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RoadNewsfor new roads 

> “Autoroute Transmaghrébine”: 36 SUPER Pavers in Action on the World’s Currently Largest Job Site 

> On the Scene in China: Two SUPER 2100-2 Place Cement-Treated Base (CTB) on 110km Expressway Section 

> Tips & Tricks: Bolt-on Extensions for VÖGELE Screeds Mount Easily and Quickly 

The VÖGELE Magazine on Paving Applications Issue 15 | January 2009 

> Focus on NAVITRONIC Plus ® : 

Precision Meets 

Economic Efficiency

Some 70 machines from the WIRTGEN Group are involved 

in the construction of the “Autoroute Transmaghrébine”, 

currently the largest road construction project in the world. 

2 

04 

Economical construction of motorway: 

NAVITRONIC Plus ® used on job site 

in Switzerland. 

08 

18 km of tensioned wire saved: 

SUPER 1800-2 rehabilitates airport 

in Iceland. 

12 

Documentation: 

How to install NAVITRONIC Plus ® 

in 10 easy steps. 

Centre Pages: Tips & Tricks 

from Practical Applications 

Mounting bolt-on extensions 

to VÖGELE Extending Screeds. 

16 

Placing base course over 110km: 

Two SUPER 2100-2 in action in 

the Chinese province of Hunan. 

24 

“Autoroute Transmaghrébine”: 

36 SUPER pavers at work on the world’s 

currently largest job site in Algeria.

36 VÖGELE Pavers Build North Africa’s 

New Life Line 

The world’s currently largest road construction project is not underway in Europe, 

in North America or in Asia but – as many will no doubt be surprised to hear – in 

North Africa. In the last few years, the region has seen increasing economic success. 

Now it is time to expand the infrastructure in order to stay on the route of growth. 

And this is why a motorway is to connect the “Magreb” states of Morocco, Algeria 

and Tunisia over a stretch of 3,200km from 2009. The construction work for the 

“Autoroute Transmaghrébine” is well underway in Algeria, where three consortia are 

building their motorway section of around 1,200 kilometres. A whole fleet of machines 

from the WIRTGEN Group is involved in the giant project, including 36 SUPER pavers. 

Much has occurred since the launch of the VÖGELE InLine Pave ® concept. In Europe, 

some 1,500,000m 2 of road pavement have meanwhile been built with InLine Pave ® 

machinery. This innovative method is primarily used for rehabilitating motorways, federal 

highways or rural roads in single-lane or dual-lane width, but also for constructing new 

roadways. Again and again, the extremely high compaction of the binder course is in the 

focus of the “hot on hot” paving method. InLine Pave ® has become such a major topic 

that we are devoting a special edition of RoadNews to the innovative and economical 

technology. 

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.

Widening of the Swiss A 4 trunk road to four lanes with NAVITRONIC Plus ® . 

Construction of Motorway without 

Tensioned Wire but with Swiss Precision 

The A 4 trunk road in Switzerland only had two lanes in the Zürch Weinland region. In the light of increasing 

volumes of traffic, the decision was made to widen the 20km section concerned to a four-lane motorway with 

separated carriageways for each direction. Swiss contractor Implenia AG used a SUPER 2100-2 paver equipped 

with NAVITRONIC Plus ® , the 3D System for Machine Control developed by VÖGELE. 

4 

SITE REPORT 1 

NAVITRONIC Plus ® 

with 

Leica Computer

Focus on NAVITRONIC Plus ® . 

3D Navigation in a Virtual Space 

At Bauma 2007, the German International Fair for 

Construction Machinery, VÖGELE presented a true 

innovation with NAVITRONIC Plus ® , the 3D System for 

Machine Control. The system developed from scratch 

features an “Open Interface” allowing to connect 3D 

positioning systems, such as laser-based total stations or 

GPS, from numerous well-known manufacturers. As a vital 

aspect, NAVITRONIC Plus ® is easy to understand and 

operates very conveniently. And it offers another unique 

advantage. As a real 3D system, NAVITRONIC Plus ® not 

only controls fully automatically the pavement’s grade and 

slope but also the screed’s position and the paver’s 

direction of motion. Survey data collected for earthworks, 

for instance, can be used for asphalt paving as well. This 

substantially boosts the system’s economic efficiency. 

RoadNews reports on two job sites where SUPER pavers 

were operating with NAVITRONIC Plus ® . And we demonstrate 

in an example how easily and quickly the system installs. 

5

With an average traffic volume of 20,000 to 25,000 vehicles 

per day, the A 4 trunk road between Winterthur and 

Schaffhausen was one of the busiest two-lane stretches. 

Trunk roads of this kind usually are built without crossroads. 

In contrast to motorways, however, they do not have 

separated carriageways for each direction in most of the 

cases. Therefore, the Federal Council of Switzerland in Bern 

planned an enlargement of the dual-lane A 4 trunk road to a 

four-lane mini-motorway. Mini-motorways are a Swiss 

particularity and, in contrast to regular motorways, built 

according to diminished standards. These mini-motorways, 

for instance, feature narrower carriageways and do not have 

hard shoulders the whole length. 

NAVITRONIC Plus ® a premiere for the paving team 

6 

The major construction job represented a premiere for the 

paving team of contractor Implenia AG, who were working 

with the NAVITRONIC Plus ® 3D Machine Control System for 

the first time ever. Once the system had been installed on the 

Construction of motorway lanes without tensioned wire: 

NAVITRONIC Plus ® the 3D System for Machine Control, 

guides the SUPER 2100-2 towards highly accurate paving results. 

SUPER 2100-2, the team familiarized themselves with the 

technology. After all, the task was to place the foundation layer 

and base course for the new lanes on the basis of a 3D model 

without using a physical reference. 

Foundation layers are bound base courses which, in the main, 

are made of recycled material. For the A 4, a hot-mixed 

foundation course was placed with a share of recycled aspalt 

ranging between 50 and 60%. 

On this job site, NAVITRONIC Plus ® was combined with 

positioning equipment from Leica. Based on the route’s digital 

design data, this technology picks up the paver’s actual position 

by a total station and a 360° prism. High-precision sensors 

installed on the paver suppy extra information on the screed’s 

elevation and slope as well as the screed’s position. The entirety 

of data collected is passed on to the positioning system’s 

external computer and a comparison is made with the route’s 

stored design data. Any deviations detected are finally 

transmitted to NAVITRONIC Plus ® , which initiates a correction.

France 

Job Site Details 

Bern 

Switzerland 

Widening of the A 4 trunk road to a four-lane 

mini-motorway between Winterthur and 

Schaffhausen, Switzerland 

Length of section: 20km 

Winterthur 

SWITZERLAND 

Paving Details 

Pave width: 

Layer thickness: 

8.5m to 9m 

Foundation layer: 10cm 

Base course: 8cm 

Binder course: 8cm 

Wearing course: 3cm 

Germany 

Schaffhausen 

Italy 

Paving Material 

Foundation layer: ACF 22 (with 50 to 60% 

of recycled material) 

Base course: EME C2 

Binder course: EME C1 

Wearing course: AC MR 8 

Equipment 

SUPER 2100-2 with AB 600-2 TP2 

Extending Screed and NAVITRONIC Plus ® , 

combined with Leica MPC 5 Computer, 

System 1200 Tachymeters and 360° Prism 

HAMM HW 90 B / 10 and HW 90B / 12 Rollers 

Tolerance requirements met right from the start 

So much for the basics. Once the paving team had built 

up their SUPER 2100-2 paver’s AB 600-2 TP2 Extending 

Screed to a pave width of 9m, everything was to work 

perfectly right from the start. And indeed, after just a few 

metres, it was evident that the Implenia team had a perfect 

command of NAVITRONIC Plus ® . Furthermore, it was no 

problem at all to meet the specified tolerance requirements 

of +/-4mm. Placing the foundation layer and base course 

in a large width up to 9m turned out to be easy game for 

the paving team. And this was predominantly due to the 

VÖGELE 3D Machine Control System. The site manager 

was extremely enthusiastic: “We certainly didn’t miss 

not working with a tensioned wire. Quite the opposite, 

in fact!” , 

Feed with mix, paving, monitoring: The paving team managed 

all tasks with ease. 

7

SUPER 1800-2 rehabilitates a runway and landing strip in Iceland. 


Saves 18km of Tensioned Wire 

SITE REPORT 2 


The company operating Akureyri Airport planned an extension with the aim of enticing more tourists to Iceland. 

To this end, the runway and landing strip had to be lengthened and the existing section rehabilitated so that larger 

aircraft could also land. In a first step, Icelandic contractor Hladbaer-Colas rehabilitated the old runway. Undulating 

surface irregularities had developed over the years, and height differences of as much as 20cm needed to be levelled 

out in the course of the rehabilitation work. Hladbaer-Colas decided to use NAVITRONIC Plus ® , the VÖGELE System 

for 3D Machine Control, in order to achieve as level a surface as possible. 

with 

SBG Computer 

9

With a population of 17,000 inhabitants, Akureyri is Iceland’s 

fourth largest town and the most important service centre 

in the north of the country. The numerous wool and fish 

processing enterprises are of great economic significance. 

However, Akureyri Airport is not only important for the 

economy, but also increasingly so for tourism. Therefore, 

the initial stage of the project involved rehabilitating 

the runway and landing strip, with the extension planned 

for the year after. 

Level regulating layer provides for uniform base 

10 

Before the paver’s actual work could commence, 

a compact WIRTGEN W 350 Cold Milling Machine removed 

roughly half of the 20cm surface undulations. The paving 

team then placed a 10cm level regulating layer with their 

SUPER 1800-2 combined with an AB 500-2 TV Extending 

Screed. The material used for this layer was open-graded 

asphalt (0/16) with a binder content of 5.7%. 

Hard granite imported from Norway 

The level regulating layer was followed by wearing course 

placed in widths between 4 and 5m. Paving in varying width 

was done for good reason in order to avoid creating the 

longitudinal joints of this course right above those of the level 

regulating layer. For wearing course, too, an open-graded 

asphalt was used with a grain size of (0/11). The aggregate 

contained in this mix was granite, which due to its hardness 

is particularly strong and long-lasting. The granite had been 

imported from Norway as the rock of the volcanic island, due 

to its porous nature, is not suited as an aggregate for asphalt 

paving. Altogether, the Hladbaer-Colas team placed nine 

strips, always working from the outside in. Each of the 2,000m 

strips had to be completed in just one day so that the runway 

could be used for air traffic the following morning. 

ICELAND 


Reykjavik 

ICELAND 

Rehabilitation of runway and landing strip 

at Akureyri Airport, Iceland 

Length of section: 2,000m 

Width of section: 45m 

Akureyri 

ICELAND 


Pave width: 4 to 5m 

Layer thickness: level regulating layer 

up to 10cm, 

5cm wearing course 


Level regulating layer: asphalt (0/16) 

Wearing course: asphalt (0/11) 

Equipment 

WIRTGEN W 350 Cold Milling Machine 

SUPER 1800-2 with AB 500-2 TV Screed and 

NAVITRONIC Plus ®, combined with SBG 

Computer, Leica TCA 1800 Tachymeters 

and 360° Prism 

HAMM DV 70 VO Rollers

NAVITRONIC Plus ® saves 18km of tensioned wire 

As far as surface evenness was concerned, < 3mm 

were specified in both the longitudinal and the transverse 

directions, over a distance of 3m. In order to precisely comply 

with the desired accuracy, Hladbaer-Colas relied on 

NAVITRONIC Plus ® , the VÖGELE System for 3D Machine 

Control. They combined the system with a SBG external 

computer and tachymeters from Leica. On the job site in 

Iceland, the use of NAVITRONIC Plus ® yielded major 

advantages: without 3D machine control, reference wires 

would have had to be installed. This way of proceeding would 

not only have been more costly, but also extremely difficult 

and time-consuming. On account of the air traffic, installing 

the wires was not possible in advance but only at the start 

of work. All told, at least 18km of reference wire would have 

been required at an estimated cost of some 50,000 Euros. 

Perfect evenness thanks to NAVITRONIC Plus ® : 

The 45m wide runway and landing strip at Akureyri Airport. 

SUPER 1800-2 and HAMM DV 70 VO ensure paving 

on schedule 

The overall width of the runway and landing strip at 

Akureyri Airport is 45m. Added to this are hard shoulders, 

7.5m wide on each side, yielding a total width of 60m. 

The SUPER 1800-2 paved wearing course in a thickness of 

5cm. After completion, two DV 70 VO tandem rollers from 

HAMM joined in. Weighing around 8 tonnes and equipped 

with oscillation technology, the rollers compacted the 

asphalt to perfection. The pavement profile specified in 

both the longitudinal and the transverse directions, too, 

was met with high accuracy thanks to NAVITRONIC Plus ®. 

Beyond all that, the NAVITRONIC Plus ® solution for machine 

control offers a unique advantage: as a real 3D system, it not 

only controls fully automatically the pavement’s grade and 

slope, but also the screed’s position and the paver’s direction 

of motion. , 

11

12 

Installation of the VÖGELE 3D Machine Control System. 

How to Install 


in 10 Easy Steps 

Even a modern 3D Machine Control System can be 

installed easily. This is what VÖGELE want to 

demonstrate in the following for NAVITRONIC Plus ® . 

The system installs as easily as it operates. RoadNews 

shows in 10 steps how to fit the system to the paver 

and how to prepare it for paving. 

Overview of the NAVITRONIC Plus ® components 

to be installed on the paver: 

n Holder for mast 

n Sensor for screed width 

n Magnetic holder 

n Screed operator’s console 

n Sensor for mast inclination 

n Connecting cable 

The steps earmarked with this symbol are to be 

carried out prior to every paver operation. All other 

steps need to be carried out only once, i.e. when 

installing NAVITRONIC Plus ® . 

1 Fitting the Holder for the Mast 

The bracket serves as a holder for the mast and the 

receptor fitted to it. The receptor can be a GPS receiver, 

laser receiver or prism. See to it that the bracket is 

positioned above the paver’s augers and aligned 

parallel with the flange joining screed and screed arm. 

With some systems, two receptors can be used. In such 

a case, two masts need to be fitted (left and right sides). 

2 Fitting the Sensors 

Attach the clamps of the sensors for screed width in the 

places provided for them using the screws supplied. 

Important: For initial set-up, the sensors should slide 

smoothly in the clamps.

Some positioning systems need information on the 

inclination of the mast. To collect these data, a sensor 

picking up the inclination needs to be attached to the 

mast holder. 

Then fit the 3D receptor to the mast and attach the mast 

to the holder. See to tight fit in order to prevent the mast, 

including receptor, from swaying while paving. 

3 Connecting the Cables 

Connect the cables before switching on the paver’s 

ignition. Plug the cable of the sensor for screed width and 

the one of the sensor for inclination of the mast into the 

screed operator’s console. 

4 Measuring the Mast’s Position (3D Receptor) 

In order to create a digital machine model, the precise 

position of the 3D receptor must be measured in relation 

to the screed. 

5 Defining the Working Range 

As a function of the desired pave width, a working range 

needs to be defined. This should cover the pave width 

+/-40cm (+/-20cm on either side of the screed). 

Example: For a desired pave width of 5.8m, the limits 

“MAX 6.2m” and “MIN 5.4m” would have to be selected. 

This working range is necessary in order to correct 

deviations in the paver’s position from the design route 

by moving the screed’s extending units in or out. 

For the desired pave width of 5.8m described above, the 

example shows an AB 500-2 Extending Screed fitted with 

a set of 75cm bolt-on extensions. 

750 5000 

750 

13

14 

6 Setting up the Sensors for Screed Width 7 Calibrating Screed Width Control 

Extend the screed to the desired pave width of 5.8m. 

Then slide the sensors for screed width, guided by 

the clamps, into place. 

The sensors should be positioned in such a way that 

their measuring range is not left when moving the 

screed’s extending units in or out. The measuring range 

is indicated by two marks on the sensor. The sensors 

must not touch each other when retracting the screed. 

Then tighten the screws to firmly attach the sensors 

to the screed. 

Now fit the magnetic holders right above the sensors. 

The clearance between the magnet and the sensor 

should be 2mm and not exceed a maximum of 4mm. 

After installation of the sensors is completed and all 

cables are connected, the screed needs calibrating. 

Calibration is necessary every time the screed 

configuration or sensor position has been changed. 

To perform the calibration, just go to the screed 

operator’s ErgoPlus ® console and access the 

NAVITRONIC Plus ® calibration menue. Define the 

working range, which is your desired pave width 

+/-40cm (+/-20cm per side). In our example, the range 

extends from “MIN 5.4m” to “MAX 6.2m”. The working 

range sets the limits for screed width control.

8 Moving the Paver to the Starting Line 9 Setting up the Screed’s Elevation and Width 

Before moving the paver to the starting line, the external 

3D system must have been installed and connected 

to NAVITRONIC Plus ® . Only then is it possible to pick 

up the paver’s actual position and to calculate the 

specified position. 

The next step is to select, on the display of the paver 

operator’s ErgoPlus ® console, the 3D sensor for 

automatic steering. 

Now the machine’s actual position is displayed on the 

paver operator’s ErgoPlus ® console. He can manoeuvre 

his machine to the starting line. 

The paver should be positioned on the steering line 

as accurately as possible (±5 to 10cm). In our example, 

the paver is positioned 10cm to the right of the steering 

line. Display of a positive value means, the paver’s 

position is to the right of the line. A negative value 

indicates a paver position to the left of the line. 

Now lower down the screed and roughly set the 

screed’s tow points to the desired height. From this 

setting, a screed planing angle results. For being able 

to work with digital data, select “3D” as a grade sensor 

(use F2 and F4 keys on the screed operators ErgoPlus ® 

console). 

The external positioning system picks up a difference in 

height and transmits this information to NIVELTRONIC Plus ® . 

The deviation is displayed by the system. It may be 

necessary to place timber under the screed for height 

correction until the deviation lies within the range of just 

millimetres. 

10 That’s it ! Mix, please ! 

When all axes – X, Y and Z – are set up, you can commence 

paving. 

15

VÖGELE pavers build 110km motorway section in China. 

“Workhorses” Master 

Mammoth Project 

In China, road construction projects are currently being realized at a pace that other countries can only dream of. 

One such project is underway in Hunan province, where contractor Guangdong Liantai Group Co., Ltd. is building the 

110km long Shao Yong Expressway in just three years. The first task involved placing and compacting base course 

comprising a volume of 800,000 tonnes of CTB (cement-treated base). This job proved to be a tough challenge for two 

VÖGELE SUPER 2100-2 pavers and numerous HAMM Series 3000 rollers. 

16

09 

roadnews 15 

Tips and Tricks from pracTical applicaTions 

Quick and Easy: 

Mounting Bolt-on Extensions 

to VÖGELE Extending Screeds 

All VÖGELE screeds can be built up using bolt-on extensions, 

tailoring them to any desired pave width. The VÖGELE 

system of bolt-on extensions allows quick and stable 

build-up of the screeds to meet the requirements of the 

contractors’ paving jobs. In this issue of Tips & Tricks, 

André Felchner demonstrates how easy it is to mount 

bolt-on extensions. 

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. 

1 

Day-to-day life on the job site rarely provides level 

ground conditions. However, a level surface is 

required for mounting bolt-on extensions. In order 

to compensate for unevenness, large pieces of 

square timber or pallets can be placed under the 

screed. Care must be taken that the flanges are 

clean, i. e. no asphalt sticking to them. 

TIP! 

Preparation 

Before mounting a bolt-on extension, the 

tamper shafts of both the screed’s extending 

unit and the bolt-on extension must be set 

so that the arrow on the coupling points at 

the gap in the gearwheel. (see photo).

09 

roadnews 15 

2 

3 

The beveled quick-fitting aid (equipped on all “dash 2” 

generation screeds), allows quick and easy attachment 

of the bolt-on extension. Thanks to the quick-fitting aid, 

the extension can already be raised at this stage, 

without a need for bolts to be fastened. 

TIP! 

The front and rear eccentric bolts have to be 

set to zero, which is the uppermost position. 

This is important later on for aligning the bolt-on 

extension with the screed’s extending unit. 

Now the bolt-on extension needs adjusting in height 

to match the screed’s extending unit. Set it to the 

correct height by using the eccentric bolts. 

Please note: “Correct height” means that the bolt-on 

extension and the screed’s extending unit are set 

to identical heights and are properly aligned. 

The rear edges of the screed plates shall be flush. 

The front edges of the screed plates should be set 

between 0.5 and 1mm higher. 


Easy and Fast Attachment with Quick-fitting Aid 

Height Adjustment of the Bolt-on Extension 

1mm (maximum) 

0mm


4 Fitting the Braces 

5 

After having carried out the adjustments of Step 3, 

the frames of the screed's extending unit and of the 

extension must be bolted together. 

Then fit the braces serving to stabilize the bolt-on 

extensions. These braces shall be adjusted so that 

a light downwards pressure is exerted onto the 

extension. 

TIP! 

The pressure is correct if the brace can 

be turned slightly. If it cannot, the pressure 

is too high. 

Connecting Systems 

As a next step, connect electric screed heating 

(see photo, left). 

Then join the tamper shafts of the bolt-on extension 

and screed’s extending unit by means of the Haldex 

coupling (see photo, right). 

6 Final Assembly 7 That’s it! 

Finally, the tamper 

shield, the auger 

shafts and the 

footboard with 

cover plate are 

to be fitted. 

This example 

showed how easily 

and quickly VÖGELE 

Extending Screeds 

build up with 

bolt-on extensions. 

09 

roadnews 15 

When mounting bolt-on extensions to VÖGELE High Compaction Screeds, two extra steps need to be carried out 

(shown overleaf).


a Joining the Pressure Bars 

The following steps only need to be carried out when 

fitting bolt-on extensions to VÖGELE High Compaction 

Screeds with 1 or 2 pressure bars (TP1 or TP2). 

Please continue after Step 5 on the previous page. 

The pressure bars P1 and P2 of the bolt-on extension 

and those of the screed’s extending unit must be 

joined. This is done by using bolts with spring washers 

and a spacer. The rear edges of the pressure bars 

of the bolt-on extension and of the screed’s extending 

unit shall be flush. The pressure bars’ edges, when 

touching from below, must be flush too (see photo). 

Then check the pressure bars for smooth and free 

movement. 

Special tools for joining the pressure bars: 

The tools required are a standard ratchet, 

a hexagon adaptor (Order No. 2124649) and 

an Allan key (Order No. 46,2210,0002). 

B Connecting Hydraulic Piping 

Finally, the hydraulic pipes need to be connected. 

Please return to the previous page and continue 

with Step 6 to complete mounting work. 

09 

roadnews 15 

Extra steps when mounting bolt-on extensions to VÖGELE High Compaction Screeds

India 

China 

The Shao Yong Expressway will be an important link in China’s 

long-distance transportation network and is of immense 

strategic importance to the Central Kingdom. The 110km 

stretch between the mega cities of Shaoyang and Yongzhou 

is part of the 1,738km long north-south axis from the city 

of Taiyuan to the gambling paradise of Macau. The new 

connection, running in parallel, is intended to relieve the 

expressway between Beijing and Zuhai, which winds more 

than 2,290km through China. The expressway is known as 

a traffic congested route. 

18 

China 

Taiyuan 

Hunan 

Shaoyang 

Yongzhou 

Mongolia 

Zhuhai 

Hunan 

CHINA 

Beijing 

Beijing 

Hong Kong 

Macau 

Hong Kong 

With ErgoPlus ® on board, the operator enjoys an unobstructed view of all 

vital points on the paver, such as material hopper, auger and screed. 

800,000 tonnes of CTB needed 

The project kicked off in May 2006 with the placing of 

cement-treated base. In order to establish a foundation of high 

load-bearing capacity for the roadway, the CTB base was 

amply dimensioned and made up of three layers: the first 

one 20cm thick and the two following layers 19cm each. 

For the road base alone, 800,000 tonnes of CTB were 

required, prepared in eight mixing plants. Supply of the pavers 

with mix had been minutely planned by contractor Guangdong 

Liantai Group: the capacity of each mixing plant was 500t per 

hour and up to 10 haul vehicles per plant transported the mix 

to the job site to feed the pavers.

The SUPER 2100-2 with High Compaction Screed achieved an excellent degree of density 

when placing thick base course. 

A strong foundation: Cement-treated base (CTB) 

The function of a base course is to provide a uniform foundation 

of high stability for the layers placed on top, such as asphalt 

binder course and asphalt wearing course. In combination with 

these layers, the base absorbs the forces from traffic and 

provides for uniform distribution of these forces onto the 

sub-base. The purpose of the base course also is to ensure 

quick and effective protection of the sub-base against water 

to maintain its load-bearing capacity. 

Base courses are often built as cement-treated bases (CTB). 

These bases are well proven in road construction. The mixes 

prepared in mixing plants are transported to the job sites by lorries. 

In the event of long distances for transport to the job site 

or adverse weather conditions, the CTB should be covered 

with tarpaulins. It is recommended to use pavers with high 

compaction screeds for placing the mix. The advantage: these 

screeds achieve a high degree of pre-compaction. In order 

to obtain a perfect bond between several layers, these layers 

should be placed “fresh on fresh”. For final compaction of 

cement-treated bases, rubber-tyred rollers and/or single-drum 

compactors are generally used. 

19

The SUPER 2100-2 stands out through high reliability 

even when paving in a large width of 13m. 

21

22 


Placing cement-treated base (CTB) on the 

Shao Yong Expressway in Hunan province, 

China 

Length of section: 110km 


Pave width: 13m 

Layer thickness: 1st CTB layer 20cm 

2nd CTB layer 19cm 

3rd CTB layer 19cm 

(a total of 58cm) 


800,000 tonnes of cement-treated base (CTB) 

Equipment 

2 SUPER 2100-2 with SB 250 Fixed-Width Screeds 

in TP1 Version 

10 HAMM Series 3000 Rollers 

SUPER 2100-2: Facts and Figures 

n Maximum pave width 13m 

n Laydown rate up to 1,100 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 DEUTZ engine rated at 182kW 

n ErgoPlus ® operating concept 

Two SUPER 2100-2 demonstrate superior performance 

The Shao Yong Expressway is being built with four lanes in 

each direction, which sums up to a total width of 52m. 

For the paving operations, contractor Guangdong Liantai 

Group Co., Ltd. opted for pavers from VÖGELE. The two 

SUPER 2100-2 were combined with SB 250 Fixed-Width 

Screeds in TP1 version. The pave width was 13m and covered 

two lanes. Placing the CTB went smoothly, not least thanks 

to the well-thought-out and proven machine concept of the 

“dash 2” generation VÖGELE pavers. With its powerful engine 

delivering 182kW, the SUPER 2100-2 is a true workhorse. 

And the material hopper, conveyors and augers, too, are 

designed for high laydown rates. A SUPER 2100-2 is capable 

of placing up to 1,100 tonnes of mix per hour. This performance 

makes the machine the perfect choice for large job sites 

such as the Shao Yong Expressway, a task handled by the 

powerful paver economically and with ease. 

High Compaction Screeds get the job done 

On the Shao Yong Expressway site, the two SUPER pavers 

impressively demonstrated that the choice of VÖGELE 

equipment was precisely the right decision. When placing 

cement-treated base, the VÖGELE High Compaction Screeds 

achieved perfect results in terms of pre-compaction and 

accuracy of levels. Cement-treated bases consist of unbroken 

and /or broken aggregate bonded with cement, a hydraulic 

binder. SUPER pavers are capable of placing these materials 

in a perfect manner, as they demonstrated on the Shao Yong 

Expressway. The SB 250 Fixed-Width Screed in TP1 version, 

equipped with one pressure bar driven by pulsed-flow 

hydraulics, achieved a first-class degree of pre-compaction. 

10 HAMM rollers produced the final density 

As for the earthworks, HAMM Series 3000 rollers were 

also used for final compaction of the cement-treated base. 

As many as 10 units of the orange coloured HAMM machines 

were on the scene. The Series 3000 rollers combine modern 

technology with outstanding design and lots of comfort.

Contractor much impressed by WIRTGEN products 

and service 

Guangdong Liantai Group Co., Ltd. are highly satisfied 

with the performances of all equipment involved and also 

with the service provided by WIRTGEN China. When this 

large-scale project came up, those responsible in the 

company had decided in favour of products from VÖGELE and 

HAMM. The use of machinery from the WIRTGEN Group has 

a long tradition with the construction company. Guangdong 

Liantai Group already completed a great number of projects 

Teamwork: 2 VÖGELE pavers and 10 HAMM rollers 

worked together successfully on the Shao Yong Expressway 

job site in Hunan province. 

with VÖGELE pavers to their entire satisfaction. Now the 

asphalt layers are still due for paving. For this job, too, the 

two VÖGELE SUPER 2100-2 will play the key role. On the 

cement-treated base, they are going to lay 10cm asphalt 

base, 6cm binder course and 5cm wearing course. After 

an incredibly short construction time of just 3 years, the 

Shao Yong Expressway will be opened to traffic in 2009. 

The new 110km stretch will pass over 90 bridges and 

through 17 tunnels. , 

23

Some 70 machines from the WIRTGEN Group are involved in the world’s currently largest road construction project. 

SUPER Power for the 

“Autoroute Transmaghrébine” 

North Africa has developed into a veritable boom region in recent years. In order to maintain this growth, huge 

investments are currently being made in a gigantic road construction project. “Autoroute Transmaghrébine” is the name 

of the largest African road building project ever and, for the time being, the largest in the world. Once completed, the 

motorway is planned to connect the Maghreb states of Morocco, Algeria, Tunisia and Libya over a stretch of more than 

3,200km. The construction work is already well on its way in Algeria, where three consortia were awarded the contracts 

for building 1,200 kilometres of the motorway. Numerous machines from the WIRTGEN Group are also being employed 

for this project, including 36 VÖGELE pavers, 30 HAMM rollers and WIRTGEN slipform pavers for building the concrete 

crash barriers. 

24

Contractors from the world over involved 

26 

Three construction consortia are involved in the building 

of the 1,200km Algerian stretch of the “Autoroute Transmaghrébine”. 

The eastern section running from the Algerian city 

of Bordj-Bou-Arreridj to the border with Tunisia is being built by 

the Japanese consortium COJAAL. A subsection around Algiers 

is executed by Algerian contractors ALTRO and COSIDER, while 

the rest of the section is handled by the Chinese consortium 

CITIC-CRCC. Many additional companies from all over the 

world are also involved in the construction of bridges, tunnels 

and drainage systems, etc. The capital investment for the job 

site in Algeria alone totals USD 11 billion. 

Stringent requirements on quality 

A high volume of traffic is anticipated on North Africa’s new 

“life line”. Therefore, the “Transmaghrébine” motorway is being 

constructed in Algeria with three lanes in each direction. What’s 

more, high requirements are made on pavement quality, 

especially in terms of resistance to deformation. To ensure that 

the high standards will be met, all SUPER pavers participating in 

the construction of the motorway are equipped with VÖGELE 

High Compaction Screeds. 

Paving “hot to hot“: A total of 25 tracked VÖGELE SUPER 2100-2 pavers 

participate in the building of the “Autoroute Transmaghrébine”. 

The “Autoroute Transmaghrébine” over the entire 1,200km 

stretch is designed as follows: base course of cement-treated 

gravelly sand is placed in a thickness of 20cm, followed by 

a 14cm bituminous bound base, with the road finally being 

surfaced with a wearing course of asphaltic concrete (0/14) 

between 6 and 8cm thick. 

Japanese consortium goes into action 

with 16 modern SUPER pavers 

For their section of the motorway, the Japanese contractors 

are using 12 modern VÖGELE SUPER 2100-2 pavers, each 

equipped with the AB 600-2 TP2 Extending Screed, 

as well as four SUPER 1900-2 pavers with AB 500-2 TP2 

Extending Screeds. The “dash 2” generation machines 

certainly have their hands full on the 365km job site. The 

VÖGELE pavers are building the three lanes in each direction 

in a width of 6.25m, hot to hot. For grade and slope control 

with NIVELTRONIC Plus ® , the Japanese teams use the 

VÖGELE RoadScan ® sensor system.


Construction of the Algerian section of the “Autoroute 

Transmaghrébine“ through the Maghreb region 

Overall length of job site: 1,216km 

Overall width of job site: 25m 

(3 lanes in each direction) 


Layer thickness: 20cm base course 

14cm binder course 

6 to 8cm wearing course 


Base course: cement-treated gravelly sand (0/31) 

Binder course: bituminous bound base (0/25) 

Wearing course: asphaltic concrete (0/14) 

Compaction with tandem and rubber-tyred HAMM rollers 

Thanks to the ultra-modern VÖGELE machine technology, 

the paving teams from Japan are making fast progress, 

right on schedule, on their section of the motorway. A fleet 

of HAMM rollers is being used for final compaction of the 

individual layers. The fleet includes eight 12-ton HD 120 

tandem rollers and eight 18-ton GRW 18 rubber-tyred 

rollers, capable of reliably producing the specified final 

density. 

Paving in 12.5m width 

The Chinese consortium, too, opted for SUPER 2100-2 

pavers to build their section of the motorway. They moved 

to the job site with 13 machines. In contrast to the Japanese 

teams, the Chinese crews are paving in full-road width. 

They built up the screeds of their SUPER 2100-2 machines 

to a remarkable pave width of 12.5m. Each of these pavers is 

combined with a SB 250 Fixed-Width Screed in TP1 version 

for high compaction. 

Equipment 

25 SUPER 2100-2 

(12 pavers with AB 600-2 TP2 Extending Screed, 

13 pavers with the SB 250 TP1 Fixed-Width Screed) 

4 SUPER 1900-2 with AB 500-2 TP2 Extending Screed 



3 SUPER 1300-2 with AB 340 TV Extending Screed 

30 HAMM Rollers (HD 120 Tandem Rollers and 

GRW 18 Rubber-tyred Rollers) 

WIRTGEN SP 150, SP 250 and SP 500 Slipform Pavers 

The supplementary construction work along the motorway, 

such as hard shoulders, is being handled by three 

SUPER 1300-2 pavers from the VÖGELE compact equipment 

class. Unlike the Japanese, the Chinese paving teams are 

using NIVELTRONIC Plus ® , the System for Automated Grade 

and Slope Control, in combination with the VÖGELE 

Big MultiPlex Ski. When working with this Ski, three sonic 

sensors attached to a beam scan an area of up to 13m. Just 

like the RoadScan ® System, the Big MultiPlex Ski is highly 

flexible and perfectly suited for levelling out all kinds of 

irregularities in the base. This is a vital advantage on the job 

site in Algeria: even without tensioned wires, the specified 

grade and slope is achieved with high accuracy. 

SUPER 2100-2 on the scene in major projects 

the world over 

There are good reasons why road building contractors rely 

on SUPER 2100-2 pavers from VÖGELE for so many major 

projects. The machine concept of this ultra-modern paver 

is designed so that it can handle even the largest road building 

27

SUPER 2100-2: Facts and Figures 

n Maximum pave width 13m 

n Laydown rate up to 1,100 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 DEUTZ engine rated at 182kW 

n ErgoPlus ® operating concept 

jobs highly economically and with ease. With its maximum pave 

width of 13m, it is the ideal equipment for joint-free construction 

of motorways, airfields and large traffic areas. The powerful 

engine rated at 182kW and all material handling systems 

are designed for high performance. The SUPER 2100-2 is 

capable of paving thick layers reliably and quickly, even 

when difficult mixes are involved, such as cement-treated 

gravelly sand. 

A large cooler assembly and excellent air routing guarantee 

perfect cooling of engine coolant, hydraulic oil and charge air. 

Full performance of the engine is guaranteed even when 

working at high ambient temperatures beyond 50 °C, a feature 

of high importance especially when operating in hot regions 

28 

Left: Easy to understand even 

for international paving teams: 

ErgoPlus ®, the operating system 

based on self-explanatory symbols. 

Below: Several WIRTGEN slipform 

pavers are working on the 

“Autoroute Transmaghrébine”. 

Seen here is a SP 150 building 

concrete crash barrier. 

such as North Africa. A further highlight of the machine 

is ErgoPlus ® , the VÖGELE operating concept for easy paver 

handling. In particular, the logical and self-explanatory symbols 

used for all displays are a great advantage on international 

job sites like those in the Maghreb. 

Algerian contractors also involved in mega-project 

The Algerian contractors moved to the job site around 

the capital city of Algiers with two SUPER 1800-2 and two 

SUPER 1800-1 pavers. All four VÖGELE machines are also 

equipped with High Compaction Screeds. In order to meet 

the tight deadline, the paving teams of the Algerian contractors 

are using their pavers in 14 hour shifts.

The ultimate in VÖGELE technology on the scene: The Chinese consortium builds its motorway section in full-road width of 12.5m. 

VÖGELE partner providing on-site service 

On a project like this, not only the job site logistics need 

to be strictly organized, but also the supply of spares and 

the performance of maintenance services on all machines 

involved. The VÖGELE partner for Sales and After-Sales 

Services in Algeria, Demdistral S. p. A., handled this work 

for the VÖGELE pavers. Mr Ying Erqiang, Deputy Managing 

Director of the Chinese construction consortium, was 

enthusiastic about the global on-site support: “As far as the 

machine technology is concerned, WIRTGEN China provided 

us with their expert advice beforehand, and Demdistral is 

responsible for the After-Sales Services in Algeria. The 

guarantee that the machines will be supplied with parts on 

the job site and the reliability of the SUPER pavers are 

extremely important factors for us when it comes to meeting 

our contractual obligations. I can say that the After-Sales 

Service provided by VÖGELE in Algeria is outstanding.” 

Representatives of the Japanese and Algerian contractors, 

too, confirmed the highly professional service offered by 

VÖGELE’s Algerian partner. , 

29

30 

Mega-project “Autoroute Transmaghrébine“. 

North Africa’s New 

High-Capacity 

Life Line 

Agadir 

Casablanca 

Marrakesh 

Tanger 

Fes 

MOROCCO 

The world’s largest road construction project currently underway 

is realized in North Africa. The 3,200km long motorway “Autoroute 

Transmaghrébine” is being built in the three states of Morocco, 

Algeria and Tunisia, known as the Maghreb region (in Arabic: 

the West), as well as in Libya. Construction of the longest section, 

the one running through Algeria and extending over 1,200km, 

began in March 2007 and is scheduled to be completed in 2009. 

The economic importance of this major project is tremendous. 

According to the National Road Agency, the road building 

project has created some 100,000 new jobs in Algeria alone, 

with the number of jobs created indirectly expected to reach two 

to three times that figure. 

The motorway passes 55 cities with a total population of more 

than 50 million, 22 international airports, as well as the largest 

Qujda 

Oran 

ALGERIA 

Chlef 

Miliana

Algiers 

ports, railway stations, universities, hospitals and the most 

important industrial and tourist areas in the three Maghreb 

states. The “Autoroute Transmaghrébine” thus represents 

the most crucial economic nerve of the rising region. 

The motorway with three lanes in each direction spans the 

country from East to West, passing over 190 bridges and 

through five tunnels. After completion, the travel time from 

the Tunisian-Libyan border to Morocco will be a mere ten 

hours. 

The two countries of Libya and Mauritania, both also 

members of the Union of the Arab Maghreb (UAM), are 

likewise involved in the mammoth project. In the medium 

term, the “Autoroute Transmaghrébine” is planned to traverse 

Khemis-el-Khechna 

Bordj-Bou-Arreridj 

Overall length of the Algerian 

section of the “Autoroute 

Transmaghrébine”: 1,216km. 

Constantine 

Gabès 

the whole of North Africa. And thought is even being given 

to constructing a tunnel beneath the Straits of Gibraltar 

between Morocco and Spain to connect North Africa to 

Europe. 

Sections of the “Autoroute Transmaghrébine” motorway 

by country: 

Morocco: 1,014km 

Algeria: 1,216km 

Tunisia: 780km 

Libya: 200km 

Tunis 

Sousse 

Sfax 

TUNISIA 

LIBYA 

Tripoli 

31

Road winding along a coastline in southern Europe. 

RoadNews on the Web 

All RoadNews editions as well as latest information about VÖGELE products and technologies are available online 

on the Web. Visit us at: www.voegele.info 

Your feedback on RoadNews would be much appreciated. Suggestions are welcome. Please write us at roadnews@voegele.info 

2118318

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