453BauPortal 8/2010 www.baumaschine.de/Straenbau

A topic addressed everywhere at the baumawas emissions reduction and also the ener-gy-saving operation of construction machi-nery. This commitment on behalf of themanufacturers is not driven by economical orecological arguments, but rather the sup-pliers of construction machinery are respon-ding to the pressure from pending laws onemissions that, in some cases, demand a drastic lowering of the limits for particle andnitric oxide emissions (Fig. 2). Already in thecoming year stage IIIB of the Directive97/68/EC (and 2004/26/EU) and in the USAthe TIER 4 interim directive will come intoforce, and they will become stricter still threeyears later, in 2014. These new requirements can definitely nolonger be met using simple technical solut-ions. More complex methods will have to bedeveloped and applied. If there is a focus on

the reduction of nitric oxides this beingpossible through exhaust gas recirculation then there will be an automatic increase inparticle emissions. To get this figure belowthe limits as well, requires an additional par-ticle filter. This, in turn, would require a sub-stantially larger engine cooling system and,of course, would not only mean higher costsbut also result in a greater space require-ment, and consequently necessitate highexpense for the design of new machinery. If, on the other hand, particles in the exhaustare addressed first, by reducing their emiss-ions through engine adjustment, there is anincrease nitric oxide emissions. This effectcan be counteracted through urea injection(SCR), however, to do this, a second fuel hasto be provided. A positive side effect of thismethod is that fuel is saved and the overallefficiency increased.

Engine and construction machinery manu-facturers therefore see themselves having to face challenges that are influenced by different interacting factors: particle andnitrous oxide emissions cannot be reducedindependently and any technical solutionwill require further action to restrict anadditional development of noise for example,or to keep space requirements within limits.

All road construction machinery suppliershave one thing in common: they currentlyhave no vehicles in their product programmethat can comply with the coming require-ments. They have to rely on engine manu-facturers developing a new generation ofengines in time. There are already first signsof this development. The diesel and gas en-gine manufacturer Deutz has presented anew developed engine in the 2855.9 kWperformance range that meets the require-ments of the interim TIER 4 and final TIER 4standards. Because the engine performanceremains just under the 56 kW threshold, adiesel particulate filter as well as the asso-ciated regeneration technologies are notrequired. In addition to this engine, with thepreliminary type designation TCD 20XX, theDeutz programme includes further modelsin the higher performance range, such as theTCD 2010 (5085 kW), the TCD 2012 (70180 kW) or the TCD 2013 (160250 kW), thatalso meet the level III B standard of the2004/26/EU and US TIER EPA IV.These new engines will inevitably lead tohigher prices for construction machinery.Price increases of about 15 % are generallyspoken about with reference to each stage ofthe emissions standard i.e. for 2011 and for2014.In the course of these new developments toreduce emissions more ideas and solutions

As a follow up to this years bauma 2010, the worlds largest construction machinery trade fair, technical reports areagain being published throughout the year to give an overview of the technical development and the exhibits on showrelating to key topics in the BauPortal. Due to the volume of information and the number of exhibits there is no claim to completeness.In the run-up to the expected upturn in the construction industry over the coming years, the construction machinerytrade fair, bauma 2010, attracted much interest, both among exhibitors and visitors. The exhibitors were in good spirit in spite of a drop in the total number of visitors to 415,000. This was 15% below the number that attended the previousbauma in 2007, and was due to travel restrictions caused by the Eyjafjallajkull volcanic ash cloud. The enlargement ofthe exhibition area to 555,000 m2, underscored the positive outlook. There was a particularly high turnout of exhibitorsfrom China, Turkey and India India being the partner country of this years bauma, boosting the number of exhibitingcompanies to 3,150.

-Technical ReportDevelopments in road construction machinery from an economical and ecological viewpoint

Univ.-Prof. Dr.-Ing. Ulf Zander, Siegen

Fig. 1: Drawing in the

crowds at thebauma 2010

the worlds largest trade fair

Fig. 2: Development of emission limits for nitric oxide and particles from 1996 to 2014

EU-NonroadDirective 97/68/EC for engine class

USA-EPA NonroadRegulations 40 CFR 89,1039 und 1068 for Class 130560 kW

Level I (1999)Level II (2020)Level III A (2008)Level III B (2011)Level IV (2014)

TIER I (1996)TIER II (2002)TIER III (2006)TIER III interim (2011)TIER IV (2014)

454 www.baumaschine.de/Straenbau BauPortal 8/2010

emerge that positively combine the ecologi-cal aspects with those of economic efficiency.For example, a reduction in fuel consumptionprimarily increases the economic efficiency,however, fuel savings with a correspondingreduction in emissions also make it possibleto meet ecological demands more easily.Such an approach is to design constructionmachinery with a diesel engine that has anoutput suitable for the base load, and to addon an electric power unit only temporarily,during the period in which a higher perfor-mance is required. This hybrid method offersa whole range of advantages because apartfrom fuel savings made possible through the additional investment, energy recoverymethods can be used for charging the elec-tric power unit, and, by downsizing the dieselengine this can now be designed to be ofsuch a small size that the coming, morestringent emission limits will not apply.

Rollers now more sophisticated and ergonomically designed A typical example of the hybrid method isthe advanced pivot steered tandem roller BW174 AP-4 of Bomag that belongs to theFAYAT Group (Fig. 3). This tandem roller waspresented at the bauma in a version packedwith future-pointing technologies. The changeover between accelerate, manoeuvreand decelerate, typical of all rollers, makes itparticularly suitable for the recovery and storage of energy during braking action andthe subsequent provision of an additionalpower source during every acceleration. Thisis exactly what the standard Eco-mode of theBW 174 AP-4 does using an intelligent sen-sor system and corresponding adjustment ofthe engine speed on the one hand, and onthe other hand using an electric motor gene-rator, a high-performance battery as well asthe corresponding power electronics. This is where the high-performance battery is charged with the excess energy producedduring deceleration (reversing) or switchingoff of the vibration, but particularly throughthe difference in the power generated by the

main drive (diesel engine) to the used out-put. This concept reduces the output of thediesel engine significantly, resulting in lowernoise and pollutant emissions. The diesel fuel savings potential is estimated at around 30 %.

In the revision of the commercially availableversion of the BW 174 AP-4 Bomag focussedon a new ergonomic design of the cab andoperating controls, with the active armrestsystem as the most significant new feature.This has an extendible shell shape that enables the operation of the console to beperformed with movements of the lowerarm that in most cases do not involve anyshoulder reaction. The arm is kept still, andthis can have a positive influence on thecomfort and control of the roller.

Another key point is the improvement in pro-tection against vandalism and theft. Besidesnew locking options for engine compart-ment doors, water and diesel tanks, an elec-tronic theft protection as well as the Bomagtelematic system are now available. This notonly transmits operating data, but also trans-mits the exact location of the roller. If theborderlines defined in the system as not tobe crossed are passed over by the vehicle, awarning message is sent via e-mail or textmessage.

Hamm, in the ongoing development of itsHD+ Tandem Rollers (Fig. 4), focuses first andforemost on improvements to the vehiclesmanoeuvring and steering characteristics.Whereas the cab has been extended andredesigned to enhance driving comfort andgive the driver an outstanding overview ofthe illuminated drums and water sprinklersystem, the new steering characteristics areinfluenced significantly by the new 3-pointswivel joint already introduced in the largertandem rollers of this series (HD+ 120 andHD+ 140). The arrangement of the jointapproximately in the middle of the vehicleallows a far superior weight and load dis-tribution than before and this has a positiveimpact on the directional stability. Thanks tothe substantial enlargement of the offset of70 % during crab steering the work can beperformed more effectively.

Also the two new mid-class machines HD+90 and HD+ 110 presented at the bauma areequipped with the Hammtronic controlsystem as standard, this controlling both thedirectional drive and the vibration drive aswell as the diesel engine speed. Frequencyand amplitude of the vibration can be presetindependent of each other and for bothdrums via a throttle lever with new integra-ted intermediate stops. In this way, it is pos-sible to respond to all asphalt mix types indi-vidually. The 9-ton roller is also available in avariant with split drum, optionally withvibration or oscillation. This makes it possibleto drive the front and rear drum with diffe-rent frequencies simultaneously.Whereas the new design of the power trainand the reduced vibrations on the driversplatform, based on a new vibration insulat-ion, are barely noticeable from the outsideon the smaller articulated rollers of the CompactLine, the new features of the Hammrubber wheel roller GRW 280 are much moreevident. The earlier model of this roller hadmaintained its shape for an incredible periodof 45 years. This model has now been com-pletely revised. For instance, the new ballast system is arranged in such a way that the requiredweights can be inserted between the axlesdirectly under the cab or removed usinga fork lift. The ballast elements made of con-crete or steel are available in weights from1028 tons and distribute their load in thenew position uniformly to the front and rearaxle in spreads of 1.253.5 tons per wheel.

And, as with the tandem rollers, pains havealso been taken with the rubber wheel rollerto provide the driver with a maximumdegree of comfort and convenience. Hereagain, pedals, levers and clumsy controlpanels belong to the past and make way forjoysticks and clearly laid out displays. Largeglass panels, sliding and rotating drivers seatand cleverly arranged visibility channels tothe wheel edges make it possible to overseethe required compaction quality.

In line with the general trend, Dynapac isalso focussing on rubber wheel rollers withits new machines CP224, CP224W and CP274

Fig. 3: The Bomag new pivot-steered tandem rollerBW 174 AP-4 in the 10 ton class

Fig. 4: Hamm had 18 new

construction machinemodels on show

at the bauma

ROAD AND MINERAL TECHNOLOGIES

EINFACH SUPER! DIE STRICH 2-GENERATION MIT ERGOPLUS BEDIENKONZEPT

www.voegele.info

Max. Einbaubreite 8,0 m Einbaukapazitt bis 700 t/h Max. Einbaudicke 30 cm Transportbreite 2,55 m

SUPER 1803-2RADFERTIGER

JOSEPH VGELE AG Joseph-Vgele-Strae 1 67075 Ludwigshafen, Germany Telefon: +49 (0)621 8105 0 Telefax: +49 (0)621 8105 461 E-Mail: marketing@voegele.info

(Fig. 5). Also in Germany asphalt surfaceshave become thinner and thinner over recentyears and require compaction at lower andlower temperatures. This is where rubberwheel rollers with their kneading compact-ion can be advantageous, also because theyare often used directly behind the paver andcan therefore commence compaction at avery early stage.The 3 Dynapac models cover paving widthsof 1.802.30 m with max. operating weightsof 2127 tons and also feature a compactionanalyzer that helps maintain the optimumnumber of passes during compaction of theasphalt wearing courses. To this end, theactual surface temperatures of the layerundergoing compaction can be detected andtaken into account. This optional compaction control equipmentis also available for the Dynapac new tan-dem roller CC384HF, additionally as a retrofitkit for older construction machinery models.The roller is, of course, also fitted with thelatest ergonomic features such as large cabwith excellent field of view through pano-ramic windows, a sliding and rotating seatwith control units and levers and a rear-mounted, easily accessible engine. Mainten-ance is also improved through a simplifiedreplacement of the drum shock absorbers aswell as through hydraulic hoses that can bereplaced in sections.

In this roller Dynapac has implemented arange of measures such as the saving ofhydraulic hose couplings, temperature-dependent ventilation of the engine, auto-matic change to idle as soon as the engineruns 10 sec without any gear engaged, aswell as the installation of a dual pump vibration system for increasing efficiencythat leads to reduced emissions and fuelconsumption. According to information fromDynapac, the combination of these measuressaves a power output of about 8 kW, and this apparently reduces noise pollution andlower fuel consumption by approx. 25 %. AsDynapac does not specify the effective fuelconsumption, as is also the case with mostother manufacturers, and no independentexperts report is available, these specificat-

ions cannot be checked or even comparedwith those of different providers. In thisrespect, Ammann is an exception. For all ofits construction machinery presented at thebauma it provides fuel consumption datathat has been measured by an independentinstitute.This also applies to the revised rubber wheelroller AP 240 H of Ammann, for instance. Theroller, whose ballast weights can be increa-sed from 924 tons in 0.75 ton steps, featu-res enhanced operator comfort and conveni-ence and has an energy storage system forreducing fuel consumption and emissions. Aswith the GRW 280 of Hamm, this AP 240 H isa roller with hydrostatic drive. This type ofdrive allows a precision speed control as wellas soft start and deceleration functions toensure there is no shoving of the materialand also uniform compaction. Both pneuma-tic-tyred rollers feature a steering pivot withtwo dipping cylinders, wherein the Ammanroller with its patented mechanical dippingof 100 cm and an oscillation of 5 also hasreference values.Other new features in the roller sector pre-sented by Ammann at the bauma completethe range of heavy-duty double pivot steeredand articulated tandem vibratory rollers. Afifth model in the range of articulated tan-dem rollers is the Amman AV 120X, as thesecond largest in the series, and promises

Fig. 5: The new rubberwheel rollerCP274 fromDynapac

456 www.baumaschine.de/Straenbau BauPortal 8/2010

maximum area compaction at low costs (Fig.6). As with the AV 110X and AV 130X thedrive unit in this 12 ton model is also housedin the rear frame of the roller. According toAmmann, this reduces the impact of noiseand heat on the driver, and it makes main-tenance of the engine easier.

Also in the revised models AV 85-2 and AV95-2 both representing the mid-sized tan-dem rollers with double pivot steering there is a focus on keeping heat and noiseemissions of the engine low. Through animproved cooling system these emissionshave been reduced further. As with the othermodels of this series, the two roller vehiclespresented have two split drums equippedwith a differential lock in order to preventshoving of the material to be compactedwhen turning circles with small radii. Fre-quencies and amplitudes are preset for allcommonly used asphalt mixes and can beread off the LCD display that also shows thesteering type, locking angle of the drums aswell as the directional speed and enginespeed.

All AV rollers from Amman are also availableas combination rollers, i.e. with one vibratorysteel drum and one axle with 4 rubberwheels. These variants that have the abbre-viation K are able to offer both dynamic aswell as kneading and sealing compaction. Onthe AV 70-2 K model vibration has been re-duced in comparison with the previousmodel, and measures have been taken tofacilitate maintenance and repair work.

Since integration of the Italian road con-struction machinery manufacturer, Cater-pillar has also endeavoured to build up acomprehensive and high quality product pro-gramme in the road construction sector. Anumber of machines have been revised, suchas, for example, the vibratory roller CD54

that was already presented at the Nordbautrade fair in 2009. This features two drivenand split vibratory rollers with an offset of1.3 m for a max. compaction width of 3 m.The split drums award the roller good mano-euvring ability and enable it to turn tightturns with a radius of just 2.8 m. When doingso, a flow divider controls the required different speeds for each radius driven, forboth drum halves. The right frequency for a selected amplitude is automatically calcu-lated and applied.

With the aim to reduce maintenance expen-diture Caterpillar has equipped the vibratoryasphalt compactor CD54 with tapered rollerbearings in the drums and articulation joints,and also all elements that have to be acces-sible for routine maintenance jobs can nowbe reached from the ground. In addition tothis, coolant and hydraulic oil levels and airfilter contamination are easily monitored

through sight gauges. Typical applications ofthe 9.5 ton Caterpillar roller are highway con-struction as well as city streets and pavingareas with difficult access.

Similar developments in the compaction monitoring approachAll providers are, of course, still offering theirown systems for area-wide asphalt compac-tion monitoring. But although roller manu-facturers continue to pursue developmentsof their own, their philosophies are startingto move towards each other. Both Bomagand Hamm are still sticking to the measure-ment technique. Hamm, for instance, withthe Hamm Compaction Quality System(HCQ) in which the HCQ indicator detectsthe stiffness and temperature of the asphaltand provides a graphic printout of the degreeof compaction reached via the HCQ Printer(Fig. 7). In this process, a sensor in the drumpicks up the vertical acceleration that is thenconverted into the HMV value that repre-sents the stiffness.A very similar process is carried out in theBomag Asphalt Manager that has alwaysrelied on the measurement of reactions inthe mixture undergoing compaction. Fromnow on, it is available in a thoroughly revisedversion. The new feature of this version thatstands out most is the substantially reducedand much clearer display unit for the opera-tor. The display now shows just the Evibvalue this being the characteristic value ofthe Asphalt Manager the actual asphalttemperature, as well as the vibration ampli-tude (Fig. 8). During compaction it is the Evibvalue that is of particular interest. The Evibvalue stands for the attained stiffness of theasphalt as a response to vibration oscillation,measured at any time using accelerometers.The fact that the stiffness development isnot only a function of the roller work, butalso of the temperature of the placed andgradually cooling material, makes it more dif-ficult to gain a clear interpretation of theEvib value. It therefore definitely appearsexpedient to provide constant informationon the actual asphalt temperature. This also

Fig. 7: Recording asphalt stiffness and temperature using the Hamm HCQ Indicator

Fig. 8: Simplified, clearer display of the Asphalt Manager II from Bomag

Fig. 6: Ammann focused on the low operating costs of its rollers at the bauma

457BauPortal 8/2010 www.baumaschine.de/Straenbau

helps the roller operator to finish compact-ion work in due time, so as not to have toperform the pressing in work at tempera-tures of under 100 C and thus risk particlecrushing.The Asphalt Manager now also features amore simple software-guided operation. Inmost cases, it only requires the input of alayer thickness of the material being com-pacted. To this end, set ranges of 04 cm, 410 cm and more than 10 cm are possible. It isonly courses of mastic asphalt that requirean additional but not more complicated spe-cification. Based on this input the AsphaltManager defines a target stiffness value(Evib). When approaching this stiffnessduring compaction the amplitude of thevibration is gradually reduced, meaning thatthe asphalt is then only compacted andlevelled gently. This obviously very sensible and expedientsimplification of the Asphalt Manager does,however, also sacrifice information. The spe-cification of standard materials and thereduction of the visualised measurementsrationalise a process that remains a compli-cated one.

Whereas Bomag is consequently movingslightly away from pure measurement andtending towards the tracking of a mastercurve, Ammann with its Ammann Compact-ion Expert (ACE) a system that used to justadd up an evaluated compaction perfor-mance now integrates measured values inthe evaluation. The measured reaction of theACE drum delivers the actual condition ofcompaction and is simultaneously the inputvariable for the remaining compaction work.How this compaction is to be carried out isspecified through an automatic adjustmentof the control parameters frequency, ampli-tude and travel speed, that are then imple-mented. With increasing stiffness of thematerial the compaction energy is graduallyreduced (Fig. 9).

As an optional feature, Ammann also offersinfrared sensors for determination of theasphalt surface temperature as well as a chipspreader. In the display Ammann still relieson the required minimum amount of infor-

mation. The generally well laid out display ofset and actual values could, however, still beimproved through the use of a coloured dis-play. (Fig. 10).

A new Ammann presentation at the baumawas the ACEeco relative measurementsystem in which just the increase in compac-tion up to the maximum possible compacti-on level is displayed. This system is used forall fully hydraulic vibrating plates (AVHseries), the ACE system is also available forthe models AVH 6030 and 100-20.

Caterpillar rollers are not yet available witharea-wide asphalt compaction monitoring.

New paver features at the top and bottom end and in the middle field The most important news from Ammann iswithout doubt the extension of the productrange to include asphalt pavers this beingmade possible through last years acquisitionof the Italian company Antec/IRM. There wasa great deal of interest shown in the 3-wheelmini-paver APW 150 G (Fig. 11). This verycompact piece of equipment has automaticconveyor belts and screws, a floating gas-heated screed and all the other featuresof a road paver. It also features spread layerwidths of 250-800 mm in the standard ver-sion with an option to extend up to 1.65 m.

Also the wheeled paver APW 270 G/E is theright equipment for small construction sites.Powered by a Deutz 33.2 kW engine thispaver belongs to the 5-ton category and has a capacity of 150 t/h. The performancecapacity of the bigger paver type APW 350(wheeled paver) or the APT 350 (tracked ver-sion) that also has an electrically or gas-heated vibration or tamping bar screed isapprox. 50 % higher. In keeping with its tra-dition Ammann continues to predominantlycare for the small and mid-sized constructionsites.Although the follow-up to the Super 600model, the Super 700 from Vgele is still aunit designed for the small construction sitesector, for applications such as laying asphaltin multi-storey garages, between rail tracksor in the agricultural sector, this market lea-der operates internationally on quite a diffe-rent scale. It has now presented its new flag-ship, the big paver Super 3000-2 (Fig. 12)with impressive characteristics: 16 m screedwidth, material storage for 17.5 tons of mix-ture, paving capacity of approx. 1,600 t/h,300 kW diesel engine output. At a max,paving speed of 24 m/min the screed can laya mixture package of up to 50 cm optionallyusing tamper or vibration, with 1 or 2 pres-sure bars or also in the high-compaction ver-sion. As with all Vgele pavers of the 2 gene-ration the Super 3000-2 is also equippedwith the ErgoPlus control concept that, be-sides offering a clearly laid out operator con-sole for driver and screed operator, also pro-vides an overview onto the material trans-port and the spreading thereof.

Fig. 9: Principle of theAmmann ACE System

Fig. 10: Operation display

of ACE System with the kB value

for material stiffness

Fig. 11: Road paver in mini format the Ammann APW 150 G

amplitude&

frequency

mat

eria

l stif

fnes

s (M

N/m

)

Anzahl number of passes/Time

Fig. 12: The Super 3000-2 Vgeles new flagship

458 www.baumaschine.de/Straenbau BauPortal 8/2010

To go with this giant paver, Vgele offers thepower feeder MT 3000-2 in its programme.This is for high quality laying of the asphaltmix through the continuous delivery ofmaterial from its receiving hopper with acapacity of 8 tons, via a belt conveyor convey-ing 1.200 t/h to the mixture bunker of thepaver, to prevent shut-down of the paver dueto delays in the material supply. The feederalso homogenises the material again beforeit is fed to the paver.The offset version of the feeder is also able toincline 23 vertically and pivot horizontallyby 50 to each side thus opening up furtherfields of application for the machine. Ex-amples of such applications are the filling of the space between guide walls in themedial strip area or also the filling of tren-ches, feeding pedestrian and bicycle pathpavers beyond the road and feeding paversfor paving deep-milled sections in whichsupply vehicles are not able to manoeuvre.

The main field of application for the stan-dard version of the MT 3000-2 is the materialsupply within the in-line pave train, i.e. forthe production of two different asphalt layers using the hot on hot paving method.The Vgele paving method for compactasphalt differs from that of the original com-pact asphalt paver, as offered by Dynapac, forexample, in that it uses 2 standard roadpavers where at least the one for laying thebinder layer has to be converted for this use.The layer laid first is driven over by thesecond paver, directly after screed compact-ion, whereas, based on the different materialfeed, the Dynapac paver can lay the overallpackage directly, using 2 screeds connectedto the machine. Both methods offer qualitybenefits as the bond between the two laidlayers is much better compared to the con-ventional laying of hot on cold with 2 paversand the spraying of emulsion. On the otherhand there are also economic benefits forthe contractors as the wearing course thick-ness in this type of laying can be reduced infavour of the binder layer from 3.5 cm to 2 cm. Besides this, the construction period isalso shorter due to a shorter cooling downperiod and rolling for the binder course.

It cannot be said at the moment which ofthese two concepts efficient use of 2 stan-dard pavers according to the InlinePavemethod, or the use of just one special paverof Dynapac requiring fewer workers willcatch on. Should Vgeles confidence provetrue that the restriction in the ZTV Asphaltregulations that the hot layer must not bedriven over when laying compact asphalt will soon be lifted, this will significantlyboost its competitive position.

The compact asphalt pavers of Dynapac arerespectively based on a standard paver fittedwith an additional module that has a secondscreed and a binder hopper. The already familiar CM3000 module for the F300CSpaver has recently been complemented with

a smaller CM2500 module that is used bythe DF145CS paver. By attaching this modulea paver is equipped with a binder hopperwith a capacity of altogether 28 tons, a 15 ton hopper for the wearing course mate-rial and an own drive unit on the front of thepaver as counterweight for the additionalattachments. Dynapac therefore offers asecond large paver with an option for use asa compact asphalt paver.

In the mid-range Dynapac has revised its twotrack-mounted pavers SD115C and SD135C(Fig. 13). The pavers, equipped for a max.working width of 8.80 or 9.70 m with 120 or140 kW, have been upgraded with an ECOmode that regulates the speed down to1,600 rpm and does not engage the higherspeeds until the higher power requirementshave to be actually delivered. In this way, thenoise pollution and naturally also the fuelconsumption is reduced significantly. Thepavers of the standard version have gas-heated screeds that can be replaced withelectrically heated ones that are then alsohigh compaction screeds.

The new asphalt paver AP555E of Caterpillaris designed for use in large and mid-sizedprojects with spread layer widths of 2.55 mto max. 8.00 m, and has been optimised toprovide high manoeuvrability in tight con-ditions, ergonomic comfort and convenienceas well as a well thought out automatic con-trol of the material conveying in the paver.Good turning capability of the paver is madepossible through horizontal installation ofthe engine, thus reducing the length andoffering additional advantages: the machinecan now be transported together with a roller on a flat-bed truck. In addition to this,the Mobil-trac undercarriage of the AP555Eenables the machine to turn within its ownfootprint with high traction, due to thetracks counter-rotating on durable beltsmade of high-strength rubber. With this fea-ture Caterpillar also promises the advantagesof wheel-mounted pavers and track under-carriages in one unit. With its Mobil-tracundercarriage (Fig. 14) and the large bogie

pivots for the undercarriage suspensionCaterpillar has also improved the productionof a smooth mat surface under difficult con-ditions, such as on bends and when crossingobstacles such as manhole covers.

For the material transport the AP555E has anadvanced control feature that controls eachconveyor and each auger of the screed sepa-rately and independently. Changes in thepaving widths and speeds are accounted forby the mixture quantity control, as are alsoany obstacles detected by mechanical andultrasonic sensors. A superior asphalt levelcontrol is therefore ensured.

As already the case with the AP655D paverCaterpillar has also fitted the new paver witha drivers seat that can be swung out toget-her with the control console to extend overthe machine frame. The advantage of this isthat all settings made on the one controlconsole can be transferred to the other con-trol console at the press of a button. With theAdvisor Monitoring System the station alsohas an interactive interface that presentsstart-up checklists, the display of engine ope-rating conditions and many other features toassist the operator.

For the paving width range of 1.70 to max.4.00 m Bomag has taken up the BF 300 roadpaver in its 7-9 ton class. This machine isavailable as track-type or wheel-mountedpaver. The new wheel-mounted version BF

Fig. 14: CAT presented paver with Mobiltrac undercarriage

Fig. 13: Track-type paver

SD135C from Dynapac

BauPortal 8/2010 www.baumaschine.de/Straenbau

300 P presented at the bauma has a trans-port width of just 2.50 m (Fig. 15), even whenattachments are mounted. The basic screedcan be hydraulically extended to its max.width of 3.40 m and has been fitted with anew heating system that requires no morethan 20-30 min. for the electrically heatedscreed to be heated up and just 1015 min.for the gas-heated screed.

The BF 300 P is available in 3 different wheeled versions: with a 2 x 6 rear wheeldrive, a 4 x 6 front wheel drive for paving onloose subsoils as well an all-wheel drive fordifficult terrain or steep gradients. An adjust-ment to the subsoil can also be made bychanging the contact pressure of the wheels,and this can prevent the wheels from skid-ding.

Also the larger Bomag paver, the BF 600 (originally a Mairini) has a new feature. Herea new quick-action changeover system hasbeen developed for the high-compaction HSscreed, with which mechanical wideningfrom 5 m to up to 8 m is facilitated sub-stantially. To do this, the tamper/vibrationaxles are engaged and disengaged withoutrequiring any tools.

As was also the case with the tandem rollersBW 154 and BW 174, now the asphalt paverBF 600, with its drivers platform that can beswung to both sides, also features the kine-matics of the SideView drivers platform. Anew gearing for the platform engagementenables easy and accurately adjustable posi-tioning without play. Similarly, the screedoperating stations of both the BF 300 andthe BF 600 have been improved so that thepanel can now also be pivoted and canadjust easily to different situations.

Astec Industries, a provider of road construct-ion machinery through the companies Road-tec and their affiliates Carlson, also pre-sented a new asphalt paver at the bauma,with the type designation CP-90. The electri-cally heated screed can be adjusted hydrauli-cally to paving widths of 1.20 m to 4.75 m. Itcomplements the Roadtrac programme withthe wheeled pavers RP-170, RP-190, SP-200and the track-type pavers RP-175, RP-195.Roadtec also presented its Shuttle-Buggy SB-2500D in a version that has been adapted toEuropean conditions. The Shuttle-Buggy is a

transfer vehicle with a tipping width of max.3,60 m for continuous paving and is said toensure homogenisation of the asphalt mixespecially with regard to temperature dis-tribution.

Cold planer milling machineswith new features Dynapac has extended its product range ofcold planers to cover practically all cuttingwidths. The programme now includes twoentirely new PL 1000T and PL 600T models aswell as the improved compact cold planer PL 350TD (Fig. 17) that with a cutting depthof 100 mm and a cutting width of 350 mmrepresents the smallest machine in theDynapac cold planer programme. The twonew models now close the gap betweencompact planers and high capacity planerswith milling widths of over 2 metres.

The US American manufacturer Roadtec(Astec Industries) on the other hand, whosemachines are sold in Germany through theThoma agency, is still building up its Euro-pean construction machinery programme. Atthe bauma the RX 700 (Fig. 16) was on show,a cold planer weighing around 30 tons with522 kW (700 PS). This machine can use cutters with widths of 2.0, 2.2, 2.5 and 3 mand reaches depths of up to 356 mm. As withthe smaller and larger cold planers (RX 500,RX 900) this model is available with 3 or 4 tracks and has a conveyor swing in the

Fig. 15: New Bomag paver BF 300 available in 3 different wheeled versions

range of +/- 60. The manufacturer has paidparticular attention to dust evacuation thatis implemented by means of a sophisticatedwater supply over the drums onto the cutting tooth holders. This bonding of thedust particles is important for health rea-sons, because different types of dust (inhaledand E-dusts, alveolar A-dusts as well asquartz dusts) occur during rock cutting andeven natural asbestos fibres can be released.Measurements taken to determine the expo-sure to dust experienced by the milling ope-rator have shown that the valid limits maybe exceeded. Several manufacturers have respondedaccordingly and have developed appropriatemethods for reducing such emissions. Also atWirtgen, in the new VCS (Vacuum CuttingSystem) for cold milling with front loadingconveyor system, the dust is directly precipi-tated onto the cutting drum by sprinklingwater through up to 22 nozzles and is thenevacuated out of the drum housing and fedto the truck with the rest of the cuttings (Fig.18). At the same time, an air suction systemremoves the remaining dusts from the drumchamber and from the channel of the con-veyor transfer point and feeds them to therest of the cuttings on the loading conveyorin a water-bonded form. All dusts and fibresare therefore away from the working area ofthe milling operator, because the dischargeof the loading conveyor is, in most cases,much further than 10 m from the driverscab. Nevertheless, these emissions remain in

Fig. 16: Asphalt paver from Astec

Fig. 17: Compact planer PL 350TD from Dynapac

Fig. 18: Disposal of

milled material during road milling

with Wirtgen front-loader system

460 www.baumaschine.de/Straenbau BauPortal 8/2010

the cuttings are still hazardous to healthafter drying in the follow-up process.

Companies that use the VCS as optionalequipment e.g. for the small cold millingmachines W 100 F, W 120 F and W 130 F, orfor the large cold milling machines W 150, W200, W 210, W 2100 and W 2200, also experi-ence reduced contamination and a prolon-ged service life of diesel, air and oil filters as aresult of the dust evacuation. Moreover, wor-king with milling machines is also more con-venient as a result of the improved viewingconditions (Fig. 19).

The technical performance delivered by Wirt-gen was impressively demonstrated at thebauma in Munich, at its exhibition standwith a wide selection of technical pavilionsthat presented both small and large exhibits.The largest of the machines on show, theSurface Miner, for the removal of mineraldeposits, is not used in road constructionprojects, but its shear size and technicaldetails such as 200 tons in weight, an engineoutput of 1,194 kW and an annual capacityof 12 million tons was very impressiveindeed.

Against this, the 410 kW and 500 kW modelsof the new large milling machines W 200and W 210 for road construction appearsomewhat modest. But less is often alsomore, and the trend is to reduce operatingcosts and cut emissions. With its W 210 Wirt-gen has therefore used the new success con-cept of 2 engines. The two independent engi-nes are used in compliance with the respec-tive power requirements. According to themanufacturers, this can bring about fuelsavings of 25 %. In addition to this, there arethree adjustable engine speeds: for roughand high power work up to a max. cuttingdepth of 33 cm the 1,600 rpm speed is used,for cutting wearing courses the 1,800 rpmspeed is used and the 2,050 rpm speed is forfine cutting work.

Another advantage of the new cold millingmachines is the new design of the cab with aroof that be swung out with the front andrear windows to avoid obstacles. It is now fitted with two ergonomic control panelswith twin arrangement of all controls on the

a surface for a thin pavement layer, for exam-ple, after removing the wearing course witha fine milling drum. According to Wirtgen,this makes it possible to change a drum inabout 2 hours. Wirtgen has also endeavoured to simplifythe changeover of individual cutting toolsand has developed a new cutting tool extrac-tor that is available in a hydraulically assistedand in a battery operated hydraulic version.The first mentioned version directly uses thehydraulic power supply of the milling ma-chine and enables direct control of the drumturning device via an integrated button onthe cutting tool extractor. With the hydrauliccutting tool extractor it is therefore possibleto both align the milling drum for the actualworking condition and change the cuttingtools, this significantly speeding up the over-all process. On the other hand, the battery-operated hydraulic cutting tool extractoroffers the advantage of being independentof the machine equipment. The device is pro-vided with 2 batteries and 1 charging station,giving it the capacity to change the cuttingtools on milling drums with a 2 metre work-ing width.And finally, Wirtgen has launched a newseries of cutting tools under the name XR(Extended Run, Fig. 21) that is specially desi-gned for soil stabilisation applications andcold recycling and is said to be low wearingwith longer tool life. To this end, the shape of

Fig. 19: Components for

dust and fibre disposal on cold

milling machines

radial fandrum housing

suctionhoses

conveyor channel

loadingconveyor

Fig. 20: Wirtgen has improved the operator platformfor the large milling machines W 200 and W 210

left and right-hand side, as well as the level-ling system Level Pro (Fig. 20). This uses thenew Parallel to Surface System (PTS), control-ling both the lowering speed of the millingdrum, the drum speed as well as the 4 under-carriages that ensure that the milling drumadjusts parallel to the surface at all timesand in all directions. This relieves the driver ofseveral jobs at once and provides optimisedmeasurements, hence improving the qualityof the work and protecting the cutters.For demanding cold milling operations anIntelligent Speed Control (ISC) has beendeveloped. It primarily ensures that thetracks of the 4 crawler track units maintaintheir traction power even on loose or unevensoil, and do not spin. It also controls the diffe-rent track speeds of the outer and innercrawler track units on bends.The new 27.1 t and 28.1 t cold milling ma-chines are available with a standard millingwidth of 2.00 m, they can, however, be optio-nally reduced to a width of 1.50 m or exten-ded to a width of 2.20 m. For a time-savingadjustment of the drum to the respectivemilling task, such as the adjustment of thetool spacing or the working width, a FlexibleCutter System (FCS) has been available forsome time. Wirtgen has now supplementedthis feature with a new system, the FCSLight. This allows the milling contractor tochange drums of the same width with diffe-rent tool spacings, so as to be able to prepare

Fig. 21: The XR cutting tool series from Wirtgen 2-in-1 cutting head and wear plate in one unit with shank separated from the cutting head (W6/22 XR, W6 AOC/22 XR, W6 SG/22 XR, W8/22 XR)

long life due to optimisedcarbide tipoptimised durability due tohigh wear resistance of materialimproved holder pro-tection through rein-forced cone geometrybreak-resistant shankthrough proven hardeningprocessthick-walled clamping sleeve with optimised strap

Bruchstabiler Schaft - Dickwndinge Spannhlse .

BauPortal 8/2010 www.baumaschine.de/Straenbau

the carbide tip has been changed, a wearcone has been added, the wear resistance ofthe cone optimised and the cone detachedfrom the tool shank. In addition to this, theclamping sleeve the lower shank of the toolthat is inserted in the holder opening is notprestressed and does not open until the cutting tool is fixed. This reduces the re-quired amount of effort during installation.

Since Bomag expanded its range of productsin 2006 to include pavers and cold planermilling machines, 6 milling machines havebeen launched, covering a power range from280600 HP and with milling widths of 12 m. The bauma was used as a world pre-mier venue for the BM 500/15, a compactcold planer milling machine that is availablein a standard version with three wheels oroptionally as a 4 wheel model. With its 125 HP this cold planer with milling widthsof optionally 30, 40 or 50 cm can reachdepths of up to 210 mm. The compact mil-ling machine is fitted with the Bomag-speci-fic Ecomode that slows down the speed ofrotation when less power is required. Thishas a positive effect on fuel consumptionand on emissions.At Caterpillar the two cold planers PM-102and PM-200 have remained unchanged inthe product programme. They have, however,announced an imminent further develop-ment of these road construction machines.

To apply new tack coats to a milled surface ora new pavement layer, according to the Addi-tional Conditions of Contract in force sincelast year, a suitable bituminous emulsionmust be applied in order to ensure perma-nent bonding of the layers. For this purpose,the company Weisig Maschinenbau GmbH,better known under the label Weiro, offers arange of sprayers. Three of these were pre-sented as new models (Fig. 22). All sprayersare equipped with a tank insulation and aheater that also permits temperature controlof the binder over-night. The application ofthe binder can be carried out using teles-copic lances or a spray bar with controlleddosing of the quantity. The performance isrecorded by an electronic spray data loggingsystem or can even use GPS detection.

On a larger scale there is the Edensprayer bySecmair that can cover widths of up to 6 m,or the Breining Novasealer for operations asa combined sprayer with a unit for the pro-duction of mastic asphalt for cold laying ofthin layers. The trend found on larger con-struction sites or highways is, however, touse spray pavers, these being asphalt paverswith simultaneous application of the emuls-ion. The Vgele product range includes theSuper 1800-2 model and other manufac-turers are currently working on similar deve-lopments. The main field of application forsuch spray pavers is the laying of a thin layerin hot-on-hot application on spray seal ortack coat (DSH-V) for which emulsions haveto be applied in a dosage of 400900 g/m2.

Automated systems lead the way into the future For the road surface removal process usingmilling machines and surface renewal withpavers, and also for tracked vehicles and graders, many providers have developedmore ergonomic driver stations and displaysover recent years and also systems that cantake over many jobs previously carried out bythe machine operators. With the new PaveS-mart 3D presented by Leica, pavers and mill-ing machines can be operated using projectdata taken directly from the CAD system.Various sensors such as height sensors,width and slope gauges as well as levellingcylinders receive electronic corrections thatregulate the absolute height of the road sur-face via the control of the screed drag pointfor instance and even in the event of exten-sive longitudinal and transverse unevenness.

PaveSmart 3D is of a very open design toenable reading in of data from many CADsystems on the import side, and operation ofa maximum of construction machinery typeson the output side. Direct support is avail-able for the systems MOBAmatic (MobileAutomation AG) as well as NavelTronic Plus

and NivelTronic Plus of Vgele. In a combinat-ion of PaveSmart 3D with a GPS System andNavelTronic Plus it is possible, for example, toautomatically steer pavers using the digitalproject data, control the screed width andautomatically carry out profile specificationswith the screed.

An even further advanced system is the Trim-ble Connected Site. This has several modulesthat are already applied in the constructionsite supervision and accounting. The engi-neering office is integrated in the activitieson the construction site through wirelessdata transmission that enables promptupdating of the project data. Using Con-nected Community different engineeringoffices can exchange activities and data viathe internet and the Construction Managertransmits resource data such as cycle times,delivery status, machine output and load,hours, downtimes and fuel consumptionback to the office. This system enables thedocumentation and evaluation of the re-sources used and with this information canoptimise short-term or medium-term use onthe construction site.

Caterpillar is also already developing asystem of this kind (Connected Worksite).Fields of application for this software will bean active fleet and site management, ma-chine control, documentation of the machinepower output and fuel consumption, ma-chine diagnostics and maintenance planningas well as protection against theft.

We are not that far from this constructionsite of the future, where area-wide compacti-on control is carried out using machinerycontrolled by navigating systems. The pro-bability of such a scenario will depend onthe achievable quality and, as always, on theeconomic efficiency.

Author:University of Siegen, Institut fr Straenwesen (Roadand Highway Institute)

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Fig. 22: Sprayer from Weisig

Fig. 23: Interactivefunction of the individualmodules fromCaterpillarsConnectedWorksite withthe Trimble-System

Site Positioning Field Grade Control Paving Control Fleet Management

Site Office / Supervisor Solutions

Multi-Site Solutions