-Technical Report

Developments in road construction machinery from an economical and ecological viewpoint

Univ.-Prof. Dr.-Ing. Ulf Zander, Siegen
Fig. 1: Drawing in the crowds at the bauma 2010 the worlds largest trade fair

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

A topic addressed everywhere at the bauma was emissions reduction and also the energy-saving operation of construction machinery. This commitment on behalf of the manufacturers is not driven by economical or ecological arguments, but rather the suppliers of construction machinery are responding to the pressure from pending laws on emissions that, in some cases, demand a drastic lowering of the limits for particle and nitric oxide emissions (Fig. 2). Already in the coming year stage IIIB of the Directive 97/68/EC (and 2004/26/EU) and in the USA the TIER 4 interim directive will come into force, and they will become stricter still three years later, in 2014. These new requirements can definitely no longer be met using simple technical solutions. More complex methods will have to be developed and applied. If there is a focus on

the reduction of nitric oxides this being possible through exhaust gas recirculation then there will be an automatic increase in particle emissions. To get this figure below the limits as well, requires an additional particle filter. This, in turn, would require a substantially larger engine cooling system and, of course, would not only mean higher costs but also result in a greater space requirement, and consequently necessitate high expense for the design of new machinery. If, on the other hand, particles in the exhaust are addressed first, by reducing their emissions through engine adjustment, there is an increase nitric oxide emissions. This effect can be counteracted through urea injection (SCR), however, to do this, a second fuel has to be provided. A positive side effect of this method is that fuel is saved and the overall efficiency increased.

Engine and construction machinery manufacturers therefore see themselves having to face challenges that are influenced by different interacting factors: particle and nitrous oxide emissions cannot be reduced independently and any technical solution will require further action to restrict an additional development of noise for example, or to keep space requirements within limits. All road construction machinery suppliers have one thing in common: they currently have no vehicles in their product programme that can comply with the coming requirements. They have to rely on engine manufacturers developing a new generation of engines in time. There are already first signs of this development. The diesel and gas engine manufacturer Deutz has presented a new developed engine in the 2855.9 kW performance range that meets the requirements of the interim TIER 4 and final TIER 4 standards. Because the engine performance remains just under the 56 kW threshold, a diesel particulate filter as well as the associated regeneration technologies are not required. In addition to this engine, with the preliminary type designation TCD 20XX, the Deutz programme includes further models in the higher performance range, such as the TCD 2010 (5085 kW), the TCD 2012 (70 180 kW) or the TCD 2013 (160250 kW), that also meet the level III B standard of the 2004/26/EU and US TIER EPA IV. These new engines will inevitably lead to higher prices for construction machinery. Price increases of about 15 % are generally spoken about with reference to each stage of the emissions standard i.e. for 2011 and for 2014. In the course of these new developments to reduce emissions more ideas and solutions 453

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

EU-Nonroad

USA-EPA Nonroad

Directive 97/68/EC for engine class

Regulations 40 CFR 89, 1039 und 1068 for Class 130560 kW

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

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

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emerge that positively combine the ecological aspects with those of economic efficiency. For example, a reduction in fuel consumption primarily increases the economic efficiency, however, fuel savings with a corresponding reduction in emissions also make it possible to meet ecological demands more easily. Such an approach is to design construction machinery with a diesel engine that has an output suitable for the base load, and to add on an electric power unit only temporarily, during the period in which a higher performance is required. This hybrid method offers a whole range of advantages because apart from fuel savings made possible through the additional investment, energy recovery methods can be used for charging the electric power unit, and, by downsizing the diesel engine this can now be designed to be of such a small size that the coming, more stringent emission limits will not apply.

main drive (diesel engine) to the used output. This concept reduces the output of the diesel engine significantly, resulting in lower noise and pollutant emissions. The diesel fuel savings potential is estimated at around 30 %. In the revision of the commercially available version of the BW 174 AP-4 Bomag focussed on a new ergonomic design of the cab and operating controls, with the active armrest system as the most significant new feature. This has an extendible shell shape that enables the operation of the console to be performed with movements of the lower arm that in most cases do not involve any shoulder reaction. The arm is kept still, and this can have a positive influence on the comfort and control of the roller. Another key point is the improvement in protection against vandalism and theft. Besides new locking options for engine compartment doors, water and diesel tanks, an electronic theft protection as well as the Bomag telematic system are now available. This not only transmits operating data, but also transmits the exact location of the roller. If the borderlines defined in the system as not to be crossed are passed over by the vehicle, a warning message is sent via e-mail or text message. Hamm, in the ongoing development of its HD+ Tandem Rollers (Fig. 4), focuses first and foremost on improvements to the vehicles manoeuvring and steering characteristics. Whereas the cab has been extended and redesigned to enhance driving comfort and give the driver an outstanding overview of the illuminated drums and water sprinkler system, the new steering characteristics are influenced significantly by the new 3-point swivel joint already introduced in the larger tandem rollers of this series (HD+ 120 and HD+ 140). The arrangement of the joint approximately in the middle of the vehicle allows a far superior weight and load distribution than before and this has a positive impact on the directional stability. Thanks to the substantial enlargement of the offset of 70 % during crab steering the work can be performed more effectively.

Also the two new mid-class machines HD+ 90 and HD+ 110 presented at the bauma are equipped with the Hammtronic control system as standard, this controlling both the directional drive and the vibration drive as well as the diesel engine speed. Frequency and amplitude of the vibration can be preset independent of each other and for both drums via a throttle lever with new integrated intermediate stops. In this way, it is possible to respond to all asphalt mix types individually. The 9-ton roller is also available in a variant with split drum, optionally with vibration or oscillation. This makes it possible to drive the front and rear drum with different frequencies simultaneously. Whereas the new design of the power train and the reduced vibrations on the drivers platform, based on a new vibration insulation, are barely noticeable from the outside on the smaller articulated rollers of the CompactLine, the new features of the Hamm rubber wheel roller GRW 280 are much more evident. The earlier model of this roller had maintained its shape for an incredible period of 45 years. This model has now been completely revised. For instance, the new ballast system is arranged in such a way that the required weights can be inserted between the axles directly under the cab or removed using a fork lift. The ballast elements made of concrete or steel are available in weights from 1028 tons and distribute their load in the new position uniformly to the front and rear axle in spreads of 1.253.5 tons per wheel. And, as with the tandem rollers, pains have also been taken with the rubber wheel roller to provide the driver with a maximum degree of comfort and convenience. Here again, pedals, levers and clumsy control panels belong to the past and make way for joysticks and clearly laid out displays. Large glass panels, sliding and rotating drivers seat and cleverly arranged visibility channels to the wheel edges make it possible to oversee the required compaction quality. In line with the general trend, Dynapac is also focussing on rubber wheel rollers with its new machines CP224, CP224W and CP274

Rollers now more sophisticated and ergonomically designed

A typical example of the hybrid method is the advanced pivot steered tandem roller BW 174 AP-4 of Bomag that belongs to the FAYAT Group (Fig. 3). This tandem roller was presented at the bauma in a version packed with future-pointing technologies. The changeover between accelerate, manoeuvre and decelerate, typical of all rollers, makes it particularly suitable for the recovery and storage of energy during braking action and the subsequent provision of an additional power source during every acceleration. This is exactly what the standard Eco-mode of the BW 174 AP-4 does using an intelligent sensor system and corresponding adjustment of the engine speed on the one hand, and on the other hand using an electric motor generator, a high-performance battery as well as the corresponding power electronics. This is where the high-performance battery is charged with the excess energy produced during deceleration (reversing) or switching off of the vibration, but particularly through the difference in the power generated by the

Fig. 3: The Bomag new pivotsteered tandem roller BW 174 AP-4 in the 10 ton class

Fig. 4: Hamm had 18 new construction machine models on show at the bauma

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(Fig. 5). Also in Germany asphalt surfaces have become thinner and thinner over recent years and require compaction at lower and lower temperatures. This is where rubber wheel rollers with their kneading compaction can be advantageous, also because they are often used directly behind the paver and can therefore commence compaction at a very early stage. The 3 Dynapac models cover paving widths of 1.802.30 m with max. operating weights of 2127 tons and also feature a compaction analyzer that helps maintain the optimum number of passes during compaction of the asphalt wearing courses. To this end, the actual surface temperatures of the layer undergoing compaction can be detected and taken into account. This optional compaction control equipment is also available for the Dynapac new tandem roller CC384HF, additionally as a retrofit kit for older construction machinery models. The roller is, of course, also fitted with the latest ergonomic features such as large cab with excellent field of view through panoramic windows, a sliding and rotating seat with control units and levers and a rearmounted, easily accessible engine. Maintenance is also improved through a simplified replacement of the drum shock absorbers as well as through hydraulic hoses that can be replaced in sections.

Fig. 5: The new rubber wheel roller CP274 from Dynapac

In this roller Dynapac has implemented a range of measures such as the saving of hydraulic hose couplings, temperaturedependent ventilation of the engine, automatic change to idle as soon as the engine runs 10 sec without any gear engaged, as well as the installation of a dual pump vibration system for increasing efficiency that leads to reduced emissions and fuel consumption. According to information from Dynapac, the combination of these measures saves a power output of about 8 kW, and this apparently reduces noise pollution and lower fuel consumption by approx. 25 %. As Dynapac does not specify the effective fuel consumption, as is also the case with most other manufacturers, and no independent experts report is available, these specificat-

ions cannot be checked or even compared with those of different providers. In this respect, Ammann is an exception. For all of its construction machinery presented at the bauma it provides fuel consumption data that has been measured by an independent institute. This also applies to the revised rubber wheel roller AP 240 H of Ammann, for instance. The roller, whose ballast weights can be increased from 924 tons in 0.75 ton steps, features enhanced operator comfort and convenience and has an energy storage system for reducing fuel consumption and emissions. As with the GRW 280 of Hamm, this AP 240 H is a roller with hydrostatic drive. This type of drive allows a precision speed control as well as soft start and deceleration functions to ensure there is no shoving of the material and also uniform compaction. Both pneumatic-tyred rollers feature a steering pivot with two dipping cylinders, wherein the Amman roller with its patented mechanical dipping of 100 cm and an oscillation of 5 also has reference values. Other new features in the roller sector presented by Ammann at the bauma complete the range of heavy-duty double pivot steered and articulated tandem vibratory rollers. A fifth model in the range of articulated tandem rollers is the Amman AV 120X, as the second largest in the series, and promises

EINFACH SUPER! DIE STRICH 2-GENERATION MIT ERGOPLUS BEDIENKONZEPT

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

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ROAD AND MINERAL TECHNOLOGIES

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

maximum area compaction at low costs (Fig. 6). As with the AV 110X and AV 130X the drive unit in this 12 ton model is also housed in the rear frame of the roller. According to Ammann, this reduces the impact of noise and heat on the driver, and it makes maintenance of the engine easier. Also in the revised models AV 85-2 and AV 95-2 both representing the mid-sized tandem rollers with double pivot steering there is a focus on keeping heat and noise emissions of the engine low. Through an improved cooling system these emissions have been reduced further. As with the other models of this series, the two roller vehicles presented have two split drums equipped with a differential lock in order to prevent shoving of the material to be compacted when turning circles with small radii. Frequencies and amplitudes are preset for all commonly used asphalt mixes and can be read off the LCD display that also shows the steering type, locking angle of the drums as well as the directional speed and engine speed. All AV rollers from Amman are also available as combination rollers, i.e. with one vibratory steel drum and one axle with 4 rubber wheels. These variants that have the abbreviation K are able to offer both dynamic as well as kneading and sealing compaction. On the AV 70-2 K model vibration has been reduced in comparison with the previous model, and measures have been taken to facilitate maintenance and repair work. Since integration of the Italian road construction machinery manufacturer, Caterpillar has also endeavoured to build up a comprehensive and high quality product programme in the road construction sector. A number of machines have been revised, such as, for example, the vibratory roller CD54

through sight gauges. Typical applications of the 9.5 ton Caterpillar roller are highway construction as well as city streets and paving areas with difficult access.

Similar developments in the compaction monitoring approach

All providers are, of course, still offering their own systems for area-wide asphalt compaction monitoring. But although roller manufacturers continue to pursue developments of their own, their philosophies are starting to move towards each other. Both Bomag and Hamm are still sticking to the measurement technique. Hamm, for instance, with the Hamm Compaction Quality System (HCQ) in which the HCQ indicator detects the stiffness and temperature of the asphalt and provides a graphic printout of the degree of compaction reached via the HCQ Printer (Fig. 7). In this process, a sensor in the drum picks up the vertical acceleration that is then converted into the HMV value that represents the stiffness. A very similar process is carried out in the Bomag Asphalt Manager that has always relied on the measurement of reactions in the mixture undergoing compaction. From now on, it is available in a thoroughly revised version. The new feature of this version that stands out most is the substantially reduced and much clearer display unit for the operator. The display now shows just the Evib value this being the characteristic value of the Asphalt Manager the actual asphalt temperature, as well as the vibration amplitude (Fig. 8). During compaction it is the Evib value that is of particular interest. The Evib value stands for the attained stiffness of the asphalt as a response to vibration oscillation, measured at any time using accelerometers. The fact that the stiffness development is not only a function of the roller work, but also of the temperature of the placed and gradually cooling material, makes it more difficult to gain a clear interpretation of the Evib value. It therefore definitely appears expedient to provide constant information on the actual asphalt temperature. This also

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

that was already presented at the Nordbau trade fair in 2009. This features two driven and split vibratory rollers with an offset of 1.3 m for a max. compaction width of 3 m. The split drums award the roller good manoeuvring ability and enable it to turn tight turns with a radius of just 2.8 m. When doing so, a flow divider controls the required different speeds for each radius driven, for both drum halves. The right frequency for a selected amplitude is automatically calculated and applied. With the aim to reduce maintenance expenditure Caterpillar has equipped the vibratory asphalt compactor CD54 with tapered roller bearings in the drums and articulation joints, and also all elements that have to be accessible for routine maintenance jobs can now be reached from the ground. In addition to this, coolant and hydraulic oil levels and air filter contamination are easily monitored

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

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

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amplitude & frequency

Fig. 10: Operation display of ACE System with the kB value for material stiffness

material stiffness (MN/m)

Anzahl number of passes/Time

Fig. 9: Principle of the Ammann ACE System

helps the roller operator to finish compaction work in due time, so as not to have to perform the pressing in work at temperatures of under 100 C and thus risk particle crushing. The Asphalt Manager now also features a more simple software-guided operation. In most cases, it only requires the input of a layer thickness of the material being compacted. To this end, set ranges of 04 cm, 4 10 cm and more than 10 cm are possible. It is only courses of mastic asphalt that require an additional but not more complicated specification. Based on this input the Asphalt Manager defines a target stiffness value (Evib). When approaching this stiffness during compaction the amplitude of the vibration is gradually reduced, meaning that the asphalt is then only compacted and levelled gently. This obviously very sensible and expedient simplification of the Asphalt Manager does, however, also sacrifice information. The specification of standard materials and the reduction of the visualised measurements rationalise a process that remains a complicated one. Whereas Bomag is consequently moving slightly away from pure measurement and tending towards the tracking of a master curve, Ammann with its Ammann Compaction Expert (ACE) a system that used to just add up an evaluated compaction performance now integrates measured values in the evaluation. The measured reaction of the ACE drum delivers the actual condition of compaction and is simultaneously the input variable for the remaining compaction work. How this compaction is to be carried out is specified through an automatic adjustment of the control parameters frequency, amplitude and travel speed, that are then implemented. With increasing stiffness of the material the compaction energy is gradually reduced (Fig. 9). As an optional feature, Ammann also offers infrared sensors for determination of the asphalt surface temperature as well as a chip spreader. In the display Ammann still relies on the required minimum amount of infor-

mation. The generally well laid out display of set and actual values could, however, still be improved through the use of a coloured display. (Fig. 10). A new Ammann presentation at the bauma was the ACEeco relative measurement system in which just the increase in compaction up to the maximum possible compaction level is displayed. This system is used for all fully hydraulic vibrating plates (AVH series), the ACE system is also available for the models AVH 6030 and 100-20. Caterpillar rollers are not yet available with area-wide asphalt compaction monitoring.

New paver features at the top and bottom end and in the middle field
The most important news from Ammann is without doubt the extension of the product range to include asphalt pavers this being made possible through last years acquisition of the Italian company Antec/IRM. There was a great deal of interest shown in the 3-wheel mini-paver APW 150 G (Fig. 11). This very compact piece of equipment has automatic conveyor belts and screws, a floating gas-heated screed and all the other features of a road paver. It also features spread layer widths of 250-800 mm in the standard version with an option to extend up to 1.65 m.

Also the wheeled paver APW 270 G/E is the right equipment for small construction sites. Powered by a Deutz 33.2 kW engine this paver belongs to the 5-ton category and has a capacity of 150 t/h. The performance capacity of the bigger paver type APW 350 (wheeled paver) or the APT 350 (tracked version) that also has an electrically or gasheated vibration or tamping bar screed is approx. 50 % higher. In keeping with its tradition Ammann continues to predominantly care for the small and mid-sized construction sites. Although the follow-up to the Super 600 model, the Super 700 from Vgele is still a unit designed for the small construction site sector, for applications such as laying asphalt in multi-storey garages, between rail tracks or in the agricultural sector, this market leader operates internationally on quite a different scale. It has now presented its new flagship, the big paver Super 3000-2 (Fig. 12) with impressive characteristics: 16 m screed width, material storage for 17.5 tons of mixture, paving capacity of approx. 1,600 t/h, 300 kW diesel engine output. At a max, paving speed of 24 m/min the screed can lay a mixture package of up to 50 cm optionally using tamper or vibration, with 1 or 2 pressure bars or also in the high-compaction version. As with all Vgele pavers of the 2 generation the Super 3000-2 is also equipped with the ErgoPlus control concept that, besides offering a clearly laid out operator console for driver and screed operator, also provides an overview onto the material transport and the spreading thereof.

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

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

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To go with this giant paver, Vgele offers the power feeder MT 3000-2 in its programme. This is for high quality laying of the asphalt mix through the continuous delivery of material from its receiving hopper with a capacity of 8 tons, via a belt conveyor conveying 1.200 t/h to the mixture bunker of the paver, to prevent shut-down of the paver due to delays in the material supply. The feeder also homogenises the material again before it is fed to the paver. The offset version of the feeder is also able to incline 23 vertically and pivot horizontally by 50 to each side thus opening up further fields of application for the machine. Examples of such applications are the filling of the space between guide walls in the medial strip area or also the filling of trenches, feeding pedestrian and bicycle path pavers beyond the road and feeding pavers for paving deep-milled sections in which supply vehicles are not able to manoeuvre. The main field of application for the standard version of the MT 3000-2 is the material supply within the in-line pave train, i.e. for the production of two different asphalt layers using the hot on hot paving method. The Vgele paving method for compact asphalt differs from that of the original compact asphalt paver, as offered by Dynapac, for example, in that it uses 2 standard road pavers where at least the one for laying the binder layer has to be converted for this use. The layer laid first is driven over by the second paver, directly after screed compaction, whereas, based on the different material feed, the Dynapac paver can lay the overall package directly, using 2 screeds connected to the machine. Both methods offer quality benefits as the bond between the two laid layers is much better compared to the conventional laying of hot on cold with 2 pavers and the spraying of emulsion. On the other hand there are also economic benefits for the contractors as the wearing course thickness in this type of laying can be reduced in favour of the binder layer from 3.5 cm to 2 cm. Besides this, the construction period is also shorter due to a shorter cooling down period and rolling for the binder course. It cannot be said at the moment which of these two concepts efficient use of 2 standard pavers according to the InlinePave method, or the use of just one special paver of Dynapac requiring fewer workers will catch on. Should Vgeles confidence prove true that the restriction in the ZTV Asphalt regulations that the hot layer must not be driven over when laying compact asphalt will soon be lifted, this will significantly boost its competitive position. The compact asphalt pavers of Dynapac are respectively based on a standard paver fitted with an additional module that has a second screed and a binder hopper. The already familiar CM3000 module for the F300CS paver has recently been complemented with 458

Fig. 13: Track-type paver SD135C from Dynapac

a smaller CM2500 module that is used by the DF145CS paver. By attaching this module a paver is equipped with a binder hopper with a capacity of altogether 28 tons, a 15 ton hopper for the wearing course material and an own drive unit on the front of the paver as counterweight for the additional attachments. Dynapac therefore offers a second large paver with an option for use as a compact asphalt paver. In the mid-range Dynapac has revised its two track-mounted pavers SD115C and SD135C (Fig. 13). The pavers, equipped for a max. working width of 8.80 or 9.70 m with 120 or 140 kW, have been upgraded with an ECO mode that regulates the speed down to 1,600 rpm and does not engage the higher speeds until the higher power requirements have to be actually delivered. In this way, the noise pollution and naturally also the fuel consumption is reduced significantly. The pavers of the standard version have gasheated screeds that can be replaced with electrically heated ones that are then also high compaction screeds. The new asphalt paver AP555E of Caterpillar is designed for use in large and mid-sized projects with spread layer widths of 2.55 m to max. 8.00 m, and has been optimised to provide high manoeuvrability in tight conditions, ergonomic comfort and convenience as well as a well thought out automatic control of the material conveying in the paver. Good turning capability of the paver is made possible through horizontal installation of the engine, thus reducing the length and offering additional advantages: the machine can now be transported together with a roller on a flat-bed truck. In addition to this, the Mobil-trac undercarriage of the AP555E enables the machine to turn within its own footprint with high traction, due to the tracks counter-rotating on durable belts made of high-strength rubber. With this feature Caterpillar also promises the advantages of wheel-mounted pavers and track undercarriages in one unit. With its Mobil-trac undercarriage (Fig. 14) and the large bogie

pivots for the undercarriage suspension Caterpillar has also improved the production of a smooth mat surface under difficult conditions, such as on bends and when crossing obstacles such as manhole covers. For the material transport the AP555E has an advanced control feature that controls each conveyor and each auger of the screed separately and independently. Changes in the paving widths and speeds are accounted for by the mixture quantity control, as are also any obstacles detected by mechanical and ultrasonic sensors. A superior asphalt level control is therefore ensured. As already the case with the AP655D paver Caterpillar has also fitted the new paver with a drivers seat that can be swung out together with the control console to extend over the machine frame. The advantage of this is that all settings made on the one control console can be transferred to the other control console at the press of a button. With the Advisor Monitoring System the station also has an interactive interface that presents start-up checklists, the display of engine operating conditions and many other features to assist the operator. For the paving width range of 1.70 to max. 4.00 m Bomag has taken up the BF 300 road paver in its 7-9 ton class. This machine is available as track-type or wheel-mounted paver. The new wheel-mounted version BF

Fig. 14: CAT presented paver with Mobiltrac undercarriage

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Fig. 17: Compact planer PL 350TD from Dynapac

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

Fig. 16: Asphalt paver from Astec

300 P presented at the bauma has a transport width of just 2.50 m (Fig. 15), even when attachments are mounted. The basic screed can be hydraulically extended to its max. width of 3.40 m and has been fitted with a new heating system that requires no more than 20-30 min. for the electrically heated screed to be heated up and just 1015 min. for the gas-heated screed. The BF 300 P is available in 3 different wheeled versions: with a 2 x 6 rear wheel drive, a 4 x 6 front wheel drive for paving on loose subsoils as well an all-wheel drive for difficult terrain or steep gradients. An adjustment to the subsoil can also be made by changing the contact pressure of the wheels, and this can prevent the wheels from skidding. Also the larger Bomag paver, the BF 600 (originally a Mairini) has a new feature. Here a new quick-action changeover system has been developed for the high-compaction HS screed, with which mechanical widening from 5 m to up to 8 m is facilitated substantially. To do this, the tamper/vibration axles are engaged and disengaged without requiring any tools. As was also the case with the tandem rollers BW 154 and BW 174, now the asphalt paver BF 600, with its drivers platform that can be swung to both sides, also features the kinematics of the SideView drivers platform. A new gearing for the platform engagement enables easy and accurately adjustable positioning without play. Similarly, the screed operating stations of both the BF 300 and the BF 600 have been improved so that the panel can now also be pivoted and can adjust easily to different situations. Astec Industries, a provider of road construction machinery through the companies Roadtec and their affiliates Carlson, also presented a new asphalt paver at the bauma, with the type designation CP-90. The electrically heated screed can be adjusted hydraulically to paving widths of 1.20 m to 4.75 m. It complements the Roadtrac programme with the wheeled pavers RP-170, RP-190, SP-200 and the track-type pavers RP-175, RP-195. Roadtec also presented its Shuttle-Buggy SB2500D in a version that has been adapted to European conditions. The Shuttle-Buggy is a

transfer vehicle with a tipping width of max. 3,60 m for continuous paving and is said to ensure homogenisation of the asphalt mix especially with regard to temperature distribution.

Cold planer milling machines with new features

Dynapac has extended its product range of cold planers to cover practically all cutting widths. The programme now includes two entirely new PL 1000T and PL 600T models as well as the improved compact cold planer PL 350TD (Fig. 17) that with a cutting depth of 100 mm and a cutting width of 350 mm represents the smallest machine in the Dynapac cold planer programme. The two new models now close the gap between compact planers and high capacity planers with milling widths of over 2 metres. The US American manufacturer Roadtec (Astec Industries) on the other hand, whose machines are sold in Germany through the Thoma agency, is still building up its European construction machinery programme. At the bauma the RX 700 (Fig. 16) was on show, a cold planer weighing around 30 tons with 522 kW (700 PS). This machine can use cutters with widths of 2.0, 2.2, 2.5 and 3 m and reaches depths of up to 356 mm. As with the smaller and larger cold planers (RX 500, RX 900) this model is available with 3 or 4 tracks and has a conveyor swing in the

range of +/- 60. The manufacturer has paid particular attention to dust evacuation that is implemented by means of a sophisticated water supply over the drums onto the cutting tooth holders. This bonding of the dust particles is important for health reasons, because different types of dust (inhaled and E-dusts, alveolar A-dusts as well as quartz dusts) occur during rock cutting and even natural asbestos fibres can be released. Measurements taken to determine the exposure to dust experienced by the milling operator have shown that the valid limits may be exceeded. Several manufacturers have responded accordingly and have developed appropriate methods for reducing such emissions. Also at Wirtgen, in the new VCS (Vacuum Cutting System) for cold milling with front loading conveyor system, the dust is directly precipitated onto the cutting drum by sprinkling water through up to 22 nozzles and is then evacuated out of the drum housing and fed to the truck with the rest of the cuttings (Fig. 18). At the same time, an air suction system removes the remaining dusts from the drum chamber and from the channel of the conveyor transfer point and feeds them to the rest of the cuttings on the loading conveyor in a water-bonded form. All dusts and fibres are therefore away from the working area of the milling operator, because the discharge of the loading conveyor is, in most cases, much further than 10 m from the drivers cab. Nevertheless, these emissions remain in

Fig. 18: Disposal of milled material during road milling with Wirtgen front-loader system

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the cuttings are still hazardous to health after drying in the follow-up process. Companies that use the VCS as optional equipment e.g. for the small cold milling machines W 100 F, W 120 F and W 130 F, or for the large cold milling machines W 150, W 200, W 210, W 2100 and W 2200, also experience reduced contamination and a prolonged service life of diesel, air and oil filters as a result of the dust evacuation. Moreover, working with milling machines is also more convenient as a result of the improved viewing conditions (Fig. 19). The technical performance delivered by Wirtgen was impressively demonstrated at the bauma in Munich, at its exhibition stand with a wide selection of technical pavilions that presented both small and large exhibits. The largest of the machines on show, the Surface Miner, for the removal of mineral deposits, is not used in road construction projects, but its shear size and technical details such as 200 tons in weight, an engine output of 1,194 kW and an annual capacity of 12 million tons was very impressive indeed. Against this, the 410 kW and 500 kW models of the new large milling machines W 200 and W 210 for road construction appear somewhat modest. But less is often also more, and the trend is to reduce operating costs and cut emissions. With its W 210 Wirtgen has therefore used the new success concept of 2 engines. The two independent engines are used in compliance with the respective power requirements. According to the manufacturers, this can bring about fuel savings of 25 %. In addition to this, there are three adjustable engine speeds: for rough and high power work up to a max. cutting depth of 33 cm the 1,600 rpm speed is used, for cutting wearing courses the 1,800 rpm speed is used and the 2,050 rpm speed is for fine cutting work. Another advantage of the new cold milling machines is the new design of the cab with a roof that be swung out with the front and rear windows to avoid obstacles. It is now fitted with two ergonomic control panels with twin arrangement of all controls on the

Fig. 19: Components for dust and fibre disposal on cold milling machines

drum housing

conveyor channel

radial fan

loading conveyor suction hoses

left and right-hand side, as well as the levelling system Level Pro (Fig. 20). This uses the new Parallel to Surface System (PTS), controlling both the lowering speed of the milling drum, the drum speed as well as the 4 undercarriages that ensure that the milling drum adjusts parallel to the surface at all times and in all directions. This relieves the driver of several jobs at once and provides optimised measurements, hence improving the quality of the work and protecting the cutters. For demanding cold milling operations an Intelligent Speed Control (ISC) has been developed. It primarily ensures that the tracks of the 4 crawler track units maintain their traction power even on loose or uneven soil, and do not spin. It also controls the different track speeds of the outer and inner crawler track units on bends. The new 27.1 t and 28.1 t cold milling machines are available with a standard milling width of 2.00 m, they can, however, be optionally reduced to a width of 1.50 m or extended to a width of 2.20 m. For a time-saving adjustment of the drum to the respective milling task, such as the adjustment of the tool spacing or the working width, a Flexible Cutter System (FCS) has been available for some time. Wirtgen has now supplemented this feature with a new system, the FCS Light. This allows the milling contractor to change drums of the same width with different tool spacings, so as to be able to prepare

a surface for a thin pavement layer, for example, after removing the wearing course with a fine milling drum. According to Wirtgen, this makes it possible to change a drum in about 2 hours. Wirtgen has also endeavoured to simplify the changeover of individual cutting tools and has developed a new cutting tool extractor that is available in a hydraulically assisted and in a battery operated hydraulic version. The first mentioned version directly uses the hydraulic power supply of the milling machine and enables direct control of the drum turning device via an integrated button on the cutting tool extractor. With the hydraulic cutting tool extractor it is therefore possible to both align the milling drum for the actual working condition and change the cutting tools, this significantly speeding up the overall process. On the other hand, the batteryoperated hydraulic cutting tool extractor offers the advantage of being independent of the machine equipment. The device is provided with 2 batteries and 1 charging station, giving it the capacity to change the cutting tools on milling drums with a 2 metre working width. And finally, Wirtgen has launched a new series of cutting tools under the name XR (Extended Run, Fig. 21) that is specially designed for soil stabilisation applications and cold recycling and is said to be low wearing with longer tool life. To this end, the shape of

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

Fig. 21: The XR cutting tool series from Wirtgen 2-in-1 cutting head and wear plate in one unit with shank separated from the cutting head (W6/22 XR, W6 AOC/22 XR, W6 SG/22 XR, W8/22 XR) long life due to optimised carbide tip optimised durability due to high wear resistance of material improved holder protection through reinforced cone geometry break-resistant shank through proven hardening process thick-walled clamping sleeve with optimised strap

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Bruchstabiler Schaft Dickwndinge Spannhlse .

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the carbide tip has been changed, a wear cone has been added, the wear resistance of the cone optimised and the cone detached from the tool shank. In addition to this, the clamping sleeve the lower shank of the tool that is inserted in the holder opening is not prestressed and does not open until the cutting tool is fixed. This reduces the required amount of effort during installation. Since Bomag expanded its range of products in 2006 to include pavers and cold planer milling machines, 6 milling machines have been launched, covering a power range from 280600 HP and with milling widths of 12 m. The bauma was used as a world premier venue for the BM 500/15, a compact cold planer milling machine that is available in a standard version with three wheels or optionally as a 4 wheel model. With its 125 HP this cold planer with milling widths of optionally 30, 40 or 50 cm can reach depths of up to 210 mm. The compact milling machine is fitted with the Bomag-specific Ecomode that slows down the speed of rotation when less power is required. This has a positive effect on fuel consumption and on emissions. At Caterpillar the two cold planers PM-102 and PM-200 have remained unchanged in the product programme. They have, however, announced an imminent further development of these road construction machines. To apply new tack coats to a milled surface or a new pavement layer, according to the Additional Conditions of Contract in force since last year, a suitable bituminous emulsion must be applied in order to ensure permanent bonding of the layers. For this purpose, the company Weisig Maschinenbau GmbH, better known under the label Weiro, offers a range of sprayers. Three of these were presented as new models (Fig. 22). All sprayers are equipped with a tank insulation and a heater that also permits temperature control of the binder over-night. The application of the binder can be carried out using telescopic lances or a spray bar with controlled dosing of the quantity. The performance is recorded by an electronic spray data logging system or can even use GPS detection. On a larger scale there is the Edensprayer by Secmair that can cover widths of up to 6 m, or the Breining Novasealer for operations as a combined sprayer with a unit for the production of mastic asphalt for cold laying of thin layers. The trend found on larger construction sites or highways is, however, to use spray pavers, these being asphalt pavers with simultaneous application of the emulsion. The Vgele product range includes the Super 1800-2 model and other manufacturers are currently working on similar developments. The main field of application for such spray pavers is the laying of a thin layer in hot-on-hot application on spray seal or tack coat (DSH-V) for which emulsions have to be applied in a dosage of 400900 g/m2.

and NivelTronic Plus of Vgele. In a combination of PaveSmart 3D with a GPS System and NavelTronic Plus it is possible, for example, to automatically steer pavers using the digital project data, control the screed width and automatically carry out profile specifications with the screed. An even further advanced system is the Trimble Connected Site. This has several modules that are already applied in the construction site supervision and accounting. The engineering office is integrated in the activities on the construction site through wireless data transmission that enables prompt updating of the project data. Using Connected Community different engineering offices can exchange activities and data via the internet and the Construction Manager transmits resource data such as cycle times, delivery status, machine output and load, hours, downtimes and fuel consumption back to the office. This system enables the documentation and evaluation of the resources used and with this information can optimise short-term or medium-term use on the construction site. Caterpillar is also already developing a system of this kind (Connected Worksite). Fields of application for this software will be an active fleet and site management, machine control, documentation of the machine power output and fuel consumption, machine diagnostics and maintenance planning as well as protection against theft. We are not that far from this construction site of the future, where area-wide compaction control is carried out using machinery controlled by navigating systems. The probability of such a scenario will depend on the achievable quality and, as always, on the economic efficiency.

Fig. 22: Sprayer from Weisig

Automated systems lead the way into the future

For the road surface removal process using milling machines and surface renewal with pavers, and also for tracked vehicles and graders, many providers have developed more ergonomic driver stations and displays over recent years and also systems that can take over many jobs previously carried out by the machine operators. With the new PaveSmart 3D presented by Leica, pavers and milling machines can be operated using project data taken directly from the CAD system. Various sensors such as height sensors, width and slope gauges as well as levelling cylinders receive electronic corrections that regulate the absolute height of the road surface via the control of the screed drag point for instance and even in the event of extensive longitudinal and transverse unevenness. PaveSmart 3D is of a very open design to enable reading in of data from many CAD systems on the import side, and operation of a maximum of construction machinery types on the output side. Direct support is available for the systems MOBAmatic (Mobile Automation AG) as well as NavelTronic Plus

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

Site Positioning Field

Grade Control

Paving Control

Fleet Management

Site Office / Supervisor Solutions

Fig. 23: Interactive function of the individual modules from Caterpillars Connected Worksite with the TrimbleSystem

Multi-Site Solutions

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