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RoadNewsfor new roads
> Expert Interview about the SUPER 1800‐2 with SprayJet Module: “No formation of spray mist and no polluted job sites”
> Sonic Signals Help Levelling out Irregularities: Non-contacting acoustic sensors for NIVELTRONIC Plus ®
> New Construction of the 178 (n) Federal Highway: InLine Pave ® train builds 6km stretch in Saxony, Germany
The VÖGELE Magazine on Paving Applications Issue 16 | June 2009
> SUPER pavers build new Grand Prix racing circuit in Abu Dhabi:
VÖGELE Make the Grade
in Formula 1 Racing

1.5 kilometres of motorway resurfaced in just two night shifts: SUPER 1800‐2 with SprayJet Module
in operation on the A6 near Amsterdam, the Netherlands.
04
Highway construction:
InLine Pave ® train builds 6km stretch
near Löbau, Germany.
Centre Pages: Tips & Tricks
from Practical Applications
Levelling out Irregularities with
the VÖGELE Big MultiPlex Ski.
10
Interview with Jürgen Israel of Bautzen
Roads Authority, Germany: InLine Pave ®
gives an impressive performance.
22
Building the “Yas Marina Circuit” for
Formula 1 races: Two SUPER 1900‐2
pavers at work in Abu Dhabi, UAE.
14
Job Site Ticker:
Paving coloured asphalt in
Saxony Anhalt, Germany.
31
Paving thin overlay: Debut for the
SUPER 1800‐2 with SprayJet Module
in the Netherlands.
16
Sensors for NIVELTRONIC Plus ® :
Sonic signals help levelling out
irregularities.
36
Expert interview about SUPER 1800‐2
with SprayJet Module: “No formation
of spray mist and no polluted job sites”.
2

SUPER 1800‐2 with SprayJet Module
Gaining Ground the World Over
The option of using the SUPER 1800‐2 with SprayJet Module both as a conventional paver and a
spray paver is piquing the interest of ever more construction companies. Now, the VÖGELE innovation
has also celebrated its debut in the Netherlands. On a 1.5km stretch of motorway, a brand-new
SUPER 1800‐2 with SprayJet Module paved a new surface course on spray seal, hot on hot, in 6m
width. The paving team completed the task in just two nights and without a hitch, though this was
their first job with the spray paver. Read the expert interview with Sven Neidig, Head of Technical
Services at VÖGELE, to find out more about the current status of the SUPER 1800‐2 with SprayJet
Module, the extra emulsion tank and the opinions of users.
When building racing circuits the world over, VÖGELE pavers simply can’t be done without. And this
certainly was the view shared in Abu Dhabi, United Arab Emirates, where construction of the
“Yas Marina Formula 1 Circuit” is currently underway. Two SUPER 1900‐2 pavers and various
HAMM rollers are on the scene to build the perfect pavement for both the racing circuit and the roads
on the vast periphery.
The last issue of RoadNews included a special edition dedicated to InLine Pave ® . In this issue, we
provide more detailed coverage on a paving job raised there: new construction of the B 178 (n)
Federal highway near Löbau in Saxony, Germany, where a “compact asphalt pavement” was built on
a 6km stretch using the VÖGELE “hot on hot” paving method. This contract included a number of
challenges related to bridges on the highway section concerned. Some of the bridge decks needed
surfacing with asphalt, other bridges had to be by-passed. The challenges could be met thanks to
the unique advantages of the VÖGELE machine concept. Read also the interview with Jürgen Israel,
a representative of the contracting Roads Authority and proven expert in “compact asphalt
pavements”.
Enjoy reading.
Roland Schug
Marketing Director
Imprint RoadNews for new roads – the VÖGELE Magazine on Paving Applications | Editorial Address: Neckarauer Straße 168 – 228, 68146 Mannheim,
Germany, Telephone +49 (0) 621 8105 – 202, Fax +49 (0) 621 8105 – 469, E-Mail roadnews@voegele.info, Website www.voegele.info |
Editors: Roland Schug, Anja Sehr, Martin Hilken | Translations: Maria Weckesser | Agency: bilekjaeger, Stuttgart | Reproduction of
articles is permitted after written consent. We disclaim liability for editorial submissions, which have not been requested. Trademarks and
registered trademarks are the property of the owners.

New construction of the B 178 (n) Federal highway in Germany with the VÖGELE InLine Pave ® train.
Modular Machine Design
Plays out its Strengths
New construction of the B 178 (n) Federal highway near Löbau in the German Free State of Saxony was extraordinary in
many respects. When it came to paving the 5.9km stretch of the highway, hot on hot, the VÖGELE InLine Pave ® train
displayed all its advantages and completed the job quickly and highly economically. RoadNews already reported briefly
on the job site near Löbau as part of the “InLine Pave ® special edition” in January 2009. In this issue, we will be covering
the special features of the job in greater detail.
4

Building a “compact asphalt pavement” on the B 178 (n) Federal highway:
The InLine Pave ® train achieved perfect evenness.
When constructing the B 178 (n) Federal highway near Löbau, the
focus was on a high standard of pavement quality, in partic ular for
the asphalt surface course, and a high cost-efficiency. To ensure
fair competition, Bautzen Roads Authority letting the contract
refrained from making restrictions in terms of tech nology by
confining bids to “compact pavement construction”. Alternative
offers for “conventional paving” were admitted as well. In the end,
it was InLine Pave ® , the technique using two pavers, that won the
contract (please also refer to the expert interview with Jürgen
Israel of Bautzen Roads Authority, pages 10 – 13). Particularly
high demands were made on the overall quality of the road, as
the B 178(n) will link the A 4 motorway to Poland and the Czech
Republic in the Zittau region. A high traffic load is expected with
a high share of heavy goods vehicles.
Surfacing 6 bridge decks and by-passing 2 bridges
The 5.9km stretch of the Federal highway included 8 bridges.
6 bridge decks required paving of 4cm surface course on the
existing mastic asphalt. Two other large bridges could not be
accessed at all by the pavers, as construction work had not yet
been completed. On the sections between the bridges, the
task was to place binder and surface courses featuring perfect
bonding and interlocking of layers. The paving team of contractor
Strabag AG, Direktion Straßenbau Sachsen, faced up to those
challenges with their InLine Pave ® train.The paving train was
made up of a MT 1000-1 Mobile Feeder, a SUPER 2100‐2 IP for
paving binder course and a SUPER 1600-2 for placing surface
course. “A crucial factor when using this technology is an
optimal rhythm as far as supply of the pavers with mix is
concerned. If this works, then the costs of paving can be cut
massively from the very first metre,” says a representative of
contractor Strabag.
The VÖGELE concept for “hot on hot” paving
VÖGELE developed the InLine Pave ® train especially for the
innovative “hot on hot” paving technique to build “compact
asphalt pavements”. InLine Pave ® , however, is equally suited to
carrying out conventional paving jobs to a high standard of
quality and very economically. With InLine Pave ® , binder course
and surface course are placed in a single pass. This yields not
only a perfect bond of layers but also intense interlocking.
Both are basic requirements for the longevity of roads.
Machinery of standard design
for high productive utilization
InLine Pave ® is based on machines of series production
that undergo just slight modification for the “hot on hot” paving
6

North Sea
Baltic Sea
Berlin
Poland
Germany
Löbau
Czech Republic
France
Germany
Job Site Details
New construction of a “compact asphalt
pavement” on the B 178 (n) Federal highway
near Löbau, Germany
Final density produced with oscillation:
HAMM compaction technology provides for excellent
interlocking of the two layers paved “hot on hot”.
Length of section: 2 x 5.9km
Total area paved: 88,500m 2
Paving Details
Pave width: 2 x 7.5m
Layer thickness: binder course 10cm
surface course 2cm
Paving Material
Binder course: asphaltic binder (Abi 0/22 S)
with binder (PmB 45 A)
Surface course: stone mastic asphalt (SMA 0/8 S)
with binder (PmB 45 A)
Equipment
VÖGELE InLine Pave ® train comprising:
MT 1000‐1 Mobile Feeder
SUPER 2100-2 IP for binder course
with AB 600-2 IP Extending Screed
SUPER 1600-2 for surface course
with AB 600-2 TV Extending Screed
HAMM DV 90 VO and DV 90 VV Rollers
process. For construction contractors, this means that every
single machine of the InLine Pave ® train can also be used
for conventional paving jobs at any time. This increases
substantially both the productive utilization of the contractor’s
equipment pool and his return on investment (ROI). It also
makes the InLine Pave ® technology a highly attractive option
for medium-sized construction companies.
Paving just surface course on the bridge decks
Back to the job site: surfacing the bridge decks was a tricky
job. At least it appeared so at first glance. At second glance,
however, the InLine Pave ® technology demonstrated an unique
advantage: its modularity. The machine design allows the
MT 1000‐1 Mobile Feeder and the SUPER 2100‐2 IP paver for
placing binder course to be uncoupled from the InLine Pave ®
train. On the 6 bridges of the highway where just surface
course was to be placed, the SUPER 1600‐2 alone paved the
surfacing in the specified thickness of 4cm, in the conventional
manner. And on the B 178 (n) job site, it was only due to this
possibility that the bridge decks could be surfaced at all.
Thanks to the smart VÖGELE concept, there was no interruption
in the overall process. After the bridges, the 3 machines resumed
work in a team and continued paving “hot on hot”. Finally, the
InLine Pave ® concept showed off one more advantage over
7

large special machinery: for carrying out secondary work on the
highway such as surfacing approach and exit lanes, the right
single machine was always available, without a need for further
machinery moving onto the job site. This boosted considerably
the contractor’s flexibility in action.
88,500m 2 of area paved with asphalt
with the system, users can operate all other pavers of the
“dash 2” generation without extra training. The team working
“hot on hot” on the B 178 (n) Federal highway also benefited
from this advantage. They placed 10cm binder course and 2cm
surface course without any problem. In both highway directions,
they worked in 7.5m width. All told, asphalt was paved on an
area of some 88,500 m 2 .
Most of the roadwork between the bridges was mere
routine for the paving team. Though the Löbau job was the first
occasion for contractor Strabag’s crew to work with the
InLine Pave ® train, they quickly got to grips with the equipment.
This is due mainly to the fact that the paving train is made up
of VÖGELE machines from series production, which have
undergone just slight modification. The ErgoPlus ® operating
concept is an important aspect in this respect. Paver operators
are quickly familiar with their ErgoPlus ® consoles on which
paver functions are arranged in logical groups. Once familiar
Perfect evenness achieved
The InLine Pave ® concept stands for maximum evenness of
the final pavement. The use of two pavers, operating separately
and each equipped with a floating screed, helps perfectly level
out irregularities. And InLine Pave ® does not make special
demands on the evenness of the road base. A tolerance up to
10mm, usually specified for base course, is absolutely sufficient
for InLine Pave ® to achieve a final surface of highest accuracy.
On the Löbau contract, the paving team worked with
Every single machine of the InLine Pave ® train left the
highway by travelling down the embankment without
a need for any prior conversion. As a team,
the machines continued paving
right after the bridge.
8

Deviation (mm)
Deviation (mm)
–10.0
– 5.0
0.0
5.0
10.0
15.0
20.0
6,370.0 6,380.0 6,390.0 6,400.0 6,410.0 6,420.0 6,430.0 6,440.0 6,450.0 6,460.0 6,470.0
Measuring Points (m)
–10.0
– 5.0
0.0
5.0
10.0
15.0
20.0
6,470.0 6,480.0 6,490.0 6,500.0 6,510.0 6,520.0 6,530.0 6,540.0 6,550.0 6,560.0 6,570.0
Measuring Points (m)
The planometer’s printout furnishes proof of superb evenness. “The pavement evenness of the B 178(n) is excellent”,
says Jürgen Israel of the Bautzen Roads Authority (read our interview on the following pages). All other parameters, too,
were fully met. As to bond of layers and degree of compaction, the final result complied 100% with the specified values.
NIVELTRONIC Plus ® , the System for Automated Grade and
Slope Control, combined with a modern sensor system from
VÖGELE. The paver placing binder course came with a
Big MultiPlex Ski to scan the base, which served as a reference
for grade and slope control. The system offers the particular
advantage that even long irregularities, such as undulations,
can be reliably levelled out. It is the combination of the paver’s
self-levelling property and the Big MultiPlex Ski that has achieved
superb results: the contracting authority was fully satisfied with
the pavement’s quality (see interview on pages 10 – 13).
great that the thin surfacing might risk to be displaced,” explains
Gerd Lenz, Applications Consultant of HAMM. “The situation is
similar to thin overlays, which also can only be compacted with
oscillation or in static mode.” Using HAMM oscillating rollers
avoids this risk. The pavement is compacted dynamically and
quickly, achieving a perfect surface finish and an excellent initial
grip. This also was the result on the Löbau job: the DV 90 VO
roller with oscillation had produced the specified density after
just three passes. The DV 90 VV vibrating roller operated in
static mode. ,
“Compaction with oscillating rollers is optimal”
Immediately behind the paving train, two HAMM DV 90
rollers with oscillation followed to produce the final density of
the new asphalt pavement. For InLine Pave ® asphalt packages,
the superiority of compaction with oscillating rollers is primarily
due to the relative thicknesses of the two layers. In conventional
asphalt paving, the thicknesses of binder course and surface
course are 8cm and 4cm while, when placing two layers
“hot on hot”, binder and surface course thicknesses are 10cm
and 2cm. “The load exerted by vibratory compaction is so
9

Interview with Jürgen Israel of Bautzen Roads Authority, Germany, about InLine Pave ® .
“Building Compact Asphalt Pavements
Works Excellently with InLine Pave ® ”
10

Numerous state authorities for roads in the east and west of
Germany welcome the method of building compact asphalt
pavements with two pavers. Within the states’ responsibility
for state roads, the InLine Pave ® technique has been
officially accepted and approved by decree in the states of
Branden burg, Saxony, Saxony Anhalt, Mecklenburg-
Western Pomerania and Saarland. RoadNews spoke
with Jürgen Israel of Bautzen Roads Authority about his
experience with InLine Pave ® and construction of the
B 178 (n) Federal highway near Löbau.
RoadNews: Mr Israel, you are Head of the Department for
Road Construction as part of Bautzen Roads Authority.
What does the term “quality” mean to you and how do you
evaluate the quality of the “hot on hot” paving technique
Jürgen Israel: Quality is of immense importance to us. After
all, we are responsible for 1,600km of state and Federal
highways. Our scope of responsibility includes not only road
maintenance, but also extension and new construction of
roads. No matter, however, whether it is new construction or
pavement rehabili tation, we have to make responsible use of
the taxpayers’ money. This is why we are looking for paving
methods capable of prolonging the lifespan of roads.
RoadNews: Does heavy goods traffic between east and
west play a role in this context
Jürgen Israel: Of course. And the B 178 (n) highway near Löbau
requires special mention in this respect, as it represents an
essential traffic link between the Czech Republic, Poland and
Germany. We expect a very high volume of traffic on this
Federal highway in the future, especially in terms of heavy
goods vehicles. That’s why it is indispensable for the road to be
built in such a way that it can cope with high traffic loads
without requiring rehabilitation after just a short time. This is
why we included, from the start, “compact asphalt pavements”
into our considerations.
RoadNews: Why “compact asphalt pavements” and where
do you see the key advantages
Jürgen Israel: It’s very simple, really. Being able to pave binder
and surface courses in a single pass to create a homogeneous
asphalt package, 12cm thick, offers lots of advantages. In a
compact asphalt pavement, you do not have any separation of
layers and “hot on hot” paving yields an excellent interlocking
of layers. And this is what matters most to us, as according to
our experience, a poor bond of layers is one of the major
reasons for pavement damage.
RoadNews: So quality was a top priority when building
the B 178 (n)
Jürgen Israel: Absolutely. Although we only can get quality as
a claim accepted if the paving method also meets economic
requirements. But we had no conflict of interests at all on this
section of the B 178 (n). In order to ensure fair competition, we
did not make any restrictions in terms of technology and did
not confine bids to “compact asphalt pavements” alone,
11

ut also permitted alternative offers based on conventional
paving. In the end it was compact pavement construction using
two pavers which won the day.
RoadNews: Have there been any special challenges on
that job site
Jürgen Israel: Well, in this context mention should be made
of the 8 bridges that are located on the 5.9km stretch.
On 6 bridge decks, the task was not to pave binder course and
surface course, but to pave just 4cm surface course onto the
existing mastic asphalt. What’s more, two of the large bridges
were not allowed to be accessed at all by the pavers, as
construction work had not yet been completed. You see, there
were some tricky problems that had to be solved.
RoadNews: And how were these problems solved
Jürgen Israel: The contract was awarded to Strabag which had
offered InLine Pave ® as a building method. This method allows
surface course and binder course to be paved independently
of each other, as it is possible to uncouple the InLine Pave ®
train at any time. In other words, the 4cm surface course could
be paved on the bridge decks without interrupting the overall
process. And thanks to the mobility of the uncoupled single
machines, it was also possible for them to by-pass the bridges
by travelling down the embankment on temporary ramps or
site roads under their own power.
RoadNews: Mr Israel, as you have gained experience with
this method, what do you think are the advantages
Jürgen Israel: In addition to the advantage of a strong bond of
layers, which is undeniable, this technique yields a high degree
of evenness – a quality feature that every motorist welcomes.
Once the InLine Pave ® technique had been explained to us in
detail, it quickly became clear that evenness can be obtained
best by the self-levelling properties of two separate pavers
working one behind the other. Of course, we also discussed
the matter beforehand with colleagues from other divisions,
who had experience of all paving methods available. And the
clear conclusion was that with InLine Pave ® , we could expect
a very high standard of quality in terms of evenness.
RoadNews: What were the results of your final tests
Jürgen Israel: These tests confirmed our expectations. The
evenness on the B 178 (n) is superb. Indeed, our expectations
have been more than fulfilled.
RoadNews: When colleagues from other Roads Authorities
seek your personal advice for inviting tenders, what is your
recommendation based on your experience
Jürgen Israel: Well, first of all, if you’re convinced of the merits
of “hot on hot” paving, then you should invite tenders for it
where it makes sense from both the economic and technical
points of view. Secondly: tenders should be invited in
competition with “conventional paving” by stating explicitly that
alternative offers for “compact pavement construction” are
welcome. Or thirdly: you invite tenders for “compact pavement
construction” and admit alternative offers for “conventional
paving”. This fulfils all requirements of a fair competition.
RoadNews: Would you recommend “trial job sites” for the
InLine Pave ® technique
Jürgen Israel: No. Trial job sites and extensive reports in their
wake are no longer necessary for InLine Pave ® . However, prior
to commencing work, the contracting authority should make
sure that the company carrying out the roadworks has a good
strategy for “mix supply logistics”. Building compact asphalt
pavements works perfectly with InLine Pave ® . Whether evenness,
degree of compaction, layer thickness or bond of layers – on
the B 178 (n) near Löbau there was nothing to complain about.
For us, the results of InLine Pave ® were absolutely convincing!
RoadNews: Mr Israel, thank you for taking your time. ,
12

Above: The MT 1000‐1 Mobile Feeder transfers mix for binder course: “It is essential that the contractor has reliably
solved the problem of mix supply logistics.” Below: “We expect a high volume of traffic on the B 178 (n) Federal highway”,
says Jürgen Israel.
13

+++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++
Perfect result:
The SUPER 1303‐2 paved
an absolutely clean coloured
surfacing.
Working with the brand-new
VÖGELE paver and ErgoPlus ® ,
the operating concept for easy
handling: “We were surprised,
everything went very smoothly.”
14

+++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++ JOB SITE Ticker +++
Wheeled SUPER 1303‐2 paves surfacing of combined foot and cycle paths.
Yellow Asphalt
for a Dash of Colour
Delitzsch, in the German Federal state of Saxony Anhalt,
is not the only town to look fabulous in yellow. Indeed,
yellow coloured asphalt is gaining in popularity everywhere.
On an ever growing number of job sites, urban planners
are going for that bright touch in path construction, as was
the case for two combined foot and cycle paths built in a
residential area in Delitzsch.
The contract for construction of the combined foot and cycle
paths in Delitzsch with lengths of 160m and 250m was
awarded to contractor Ezel Torgau GmbH. Although for the
surfacing of the paths a special coloured mix was to be paved,
the work began as with any conventional path. The base course
mix was bonded with black bitumen as usual. The paving team
used a SUPER 1800‐2 to place the first asphalt layer, 8cm
thick, between the previously installed kerbstones. The tracked
paver laid base course in a width of 4m and its AB 500‐2
Extending Screed in TP1 version achieved a high degree of
precompaction.
Yellow surfacing paved with a SUPER 1303‐2
Once the base course had been placed, the paver would
usually have needed thorough cleaning in order not to soil the
yellow surface course mix and produce an absolutely clean
final result. It was a lucky coincidence that just at that time,
the contractor took delivery of a brand-new SUPER 1303‐2
from VÖGELE’s compact equipment class. So this machine,
sparkling with cleanliness, was put straight to the task of paving
the yellow surfacing.
Ezel Torgau GmbH paved the surfacing on the combined foot
and cycle path in 4m width. “Even we were surprised at just
how smoothly everything went. From supply of the paver with
mix through to paving and compacting, everything went as
usual,” reports Stephan Portsch, the contractor’s experienced
job site manager. The AB 340 TV Extending Screed, mounted
to the SUPER 1303‐2, achieved an excellent degree of
precompaction with tamper and vibrators. As a result, it was
easy for a HAMM DV 40 VV vibratory roller, thoroughly cleaned
and spick and span, to produce the final density. ,
Job Site Details
Building two combined foot and cycle paths
in a residential area in Delitzsch, Germany
Paving Details
Length of job site: 410m (total)
Pave width: 4m
Layer thickness: surface course 3cm
base course 8cm
Paving Material
Base course: base course material
(TS 0/22 C 70/100 RC)
Surface course: coloured asphalt type
Deucolor W Sabbia i8
No problem when paving coloured asphalt
The new wheeled paver placed the yellow mix type
Deucolor W Sabbia i8 without a hitch. The paving team of
Equipment
SUPER 1800‐2 with AB 500‐2 TP1 Extending Screed
SUPER 1303‐2 with AB 340 TV Extending Screed
HAMM DV 40 VV Vibratory Roller
15

Sensors for NIVELTRONIC Plus ® , the VÖGELE System for Automated Grade and Slope Control.
The Right Sensor
for Any Paving Application
With NIVELTRONIC Plus ® , VÖGELE offer a unique System for Automated Grade and Slope Control creating the basis for
efficient paving true to line and level on any base. The high degree of accuracy during paving is achieved through the
possibility to combine NIVELTRONIC Plus ® with various VÖGELE sensors. The right sensor is available for every paving
application, ranging from mechanical sensors to a diverse array of non-contacting sensors. In Part 1 of this series, RoadNews
presents the non-contacting acoustic sensors for the NIVELTRONIC Plus ® Automated Grade and Slope Control System.
NIVELTRONIC Plus ® is an in-house development of VÖGELE
and based on many years of experience in grade and slope
control technology. In terms of easy handling, accuracy and
reliability, it is the perfect solution to all grade and slope control
jobs.
Perfect harmonization between paver and grade and
slope control system for maximum pavement quality
The fully integrated system offers the advantage that the
machine technology of the SUPER pavers on the one hand and
the grade and slope control system on the other are perfectly
matched. All cables and connections are integrated into the
tractor unit and screed, thus eliminating any confusion of
cables and risk of damage.
Wide variety of sensors
VÖGELE offer a wide selection of sensors geared to
practice that allow versatile use of the NIVELTRONIC Plus ®
system. Whether car parks, roundabouts or highways need to
be built or rehabilitated, VÖGELE have the right sensor for every
job site situation. What’s more, no time is lost when changing
sensors, as NIVELTRONIC Plus ® automatically recognizes
every sensor connected. This allows fast and easy set-up
of the system. The different sensors offered by VÖGELE
are categorized into three groups: mechanical sensors,
non-contacting acoustic or optical sensors, and 3D systems.
Part 1 of this series is dedicated to non-contacting acoustic
sensors.
16

PART 1
Non-contacting
Acoustic Sensors
VÖGELE offer 3 different non-contacting acoustic sensors:
the Single-Cell Sonic Sensor, the Multi-Cell Sonic Sensor
and the Big MultiPlex Ski. The functional principle of all three
sensors is identical: an acoustic signal is emitted, reflected and
received. The time that elapses between emission and
reception of the signal provides information on the distance the
signal travelled. As the speed of sound is dependent on
temperature, a temperature compensating value is determined
by the sensors. This way, grade control of consistent accuracy
is ensured even in the case of temperature fluctuations.
No wear of sensors
Based on their identical functional principles, the sensors
have common characteristics as far as their advantage over
mechanical sensors is concerned. Sonic sensors feature a
large measuring and operating range, making them extremely
flexible to use. As the sensors operate on a non-contacting
basis, they are insusceptible to dirt or wear. Another advantage
of their non-contacting operation is that the sensors can
remain installed on the paver when moving the machine on the
job site. And, in contrast to optical sensors, the acoustic sensors
are not influenced by light reflection or light refraction.
Various fields of application
So far the characteristics which these sensors have in
common. Of course, there are also differences. An essential
difference lies in the number of measurements which are made
and analyzed. From this feature result the different fields of
application for the Single-Cell Sonic Sensor, the Multi-Cell
Sonic Sensor and the Big MultiPlex Ski.
17

1. Single-Cell Sonic Sensor
Single-Cell Sonic Sensor
Metal bow, fitted at a firm
distance to the sensor cell,
determines value for
temperature compensation
The Single-Cell Sonic Sensor has just one sensor cell
emitting a sound cone and, therefore, copies a reference in
the ratio of 1:1, without calculating an average. This sensor
can be used to scan the most varied references and adapts
easily to different job site conditions. It, furthermore, stands
out through fast and easy installation and operation. On this
sensor, the value for temperature compensation is
determined by a metal bow fitted at a firm distance to the
sensor cell. The sound cone emitted by the sensor cell
reaches the metal bow and picks up the distance. If the
picked up value deviates from the firm one for the distance,
the difference serves as a correction value for the sensor.
Optimal for tight curves
On account of its compact dimensions, the Single-Cell
Sonic Sensor is ideally suited for use in confined spaces or
on winding roads with small curve radii. It is also
recommended in all those cases where precise copying of
a reference is desired. Such an example is paving two
parallel strips “hot to hot” or “hot to cold”. Furthermore, the
Single-Cell Sonic Sensor is the preferred choice on jobs
where major changes in layer thickness need to be initiated
within a short time, e.g. in the case of speed humps.
The Single-Cell Sonic Sensor has just
one sensor cell. The sensor copies
a reference in the ratio of 1:1, without
calculating an average.
18

2.
Multi-Cell Sonic Sensor
Reference sensor cell
determines the value for
temperature compensation
Multi-Cell Sonic Sensor
with 5 sensor cells
Other than the Single-Cell Sonic Sensor with one sensor
cell, the Multi-Cell Sonic Sensor is provided with 5 sensor
cells emitting 5 sound cones for grade control. Out of these
five measurements, however, just 3 are used to calculate an
average. The 2 measurements with the greatest deviation
from the specified grade are ignored. This automatically
prevents unrealistic irregularities in the reference, for instance
obstacles like shovels, from being included into grade
control.
console, in the menu of NIVELTRONIC Plus ® , the screed
operator then changes from “Ground Mode” to “Stringline
Mode”. After that, an average is no longer calculated and
only the measurement of the sound cone with the smallest
deviation from the reference used for grade control. In this
mode, a reference can be copied on a 1:1 basis, just as
with the Single-Cell Sonic Sensor.
Sixth sensor cell checks the temperature
As already described, the Single-Cell Sonic Sensor uses a
metal bow to compensate temperature fluctuations. With the
Multi-Cell Sonic Sensor, this function is fulfilled by an extra
sensor cell picking up deviations in sound speed and
initiating a correction.
Tensioned wire can also be used as a reference
The VÖGELE Multi-Cell Sonic Sensor features high
versatility. By calculating an average from measurements,
it can perfectly level out short irregularities in the base.
The sensor is suited not only to scanning the ground, but
also a tensioned wire or stringline with a minimum thickness
of 2.5mm. For such an application, the sensor is positioned
at right angles to the direction of motion, i.e. rotated through
90° compared to its “Ground Mode” position. On the screed
19

3. Big MultiPlex Ski
Modular beam
up to 13m long
3 Multi-Cell Sonic Sensors
with 5 sensor cells each
The Big MultiPlex Ski operates with 3 Multi-Cell Sonic
Sensors fitted to a beam. Each of these sensors transmits
its measurement (mean value) to the control unit of the
Big Multiplex Ski. The control unit calculates an average of
the mean values and passes it on to NIVELTRONIC Plus ® ,
the System for Automated Grade and Slope Control.
Obstacles exceeding a defined size are automatically
excluded from grade control. This ensures that paving work
is always based on correct data.
Variable beam length up to 13m
Thanks to the modular design of the beam, the
Big MultiPlex Ski can cover distances ranging from 5 to
13m. The beam itself is made up of several elements.
The individual Multi-Cell Sonic Sensors can be shifted on
the beam for optimal adjustment in position to job site
conditions. The beam length most commonly used in
practice is 8m or longer.
a need for manual grade control (please also refer to the
“Tips and Tricks from Practical Applications” in this
RoadNews issue).
Scanning within or outside the pave width
The Big MultiPlex Ski offers two options for mounting.
One of them allows scanning the base within the pave
width. To this end, the beam is attached to the screed arm.
The special advantage: the freshly paved surface behind
the screed becomes part of the reference and is included
in grade control. As an alternative, the beam of the
Big MultiPlex Ski can be attached to the screed’s end plate
if the area outside the machine’s pave width is better suited
to scanning.
Continued after “Tips and Tricks” on page 21.
Perfect levelling of long irregularities
The Big MultiPlex Ski is particularly suited to paving
jobs that call for absolute evenness in the pavement’s
longi tudinal direction. Thanks to the calculation of an
average based on the measurements of several Multi-Cell
Sonic Sensors, the system can detect long irregularities
in the base which a single Multi-Cell Sonic Sensor would
not be capable of recognizing as a fault. Use of the
Big MultiPlex Ski is also extremely helpful when it comes
to paving perfect transitions to existing surfaces, without
20

Tips & Tricks from Practical Applications
10
RoadNews 16
Levelling out Irregularities
with the VÖGELE Big MultiPlex Ski
One focus of this RoadNews issue is presentation of the sensors
offered by VÖGELE for NIVELTRONIC Plus ® , the System for
Automated Grade and Slope Control (please also refer to the
article “The Right Sensor for Every Paving Application”, pages
16 – 21). Users can select from a wide and varied range of
sensors depending on the job site conditions. This issue of
“Tips & Tricks” is dedicated to the VÖGELE Big MultiPlex Ski.
Practical examples show situations in which this sensor
system is ideally suited to the job in hand, and what factors
have to be taken into account while paving.
André Felchner, Head of Applications Technology at VÖGELE, Germany, provides “Tips & Tricks from Practical
Applications”. He is an expert in both practical applications and paver technology and conveys his knowledge
also in VÖGELE training courses and workshops to paving teams from all over the world.
Example 1
Levelling out Irregularities in Any Base
The Big MultiPlex Ski demonstrates its advantages on job sites with rigorous requirements on evenness but where
no physical reference is available. The VÖGELE sensor system is particularly suited when it comes to levelling out
long irregularities in the base.
Large measuring range up to 13m:
The Big MultiPlex Ski extends the
advantages of the well-proven
Multi-Cell Sonic Sensor to a greater
length. The system even allows to
level out long irregularities.

Tips & Tricks from Practical Applications
10
RoadNews 16
When using the Big MultiPlex Ski, minor irregularities
are not included in the process of measurement, as the
system always calculates an average in the ratio of 3:1.
In the same way, the system filters out large deviations
caused by obstacles, such as stones. All other values
picked up by the sensor are used by NIVELTRONIC Plus ® ,
the System for Automated Grade and Slope Control,
to create a virtual reference that allows accurate
paving.
As a result, almost any kind of base can be scanned,
whether water-bound base, antifrost layer or milled
surface. This makes the Big MultiPlex Ski an ideal tool
for a large variety of paving jobs.
Reliable levelling of irregularities: The Big Multiplex Ski
scans a water-bound base.
The Big MultiPlex Ski calculates a virtual reference
from a milled surface.
Example 2
Road with Bends
The modular structure of the beam and the pivoting
design of the arms carrying the front and rear sonsors
allow the Big MultiPlex Ski to be used also on road
sections with bends. This is a major advantage over
the averaging beam with its rigid design.
Swinging the rear sensor inwards to the paver offers a
further advantage: set to this position, the sensor scans
the freshly paved layer behind the screed. As a result,
these picked up values are included into the calculation
and checked for correctness at the same time.
The arms carrying the front and rear sensors pivot
through 90°, so that the sensors can be positioned
some 1.5m inwards or outwards. This makes it possible
to scan the freshly laid pavement behind the screed
even with the beam fitted to the screed’s end plate.

Tips & Tricks from Practical Applications
10
RoadNews 16
Example 3
Depressions in the Road or Crests
If there are depressions in the road or crests, it is recommended to position the sensors of the
Big MultiPlex Ski as closely together as possible. The drawings below show you why.
7 Unfavourable Sensor Position
If the sensors are too far apart from each other, undesired paving may result. In the case of a depression, the
screed might move down and the layer thickness decrease. In the case of a crest, the screed might move up
and the layer increase.
Depression
Sensor
at Front
Crest
Sensor
at Front
30
30 35
5.25m 5.25m
30 30 28
5.25 m 5.25 m
Picked up Values:
Specified: 30 + 30 + 30 = 90 90 : 3 = 30cm
Actual: 30 + 30 + 35 = 95 95 : 3=31.6cm
> Layer too thin
Picked up Values:
Specified: 30 + 30 + 30 = 90 90 : 3 = 30cm
Actual: 30 + 30 + 28 = 88 88 : 3 = 29.3cm
> Layer too thick
3 Good Sensor Position
In order to ensure correct paving, true to line and level, on road sections with depressions or crests, make sure
that the sensors are positioned closely together. The configuration below is recommended:
Depression or Crest
30
Rear Sensor:
Close to the screed’s
footboard
30
3.25m 3.25m
Sensor in the Middle:
Just in front of the auger or in the area
of the limiting plates for the auger tunnel
30
Front Sensor:
In the area of the
material hopper
Please note: The distances between sensors must be identical.

Tips & Tricks from Practical Applications
10
RoadNews 16
Under such job site conditions it is also recommended
to deactivate the “working window” via the control
panel of the Big MultiPlex Ski. This should be done, for
example, when the screed planing angle is expected
to change considerably and with it the position of the
sensor at the front by more than 10cm. In such a case,
if not switched off, the sensor would leave its tolerance
range and cause NIVELTRONIC Plus ® to stop
controlling the tow point rams.
Example 4
Transitions to Existing Surfaces
The VÖGELE Big MultiPlex Ski allows to pave perfect
transitions to existing surfaces, for instance at the end
of a milled area.
For a perfect transition, switch off the System for
Automated Grade and Slope Control just before the
first sensor reaches the existing surface. As soon as
the first sensor is positioned right above the edge of
the surface, re-calibrate the system. When switching
NIVELTRONIC Plus ® back on, the system immediately
detects the different heights and corrects the
difference.
Please note that the process of calibration must be
completed as long as the paver still is on the lower
ground. Because moving it onto the existing surface
would change the screed’s tow point and the screed
planing angle. The undesired result: the screed moves
up and the layer thickness increases.
As soon as the paver’s tracks rest on the existing
surface over their full lengths, the beam of the
Big MultiPlex Ski is in a horizontal position again and
the average, calculated from the values picked up by
the 3 Multi-Cell Sonic Sensors, is adopted as a new
specified value for layer thickness.
Paving perfect transitions made easy:
Just re-calibrate the NIVELTRONIC Plus ® system
before reaching the existing surface. Then the
Big MultiPlex Ski automatically compensates for
the difference in layer thickness.

Selection: The Optimal Sensor for Every Paving Application
Sensor
Application
Municipal Roads
Traffic Calmed Areas
Roundabouts
Rural Roads
Highways
(New Construction)
Motorways
Places and Large Areas
Airports (New Construction)
Airports
(Pavement Rehabilitation)
Racing Tracks
(New Construction)
Racing Tracks
(Pavement Rehabilitation)
Mechanical
Variable Mechanical Grade Sensor
- Stringline Mode
- Ground Mode
Averaging Beam
Slope Sensor
Non-Contacting,
Acoustic
1.
2.
Single-Cell Sonic Sensor
Multi-Cell Sonic Sensor
- Stringline Mode
PART 1
NON-CONTACTING
ACOUSTIC SENSORS
- Ground Mode
3.
Big MultiPlex Ski
Non-Contacting,
Optical
Laser Receiver
3D System
NAVITRONIC Plus ®
highly recommended
suited
,
21

United Arab Emirates (UAE)
SUPER pavers build new Formula 1 circuit in Abu Dhabi.
VÖGELE Open the Throttle
for the Formula 1
Persian Gulf
Dubai
Abu Dhabi
UAE
Saudi Arabia
Iran
Oman
Abu dhabi
Construction of the new Formula 1 circuit in Abu Dhabi is a project which defies
superlatives. While the battle for the 2009 world championship title is already raging
and the winners of the first races being toasted, over 6,000 construction personnel
are working flat out in the capital city of the United Arab Emirates (UAE) to complete
the new high-speed circuit and its surrounding infrastructure. The “Abu Dhabi
Grand Prix” in November will decide who becomes this year’s world champion in
the most prestigious international motorsport discipline. Right in the general bustle:
VÖGELE pavers and HAMM rollers from German contractor Bickhardt-Bau. They
shall provide for the perfect pavement both on the circuit and throughout the entire
giant peripheral area.
22

VÖGELE pavers and HAMM rollers provide for superb pavement
quality on the racing circuit as well as parking areas and access roads.
23

Job Site Data
SUPER pavers on the start line
Construction of the “Yas Marina Circuit”
in Abu Dhabi (UAE)
Length of circuit: 5.55km
Paving Details
Pave width: 20m (paved in 3 to 5 strips)
Layer thickness: crushed-stone base 50cm
bituminous base 8cm
binder course 4cm
surface course 4cm
Paving Material
Base course: bituminous material (0/19)
Binder course: material (0/14) with polymer modified
bitumen (PMB)
Surface course: special mix for racetracks (0/11)
Equipment
2 SUPER 1900‐2 with AB 600‐2 TP2 Extending Screeds
5 HAMM HD O75V Rollers
1 HAMM HD 12 VV Roller
2 HAMM GRW 18 Rubber-tyred Rollers
Contractor Bickhardt-Bau has plenty of experience working
with VÖGELE pavers and the paving team is well versed in their
operation. In Abu Dhabi, the team is using two high-performance
SUPER 1900‐2 models combined with AB 600‐2 TP2 Extending
Screeds. These pavers have numerous features ensuring that
the high requirement in terms of quality will be met. Indeed, the
quality concept begins at the material feed stage: large,
oscillating push-rollers provide that the material supply from
the feed lorry into the paver is smooth – a key prerequisite for
maximum surface evenness during paving.
AB 600‐2 TP2 High-Compaction Screed provides
top performance
It was the High-Compaction Technology of VÖGELE which
laid the basis for a perfect build-up of layers in Abu Dhabi.
Especially for placing base and binder courses, Bickhardt-Bau
relied on the high compactive effort of tamper and 2 pressure
bars installed in the VÖGELE High-Compaction Screed. In this
configuration, the pavers yielded an excellent precompaction
of 92% and more.
Evenness is the prime quality criterion
The project schedule for the team from Bickhardt-Bau is
extremely ambitious. The VÖGELE pavers and HAMM rollers
were dispatched on their journey via container ship from
Germany as early as in May 2008. After arriving in the Persian
Gulf, the first task was placing base course and binder course.
The surface course is scheduled to be paved in June 2009.
A challenging workload, indeed, for the German road building
team and the machines from the WIRTGEN Group. The scope
of the contract covers the 5.55km circuit, including pit lanes,
paddocks and emergency roads, as well as all access roads
and parking spaces. All told, the project in Abu Dhabi involves
laying some 950,000 tonnes of crushed stone for base course
and surfacing an area of 750,000m 2 with 210,000 tonnes of
asphalt.
“There are two main criteria for the quality of racetracks:
the Polished Stone Value (PSV) of the pavement surface and
the evenness. The Polished Stone Value is a measure for the
resistance of the stone to polishing and is the decisive factor
for the non-skid properties of the surface. This is primarily a
question of the material used. As to evenness, however, this
characteristic of the surface is produced by the pavers,” explains
Frank Dittrich, site manager of Bickhardt-Bau. The specifications
are extremely demanding. The maximum tolerance allowed
for evenness is 2mm measured over a distance of 4m in the
longitudinal direction. “Thanks to the VÖGELE Grade and
Slope Control Technology, we already reached the specified
evenness to a large extent when placing binder course. And I
know that we’ll also achieve a perfect result with the surface
course, due to our VÖGELE pavers,” says Frank Dittrich.
24

VÖGELE sensor systems for highest quality
Attributes great importance to a good and close contact
with his clients: Rolf Weibel, VÖGELE Sales Manager for the
Middle East, visited the team of contractor Bickhardt-Bau.
The demands made on evenness increase from layer to layer.
Bickhardt-Bau met the high requirements in terms of accuracy
through the use of NIVELTRONIC Plus ® . They combined the
VÖGELE System for Automated Grade and Slope Control with
items from the extensive range of VÖGELE sensors for a perfect
match (also refer to article “The Right Sensor for Any Paving
Application” on pages 16 – 21). On the racetrack, 20m wide,
base and binder courses were on the majority of sections
paved in 4 strips of 5m each. When paving 8cm base course
for the straights and wide bends, Bickhardt-Bau installed a
tensioned wire on the outer side of the first strip. For the adjacent
strips, they used the slope sensor combined with a Multi-Cell
Sonic Sensor tracing the previously paved strip. On the tight
bends, a tensioned wire, traced by the Multi-Cell Sonic Sensor,
was used for all 4 strips.
Paving binder course on the racetrack:
Position and profile are constantly checked.
25

Basics on Screed Assist
From the paver operator’s console
or the screed console, the
pressure for Screed Assist can
be set separately for either side.
Weight relief is by the hydraulic
rams.
For detailed information on
Screed Assist, please refer to
RoadNews 12 (Tips & Tricks
from Practical Applications).
Big MultiPlex Ski shows its strengths
The binder course was paved in three strips of 6.7m each.
This marked the first major appearance of the Big MultiPlex Ski.
“You really can’t go wrong with the Big MultiPlex Ski. It’s a
fantastic solution,” was the enthusiastic opinion expressed by
foreman Horst Hennighausen on the sensor system from the
wide range of VÖGELE products. He already supervised
asphalt paving on the Bahrain and Shanghai racetracks.
“The measuring concept enables the system to perfectly level
out irregularities, all on its own.” This is why Bickhardt-Bau also
plans to make the most of the advantages offered by the
Big MultiPlex Ski when it comes to paving surface course
(for further information on the Big MultiPlex Ski, please refer to
the “Tips & Tricks from Practical Applications”).
Screed Assist helps achieve prime pavement quality
in tight bends
The Screed Assist pressure can be set separately for either
side. In Abu Dhabi, this technology greatly facilitated laying
base and binder courses in the inner areas of the tight bends.
In some cases, an angle of 90° had to be paved, just 3m wide.
Consequently, the AB 600‐2 Extending Screed was completely
retracted and its weight rested on that narrow screed width. In
this situation, the Screed Assist feature with infinitely variable
pressure provides for the upfloat force necessary to support
the floating of the screed. During paving, the screed was
assisted more on the inner sides of the bends than in the outer
areas, as the screed receives less upfloat force on the bend’s
inner side due to the slower forwards movement. Thus, in this
challenging paving situation, the AB 600‐2 TP2 was able to
perfectly float on the mix across the full pave width, thus
making a significant contribution to the high degree of surface
evenness achieved.
Special mix for racing circuits provides for a perfect grip
The team from Bickhardt-Bau availed itself of another useful
feature of VÖGELE pavers, especially when it came to paving on
tight bends: the Screed Assist function. This function reduces
the pressure exerted by the screed on the mix being laid.
The best kept secret in the construction of racetracks is the
composition of the mix, so that this is the only information
available: on a crushed-stone base, 50cm thick and spread by
graders, 8cm asphalt base (0/19) was paved. The binder
26

As for the base course, a high degree of evenness
had already been achieved and the Big MultiPlex Ski
yields excellent results, there was no more need for
tensioned wires when paving binder course.
SUPER 1900-2: Facts and Figures
n Maximum pave width 11m
n Laydown rate up to 900 tonnes/h
n Maximum layer thickness 30cm
n Transport width 2.55m
n Pave speed up to 25m/min.
n Travel speed up to 4.5km/h
n PERKINS engine rated at 142kW
n ErgoPlus ® operating concept
n Hardtop
course, laid in a thickness of 4cm, is aggregate with a maximum
grain size of 14mm bonded with polymer modified bitumen.
For the surface course, a “special mix for racing circuits” was
used, based on aggregate with a grain size distribution of (0/11).
Some 10,000 tonnes of granite from Malaysia and greywacke
from England were shipped to the Persian Gulf. The reason:
when using the local construction materials, it would not have
been possible to achieve the specified friction coefficient – also
referred to as Polished Stone Value – greater than 57.
Expert know-how required
The rules that apply to racetracks differ from those for
conventional road construction. Geologist Jürgen Mika of
Chemisch Technisches Laboratorium Heinrich Hart GmbH,
Germany, has been on the job site in Abu Dhabi on a regular
basis and knows the details: “If we had used the mix formulae
and grain sizes which are common practice here, we would
have been unable to achieve the specified evenness for the
binder course. However, after a few trials, we found a mix that
gives a far higher degree of surface roughness. Furthermore,
the material is considerably more stable during rolling. That was
particularly important when compacting the tight bends.”
Two pavers move in for the home straight
Paving work for the surface course is scheduled to begin in
June 2009. In the area of the racetrack, the special mix will be
paved “hot to hot”. On the straights, two SUPER 1900‐2 pavers
are going to lay asphalt in 14m width. “In order to achieve the
specified evenness and quality, we’ll be operating at a speed of
just 3m/min. when paving 4cm surface course,” reports the
foreman. Extra compaction for the final density and sealing of
the surface will be carried out reliably and to a high standard of
quality by HAMM tandem rollers. For the team of Bickhardt-Bau
and their high-performance VÖGELE pavers, a great deal of
work still lies ahead until the job will finally be completed this
summer. Nevertheless, everything indicates that the finish line
will be reached according to schedule, despite the fact that
weather conditions in the desert can be quite extreme at times.
“We’ve already had to stop work on a number of occasions due
to rain or sandstorms,” says Frank Dittrich. Yet even he is certain
that everything will be ready for the start of the prestigious
Formula 1 event and that Sheik Mohammed bin Zayed Al
Nahyan, Crown Prince of Abu Dhabi, will be able to proudly
present the new racetrack to the world on time. ,
27

New Highlight in the
Motorsport Calendar:
The “Yas Marina Circuit”
World-famous racetrack architect Hermann Tilke
from Aachen, Germany, designed the new circuit.
“We created a number of artificial hills so that the circuit
goes up and down,” says Tilke, who also planned the
Grand Prix circuits in Malaysia, China, Bahrain and
Turkey. The 5.55km long circuit has a high-speed
stretch that runs alongside the marina and through the
centre of the island. The backdrop along the marina
also lends the desert a certain “Monaco flair”. The other
sections have numerous bends in which overtaking
manoeuvres will provide the spectators with a thrilling
spectacle. A total of 55 laps are planned for the
“Abu Dhabi Formula 1 Grand Prix”. This corresponds
to a total distance of 309.12km. Extensive lighting
systems are being installed along the entire circuit so
that night-time races can also be held.
8
4
6
The Yas Marina Circuit is also the only circuit in the
world in which every grandstand is covered, allowing up
to 50,000 spectators, teams and media representatives
to watch high-speed cars battle it out for the Grand Prix
from a shady seat. The best view is reserved for the VIPs,
who can follow the race from the 60m high “Sun Tower”.
The United Arab Emirates is paying USD 40 billion for
the overall project, hoping that it will attract tourists to
the Persian Gulf state. In addition to the racetrack on
the 2,500 hectare natural island, a “Ferrari Park” with
its own museum and theatre is being built, as well as a
driver’s school, go-cart tracks, dune circuits, three golf
courses, several 5-star hotels and 356,000m 2 of sales
space for a host of different boutiques, restaurants
and luxury properties.
7
28

In the design of the 5.55km long circuit,
a total of 20 bends provide for variety.
On the long straights, a top speed of
320km/h shall be reached.
5
2
3
1
Separate Track Dedicated to Drag Racing
At the same time as the Formula 1 circuit, a 1.2km
drag racing track is also being built in Abu Dhabi. The
dragsters of the professional and top amateur classes are
powered by engines which, under full load, deliver several
thousand H.P. and cover the quarter mile strip (402.34m)
in just 5 – 7 seconds. Due to the tremendous heat
generated when the powerful lightweight dragsters start,
the first 600m of the strip are built of concrete and the rest
paved with asphalt. For this job, too, VÖGELE pavers and
HAMM rollers will move to the start line.
1 Start / Finish
2 Main Grandstand
3 Pitbox Area
4 Sun Tower
5 Yas Marina Hotel
6 Yacht Club
7 Driver‘s School Building
8 Drag Racing Track
29

VÖGELE paver rehabilitates 1.5km of motorway in two night shifts.
SUPER 1800 with SprayJet Module
Speeds up Paving and Cuts Costs
Rehabilitating a 1.5km stretch of a busy motorway in just two nights: the paving team of Dutch contractor MNO Vervat
impressively demonstrated on the A6 motorway near Amsterdam how to get such a job done. Although the contract
marked the first ever use of the SUPER 1800‐2 with SprayJet Module in the Netherlands, the team easily got to grips with
the VÖGELE paver right from the start. As the pavement rehabilitation was to be carried out by a thin overlay paved on
spray seal, hot on hot, the paver applied emulsion and laid asphalt in one pass.
31

North Sea
Amsterdam Almere
The Netherlands
Germany
Belgium
The Netherlands
The A 6 motorway stretches from Amsterdam to Heerenveen in
the north. On a 1.5km section to the north of Amsterdam, the
surface course needed replacing. The first step involved milling
off 2cm of the old surfacing between the Almeerderzand and
Almere-Stad-West junctions using a WIRTGEN cold milling
machine with fine milling drum, before the new surfacing was
to be paved.
Job Site Data
Pavement rehabilitation on the A6 motorway
near Amsterdam, the Netherlands, by paving
thin overlay on spray seal, hot on hot
Length of section: 1.500m
Width of section: varying between 15 and 24m
Paving Details
Pave width: 5 – 6m
Layer thickness: 2cm
Paving thin overlay drastically reduces costs
Contractor MNO Vervat quickly convinced the contracting
authority that paving Microville ® , a material for thin overlay, on
spray seal, hot on hot, was the perfect solution. The reasons for
the decision are outlined by M. Zwaan, a member of the Dutch
Ministry of Transport and responsible for road construction in the
Amsterdam region. “We wanted a low-budget rehabilitation of
the motorway section, as a longer stretch of the A 6 will undergo
reconstruction in about 2 to 3 years’ time. The offer submitted
for paving the thin overlay was 500,000 Euros cheaper than
conventional methods of pavement rehabilitation.”
Paving Material
Surface course: Microville ® (0/8), a material for
thin overlay, with emulsion
containing polymer modified
binder (PmB)
Equipment
WIRTGEN Cold Milling Machine,
SUPER 1800‐2 with SprayJet Module and
AB 600‐2 TV Extending Screed,
HAMM DV 70 VO and HW 90 Rollers
Screed operator J.D. Noordenbos praised the performance
of the SUPER 1800-2 with SprayJet Module. Paving thin
overlay on spray seal, hot on hot, turned out easy right
from the start. The result was excellent, as was the final
density produced by the HAMM rollers which operated in
static mode.
32

High-speed rehabilitation in just two night shifts
The paving team of MNO Vervat had just two nights for
paving new surface course on the A 6 motorway. The three
lanes to be resurfaced had an overall width of 15m and in the
area of the two junctions, the maximum width came to 24m.
All told, 30,000m 2 of asphalt pavement needed rehabilitating,
an ambitious goal for just two night shifts. Nevertheless, the
paving team was convinced from the very beginning that they
would manage to meet the tight deadline. All their experience
with SUPER pavers so far was good. No wonder, then, that
MNO Vervat opted for VÖGELE equipment: the SUPER 1800‐2
with SprayJet Module is the VÖGELE paver number 8 in the
contractor’s equipment pool.
Paving in a width of 6m
For the right-hand and middle lanes, the paving team used
the paver’s maximum pave and spray width. When paving in
6m width, the operating speed of the SUPER 1800‐2 with
SprayJet Module came to 12m/min. The response was positive
throughout the team: “The technology of the SprayJet Module
working in pulsed operation is fantastic. I was also much
impressed by the ErgoPlus ® operating concept, which I used for
the first time on this job,” said screed operator J. D. Noordenbos.
And he added: “Rehabilitating a road using the SUPER 1800‐2
with SprayJet Module is the fastest method around.”
Brand-new SUPER 1800‐2 with SprayJet Module
in operation
E.G. Mekking, Equipment Division Manager of MNO Vervat,
also praised the “newcomer” to his fleet. “For a long time, we
had been looking for a new technology capable of spreading
emulsion and paving asphalt in a single pass, without formation
of spray mist. This is essential, above all, for the people working
with such a machine. VÖGELE offered the perfect solution.”
E.G. Mekking is also convinced of the paver’s cost-efficiency:
“We usually base our calculations on 150 days a year for
paving. If we can use the machine on just 25 days for spraying
applications, the investment already pays off.”
33

The Technology of the SUPER 1800‐2 with SprayJet Module at a Glance
Spraying in pulsed operation
n Each spray nozzle is controlled separately.
n Spray nozzles opened and closed by pins operated
electro-pneumatically.
n Automatic spray pulses provide for constant rate
of spread, even when pave width varies.
n Wide variable range for rate of spread.
n Accurate adherence to set rate of spread optimizes
tack coat consumption.
Accurate application of emulsion without formation of
spray mist: M. Zwaan, respresentative of the contract letting
authority, praised the quality of the Microville ® overlay.
Easy entering of the desired rate of spread per square metre
via a touch screen.
Complete coverage of existing surface with emulsion
across the full pave width
n Pave width up to 6m.
n Vehicles on the job site never pass over the sprayed
surface, no damaging of the emulsion film.
n No pollution of the surrounding area.
n Clean kerbs.
34

SUPER 1800-2 with SprayJet Module:
Facts and Figures
Spraying and paving in a single pass
The key advantage of the SprayJet concept – being capable
of applying emulsion and paving asphalt in a single pass –
scores points above all when it comes to paving thin overlays,
hot on hot. “When paving Microville ® , you cannot spray emulsion
now and commence paving half an hour or even one hour later,”
explains E.G. Mekking. “In order to achieve high-quality paving
results, the two processes need to pass off simultaneously.”
The SUPER 1800‐2 with SprayJet Module is a sophisticated
piece of equipment ideally suited to paving thin overlay and
conventional paving alike. This technology allows to complete
roadworks, like those in the Netherlands, within a considerably
shorter period of time. As the asphalt can be paved immediately
after the spraying of emulsion, this method also effectively
prevents pollution of the surrounding area (read also the
interview with Sven Neidig, Head of Technical Services at
VÖGELE, on the pages 36 – 39).
Thin overlay of just 2cm
“On this contract, we had to pave in a thickness of 2cm.
The surface course was allowed to be thicker than that, but no
thinner. Otherwise, we would have faced penalty charges,”
says E.G. Mekking. In this respect, too, he is sure to be on
n Maximum pave width: 6m
n Maximum pave speed: 20m/min.
n Screed versions: TV, TP1
n Powerful PERKINS engine delivering 129.6kW
at 2,000rpm
n Maximum capacity of emulsion tank:
7,000 litres
n Spray bars for pave widths up to 6m
n Maximum pressure of spray nozzles: 3 bar
n Spray cone: 120°
the safe side with his VÖGELE machine: “The whole VÖGELE
concept, especially the well-proven NIVELTRONIC Plus ® System
for Automated Grade and Slope Control, provides for highly
accurate paving.”
Compaction with HAMM rollers
For thin overlays, compaction is a focal issue when it comes
to producing a strong and durable bond of layers. This job was
handled by a team of three HAMM rollers. Two DV 70 OV tandem
rollers compacted the surface, while MNO Vervat used a
HW 90 to compact the transition areas. All three rollers operated
in static mode and the final density of the 2cm overlay was
achieved in just a few passes. This way, the WIRTGEN Group
machines did a first-class job for pavement rehabilitation on
the A6 motorway in the Netherlands. M. Zwaan is certain that:
“Although the warranty period for the surfacing is 5 years, it will
last far longer, due to the high pavement quality.” ,
35

Interview with Sven Neidig, Head of Technical Services at VÖGELE, on the SUPER 1800‐2 with SprayJet Module.
“No Formation of Spray Mist
and No Polluted Job Sites”
36

A job well done: The SUPER 1800‐2 with SprayJet Module can even be used in inner-city areas
where it is imperative that kerbstones remain clean.
Question: Roughly two years after the market launch, it’s
time to take stock of the SUPER 1800‐2 with SprayJet
Module. How have contractors and paving teams taken to
the machines
Sven Neidig: We’ve received an extremely positive response!
Above all, users praise the handling, paving results and
flexibility. In their opinion, the intelligent machine technology
permits top-class paving. And the easy operating system both
of the paver and the SprayJet Module helps them work more
accurately. Beyond that, the machine concept is particularly
cost-effective for contractors on account of its high degree of
versatility. And this feature is put to a lot of use: our SUPER 1800‐2
with SprayJet Module is used equally for spraying applications
and conventional paving jobs.
Question: What applications does this yield for contractors
Sven Neidig: Well, contractors can now spray in municipal
areas without any need for concern. Even at slow pave speeds
of 2m/min., the job site remains clean – even along more
susceptible edges, such as kerbstones or granite setts.
The fact that the nozzles can be individually shut off is also a
practical feature. And here’s a tip: the dual slotted spray
nozzles can be rotated. They’re normally positioned diagonally
to the direction of travel. However, if it is imperative that the
edge remains clean, you can simply rotate the nozzles to face
in the direction of travel.
Question: The SprayJet concept integrates many new
developments, especially in terms of spraying. What
improvements has this brought
Sven Neidig: The spray profile is particularly outstanding.
Equipped with five spray bars, the module can reliably spray a
film of bitumen emulsion across the entire area. And because
the emulsion is sprayed through the nozzles in pulsed operation
at a low pressure of 3 bar, there’s virtually no misting. Indeed,
misting and polluted job sites are history.
Personal Details
Sven Neidig, Head of Technical Services at VÖGELE, is
intimately familiar with the new SUPER 1800‐2 with
SprayJet Module. He has had hands-on contact with all
40 machines delivered to date, backs up paving teams all
over the world and provides his expert advice.
37

Question: Isn’t the machine too heavy for working in
municipal areas where the pavement structure is less stable
than with highways or motorways
Sven Neidig: That’s another advantage of the new concept.
Despite the SprayJet Module, the SUPER 1800‐2 weighs
around 21 tonnes when fully equipped for spray paving jobs,
including the screed. That’s just 2 to 3 tonnes more than a
conventional SUPER 1800‐2. This allows the machine to be used
just about anywhere without endangering the road structure.
What’s more, the low weight also facilitates transportation to
the job site, which in turn reduces costs.
Question: Which new functions are most popular with
the users
Just like the conventional “dash 2” road pavers,
the SUPER 1800‐2 with SprayJet Module comes with
ErgoPlus ® . This means for users: operation as usual.
Sven Neidig: The “Start of Job” and “End of Job” functions are
particularly useful. These can be controlled very easily via a
separate menu on the operator’s ErgoPlus ® console. If the
“Start of Job” function is activated, spraying starts on a distinct
line. And with the “End of Job” function, spraying likewise
finishes on a distinct line. This produces clean edges that
also contribute to preventing the job site being polluted with
emulsion.
Question: For the SprayJet Module, an extra emulsion tank
has been available as an option for some time now. What
are the advantages of this option
The paver operator’s ErgoPlus ® console with a special
menu for the SprayJet Module. “The ‘Start of Job’
and ‘End of Job’ functions are particularly useful”,
says Sven Neidig.
Sven Neidig: Our development department further extended
the machine’s range of applications. The extra emulsion tank
that is accommodated in the paver’s material hopper provides
an additional 5,000 litres of emulsion. This increases the total
capacity to 7,000 litres, which is sufficient for major jobs.
We also responded to the requests for a larger pave width:
a pave width of 6m (option) is now possible instead of 5m with
the AB 600‐2 and AB 500-2 Extending Screeds. We equip the
spray bars of the SprayJet Module with an additional 4 nozzles,
increasing the total number to 24.
38

Question: Are there any regional differences in terms of
the numbers in use and their applications
Question: What should users be aware of when working
with different emulsions
Sven Neidig: The SUPER 1800‐2 with SprayJet Module is
especially popular in Mexico, where a lot of spraying is carried
out. That alone results in a very high demand for use of the
machine as a spray paver. Other heavy “spray markets” are
the USA and Scandinavia. In the rest of Europe, it’s the
versatility that’s in greater demand. Many customers here
frequently remove the SprayJet Module if they have to carry out
conventional asphalt paving work. The short conversion time is
a major advantage in this respect: it takes two men just 6 hours
to finish the conversion. The contractor can then use the
SUPER 1800‐2 as a conventional road paver for jobs as usual.
Sven Neidig: Every emulsion and every tack coat has its own
specific viscosity. Therefore, it’s essential to calibrate the
SprayJet Module from time to time, and always whenever the
spray medium is changed. Calibrating the SprayJet Module is
very easy: you simply set the selector switch on the control
panel for the SprayJet Module to “6”. The display then shows
“Calibrate nozzle”. After confirming this, the outermost left-hand
nozzle opens for 20 seconds and sprays the maximum volume
of the particular emulsion being used. This is caught in a bucket
and weighed. The volume of emulsion multiplied by three
yields the rate of spread for the current emulsion in one minute.
This value is then entered on the SprayJet Module’s control
panel via the touch screen. This process is important for the
paving quality and also helps work cost efficiently. ,
250mm
120° 120°
Similar to the function of an ink-jet printer, the nozzles do not spray continuously but in pulsed operation.
The spray pulses are adjusted automatically as a function of the set rate of spread, the pave speed and the pave width.
39

The road to Nouakchott, Mauritania.
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