RoadNews for new roads – the VÖGELE Magazine - Resansil

RoadNewsfor new roads
> Thin Overlay Paved on the A99 Motorway in Germany: Two SUPER 1800-2 with SprayJet Module on the Scene
> Pavement Rehabilitation without Tensioned Wires: A SUPER 1900-2 Works with 2 Big Multiplex Skis
> Start-Finish Victory for VÖGELE Pavers: Building Racetracks in Brno, Czech Republic, and in Singapore
The VÖGELE Magazine on Paving Applications 14 / September 2008
> Successful Mission of SUPER Pavers in Beijing:
VÖGELE Pave the Way
for Olympic Champions

2
04
In front of Beijing’s Olympic Stadium:
SUPER 2100-2 pavers resurface the
4th Ring Road.
10
On Germany’s A99 motorway:
Two SUPER 1800-2 with SprayJet Module
pave thin overlay.
19
Grade and slope control with two
Big MultiPlex Skis: Road rehabilitation
without tensioned wires.
Accurate paving without tensioned wires:
SUPER 1900-2 works with 2 Big Multiplex Skis for grade and slope control.
Centre Pages: Tips & Tricks
from Practical Applications
How to avoid Segregation.
23
Focus on racetracks: SUPER pavers in
pole position on racetracks all over the
world.
27
Preparations for the first Formula 1 race
in Singapore: Two SUPER 1600-2 pave
special F1 mix.
36
Automotodrom Brno circuit: VÖGELE
pavers restore the motorcycle circuit‘s
speed and grip.

VÖGELE Make the Grade
The construction of racetracks is subject to the most stringent demands ever made on
asphalt paving, machine technology and paving teams. Be it the evenness, skid
resistance or resistance to deformation, maximum precision is called for on high-speed
circuits. Consequently, VÖGELE are proud to have occupied the pole position for
decades now when it comes to paving the way for motor sports all over the world.
In this edition, RoadNews reports on two such projects. One story covers the
rehabilitation of the Automotodrom Brno circuit in the Czech Republic, another the use
of SUPER pavers in Singapore. The latter involves construction of a particularly
spectacular Grand Prix circuit: the first ever Formula 1 race to be held in the island
nation will take place on 28 September, 2008 on the city circuit. What‘s more, it will also
be the first race in the history of Formula 1 racing to be held at night under floodlights.
The Big MultiPlex Ski for grade and slope control is an innovative sensor system
offered by VÖGELE for their pavers. The system really shows its strengths when
long irregularities in the base have to be levelled out. RoadNews reports on the
use of a paver with two Big Multiplex Skis.
Two SUPER 1800-2 with SprayJet Module played a key role in the rehabilitation of a 4.5km
stretch of Munich‘s A99 ring motorway. The two VÖGELE pavers placed a thin overlay
on spray seal, hot on hot. The spray job went excellently, despite adverse conditions -
the A99 is one of the busiest motorways in Germany.
Two SUPER pavers completed a very special mission in Beijing. The volume of construction
work in China is spectacular, and this not only refers to the projects associated with the
Olympic Games. RoadNews reports on a job in front of the Olympic Stadium,
affectionately referred to by Beijing‘s residents as the “Bird‘s Nest”. Two SUPER 1800-2
pavers rehabilitated a stretch of the 4th Ring Road, one of the Chinese capital‘s main
traffic arteries.
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, Martin Hilken, Anja Sehr | 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.

India
China
4
Mongolia
Beijing
Hong Kong
CHINA
Two SUPER 1800-2 pavers rehabilitate the city motorway in front of the “Bird’s Nest”.
2008 Olympic Games:
The 1,000 m Sprint
of the VÖGELE Pavers
In the run up to the 29th Olympic Games, the capital of China has made massive investments in its infrastructure.
In addition to numerous new sports facilities for the 302 competitions in 28 different sporting disciplines, the investments
also financed the rehabilitation of public roads. Equipment from the WIRTGEN Group was on the scene, too. A team of
WIRTGEN cold milling machines, VÖGELE pavers and HAMM rollers resurfaced a stretch of the 4th Ring Road in the
immediate vicinity of the Beijing National Stadium, affectionately referred to by Beijing’s residents as the “Bird‘s Nest”.
The special challenge for the two VÖGELE SUPER 1800-2 pavers was that they had a time slot of just two nights to pave
1,000m of wearing course in both directions.

During the Games, the “Bird's Nest” in the Chinese capital
accommodated 91,000 spectators. After completion of the
Beijing National Stadium, a number of roads in the vicinity had
to be rehabilitated for the Summer Olympic Games. Beijing
Urban Construction Group Co., Ltd. (BUCG) was awarded the
contract to resurface a 1km long section of the 4th Ring Road,
one of Beijing's main traffic arteries. However, what initially
sounded like a relatively small contract presented the BUCG
team with a complex challenge in terms of job site logistics.
Work could only be carried out at night time, and even then
one lane in each direction had to be kept open to traffic. This was
a crucial condition as heavy goods traffic can only drive into
the inner rings of the Chinese capital during the night. Job sites
on one of the immensely busy ring roads would threaten to
cause mile-long traffic jams. The reason for this is that more
than 3 million vehicles already use Beijing's roads and 1,000
new vehicle registrations are made every single day.
WIRTGEN cold milling machine removes
6cm of asphalt layer
After meticulous planning of the job site, the resurfacing
work was started as usual with a cold milling machine that
removed 6cm of the asphalt wearing course. This task was
handled by a WIRTGEN W 1900 Cold Milling Machine with a
working width of 2m. The W 1900 dumped a total of 4,200 tonnes
of milled asphalt granulate onto a preceding truck. All told,
6 to 7 passes were necessary in each direction in order
to remove all of the damaged section of the 4th Ring Road.
Night shift for the VÖGELE pavers
Once the surface had been milled off, it was the turn of the
VÖGELE pavers. Two SUPER 1800-2 proved to be just the ticket
for this task. Both pavers were equipped with AB 600-2 TV
Extending Screeds featuring a basic pave width of 3m. The sturdy
single-tube telescoping system of the screed allows infinite
variation in width up to 6m. By mounting bolt-on extensions, a
maximum width of 9.5m can be paved without joints. On the
job site in Beijing, two 0.75cm bolt-on extensions were fitted
to each of the screeds building them up to 7.5m. On the busy
road, the pavers placed 6cm wearing course of stone mastic
Job Site Data
4th Ring Road
2nd Ring Road
3rd Ring Road
Resurfacing work on the 4th Ring Road
in Beijing, China
Length of section: 1,000m
Olympic Stadium
Paving Details
Pave width: 15m (2 strips of 7.5m each)
Layer thickness: 6cm
Paving Material
Stone Mastic Asphalt (SMA)
Equipment
WIRTGEN W 1900 Cold Milling Machine
2 SUPER 1800-2 with
AB 600-2 TV Extending Screeds
2 HAMM HD O120V Rollers
asphalt (SMA). The paving work had to be completed in just
two night shifts. Every delay, be it caused by bottlenecks in
the mix logistics or the failure of a machine, would have had
far-reaching consequences. Therefore, the service engineers
of WIRTGEN China were always on site to intervene in the
event of an emergency.
5

6
Beijing National Stadium:
The “Bird’s Nest”
Before the 29th Olympic Games could take place in
Beijing this summer, the People‘s Republic of China
undertook enormous efforts to modernize its infrastructure
and sports facilities, as well as building new
ones. The Games were declared open in the evening
of August 08, at precisely 8 minutes and 8 seconds
past 8 o‘clock. The number eight is considered a lucky
number in China.
The heart of the venue is without doubt the “Bird‘s Nest”,
as the Olympic stadium is known. The unique structure
was designed by Swiss starchitects Jacques Herzog
and Pierre de Meuron. A total of 45,000 tonnes of steel
was needed to build the 330m long, 220m wide and
70m high “Bird‘s Nest”. During the Games, the stadium
accommodated 91,000 spectators.

The 4th Ring Road, one of Beijing‘s
busiest traffic arteries.
Beijing amazed at low noise emission
8
The SUPER 1800-2's ECO Mode ensures low noise levels
during operation. The 129.6kW engine installed in the powerful
paver runs particularly quietly in this mode, saves fuel and
stands out through low exhaust emission. As on many other
job sites, the ECO Mode supplied more than enough power for
the inner-city contract.
SUPER 1800-2 proves a success in China
As one of the most compact and powerful tracked pavers
in its class, the SUPER 1800-2 handles an impressive variety
of applications. Indeed, the all-rounder is a very successful
performer in China. The machine is particularly popular with
users due to its ease of operation and comfort. With ErgoPlus ®,
the concept for intuitive paver handling, the “dash 2” generation
VÖGELE pavers have set a new standard. ErgoPlus ® includes
a modern workplace with an operator's seat that can be swung
out to the sides together with the operating console, on which
controls are arranged in logical groups. The operator has an
unimpeded view of the material hopper, the screed and all other
key points of the paver. These are just some of the features
rendering paving as convenient and efficient as possible.
HAMM tandem rollers for final compaction
Two HAMM HD O120V rollers were used for subsequent
final compaction of the new wearing course on the 4th Ring
Road. These machines operate with both vibration and
oscillation. Thanks to the combination of the two technologies,
the stone mastic asphalt requiring a high compactive effort
was easily transformed into a pavement of lasting, high
load-carrying density.

Close to our customers the world over
The reason why machines from three WIRTGEN Group
members were used in Beijing was due not only to the
innovative machine technology. “The overall package offered
by WIRTGEN China was very impressive,” explains Mr. Luo,
Deputy General Director of BUCG. “With the service centre in
Langfang, not far away from Beijing, the WIRTGEN Group is
always close at hand.” True to their motto “Close to our
customers”, the WIRTGEN Group provides in China, too, a 24-hour
on-site service. “We don't usually have to call, but knowing
they are around gives us peace of mind. On the job site in
Beijing, nothing was to go wrong. Therefore, WIRTGEN
immediately delegated their service engineers who provided
us with their expert advice. It's things like this that make
WIRTGEN China a true partner for us.” ,
Photo above:
Perfectly organized job site logistics.
The two SUPER 1800-2 paved “hot to hot”.
SUPER 1800-2: Facts and Figures
n Maximum pave width 10m
n Laydown rate up to 700 tonnes/h
n Maximum layer thickness 30cm
n Transport width 2.55m
n Pave speed up to 24m/min.
n Travel speed up to 4.5km/h
n PERKINS engine rated at 129.6kW
n ErgoPlus ® operating concept
9

France
10
Germany
Munich
Berlin
Austria
Poland
GERMANy
Two SUPER 1800-2 with SprayJet Module rehabilitate one of Germany‘s
busiest motorways.
Clear the Ring
on the A99
In the years to come, the focus of roadworks in Western Europe will increasingly shift from construction of new roads
to rehabilitating the existing ones. In Germany alone, a network of asphalt roads spanning more than 60,000km has to
be maintained or repaired. In this context it is only logical that both contract-letting authorities and contractors are more
and more looking for cost-effective alternatives when it comes to pavement rehabilitation. One such example was
Munich‘s A99 ring motorway. German contractor Stratebau was awarded the pavement preservation contract for a
4.5km stretch of the busy motorway. They paved a thin overlay on spray seal, hot on hot.

Paving thin overlay on spray seal, hot on hot:
The two SUPER 1800-2 with SprayJet Module performed excellently.
11

Paving thin overlays on spray seal, hot on hot, is a
cost-effective method for rehabilitating wearing courses and
restoring a pavement’s skid resistance. The process is
appropriate for all classified roads, especially highly trafficked
ones, such as the A99. High initial and long-term skid
resistance, less water spray on the road when wet with rain
and reduced rolling noise generated by vehicles are just a few
advantages offered by this method.
Ideal for paving thin overlays: SUPER 1800-2
with SprayJet Module
Paving thin asphalt surfacings on spray seal hot on hot,
however, requires special machine technology. Here the
VÖGELE SUPER 1800-2 with SprayJet Module is the solution,
as this role suits it to a tee. The paver allows the old pavement
to be sprayed with bitumen emulsion and new wearing course
to be paved in a single pass. As a result, vehicles never pass over
the fresh emulsion, as the emulsion film is immediately covered
with asphalt. This provides for a perfect tack coat and a
perfect bond of layers. The SprayJet concept is based on a
SUPER 1800-2 of standard design which, after just a few
The spray nozzles of double-slotted design provide
for uniform spreading of emulsion.
12
modifications and in combination with a newly developed
spray module, can be used as a spray paver. The idea behind
the concept is a double use of the machine. Within a very short
time, the machine can be converted back into a paver of
standard design, so that to contractors it is available for spray
jobs and conventional paving jobs alike.
Small rates of spread, no formation of spray mist
But beyond that, the VÖGELE SprayJet Technology offers
other benefits. It, for instance, allows to select a rate of spread
ranging from a very small quantity of 0.2kg/m² to a large
volume of 1.5kg/m², at pave speeds from 2 to 20m/min. As a
result, bitumen emulsion can be metered very precisely and
sprayed in small quantities at low operating speeds. As in the
system a constant spraying pressure of no more than 3 bar
prevails, the formation of spray mist and pollution are reduced
to an absolute minimum. Similar results are not possible with
previous systems. Thus, the SprayJet concept is a trailblazing
innovation in terms of both economy and eco-friendliness.
No doubt, therefore, that the SUPER 1800-2 with SprayJet Module
was just the right candidate for the A99 rehabilitation scheme.
The spray paver, like all “dash 2” SUPER pavers,
is operated from the ErgoPlus ® console.

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Job Site Details
Pavement rehabilitation on the A99 ring
motorway between München-Feldmoching
and Allach junctions, Germany
Method applied: thin overlay placed
Length of section: 4.5km
on spray seal, hot on hot
Paving Details
Pave width: 8m (2 strips of 4m each)
Layer thickness: 1.5cm
Pave speed: 6 - 8m/min.
Quantities Paved
2,500 tonnes of mix (0/5) for thin overlay
500 tonnes of mix (0/5), white, for thin overlay
Emulsion Spread Rates
0.8kg/m² on binder course
0.45kg/m² on concrete in the tunnel
(a total of some 55 tonnes)
Equipment
2 SUPER 1800-2 with SprayJet Module
and AB 500-2 TV Extending Screed
HAMM DV 70 Roller
Full steam ahead for the ring motorway
In order to keep the roadworks as short as possible on the
very busy section of the A99 motorway between München
Feldmoching and Allach junctions, a seven-day working week
was scheduled for the job. Paving inside the 960m long Allach
Tunnel could only be carried out at night between 10 p.m. and
5 a.m., so that the tunnel remained open to traffic during the
daytime. The thin 1.5cm overlay proved especially useful here,
as it cooled much faster than layers of conventional thickness
and could quickly carry traffic.
Two SUPER 1800-2 with SprayJet Module
working in echelon
Stratebau’s paving team organized perfect job site logistics
and left nothing to chance. On account of the tight schedule,
two SUPER 1800-2 pavers with SprayJet Module moved
onto the site. They worked in echelon and paved the two
stips, each 4m wide, hot to hot. On this job, bitumen emulsion
was spread at a rate of 0.8kg/m². The quantity of emulsion
required to be applied depends on the nature of the base.
On open-textured bases, some 0.7 to 0.9kg/m² need to be
sprayed, whereas on close-textured bases 0.4 to 0.6kg/m² are
sufficient.
Inside the Allach Tunnel, where asphalt was laid on concrete
featuring a close-textured surface, 0.45kg of tack coat per
square metre was enough. On the whole, some 55 tonnes of
bitumen emulsion were sprayed on the 4.5km stretch of the
ring motorway.
Paving white asphalt in the Allach Tunnel
Asphalt paving inside the Allach Tunnel was for a couple of
reasons different from paving as usual. In order to enhance the
lighting conditions in the tunnel tube, a white coloured asphalt
overlay was paved. This meant that strict attention had to be
paid to absolute cleanliness, as residues from black asphalt
would have immediately soiled the thin wearing course.
Another circumstance rendering work in the tunnel a bit special
was the limited height. The low ceiling allowed only short

2-axle feed vehicles to be used for material supply. These were
busy working all the time to feed the pavers with mix and keep
the ball rolling. Yet even under these special circumstances,
the two SUPER 1800-2 with SprayJet Module worked smoothly
and reliably, so that the tunnel could be opened to traffic on
time at 5 a.m. every morning.
“The job went like clockwork”
Contractor Stratebau was very satisfied with the job on the
A99 motorway. The company had taken delivery of the two
SUPER 1800-2 with SprayJet Module just a short time before
the job started and no more than three days were left for the
paving team to get to grips with the new machines.
“Nevertheless, the job went like clockwork,” sums up
Operations Manager Hanns Benkert. “The job could be
completed exactly as scheduled after five days and two
nights. And it was easy to adhere to the specified surface
accuracy with a maximum admissible tolerance of 4mm over
4m in the transverse direction.” ,
The paver operator’s seat swivels out to the side together with the ErgoPlus ® console for good visibility.
15

New Options for the SprayJet Module:
Since its launch into the market over a year ago, the SUPER 1800-2 with
SprayJet Module in its standard version for pave widths up to 5m and equipped
with an emulsion tank holding 2,000 litres has performed excellently in many
countries. Now an extra emulsion tank is available as an option for contracts
requiring very large rates of spread. The extra tank holds 5,000 litres, so that a total
of 7,000 litres of bitumen emulsion can be carried on board the paver. The extra
tank is accommodated in the paver’s material hopper.
On such applications, supply of the paver with mix is by the MT 1000-1 Mobile
Feeder transferring the material, via a receiving bin in the extra tank, right onto the
paver’s conveyors. A stand-alone heating unit operated by diesel fuel and featuring
a heating capacity of 30kW is installed in the extra tank, thus keeping the emulsion
at the desired temperature. Furthermore, the extra tank comes with its own pump
circulating the emulsion and maintaining it in a highly homogeneous state. If the
emulsion level in the standard tank drops below 1,000 litres, emulsion is
automatically delivered from the extra tank into the standard tank.
Also new for the SUPER 1800-2 with SprayJet Module are spray bars for pave
widths up to 6m as another option. For 6-metre applications, the lateral spray bars
are longer and fitted with two additional spray nozzles, so that a total of 24 nozzles
is equipped for spraying. Combined with a VÖGELE AB 600-2 Extending Screed or
an AB 500-2 with bolt-on extensions, the spray paver is capable of easily
handling pave widths up to 6m.
These two options open up to contractors an even wider field of applications. Now
the SUPER 1800-2 with SprayJet Module, combined with the 2,000-litre emulsion
tank, can be used for pave widths up to 5m or 6m. If larger rates need to be spread,
the extra emulsion tank allows a total of 7,000 litres to be stored. This configuration,
too, is available for pave widths up to 5m or 6m.
The SUPER 1800-2 with SprayJet Module covers a wide spectrum of paving tasks.
It comfortably handles minor contracts for thin overlays in residential areas where
spaces often are confined. Beyond that, also major jobs requiring larger rates of
tack coat to be spread can be carried out with the innovative VÖGELE SprayJet
system in an efficient, clean and highly economical way.
16
1
Level indicator for the extra emulsion
tank holding 5,000 litres.
3

Greater Volume, Larger Pave Width
2
Receiving bin in the emulsion tank for supply
of the paver with mix from a Mobile Feeder.
Large spray bar for pave widths
up to 6m.
1
2
4
3 4
Pump to deliver emulsion into
the standard tank.
17

France
18
Germany
Berlin
Böttingen
Dürbheim
Austria
Poland
GERMANy
SUPER 1900-2 with two Big MultiPlex Skis:
User-friendly handling, high surface accuracy.

SUPER 1900-2 builds rural road without tensioned wires.
Easy and Accurate: Grade and Slope Control
with 2 Big MultiPlex Skis
How to build a road true to line and level without an existing reference ? The Big MultiPlex Ski, VÖGELE’s sensor system
for grade and slope control, was fitted to a SUPER 1900-2 and helped German contractor Leonhard Weiss achieve a
perfect paving result when rehabilitating a rural road in the Swabian Alb region in Germany.
On account of road damage and an increase in traffic
volume, a 2km stretch of the L438 rural road between
Böttingen and Dürbheim in Baden-Wurttemberg needed
rehabilitating and widening.
Placing the base course had already begun last year.
The roadworks, however, could not be brought to a close
due to bad weather and the pavement, though not
completed, was opened to traffic for the winter. In the
spring of the following year, the base was in a poor
condition as expected, spread with cracks, rutting and
potholes. The Regional Authorities of Freiburg, letting the
road rehabilitation contract, saw no other choice than to
mill off parts of the base course and start from scratch.
The Regional Authority preferred working with tensioned
wires, as no reference such as kerbstones or the like
existed along the roadway.
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
But thanks to an alternative, there was no need to carry
out time-consuming surveying and preparation of the
job site as would have been necessary for grade and
slope control with tensioned wires. The paving team of
contractor Leonhard Weiss moved onto the job site with
their SUPER 1900-2 fitted with two Big Multiplex Skis.
They carried out grade and slope control without a
reference. During paving, the result was constantly
monitored and checked by the Regional Authorities of
Freiburg. According to the specification, the tolerance
admitted for evenness in the longitudinal direction
was 4mm over a distance of 4 metres. Thanks to
NIVELTRONIC Plus ®, the System for Automated Grade
and Slope Control installed in SUPER pavers, the finished
pavement fully complied with the specified requirements.
Paving without tensioned wires saves costs
The successful outcome of the project proved that
contractor Leonhard Weiss’ decision was right: working with
two Big MultiPlex Skis instead of tensioned wires was the
clue. All so more so with regard to pave width. For working with
a tensioned wire installed on one side only, the recommended
pave width is confined to 6.5m. Otherwise, the specified
evenness on the side controlled with the slope sensor cannot
be guaranteed. On this contract, however, the width of the
carriageway varied between 6.5m and 8m.
Furthermore, the L438 is a winding road featuring a varying
crossfall. On jobs like this it is almost impossible to achieve
a perfect surface accuracy with just one reference wire.
19

Job Site Details
Rehabilitation of the L438 rural road between Böttingen
and Dürbheim in Baden-Wurttemberg, Germany
Length of section: 2km
Paving Details
Pave width: 6.5m – 8m
Layer thickness: Base course: 12cm
Binder course: 6cm
Wearing course: 4cm
Paving Material
Base course: Asphalt base (0/32 CS)
Binder course: Asphalt binder (0/16)
Wearing course: Asphaltic concrete (0/11)
Quantities Paved
Crushed-stone base: 16,000t
Asphalt base course: 4,100t
Asphalt binder course: 2,050t
Asphalt wearing course: 1,400t
Equipment
SUPER 1900-2 with AB 500-2 TV Extending Screed
and 2 Big MultiPlex Skis
When considering the material and time required for surveying
and installing two wires, considerable costs incur. Based on an
estimated expense of some 1,750 Euros per linear metre of
tensioned wire, an extra charge of some 7,000 Euros would
have accrued for this job site.
Mounts and operates very easily
20
Mounting the Big MultiPlex Skis is simplicity itself. With
the beam made up of several 2-metre elements, the system
can be fitted quickly by just one person. Attaching the
Big MultiPlex Ski to the screed arm offered a great advantage
over attachment to the screed’s end plate. In this position, the
sensors scanned the base and level-regulating layer within
the screed’s pave width and not the strip of crushed stone
at the roadside. This gradually improved the evenness from
layer to layer. On the job site in Baden-Wurttemberg, the
Big MultiPlex Skis covered a distance of 11 metres each.
Thanks to the pivoted brackets, the Big MultiPlex Ski can be
swung outwards within the range of one metre. The individual
sensors are displaceable on the beam for optimal adjustment
to job site conditions.
VÖGELE developed the Big MultiPlex Ski also with its
practical handling in mind. The Big MultiPlex Ski comes with
a simple design and its operation is easy. Control of the
Ski is from the ErgoPlus ® screed console into which
NIVELTRONIC ® Plus, the VÖGELE System for Automated
Grade and Slope Control, is fully integrated. The team from
Leonhard Weiss was enthusiastic about the combination of
their SUPER 1900-2 and the Big MultiPlex Skis. “Paving is
child’s play thanks to the user-friendly ErgoPlus ® operating
concept,” said foreman Reinhold Schopf, and he adds: “We
were much impressed not only by the machine’s comfortable
operation, but also by the outstanding paving results.“
The Big MultiPlex Ski levels out irregularities
The Big MultiPlex Ski is suited for the most varied
applications. The system is ideal for jobs on which long
irregularities in the base need to be levelled out. This is achieved
by 3 sonic grade sensors and a mean value calculated from
their measurements. A single sensor would not be capable of
detecting a long irregularity as a fault. And this was exactly the
feature required on the job site in Baden-Wurttemberg.
Especially when paving binder course it was necessary to level
out any remaining irregularities in the previously placed base
and level-regulating layers, in order to achieve a surface course
of absolute evenness, true to line and level.
Feel the evenness
The SUPER 1900-2 was combined with an AB 500-2 TV
Extending Screed equipped with tamper and vibrators that
provided for excellent pre-compaction. The achieved evenness
was superb. “I could even feel it from my seat,” said Sahim
Yldirim, a roller operator from Leonhard Weiss’ team. ,

Foreman Reinhold Schopf calibrates the sonic sensors
of the Big MultiPlex Ski on the control panel.
Like all sonic sensors, the Big MultiPlex Ski is suited for the
most varied applications. The operating height of the sensor
is variable between 200 and 650mm.
21

The Big MultiPlex Ski translates the advantages of the
proven VÖGELE sonic grade sensor onto a greater length.
A range up to 13 metres can be covered. Thus, even
long irregularities in the base can easily be levelled out.
22
Highlights of the Big MultiPlex Ski,
the sensor system for grade and slope control
n Comprises 3 sonic grade sensors provided
with 5 sensing cells each. Sensors are
attached to a telescopic beam.
n Out of the sensing cells’ 5 measurements,
an average is calculated from the 3 best
ones. This serves to filter out large
obstacles and minor irregularities.
n Non-contacting operation. Sensors
can be set to a variable height between
200 and 650mm.
n Ideally suited for levelling out long
irregularities in the base.
n Ski length variable between 6.5 and 13.5m.
n Suited for the most varied applications,
also on curved sections.
n Easy operation.
n Mounts easily and quickly to either the
screed arm or the screed’s end plate.

08
Tips and Tricks from pracTical applicaTions
How to Avoid Segregation
The target pursued by all road building contractors
is to construct high-quality pavements. A crucial
requirement for high paving quality is a homogeneous
mix. In this issue of Tips and Tricks, we want to explain
how to effectively avoid mix segregation and what
to do if, for some reason or other, segregation should
once occur.
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.
When paving asphalt, segregation is an often encountered
problem. The reasons therefor are manifold. Mixes
featuring large differences in aggregate size and, at
the same time, a low binder content are particularly
susceptible to segregation. The binder can be easily
stripped off the stone. In order to be able to pave
these delicate mixes, too, to a high standard of
quality, a number of design features have been
installed in VÖGELE pavers to minimize the risk of
segregation.
But what can we do if segregation already occurs
in an early stage, when loading the mix at the mixing
plant into the feed vehicle or when dumping the mix
into the paver’s material hopper? What to do when
signs of segregated mix suddenly appear while
paving? In the following, we show four examples
and describe how segregation can be effectively
counteracted.

08
Tips and Tricks from pracTical applicaTions
What to do if segregation occurs while paving ?
Example 1 Example 2
formation of Transverse strips strips in the middle of the pavement
Strips of segregated mix appear in the pavement
at right angles to the direction of travel when feed
lorries change.
cause
Use of a mix with large differences in aggregate
size and, at the same time, a low binder content.
These mixes are usually susceptible to segregation.
Segregation is further promoted by frequently
folding the hopper sides in or out when the
material hopper is almost empty.
remedy
n See to it that the material hopper is always
well filled. Watch the mix level indicated on
the display of the ErgoPlus ® operating console.
n See to a sufficient supply with mix at all
times, so that the need to fold hopper
sides in or out is reduced to a minimum.
A porous or rough strip of segregated material
appears in the middle of the pavement.
cause
The head of mix in front of the screed is too low.
remedy
n Increase the clearance between the centre
auger box and the tamper shield.
Change position of screed Larger auger tunnel
n Adjust the augers in height. As a general rule
applies: the auger blades should be set some
4cm higher than the lower edge of the screed.
n Turn one or two auger blades in the area of the
centre auger box round to convey mix inwards.

Tips and Tricks from pracTical applicaTions
Example 3 Example 4
08
strips in the lateral areas patches of mix in the surface Texture
When paving large widths, strips of segregated mix
appear in the lateral areas of the pavement.
cause
No uniform head of mix in front of the screed
across the pave width.
remedy
n Fit limiting plates for the auger tunnel and
deflector plates across the full pave width.
n Fit mix level sensors for the augers to the
end plates of the screed.
n Check the mix level sensors for correct
set-up and optimize settings, if necessary.
Paddle-type
Sensor
Conveying Direction
Sonic
Sensor
Patches sporadically appear in the surface texture
while paving. The surface is smoother or smeared
with bitumen.
cause
Mainly fine grains with a high bitumen content,
such as residues from the mixing plant, are
delivered to the job site with the mix. Or the
screed is not sufficiently heated.
remedy
n Check screed heating for proper function.
n Clean tractor and screed and check the tamper
shield for correct set-up.
n Inform the mixing plant operator of the residues.
n Reduce the tamper speed.

Tips and Tricks from pracTical applicaTions
An Optimal Material Flow Prevents Segregation
As already mentioned, a number of features are installed
in VÖGELE pavers which help keep the paving material
No Residues of Mix
in the Material Hopper
Due to the material hopper’s sloped inner design, no
residues of mix accumulate in the lateral areas. A hydraulic
hopper front, available as an option, provides that the
mix, once dumped into the material hopper by the feed
vehicle, is directed right onto the conveyors. Together
with the sloped inner design of the hopper, the hydraulic
hopper front creates optimal conditions for a consistent
flow of mix and a constant mix quality.
08
in a highly homogeneous state on its way through the
paver, from the material hopper to the screed.
Conveying Direction Paddle-type Sensor
Smooth Transfer of Mix
to the Augers
To ensure that the paving material is transferred from the
conveyors to the augers as smoothly as possible, the
conveyors rise towards the rear. As a result, the mix is
dumped onto the augers instead of being pressed into
them. In addition, an extremely narrow centre auger
box along with large auger blades provide for smooth
transverse spreading of the paving material in front of
the screed.

VÖGELE pavers fulfil strictest requirements when constructing race tracks.
At Home in the Fastest Bends
of the World
Perfect surface evenness, top-notch paving quality and a good grip on every square centimetre – the requirements on
race track construction are extremely strict. yet however stringent these requirements may be, the machine technology
of VÖGELE is more than capable of fulfilling the specified criteria. Race tracks of highest evenness and featuring
outstanding ride qualities are a natural domain of the SUPER pavers.
VÖGELE pavers have already completed their laps on many race tracks all over the world. Now, two more projects can
be added to the reference list: the Automotodrom Brno circuit in the Czech Republic, particularly famous amongst
motorcycle racing enthusiasts, was rehabilitated, while in Singapore, the “Monaco of the East” is being completed, a new
city circuit on which the first ever night-time race in Formula 1 history will be held. RoadNews reports on both job sites.
23

24
VÖGELE – Synonymous with the Construction of Race Tracks
For decades, construction firms and race track operators
have relied on SUPER pavers for building new circuits or
rehabilitating existing ones.
Formula 1 Circuits
Autodromo Enzo e Dino Ferrari, Imola, Italy
Length of circuit: 4.933km, Lap record: 1:19.753
(Jenson Button, BAR Honda, 2004)
Autodromo José Carlos Pace,
Interlagos / São Paulo, Brazil
Length of circuit: 4.309km, Lap record: 1:10.646
(Rubens Barrichello, Ferrari, 2004)
Bahrain International Circuit
Length of circuit: 5.412km, Lap record: 1:29.848
(Fernando Alonso, Renault, 2005)
Circuit de Catalunya, Barcelona, Spain
Length of circuit: 4.655km, Lap record: 1:14.648
(Fernando Alonso, Renault, 2006)
Circuit de Monaco, Monte Carlo
Length of circuit: 3.340km, Lap record: 1:13.644
(Kimi Räikkönen, McLaren-Mercedes, 2005)
Other Racing Circuits
Misano World Circuit, Misano Adriatico, Italy
Length of circuit: 4.060km
Rockingham Motor Speedway, UK
Length of circuit: 2.365km
Sachsenring, Germany
Length of circuit: 3.671km
Pavers from VÖGELE have been involved in the asphalt
paving work on many circuits for Formula 1 events and
other races. A survey of these locations is given below:
Circuit de Spa-Francorchamps, Belgium
Length of circuit: 7.004km, Lap record: 1:40.365
(Ayrton Senna, McLaren-Mercedes, 1990)
Hockenheimring, Germany
Length of circuit: 4.574km, Lap record: 1:13.306
(Michael Schumacher, Ferrari, 2004)
Indianapolis Motor Speedway, USA
Length of circuit: 4.192km, Lap record: 1:10.223
(Rubens Barrichello, Ferrari, 2004)
Istanbul Otodrom Circuit, Turkey
Length of circuit: 5.338km, Lap record: 1:26.797
(Kimi Räikkönen, McLaren-Mercedes, 2005)
Nürburgring, Germany
Length of circuit: 5.148km, Lap record: 1:14.960
(Michael Schumacher, Ferrari, 2001)
General Motors Proving Ground Cupuan
del Rio, Mexico
Length of circuit: 5.600km
Circuit de Val de Vienne, Le Vigeant, France
Length of circuit: 3.757km

Andaman Sea
26
Gulf of Thailand
Malaysia
Sumatra
Singapore
Kuala Lumpur
Singapore
SINGAPORE
Singapore‘s skyline, a breathtaking set for the first
night-time Formula 1 race.

VÖGELE pavers resurface the new Formula 1 circuit in Singapore.
The SUPER Pavers’ Fastest Lap
in South-East Asia
Preparations for the Formula 1 Grand Prix in Singapore are running at full steam. When the 900 HP racing cars speed
around the city circuit on 28 September, 2008, they will find perfect road conditions thanks to the efforts of an
experienced paving team. On this job site, the pole position is held by two SUPER 1600-2 pavers from VÖGELE. Several
sections of the circuit have been resurfaced with a special asphalt mix that complies with the stringent requirements of
the Fédération Internationale de l‘Automobile (FIA).
The two main contracts for carrying out the asphalt paving
work were awarded to construction firm OKP Holdings Limited
in Singapore. The work included resurfacing the road in the
Marina Bay area, widening Raffles Boulevard and paving new
wearing course on numerous public roads and the circuit
itself. This involved parts of Raffles Avenue, St. Andrews Road,
Fullerton Road, Nicholl Highway, Temasek Avenue and Temasek
Boulevard. On these stretches, 5 to 5.5cm of the surface was
milled off before the VÖGELE pavers placed 5 to 10cm of the
special Formula 1 mix.
Special mix for Formula 1 circuits provides better grip
The Formula 1 mix is designated as F1 SBS (Styrene
Butadiene Styrene) PMB (Polymer Modified Binder) and was
developed for the extreme conditions of high-speed motor
racing. The material is 80 percent more expensive than
conventional wearing course mix, but provides greater resistance
to shear forces and deformation. The Formula 1 asphalt mix
was developed by Hanson Buildings Materials and contains a
special polymer-modified binder with a significantly higher
viscosity. It can withstand high temperatures without softening
and displays a low level of rolling resistance. Its rough surface
texture also provides extra grip for the Formula 1 racing cars.
“You can‘t compare this material with mixes for conventional
road construction. Placing it with the pavers was a major challenge
for our paving team on account of its high degree of viscosity,”
says General Manager of OKP Holdings, Mr. Or Toh Wat.
Strict tolerance of 3mm
According to the strict rules of the FIA, the surface
evenness may not deviate by more than 3mm over 4 metres in
the transverse direction measured at any random point on the
circuit. What‘s more, special regulations apply to road markings
on city circuits. These have to be removed at the braking
points to prevent the race cars from skidding. The same
applies in bends and at blind points of corners so that the
drivers are not confused. Paving work has to be completed
90 days before the start of the race in order to allow time for
the circuit to be inspected and approved.
Paving team quickly got to grips with the SUPER 1600-2
OKP invested in two new, modern VÖGELE pavers to
ensure that all requirements of the demanding task in Singapore
could be fulfilled and the paving work could be carried out as
smoothly as possible. The SUPER 1600-2 pavers of the latest
“dash 2” generation are capable of handling maximum pave
widths of 8m. The paving team became quickly familiar with
the pavers and NIVELTRONIC Plus ®, the System for Automated
Grade and Slope Control. “This was an important point. After
all, the work on the 5.1km circuit had to be perfect from the
very first metre,” explains Mr. Or Toh Wat.
27

On this project, nothing was left to chance. The paving team
focused all their attention on every detail of the city circuit.
28

SUPER 1600-2: Facts and Figures
n Maximum pave width 8m
n Laydown rate up to 600 tonnes/h
n Maximum layer thickness 30cm
n Transport width 2.55m
n Pave speed up to 24m/min.
n Travel speed up to 4.5km/h
n PERKINS engine rated at 100kW
n ErgoPlus ® operating concept
29

Job Site Details
Resurfacing the city circuit for the
Formula 1 Singapore Grand Prix
Length of circuit: 5.067km
Paving Details
Pave width: up to 7.5m
Layer thickness: 5 to 10cm
Paving Material
Special asphalt mix: F1 SBS (Styrene Butadiene Styrene)
PMB (Polymer Modified Bitumen)
Equipment
2 SUPER 1600-2 with AB 500-2 TV Extending Screeds
Grade and slope control with the VÖGELE Big MultiPlex Ski
30
In order to comply with the strict demands made on
evenness for the Grand Prix circuit, the paving team mounted
a VÖGELE Big MultiPlex Ski on each of the tracked pavers.
This modern sensor system for grade and slope control is
based on the well-proven technology of VÖGELE‘s sonic grade
sensor. The Big MultiPlex Ski offers numerous advantages over
a single sensor: the arrangement of three sensors in a row
allows a base to be scanned simultaneously at multiple points
that are relatively distant from one another. NIVELTRONIC ® Plus,
the System for Automated Grade and Slope Control, derives
a virtual reference from these measurements. The 3 sonic
sensors mounted on the Big Multiplex Ski can cover a maximum
range of 13 metres. This offers the advantage that the system is
capable of identifying and levelling out long irregularities in the
base. The system controls very easily from the ErgoPlus ®
screed consoles.
The SUPER 1600-2 paved the special mix
for a perfect asphalt surfacing.
Expert know-how for the paving team
OKP Holdings delegated a paving team to the job site in
Singapore that has already completed successfully a diverse
array of jobs over many years and has a lot of experience
working together. Nevertheless, the Grand Prix paving job
presented the team with a real challenge. In order to prepare
for all eventualities, proven experts in the field were also called
in. On the one hand it was Dr. Low Boon Hwee, a materials
expert from Hanson Building Materials, the company which
had developed the Formula 1 mix, and two applications
technology experts from VÖGELE on the other. They have a
wealth of experience in all aspects of paving and already
provided their expert advice at numerous Grand Prix circuits,
including Hockenheim, the Nürburgring and the circuit in
Barcelona.

Paving team impressed with the SUPER pavers
Once the test paving had been successfully completed, the
actual resurfacing of the race circuit went smoothly. The OKP
paving team was full of praise for their new VÖGELE pavers.
Just like the actual race itself, resurfacing of the circuit was
done counter clockwise. This means that the Formula 1 racing
cars will always drive in the same direction as the special
asphalt mix was placed. This minimizes rolling resistance and
makes the circuit perfectly prepared for the race.
Paving “hot to hot”
The total width of the circuit is 15m, so that the two
SUPER 1600-2 pavers were set up to pave widths of 7.5m
each. A condition specified for the circuit was a perfect bond
between adjacent strips. In order to flawlessly meet this
re quirement, the SUPER pavers placed the two strips hot
to hot.
Quiet VÖGELE pavers easy on residents‘ nerves
As most of the paving in the city with a population of 4.6 million
people was carried out at night, it was important to work as
quietly as possible. This applied in particular to the construction
machinery, which had been selected also according to noise
emission aspects. In this respect, the modern SUPER pavers
were the perfect choice. Their powerful PERKINS engines
already run quietly in standard operating mode. And when
selecting ECO Mode, which is more than adequate for a great
number of jobs, noise emissions are reduced even further.
31

Assessment according to
the International Roughness Index (IRI)
32
Once paving was completed, the circuit underwent a
pavement condition survey in two phases in order to assess its
ride qualities according to the International Roughness Index
(IRI). The first inspection took place right after completion of
The Formula 1 Mix for Singapore
In Singapore, the high standards specified for racetracks
were met by the special asphalt mix Type F1 SBS (Styrene
Butadiene Styrene) PMB (Polymer Modified Binder). The mix
was developed especially for this application after
extensive tests.
This F1 mix contains a polymer-modified binder designed for
the extreme conditions of high-speed motor racing and test
circuits. The binder features higher viscosity and stiffness, a
Aggregate:
Granite/Stone
Bitumen
Properties
the circuit and the second 6 weeks prior to the race. The IRI
was carried out by an independent and accredited laboratory
using drill cores. Now the race can start. Not only the paving
team involved in the roadworks are waiting impatiently for the
moment on September 28, when the red lights of the signal
system extinguish and the first Formula 1 race in history starts
under floodlights.
Formula 1 Mix
with PMB
Paving Materials
Conventional
Road Construction
Difference
Crushing Value (%) 25 (max) 30 (max) 16% higher
Impact Value (%) 25 (max) 30 (max) 16% higher
Los Angeles Abrasion, LAA (%) 25 (max) 35 (max) 29% higher
Polished Stone Value, PSV 54 (min) not specified
Elongation Index (%) 35 (max) 35 (max) same
Flakiness Index (%) 25 (max) 35 (max) 29% higher
Additive
higher softening point and a lower penetration point compared
to mixes used for conventional roads.
As shown in the wheel tracking test, the F1 mix has a higher
resistance to deformation than asphalt mixes used in ordinary
pavement construction. The dynamic creep test revealed that
the road’s permanent resistance to rutting is higher, too.
And due to the rough surface texture, the pavement features
a considerably better grip.
Styrene, Butadiene,
Styrene
Penetration Point (0.1mm) 40.7 66.3 39% stronger
Softening Point (°C) 88.5 48.5 83% higher
Viscosity at 60% (cP) 3,280,000 268,333 1,122% higher
Viscosity at 135% (cP) 2,879 604 376% higher
Reference: SOUTHEAST ASIA CONSTRUCTION, Issue March/April 2008
none

Asphalt Mixes for Racing Tracks
Over the years, asphaltic concrete has established itself as
the optimal paving material for all racing tracks hosting Formula 1
events. In the focus of these applications primarily are asphalt
characteristics referring to the road’s surface properties and ride
quality, such as skid resistance and evenness.
Skidding resistance is achieved, among others, by selecting
aggregate with a high resistance to polishing. Used as a measure
in this context is the Polished Stone Value (PSV). Aggregate with
a PSV > 58 contributes substantially to excellent anti-skid
properties. Asphaltic concrete is the preferred material for racing
tracks as it generally displays a well balanced ratio of mega,
macro and micro-roughness due to its aggregate composition
with a high content of sand and no omitted-size grain, thus
possessing good permanent non-skid properties. The
International Roughness Index (IRI) is a standard for measuring
pavement roughness. As a general rule applies: the higher the
index, the better the pavement’s grip.
As far as perfect evenness is concerned, also a key characteristic
of Formula 1 circuits, these projects call for sophisticated
machine technology. The machinery, in conjunction with the
appropriate asphalt mix, must be able to meet the requirements
made on these specific contracts.
Shear strength and resistance to deformation are further
properties of the pavement, which for racetracks need to meet far
higher standards compared to conventional road construction.
On high-speed circuits, the strain on the pavement are not high
static or dynamic loads caused by heavy weights, but rather the
horizontal shear forces introduced into the pavement by the
braking and accelerating action of the 900 HP racing cars.
Furthermore, the asphalt must feature high stability in order to
prevent deformation in the heat of the high-speed races.
As a binder, bitumen blended with Trinidad Lake Asphalt or
bitumen enriched with plastic additives (polymers) proved to be
an excellent choice for racetracks. The special polymer-modified
binders are perfectly suited to absorbing the extreme tangential
forces exerted by the racing cars when braking, accelerating or
taking tight bends at high speeds. The binders also feature high
elasticity and have strong adhesion properties. Due to their high
content of polymers, they are perfectly suited to meeting the
stringent requirements made on racetracks in terms of resistance
to deformation, aggregate/binder adhesion and flexibility.
33

Singapore Grand Prix: The new star in the Formula 1 calendar
34
On 28 September 2008, a Formula 1 race will take place for
the first time in the South-East Asian city state of Singapore.
In addition to Monaco and Valencia, Singapore is one of just three
city circuits. The grandstands in the centre of the metropolis can
accommodate 80,000 to 90,000 spectators.
Seventy percent of the new race circuit comprise public roads.
The special sections for the Formula 1 course were designed by
civil engineer and race track specialist Hermann Tilke, Germany.
The Singapore F1 Circuit
Race: Singapore Grand Prix
Length: 5.067km
Laps: 61
Distance: 309.087km
First Start: September 28, 2008
8:00 p.m. local time
Another special feature of the Singapore Grand Prix is that it is
currently one of just three races that are driven counter
clockwise.
The start time will make the Singapore Grand Prix unique in
Formula 1 history. The race will start at 8 p.m., making it the first
night-time Grand Prix race ever. In order to ensure safety, some
1,500 floodlights will light the circuit as bright as daylight. ,
St Andrews Road
Esplanade Drive
D
The Esplanade
Arts Centre

A
D
Raffles Avenue
Marina Bay
A
Marina Square Shopping Malls
E
Grandstands
B
Raffles Boulevard
E
Republic Boulevard
C
C
Pit Area
Singapore Flyer
B
Start/Finish
35

Germany
Prague
Czech Republic
VÖGELE pavers rehabilitate race track in Brno, Czech Republic.
Paving at Top Speed
Speed is essential on every race track. And that was also true for the extensive rehabilitation work on the Automotodrom
Brno circuit carried out by German contractor Kirchhoff, Leipzig. Bad weather prevented work being started on schedule,
meaning that the 5.4km circuit had to be rehabilitated in a record-breaking six weeks. The contract included stabilization of
the base course by cold in situ recycling. Then three VÖGELE pavers – a SUPER 1800-2, SUPER 1900 and SUPER 2100 – had
to place binder and wearing courses in just a few days. It goes without saying that a perfect evenness was to be presented.
36
Austria
Czech Republic
Poland
Brno
Slovak Republic
CzECH REPUBLIC
On the steepest section, the circuit has a gradient of 7.5%.
Here the powerful engines and traction drives installed in the
VÖGELE pavers demonstrated their abilities.

The Automotodrom Brno circuit had remained unchanged
more or less since 1987, so that it now was well due for an
extensive rehabilitation. Already challenging because of the
specified evenness and perfect paving of the special mix, the
task became a true race against time on account of the extreme
deadline pressure. The first race was scheduled for mid-May
2008, leaving just six weeks to rehabilitate the 15m wide and
5.4km long track. By the time the pavers joined the “race”, only
a few days were left to place the asphalt mix. For race tracks,
the requirements on surface evenness are far stricter than for
conventional roads, and this was also true in Brno: the maximum
tolerance over 4 metres in the transverse direction was 5mm
for the binder course and just 3mm for the wearing course.
VÖGELE pavers provide circuit with top-speed surface
The “racing team” of VÖGELE machines was made up of a
SUPER 1800-2, a SUPER 1900 and a SUPER 2100 paver.
Together, they completed two laps of the 5.4km circuit. The first
lap lasted 7 days, in which binder course was placed 6cm
thick and in an overall width of 15m. This was followed by four
days for paving 4cm wearing course. Each of the three
machines operated in pave widths between 5 and 5.2m.
High precision required in terms of evenness
In order to achieve the specified surface evenness, the
paving job’s most important challenge, a high level of accuracy
had to be attained already when placing the binder course:
a tolerance of no more than 5mm was permitted over 4 metres
in the transverse direction. The paving team of German
contractor Kirchhoff Leipzig managed to fully meet the specified
accuracy requirements using NIVELTRONIC ®, the VÖGELE
System for Automated Grade and Slope Control. A tensioned
wire served as a reference in combination with a slope sensor.
As the circuit was paved in three strips hot to hot, only the two
outer machines could make use of the tensioned wires. The
paver in the middle – the SUPER 1800-2 – worked behind
them in a slightly offset position and used their freshly laid
strips as references on the left and right. The elevation was
picked up by sonic grade sensors.
Job Site Details
Rehabilitation of the Automotodrom Brno racing circuit
in Brno, Czech Republic
Length of circuit: 5.403km
Paving Details
Pave width: 15m
(3 strips of 5 – 5.2m each)
Layer thickness: Binder course: 6cm
Wearing course: 4cm
Paving Material
Special mix as a combination of stone mastic asphalt
(SMA) and asphaltic concrete with modified grain size
fractions of polish-resistant aggregate
Equipment
WIRTGEN Cold Milling Machines
WIRTGEN WR 4200 Cold Recycler with AB 500-2 TV
Extending Screed
SUPER 1800-2 with AB 600-2 TP2 Extending Screed
SUPER 1900 and SUPER 2100 with AB 600 TP2
Extending Screeds
Use of High Compaction Screeds
All three SUPER pavers were combined with High
Compaction Screeds in TP2 version, equipped with tamper
and two pressure bars. On the job site in Brno, the use of High
Compaction Screeds was a benefit, indeed, given the cold and
wet weather which quickly cooled the asphalt. Thanks to the high
pre-compaction achieved by the pavers, it was no problem for
the rollers to produce the final density after just a few passes
and in the small time slot left for their job.
For the contract in Brno, high compaction was used not only
for the binder course but also for paving wearing course. In this
case, however, the high-compaction systems operated at a very
37

On race tracks, VÖGELE pavers meet highest standards
in terms of evenness.
38

low pressure only. Use of VÖGELE high compaction also for the
wearing course is possible as this technology allows to regulate
the pressure for the pressure bars between 50 and 120 bars.
“Race experienced” lab professionals supported
the paving team
On the Automotodrom Brno circuit, aggregate with a high
resistance to polishing and a SRV (Skid Resistance Value)
of 70 provided for a good grip. Conventional roads
feature a SRV of 65.
40
Paving base course, binder course and wearing course on
the Brno circuit was supported by well-known materials testing
laboratories. The race track specialists from Hart Laboratory in
Melsbach, Germany, also channelled their know-how into the
project when it came to placing the two asphalt layers. In addition
to the usual sampling of mixes, extensive quality checks were
carried out in advance at the quarry and mixing plant, trial
fields were paved and experienced engineers continuously
monitored the quality of the mix and the evenness during the
paving operations.
The composition of the mix was recommended by the building
materials specialists: together with race track designers Tilke
from Aachen, Germany, they developed a special formula for
the mix. This special mix takes into account not only the
general requirements for motor racing, but also the local
climate, the specific needs of the Brno circuit and Czech
standards. Details of the formula are a company secret, but it
can be disclosed that the special mix is a combination of
stone mastic asphalt (SMA) and asphaltic concrete with
modified grain size fractions. This material is easy to place and
fulfils the specific requirements for motor racing tracks,
especially when it comes to grip. The SRV (Skid Resistance
Value), which describes the skid and slip resistance of road
surfaces, must be at least 70. For conventional roads, an SRV
of 65 is specified.
WIRTGEN on the start line with almost 1,200 HP
Before the SUPER pavers could start paving the asphalt
layers, WIRTGEN cold milling machines and a cold recycler
had already done a good job stabilizing the existing road base.
Of course, top speed was also called for in this respect. The milling
machines removed 10cm of the old pavement. In a second pass
the remaining road base asphalt was loosened down to 15cm
for cold in situ recycling. A WR 4200 Cold Recycler blended
emulsion, water and cement into the loosened asphalt. After just
15 days, some 80,000 square metres of stabilized road base
could be handed over to the asphalt paving team.

VÖGELE High Compaction Technology
When it comes to compaction, VÖGELE set the standards
with the unique High Compaction Technology. Inside the screed
operate 3 compacting systems exerting infinitely adjustable
pressure on the mix being paved. The systems of tamper and
1 or 2 pressure bars bring about the highest degree of density
a road paver can achieve. The pressure bars are the core
proper of VÖGELE High Compaction Screeds.
Pulsed Flow Hydraulics
VÖGELE High Compaction Technology is based on the
principle of pulsed-flow hydraulics. A pulse generator generates
high-frequency pressure pulses for the pressure bars. In contrast
to the beating tamper, these remain in permanent contact with
the mix. Due to the high pavement density achieved by the
pressure bars, fewer passes are required for subsequent
compaction by rolling.
Pressure Bars
In VÖGELE High Compaction Screeds, the pressure bars
P1 and P2 are located in the rear area of the screed. In this
location, the highest possible compactive effort is achieved, as
the mix is prevented from yielding to the front. Nor can it yield
to the sides where it is confined by the screed’s end plates.
Direct access to the pressure bars with ErgoPlus ® .
The pressure bars can easily be activated or deactivated
from the paver or the screed operators‘ consoles.
Influence on the Package of Asphalt Layers
A high degree of pre-compaction is crucial when it comes
to perfectly building up a pavement in layers and achieving a
pavement profile true to line and level. When paving layers
varying in thickness in the transverse direction, VÖGELE High
Compaction Technology provides that, although applying an
identical pressure across the pave width, the pressure bars
are forced down to varying depths. This guarantees uniform
compaction.
High Compaction Also for Wearing Course
Though conceived primarily for compacting base and
binder layers, the pressure bars can also be used for paving
wearing course in appropriate cases. This requires a low
pressure level. VÖGELE High Compaction Technology fulfils
this requirement as it allows infinite variation of the pressure
and selecting very low settings.
High Compaction Switched Off
A practical feature of the VÖGELE High Compaction Screeds:
the high compaction systems can be switched off at the push
of a button. ,
The flow-rate controller to set the pressure for the pressure
bars is within easy reach. The pressure is infinitely variable
between 50 and 120 bar.
41

Automotodrom Brno
42
The Masaryk Ring, as the race track is also known in Brno,
can look back on a 70-year history. At the beginning, a natural
circuit ran 29.1km from Brno to Prague. In 1987 the new circuit,
used primarily for motorcycle racing, was opened to the west of
the city of Brno. The circuit with sweeping fast bends comprising
six left-handers and eight right-handers covers 5.403km.
The circuit has since become a legend. The reasons were
explained by WTCC driver (World Touring Car Championship)
Jörg Müller of BMW‘s Team Germany: „Brno is one of my
favourite events throughout the year. What I like most is the
circuit’s extremely good flow. There aren‘t really any slow
sections at all. The circuit is perfectly embedded in the
surrounding countryside, always going up and down. This is
what I believe a challenging circuit should be like.” On the third
weekend of June 2008, Müller took part in two races here in the
WTCC World Touring Car Championship. And the circuit is
otherwise well booked throughout the racing season with
various events, including a Grand Prix weekend for the
Motorcycle Racing World Championships.
Primarily motorcycle racers open the throttle on the
Automotodrom Brno circuit.

Road near Akureyri, Iceland.
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