do the job. EEI had already been impressed with VGELE pavers during an airport project and were convinced these machines could achieve a perfect and durable paving result here, too. In order to build a solid foundation for the new terminal, a particularly thick base was planned and placed in two layers. For the first layer, 87,400 tonnes of water-bound base course mix were laid by the SUPER 1600-2 in widths from 4.5 to 5m. The paver managed to handle the specified layer thickness of 30cm with effortless ease another reason why EEI had taken their decision in favour of VGELE technology: Compared with other brands, the VGELE pavers easily make 10cm more in terms of layer thickness, said Senior Site Supervisor Jerry O. Agtoto. For the second layer, 28cm thick and only slightly thinner than the first one, some 34,900 tonnes of water-bound base course material were placed. Two mobile mixing plants on the job site provided for an uninterrupted supply of mix to the paver.

SUPER 1600-2 with AB 500-2 TV Extending Screed HAMM HD 110 Tandem Roller

The SUPER 1600-2 once again demonstrated its abilities.

41

Site Report

SUPER 1600-2 ideal for medium and large paving projects EEI made their decision in favour of the SUPER 1600-2 for good reason. On this contract, the paver once again furnished proof of being a perfect performer on medium to large construction projects, such as that in Manila. Its travel speed of up to 4.5km/h allows the paver to move easily and quickly from one project to another also an important criterion for EEI when selecting the paver. Maximum precision and accurate paving true to line and level were achieved by two variable mechanical grade sensors, each of them fitted with a 2m ski. In combination with VGELE NIVELTRONIC Plus , the System for Automated Grade and Slope Control integrated into the ErgoPlus operating system, a perfect pavement of high evenness was guaranteed. Strong basis for extra storage space 30 cm This way, the paving team had created a sound, strong base for the projects next stages. On the water-bound base, the men placed some 70,000 tonnes of lean-mixed concrete, 20cm thick. This was followed by a 2cm bed of sand in which they laid paving setts. All in all, an 80cm package of paved material now supports the heavy containers and the terminal operators ICTSI are optimally prepared for the boom times ahead. For EEI, too, the project was more than satisfactory. In addition to the absolutely reliable machine technology, the team also praised the support provided by the WIRTGEN Groups Philippine branch and the VGELE team. The service provided for road construction machines is the best in the country. 01 // The base course was paved in two layers, each almost 30cm thick. All in all, the SUPER 1600-2 laid 167,800 tonnes of water-bound base course mix in Manila. 02 // Instead of paving an asphalt surfacing, contractor EEI laid paving setts, an alternative allowing low-cost replacement in case of need. 03 // The ErgoPlus operating system made operation of the SUPER 1600-2 with NIVELTRONIC Plus very easy. 01 //

02 //

42

Placing Water-Bound Base with SUPER 1600-2

Senior Site Supervisor Jerry O. Agtoto (EEI, middle) was highly satisfied:

Compared with other brands, VGELE pavers easily make 10cm more in terms of layer thickness.

Left: Luisito Manago, General Manager (WIRTGEN Philippines) Middle: Jerry O. Agtoto, Senior Site Supervisor (EEI) Right: Harald Reufels, Sales Manager Asia and Pacific (VGELE)

03 //

43

Site Report

VGELE paver rehabilitates Vehicle Dynamic Assessment Pad of Continental Tire the Americas, LLC. in the USA.

Perfect Evenness and Maximum Compaction

A video on this construction project can be found on the Web at: www.voegele.info > News & Media > Mediathek

44

Pavement Rehabilitation with SUPER 2100-2

Vehicle Dynamic Assessment Pad

01 //

02 //

03 //

01 // The SUPER 2100-2 took over pavement rehabilitation of the square Vehicle Dynamic Assessment Pad. 02 // Chris Cornell (right), Business Development Officer at Reece Albert, Inc., with VGELE's Marketing Director Roland Schug. 03 // Conti tyres demonstrate their road grip on artificially flooded roads: this courses pavement was also rehabilitated by Reece Albert Inc. with the help of VGELE technology.

45

Site Report

USA
Canada

Job Site Details

Rehabilitation of the Vehicle Dynamic Assessment Pad at the Uvalde Proving Grounds, USA Length of section: 244m

USA

New York

Width of section: Paving Details

244m

Uvalde
Pacific Ocean Mexico Atlantic Ocean

Pave width: Layer thickness:

4.5m binder course 4.5cm wearing course 2.5cm

Material Special mix in accordance with the client's specifications Equipment SUPER 2100-2 with AB 600-2 Extending Screed in TP2 Version HAMM Tandem Roller HD+ 120

A SUPER 2100-2 replaced the asphalt pavement of the Vehicle Dynamic Assessment Pad (VDA Pad) at the Conti Proving Grounds in Uvalde, Texas (USA). To ensure totally reliable results in tyre tests, the evenness of the pavement had to meet extremely exacting standards. Selecting a high compaction screed for the paving work helped produce a top-quality pavement.

Conti prefers to produce its own bad weather to be precise, the tyre manufacturer uses, among other things, its Vehicle Dynamic Assessment Pad measuring 60.000m whose asphalt pavement has now been rehabilitated by a SUPER 2100-2. The pad has a 1% slope and can be flooded with water to a depth between 1.3 and 2.8mm. To yield useful findings on tyre behaviour in wet weather, however, the surface must be absolutely flawless and meet the highest standards as regards evenness and resistance to deformation, for the film of water

Selected drivers can really put their foot down in Uvalde, Texas. A little over 110km from the Mexican border, this is the home of the Uvalde Proving Grounds of tyre manufacturer Continental Tire the Americas, LLC. Contis 2,023 hectare site includes 11 different courses for testing its tyres in the toughest conditions: a high-speed oval, various asphalt, cement, gravel and mud courses, rocky terrain and numerous special test courses. The climate is ideal for testing purposes, with mild to warm temperatures prevailing year-round in the region.

must have a uniform depth over the entire area with no breaks. Quite a challenge for contractor Reece Albert, Inc., but one which they mastered effortlessly with technology from VGELE. After all, the company had already worked on the Conti Proving Grounds with its SUPER 2100-2 several times in the past. Maximum precompaction by the paver The existing pavement was first of all removed to a depth of about 12.5cm. Once a spray seal had been applied, the

46

Pavement Rehabilitation with SUPER 2100-2

The paver was fitted with a Big MultiPlex Ski for grade and slope control.

SUPER 2100-2 with an AB 600-2 Extending Screed laid 4.5cm binder course over a pave width of 4.5m, followed by a wearing course, 2.5cm thick, over the same width. To ensure that the mix could be compacted to the particularly high degree of 92 97% demanded by Conti, the AB 600-2 came in the TP2 version with tamper and two pressure bars. Using high compaction technology with pressure bars driven by pulsed-flow hydraulics, the VGELE screed yields the highest degree of precompaction achievable by a paver. This, in turn, lays the basis for durable asphalt pavements resistant to deformation. In Uvalde, the pavement density was tested whenever 500 tonnes of asphalt had been compacted and met all the specified requirements. Maximum evenness required For this job, evenness was another prime concern for Conti: a deviation of no more than 3mm was permitted over a distance of 3m, in both longitudinal and transverse directions. To meet with such stringent requirements, other factors, such as air temperature and the temperature of the mix, too, had to

be taken into account. As to machine technology, contractor Reece Albert, Inc. also opted for highest precision, selecting NIVELTRONIC Plus , the VGELE System for Automated Grade and Slope Control. In order to monitor the paving process and ensure a perfect result, the paver was fitted with a Big MultiPlex Ski on the right-hand side to scan the base onto which to lay the asphalt. On the left-hand side, an US ski scanned the already paved strip. In this way, the paving crew was able to ensure that even the slightest deviation from the exacting requirements was instantly detected and corrected. German technology makes the grade The result was a tour de force in all respects. Chris Cornell, Business Development Officer at Reece Albert, Inc., was delighted with the German equipment: The evenness we achieved with VGELE High Compaction Technology, in particular, was beyond anything weve achieved in the past. Thanks to this precision, Conti can once again count on highly accurate test results.

47

Motorway, Taiwan.

RoadNews on the Web

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