SUPER 2100-3i // Practice début for the new “dash 3” paver generation SUPER 800 // Hard at work for the Boccia World Cup in Italy SUPER 2100-2 // Strong basis for international shipping

for new roads

The VÖGELE Magazine on Paving Applications

Issue 25

Experts discuss compact asphalt pavements

Top Feature: VÖGELE InLine Pave® Lays the Basis for the Future


The future of road building // VÖGELE InLine Pave® officially approved for use in road construction
The increasing volume of passenger and freight transport is exerting a huge burden on the road network. Consequently, the requirements on road construction in terms of quality and durability are increasing incessantly. Yet economic aspects also play a major role. In response, VÖGELE have put their InLine Pave® process onto the road. The “hot on hot” paving method achieves perfect interlocking of the wearing course and binder course in a single pass, resulting in substantially greater durability of the road surfacing. This method of compact asphalt paving has yielded convincing results in countless practical applications and is now an officially approved method for road construction in Germany. Roland Schug Enjoy reading. Meanwhile, VÖGELE are also catering to the growing demands on sustainability and operating comfort. The new “dash 3” paver generation reduces environmental emissions while delivering greater performance thanks to innovative engine technology and the new “EcoPlus” package. Added to this are the further optimized ErgoPlus® operating concept, the new “PaveDock Assistant” for constant and jolt-free feeding of pavers with material and the “AutoSet” function for reliable movement of the paver on the job site at the push of a button. A job site report illustrates the manifold advantages of the new “dash 3” generation.


Contents // RoadNews 25


Top Feature ..............................................................................................................................................................................
FGSV Colloquium // InLine Pave® gets a “knighthood” · Part 1: Colloquium of the German Road and Transportation Research Association (FGSV) · Part 2: Expert interviews · Part 3: Inviting tenders for compact asphalt pavements · Part 4: InLine Pave® – simply the better alternative for planning, construction and use 10 14 20 24

Sensors for VÖGELE NIVELTRONIC Plus®, the System for Automated Grade and Slope Control // Perfect evenness with laser technology 43

Site Reports ..............................................................................................................................................................................
NEW! Successful baptism of fire // SUPER 2100-3i reaps praise on Spanish motorway job site Highest precision for the “High-Flyer” // SUPER 1600-2 paves low-noise wearing course for new bridge in Germany VÖGELE lay the foundations for an exciting Boccia championship // A world-class surface created with the SUPER 800 in Italy VÖGELE machine technology and grade and slope control technology achieve a great feat // SUPER 2100-2 creates strong basis for international shipping in Germany 40 36 32 4

Tips & Tricks ..........................................................................................................................................................................
Backfilling trenches or channels // Reduction systems for the tightest pave widths Centre Pages

Imprint RoadNews for new roads – the VÖGELE Magazine on Paving Applications | Editorial Address: Joseph-Vögele-Str. 1, 67075 Ludwigshafen, Germany, Telephone +49 (0) 621 8105 – 392, Fax +49 (0) 621 8105 – 469, E-Mail, Website 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.


Site Report


The unanimous opinion of the lorry drivers:


“The signals of the two light systems on the paver are clearly visible, even from a distance, and are a great help during material transfer.”

Road Widening with the SUPER 2100-3i

Successful baptism of fire for the new “dash 3” generation.

New SUPER 2100-3i Reaps Praise on Spanish Motorway Job Site


a fact confirmed by Grupo Sorigué. This results in a tremendous financial advantage due to lower operating costs. conveyors and augers as well as compacting systems when the paver is stationary. it was necessary to widen this trade route from two to four lanes in the shortest possible time. the new lanes had Spain to be fully built from scratch with base course. Also in operation: the new SB 250 Fixed-Width Screed in TP1 version. It meets the stringent exhaust emissions standards applicable in Spain and the other EU and EFTA countries as well as in the United States. a paver from the latest and most powerful “dash 3” generation launched by VÖGELE. For this reason. Japan and Canada. less consumption The eco-friendliness of the new “dash 3” generation exceeds the values specified in the exhaust emissions standards by far. “The machine is extremely powerful and quiet. the company responsible for the project. This was just France the right job for the brand new VÖGELE SUPER 2100-3i paver – a machine that guarantees efficient handling of road construction projects.5m base course 11cm binder course 7cm wearing course 3cm Material Base course: Binder course: Wearing course: asphaltic concrete AC 22 Base 15/25 (SI 20–AM) asphaltic concrete AC 22 Bin 15/25 (S 20–AM) mix for thin. It is clearly the best paver on the market. The two lanes in each direction were to be paved without joints over a width up to 11. This is accompanied by 6 . State-of-the-art engine technology for large-scale job sites Equipped with the very latest in drive technology – a powerful Atlantic Ocean Mediterranean Sea For a video on this project please refer to our Website at: www. guaranteeing trouble-free progression of roadworks in any climate zone. noise-reducing layers BBTM 11 B (PBM 45/80–65) Equipment SUPER 2100-3i with SB 250 Fixed-Width Screed in TP1 version WIRTGEN W 200 Cold Milling Machine 150km up to 11. With its maximum pave width of 13m and its high compacting effort. This is also indicated by the “i” suffix – which stands for “Intelligent Emission Control”– in the name of the new VÖGELE SUPER 2100-3i. binder course and wearing course.Site Report Spain The C-25 motorway north of Barcelona plays an important role in the traffic situation in the Catalan region. The paver’s large cooler assembly and excellent air routing were also important for paving work in this often very hot region.” commented paver operator Josep Maria Ribes. The innovative “EcoPlus” package achieves fuel savings of more than 20% and significantly lowers noise emissions. More power. They ensure perfect cooling of engine cooling water.voegele. hydraulic oil and charge air.5m. All this is achieved by a splitter gearbox with the ability to automatically disengage hydraulic pumps for traction. it is well and truly up to the job. Spain Length of section: Width of section: Paving Details Pave width: Layer thickness: 8 – 11. This new drive technology also greatly impressed the paving team. For one 30km section of the total job site extending over > News & Media > Mediathek Job Site Details Widening of the C-25 motorway near Barcelona. contractor Grupo Sorigue opted to use the new SUPER 2100-3i.5m and economical CUMMINS engine – the new paver is ideal for a job site of this size. Madrid Portugal Barcelona For the extension of the C-25 motorway.

Sabadell Mataró Barcelona 01 // “The new ErgoPlus® operating concept is really great – operating the paver was even easier and safer than before.” Josep Maria Ribes. 02 // The new “dash 3” generation launched by VÖGELE guarantees process safety and paving quality of the very highest standard.Road Widening with the SUPER 2100-3i Girona Vilovi d’Onyar Sant Pere Sallavinera Cervera Blanes 01 // 171.000 tonnes of mix were paved for building the 30km section between Cervera and Sant Pere Sallavinera. Paver Operator Grupo Sorigué 02 // 7 .

The new display is a true highlight for the paver operator: “The four-colour display was always easy to read. hydraulic hopper front.” commented an enthusiastic employee of contractor Grupo Sorigué. ErgoPlus® operating concept for safe working conditions Safe and user-friendly operation of the new paver was important for the high pavement quality. The augers with an auger blade diameter of 480mm also played an important role. all paver components are reset to their previously saved working positions by pressing the button again. Perfect material supply throughout the construction period A total of 171. This large paver achieves laydown rates up to 1. the new “PaveDock Assistant” considerably eases communication between the paver operator and the driver of the feed vehicle. For the SUPER 2100-3i. stopping.100t/h. even under the changing light conditions on the job site.000 tonnes of mix were paved on the 30km section leading away from the town of Cervera. “AutoSet” for easy moving of the paver on the job site The new “AutoSet” function also made moving of the paver from one section of the job site to another extremely easy for the paving team. On the new “dash 3” machine. “PaveDock Assistant” for process safety during material transfer to the paver On the C-25 motorway. and enables a safe and jolt-free supply of the paver with mix. After the paver’s move on site. Screed. During material transfer. dumping mix into the paver’s material hopper or driving away. This ensures that no settings are lost when changing from Pave Mode to Job Site Mode.Site Report 01 // an energy-optimized tamper drive. Another decisive factor for the high paving quality achieved on this job site was the interaction of “PaveDock” with the spring-mounted push-rollers available as an option. the paver operator is also better protected against wind and rain by panels on the side of the operator’s stand. The combination of these two systems maximized process reliability during mix transfer and ensured efficient workflows. augers. a controlled hydraulic oil temperature circuit for reaching the optimum operating temperature quickly and a variable-speed fan. the world’s best and most advanced operating concept ErgoPlus® was optimized even further. saving a great deal of time. For this purpose. two signal lights are mounted on the left and right of the paver’s hardtop. conveyors and deflectors in front of the crawler tracks are set to transport position simply by pressing the Execute button. 8 . the SUPER 2100-3i also brought its outstanding material storage and material handling features into play. They clearly indicate to the driver of the feed vehicle what needs to be done: docking. as they guarantee the optimal head of mix in front of the screed when paving large quantities of material. The proportional control provided for conveyance and spreading of the mix regulated flow rates to precisely match the requirement of material in front of the screed. The optimally designed mix conveying system with conveyors ascending towards the rear avoided segregation and diminished wear of both systems and bearings.

” This was the feedback received by Toni Solé from EMSA Maquinaria y Proyectos.5m was easier than building a cycle path.5m. the new SUPER 2100-3i was quickly and safely prepared for a move on site at the touch of a button. paving asphalt over a width of 11. 02 // 03 // 9 . The four new lanes of the Spanish C-25 motorway in the north-east of the country are now open to motorists since September 2012 after a construction period of just one year. All in all. 02 // With the “AutoSet” feature.Road Widening with the SUPER 2100-3i 01 // Both lanes were paved without joints over a total width up to 11.L. the VÖGELE sales partner in Spain. the ultra-modern technology and easy and intuitive operation of the SUPER 2100-3i made it possible to achieve a perfect paving result – right on time. Hitch-free paving and perfect quality The contractor’s verdict on the paving project was thoroughly positive. “With the SUPER 2100-3i. S. 03 // Simple and intuitive screed operation with the screed console.

This prompted the German Road and Transportation Research Association (FGSV) to organize a colloquium devoted to an all-round discussion of compact asphalt pavements. this method was officially approved by German authorities in early 2012 for use in road construction.Top Feature FGSV Colloquium on Compact Asphalt Pavements Compact Asphalt Pavements Part 1 // FGSV Colloquium Compact asphalt pavements win the day. RoadNews was there and has prepared the following report on this meeting of high-ranking experts. 10 . Following a phase of intensive testing and analysis. InLine Pave® Gets a “Knighthood” A highly efficient method for producing two prime quality asphalt layers with two pavers in a single pass – that’s InLine Pave® from VÖGELE in a nutshell.

FGSV Colloquium on Compact Asphalt Pavements PART 1 Population density. Quality boosted by compact asphalt pavements As the various papers clearly showed. It stands out not only technically. This ensures that shear stresses are discharged from the asphalt wearing course more effectively than with any other construction method. developments in traffic and transport and Germany’s location in the heart of Europe have resulted in high traffic loads for its road network. The InLine Pave ® method developed by VÖGELE is such a technology. as they are not just “glued” together. compact asphalt pavements have several technical advantages. This is rather like receiving a “knighthood”. Durability is one of the most important aspects. too. In his paper. but also economically and was included in the German catalogue of construction methods as a standard method in early 2012. It results from the particularly stable bond between the binder course and the wearing course. Through this mechanical relief. industry and administration. New technologies are needed to build and service roads economically and to prepare our network of roads for tomorrow’s loads.” 11 . as Rupert Schmerbeck from the Motorway Directorate in Southern Bavaria aptly described it during the FGSV colloquium. In addition. Interdisciplinary committees prepare the documents required for the technical rules and standards. and subsequently report on the latest developments to the trade public at such meetings as the colloquium in Kassel. their axle loads are rising. the service properties of the asphalt surfacing are preserved for a significantly longer period of time. Not only is the number of lorries increasing. described the effect as follows: “Compact asphalt pavements mean a leap in quality: rutting is effectively eliminated. gross loads of 60 tonnes or more are also becoming increasingly frequent on European roads. The FGSV’s declared aim is the further development of the road and traffic system through the interaction of science. but also interlock. Germany. Dittmar Marquordt from the road construction authority of Saxony-Anhalt.

” Like many other speakers. To date. Successful application in all construction classes Thinner wearing course The experts also agreed that compact asphalt pavements are Compact asphalt pavements also yield advantages as regards the road structure. but also on most other roads. inviting tenders for numerous projects and monitoring them. degree of density are exactly as specified and the roadway has so far been able to withstand the enormous stresses without damage. the new road design comprises a 10cm binder course under a 2cm wearing course cost-efficient not only on motorways and high-speed roads of the highest construction class SV.Top Feature 01 // And he should know. which is used by many lorry drivers to bypass the A2 motorway on which they would have to pay toll fees. When rehabilitating “conventional” pavements. The technology is currently being tested on smaller municipal roads of the lower construction classes. the funds saved here are invested in lighter road construction materials with better grip. Well over 1. as well as for industrial areas. “Traffic is heavy on this part of the regional L 52 road. he concluded that “the concept of a modified layer thickness works”. Experience has shown that a compact asphalt pavement with a two centimetre thinner wearing course on a two centimetre thicker binder course also produces outstanding long-term results. As several of the speakers explained. combinations of binder and wearing course. the capital of Saxony-Anhalt. the voids content and Compact asphalt pavements can be used both for building new roads and for rehabilitation of existing roads. Dittmar Marquordt reported on a typical case: a regional road near Magdeburg.000m2 of compact asphalt pavement have already been constructed in the region for which he is responsible.000. The results obtained so far are promising. Although the asphalt was paved in critical autumn weather conditions. for the layer thickness can be modified towards thinner wearing courses. Ideal for new construction and pavement rehabilitation 12 . as well as base and wearing course have successfully been built for roads of construction classes I – IV. for the Land of Saxony-Anhalt was actively involved in the development process.

Several speakers reported that the “pioneers of compact asphalt pavements” were therefore received with open arms in many countries of the world. for it has so far impressed every customer. was one of those convinced.FGSV Colloquium on Compact Asphalt Pavements PART 1 instead of the previous 8cm binder course and 4cm wearing course. the bond between layers and hence the load-bearing capacity are improved.” Being able to use the considerable heat potential which permits paving at lower outside temperatures is another advantage for him. from the Land authority for roads and transportation in Lower Saxony. Paving proceeds more quickly. 02 // In Germany. And. 03 // The audience listened closely to the papers presented by top-level speakers. The advantages are three-fold: less of the valuable wearing course material is needed. 03 // 02 // 13 . He works in construction management and was already familiar with the method: “Compact asphalt pavements offer advantages both economically and in terms of construction technology. for instance.” Worldwide potential Highways authorities throughout the world are interested in building strong. thus saving time. have clearly shown: this technology has a promising future. durable and therefore sustainable roadways. as the results of projects in the Netherlands. the FGSV committees are responsible for drawing up and updating the technical rules and standards in road construction. and both layers are paved in a single pass. with shorter construction periods and less nuisance to traffic. Denmark. 01 // The participants used the colloquium for an intensive exchange of views. Friedhelm Vogt. Optimized job-site management The positive experiences and numerous possible applications convinced the colloquium’s participants of the advantages of compact asphalt pavements. as a contracting party: “It increases our flexibility without having to compromise on quality. Switzerland and Lithuania.

road operators. There is a Future for Compact Asphalt Pavements Compact asphalt pavements yield advantages for planning engineers. During the colloquium of the German Road and Transportation Research Association (FGSV). All road construction experts agree on this point.Top Feature Compact Asphalt Pavements Part 2 // Interviews Talking with the experts. 14 . advantages and future with four experts from very different areas of road construction. RoadNews discussed the technology’s possibilities. contractors and road users.

” “Efficient construction.FGSV Colloquium on Compact Asphalt Pavements PART 2 On page 16 On page 17 Interview with Volker Schäfer Interview with Rudi Bull-Wasser “An economical construction method with a service life of at least 20 years. little need for rehabilitation.” “Saving resources – improving long-term durability. long use.” 15 .” On page 18 On page 19 Interview with Rupert Schmerbeck Interview with Helmut Renze “I expect a clear extension in a road’s durability.

asphalt pavements? Volker Schäfer: Quite simply because the stresses to which our roads are being subjected are increasing constantly.” RoadNews: Mr Schäfer. It is now the turn of the authorities and the construction industry to invite tenders for this technology. and so on. Our job is done. but the vehicles’ capacity utilization and hence their actual axle loads are increasing. it has now been recognized as a standard method in Germany and consistently described. Why? Volker Schäfer: Due to the positive experiences and the method’s technical possibilities. The roads have not grown. In this case. Compact asphalt pavements are just as suitable for roads with light traffic. In 2006.000 cars with an axle load of 0. Brake. the compact pavement comprises the base course and the wearing course. to be precise. I have also been working on the subject since then. you headed RoadNews: Why do we need compact Volker Schäfer. 16 . Germany Publicly appointed and sworn expert for asphalt paving in road construction and lecturer for further education courses on asphalt technology at Darmstadt Technical University. Schäfer Consult. That is why we need road structures capable of bearing these loads in the long term. they have a service life of at least 20 years. to offer it and to use it accordingly. while one with an axle load of 12t produces twice the stress. The stresses imposed on our roads by these RoadNews: A re compac t aspha lt pavements only suitable for roads with high traffic loads? Volker Schäfer: Most definitely not. Germany. For example: a lorry with an axle load of 10t is equivalent to about 160. Precisely that is achieved with compact asphalt pavements. All the tools needed for tendering and invoicing compac t aspha lt pavements a re available. RoadNews: This working party was discontinued in early 2012. In short.Top Feature Compact Asphalt Pavements “An economical construction method with a service life of at least 20 years. axle loads are rising disproportionately – by the power four. How long have you been working on this subject? Volker Schäfer: Road constr uction engineers have been considering the idea since the mid-1990s. our roads are increasingly having to cope with ever heavier loads. What’s more. Our job was to define the paving method and monitor its integration into the German technical rules and standards. and an axle load of 13t results in three times the load.5t. the FGSV set up a working party under my leadership. Take for instance the “just-on-time” deliveries in industry and trade which have resulted in a growing number of transports. the working party investigating compact asphalt pavements.

In such a situation. as a representative of the Federal Highway Research Institute (BASt). you view the subject of compact asphalt pavements from a government vantage. In addition to a good team of innovative engineers. RoadNews: What has your authority done to promote this technology and help it become a standard method? Rudi Bull-Wasser: Federal and Land gove r n me nt s h ave c o n s i s te nt ly Rudi Bull-Wasser. we want to promote innovation but tight budgets make it impossible to support every technology. Compact asphalt pavements are a step in the right direction. we have worked in various committees to establish the formal basic conditions needed to build more roads using this method in the future. for they save resources.” RoadNews: Mr Bull-Wasser. promoted this technology. They are also sustainable on account of their optimum bond between layers and consequently their better long-term durability. It is also a political objective in Germany. we could miss out on some great opportunities. What does the Federal government expect of this innovative construction method? Rudi Bull-Wasser: We make sure that the people in our country can use the best possible infrastructure for their commercial and private purposes. 17 . VÖGELE is one manufacturer who contributed a great deal towards the development of this constr uction method. As the “owner” of the motorways. for over 20 years actively involved in many national and international working parties on the further development of road construction technology. farsightedness and perseverance in order to survive the difficult times when developing a new product. RoadNews: What part do the machine manufacturers play in this process? Rudi Bull-Wasser: What we need is innovative companies who develop new technologies and who will pursue the idea with a great deal of initiative and ingenuity. Saving resources is another important aspect. the BASt has selected suitable test roads for it in collaboration with Land authorities and taken over scientific monitoring of the paving process and further development of the asphalt pavements. That is the greatest challenge. Germany Head of the BASt’s asphalt construction department. Executive Senior Government Official at the Federal Highway Research Institute (BASt). RoadNews: What was your greatest challenge? Rudi Bull-Wasser: As a public authority. At the same time. it is therefore vital to identify the most promising ideas and to pursue their development. For if we do not recognise a good idea when we see it. this requires courage. Bergisch Gladbach. we are therefore interested in durable pavements on which traffic can flow safely and without disruptions.FGSV Colloquium on Compact Asphalt Pavements PART 2 Sustainable Technology for our Heavily Trafficked Road Network “Saving resources – improving long-term durability.

road database. This promises better compaction and consequently a longer service life.” RoadNews: Mr Schmerbeck. Munich. on the one hand. RoadNews: In your opinion. k inds of constr uction project are particularly suitable for this method? 18 . The layer package cools very much more Rupert Schmerbeck: I consider compact asphalt pavements to be a good alternative when building new roads and for extension projects. To us as the people responsible for the operation of roads. Some forecasts claim a two-fold extension in durability – so far. but it is certainly possible. for example.. We also have high expectations as regards stability.Top Feature Forecasting the Service Life of Roads “I expect a clear extension in a road’s durability. we expect the roads to last considerably longer due to the bond between layers. It can be significantly reduced by using this method. as well as for extensive rehabilitation of wearing courses. for we want to minimize or preferably avoid any kind of nuisance leading to traffic congestions. The extent to which the layers interlock is definitely better than in a conventionally built pavement. as well as construction and geo-technology in the department of central affairs. RoadNews: What do you expect with Rupert Schmerbeck. We also expect lower costs for pavement rehabilitation. as it will only be necessary to mill off and repave a very thin surfacing. this is a matter of particular importance. Head of Department in the Motorway Directorate in Southern Bavaria. We will certainly not obstruct contractors and also welcome alternative bids. excluding roadbase. One concerns the time required for paving. Germany Responsible for road construction Rupert Schmerbeck: On the whole. and the good compaction on the other. What do you expect of compact asphalt pavements? Rupert Schmerbeck: Our expectations are very specific. you are slowly than the individually paved layers.. that has neither been proved nor disproved . I hope that this method will soon be used for more projects in Bavaria. We also know that the thicker packages make for more efficient heat distribution inside the asphalt package during the paving process. preservation management. which regard to preservation measures? responsible for affairs on the motorways of southern Bavaria.

long use. For us. This is also confirmed by the fact that. sections should not be too small. Firstly because it produces roads of high quality and secondly because it significantly reduces the time needed for paving. For rehabilitation projects. rutting effectively does not form on roads with compact RoadNews: paving? Helmut Renze: T he RoadNews: A re t here a ny ot her advantages for you as a contractor? Helmut Renze: The paving season has become longer. RoadNews: Your company has built numerous compact asphalt pavements. This method is extremely economical due to the high quality of the roadways.FGSV Colloquium on Compact Asphalt Pavements PART 2 Longer Season for Paving Work “Efficient construction. Papenburg. 19 .000m2. the future hold for compact asphalt Helmut Renze: T he brea kt h rough will come in PPP projects (PPP = Public Private Partnership). what does One point that must be mentioned is that all customers have so far been highly satisfied with the quality of the asphalt pavement.” RoadNews: pavements? Mr Renze. KG. as the heat storage properties of compact asphalt pavements con st r uc t ion What is the key to successful asphalt pavements. cost-efficiency starts with 40. What’s more. so far as we know today. and the resultant lower voids content of the finished layer ensure perfect conditions for excellent resistance to ageing. I also recommend creating a level base by 3-dimensional profile milling of the asphalt layers. What has been your experience to date? Helmut Renze: Our experience has been very good. Helmut Renze. we set great store on the advantages of this construction method. He learned construction from the ground up and has worked in the construction industry since graduating. shear forces are optimally discharged into the lower layers through the interlocking between wearing course and binder course. especially in the long term. meaning that several projects have to be postponed until the colder months. even after many years. Unfortunately this finding is not yet reflected in public invitations to tender today. We are exceedingly pleased that this method has now become firmly established as a standard method in Germany. however. these two factors yield a major advantage for all partners in a project. little need for pavement rehabilitation. This ensures high cost-efficiency and greater traffic safety. with savings of up to 50%. This is excellent news for public authorities. allow us to respond a great deal more flexibly in the transitional period than ever before. Together. As a contractor in the industry. Germany RoadNews: Why? Helmut Renze: H ig h compac t ion You swear by its durability. as their budgets are often only determined during the course of the year. That is a point which. Technical Director of Johann Bunte Bauunternehmung GmbH & Co. contributes greatly to the long-term stability of a road structure.

Top Feature Compact Asphalt Pavements Part 3 // Invitation to Tender Inviting Tenders for Compact Asphalt Pavements: A Simple Matter Many professionals are now aware of the advantages of compact asphalt pavements. 20 . But how do you invite tenders correctly and completely for a construction project using this method? RoadNews has compiled some of the most pressing questions and answers.

Example B (see page 23) shows a specimen for urban roads of load class BK3.fgsv-verlag. I and II according to RStO 01). Question 5 How can contractors tender compact asphalt pavements although conventional construction has been requested for a project? They can submit an alternative bid – these are welcomed by many of the offices inviting tenders. Question 7 Compact asphalt pavements were predominantly developed and tested in Germany.asphalt. The data sheet can be ordered through the website of the FGSV publishing house (www. These specimen texts for inviting tenders for compact asphalt pavements and a great deal more are contained in the guide “Inviting tenders for asphalt works. They can be taken from the standard bill of quantities for asphalt works and adapted to the requirements of the particular project. They primarily differ with regard to the layer thickness and choice of aggregate size. Most of the details can be adopted for countries with a climate similar to that in Germany. Contractors can use text blocks published by the German Asphalt Association (DAV) in Bonn for these alternative bids (see examples on pages 22 and 23). Example A (see page 22) shows a specimen for highly trafficked roads of load classes BK100 to BK10 according to the Guidelines for Standardization of the Superstructure of Roadways (RStO 12) (formerly: construction classes SV.2 according to RStO 12 (formerly: construction class III according to RStO 01). Question 3 For which load classes (formerly: construction classes) are specimen texts available? Specimen texts are available for various different kinds of road. How can this construction method be used in other countries? Applying the rules and standards to other countries is basically not a problem. naturally with due regard for the materials available in the region concerned. 21 . Question 6 Where can one find further information concerning this construction method? Useful information can be found in the “Data Sheet on Compact Asphalt Pavement Construction (M KA). the Supplementary Technical Contractual Terms and Guidelines for the Construction of Asphalt Roadways (ZTV Asphalt-StB) must be validly agreed in the construction contract and in the description of work. edition 2010” which is published by the German Asphalt Association (www. The German Asphalt Association (DAV) in Bonn has drawn up corresponding A revised edition with updated tests for compact asphalt pavements is due to be published in January 2013.FGSV Colloquium on Compact Asphalt Pavements PART 3 Question 1 Why is it that invitations for tendering compact asphalt pavements are still not common? Question 4 Are there any other contractual points to be noted? One important detail must not be overlooked: when inviting Since this method has only recently become established as a standard method. tenders for compact asphalt pavements in Germany. Question 2 Are specimen texts available that can be used as a guide when inviting tenders? Specimens do indeed exist for inviting tenders for all works associated with this construction method. the climatic conditions result in corresponding technical requirements for aggregate and binder which must be adapted when wording the invitation to the parties inviting tenders have little experience when it comes to the choice of materials or to ensuring that their invitations to tender are correctly worded and complete. edition 2011” published by the German Road and Transportation Research Association (FGSV). In other regions.

m² of asphaltic binder course made from AC 22 B S • Place binder course of asphaltic binder AC 22 B S. 1. • For traffic areas of load class BK100 (formerly: construction class SV). • For traffic areas of load class BK100 (formerly: construction class SV).Top Feature Specimen Texts for the Bill of Quantities Example A for highly trafficked roads Load classes BK100 to BK10 according to RStO 12 (formerly: construction classes SV. 1. • Bottom layer of a compact asphalt pavement built “hot on hot”..1 ) Placing .. • Filler = limestone. • Binder = 25/55-55 A.. category CC 70. • Layer thickness = 2cm.2 ) Placing . • Coarse mineral aggregate = Category C 100/0. • Coarse mineral aggregate = Category C 100/0. • Top layer of a compact asphalt pavement built “hot on hot”. m² of asphalt wearing course made from SMA 8 S • Place wearing course of stone mastic asphalt SMA 8 S. Structure 2cm Wearing course Type of Asphalt Stone mastic asphalt Type of Asphalt Mix SMA 8 S Binder 25/55-55 A 10cm Binder course Asphaltic binder AC 22 B S 10/40-65 A Tack coat 18cm Base course Mix for asphalt base course AC 32 T S 50/70 22 . • Binder = 10/40-65 A.. I and II according to RStO 01). • Layer thickness = 10cm.

2 (formerly: construction class III). Structure 2cm Wearing course Type of Asphalt Stone mastic asphalt Type of Asphalt Mix SMA 8 S Binder 25/55-55 A 8cm Binder course Asphaltic binder AC 16 B S 25/55-55 A Tack coat 10cm Base course Mix for asphalt base course AC 32 T S 50/70 23 . • Filler = limestone.2 (formerly: construction class III). Example B for urban roads Load class BK3. • Coarse mineral aggregate = Category C 100/0. • Layer thickness = 8cm.FGSV Colloquium on Compact Asphalt Pavements PART 3 The German Asphalt Association (www.1 ) Placing .. m² of asphaltic binder course made from AC 16 B S • Place binder course of asphaltic binder AC 16 B S. • For traffic areas of load class BK3. m² of asphalt wearing course made from SMA 8 S • Place wearing course of stone mastic asphalt SMA 8 provides wording for several invitations to tender in its guide “Inviting tenders for asphalt works”. 2...2 according to RStO 12 (formerly: construction class III according to RStO 01). An updated version with specimen texts for compact asphalt pavements is due to be published in January 2013. • Coarse mineral aggregate = Category C 100/0. • Layer thickness = 2cm. • Binder = 25/55-55 A. • Bottom layer of a compact asphalt pavement built “hot on hot”.. category CC 70. • Binder = 25/55-55 A.asphalt. • For traffic areas of load class BK3. 2. • Top layer of a compact asphalt pavement built “hot on hot”.2 ) Placing .

Top Feature InLine Pave® : Simply the better alternative for planning. the road’s service properties and. 24 . The method selected influences the speed at which the road project advances. contracting authorities and contractors always have to balance the technically feasible solutions against the costs. He spoke with RoadNews about his experience of the paving process from the vantage of a contractor with a constant eye on both the quality of his work and its cost-efficiency. construction and use of roads. Planning engineers. last but not least. Lars Keller has already carried out numerous projects using the InLine Pave® technique developed by VÖGELE. its sustainability. Every Step in the Process is Better Constructing and rehabilitating roads are complex processes. environmental factors and quality. Compact Asphalt Pavements Part 4 // InLine Pave® Drill cores from an InLine Pave® asphalt pavement: the 2cm wearing course interlocks perfectly with the 10cm binder course. its cost-efficiency.

you risk a loss of quality often associated with a much rougher surface. we tell you what to look out for when using pave width reduction systems. andré felchner. the required pave width is often narrower than the screed’s basic width. while significantly reducing the time required for the paving work.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 25 19 reduction systems for the Tightest pave Widths VÖGELE offer cut-off shoes for pave widths narrower than the basic width of the AB 200. water or telecommunication infrastructures. aB 340. These are fitted to the side plates. Germany. provides “Tips & Tricks from practical applications”. What to do when the pave width is narrower than the screed width? When backfilling tight trenches or channels for gas. These guarantee a consistently high pavement quality. The smarter option: using pave width reduction systems for the aB 200. He is an expert in both practical applications and paver technology and also conveys his knowledge to paving teams from all over the world in VÖGElE training courses and workshops. so if you choose to pave manually. AB 500 and AB 600 Extending Screeds. AB 340. aB 500 and aB 600 Extending screeds. . In this issue of Tips & Tricks. Head of applications Technology at VÖGElE.

system for pave Width reduction for aB 200 screeds system for pave Width reduction for aB 340. please take note of the following before beginning with the installation: 1 secure the paver against rolling away. . for safety reasons. set the ignition switch to the “0” position.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 25 19 function and installation of systems for pave Width reduction VÖGElE’s system for pave width reduction reduces the space for the mix in front of the basic screed. lower the screed onto wooden blocks. The cut-off shoe has a defined width by which the pave width is reduced. An appropriate flat iron (3) is attached to the cut-off shoe depending on the desired layer thickness and the degree of subsequent compaction by rolling. This allows the pave width to be varied infinitely. 2 3 4 remove the ignition key. The cut-off shoe (1) is fitted to the side plate (2) using fastening screws. The pave width is infinitely variable. Then shut down the machine. install the system for pave width reduction. The cut-off shoes form a kind of funnel that narrows the space in front of the basic screed. aB 500 and aB 600 screeds 2 3 1 2 1 The cut-off shoe (1) is fitted to the side plate (2) using fastening screws.

the screed floats in precisely the same way as when paving without cut-off shoes. Pave width reduction system for AB 500 screed with 10mm flat iron. The VÖGELE systems for automated grade and slope control can be combined with non-contacting acoustic sensors (in this case the multi-cell sonic sensor). A 10mm flat iron is available for the cut-off shoe of the AB 340 screed. NIVELTRONIC Plus® in the case of the AB 340. This guarantees accurate paving results and superb compaction when working with the system for pave width reduction. .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 25 19 paving with systems for pave Width reduction a certain amount of experience is needed when paving with systems for pave width reduction. This means the thickness of the layer concerned is variable via the screed tow point rams and controlled via the system for automated grade and slope control. and NIVELTRONIC® or NIVELTRONIC® SC (Single Channel) in the case of the AB 200 Extending Screed. you can choose between flat irons of 5mm or 10mm. Tip 1 The right flat iron for the right layer thickness When using the systems for pave width reduction for AB 500 and AB 600 screeds. AB 500 and AB 600 Extending Screeds.e. or with mechanical grade sensors. This depends on the degree of subsequent compaction by rolling and the material being paved. Tip 2 automated grade and slope control possible with systems for pave width reduction When using the VÖGELE system for pave width reduction. our tips will enable you to easily achieve a very high level of pavement quality. i.

85 – 0.5m pave Width reduction (see diagram below) setting of pave Width adjustment of pave Width Thickness of flat iron 1. screed compatible with aB 200 SUPER 700 SUPER 800 aB 340 SUPER 1100-2 SUPER 1103-2 SUPER 1300-2 SUPER 1303-2 aB 500 SUPER 1600-2 SUPER 1603-2 SUPER 1800-2 SUPER 1803-2 SUPER 1900-2 SUPER 2100-2 SUPER 3000-2 aB 600 SUPER 1600-2 SUPER 1603-2 SUPER 1800-2 SUPER 1803-2 SUPER 1900-2 SUPER 2100-2 SUPER 3000-2 3.0m ..5m 1.1m 0.55 – 2.0 – 2.75m 1.0m from the paver operator’s console infinitely variable from the paver operator’s console infinitely variable when fitting the system infinitely variable when fitting the system infinitely variable 10mm 5mm or 10mm 5mm or 10mm aB 200 aB 340 0.75m 2.0m 2..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 25 19 at a glance .5m 3. … Here you see all screeds with optional systems for pave width reduction and the compatible pavers.1 – 0.85m aB 500 aB 600 2.55m 2.5m 1.

” RoadNews: Mr Keller.1m in height and 3m in width for transport – with these standard dimensions they can be transported in exactly the same way as any other paver. Lars Keller is head of working party 7.FGSV Colloquium on Compact Asphalt Pavements PART 4 “One method – unlimited possibilities. too. Here is his report of his practical experience of building compact asphalt pavements. Germany have to work cost-efficiently. They measure 3. Another aspect that should not be underestimated is the short time needed to set up the pavers on site. RoadNews: As a businessman. you are familiar with compact asphalt pavements from your everyday work and have already planned and carried out several projects. Winkler KG. you Lars Keller: The ease with which these slightly modified standard machines can be transported is a great advantage. InLine Pave® is by far the best. RoadNews: Which properties of the InLine Pave ® process developed by VÖGELE do you consider to be important when planning and organizing projects with this technology? The SUPER 2100-2 IP also stands out through its transport height of 3. Bremen. Managing Director of F. investing in this technology does not mean concentrating exclusively on the building of compact asphalt pavements. 25 . That is very important. In other words. economic and technical advantages.4 “Construction technology” of the Road and Transportation Research Association (FGSV). What do you consider to be the most important economic advantage of InLine Pave®? Lars Keller: It lies in the high level of machine utilization. This makes it much easier to plan InLine Pave® jobs. Lars Keller. for every contractor can use InLine Pave ® machiner y from VÖGELE for conventional paving work. How do you rate InLine Pave ® on the basis of your experience? Lars Keller: Of all the various technical solutions available for building compact asphalt pavements. This method offers organizational.1m and transport width of 3m.

which contains a relatively small amount of binder. These results also show that a very high level of precompaction is achieved throughout the entire layer thickness. high quality is always assured and the existing pavement is not damaged when rehabilitating other areas. As a result. One of the reasons for this lies in the high compaction of the binder course. Extremely good precompaction of the bottom layer means that it does not have to be compacted through the wearing course. The decrease in subsequent compaction by rolling also significantly reduces the risk of irregularities. What can you tell us about the evenness of asphalt pavements built with InLine Pave®? 01 // 02 // 26 . The comparatively thin wearing course with more bitumen is then precompacted by the paver and subsequently compacted to its final density by rollers. It influences the road’s service properties and sustainability. Very good results are obtained using the oscillation rollers built by HAMM. Have you measured this? Lars Keller: Yes. We have consistently measured densities between 97 and 99% behind the AB 600 High Compaction Screed in TP2 Plus version.Top Feature RoadNews: Let us turn to the paving process itself: what are the main technical advantages here? Lars Keller: The high degree of compaction is clearly an advantage. This minimizes the risk of the wearing course being mixed with the layer underneath. for it is only the thin wearing course that needs final compaction by rolling. they also yield yet another advantage: oscillation prevents damage to the cold roadway at the joint between old and new asphalt pavement. even on thin pavements and do not displace the material. RoadNews: Evenness is a point that immediately comes to mind when speaking of “quality”. RoadNews: Speaking of rollers: how many and which rollers do you use for final compaction of the asphalt layers? Lars Keller: Only a few rollers are needed. In rehabilitation projects and when paving “hot to cold”. RoadNews: You say that compaction of the bottom layer – that will usually be the binder course – is excellent. These dynamic compactors are highly efficient.

02 // Ideal compaction of an InLine Pave® surfacing using oscillation rollers made by HAMM.3m.FGSV Colloquium on Compact Asphalt Pavements PART 4 01 // The AB 600 Extending Screed in TP2 Plus version achieves a density of around 98% in the binder course. 03 // Measuring the degree of density in the wearing course directly behind the AB 500 TV Extending Screed. 03 // 27 . such as this HD+ 140 VO with a maximum working width of 2.

Top Feature 28 .

29 .FGSV Colloquium on Compact Asphalt Pavements PART 4 Economical and sustainable paving “hot on hot” with two VÖGELE pavers and the PowerFeeder MT 3000-2 Offset.

01 // 30 . My experience has shown that the method works on motorways. as in a conventional project. trunk roads. county roads and urban roads above a certain minimum size. This has been confirmed in all projects to date. the two-layer porous asphalt. That is only possible with InLine Pave®. using InLine Pave®. RoadNews: Sounds like you have already placed a variety of materials using the InLine Pave® method. such as paving asphalt on bridge decks. RoadNews: One last question concerning paver operation. Minor irregularities in the base are largely eliminated by the paver for the binder course and the rest is levelled out by the paver for the wearing course. have you come across any special features to be taken into account when working with an InLine Pave® train? Lars Keller: No.Top Feature Lars Keller: It’s all good news. Each of the two pavers achieves excellent evenness through its self-levelling property. VÖGELE’s operating concept ErgoPlus® is well known for its user-friendliness. The pavers’ operation is virtually no different from that of a conventional paver. while the other paver continues working. this technology is cost-efficient for lot sizes from 10. as well as wearing course and base course. We have combined binder course and wearing course.000m2 upwards. Is that also true of the InLine Pave® machines? Lars Keller: Most definitely. RoadNews: After so many projects. The paver for the binder course then restarts after the bridge. A 5cm irregularity under the binder course is reduced to just 2mm on the wearing course – ideal conditions for a perfectly level pavement. The paver operator doesn’t need to lift a finger. The operators do not need any lengthy training. just some noteworthy opportunities. In my opinion. A great deal of slumbering potential can be exploited here with a clever team and well organized logistics. We have even built roads with ZWOPA. This also makes InLine Pave® financially attractive for smaller firms. Jobs like this can be integrated into the process superbly with InLine Pave® : the paver for the binder course simply stops before the bridge. For what kind of projects have you used this method? Lars Keller: We have used it for projects of various sizes and for roads of different construction classes.

04 // 31 . 03 // While the paver for wearing course places asphalt on the bridge. 02 // Another example: rehabilitating a motorway with two-layer porous asphalt (ZWOPA) across a width of 7. the other two InLine Pave® machines leave the road via an embankment and continue their work directly after the bridge.FGSV Colloquium on Compact Asphalt Pavements PART 4 02 // 01 // The versatility of InLine Pave® – for instance. such as this 7. 03 // 04 // Like all other VÖGELE pavers. for building new roads. the SUPER 2100-2 IP is operated via ErgoPlus® consoles.5m wide trunk road.5m.

Site Report Highest precision for the “Überflieger”. the high-flyer. SUPER 1600-2 Paves Low-Noise Wearing Course for New Bridge 32 .

7m 2. routes inbound traffic from the south into the city’s “MedienHafen” port regeneration district. Germany. Germany North Sea Berlin Netherlands Poland Belgium Düsseldorf Germany Czech Republic France Switzerland Austria Job Site Details Paving asphalt with optimized noise-reducing properties on the “Überflieger” bridge in Düsseldorf.5cm 265m 6m 33 . The wearing course for this project was paved by a tracked SUPER 1600-2 using asphalt with optimized noise-reducing properties.SUPER 1600-2 Paves Wearing Course The new “Überflieger” bridge in Düsseldorf. Germany Length of section: Width of section: Paving Details Pave width: Layer thickness: Material Wearing course: asphalt with optimized noise-reducing properties Equipment SUPER 1600-2 with AB 500 Extending Screed in TV version 5.

An important element of this large-scale urban project is the new traffic concept.Site Report The SUPER 1600-2 meets the high evenness requirements of the “Überflieger” bridge with ease. Asphalt work on bridges is always challenging due to the confined spaces. The AB 500 Extending Screed in TV version placed the wearing course without joints 34 . It was also necessary to profile the protective layer. art and media sectors. KG was charged with carrying out the asphalt work on the bridge. a drainage channel some 30cm wide was created on one side of the road. In this case. The transformation of parts of the Düsseldorf port into a modern office and residential area called the “MedienHafen” is aimed at attracting companies from the advertising. This high-precision paver is perfectly designed for the special conditions on the job site. northbound traffic turning left is routed from Völklinger Strasse into Plockstrasse without having to negotiate a crossing. Special demands on the mix The Special Construction West department of contractor Kemna Bau Andreae GmbH & Co. For paving the wearing course with optimized noise-reducing properties. as it is known. it was even more difficult because of the different build-up of layers in comparison to standard road paving projects. In addition. Maximum evenness required The wearing course was then paved using a material with optimized noise-reducing properties. Base course of mastic asphalt A protective layer of mastic asphalt served as a base for the low-noise pavement. which also includes the construction of a bridge with an asphalt wearing course featuring optimized noise-reducing properties. The name of the bridge is derived from the elegant suspension of the road on two steel arches and routing of traffic high above the road crossing. as well as the special demands which asphalt with optimized noise-reducing properties makes on the paving process. This layer was a seal between the concrete structure and the wearing course. On the “Überflieger” bridge. as the pronounced curve of the bridge required paving with a variable crossfall. the company used a SUPER 1600-2 with AB 500 Extending Screed in TV version from VÖGELE.

however. Sealing protects the underlying layers. “The team members were able to concentrate fully on precise paving of the wearing course. Source: Notes on paving asphalt wearing course with optimized noise-reducing properties for municipal road construction. it pushes the material under the screed. The setting of the tamper was adjusted to suit the layer thickness and the pave speed. the extending screed with its variable pave width was a definite advantage. The material only absorbs the noise. or “whispering asphalt” as it is commonly known. as you are working right next to the railings. [2] Low-noise wearing courses therefore have a “plateau with valleys” structure – the tyre deformation is minimized. In these confined conditions.5cm. a pre-compaction between 50 and 70% was achieved. is gaining in popularity.” The result: almost inaudible traffic Asphalt with optimized noise-reducing properties.1m per minute that enabled precise paving of the surfacing including connections. as it reacts extremely quickly and precisely to changes in the pave width. The maximum permitted variation in evenness was 4mm over a distance of 4m.7m and a thickness of 2. Easy operation proves its worth The easy operation of the VÖGELE paver once more proved invaluable. to a width of 5.” commented Site Manager Thorsten Schäfer. especially in urban developments as in Düsseldorf. only the tamper was used. 2010. The paver must also create an absolutely even surface. by the slow pave speed of 1. Secondly. “The ErgoPlus ® operating concept is a great boon. both for new construction projects and rehabilitation work.roadnews. This was achieved. oNliNE RoadNEWs More information on low-noise wearing course is featured in RoadNews Online (Issue 21) at www. its dense aggregate structure with a low fines content and a voids content of less than 6% by volume. Ruhr University Bochum. The paving material’s high resistance to deformation ensures that the surface is durable and effective as a noise-reduction measure. 35 . if it is paved with great precision (see box on “Asphalt with Optimized Noise-Reducing Properties: Principle and Paving”). Thanks to its many years of experience and sophisticated VÖGELE machine technology. [1] [2] [3] [4] [1] The rolling noise of the tyres occurs when trapped air escapes and also due to uneven surfaces.SUPER 1600-2 Paves Wearing Course Asphalt with Optimized Noise-Reducing Properties: Principle and Paving An asphalt wearing course with optimized noise-reducing properties reduces the tyre and road noise due to its concave surface structure (plateau with valleys). Driven by an eccentric shaft. Asphalt with optimized noise-reducing properties must be paved as a thin layer with a thickness of 2 to 2. this being very important for reducing noise and ensuring the durability of the surface. On this on the one hand. This is especially important on a bridge.5cm. Continuous operation of the paver during paving is essential to prevent temperature fluctuations and to ensure a uniform pavement quality. [3] [4] The noise is dissipated by cavities in the layer. the highly qualified Kemna paving team was able to achieve a perfectly even road surface.

A World-Class Surface Created with the SUPER 800 36 .Site Report VÖGELE lay the foundations for an exciting competition in Italy.

Boccia is played on an even and perfectly levelled sand surface. 37 . The aim of the game is to position your own balls closer to a so-called jack (pallino) than those of the opponent. from 4 to 9 September 2011 and was the sporting highlight of recent years for the country and the town. divided into courts of a specific size by boundary planks of wood or another non-metallic material.New Surface for Sport Stadium with SUPER 800 2011 Boccia World Cup The Boccia World Cup competition was held in Feltre. Italy.

38 . Italy into a boccia stadium Length of section: 60m Width of section: Paving Details Pave width: Layer thickness: 2m base course 5 – 11cm binder course 7cm surfacing 2cm Material Base course: Binder course: Surfacing: Equipment SUPER 800 with AB 200 Extending Screed in TV version HAMM HD 8VV Roller cement mix with a cement content of 10% bitumen mix special sand 30m The 2011 Boccia World Cup in Feltre. an ice-skating rink. 2cm thick. this surface was too smooth for the specified sand layer required for playing boccia. Italy. Italy Switzerland Austria France Feltre Italy Rome Mediterranean Sea 01 // Job Site Details Conversion of the ice-skating stadium in Feltre. for a short time. was an event that is on par with the Olympic Games when it comes to its importance for the town.Site Report 01 // The 3-layer surface was placed on a high-strength geotextile sheet. However. The number of competing nations and the strict procedural regulations of the competition required a roofed building with a sufficiently high span that allows several competitions to be held at the same time. Innovative idea for paving the surface The properties and surface structure of the concrete slab were optimally designed for an ice surface. The challenge for 3B. The ice-skating rink in Feltre was the only suitable building available. This meant that. This made it all the more important that the chosen venue. was to find a solution for the creation of a perfect boccia surface without changing or damaging the concrete slab. the ice on the concrete foundations had to be replaced by a special layer of sand. the contractor charged with the project. was perfectly prepared for the competitors – using a VÖGELE SUPER 800 paver and a HAMM HD 8VV roller.

For the paving work. The idea: the first step was to cover the slab entirely with a high-strength geotextile sheet.2m 1. Powerful and economical DEUTZ engine rated at 45 kW. Johnny To protect the geotextile from the binder course. it was necessary to ensure that the layers placed for the Boccia World Cup could be easily removed at the end of the competition.2m At the same time.roadnews. the second step for the paving team was to pave a concrete mix with a thickness of 5 to 11cm and a concrete content of 10% onto the geotextile sheet. ensuring optimum adhesion of the sand due to its binder content while effectively damping noise at the same time. contractor 3B rented a SUPER 800 with an AB 200 Extending Screed in TV version.5m up to 3. The material was therefore transported by compact rubber-tracked loaders.New Surface for Sport Stadium with SUPER 800 SUPER 800 at a Glance         Track gauge 1.2m Pave widths from 0.1m 5cm Narrow clearance width of 1. it was possible to stay clearly below the permissible maximum load. top-quality professional with compact dimensions. The SUPER 800 is the star of the job site The paving team faced another challenge when placing the three layers. Perfect timing and perfect results: the absolutely even surface satisfied the high Boccia World Cup standards with ease. as the maximum bearing capacity of the concrete slab was 1.500kg per square metre. With this lightweight VÖGELE paver. even in the corners and along the lateral boundaries. This was also due to the VÖGELE SUPER 800. guaranteeing the highest paving quality. 39 . with ECO Mode Combines with AB 200 Extending Screed in TV Version (tamper and vibrators) for high precompaction Asymmetrical material hopper Narrow track width of 1. Only two days for perfect World Cup preparation After starting in July.1m Clearance width only 1. which earned unmitigated praise from the job site team. the work was finished after only two days.” More information oNliNE RoadNEWs on the multi-talented SUPER 800 is featured in RoadNews Online (Issue 22) at www.1m Paving up to 5cm away from the lateral boundary 1.2m Laydown rate up to 250t/h Pave speed up to 60m/min. The binder course then followed. owner of the 3B construction company said: “The SUPER 800 is a true. The SUPER 800 was able to demonstrate its impressive manœuvrability.

an AB 500 Extending Screed in TP1 version and VÖGELE NIVELTRONIC Plus®.Site Report VÖGELE technology guarantees perfectly flat roadbase. especially when it came to surface accuracy. asphalt had to be paved for the new EUROGATE Container Terminal Wilhelmshaven at “JadeWeserPort” in Germany. This is the equivalent to some 50km of motorway. the demands made on quality were extremely high. The specialists opted to use a SUPER 2100-2 for the job. Due to the huge loads acting on the asphalt pavement. 40 . the System for Automated Grade and Slope Control with rotary laser receiver. SUPER 2100-2 Creates Strong Basis for International Shipping On more than one million square metres.

Asphalt Paving with the SUPER 2100-2 41 .

With its wide range of up to 200m.Site Report Germany North Sea The container ships used for international shipping are growing ever larger.5m can land and unload their cargo Netherlands Belgium Germany Czech Republic France here.000 TEU (Twenty-foot Wilhelmshaven Berlin Poland Equivalent Unit = standard container with a length of 20ft) and deepwater harbours must now be constructed to accommodate them. because paving a smooth. The only such harbour in Germany is currently under construction at the “JadeWeserPort” – the EUROGATE Container Terminal Wilhelmshaven. the System for Automated Grade and Slope Control installed in the SUPER 2100-2. the transport roads for the straddle carriers have to meet highly exacting demands in terms of evenness. The 1. 42 . This task was solved with a dense bond of layers comprising the base course.3m 1.2 to 7. it is an invaluable tool when paving asphalt on large areas requiring a continuously even surface. combined with Layer Thickness of Container Stowage Areas Asphalt base course (AC 22 T S): Asphalt wearing course (AC 22 D S): Equipment SUPER 2100-2 with AB 500-2 Extending Screed in TP1 version HAMM DV 8 Roller HAMM DV 90 Roller 10cm 7cm the VÖGELE laser receiver. After unloading. with a total weight of up to 100 tonnes often being transported on eight wheels.725m quayside boasts up to 16 container gantry cranes. Perfect evenness was achieved thanks to VÖGELE NIVELTRONIC Plus®. homogeneous and close-textured wearing course on top of it was child’s play. The paving team achieved this with an extremely coarse-grained surfacing placed directly onto the base course. Germany Length of section: Paving Details Pave width: 5. Up to four large container ships and feeder ships can be handled simultaneously at one terminal. the rotary laser transmitter immediately detected deviations in elevation and automatically emitted signals for correction to the system for grade and slope control. Meanwhile. the containers continue their journey on straddle carriers. In permanent contact with the receiver.35 million m² To withstand the immense loads. Layer Thickness of Roads for Straddle Carriers Asphalt base course (AC 22 T S): Asphalt binder course (AC 16 D S): Asphalt wearing course (AC 8 D S): 10cm 6cm 3cm An absolutely even roadbase was crucial for the high pavement quality. Completely even surface with VÖGELE laser receiver Switzerland Austria Job Site Details Construction of a container terminal at the “JadeWeserPort” Wilhelmshaven. the container stowage areas were designed so that they could bear huge loads without the risk of deformation of the wearing course. The latest generation of transporters have a capacity of more than 14.” enthused Project Engineer Kolja Schwandt (see box on right). Ships with a length up to 430m and a draught up to 16. binder course and wearing course of asphaltic concrete. The deviations were instantly corrected and the specified surface accuracy with a maximum admissible deviation of ± 3mm easily complied with. “We are particularly proud of the roadbase.

without having to mechanically adjust the height of the laser transmitter or the laser receiver. depending on the allowed tolerance and the laser type used. The distance between the laser receiver and the transmitter can be up to 300m. therefore. even in extreme paving projects. the deviation in elevation is detected and signals for correction are emitted to VÖGELE NIVELTRONIC Plus®. NIVELTRONIC Plus® then moves the hydraulic rams for the screed tow points up or down.5m guarantees undisturbed operation. The laser receiver can be located in a very high position. What is more.Asphalt Paving with the SUPER 2100-2 The plane serves as a reference for the laser receiver. with their long reach.5cm. Precise grade and slope control within a range of 29cm If the laser receiver moves above or below the laser plane. they guarantee completely flat surfaces. It is naturally also possible to combine two laser receivers. The rotary laser produces a precise laser plane. thus opening up a variety of different applications. which is picked up by the receiver. Use of various sensor systems When using a laser receiver for grade and slope control. Please refer to the series on VÖGELE Sensor Technology in RoadNews Online (Issues 16 – 18 and 20) at www. The perfect sensor – also for large areas oNliNE RoadNEWs 43 . The laser receiver is. Installing it at a height up to 4. the laser receiver can also be used if there are large irregularities in the ground. This plane serves as an artificial reference.roadnews. particularly suited to surfacing large areas with constant longitudinal and transverse The laser receiver can also be combined with any other VÖGELE sensor to control the other side of the screed. the System for Automated Grade and Slope Control. A rotary laser generates a precise plane with its horizontally rotating laser beam. even with job site vehicles passing. bringing the screed back to its specified position. the elevation is picked up by the reception of laser beams. With its large measuring range of ± 14. The optical sensor systems offered by VÖGELE work with laser beams so that the measurements remain unaffected by external influences such as wind or air density differences. sENsoR TECHNoloGY Perfect Evenness with Laser Technology.

signals for correction are emitted to NIVELTRONIC Plus®. even areas.030nm. VÖGELE Laser Receiver LS-3000 Operating Voltage: Current Input: Pick-up Range Output Signal: Internal Resolution: Wavelength: CAN Interface: 20VDC – 30VDC 135mA (approx. which is picked up by the laser receiver on the paver. The VÖGELE laser receiver can be used with standard-type rotary lasers featuring wavelengths between 600 and 1. Various makes are possible.1V/cm (Reference 4V) 0. Positioning the laser receiver at a height up to 4. Should the laser receiver on the paver move above or below the laser plane.) 29cm (± 14.5cm) 0.5m guarantees uninterrupted operation even with job site vehicles passing. the VÖGELE System for Automated Grade and Slope Control.1mm > 600nm – < 1.030nm ISO 11898 – 24V.Site Report The Advantages at a Glance   The VÖGELE laser receiver is ideally suited for paving work on large. 125kbit/sec Ambient Temperature: -40 °C to +70 °C Storage Temperature: Type of Enclosure: -40 °C to +85 °C IP 67   103  350 Dimensions in mm 44 . The rotating beam emitted by the laser transmitter produces a laser plane.

a completely flat roadbase was built so that the specifications for durability and load-bearing capacity of the surfacing were met with ease.35 million square metres. 02 // A pavement satisfying the requirements of a container port was to be built on an area of 1. KG 01 // Thanks to VÖGELE NIVELTRONIC Plus® with laser receiver. 03 // 04 // 45 .Asphalt Paving with the SUPER 2100-2 02 // Image: JadeWeserPort Realisierungs GmbH & Co. 04 // A pavement of perfect evenness and uniform layer thickness was built. 03 // Intuitive work with the ErgoPlus® console allows paver operators to have the job site in full view at all times.

the Arge CT Wilhelmshaven consortium (comprising the five construction companies L. All material handling systems installed in the paver are dimensioned to convey and spread large quantities of material with ease. Project Engineer EUROGATE “The results from the checks related to paving material and paving performance were perfect.” “This is a lighthouse project. opted for a VÖGELE SUPER 2100-2: “This paver is extremely reliable and achieves the required surface homogeneity. a reference project that sets new standards in terms of quality. rainy North German weather. this was an uncomplicated job. Georg Koch.Site Report The SUPER 2100-2 workhorse To maintain a perfect surface accuracy over the entire one million square metres. Durable longitudinal joints ensure high pavement quality The huge area to be paved at the EUROGATE Container Terminal Wilhelmshaven was almost square. Constant team support Kolja Schwandt. Freytag. This is really worthwhile: “The results from the checks related to paving material and paving performance were perfect. the paving teams will be constantly assisted by engineers who focus exclusively on providing professional project support. For this reason. The results are impressive: The first construction phase at the terminal was completed in September 2012.” The machine is perfectly designed to tackle large projects like this. and the second and last sections are planned to be taken into operation in 2013. The joints of the wearing course also underwent special treatment. At first glance. especially with regard to evenness. And this was achieved despite a challenge that can thwart even the very best technology – the typical. It had to be divided into a number of small individual strips with various high and low points to ensure controlled rainwater drainage. head of the team of consultants. the paver built one strip after the other. but “the demands made on the durability of the longitudinal joints were far beyond those required in normal road construction. The conveyors and augers are equipped with particularly powerful separate hydraulic drives. The rotary laser transmitter was regularly positioned at the high point of the “new” longitudinal axis and the longitudinal (Y) and transverse (X) pavement profiles were adjusted according to specifications.” 46 .” explained Volker Schäfer.” explained Volker Schäfer. Until then. “The paver was the workhorse on this job site. Beton und Monierbau. contracted to handle the project.” says Kolja Schwandt from EUROGATE. Hermann Janssen and Knoll). In this way. the joints were already sprayed with polymer-modified bitumen when placing the base course.

which swings beyond the width of the paver. 02 // 47 . not only provides an unobstructed view but also offers comfortable working conditions. 02 // The SUPER 2100-2 paver and the HAMM rollers made a perfect team at all times.Asphalt Paving with the SUPER 2100-2 01 // 01 // The operator’s seat.

There you will find a direct link to RoadNews Online. oNliNE EN 2275236 // 2012 RoadNEWs Your feedback on RoadNews would be much appreciated.Breathtaking coastal road between cliffs and the sea in Chapman’s . South Africa. Scan this QR code with your smartphone to go straight to our homepage www.voegele. Please write to us at Suggestions are welcome.