Paving Manual

VOLVO CONSTRUCTION EQUIPMENT
OPERATOR’S MANUAL
Paving manual
MORE CARE. BUILT IN.

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents

are known to the State of California to cause cancer,
birth defects, and other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and other related

accessories contain lead and lead compounds,
chemicals known to the State of California to cause
cancer and other reproductive harm.
Wash hands after handling.
TABLE OF CONTENTS
TITLE PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO-1
General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-2

Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-2
Additional References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-3
Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-3
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-4
Clarification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-4
Asphalt Safety/Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-4
Types of Paving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-5
Paving Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-5
General Paving Procedures Description – Milling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-5
General Paving Procedures Description – Asphalt Delivery/Discharge . . . . . . . . . . . . . . . . . . . . . . . Intro-6
Compaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-7
SECTION 1 – SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Paving Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Be Aware of Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Conventions Used. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Selection and Qualification of Personnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Mandatory Safety Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Pre-Start Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Safety Instructions Governing Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Hand Rails Three Point Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Warning of Special Dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Work Zone Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
SECTION 2 – PAVING PROJECT CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Clarification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Types of Paving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Contractor Paving Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Method Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Method and End Result Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Suggested Method and End Result Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
End Result. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Possible Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Job Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Contractor Quality Control Responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Correct HMA Composition Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Superpave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Mat Width / Depth Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Quality Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Joint Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Miscellaneous Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Existing Grade Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Grade Repairs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
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Resurfacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Removing Excessive Crown Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Paving Along a Curb Facing or Gutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Joint Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Traverse Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Paver / Screed Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Equipment Availability and Crew Preferences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Extension Availability Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Grade Slope Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Grade/SlopeController . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Control Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Automatic Grade and Slope Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Slope Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Grade Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
SECTION 3 – PAVING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Equipment Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Hot Mix Production Plant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Parallel Flow Drum Mix Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Batch Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Haulage and Dump Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Haulage Unit Driver Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Haulage Unit Drivers Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Haulage Unit Loading and Unloading Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Dump Person Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
M2000 Milling Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Cutter Drum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Gathering Conveyor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Milling Machine Driver Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
MC330 Mobile Conveyor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
MC330 Driver Knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
MC330 Operator’s Responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Twin Auger Traverse Mixer Tub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
PF6110 (Track) Paver Finisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Component Names . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Paver Tractor Less Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Paver Operator Knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Paver Operator Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Omni 318 Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Screed Operator Knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Screed Operator Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Screed Manual Adjustment Points (Angle of Attack) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Screed Pre-Strike-Off Manual Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Screed Hydraulic Extensions Strike-Off Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Main Screed Strike-Off Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Extension Raise/Lower Adjustment Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Extension Slope Adjustment Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Extension IN/OUT Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Crown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Mounting Accessories to the Screed Extensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Accessory Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Screed Auto Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
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Grade References. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Manually Erected Stationary Stringline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Single Mobile Floating Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Mobile Mat Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
Automatic Screed Control Operating Techniques (NAPA Handbook 2000) . . . . . . . . . . . . . . . . . . . . . . 3-37
Lute Person. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
Handwork Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
DD138 Asphalt Compactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Compactor Operator Knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Density Gauge General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
PT240R Pneumatic Tired Compactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Traffic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Quality Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
SECTION 4 – PAVING FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
HMA Placement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

Material Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Equilibrium – Angle of Attack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Angle of Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Tow Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Tow Length (General) Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Screed Pre-Strike-Off Shield Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Pre-Strike-Off Shield Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Strike-Off Setting Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Screed Pre-Strike-Off Manual Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Head of Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Paving Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
HMA Supply Truck Bumping The Paver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
HMA Supply Truck Holding Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
MC330 – Mobile Conveyor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Paving Factors Which The Paving Crew Cannot Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Material Segregation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Material Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
SECTION 5 – COMPACTION FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Compaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Value of Correct Compaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Compaction (Density) Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Core Sample Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Nuclear Density Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Non Nuclear Density Gauge General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Double Steel Drum Asphalt Compactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Amplitude Adjusting Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Pneumatic Tired Roller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Available Time and Cessation Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Thick Layer Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Paving On Cool Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Paving On A Wet Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Paving With High Temperature Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
iii
TABLE OF CONTENTS

Paving On Windy Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Paving On Sunny Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Compaction Steps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Compactor Rolling Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Compaction Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Number of Roller Passes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
SECTION 6 – LAYING THE MAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Information Required Before You Pave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

Discuss Yesterdays Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Possible Problems Which May Need To Be Corrected. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Fat Spots – Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Possible Causes of Fat Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Solutions To Eliminate Fat Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Joint Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Possible Causes of Joint Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Joint Problem Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Joint Construction Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Possible Adhesion Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Edger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Microcracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Tender Mix Explanation/Corrections Recommended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Non-Uniform Mat Texture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Roller Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Washboarding (Surface Waves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Reference Equipment In Train. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Machine Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Blaw Kote – Release Agent (Not A Cleaner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Aggregate Base Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Mix Delivery Concerns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Covered Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Appearance of Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Mix Delivery Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Weigh Tickets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Traverse Night Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Longitudinal Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Main Joint Concern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Things To Remember While Paving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Things To Remember While Compacting The Mat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
SECTION 7 – TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
General Paving Terminology Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
iv
TABLE OF CONTENTS
TITLE PAGE
SECTION 8 – TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Troubleshooting Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
v
TABLE OF CONTENTS
vi
INTRODUCTION
The Paving Manual Intro-1

INTRODUCTION
INTRODUCTION
General Information
The function of these instructions is to provide guidance to the paving crews and contractors
in the completion of paving projects and to individuals new to the paving industry.The Paver/
Finisher used for reference is the PF6110 tracked and PF6160 and PF6170 wheeled tractors
and the Omni 318 screed. The instructions can be applied to all similar machines. In addition
the M2000 Milling Machine, MC330 Mobile Transfer Conveyor, DD138 HFA Asphalt
Compactor are featured.
This Paving Manual provides important safety information regarding operation of your
equipment and must be interpreted as general in nature but applicable to current paving
equipment. Using this manual as a reference and the manuals supplied with your specific
piece of equipment will allow the operator to achieve a better mat in a shorter period of time
with less rework or adjustments required.
Understanding the proper operation and maintenance of your machines is essential to deriving
the highest performance and the safest operation possible. Keep this manual handy and all
machine operator manuals available for quick reference. A storage container is provided on
the machine. If any part of this manual, or any procedure, is not clearly understood, contact
your supervisor or contacting the local manufacturer’s authorized distributor.
! WARNING
Personal Injury Hazard
! WARNING
Allow no one to operate any PAVING EQUIPMENT unless they have read
and understand this Operation and Maintenance Manual, and have been
properly trained in the safe operation of the PAVING EQUIPMENT.
! WARNING
Failure to do so could result in serious personal injury, or death.
Contents
Please refer to the Table of Contents in the front of this manual and the Index in the back.
Intro-2 The Paving Manual

INTRODUCTION
Additional References
The following machine specific references should be made available to and reviewed by the
paving crew and other appropriate personnel. Manuals left in the trailer are of little use on the
job.
• Individual Machine Operator and Maintenance Manuals

• Automatic Controls and or Calibration Equipment Manuals
• Individual Machine Service Manuals
• Individual Machine Parts Manuals Including Spare Parts Lists
• Machine Electrical and Hydraulic Schematic Drawings
• Local Regulations
• Project Specifications
Paving
Paving can be defined as the locating compacting and surfacing finishing of an asphalt/
aggregate (mix) to a specified depth and width. This applies to an interstate highway or a small
parking lot. The size and complexity if the equipment and effort required to complete a paving
project will vary widely but the final objective is the same.
! WARNING
! WARNING
and understand this Operation and Maintenance Manual, and have been
properly trained in the safe operation of the PAVING EQUIPMENT.
! WARNING

INTRODUCTION
Terminology
Knowing process and equipment component terminology is very important. Definitions and
definition reminders are included to allow you to become familiar with paving industry terms.
Correct interpretation of the information included in this manual requires a working knowledge
of the terms identified.
Clarification
The term asphalt is defined in the following ways:
• ASPHALT – any dark-colored, solid, bituminous substance, native in various areas

of the earth and composed mainly of hydrocarbon mixtures refined from petroleum
• ASPHALT CEMENT – Asphalt in a semi-solid state which has been refined to meet
specifications for use in Hot Mix Asphalt (HMA)
• ASPHALT BINDER – Asphalt cement with or without modifiers meeting
specifications for Performance Grade Asphalt Binder
• ASPHALT CONCRETE – Asphalt binder mixed with aggregates and thoroughly
compacted into a uniform dense mass
Figure 1
Asphalt Safety/Characteristics
Asphalt cement like most other materials, volatilizes (gives off vapor) when heated. At
extremely high temperatures (well above those experienced in the manufacture and
construction of HMA) asphalt cement can release enough vapor to increase the volatile
concentration immediately above the asphalt cement to a point where it will ignite (flash) when
exposed to a spark or open flame. This is called the flash point. For safety reasons, the flash
point of asphalt cement is tested and controlled.

INTRODUCTION
Types of Paving
Paving is generally identified as commercial or highway. Commercial paving, as you might
expect, refers to the small parking lot or driveway projects. Highway paving deals with the
major highways being resurfaced.
Equipment in the paving industry can be identified as commercial or highway referring to their
capacities and capabilities. Highway paving projects are much more complex and require a
larger variety of support equipment.
This manual in general will be referencing highway paving equipment and procedures.
Paving Procedures
Paving projects involve the completion several steps for a successful completion of the
project.They include contract negotiations, specification writing and contracts approved. The
actual physical part of this process, in general, consists of the following. This is a reference
example only with specific procedures determined on a project by project basis.
Refer to the Table of Contents for additional information.
General Paving Procedures Description – Milling

Removal of an existing roadway may be required prior to paving. (Figure 2) illustrates a Milling
Machine removing asphalt roadway and discharging into a haulage unit.
Figure 2

INTRODUCTION
General Paving Procedures Description – Asphalt Delivery/Discharge

The paving process includes delivery of Hot Mix Asphalt (HMA) from a prep plant by use of a
haulage unit. It may discharge into a Material Transfer Vehicle (MTV) hopper (1, Figure 3)
which conveys the HMA via a belt conveyor onto a discharge conveyor (2) and into the paver,
a combination of tractor (3) and screed (4). If the MTV is not used, the haulage unit will
discharge directly into the tractor (hopper) (1, Figure 4.) The tractor pulls the free floating
screed (2) by screed mounted tow arms (3). Note the two screed operators (4) and the paver/
tractor operator (5).
Figure 3
Figure 4

INTRODUCTION
Compaction
Following the screed, which has spread, ironed and initially compacted the HMA to the desired
thickness, is the steel wheeled compactor Figure 5 and/or rubber tired compactor Figure 6.
It may take several passes with the compactors to meet job specifications.
Figure 5
Figure 6

INTRODUCTION

SECTION 1 – SAFETY
The Paving Manual 1-1

SECTION 1 SAFETY
SAFETY
PAVING SAFETY
Paving safety consists of operating all paving equipment in as safe a manner as possible
during all aspects the paving process with extra caution used for possible unforeseen
circumstances which can occur while safely operating paving machinery. Each new piece of
paving equipment purchased from the manufacturer will include a Safety Manual and an
Operator Manual identifying DANGERS, CAUTIONS and WARNINGS for concerns for each
machine. Several of these are identical while others are machine specific.
BE AWARE OF SAFETY INFORMATION

It is the responsibility of all machine operators and maintenance personnel to become familiar
with each machine.
Conventions Used
The following conventions (special words) are used in manuals for instructions of particular
importance.
1-2 The Paving Manual

SAFETY SECTION 1
This is the SAFETY ALERT SYMBOL. It is used to

alert you to potential personal injury hazards.
Obey all safety messages that follow this symbol
to avoid possible injury or death.
DANGER indicates an imminently hazardous

! DANGER situation which, if not avoided, will result in death
or serious injury.
(Red Background)
WARNING indicates a potentially hazardous

! WARNING situation which, if not avoided, could result in
death or serious injury.
(Orange Background)
CAUTION indicates a potentially hazardous

! CAUTION situation which, if not avoided, may result in
minor or moderate injury.
(Yellow Background)
CAUTION used without the Safety Alert Symbol

CAUTION indicates a potentially hazardous situation which,
if not avoided, may result in property damage.
(Yellow Background)
NOTICE is used to notify people of installation,

NOTICE operation, or maintenance information which is
important but not hazard related.
(Blue Background)
SELECTION AND QUALIFICATION OF PERSONNEL

Refer to Operator’s Manual instructions.

SECTION 1 SAFETY
MANDATORY SAFETY MEASURES

PRE-START INSPECTION
SAFETY INSTRUCTIONS GOVERNING OPERATION

Hand Rails Three Point Contact

ALWAYS USE hand rails and steps to get on or off paving equipment as required.
ALWAYS MAINTAIN a “three-point contact” when climbing onto or off paving equipment, as
shown below.
READ and FOLLOW ALL safety Warning and Instruction decals.
Jump Starting
Operating

SAFETY SECTION 1
WARNING OF SPECIAL DANGERS

When operating this machine, maintain a safe distance from overhead electric lines. If the
work is to be carried out close to overhead lines, keep this machine away from them.
! DANGER
Electrocution Hazard
Observe the following procedure if your machine comes in contact with

electric power lines:
•Stay in the operator’s seat.

•Warn other workers to stay away and not touch any control or any other part
of the machine.
•If contact can be broken, drive the machine away from the danger zone.
•If contact cannot be broken, stay in the operator’s seat until told that the
power is OFF.
Failure to observe this warning could result in electrocution or death.
! WARNING
Suffocation Hazard
Breathing exhaust fumes from internal combustion engines can lead to

loss of consciousness, carbon monoxide poisoning and suffocation.
Never operate internal combustion engines in an enclosed area with poor

ventilation.
Failure to obey this warning could result in carbon monoxide poisoning

and death.

SECTION 1 SAFETY
WORK ZONE SAFETY

Maintaining a safe working environment during the paving process is everyone’s
responsibility. Common sense along with the awareness of the decals on the equipment will
aid in a safe day’s work for everyone.
Since all possible hazards cannot be identified, you should use the following as areas where
accidents can and will occur if you and your crew fail to heed unsafe conditions. These include:
• Keep yourself and other crew members from any location that the various equipment
operator cannot see you or be aware of your presence.
• Keep in the view of haulage truck operator when they are backing by watching them
using the truck mirror. If you cannot see them in the mirror they cannot see you.
• Expect the unexpected. Drivers get confused and impatient around a work zone and
may attempt to take an unauthorized or unplanned direction of traffic to exit the area.
• Work as a team looking out for the other members of the crew.
• Do not assume haulage trucks are always going to exit forward. They may backup a
second time to clear the mud flaps.
• Do not ride on any equipment unless you are the operator.
• Wear all safety equipment provided.
• Do not wander around the job site. If you do not belong there, do not go there.
• Be especially aware of crew members such as quality control taking core samples or
measuring density.
• Avoid placing any part of your body between pinch points.
• Be as visible as possible especially at night. If you cannot be seen there is no reason
to avoid driving equipment or traffic into your space.
• Remember night paving is a very different circumstance requiring special safety
considerations.
• Use sufficient well planned and executed night paving singage and police it during
paving.

SECTION 2 – PAVING PROJECT
CONSIDERATIONS

SECTION 2 PAVING PROJECT CONSIDERATIONS
INTRODUCTION
Paving
Paving can be defined as the locating, compacting and surfacing finishing of an asphalt/
aggregate (mix) to a specified depth, width and profile. This applies to an interstate highway
or a small parking lot. The size and complexity if the equipment and effort required to complete
a paving project will vary widely, but the final objective is the same.
! WARNING
! WARNING
and understand the Operation and Maintenance Manual for the particular
piece of equipment they are going to operate, and have been properly
trained in the safe operation of the PAVING EQUIPMENT they are going
to operate.
! WARNING
Terminology
Knowing process and equipment component terminology is very important. Definitions and
definition reminders are included to allow you to become familiar with industry paving terms.
Clarification
The term asphalt is defined in the following way:
• any dark-colored, solid, bituminous substances, native in various areas of the earth
and composed mainly of hydrocarbon mixtures refined from petroleum. In a semi
solid form it is known as asphalt cement
• a mixture of asphalt cement and such aggregate substances as gravel, crushed rock
or the like for paving also identified as Hot Mix Asphalt (HMA)
.

PAVING PROJECT CONSIDERATIONS SECTION 2
Types of Paving
Paving is generally identified as commercial or highway. Commercial paving, as you might
expect, refers to the small parking lot or driveway projects. Highway paving deals with the
major highways being resurfaced.
Equipment in the paving industry can be identified as commercial or highway referring to their
capacities and capabilities.Highway paving projects are much more complex and require a
larger variety of support equipment.
This manual in general will be referencing highway paving equipment and procedures.
Contractor Paving Specifications

Contractors may be awarded either of two general types of contracts to complete major paving
jobs. They are identified as Method Specifications or End Result Specifications.
Method Specifications
When Method Only specifications are used, the sponsoring agency describes in detail the type
of equipment to be used, the number of passes, the roller speed, layer thickness and other
details like moisture content. It states nothing about results. It is the least satisfactory
specification for the contractor because it forces him to obtain equipment for use on materials
when other equipment may yield cost savings and better results. There is no assurance that
satisfactory results will be obtained.
Method Only specifications spell out exactly how a project is to proceed. Specifications which
the contractor must follow may include:
• aggregates – types and source of stone in the mix

• mix transport equipment size
• mix storage equipment at job site
• asphalt cement grade
• asphalt cement and aggregate mixing temperature
• mix temperature when delivered to the paving location
• mix application temperature
• paver speed
• compacting pattern and number of passes
As long as the contractor has met all of the requirements, he has done his job successfully if
not correctly
Method and End Result Specifications

The American Association of State Highway and Transportation Officials (AASHTO) is a
standards setting body which publishes specifications, test protocols and guidelines used in

highway design and construction throughout the United States. Specifications set forth by the
AASHTO are even more restrictive.
A typical example of this specification would call for the contractor to achieve 95% AASHTO
with a minimum number of passes on a specific lift thickness using a certain roller. It limits the
contractor’s use of his experience and new compaction techniques. More importantly, it
requires the contractor to obtain an end result using equipment that may be incapable of
getting density on specific soil type or mix design.
Suggested Method and End Result Specification
This is a better arrangement and is becoming more popular. It offers the contractor better
flexibility while assuring quality results. The experienced contractor has the latitude to make
use of his experience and initiative, while the less experienced contractor is provided helpful
guidelines.
End Result
This specification states what is required upon the completion of the project or various phases
of the project. It does not specify how the contractor achieves the result. If the contractor does
not meet the requirements a fine is levied.
In work of this type the specifications spell out what is wanted in the finished product-grade,
slope, drainage, density, smoothness, etc. This type of specification encourages the use of
new equipment and ideas to perform the work more economically.
Possible Problems
Because method specifications do not as a rule spell out the final result, pavement failures can
come quite early after completion of the job. Responsibility for the failure rests with the
specifying authority. Some specifications may contain a little of both methods, and if they are
not compatible problems will occur.
Job Specifications
Current competitive market conditions require effective and accurate job planning. Contractors
must know every aspect of a new project and plan accordingly. They must consider the
requirements for the project, matching them with equipment and personnel availability.
Training and the experience level of operators is a major concern. The most basic
requirement, in terms of equipment and technique, is a result of job specifications.

Contractor Quality Control Responsibilities

A quality control plan should be part of any paving project, and should include, but not be
limited to, the following:
1. Milling Plan: including the general procedures for asphalt milling, asphalt
removal, PVVP milling, scarification and profile milling and transition milling
2. Equipment description of all equipment required to mill, cut and remove the
existing material is required to be designated
3. Testing of the texture of the milled surface to measure the condition of the
surface after milling in preparation for resurfacing with HMA
4. Process Balance: The procedure for balancing the HMA operation including the
production, transportation, placement and compaction of the mix
5. Transportation of the HMA from the plant to the paver
6. Procedure for use of waterproof covers, and the person that directs their use
7. Unloading: The procedure for unloading trucks and removing the remaining
mixture from the truck and bed apron
8. Transfer Vehicles: The procedure required for the use of all transfer vehicles
9. Paving Plan: The general sequence, the widths and depths of paving for each
of the major courses, and the plan date to be initiated and completed by the
contract
10. Material Feed: The process for processing the mixture through the paver
11. Placement: The procedures for the placement of the HMA
12. Grade and Slope: The process for controlling the grade and slope, including a
description of placing wedge and level courses
13. Joint Construction including starting and stopping procedures for the pavers for
longitudinal joints; also joint compaction procedures
14. Material sampling and testing of all materials
15. Density and temperature sampling of all critical areas
16. Corrective Action: Corrective action taken when quality control test results
exceed the established limits
Correct HMA Composition Availability

Hot Mix Asphalt is the material commonly used to produce paved surfaces. It consists of
asphalt cement and aggregates. If the blend of aggregates supplied as part of the asphalt is
not consistent, the mats density will change effecting screed operations and compaction
requirements. All paving projects must have an available source of required HMA meeting
heat and make up specifications.

NOTE: In order to produce a good quality mat, the HMA temperature and blend
of aggregates must remain to specification and be consistent throughout the
paving operation.
Figure 2-1
Figure 2-1illustrates a cross section of asphalt mix. The lighter areas are the aggregates.
Material requirements will also affect resource allocation. Each member of the paving crew
must become familiar with the type of material being used. In addition the contractor must
consider:
1. What are the flow characteristics of the material?

2. What are the (in spec temperature range) of the mix?
3. What is the largest aggregate size?
4. Will it be required to change mix types for subsequent passes?
5. What are the key areas where segregation can and will occur? They may
include batch plant procedures, truck loading/unloading procedures and paver
operator manipulation of the hopper wings.
NOTE: Segregation is present in a mixture if there is a concentration of coarse

materials in some areas of the mix/mat, while other areas contain a
concentration of finer materials. Segregation creates non-uniform mixes that do
not conform to the original mix formula in gradation or asphalt.
Superpave
Superpave mix design is a structured approach consisting of four steps. They include:
1. Selection of a performance grade asphalt binder selected – maximum and

minimum pavement temperature range used as design criteria.

2. Selection of design aggregate structure – gradation and angularity

requirements are established, then aggregate and sand are tested in a gyratory
compactor and tested for densification and volumetric characteristics are
evaluated.
3. Selection of design asphalt binder content tests four different asphalt cements
with different asphalt contents. Tested in a gyratory compactor, a resulting 4%
air voids resulting from a specific number of rotations meets the binder
specification.
4. Evaluation of moisture susceptibility – requires a test for resistance to moisture
induced damage.
Figure 2-2
NOTE: Superpave must be produced and compacted at much higher

temperatures than traditional mix. Flow characteristics change very rapidly
when cooling; therefore, delivering, laying and compacting as quickly as
possible is a major concern.
Mat Width / Depth Specifications

These specifications dictate practically everything else about the project including paver/
screed configuration and the grade/slope controls used. Other considerations include:
1. What are the contractors equipment options?

2. How many passes are required to meet specifications?
3. How many changes in width and depth of the mat are required?
Quality Specifications
Project requirements for finished road rideability and profile will dictate paving techniques as
well as machine options. A great deal of variation exists between a parking lot and an

interstate highway. How quality specifications affect equipment configurations and bonus and
penalty parameters must be reviewed and understood.
Joint Requirements
The number, type and location of all joints must also be considered. Equipment to form joints
and operator skills must be available when required.
Miscellaneous Requirements
Exactly what equipment will be required, when will it be used and what extraneous work such
as road widening and shoulder work is required?
Existing Grade Conditions

A thorough examination of the existing grade, defined as the base surface over which paving
is being performed, and planning appropriately can eliminate some paving day problems. The
condition of the existing grade will determine if extensive milling or patching is required.
Grade Repairs
Grade repairs will depend on job specifications, availability of equipment plus paving crew skill
and experience. Transitions and super elevations, which is defined as tilting the roadway to
help offset centripetal forces developed as the vehicle goes around a curve, depend upon
existing grade conditions as well as equipment options and technique. Driveways and side
road transition processes and equipment requirements depend upon existing grade and
surface. The characteristics of the grade base at the super elevation locations must be
reviewed as well as the amount of material and equipment required to build up the area.
Resurfacing
Old roadways are often filled with cracks, potholes and other surface failures. Considerations
must be given to any conditions which must be repaired prior to resurfacing. Preliminary
patching requires hand working the most severe surface failures. These areas must be filled,
and holes or cracks in layers firmly patched, before laying the top mat. Avoid filling deep
depressions with material from the paver only. Again, this must be considered during the
planning process.
Figure 2-3
Figure 2-3 shows a properly layered patch packed firmly to the level of the existing surface.

Figure 2-4
Figure 2-4 shows a layered patch, paved over and properly compacted.
Removing Excessive Crown Requirements

Removing excessive crown on old roadways (1, Figure 2-5) may be another specification of
the project. This involves grinding off the crown with a cold planer or using the paver to lay
separate leveling wedges (2). Each wedge is then formed using slope settings to feather the
edges of the material (3) toward the existing crown. The surface must then be paved over (4)
to match required crown specifications.
Figure 2-5
Paving Along a Curb Facing or Gutter

Figure 2-6 illustrates the left side of the screed with the extension extended. This is the same
component as (6, Figure 2-11).

Figure 2-6
Figure 2-7

Figure 2-7 identifies additional screed components: the right side edge guide (1), and the
screed assembly (2). A sonic sensor (3) on the screed, controls the height of the asphalt mix
(4). Figure 2-8 shows the same assembly adjacent to the right side curb.
Figure 2-8
Joint Configuration
Preparation, configuration and completion of joints are also important considerations on any
project. They could include longitudinal joints (1, Figure 2-9) in the direction of travel (arrows)
and traverse (night) joints (2). Joints are the result of two lays or mats produced at different
times.
Figure 2-9
1
2
OPM_Figure 2-9

Construction techniques to be considered by the contractor to produce good longitudinal

construction include:
1. Paving Solutions to Eliminate Joint

2. Joint Construction Devices
3. Joint Adhesion
4. Compaction
NOTE: An insufficient head of material or an improperly nulled screed (screed

with zero angle of attack, bottom of screed flat on ground or support members)
will produce dips in the mat when resuming the paving operation.

Traverse Joint
Figure 2-10 illustrates the components of a night joint. Refer to Table 2-1. Arrow indicates
direction of paver / compactor travel.
Figure 2-10
1
Table 2-1
1. compacted mat
2. non compacted mat – identified as buffer
3. vertical face – squared up manually
4. joint paper or 4 mil plastic sheet
5. wedge – formed by shoveling previously
cleared (extra) asphalt mix
6. mat, buffer and wedge – compacted to
form the night joint.

NOTE: The compacted wedge and joint paper must be removed prior to
resumption of paving. The screed will locate material at the exposed vertical
edge.
Paver / Screed Configuration

Following careful review of the paving specifications and inspection of the existing grade, the
next step is to determine equipment configuration.
Figure 2-11
The parts of the SCREED, identified below, include:

1. right side screed operator control panel
2. right side screed (angle of attack) adjusting crank
3. (common) edger assy mounted to right side extension
4. right side screed extension (extended)
5. screed
6. left side screed extension
7. left edger assy mounted to left side extension
8. left side screed side arm assembly
9. left side tractor tow arm

Equipment Availability and Crew Preferences

The above comprise real world considerations. The contractor should always try to match the
right machinery with the right experienced personnel. Other considerations include:
• Would an eight foot paver be preferred over a ten foot paver?

• Is echelon paving, a formation of pavers in which individual vehicles are arranged in
parallel lines, each to the right or left of the one in front, so that the whole presents
the appearance of steps, a possibility?
• Which configuration of equipment would your crew prefer and have the most
experience operating?
Extension Availability Configurations

Obviously it is necessary to implement only extensions which can be used with the screed
selected. This fact must be considered when selecting a paver. The paver does not lay any
mat, only the screed and extensions produce a finished product ready for compaction.
Contractors must not only be aware of what is required to do the job but what is required to do
the job as efficiently and economically as possible and meet job specifications. Consult
manufacturer and leasing agency equipment literature for additional information. The
contractor must consider the following:
• Which extensions are integral with or available to fit selected screed?

• Does the project require variable extended width paving?
• Which available extension configuration does your crew prefer or have the most
experience?
• Does the job include extension crowning, berm configurations and/or tapered joints?
• Will it be required to add and remove auger extensions?
Grade Slope Controls

Choosing the automatic control components for maintaining the correct grade and slope of the
mat is again partially dependent upon equipment availability and crew preferences or
experience.
Grade/SlopeController
The paver can have up to two Grade/Slope Controller(s) (Figure 2-12) and (Figure 2-13) which
are designed to operate as an independent grade or independent slope control. The controller
mounts to a control station (Figure 2-14) with quick release latches. Refer to the Blaw-Kontrol
instructions for operating procedures.

Figure 2-12
Figure 2-13
BLAW-KONTROL
II
BLAW-KNOX
SLOPE SLOPE
CMD LEFT RIGHT
DISP DEV
ONLY GRADE UP DOWN
MODEL AGS-7.5
OM20330551_001
Control Stations
There are two control stations. Each is mounted CW cover to the paver frame as illustrated in
(Figure 2-14).

Figure 2-14
Each Control Station (Figure 2-15) monitors the Grade/Slope Controller output and/or actuates
the control valve and the respective tow point cylinder for the side of the machine on which it
is mounted. The Control Station serves as the junction box between the grade or slope sensor,
controllers and the respective control valve. Refer to the Blaw-Kontrol instructions for
operating procedures.
Figure 2-15
Automatic Grade and Slope Controls

Automatic grade controls hydraulically extends and retracts two tow point adjustment cylinder
rods where the tow arms (1, Figure 2-16) attach to the paver. This is known as the tow point.
This movement in reality is to maintain the existing location of the tow points as the paver rises
and falls with the contour of the road bed. The electronically controlled location of the tow
points is from a sonic or contact sensor which is following a reference line, string or surface.
The result required is to have the surface of the mat match the reference with a correct mat
thickness.

Figure 2-16
It is not necessary for the operators to understand all the intricacies of how automatic controls
operate; however, operators must know how to set and calibrate them for their intended use.
Slope Sensor
The slope sensor (12, Figure 2-17) is mounted on the center of the cross beam (1) between
the side arms and just forward of the screed. It measures the slope of the screed with respect
to gravity. The slope sensor is a non-contacting gravity sensing device. The sensor attitude,
or slope, transmits a continuous signal to the control station and to the controller on the slope
side of the Paver. The assembly is suspended on a single member in silicon oil which provides
viscous dampening. There are no external moving parts. A receptacle is provided to receive a
plug from the switch box.
Figure 2-17

Grade Sensor
The Grade Sensor Assembly (Figure 2-18) is clamped into position and locked with lock (2).
It is equipped with a stem which rotates as the shoe rises and falls. The sensor is shown in
Figure 2-18 and item 6, Figure 2-19.
Figure 2-18
1
T
O 45°
P
OM21144076_001
The Sensor Shoe assembly (22, Figure 2-19) is shown mounted to Grade Sensor (6).
Figure 2-19


SECTION 3 – PAVING EQUIPMENT
Paving Manual 3-1

SECTION 3 PAVING EQUIPMENT
PAVING EQUIPMENT
Overview
This chapter will describe the equipment and equipment controls normally included in a
highway paving project. The equipment includes:
• Hot Mix Production Plant – manufactures hot mix asphalt concrete

• Haulage Units – transports hot mix asphalt concrete from plant to mobile conveyor
or paver
• M2000 Milling Machine – breaks existing asphalt roadways and deposits into trucks
• MC330 Mobile Conveyor – conveys hot mix asphalt concrete from haulage truck to
paver
• PF6110, PF6160 and PF6170 Paver Finisher – conveys hot mix asphalt concrete
from haulage truck or mobile conveyor and deposits it evenly in front of the screed
• Traverse Mixer Tub
• Omni 318 Electric Screed – partially compacts hot mix asphalt cement to desired
density and thickness
• DD138 Vibratory Compactor – partially compacts hot mix asphalt concrete following
paver/screed
• PT240 Compactor – partially compacts hot mix asphalt concrete following partial
compaction by DD138
Equipment Approval
Certain states require paving equipment be approved prior to actual use. Ensure the
equipment planned for use on the job has been approved as required. Equipment approval
would normally consist of components to be used for joint construction, and also includes
design of the joint equipment and how this equipment is mounted.
3-2 Paving Manual

PAVING EQUIPMENT SECTION 3
Hot Mix Production Plant

Hot mix is the correct term for the black material we generally identify with the word asphalt.
Asphalt is defined as a dark brown to black cementites material in which the predominating
constituents are bitumens, which occur in nature or are obtained in petroleum processing.
Asphalt is a constituent in varying proportions of most crude petroleum and is used for paving,
roofing, industrial and other special purposes.
This definition is correct. However, it is generally misinterpreted. Asphalt must be mixed with
various sized aggregates in a given proportion to produce road resurfacing material known as
hot mix. Only about 5% by weight of what we now will refer to as hot mix is asphalt. The
remaining weight is aggregates.
A modern parallel flow asphalt plant is shown in Figure 3-1.
Figure 3-1
Parallel Flow Drum Mix Plant

The parallel-flow drum-mix plant consists of five major components: the cold-feed system,
asphalt cement supply system, drum mixer, surge or storage silos, and emission control
equipment. A typical parallel-flow drum-mix plant, depicting major plant components is shown
in Figure 3-2.
Paving Manual 3-3

Figure 3-2
Refer to Figure 3-2 to identify the components of a Parallel Flow Drum Mix Plant. Components
identified include:
1. Cold feed (aggregate) storage bins / scale / conveyor

2. Asphalt, rap (recycled asphalt pavement) and aggregate dryer / mixer
3. Rap storage and supply conveyor
4. Liquid asphalt storage tanks
5. Emission collection system
6. Slat conveyor elevator
3-4 Paving Manual

The cold-feed bins (1, Figure 3-3) are used to proportion the material to the plant. A variable-
speed feeder belt (2) is used under each bin. The amount of aggregate drawn from each bin
can thus be controlled by both the size of the gate opening and the speed of the feeder belt to
provide accurate delivery of the different-sized materials. The aggregate on each feeder belt
is deposited onto a gathering conveyor (3) that runs beneath all of the cold-feed bins. The
combined material is normally passed through a scalping screen and then transferred to a
charging conveyor for transport to the drum mixer.The charging conveyor is equipped with two
devices that are used to determine the amount of aggregate being delivered to the plant: a
weigh bridge (2, Figure 3-3) under the conveyor belt measures the weight of the aggregate
passing over it, and a sensor determines the speed of the belt. These two values are used to
compute the wet weight of aggregate, in tonnes (tons) per hour, entering the drum mixer. The
plant computer, with the amount of moisture in the aggregate provided as an input value,
converts the wet weight to dry weight in order to determine the correct amount of asphalt
cement needed in the mix.
Figure 3-3
The conventional drum mixer is a parallel-flow system: the exhaust gases and the aggregate
move in the same direction. The burner is located at the upper end (aggregate inlet end) of the
drum. The aggregate enters the drum either from an inclined chute above the burner or on a
slinger conveyor under the burner. The aggregate is moved down the drum by a combination
of gravity and the configuration of the flights located inside the drum. As it travels, the
aggregate is heated and the moisture removed. A dense veil of aggregate is built up near the
midpoint of the drum length to assist in the heat-transfer process.
Paving Manual 3-5

Figure 3-4
Figure 3-4 is an example of a counter flow drum mixer/dryer. The aggregate enters the drum
from the upper end (1). The burner (2) is located at the lower end of the drum. Fines collected
from the baghouse are collected at (3). The uncoated aggregate, which has been heated and
dried within the rotating drum is discharged into a single or dual shaft mixing chamber (4)
where it is sprayed with asphalt cement. The blending of the asphalt cement and aggregate
takes place as the materials move from one end of the unit to the other. The mixing of the
aggregates and asphalt cement is done completely outside of the gas exhaust system.
Material is discharged into slat conveyor (6) for transport to the storage silos, see Figure 3-5.
Any mineral filler or baghouse fines (3) as well as RAP enters the drum between the inside
and outside drums away from exhaust gases.
3-6 Paving Manual

Figure 3-5
Batch Plant
A batch plant produces asphalt pavement one batch at a time. Instead of the asphalt cement
being added in the drum it is added in a tower where various sizes of heated aggregate are
stored. When sufficient amounts of the correct sized aggregates are accumulated in a series
of insulated silos they are released into a pug mill with the asphalt cement is added. Following
a thorough mixing cycle this material is stored in the heated silos similar to the Hot Mix plant
procedures.
Paving Manual 3-7

Figure 3-6
Components illustrated in Figure 3-6 include:
1. Aggregate received from dryer

2. Aggregate travels up hot stone bucket elevator
3. Aggregate to screens
4. Screen sized aggregate
5. Hot screened aggregate holding bins
6. Asphalt weigh buckets
3-8 Paving Manual

7. Aggregate weigh hopper

8. Pug mill
9. Hot mix asphalt discharged into truck with multiple drops
Haulage and Dump Units

One of the most important aspects of the paving industry is the equipment and procedures
used to load, transport and unload HMA. A sufficient number of vehicles is required to match
the paving schedule and HMA production schedule.
Figure 3-7
Haulage Unit Driver Knowledge

General knowledge of the following will help ensure a smooth haulage operation. The operator
should know:
• Safe procedures for all duties

• Recommended operation and maintenance procedures for the haulage unit
• Electrical, mechanical and hydraulic systems
• Basic haulage unit troubleshooting techniques
• Procedure for the application of release agents
• Effects the transportation of HMA can have on the paving process and schedule
• Proper truck loading procedures – minimize segregation of mixture/prevent dump
bed tip-over
• Effect of mix temperature on paving and compaction
• Unloading procedure for your unit, equipment being used, type of material in your
truck, crew needs
• Load restrictions
• Truck cleaning procedures
Paving Manual 3-9

• Effect of dumping mixture in front of paving equipment

• Procedure to properly apply/release brakes allowing the paver to move you
• Hand signals used to direct truck at site
• Paving site regulations and restrictions
Haulage Unit Drivers Responsibilities

To load the haulage unit properly and maintain consistent delivery of HMA of uniform structure
and composition into the paver or MC330 hopper without causing segregation. This includes
the following:
• Position truck for loading at HMA plant with three or more drops, one at the front of
the bed, the second at the rear of the bed and the third at the center of the bed
• Tarp the load as required to maintain temperature
• Proceed safely to paving site and line up with other equipment as required
• Break the load
• Back into discharging position and stop the required distance in front of the paver to
allow the paver to contact the truck and begin to move forward during discharge
• Open tailgate when paver makes contact and discharge load
• Continue to raise bed until load discharged then lower the bed prior to exiting
• Exit immediately
Haulage Unit Loading and Unloading Procedures

Specific procedures need to be followed when these units are loaded and unloaded. In short
the load should be divided into two or more drops from the HMA plant. The first drop should
be near the front of the bed, the second near the tailgate and the third in the middle of the bed.
Dump Person Knowledge

Safely direct the haulage unit into position allowing the paver to contact and receive HMA. This
includes the following:
• Safe procedure for all duties

• Correct procedure for the collection and verification of load tickets
• Adjacent equipment travel paths and safety concerns
• Alignment procedures of the haulage unit to paver allowing paver operator to follow
designated path
• Procedures to keep a minimum of 30% of the hopper filled at all times
3-10 Paving Manual

M2000 Milling Machine

It is necessary when an existing roadway is being resurfaced that old roadway material be
removed and most likely recycled. The milling machine (Figure 3-8) has been designed to
complete this task.
In simple terms this machine traverses the roadway on four vertical adjustable legs equipped
with independently driven crawler tracks. A rotating drum equipped with cutter teeth is lowered
into the pavement allowing the rotating teeth to upmill the pavement and throw it into the
gathering conveyor and onto the discharge conveyor and the haulage truck. Equipped with
dual operator locations, the milling machine can be operated from either location.
Figure 3-8
The major components of the M2000 Milling Machine are listed below. Refer to Figure 3-8.
1. Engine compartment
2. Radiator
3. Vertically adjustable legs
4. Self propelled track(s)
5. Cutter head cover [moldboard(s)]
6. Cutter head cover [sideskirt(s)]
7. Drive belt cover
8. Cutter head discharge gathering conveyor
9. Gathering conveyor discharge conveyor
10. Left side operator station
Paving Manual 3-11

Cutter Drum
The cutter drum identified in (Figure 3-9) raises and lowers with the machine, and is controlled
by leg up and leg down switches and automatic controls.
Figure 3-9
Gathering Conveyor
The gathering conveyor, located directly is front of the cutting head, is shown in (Figure 3-10).
Figure 3-10
3-12 Paving Manual

Milling Machine Driver Knowledge

General knowledge of the following will help ensure a smooth milling operation.
• Safe correct operation and maintenance procedures of the milling machine

• Electrical, mechanical and hydraulic milling machine systems
• Effects of milling speeds on smoothness
• When and how to replace teeth
• Milling machine cleaning procedures
• Hand signals used to direct milling machine at site
• Basic milling machine troubleshooting techniques
• Release agent application procedure
• Effects the milling process can have on the paving process and schedule
• Proper truck loading procedures
• Milling site regulations and restrictions
MC330 Mobile Conveyor

The MC330 Self Propelled Mobile Conveyor (Figure 3-11), is designed to receive asphalt or
similar material from a transport source and convey this material to a paving machine located
behind the conveyor. This machine consists of a structural frame supporting a continuous belt
conveyor, dual operator’s stations, four hydraulically powered, chain driven drive wheels and
four articulated steering bogey wheels. A receiving hopper, equipped with folding wings,
accepts material from the supply transport. The MC330 can be equipped with an optional
swing conveyor to discharge material left or right of the machine centerline. An optional
transverse mixer tub, positioned in the machine’s or pavers receiving hopper thoroughly mixes
deposited material. This hydraulically powered option will continually mix the product as it is
received.
Figure 3-11
Paving Manual 3-13

Table 3-1
1. Conveyor Inlet
2. Operator Station(s)
3. Drive Wheels
4. Steering (Bogie) Wheels
5. Hopper Wings
MC330 Driver Knowledge

General knowledge of the following will help ensure a smooth material transfer operation.
• Safe operation and maintenance of the MC330
• Electrical, mechanical and hydraulic MC330 machine systems
• Basic troubleshooting techniques
• Proper loading procedures
• Unloading procedure for your unit, equipment being used, crew needs
• Paving procedure
• MC330 cleaning procedures
• Hand signals used to direct MC330 at site
MC330 Operator’s Responsibilities

The MC330 operator receives HMA from the hauling units, and transfers it into the paver
hopper/hopper insert in a continuous flow that enhances a non-stop paving operation.
Included in this responsibility is the following:
• Utilize the on-board and paver capacity to pave at a constant speed, minimizing or
eliminating the need to stop paving and wait for trucks. Non-stop paving enhances
the ability to construct smooth quality highways
• Keep material moving in a mass and run the main conveyor at a speed that will
transfer the loads in a mass, preventing the belt from running dry between loads
• Fold the hopper only when the belt is full to minimize the chance for segregation
• Watch for spillage on the grade as the hauling unit discharges into the hopper and
inform the responsible party to remove it
• Watch the discharge of the main conveyor into the swing conveyor and do not run
the main conveyor any faster than the swing conveyor belt
• Do not run transverse mixer tub (hopper insert) insert low or empty between loads
• Maintain approximately the same distance in front of the paver
• Use the on-board spray system to eliminate the HMA sticking to the conveyor belts
3-14 Paving Manual

Twin Auger Traverse Mixer Tub

The optional mixer tub (Figure 3-12) is designed to remix the HMA material as it enters the
paver hopper. Due to possible segregation or the concentration of coarse materials in some
areas of the HMA, while other areas contain a concentration of finer materials.
Figure 3-12
Contained within this structure are two full-length traverse rotating mixers or augers (1, Figure
3-13).
Figure 3-13
Paving Manual 3-15

The augers are driven by two hydraulic motors (Figure 3-14)and can be connected to an
hydraulic pump connections on an MC330 or directly to connections on the 6000 series
pavers.
Figure 3-14
Hydraulic connections on the mixer tub are shown in Figure 3-15. When supplied as an option
with a paver an additional pump will be mounted in the paver pump compartment.
Figure 3-15
3-16 Paving Manual

PF6110 (Track) Paver Finisher

The PF6110 Paver/Finisher (Figure 3-16) is a tracked highway class paver. It is designed for
paving roadways from 2.1 M (7 feet) to 9.14 M (30 feet) wide, depending upon the screed and
screed extensions used.
The rated capacity of the Paver is 744 metric tons (820 tons) per hour. The minimum paving
depth is 6.3 mm (0.25 inch). The maximum paving depth is 30 cm (12 inch). The maximum
paving depth below grade is 7.6 cm (3 inch).
The Paver/Finisher consists of two sections, the paver tractor and one of the available
screeds. The paver tractor receives, delivers and spreads paving material in front of the
screed, and tows the screed behind it. The screed levels, smooths and seals the asphalt on
the mat and starts the compaction process. Screed extensions can be used individually or
together (on one side or both sides) allowing a variable paving width towards the right or left.
The screed is attached to the paver tractor with two side arms, and floats on the top surface
of the asphalt mat. The front of the tow arms mount at the tow point on the paver tractor and
can be raised or lowered by hydraulic cylinders. The rear of the tow arms mount to the
Omni 318 side arm assembly. The main Omni 318 assembly, equipped with support pivot
pins, is mounted to the side arm assemblies with the pivot pins which allows the Omni 318
angle of attack to be manually adjusted using the depth cranks on the main Omni 318. The
screed does not pivot on these pins during the paving operation.
Figure 3-16
Paving Manual 3-17

Component Names
The parts of the paver are identified below. They include:
1. Paver/finisher tractor
2. Omni 318 electric screed
3. Right side screed operators location and control panel
4. Right side paver tractor operators location and steering fsr controls
5. Right side operators control console
6. Hopper
7. Truck hitch / roller
8. Drive tracks
Paver Tractor Less Screed

Figure 3-17 depicts the screed end of the paver tractor less the screed. Material feed from the
hopper is conveyed by the dual slat conveyor (1) onto the ground and then conveyed outward
by the augers (2). Augers turn in the same direction with the flights being right and left hand.
Figure 3-17
Paver Operator Knowledge

General knowledge of the following will help ensure a smooth paving operation.
• Safe operation and maintenance of the paver
• Basic mechanical, electrical and hydraulic systems for the paver
3-18 Paving Manual

• Basic troubleshooting techniques

• How to identify if the paver feeding system is operating correctly
• Proper setup and operating characteristics of automatic feed controls
• When and how to add auger extensions
• How to identify paving defects caused by the material feed system and make
adjustments
• Effects of improper conveyor speed and auger speed in the material head in front of
the screed
• Effect of paver speed on mat quality, mat thickness and screed angle of attack
• Proper way to fold hopper wings to avoid segregation
Paver Operator Responsibilities

Safely operate paver using the required procedures to produce the highest quality pavement
possible. Also:
• Select a paving speed that balances HMA delivery, paver capacity and the
compaction process with a minimum of stops.
• Work with the screed operator in establishing a consistent head of material which
results the most productive paver operation within specifications
• Maintain any predetermined course
• If applicable, direct the haulage unit (truck) operator as required to unload and clear
the area
• If it becomes necessary to stop, stop quickly but smoothly and start up again in the
same manner
• Work with the dump person to make sure the truck does not bump the paver and the
paver hopper does not get low
• Not to out-distance the compactors
Omni 318 Screed

The screed is attached to the paver tractor at the tow arms by two lift cylinders allowing the
paver tractor to pull the screed for the paving operation. The cylinders lower and raise the tow
points as a result of operator controls or automatic controls. When this occurs, the screed is
pivoting on the trailing edge.
Paving Manual 3-19

Figure 3-18
The parts of the SCREED are identified below. They include
1. Right side screed operator control panel

2. Right side screed (angle of attack) adjusting crank
3. (Common) edger assy mounted to right side extension
4. Right side screed extension (extended)
5. Screed
6. Left Side screed extension
7. left edger assy mounted to left side extension.
8. left side screed side arm assembly
9. Left Side paver tractor tow arm
Screed Operator Knowledge

General knowledge of the following will help ensure a smooth paving operation.
• Safe procedure for all duties

• Operation and maintenance of the screed
3-20 Paving Manual

• Proper thickness of loose material behind screed to obtain the desired compacted
pavement thickness (compaction factor)
• How the free floating screed works
• Effect of the screed angle of attack on pavement thickness, mat texture and screed
wear
• How and where to set the tow point height
• How to set and adjust the screed angle of attack
• Effect of the screed strike-off and pre-strike-off on mat texture and screed wear
• Effect of the screed crown point on mat texture; when and how to adjust the crown
• Screed cleaning procedures
• How the screed heating system works and is controlled
• How automatic screed controls adjust screed angle of attack and affect pavement
smoothness
• How to properly setup, test, and adjust automatic screed controls
• How the different mobile references are used with automatic screed options
Screed Operator Responsibilities

The screed operator must understand the basic principles of paving with a free-floating screed,
to include knowledge of the various screed designs, paver designs, controls and adjustments.
The operator must also know how to recognize changes in the mix or mat surface and what
must be done to account for the changes. Additional responsibilities include:
• Set up the screed and paving reference to match given specifications of width,
thickness, crown and slope
• Heat the screed as required for existing circumstances
• Work with the paver operator in establishing a consistent head of material which
results in the most productive (in specification) paver operation
• Operate the grade and slope system utilizing the designated references. Check
occasionally that the mat being laid is being held to the established reference and
meets job specifications.
• Make adjustments to produce a smooth consistent mat
• Produce joints to a recognized standard which meets or exceeds the job
specifications
Screed Manual Adjustment Points (Angle of Attack)

The amount of material allowed to go under the screed determines the thickness of the
finished mat. This amount is determined by the angle formed by the bottom of the screed and
the base upon which the mat is being laid. Changes to this angle change mat thickness. This
angle is referred to as the angle of attack.
Paving Manual 3-21

It should be noted the screed main assembly is equipped with a right side and a left side pivot
pin. These pins are positioned into the side arm assemblies to complete the screed assembly.
Figure 3-19 shows ZERO angle of attack as the base of the screed is flat on the base.
Reference points to change the screed angle of attack are identified below. They include:
1. Paver tractor component – tow arm(s)

2. Screed component – side arm assembly(s)
3. Screed main assembly component – depth crank assembly(s)
4. Depth crank assembly to side arm assembly connection point(s)
5. Screed component – main assembly
6. Screed main assembly component – pivot pin(s)
7. Screed component – left side extension leading edge
Figure 3-19
The Screed Assembly (Figure 3-19), towed by the paver tractor tow arm (1), floats on the mat
as the mat is being produced. To raise the leading edge of the screed (7) and form an angle
of attack you can use the crank assemblies (3). Rotating the crank handles will increase or
decrease the distance from the crank assembly (3) mounting location on the main assembly
(5) to the point where the crank assembly attaches to the screed side arm at (4). As this
distance changes the screed (main assembly including extensions) (5), rotates about the pivot
pins (6). Rotating counter-clockwise increases the angle of attack and clockwise decrease the
angle of attack. It must be remembered changing the angle of attack while paving requires
3 to 5 tow lengths of travel to have desired mat thickness change.
3-22 Paving Manual

Figure 3-20
An indicator (1, Figure 3-20) attached to the screed side arm assembly (2) allows the screed
operator to identify the amount of change of the attack has occurred between the side arm and
main screed assembly (3). Remember, it takes 3 to 5 tow lengths of paver travel for this
change in mat thickness to be complete.
Figure 3-21
The automatic raising and lowering of the tow points (1, Figure 3-21) and (1, Figure 3-22)
during the paving process will not change the angle of attack but instead maintain the existing
angle of attack. Raising and lowering of the tow points on the Paver Tractor is a result of the
reference surface grade raising or lowering. Under these conditions the screed will pivot on
the rear edge.
Paving Manual 3-23

Figure 3-22
Figure 3-22 includes the tow arm cylinder (1). The cylinder allows the cylinder rod, attached to
the tow arm (2) at (3) to extend and retract.
Screed Pre-Strike-Off Manual Adjustments

One of the most important parts of the Omni 318 is the pre-strike-off (1, Figure 3-23).This
vertical bolt on item extends across the full width of the screed (with the extensions in) and
controls the amount of material that passes to the nose of the screed. As both the screed
extension (3) is equipped with a strike-off at (2) and the screed main body (4) is equipped with
a strike-off (5) the full screed width pre-strike-off controls the material in the open area which
is a result of the extensions being extended.
3-24 Paving Manual

Figure 3-23
If the pre-strike-off is positioned too high an excessive amount of material will be forced
between the extension and screed preventing the extension from being retracted or resizing
the screed. If the pre-strike-off is positioned too low, an insufficient amount of material will be
supporting the screed resulting in a decrease in mat thickness.
Figure 3-24
Paving Manual 3-25

The pre-strike-off assembly (1, Figure 3-24) is adjusted with four ratchet assemblies (3)
mounted to the screed extension mounting arms. Use selector (2) to determine direction of
desired rotation of the ratchet. Refer to indicator plate (4) as a reference to keep all
adjustments aligned across the width of the screed.
Screed Hydraulic Extensions Strike-Off Adjustment

The strike-off plates on the hydraulic extensions should be adjusted to 10 mm above the main
screed plate. This requires the loosening of three bolts each on the extensions and manually
raising or lowering the strike-off to the desired location. Tighten bolts following adjustments
Figure 3-25 indicates the entry side of a Omni 318 screed in the process of assembly. The
strike-off on the right side hydraulic extension (1) is visible because the right side of the pre-
strike-off assembly has not been attached to the left side of the pre-strike-off (2).
Figure 3-25
3-26 Paving Manual

Figure 3-26
To adjust the hydraulic extension strike-off (2, Figure 3-26) you must loosen three cap screws
on each extension which attach the strike-off to the screed extension (3). One of the three
bolts (1) must be loosened to allow adjustment of the strike-off. Adjustment requires inserting
a pry bar into slot (4) and raising or lowering as required to position the strike-off 10 mm
(0.393700 inch) above the extension plate. Adjust and torque bolts.
Figure 3-27
Figure 3-27 identifies the other two bolts, located on the far side of the hydraulic extension
strike-off (1); (2) indicates the approximate location. Remember, the right side pre-strike-off is
not shown.
Paving Manual 3-27

Main Screed Strike-Off Adjustments

The main screed is also equipped with adjustable strike-offs (5, Figure 3-28). Adjustment
requires entry from the trailing end of the screed.
Figure 3-28
Four adjusting assemblies are located across the back of the main screed. Figure 3-29 shows
the general location of one of the four assemblies.
3-28 Paving Manual

Figure 3-29
Figure 3-30 shows a closer view of the main screed strike-off adjustments. To adjust the height
you must loosen jam nut (1) on all assemblies. Rotate bolt (2) clockwise to raise, counter-
clockwise to lower, the strike-off on all assemblies and tighten all jamnut(s).
Figure 3-30
Paving Manual 3-29

Extension Raise/Lower Adjustment Indicators

The raising and lowering of the extension assemblies using the appropriate pushbutton
controls is another important adjustment needed for the paving process. The amount of
adjustment can be observed by the indicators in Figure 3-31.
Figure 3-31
Extension Slope Adjustment Indicators

The lowering of the outer end of the extension(s) produces a transition between the main
screed and extension surface. The amount of slope induced by the operator indicates the
slope between the main screed and the extension regardless of the location or slope of the
main screed. Slope is defined as rise divided by run with an slope of 45 degrees being defined
as a 100%. Figure 3-32 illustrates the right extension components. Extending cylinder (3)
pivots the end of the right side of extension (2) down with the slope being indicated in (1).
3-30 Paving Manual

Figure 3-32
Extension IN/OUT Adjustments

The screed extensions can also be adjusted toward and away from the back of the pre-strike-
off. Figure 3-33 shows the left hand screed extension (10) and the right hand screed (11).
Paving Manual 3-31

Figure 3-33
3-32 Paving Manual

Screed extension mounting bolts (1 & 2, Figure 3-34) must be loosened and adjustments
made at (3). Clockwise adjustment increases the angle of attack.
Figure 3-34
Crown
Crown is defined as the traverse (left to right) vertical contour of the finished mat, also of the
screed plate on the bottom of the screed, which forms the crown. In simple terms it refers to
the center of the screed plate being higher (POSITIVE CROWN) or lower (NEGATIVE
CROWN) than level. Figure 3-35 indicates positive crown when pointer (1) is on the (3) side
and negative crown when the pointer is on the (2) side. When centered the crown is ZERO.
Figure 3-35
Paving Manual 3-33

Mounting Accessories to the Screed Extensions

It should be noted that the Omni 318 Screed is equipped to add the same optional components
to either side of the screed. Figure 3-36 identifies mounting holes (1) on the left side of the
screed extension to accept similar pins as shown as (2) on the right side of the screed
extension. Similarly equipped options such as the taper-joint option and screed-extension
options are equipped to be mounted of either side of the screed.
Figure 3-36
Accessory Wrenches
Mandrels (2, Figure 3-36) and mandrel adjustment wrenches may be stored on the left side of
the screed. Open cover (1, Figure 3-37) to access mandrels and wrenches via opening (2).
3-34 Paving Manual

They are positioned on the far side of (3).

Figure 3-37
Refer to Figure 3-38 which shows mandrel adjustment wrench storage.

Figure 3-38
These components automatically, once set, maintain the desired thickness of mat, grade and
slope. Individual tow arm vertical adjustment by the tow-point cylinders maintain the side-to-
side slope of the mat, as well as the tow points moving together maintain the screed angle of
attack thus the mat thickness.
Paving Manual 3-35

Screed Auto Controls
NOTE: Please refer to the operating instructions supplied with the automatic
controls for specific operating instructions.
In simple terms automatic screed controls raise or lower the point the tow arms attach to the
tractor (tow point) to keep the relationship between the screed angle of attack (mat thickness)
and a floating (beam) or set (stringline) reference constant. Using this type of control the
screed angle of attack will remain constant as the controls are always repositioning the tow
point to keep it so.
When automatic controls are not in use, the tow point and thus the screed angle of attack
would depend on the rising and falling of the tractor (tow point) as it follows the contour of the
roadway. As discussed earlier it takes 3 to 5 tow lengths of paver travel for a manually induced
change in the angle of attack to obtain the desired change in mat thickness. Thus changes
resulting from changes in grade will be averaged out with more mix in the low spots and less
mix in the high spots.
Grade References
Grade is defined as deviation or amount of horizontal deviation from a normal position of a
road, usually expressed by stating the vertical rise or fall as a percentage of the horizontal
distance (slope). Thus grade sensors monitor the elevation of the existing pavement surface
in a longitudinal (direction of travel) plane.
Three basic types of grade references can be used. They include:
• Manually erected stationary stringline

• Single mobile floating beam / mobile mat reference
• Mobile mat reference system
• Automatic level control / joint matcher
Manually Erected Stationary Stringline

The stringline consists of a taut string or wire positioned by a surveying crew along the
direction of paving travel. Used as a reference by a sensor located adjacent to the string or a
mechanical sensor which contact and follows the contour of the string. Either sensor will input
signals to keep the pull point on the paver at the same reference location as the string displays.
Disadvantages of the stringline include:
• Expense
• Maintenance
• Sagging
• Possible physical damage by nearby equipment
3-36 Paving Manual

Single Mobile Floating Beam

The purpose of this system is to have the capability to average the changes in the grade of the
existing pavement over a distance greater than the wheel base of the tractor. This system
consists of a 30 – 40 foot long beam supported by several spring loaded shoes. A sensor is
located near the center of this beam and averages out the variation in grade over a 30 – 40
foot length as the beam is traversed over the reference surface by the paver.
Mobile Mat Reference System

This system includes a single or dual floating beam (1, Figure 3-39) located in front of the
screed which senses the grade (2) of the existing surface. Behind the screed riding on a series
of spring loaded wheels is a second floating beam (3) that references the grade of the newly
placed asphalt mix (4). A set of intermediate beams which go up and over the screed join the
two parts of the floating beams. The grade sensor rides on one of the intermediate bridge
beams and transmits the average grade of the front and back beams to the paver tow points
to control elevation. This may not be a practical choice in hilly or curvy terrain roadways.
Figure 3-39
1
2
Automatic Screed Control Operating Techniques (NAPA Handbook 2000)
1. The screed operator should not attempt to make manual changes in the angle
of attack of the screed by turning the thickness control depth cranks because
the automatic controls will attempt to change the elevation of the pull point to
compensate for the manual input to the screed.
Paving Manual 3-37

2. The grade sensor should be checked to ensure it is working properly. If the

wand (which rides on the stringline or mobile reference beam) is raised 3 mm
(1.8 inch), there should be a corresponding movement of the actuator or ram at
the tow points on the paver. If the wand is raised (or lowered) and the actuator
does not move, either the system is not turned on or the sensitivity of the sensor
is set too wide with too great a dead band or sensitivity setting.
3. When the sensor is set on the grade reference and the paver is moving forward,
the up and down lights on the sensor should blink occasionally, both top and
bottom to indicate a signal is being sent from the sensor to the tow p[oint
cylinder. On grade sensors which use a meter, the meter should indicate a
change in reading as the paver travels down the roadway. In addition
movement of the tow point cylinder should be smooth without constant up and
down movement.
4. If a stringline is used as a grade reference, the line must be very taut,
particularly between the vertical support locations. This can be checked by
sighting down the line. The grade sensor wand should ride easily over the
stringline and not be displaced in a vertical direction when it passes over a
support arm. Every effort should be made to keep all personnel and equipment
from coming in contact with the stringline and disturbing it either vertically or
longitudinally.
5. If a mobile reference (floating beam) is used for the grade control, the sensor
should ride on the reference at the midpoint of its length. This allows the input
to the paver to be made equally over the length of the mobile reference. If the
mobile reference is equipped with multiple feet or shoes each of the devices
should be checked the assure that each is clean and free to move or rotate
around its own hinge or spring point. The length of the mobile reference should
be as long as practical to provide for the greatest averaging out of variations in
the elevation of the existing roadway surface.
6. If a joint matching shoe is employed for grade control, the shoe should be
checked to assure that it is free to move or rotate around its own hinge or spring
point.
7. If an automatic control system includes a grade control on one side of the paver
and slope control on the other, the cross slope of the layer being placed should
be checked regularly to assure the proper cross slope is being built into the
pavement layer by the paver. This is very important especially on very wide
pavements such as airport runways.
8. For most paving situations, the grade control sensor should be positioned on
the screed edge guide assembly opposite the mid 1/3, typically in the middle
third of the distance between the tow point and the screed.
3-38 Paving Manual

Lute Person
The lute person (1, Figure 3-40) does the necessary handwork required on a paving project.
This can include:
• Complete longitudinal and traverse joints for compaction

• Finish areas inaccessible to the paver
• Correct pavement imperfections
• Prepare end of pass wedge or taper (for traffic run-off or as part of a joint) for
compaction
• Carefully observe mat quality and communicate possible problems to other team
members
Handwork should be completed as soon as possible by placing, by careful shovel placement,
the required mix to correct a problem. An exception is casting material for correction of an
open textured mat. Segregated coarse materials should be removed prior to compaction.
Hand placed HMA is less dense than material which has been placed by the paver so
additional thickness will be required for the final compacted thickness.
Figure 3-40
Paving Manual 3-39

Handwork Guidelines
The following are generally accepted methods of completing handwork during the paving
operation. They are general in nature and should not be used in place of specific project
specifications.
• Mix dumped for handwork should be positioned for complete relocation by the
shoveling crew.
• Sufficient room should be available so that the shoveling crew does not stand on the
dumped mix.
• It is recommended that the shoveling crew relocate the mix to small piles so the lute
men can spread as desired.
• Lute men should carefully separate the mix and discard any lumps which will not
break down.
DD138 Asphalt Compactor

The DD138 series of dual-drum vibratory roller compactors are powered by a Cummins diesel
engine powering one pump for the steering cylinders, a tandem vibration pump providing
power to the drum eccentric drive motors, and a single propulsion pump powering front and
read drum drives. Direction and speed are controlled by a FSR propulsion lever, engine idle
speed selector switch and a compactor speed selector switch.
The compactor uses the positioning of the FSR propulsion lever to the S, stop position, as an
operating brake. Independent, spring-applied, hydraulically released drum drive brakes serve
as a unit as a parking brake.
Standard equipment includes an Emergency Stop Push/Pull Control to shut down the engine
and apply the mechanical brake(s) in an emergency situation. In addition dual machine speed
range capability and dual engine speed (rpm) capability are included.
Rollover protection structure (ROPS), falling objects protection structure (FOPS) plus a seat
belt and several additional standard items and numerous optional features are available.
The DD138 is equipped with vibratory drums. Drum vibration adds a dynamic load to the static
roller weight to create a greater total compactive effort. Drum vibration also reduces friction
and aggregate interlock during compaction, which allows aggregate particles to move into final
positions that produce greater friction and interlock than could be achieved without vibration.
Roller drum vibration is produced using a rotating eccentric weight located in the vibrating
drum (or drums) and the force it creates is proportional to the eccentric moment of the rotating
weight and the speed of rotation. Operators can turn the vibrations on or off and can also
control amplitude (eccentric moment) and frequency (speed of rotation). Vibration frequency
and amplitude have a direct effect on the dynamic force, and thus the compactive force.
The ideal vibratory frequency and amplitude settings are a compromise based on desired mat
smoothness, HMA characteristics and lift thickness. Low vibration frequencies combined with
high roller speeds will increase the distance between surface impacts and create a rippled
unsmooth surface. In general, higher frequencies and lower roller speeds are preferred
because they decrease the distance between surface impacts, which (1) increases the
3-40 Paving Manual

compactive effort (more impacts per unit of length) and (2) provides a smoother mat. The
recommended impact spacing is 32 – 46 impacts per meter (10 – 12 impacts per foot).
Figure 3-41
Compactor Operator Knowledge

General knowledge of the following will help ensure a smooth compacting operation.
• Safe operation and maintenance of the compactor

• Basic mechanical, electrical and hydraulic systems for the compactor
• Basic troubleshooting techniques for the compactor
• The effect of density on pavement performance
• How compactor speeds effect density
• How the paver speed effects the compactor speed and what adjustments need to be
made by the compactor operator to account for paver speed and mat thickness so
as to achieve desired compaction and final densities
• What amplitude and frequency are most appropriate for different mix types and
pavement thicknesses
• How the different types of compactors compact mixtures
• How to determine the proper speed for vibratory compactors
Paving Manual 3-41

• How to identify the rolling zone, the desired compaction and the effect of mix and mat
temperatures on the ability to achieve compaction
• The effect of environmental conditions on ability to obtain compaction
• The proper procedure for reversing the compactor
• The effect of parking a compactor on a hot mat has on pavement smoothness
• How to properly set and adjust spray systems on the compactor
• How to adjust inflation pressures on pneumatic compactors
• How to determine rolling patters and the number of passes needed for compaction
Density Gauge General Information

The density gauge utilizes state-of-the-art technology to get accurate asphalt pavement
density readings. This is a machine-mounted system with the display controller (1, Figure 3-
42) installed at the driver’s seat and the deployable sensor plate (2, Figure 3-42) mounted to
the underside of the frame.
Figure 3-42
The Density Gauge has 3 specific steps essential to providing reliable and consistent density
measurements. The first step is Mix Set-Up, second step is to Calibrate Offset Adjustment,
third step is to take readings.
• Mix Set-Up – This step allows the operator to define the asphalt mixture being used
by selecting the Pavement Type and the programming of the maximum theoretical
density (MTD) into the display controller. The MTD number will be provided by the
asphalt mix supplier.
• Calibrate Offset Adjustment – This step calibrates Density Gauge within 1% using
the maximum theoretical density (MTD) of the asphalt mix versus actual readings.
• Take a Reading – Once the mix set-up and the offset adjustment have been
determined and programmed into the controller, readings may be taken during the
compaction process (while the compactor is moving) or when the compactor is idle.
As long as the mix does not change, readings can be made as often as the operator
deems necessary.
3-42 Paving Manual

PT240R Pneumatic Tired Compactor

The PT240R Pneumatic Tire Compactor, is a self propelled compaction device which uses
pneumatic tires to compact the underlying HMA. Pneumatic tire rollers employ a set of four
smooth tires each axle. The tires on the front axle are aligned with the gaps between the rear
tires to give a complete and uniform compaction coverage over the width of the roller.
Compactive effort is controlled by varying tire pressure. The tire area can be equipped with
curtains to retain tire temperature. Tires near mat temperatures will not adhere to loose asphalt
surface material.
In addition to the compressive force the tires rollers develop a kneading action to rearrange
the mat aggregates during compaction.
Figure 3-43
Traffic Control
General knowledge and understanding of the following will help ensure a smooth traffic control
operation.
• Safe job site traffic control practices

• Proper number, type and placement of traffic control signage, barricaded and
demarcations
• How to safely and efficiently keep traffic moving preventing unwanted job incidents
• Safe and efficient stopping distances when giving signals or changing traffic flow
patterns
• How to make safe and efficient traffic flow patterns
Paving Manual 3-43

Quality Control
Several methods are currently being employed for quality control checks of completed
projects. Refer to the Construction Of Hot Mix Asphalt Pavements, Manual 22 published by
the Asphalt Institute.
3-44 Paving Manual

SECTION 4 – PAVING FACTORS

SECTION 4 PAVING FACTORS
INTRODUCTION
HMA Placement Considerations

Hot Mix Asphalt (HMA) is the material commonly used to produce paved surfaces, such as
roads and parking lots. Mix placement and compaction are very important factors in any HMA
pavement project. Mix placement involves equipment and procedures used to place delivered
HMA on the desired surface at the required thickness. Mix placement can involve several
machines and complicated controls or the simple act of manually shoveling HMA to fill a void
or open area and finishing with a lute.
Material Composition
HMA is primarily composed of asphalt cement and aggregates. Aggregates are the solid
materials contained in the paving mix, such as rock, sand, and fine-grain fillers. If the blend of
aggregates does not adhere to the specified grade formula, the mat’s density will change,
affecting the screed’s balance and the material’s compaction rate. Refer to Figure 4-1.
Figure 4-1
In order to produce a good quality mat, the mix temperature and the blend of aggregates used
in the mix must remain consistent throughout the paving operation
Asphalt cement is a solid-state material at room temperature; when heated, the material
becomes a fluid. If asphalt cement cools during a paving operation, its flow characteristics will
change considerably, affecting mat compaction rates, mat texture, and mat depth
In order to produce a finished mat of good quality, material temperatures must remain
consistent throughout a paving operation.
NOTE: If the above conditions are not met during HMA production and
application the quality of the finished mat will be decreased regardless of any
other actions taken to ensure a quality job.

PAVING FACTORS SECTION 4
Equilibrium – Angle of Attack

The screed is a free floating design and will assume its own (equilibrium) angle of attack
between the bottom of the screed and the roadway or mat in any paving situation. Factors
which determine this angle include:
1. Towing force/paver speed

2. Force of the Head of HMA resisting the towing force
3. Screed Weight acting vertically downward
4. Resistance upward of the HMA to being compacted
5. Downward force caused by screed vibrators and or tamping bars
6. Frictional force between the screed and the HMA
Figure 4-2
5
2
6 4
Any variations or changes to one or more of these factors will change this (equilibrium) angle
of attack. Thus changing the angle of attack manually requires these factors to realign into
equilibrium. This can take 3 to 5 tow lengths of travel.
Once the screed operator and the paver operator are aware of how changes in these factors
will appear in the mat they can use this knowledge to make mat corrections.
The purpose of changing an angle of attack manually or by automatic controls is to redistribute
the existing equilibrium forces on the screed to obtain a desired mat thickness.

Figure 4-3
2 6
Rotating either of the two depth (adjust) cranks (1, Figure 4-3) CCW will rotate the screed (2)
CCW about pivot point (3) when viewed from the right side of the screed. This will increase the
angle of attack (4). CW rotation will decrease the angle of attack. The head of material (5) is
shown at the correct height to the center of the auger shaft (6).
Operator Controls
The operator has control over the following which can be changed to improve the paving
process. These include:
• Paving speed
• Angle of attack
• Head of material
Angle of Attack
Angle of attack (4, Figure 4-3) is defined as the angle formed by the grade or road base surface
and the bottom of the screed. When the screed is flat on the grade or mat the angle of attack
is zero. This angle is the primary factor controlling the volume of asphalt mix being formed and
partially compacted by the screed.

Figure 4-4
Increasing the angle of attack by manually rotating the depth crank (2, Figure 4-4) CCW or by
use of the tow point raise controls on the screed-mounted electronic controls increases the
vertical opening allowing additional mix to enter under the pre-strike-off and the leading edge
of the screed. The mat depth will increase until the screed is again moving forward on a plane
(3) parallel to the grade surface. At this point it has reached equilibrium. The distance required
for this to occur is usually 3 to 5 (manual control) tow lengths of screed travel. Changes
however can be noted in as few as 2 tow lengths so the operator must monitor mat thickness
carefully.
Figure 4-5
3
1
Decreasing the angle of attack (1, Figure 4-5) by rotating the depth crank (2) CW has the
opposite effect by decreasing the amount of mix entering under the leading edge of the pre
strike off and the screed.The mat depth will decrease until the screed is again moving forward
on a plane (3) parallel to the grade surface. At this point it has reached equilibrium.
The screed will pivot about the screed pivot point on the side arm assemblies when using the
depth cranks and will pivot about the trailing edge of the screed when the tow points are
adjusted up or down.

NOTE: Remember that the automatic controls used to control the screed to
match a reference surface maintains the existing angle of attack.
NOTE: Once the correct mat depth has been established, the head of material
(existing amount of asphalt mix located on grade directly in front of the screed
during the paving process) and paving speed are constant there is very little
need for angle of adjustment changes. The angle of attack can be changed
using the depth cranks however tow point controls have become a common
standard method used to precisely maintain the correct angle of attack.
Tow Lengths
Graphs are available that indicate the amount of change the angle of attack adjustment has
made to the mat thickness for a given length of paver/screed forward travel. Forward travel is
expressed in tow lengths, and used as a reference by the operator to judge the distance the
screed must travel to obtain the additional thickness to the mat. Tow length (1, Figure 4-6) for
changes achieved by use of the depth crank, is the horizontal distance from the screed tow
point (2) on the paver to the screed side arm assembly pivot point (3).
Figure 4-6
3 2

Tow lengths (1, Figure 4-7) using electronic controls is usually considered as the length from
the automatic control sensor (3) location to the back edge of the screed (4). Under these
conditions the screed pivots on the trailing or back edge. Refer to Figure 4-7.
Figure 4-7
Graphs can be developed for specific conditions. It is best for the screed operator to determine
for himself by experience what distance is required for depth cranks changes to appear in the
mat.

Tow Length (General) Explanation

Referring to Figure 4-8, note the (X) and (Y) axis. (X) is one tow length of machine travel which
for our purposes is 3m (10 feet). (Y) axis is the total amount of change made to the screed
position on the side arms by turning the depth cranks. As explained before, it takes 3 to 5
complete tow lengths of travel for depth crank changes to become complete with some
changes occurring at all times. Figure 4-8 is illustrating 50% of the change desired (Y) has
occurred within 66% of the first tow length of travel (X), where 63% of the desired change (Y)
has occurred in (100%) 1 tow length (X).
Figure 4-8

Figure 4-9
Referring to Figure 4-9 note the (X) and (Y) axis. (X) equals five tow lengths of machine travel
which, for our purposes, totals 15m or 50 feet. The (Y) axis is the total amount of change made
to the screed position on the side arms by turning the depth cranks. As explained before it
takes 3 to 5 complete tow lengths of travel for depth crank changes to become complete with
some changes occurring at all times. Figure 4-9 is illustrating 63% of the change desired (Y)
has occurred within one tow length of travel (3m-10 ft) and 99% has occurred in five full tow
lengths of travel (15m – 50 ft).

Screed Pre-Strike-Off Shield Too High

Figure 4-10
The vertical position screed pre-strike-off (1, Figure 4-10) in relation to the screed (bottom)
plate (2) affects the angle of attack.
If the pre strike off is positioned too high an excessive amount of material will be forced
beneath the screed causing the screed to rise increasing the mat thickness.
Figure 4-11
2 1

To decrease the mat depth after the screed has risen, the angle of attack must be decreased
until the screed essentially rides on its nose (1, Figure 4-11).The screed plate (2) will sustain
accelerated wear by making such a drastic change in angle of attack.
Figure 4-12
1 2 3
Figure 4-12 illustrates the paver’s path of travel when the pre-strike-off is too high. Excessive
material will be forced under the screed at (1, Figure 4-12), the angle of attack will be changed
at (2) resulting in excessive screed wear at (3).
Furthermore, because the screed’s full weight is concentrated at its nose, the screed will sink
into the material when paving stops, producing a dip in the mat.

Pre-Strike-Off Shield Too Low

If the pre-strike-off shield (1, Figure 4-13) is set too low in relation to the screed plate, an
inadequate amount of screed-supporting material could cause the screed to fall and mat depth
to decrease To re-level the mat the angle of attack must be increased significantly causing
wear on the rear of the screed plate (2).
Figure 4-13

Figure 4-14
2 3
Figure 4-14 illustrates the paver’s path when the pre-strike-off is too low. Insufficient material
at (1) will cause the angle of attack (2) to increase causing excessive wear at (3).
Strike-Off Setting Recommendations

The manufacturer recommends the following as a reference only starting point. Individual
situations will require individual settings.
Table 4-1
PRE-STRIKE-OFF 6 to 10 mm (1/4 to 3/8 inch) above extension plate

EXTENSION STRIKE-OFF 10 mm (3/8 inch) above extension screed plate
MAIN SCREED STRIKE-OFF 10 mm (3/8 inch) above screed plate

Screed Pre-Strike-Off Manual Adjustments

Figure 4-15
The pre-strike-off assembly (1, Figure 4-15) is adjusted with four ratchet assemblies (3)
mounted to the screed extension mounting arms. Use selector (2) to determine direction of
desired rotation of the ratchet. Refer to indicator plate (4) as a reference to keep all
adjustments aligned across the width of the screed.

Head of Material
Figure 4-16 illustrates how material reacts and flows under the screed during a paving
operation. The head of material (1, Figure 4-16) is the mass of paving material that lies directly
in front of and spans the entire width of the screed. Ninety-five to ninety-eight percent of all
mat flaws originate from paving with an improper head of material. The way material flows
beneath the screed (2) is determined by the volume and consistency of the head of material.
The material‘s volume and consistency controls the mat’s texture and profile. The head of
material also directly affects the angle of attack (3). Changes in the head of material can result
from an increase in material feed or a reduction in paver speed.
Figure 4-16
4
2 5
The line of shear (4, Figure 4-16) is the dividing line that begins from the bottom of the strike-
off and runs parallel to the grade surface (5).
The line of shear determines the point at which the paving material either goes under the
screed and into the mat or back into the auger box for later placement.
The volume, or mass, of material in front of the screed determines the amount of pressure on
the screed when travelling forward. The material’s consistency determines how easily the
screed can compress the material into a smooth mat. A variation in material level alters the
densification (compaction) of the paving material located immediately in front of the screed
strike off. As material quantity decreases, density decreases: as quantity increases density
increases. The density of the mix determines the force resisting the weight of the screed and
its compacting action. If a lower density mix passes under the screed the forces available to
support the screed has become less thus allowing the screed to lower due to its own weight.
This results in a thinner mat being compacted.
The recommended head of material, (1, Figure 17), should be constant across the entire
screed width. When using standard augers, the ideal head of material should be level with the
center of the auger shaft (2). Once the correct head of material is set it should not vary more
than one inch for a constant mat depth (3). Mat depth will remain constant if the material’s

volume and consistency are not allowed to change. If material volume or consistency changes,
the screed’s self-leveling action (obtaining equilibrium) will attempt to restore the original angle
of attack.
Figure 4-17
2 1
If the head of material (1, Figure 4-18) for any reason begins to increase, the material directly
in front of the pre-strike-off will become more compacted causing the screed to rise resulting
in increased mat thickness (2, 3) and auger marks may appear. Again this is a result of the
factors affecting the screed reaching equilibrium. Angle of attack adjustments must be made
which may result in long waves and fluctuating mat depths.
Figure 4-18
2 3

If the head of material is too low (1, Figure 4-19) there will be less screed resistance to forward-
travel. Because there is less material supporting the screed, the screed will gradually fall,
reducing mat depth (2, 3) and possibly causing voids in the mat, screed-dragging, and cracked
rocks.
Figure 4-19
2 3 1
Paving Speed
In an ideal paving operation, the paver would operate non-stop throughout the day, because
an increase or decrease in paving speed can directly affect the quality of the mat being laid.
If paving speed increases, mat depth could decrease (Figure 4-20). Often, an increase in
speed causes the head of material to recede, causing a reduction in mat depth.
Figure 4-20

Conversely, if paving speed decreases, mat depth can increase (Figure 4-21) as a result of a
swell in the head of material.
Ripples, waves, and other mat flaws usually result when paving speed does not remain
relatively constant. Other concerns which will affect mat quality is any pause in the paving
cycle. This could be caused by a untuned paver engine or possibly under inflated tires on the
paver which may slip
Figure 4-21
Paving projects run most effectively when haulage trucks are available as required by the
Paver or the MC330. for resupply of mix. Waiting for trucks can be avoided by careful planning
and following the plan.
HMA Supply Truck Bumping The Paver

Changes in paving speed are most commonly caused when loaded trucks bump the paver. If
the truck backs forcefully into the paver’s push rollers, the paver will be slightly pushed back
onto the freshly laid mat, causing bumps in the finished mat surface. Drivers should always
stop one to two feet short of the push rollers, allowing the paver to initiate contact with the
truck.
Figure 4-22

Figure 4-23
The truck hitch supplied with the Paver is designed to have the rollers (1, Figure 4-24) be
positioned against the tires and push the truck forward or rollers (2) located within the rear
wheel.
Figure 4-24
HMA Supply Truck Holding Brakes

Another way the truck may cause paving speed fluctuations is by holding the brakes. The truck
will cause too much resistance to the paver’s forward motion, thereby reducing paving speed,
which could increase mat depth. In extreme cases, the paver’s drive wheels will break traction,
damaging the base and causing bumps in the finished mat. See Figure 4-25.

Figure 4-25
MC330 – Mobile Conveyor

An MC330 located between the supply truck and the paver should eliminate the bumping and
brake holding problems. Refer to Figure 4-26.
Figure 4-26
Paving Factors Which The Paving Crew Cannot Control

Several factors which affect the production of a quality mat cannot be controlled or changed
by the paving crew. Before a pavement is actually placed at the construction site the surface
to be paved must be prepared. Adequate surface preparation is essential to long-term
pavement performance. Pavements constructed without adequate surface preparation may
not meet smoothness specifications, may not bond to the existing pavement (in the case of
overlays) or may fail because of inadequate subgrade support.
When paving the screed may drag across a high point in the grade crushing aggregates in the
mix and cracking rocks. If the screed drags across a high area there will be an open textured
look as shown in Figure 4-27.

In order to avoid mat tearing (which generally shows up as a series of longitudinal streaks) a
good rule-of-thumb is that the depth of the compacted lift should be at least twice the maximum
aggregate size or three times the nominal maximum aggregate size.
Figure 4-27
Material Segregation
Material segregation, shown in Figure 4-27, occurs any time material is dropped or turned,
allowing large aggregates to separate from smaller ones. Segregation also occurs if material
collects and lies dormant instead of smoothly passing through the paving process.
Material segregation causes mat compaction problems, surface flaws, and can eventually lead
to premature roadway failure.
Moisture collects in the open areas of the mat where segregation has occurred, oxidizing the
asphalt cement and breaking the bonds in the aggregate. The structure of the pavement
continues to deteriorate over time until it completely fails.
Material segregation is commonly caused by the following three factors:
• Plant quality control problems.

• Improper truck loading at the plant.
• Improper paving operations.
Material Distribution
Although the paving crew can do little to prevent material segregation from occurring at the
plant, they can ensure that the paving material is properly loaded into the truck and MC330
hopper.

If a plant employee drops an entire load of material into the truck bed in one heap, segregation
will occur in the corners and at either end of the truck bed. Drivers should have authority to
refuse loads discharged into the haulage trucks in this manner. Loading should be done in
three stages. If not, the mix should be reblended (in the remix tub) prior to placement into the
paver hopper.
Material segregation can also occur when the truck unloads material into the paver hopper
Minimize segregation by moving material in a mass. Do not allow material to dribble or slowly
meter out of the truck when material is unloaded into the hopper. Observe the proper loading
practices.
While using the proper truck-to-hopper techniques, fold the hopper sides to combine fresh
material with any material that may remain in the sides of the hopper. Never fold the hopper
wings when the conveyer is empty!
NOTE: Some regions do not allow paver operators to fold the hopper wings.
Consult the paving regulations in your area before doing so.
Failure to follow proper truck-to-hopper loading procedures may cause the truck’s tailgate to
restrict material flow to the hopper. Material levels will then drop causing a stream of
segregation to occur down the center of the hopper. This may result in material becoming
segregated in the hopper corner (1, Figure 4-28), hopper center (2) and in location (3).To
prevent this type of truck to hopper segregation, do not chain the truck tailgate too closely to
the truck bed.
Figure 4-28

Material sometimes dribbles onto the grade when the material delivery truck pulls away from
the hopper, before the truck bed is lowered. When this material is spilled on the grade, it
separates and rolls, cooling very quickly. Much hotter material then covers the spilled
aggregate as the machine paves over it. If the quantity of cooling material is thicker than the
desired mat depth, a pocket of segregation will certainly occur at the base of the mat where
the spilled aggregate remains. This form of segregation does not flaw the mat’s finished
appearance; however, the base of the mat is weakened and longitudinal cracks may develop
over time, shortening the service life of this paved surface. Refer to Figure 4-29.
Figure 4-29


SECTION 5 – COMPACTION
FACTORS

SECTION 5 COMPACTION FACTORS
INTRODUCTION
Compaction
Compaction is the process by which the volume of air in an hot mix asphalt (HMA) mixture is
reduced by external forces to reposition the HMA aggregates (stones) into a more closely
spaced arrangement. In simple terms, reduce the volume of air trapped in the mix.
This process is initiated by the screed and completed with the use of mechanized steel roller
or rubber tired compactors as soon as possible following the action of a screed or similar
device on freshly laid hot asphalt.
Value of Correct Compaction

Research has identified correctly applied compaction as the most important feature of
roadway performance. Incorrect compaction can result in reduced fatigue life, accelerated
deterioration, decreased durability and possible premature moisture damage and deformation.
Compaction (Density) Measurement

Percentage of air voids is the standard used to determine correctly compacted asphalt.
Obviously, visual appearance is important also but a smooth, flat mat, not compacted
correctly, is of little value.
Density (defined as the mass per unit volume of a substance under specified conditions of
pressure and temperature) can be determined by three general methods. One is to obtain a
core sample and compare it to a known standard. The second method is to use a nuclear
density gauge. The third method consists of a unit mounted to the compactor.
Core Sample Method

This method weights a core or cylindrical plug removed from compacted HMA and compares
this core weight (mass) to the maximum theoretical weight (mass) of an equal volume of the
HMA being tested. If sample weights 90% of the theoretical weight, air voids would be 10% by
volume.
Nuclear Density Gauge

Nuclear density gauges measure in-place HMA density using gamma radiation. Gauges
usually contain a small gamma source (about 10 mCi) such as Cesium-137 on the end of a
retractable rod.
Gamma rays are emitted from the source and interact with electrons in the pavement through
absorption, Compton scattering, and the photoelectric effect. A Geiger-Mueller detector (situ-
ated in the gauge opposite from the handle) counts gamma rays that reach it from the source.
Pavement density is then correlated to the number of gamma rays received by the detector.
Nuclear density gauges are typically operated in one of two modes, each of which uses a dif-
ferent correlation to determine pavement density.

COMPACTION FACTORS SECTION 5
1. Direct transmission. (Usually used on soil) The retractable rod is lowered into
the mat through a pre-drilled hole (this hole can be formed by pounding a steel
rod with a similar diameter to that of the gauge's retractable rod). The source
emits gamma rays, which then interact with electrons in the material and lose
energy and/or are redirected (scattered). Gamma rays that lose sufficient
energy or are scattered away from the detector are not counted. The more
dense the pavement, the higher the probability of interaction and the lower the
detector count. Therefore, the detector count is inversely proportional to
pavement density. A calibration factor is used to relate gamma count to actual
pavement density.
2. Backscatter. (Usually used on asphalt) The retractable rod is lowered so that it
is even with the detector but still within the instrument. The source emits
gamma rays, which then interact with electrons in the material and lose energy
and/or are redirected (scattered). Gamma rays that are scattered towards the
detector are counted. The more dense the pavement, the higher the probability
that a gamma ray will be redirected towards the detector. Therefore, the
detector count is proportional to pavement density. A calibration factor is used
to relate gamma count to actual pavement density.
Non Nuclear Density Gauge General Information

The Density Gauge utilizes state of the art technology to get accurate asphalt pavement
density readings. This is a machine mounted system with the display controller installed at the
drivers seat and the deployable sensor plate mounted to the underside of the frame.The
Density Gauge has 3 specific steps essential to providing reliable and consistent density
measurements. The first step is mix set-up, second step is to calibrate offset adjustment, third
step is to take readings.
• Mix Set-Up – This step allows the operator to define the asphalt mixture being used
by selecting the pavement type and the programming of the maximum theoretical
density (MTD) into the display controller. The MTD number will be provided by the
asphalt mix supplier.
• Calibrate Offset Adjustment – This step calibrates density gauge within 1% using the
MTD of the asphalt mix versus actual readings.
• Take a Reading – Once the mix set-up and the offset adjustment have been
determined and programmed into the controller, readings may be taken during the
compaction process (while the compactor is moving) or when the compactor is idle.
As long as the mix does not change, readings can be made as often as the operator
deems necessary.

Double Steel Drum Asphalt Compactor

Steel drum compactors can be equipped with vibratory drums. Drum vibration adds a dynamic
load to the static roller weight to create a greater total compactive effort. Drum vibration also
reduces friction and aggregate interlock during compaction, which allows aggregate particles
to move into final positions that produce greater friction and interlock than could be achieved
without vibration. Roller drum vibration is produced using a rotating eccentric weight located
in the vibrating drum (or drums) and the force it creates is proportional to the eccentric moment
of the rotating weight and the speed of rotation. Operators can turn the vibrations on or off and
can also control amplitude (eccentric moment) and frequency (speed of rotation). Vibration
frequency and amplitude have a direct effect on the dynamic force (and thus the compactive
force).
The ideal vibratory frequency and amplitude settings are a compromise based on desired mat
smoothness, HMA characteristics and lift thickness. Low vibration frequencies combined with
high roller speeds will increase the distance between surface impacts and create a rippled
surface. In general, higher frequencies and lower roller speeds are preferred because they
decrease the distance between surface impacts, which (1) increases the compactive effort
(more impacts per unit of length) and (2) provides a smoother mat. The recommended impact
spacing is 33 – 46 impacts per meter (10 – 14 impacts per foot).
Axle weight determines the compaction capacity of the unit. A large drum diameter works best
for compaction as small diameters tend to shove the material. Compactor speed must be a
balance between optimum compaction capability and time available to keep pace with the
paver. As always temperature is also a major factor. Thicker layers will hold heat better but
require more passes so it is a trade off.
Eccentric rotation direction within the drums should be the same as drum rotation direction.
Current vibratory compactors have the ability to reverse rotation of the eccentric weight when
the drum direction of rotation changes.

Amplitude Adjusting Wheels
! WARNING
DO NOT MAKE ADJUSTMENTS TO THE AMPLITUDE ADJUSTMENT
WHEELS WITH THE ENGINE RUNNING.
! WARNING
The amplitude wheels turn with the drum eccentric weights.
! WARNING
SERIOUS INJURY can occur while making adjustments with the engine
running.
! WARNING
ALWAYS shut down the engine and apply the parking brake prior to
adjusting the amplitude wheels.
An amplitude adjusting wheel (1, Figure 5-1) is located on the left side of each drum (8
amplitude machines only). Use the wheel to set the amplitude of the individual drum. Drum
amplitude is set according to specific job requirements. Changing the amplitude of the drum
will automatically change the drum vibration rate on HFA models only. The vibration rate
(frequency) cannot be set by the operator on the HFA models.
Frequency must be set on the HF and HFA models of compactors.

Figure 5-1
To set the amplitude, shut down the engine and apply the parking brake. Exit the machine and
then grasp one of the spring loaded adjusting wheels (1, Figure 5-1) and pull outward. Holding
it in the outward position, rotate as required to set 1 of 8 possible amplitudes. Clockwise
rotation and release of the wheel will increase the amplitude and counterclockwise rotation
and release will lower the amplitude.
Repeat procedure for the second drum amplitude adjusting wheel.
Figure 5-2

Recommended settings in Figure 5-2 are to be used when a test strip is being established in
conjunction with density testing as a starting point. Actual amplitude settings must be made
according to density test results and production requirements. The day to day variation in hot
mix asphalt applications requires attention to amplitude settings.
Decals similar to Figure 5-2 are located on the left side of the compactor for operator
convenience.
NOTE: The artwork shown for Figure 5-2 is for the DD138HF only and is used
for illustrative purposes. Refer to the actual decal on your machine.
NOTE: Verify drum frequency using the on board frequency meter or a vibrating
reed tachometer. If set values do not match actual values, have corrected
immediately.
Pneumatic Tired Roller

The same things must be considered with the pneumatic tired compactor. Four front tires and
four rear tires (PT240R) are aligned to provide a full machine width compacting surface. Tire
contact area is one of the determining factors as well as speed and temperature. Compactive
effort is controlled by speed and tire pressure.
Available Time and Cessation Temperature

Following the initial compaction of the mat by the screed, compactor operators have the
amount of time it takes the mat to reach cessation temperature (the temperature at which
asphalt binder becomes stiff enough to effectively prevent any further reduction in air voids
regardless of the applied compactive effort) to complete compacting. Thus compaction
planning, requires this time be calculated and the appropriate manpower and equipment be
applied.
Variables which determine the rate of heat loss include:

• Layer thickness
• Air temperature
• Base (surface the mat is being laid upon) temperature
• Base moisture content
• Mix laydown temperature
• Wind velocity
• Amount of sunshine on base and mat surface
Thick Layer Paving

A thick layer of asphalt will take longer to cool than a thin layer of the same temperature.
Asphalt pavement loses heat in two directions. The top surface cools as heat is transferred
into the air and the bottom surface cools as heat is transferred to the base. The higher the
differential between the temperatures the faster the rate of cooling.

Paving On Cool Days

Warm air has less of a difference in temperature thus will not transfer heat away from the mat
as fast as cooler air. Air temperatures vary during the course of the day thus rates change.
Paving On A Wet Base

Base temperature and base moisture content determine heat transfer. Sufficient base
moisture may result in steam being formed which may result in water on the mat reducing the
ability for desired compaction results.
Paving With High Temperature Mix

All things being equal hotter laydown temperatures will allow more time for the mix to lose heat
and cool. Tarp the truck as necessary to retain heat.
Paving On Windy Days

Wind velocity will allow heat transfer into the air as velocity increases. For heat transfer their
must be a difference in temperatures between two surfaces. The higher the wind velocity the
quicker the air temperature surrounding the mat will decrease allowing more heat to escape
into the air.
Paving On Sunny Days

Sunshine will increase base temperature and mat surface temperatures decreasing the
amount of heat transfer. Shady days will decrease base and mat surface temperatures.
Compaction Steps
The number of passes required to obtain the desired density is dependent on the particular job
specifications, available equipment and time either due to heat loss factors or paver speed
factors or both.
In general, compacting should begin with as high a mat temperature as possible and as safely
as possible. Intermediate and finish rolling again should be done as soon as possible. Once
the mat has reached the density and texture desired or dropped below the cessation
temperature additional compacting will have little or even negative effects.
Operate the compactor in the direction of paving, do not stop on the mat except to change
direction smoothly and always stop at a slight angle to the direction of travel.
Compactor Rolling Speed

Recommended speed ranges are listed below. As always, use what ever speed works best
for your application.

Table 5-1
Roller Type Breakdown Speed Intermediate Speed Finish Speed

mph km/h mph km/h mph km/h
Steel Drum 2.0 to 3.5 3.2 to 5.6 2.5 to 4.0 4.0 to 6.5 3.0 to 5.0 4.8 to 8.0
Non
Vibratory
Pneumatic 2.0 to 3.5 3.2 to 5.6 2.5 to 4.0 4.0 to 6.5 4.0 to 7.0 6.4 to 11.2
Tired
Steel Drum 2.0 to 3.0 3.2 to 4.8 2.5 to 4.0 4.0 to 5.0 4.0 to 5.6 6.4 to 11.2
Vibratory
To obtain uniform mat compaction, rollers must be operated at a slow constant speed. High
speed compacting has limited effect as the weight of the drums spend little time on any
particular part of the mat. Varying roller speed will result is various degrees of compaction.
Because speed affects compactive effort, varying roller speed will vary the compactive effort
resulting in uneven compaction.Varying roller speed usually occurs when roller operators are
not closely monitoring their speed or when they speed up to catch the paver. If the mat is being
laid at a faster rate than the rollers can handle, you should:
• Decrease paver speed
• Add more rollers
• Use rollers with wider drums
There is no way around the amount of compactive effort required to meet specifications and
you should not attempt to take short cuts.
Compaction Sequence
Compaction of HMA is usually accomplished by a series of machines working in a specific
sequence. This allows equipment to work the mat in such a way that could not be
accomplished with single compactor rolling pattern. They could include the following:
• Screed – The screed provides initial compaction and may include either vibration or
tamping screeds.
• Breakdown Roller – First roller following the screed, generally does the bulk of the
required compaction. Generally it is a vibratory steel-wheeled roller.
• Intermediate Roller – Used behind the breakdown roller if additional compacting is
desired. Pneumatic units may be used which may only rearrange the aggregate in
the mat to allow additional compaction.
• Finish Roller – Last of the rollers, although little compaction may be accomplished a
smoother surface will result from use of this compactor.
• Traffic (wheel paths) – Traffic will continue to compact the surface over time. This
occurs in the wheel paths and is visible if excessive compaction has occurred.

Number of Roller Passes

Usually a contractor will be required to lay down a test strip of mix and using this strip
determine the number of passes required and with what equipment to complete compaction.
A roller pass is defined as having compacted one point on the mat, one time, with a double
steel drum compactor or a pneumatic roller.
If identical rollers are acting as breakdown rollers they both do not need to roll the entire mat,
but the entire mat must be rolled the same number of passes. If dissimilar rollers are being
used they both must roll the entire mat the same number of passes. In other words the steel
roller would make a certain number of passes over the entire mat and the pneumatic would
make its passes over the entire mat.
General rules to keep in mind:
• Passes should be overlapped about 15 cm (6 inch). This guards against steering

variations.
• Turn the roller slightly when reversing direction or stopping. Rollers produce a slight
raised area in front of the drums which are difficult to remove with later passes. If the
raised area or hump is diagonal to the direction of roller travel it can be eliminated
with a subsequent pass.
• End roller passes at different locations to eliminate any raised areas across the full
width of the mat.
• Do not compact to the edge of the mat if a hot joint second strip is to be placed
adjacent to it. The uncompacted strip will minimize any side displacement of the
compacted mat. Compact this strip and adjacent mat on the next pass.

SECTION 6 – LAYING THE MAT
THE PAVING MANUAL 6-1

SECTION 6 LAYING THE MAT
LAYING THE MAT

The following is a general guide to the steps required to produce a finished asphalt concrete
roadway. Specific steps are totally dependent upon the situation and what machines and
automatic controls, if any, are being used.
The responsible party must also check the equipment on hand is the same or equivalent of
what is in the specifications.
NOTE: Mat problems descriptions, photographs and corrections courtesy of

WAPA Washington Asphalt Pavement Association and The Hot-Mix Asphalt
Paving Handbook 2000, Section 19.
INFORMATION REQUIRED BEFORE YOU PAVE

Before paving begins everyone on the crew should be aware of each others responsibilities
and who is in charge of what aspect. This includes names, titles and cell phone numbers as
necessary to eliminate any delays which might occur.
Discuss Yesterdays Problems

Previous problems with laying the mat on a particular project should be discussed and
verification of corrections or change out of equipment completed prior to starting a day’s work.
Possible areas to discuss include:
NOTE: Attempt one correction at a time or you will not be able to determine the
fix when the problem disappears.
NOTE: It is strongly suggested you become aware of what will cause your crew
problems before your start. Once a problem occurs you are going to have to
correct it.
Possible Problems Which May Need To Be Corrected

The following are situations which can occur while paving. Included are pictures to help you
recognize the problem and possible causes. IF YOU KNOW YOU ARE NOT GOING TO
CORRECT THE PROBLEM ON YOUR OWN, MAKE OTHERS AWARE. Review these and
remember where this information is being stored. You do not have to remember this but know
where to find it for future reference.
Fat Spots – Description

Fat spots can be described as isolated areas in the mat where excess asphalt binder is visible
on the surface. A few scattered fat spots may not significantly affect mat durability or pavement
structure; a large number of fat spots may. Figure 6-1 shows how fat spots appear on the
surface. Figure 6-2 shows a core sample of a fat spot location.
6-2 THE PAVING MANUAL

LAYING THE MAT SECTION 6
Figure 6-1
Figure 6-2
A few fat spots will not affect durability of the mat or structure of the pavement. However,
several fat spots due to excessive air voids may lead to potential pavement shoving and
rutting. In addition, skid resistance is reduced due to the smooth texture.
Possible Causes of Fat Spots
1. Excessive moisture in the HMA – Aggregate with significant moisture can

cause fat spots because the moisture vapor will force asphalt binder to the mat
surface behind the paver as it escapes from the mix
2. Petroleum or diesel contamination – This can occur when petroleum products
are spilled onto the underlying surface in isolated areas before paving or when
these products contaminate the mix.
3. Construction – Mixes that use heavily modified asphalt binders, such as SMA,
tend to generate accumulations of asphalt binder on construction equipment

like pavers and MC330. As binder accumulates, it eventually breaks free of the
equipment or drips onto the mat below causing a fat spot.
Solutions To Eliminate Fat Spots
1. Ensure all aggregate is dry when combined with asphalt binder during the HMA
process. Moisture content should be as low as possible but generally not more
than 0.5 percent.
2. Be especially careful when using petroleum or diesel products around a paving
site. These products are banned by most agencies as a truck bed release agent
because of their destructive effect on HMA mats.
3. When paving with modified binders, be particularly careful that excess asphalt
binder does not accumulate on paving equipment and drip onto the newly
placed mat.
Joint Problems
Joint problems discussed here relate to differences in elevation from mat to parallel mat.
Causes could include a lack of mix in the joint, low density mix near the joint. Figure 6-3
illustrates a poor longitudinal joint as paved. Typically poor traverse joints result in a slight
bump, which can affect roughness. Poor longitudinal joints are generally lower in density and
may fail prematurely from raveling (the progressive disintegration of an HMA layer from the
surface downward as a result of the dislodgement of aggregate particles) or cracking and may
allow water infiltration into the base and subgrade.
Figure 6-3

Figure 6-4 shows the joint patched.
Figure 6-4
Possible Causes of Joint Problems

Poor construction, inadequate compaction or poor startup procedures.
If no construction precautions are taken, the longitudinal joint of a multi-lane paving project will
often be significantly less dense than the majority of the pavement and contain surface
irregularities that may or may not be caused by segregation ("Segregation is a lack of
homogeneity in the hot mix asphalt constituents of the in-place mat of such a magnitude that
there is a reasonable expectation of accelerated pavement distress).
Usually a well-constructed joint will be about 1 to 2% less dense than the rest of the lane away
from the joint. However, a poorly constructed joint can have significantly lower density. Low
joint density is common since the edge of the lane first paved (cold lane) is unconfined. As the
roller passes over, this unconfined edge tends to deform laterally rather than compact. The
subsequent lane (hot lane) is confined by the cold lane and therefore tends to be more dense.
Typically, the hot side of the joint is about 2 – 4 times more dense than the cold side
Furthermore, the overall joint does not typically meet minimum density requirements
established for the mat as a whole.
Joint Problem Solutions

The solution to good longitudinal joint construction involves several aspects of the paving
operation. First, pavers can be operated in a way that either eliminates the longitudinal joint
altogether or at least maximizes the likelihood of adequate material placement at the joint.
Second, several different joint construction devices can be fitted onto the paver screed to
assist in material placement and joint compaction. Third, several techniques are available to
better prepare the cold side of the longitudinal joint to adhere to the hot side. Finally, several
different roller techniques can be used to increase material compaction at the joint. The

various techniques listed below have been field tested with varying degrees of success. In
most cases, a combination of several different techniques is required to construct a high
quality longitudinal joint.
Paving solutions involve the following:
• Eliminate the joint altogether. On some roadways it may be practical to pave the
entire width in one single paver pass. Generally, screeds with limitations provide a
solution to roadways narrower than about 8 m (24 ft.). Further, most modern overlay
paving is performed while traffic continues to flow, which necessitates that paving
occur one lane at a time. Therefore, in most instances this is not a practical solution.
• Echelon paving (Paving multiple lanes side-by-side with adjacent pavers) slightly
offset) can improve the longitudinal joint between pavers because both mats are hot
when initially compacted. Rollers behind the echelon pavers can pass directly over
the longitudinal joint while both sides are hot, which results in better compaction.
• Proper mat overlap. A proper mat overlay is about 25 mm (1 inch). The hot lane
should overlap the cold lane such that there is enough material for compression. A
lack of material or inadequate overlap will lead to high longitudinal joint air voids.
Because joint overlaps are so small it is critical that the paver be operated on as
straight a path as possible for both the cold lane and the hot lane
• Roll transverse joints parallel to the joint. The beginning of a paving day almost
always involves a transverse joint. When starting a paver up, place the paver screed
on blocks on the cold side of the joint. The combination of the previously placed mat
thickness (if any) and block thickness should equal the expected uncompacted
thickness of the new mat. This allows the correct amount of mix to be placed at the
joint interface.
Joint Construction Devices
• Notch wedge joint. Notched wedge joint is an extended joint taper placed on the first
paved lane that helps reduce joint air voids. An attachment on the paver screed
forms the mat edge into a tapered section (see Figure 8). Notches on either end of
the taper eliminate the extremely thin taper extremities which might otherwise cause
poor compaction. The notches are at least as deep as the nominal maximum
aggregate size of the mix and the taper is usually spread out over about 0.3 m (1 ft.).
The hot lane overlaps the cold lane notch by about 12.5 to 25 mm (0.5 to 1 inch) and
is bumped back to the notch to ensure enough material at the notch for adequate
compaction. The notched wedge joint also provides a safe ramp for traffic transition
between the cold lane and the yet unpaved portions of the hot lane. Refer to Figure
6-5. This illustrates an edger attached to the end of a screed or screed extension.

Figure 6-5
OM13398383_02
• Cutting wheel. A 250 mm (10 inch) diameter cutting wheel mounted on an

intermediate roller or a motor grader that cuts 25-50 mm (1 – 2 inches) of the
unconfined, low density edge of the initial lane after compaction, while the mix is still
plastic. This technique cuts away and discards the high air void portion of a typical
longitudinal joint.
Figure 6-6
Possible Adhesion Problem

Sometimes longitudinal joints can fail because the hot and cold sides fail to adequately bond
with one another. There are two general techniques to increase the likelihood of bonding
• Heat the cold side before placing the hot side. This will, in theory, increase the cold
side HMA temperature and make the constituent asphalt binder less viscous and
stickier. Typically, an infrared heater is mounted on the paver and aimed at the cold
joint side.
• Coat the cold side with an adhesive material. A tack coat of a thin bituminous liquid
asphalt emulsion or suspension of small asphalt cement globules in water applied
between HMA pavement lifts to promote bonding. Applied to the cold side before
paving the hot side will assist in bonding just as a tack coat assists in bonding
between pavement lifts.

Edger
The standard item used to form the edge of the mat while paving is the edger plate attached
to the end of the screed or screed extension. Figure 6-7 identifies the right side edge guide
(1), the screed assembly (2), a sonic sensor (3) controlling the height (feed rate) of the asphalt
mix (4). Handles on edger guide can adjust the height of the clearance below the edger.
Figure 6-7
Microcracking
Short transverse cracks usually 25 – 75 mm (1 – 3 inch) long and 25 – 75 mm (1 – 3 inch)
apart that appear on the mat surface during compaction.
Microcracking may or may not be an indication of a serious problem in the future. It can be an
indication of mix tenderness described as (an internally unstable mix that will not properly
support the weight of the compactor when hot and will move under the applied compactive
effort.) This can result in the rollers being operated on a cool mat, the surface can be cool
enough and therefore stiff enough to fracture under the compactive effort.
Solutions may include the proper preparation of the surfaced to be paved. Eliminate the
causes for tender mixes or develop a compaction sequence and pattern to accommodate the
tender mix. Compaction sequence and patterns will depend upon the type of mix tenderness.
Do not continue to compact a cool mat that shows signs of cracking under roller loads. In
extreme cases, if the mat below the surface continues to compact and the compaction must
be done to achieve adequate mat density, then the trade off between microcracks (if
compaction is continued) and a low-density mat (if compaction is stopped) must be carefully
weighed.

Figure 6-8 identifies roller checking (mat deflection). Figure 6-9 identifies the same conditions
from close up.
Figure 6-8

Figure 6-9
Tender Mix Explanation/Corrections Recommended

The term tender mix is identified several times in this manual as the root of paving quality
problems. An internally unstable mix that will not properly support the weight of the compactor
when hot and will move under the applied compactive effort.
When this occurs the cause may be:
• Excessive moisture in the mix which turns to steam and displaces aggregates during
compaction
• Rounded aggregate particles
• Insufficient aggregate fines
• Poor bonding to pavement – too little or to much tack coat
• Excessive mix temperature
• Poor compaction technique especially with steel roll roller
• Mix contaminated with diesel fuel
Obviously some of these causes can be corrected on the job site. Others cannot. Verify what
works and does not work one item at a time and make necessary changes.

Non-Uniform Mat Texture
Figure 6-10
Differences in appearance within the mat surface. Extreme differences in mat surface
appearance often take on the look of tearing or streaking and should be investigated as such.
Typically, mat areas that look rougher and more coarse than other areas are of the greatest
concern. HMA mixtures with larger nominal maximum aggregate sizes will naturally appear
more coarse on the mat surface than mixtures with smaller nominal maximum aggregate sizes
Areas to be investigated to eliminate this condition include:
• Handwork behind the paver screed will generally deposit HMA material on top of the
mat either in thin layers or individual aggregate particles. Even after compaction,
areas of handwork are often noticeable. Although minimal handwork is not
detrimental to pavement performance, it can be unsightly and therefore detrimental
to pavement appearance
• Low mix delivery temperature. HMA delivered at low temperatures may not allow
adequate time for compaction. If it is cool enough the compaction equipment
(including the paver screed) may not be able to achieve a smooth surface texture.
• Soft base course or subbase. If the base course or subbase deforms under the paver
screed of compaction equipment, the surface texture may be different from the
surrounding mat.
• Segregation, especially coarse segregation, is often visibly noticeable as a rough
mat texture
• Temperature differentials are often visibly noticeable as a rough mat texture.
• Screed weight distribution

Roller Marks
Roller marks are defined as indentations in the mat which have not been removed by finish
rolling. Marks which can be removed by finish rolling are of little concern. Marks which still
remain, indicate finish compacting may have been done after the mat had cooled beyond the
cessation temperature. Tender mix may also be the problem because we know asphalt
defined as tender mix is internally unstable and will not properly support the weight of the
compactor when hot and will move under the applied compactive effort.
Figure 6-11
The cause of the roller marks identified in Figure 6-11 are the result of the compactor turning
too quickly. Proper compactor operation will eliminate this type of problem.
NOTE: Do not allow the compactor to remain stationary on the mat during the
compaction process.

Washboarding (Surface Waves)
Figure 6-12
Washboarding can be defined as small waves generally about 75 – 100 mm (3 – 4 inch) apart.
Causes for the washboarding effect include:
• Improper operation of a vibratory roller
• Excessive roller speed
• Low vibratory frequency
• Excessive amplitude
Short waves (also called ripples or auger shadows). Generally about 0.3 – 0.9 m (1 – 3 ft) apart
with 0.45 – 0.60 m (1.5 – 2 ft) being the most common separation.
SAFETY
Safety precautions are a combination of the obvious, common sense and awareness,
interpretation and adherence to warning, danger and notice decals on individual machines.
Safety also includes traffic control and looking out for any type of procedures which may be
occurring on an irregular basis such as testing and core sampling and looking out for the safety
of the entire crew.
Safety is the one major issue which overlooked can and will have the greatest consequences
of carelessness.
Maintaining a safe working environment during the paving process is every ones
responsibility. Since all possible hazards cannot be identified you should use the following as
areas where accidents can and will occur if you and your crew fail to heed unsafe conditions.
These include:
• Keep yourself and other crew members from any location that the various equipment
operator cannot see you or be aware of your presence.

• Keep in the view of haulage truck operator when they are backing by watching them
using the truck mirror. If you cannot see them in the mirror they cannot see you.
• Expect the unexpected. Drivers get confused and impatient around a work zone and
may attempt to take an unauthorized or unplanned direction of traffic to exit the area.
• Work as a team looking out for the other members of the crew.
• Do not assume haulage trucks are always going to exit forward. They may backup a
second time to clear the mud flaps.
• Do not ride on any equipment unless you are the operator.
• Wear all safety equipment provided.
• Do not wander around the job site. If you do not belong there, do not go there.
• Be especially aware on crew members such as quality control taking core samples
or measuring density.
• Avoid placing any part of your body between pinch points.
• Be as visible as possible especially at night. If you cannot be seen there is no reason
to avoid driving equipment or traffic into you space.
• Remember night paving is a very different circumstance requiring special safety
considerations.
• Use sufficient well planned and executed night paving singage and police it during
paving.
REFERENCE EQUIPMENT IN TRAIN

The procedures following will be based on the following equipment being used includes:
• Haulage Truck(s)
• MC330 Mobile Conveyor
• PF6160 Paver CW Remix Tub
• Omni 318 Electric Screed
• DD138 HFA Compactor
• PT240 Pneumatic Tired Compactor
GETTING STARTED
The process of paving a roadway can be done in numerous ways and result in a acceptable
final product. Thus, there is no one way to pave a highway. However, there are many incorrect
ways and this is what should be avoided. By following the general instructions in this chapter
while adapting the process to your unique situation, specifications and equipment you will be
able to lay the mat.

Machine Inspection
All of the paving equipment should have a walk-around prior to the start of paving. This should
be done as early as possible allowing time for repairs or corrections to be made or equipment
changed out and not disrupt the paving schedule for the day. Normal machine maintenance
will be performed during this time. This includes fueling, resupplying of release agents and
hydraulic oil and water as required.
Problems discovered the previous day must be corrected or authority given to allow paving to
continue. It is the responsibility of each operator to report problems as soon as practical.
On ALL equipment you should look for:
• Loose or broken parts – tighten or replace

• New cracks or weld separation – inform the crew chief
• New cuts bulges or indications of abnormal tire wear – inform the crew chief
• Oil covered wiring – clean
• Anything loose on the machine – remove/replace
• Grease or mix on tools, steps, instruments or indicators – clean
• Leaks – inform crew chief
• Verify all mechanical adjustments are correct
Following the inspection process and with no outstanding issues to be resolved or corrected,
perform machine operation checks for each machine. Refer to operators manual or your crews
standard practices. Any problems which will have an effect on the ability to lay and compact
the mix to required specification and time frame must be corrected.
Blaw Kote – Release Agent (Not A Cleaner)

Blaw Kote and similar substances are release agents. This means that after Blaw Kote is
sprayed onto a surface, asphalt or similar materials coming in contact with treated surfaces
will be released and not stick. It is not considered a cleaner or soap. In addition, Blaw Kote:
• Requires an 8:1 dilution with water (suspended in water, not dissolved)

• May remain on sprayed surface for six months
• Will not allow asphalt build up where sprayed on machine
• Will reduce friction on pulleys and belt drives – KEEP THESE AREAS CLEAR
• Not effective protection from salt or salt derivatives
• May be removed with solvents
• Will make surface more adhesive if sprayed with diesel fuel
• Not reactive – this means that it does not participate readily in chemical reactions

Aggregate Base Damage

Aggregate bases which have been supporting traffic should be checked for any chuck holes
or other areas requiring attention. These must be corrected by filling with paving mix, and if
sufficiently deep, filled with mix and compacted prior to laying the mat.
Mix Delivery Concerns

Ambient (air) temperatures and frozen ground must be taken into consideration. Specifications
could include a minimum ambient temperature allowed and a feature not permitting placing
asphalt mixtures over frozen base or subgrade.
Covered Loads
Loads of asphalt mix should be covered if there is inclement weather or the ambient
temperature drops below specified low temperature.
Appearance of Loads
Loads of mix should be inspected before placing into the paver or MC330. Correctly designed
and controlled mix with have a slightly rounded appearance, uniform in texture and color with
no visible separation of aggregate from the asphalt.
Possible reasons loads will be rejected include:
• Mix in fluid condition or with free asphalt on the surface

• Excessive number uncoated particles
• Excessively hot mix evidenced by blue smoke
• Excessively cool mix – covered with a crust
• Rising steam indicating excessive moisture
Rejected asphalt mix will be sent back to the asphalt batch plant to be reprocessed.
Mix Delivery Temperature

Mix temperatures should be checked by the inspector on a regular basis. Acceptable
temperatures may vary with the conditions but must be within an approved range. Excessive
out of range temperatures will require the on-site quality control person to take appropriate
action to correct.
Weigh Tickets
Normal procedure calls for the paving inspector to receive a weigh ticket from the truck driver
for each load of asphalt mix delivered to the job site. The ticket would have been initialed by
the weighing inspector and if the load is accepted initials of the paving inspector are added.
This signifies the particular inspection was incorporated into the paving process.

Traverse Night Joint

The joint normally employed to connect the cold end of previously laid mat to the new mat is
a traverse design called a night joint. Refer to Figure 6-13.
Figure 6-13

Table 6-1:
1. compacted mat
2. non compacted mat – identified as buffer
3. vertical face – squared up manually
4. joint paper or 4 mil plastic sheet, freezer
paper
5. wedge – formed by shoveling previously
cleared (extra) asphalt mix
6. mat, buffer and wedge – compacted to
form the night joint.
When terminating daily paving operations the end of the newly laid, uncompacted mat must
be cut off vertically so a full depth lift can be placed squarely against it the following day to start
paving. This process can be completed with the following procedure:
1. Stop the paver with enough material in front of the screed to maintain correct
mat depth.
2. Raise the screed high enough to clear the material and remove the paver/
screed from the mat.
3. Stop compacting approximately 1.2 m (4 ft) from the location of the joint
maintaining an uncompacted 1.2 m (4 ft) buffer zone.
4. Clear compactor from area.
5. Using hand tools clear the excess material away from the end of the mat to form
a clean vertical end.
6. Locate joint paper or 4-mil-plastic sheet as shown in Figure 6-13.
7. Use the material cleared away and form a wedge.
8. Statically compact the joint
In the morning, remove the wedge of material and paper, remove loose material and initiate
start up procedures.
NOTE: Double check the thickness of the last 0.9 to 1.2 m (3 to 4 ft) of the last
paving days mat. Since the paver was possibly discharging the end of available
material depth must be verified. If depth is insufficient, a vertical cut must be
made in full depth material and the joint located at this location.
Longitudinal Joint
A longitudinal joint is the interface between two adjacent and parallel HMA mats. Improperly
constructed longitudinal joints can cause premature deterioration of multilane HMA pavements
in the form of cracking and reveling. These distresses, caused by relatively low density (high

air voids) and surface irregularity at the joints, can largely be avoided through proper
construction techniques and equipment.
Longitudinal joints are required when paving parallel roadways. If possible, echelon paving
using two or more paver can be implemented allowing a hot longitudinal joint to be formed by
the compaction process.
An important aspect of longitudinal joint construction is placement of sufficient mix on the
second pass (lane) to allow compaction of the joint without the first pass (lane) supporting the
compactor and not allowing complete compaction of the second lane. Ideally when compacted
a level joint would result but sufficient material must be placed on the second lane to allow
required compaction and eliminate future problems. A slightly higher lane would be a better
option than an uncompacted lane. Any material left on the compacted mat should be relocated
just off the edge of the compacted mat in the overlap and over the joint.
Certain specifications require the ends of the paved lanes end as close as possible to each
other at the end of the work day. The reduces the exposure of the joint and possible damage.
Areas of concern when preparing a longitudinal joint include:
1. Maintain a straight line when laying the first pass (1, Figure 6-14) on a Basic
Longitudinal Joint to ensure proper over lap (2) with the second pass (3). The
first pass should have a slight edge taper (4). Maintaining a straight line is
recommended for all longitudinal joints.
Figure 6-14
4 3
1 5
6 7
2. Place sufficient material on the second pass (3, Figure 6-14) to allow for roll
down (5, Figure 6-14).
3. Reduce or eliminate low density, partially compacted areas (6, Figure 6-14).
Squared up edges provide strong bonds. Attempt to contain the edges of both
passes.
4. Watch for segregation also along the edges which reduces density and
weakens bonds.
5. Use of a notch-wedge tapered joint (Figure 6-15) to provide minimum vertical
area (1, Figure 6-15) reducing water seepage and ensuring strong bonding.
Difficulties arise when attempting to compact the taper after the first pass. The
proper amount of roll down can also vary along the taper during final

compaction. The vertical notch (2) and overlap (2) should equal approximately
25 mm (1 inch).
Figure 6-15
6.) Employ a cut-back joint (Figure 6-16) using a roller mounted cutting tool (Figure
6-17) to improve bonding between the two passes, greatly increasing density
along the joint, and reducing water seepage. Cut-back joints require precise
steering as well as careful removal of left-over material.
Figure 6-16 Cut-Back Joint
Figure 6-17 Cutting wheel
Main Joint Concern

There are numerous variations on joint construction as employed by various contractors. The
emphasis must be in obtaining a smooth riding transition form the cold to the hot surface. Any
method which will produces such a joint which will resist or eliminate water seepage and
possible damage from freezing is satisfactory. This is true of hot joints as well. Use what works
within the specifications.

Getting Started
1. Be knowledgeable of specific paver machine and automatic controls functions

and adjustments before operating paver tractor.
2. Be knowledgeable of specific screed manual and automatic controls, functions
and adjustments before beginning to operate the screed.
3. Retrieve the feed, grade and slope controls from the overnight storage and
mount to screed as necessary.
4. Remove night joint
5. Locate paver finisher in position to start paving, raise screed and place blocks
under the screed and extensions equal to the thickness of the uncompacted
mat. Refer to the Omni 318 screed manual for specific instructions.
6. Establish your steering guide or references.
7. Initiate heating the screed. Refer to the operators manual for specific
instructions. It takes 20 to 25 minutes to reach 121°C (250°F) for the referenced
Omni 318 screed.
8. By the time the screed has reached operating temperatures the first load of mix
will have been discharged into the MC330 and the MC330 will have discharged
into the paver hopper or remix tub.
9. Lower the screed onto the blocks in the float position.
10. Null out the screed by rotating the adjusting cranks approximately two turns
CCW, or until they feel loose.
11. Set initial angle of attack using depth cranks. Remember, this sets the
thickness of the mat.
12. Start the conveyors and fill the auger troughs until half of the auger height is
covered.
13. Adjust the feed sensors for the desired height of the mix in the auger troughs.
14. Initiate auto controls.
15. In coordination with the MC330 and Haulage Truck imitate paving. Refer to
machine instructions for specific controls.
16. Lay required test strip or strips for compaction testing.
17. Check material depth. Adjust mat depth as required using the depth crank
initially however remember it will take 3 to 5 tow lengths for the change to be
effective.
18. As soon as the first load of asphalt has been spread, the uniformity of the
asphalt texture should be checked. Operator(s) will need to make any
adjustments needed to correct the problem.
19. Check the surface tolerance with an appropriate straight edge immediately.
Correct existing mat and controls as required.

Things To Remember While Paving

The following should be remembered and implemented by the appropriate person responsible
if possible.
• SAFETY FIRST – Everyone

• Paver Operator – Match paver speed to production rate of asphalt concrete plant but
do not outdistance the compactors
• Paver Operator – Stop paver and then go forward to contact the haulage truck if an
MC330 is not being used
• Do not allow the paver hopper to drop below 1/3 full
• Screed Operator – Take a series of depth checks across the width of the screed
before making changes
• Screed Operator – Turn the screed depth crank(s) CCW to INCREASE mat
thickness in 3 to 5 tow lengths
• Screed Operator – Turn the depth crank(s) CW to DECREASE mat thickness in 3 to
5 tow lengths
• Screed Operator – Allow time for mechanical or manual adjustments to take affect.
Avoid over correcting
• Paver Operator – Be careful not to out-distance the compactors
• Paving Foreman – Remix in paver hopper if necessary to avoid segregation
• Remember excess or insufficient head of material in front of the screed will cause
changes in the mat depth without an angle of attack change
• Paver Operator – Banging the paver hopper wings can cause segregation and valve
damage
• Maintain constant communications with appropriate personnel
• Maintain a constant flow of material from the MC330 to the Paver
• Apply Blaw Kote as time and circumstances allow
• Paver Operator – Allow sufficient room to allow required steering of any and all
equipment
• Paver Operator – Keep edge of screed edger plate or extensions from contacting the
curb or gutter
• Complete density checks following compaction as required. Make changes as
required if necessary
Things To Remember While Compacting The Mat

The following should be remembered and implemented by the appropriate person responsible
• SAFETY FIRST
• Be knowledgeable of specific machine and automatic controls functions and

adjustments before starting to operate a compactor.

• Time available to compact the mat is determined by mat temperature, roadway
temperature, mat thickness and environmental conditions.
• Match compactor speed to paver speed. Do not allow the paving function to gain
extra distance on the compactors which cannot be overcome using correct
compacting procedures. If this starts to occur inform your foreman. Do not sacrifice
correct compacting procedures to make up distance.
• Implement the approved rolling pattern.
• Do not attempt to compact cold material. It will not do a satisfactory job.
• Two rollers in formation will produce a greater level of density with the same number
of passes as compactors working end to end.
• Refer to the amplitude setting recommendations listed on the machine decal. Refer
to Figure 6-18.
Figure 6-18


SECTION 7 – TERMINOLOGY

SECTION 7 TERMINOLOGY
INTRODUCTION
General Paving Terminology Reference Table

Refer to the following table to acquaint yourself with the common terms used in the paving
industry.
TERM DEFINITION
Aggregate Any of various loose, particulate materials, as sand,
gravel, or pebbles, used by itself or added to a cementing
agent to make asphalt mix
Aggregate Gradation Factor which affects the way aggregates interlock and
the ease at which aggregates can be rearranged under
compaction.
Air Void Internal spaces in a compacted mix surrounded by
asphalt-coated particles, expressed as a percentage by
volume of the total compacted mix.
Amplitude Absolute value of the maximum displacement from a
zero value during one period of an oscillation
When referring to compaction it is the height the drum

raises in one revolution of the drum eccentric.
Angle Of Attack The angle formed in the space within the top of the
grade/mat and the bottom of the screed or screed plate
when looking from the side of the screed. When the
screed or screed plate in flat on the top of the mat the
angle of attack is zero.
Angle Of Attack (Mat The change in the mat thickness due to the angle of
Thickness) Correction attack being changed. Simplified, it means if half of the
desired additional mat thickness has been achieved
behind the screed, half of the angle of attack correction
has been achieved.
Apron Area directly in front of the (paver) tractor hopper
Asphalt A dark brown to black cement like material in which the
predominating constituents are bitumens, which occur in
nature or are obtained in petroleum processing.
Asphalt Binder Asphalt cement that is classified according to the
Standard Specification for Performance Graded Asphalt
Binder, AASHTO Designation MP1. It can be either
unmodified or modified asphalt cement, as long as it
complies with the specifications.

TERMINOLOGY SECTION 7
TERM DEFINITION
Asphalt Cement Asphalt in a semi-solid state which has been refined to
meet specifications for use in HMA.
Asphalt Concrete Asphalt binder mixed with aggregates and thoroughly
compacted into a uniform dense mass.
Asphalt Delivery Truck Dump or tandem truck(s) which is loaded at an asphalt
batch plant and delivers hot mix asphalt to the road
construction site and unloads hot mix into the paver
hopper or mobile conveyor hopper.
Asphalt Pavements Pavements consisting of a surface course of asphalt
concrete over supporting courses such as asphalt
concrete bases, crushed stone, slag, gravel, Portland
Cement Concrete (PCC), brick, or block pavement.
Asphalt Prime Coat An application of asphalt primer to an absorbent surface.
It is used to prepare an untreated base for an asphalt
surface. The prime penetrates or is mixed into the
surface of the base and plugs the voids, hardens the top
and helps bind it to the overlying asphalt course.
Asphalt Release Agent A release agent for preventing hot mix asphalt,
(Blaw-Kote) especially polymer-modified asphalt, from sticking to
surfaces of delivery truck beds or paving equipment. The
release agent is applied onto the truck beds to create a
slippery non-stick surface so that the road asphalt which
comes in contact with such truck bed surfaces will not
adhere.
Asphalt Tack Coat A relatively thin application of asphalt binder applied to
an existing asphalt concrete or PCC surface at a
prescribed rate. Asphalt emulsion diluted with water is
the preferred type. It is used to form a bond
between an existing surface and the overlying course.
Auger Paver tractor mounted screw conveyer(s) that distributes
paving material discharged by the tractor conveyor
across the full width of the screed.
Automatic Feed Control A machine mounted control that automatically controls
the speed of the conveyors and augers which determine
the quantity of asphalt being positioned between the
tractor and the screed.
Automatic Screed Controls Electronic components mounted to the paver/screed
which automatically, by way of sensors, control the tow
arm cylinder to maintain position parallel to a reference
surface by monitoring the existing screed angle of attack
during the paving process.

TERM DEFINITION
Base Coarse The layer immediately beneath the surface course. It
provides additional load distribution and contributes to
drainage and frost resistance. Base courses are usually
constructed out of aggregate or HMA.
Batch Plant A manufacturing facility for producing asphalt paving
mixtures that proportions blending. They manufacture
asphalt in batches rather than continuously and are more
suited for small manufacturing runs and (frequent)
changes in mixture types.
Bearing Capacity Capacity to support weight expressed in pounds per
square inch.
Binder Course The hot mix asphalt course immediately below the
surface course, generally consisting of larger aggregates
and less asphalt (by weight) than the surface.
Bitumen Any of various flammable mixtures of hydrocarbons and
other substances, occurring naturally or obtained by
distillation from coal or petroleum, that are a component
of asphalt and tar and are used for surfacing roads and
for waterproofing.
Bolt On Screed Extensions A fixed width section of screed with similar adjustments
bolted to the end of the fixed (extending) screed to
extend the width of the screeding surface
Breakdown Roller/ The first compactor behind the screed. Generally steel
Compactor drums they have the greatest effect on the mat.
Buying Back (Tow Arm Rotating the adjusting crank on the screed to induce an
Adjustment) Cylinder unnecessary change in the angle of attack. The
automatic controls will sense the screed is beginning to
raise or lower and will reposition the tow point to the
previous and correct location. Doing so extends/retracts
the adjustment cylinder rod thus buying back cylinder.
This procedure must be done slowly so as not to effect
the mat depth.
Cessation Temperature The temperature at which asphalt binder becomes stiff
enough to effectively prevent any further reduction in air
voids regardless of the applied compactive effort.
Compaction The process by which the volume of air in an HMA Hot
Mix Asphalt mixture is reduced by external forces to
reposition the HMA aggregates (stones) into a more
closely spaced arrangement. The standard
measurement for asphalt compaction value is
percentage of air voids (by volume) of compacted HMA.

TERM DEFINITION
Compactor Drum The vertical movement of the compactor drum(s) when
Amplitude vibrating.
Contact Sensor Sensing device which is constantly in contact with a
reference surface and actuates a rotary sensor as the
contact surface rises and lowers. The sensor then
signals for a response from the appropriate component.
Contour The outline of a figure or body; the edge or line that
defines or bounds a shape or object
Control Stations A console or metal enclosure with control actuators such
as switches, rheostats and push/pull buttons mounted
conveniently for the operator to control various actions of
the machine to which it is mounted.
Core Sample Cylindrical shaped sample (plug) of roadway asphalt or
cement usually obtained using a circular saw blade.
Used to verify finished characteristics of material where
sample was obtained.
Course Aggregate Aggregate retained by a 2.36 mm (No. 8) sieve
Crab Steering Identified when all ground contacts (wheels/tracks) are
turned in the same direction.
Cracked Rocks Identified as aggregate used in the mix which has
cracked following the paving process
Cutback Asphalt Asphalt cement that has been liquified by blending with
petroleum solvents (diluents). Upon exposure to
atmospheric conditions the diluents evaporate, leaving
the asphalt cement to perform its function.
Delivery Tolerances Permissible variations from the exact desired proportions
of aggregate and bituminous material as manufactured
by an asphalt plant
Densification The act of increasing the density (removing air) of a
mixture during the compaction process
Density The mass per unit volume of a substance under specified
conditions of pressure and temperature
Depth Cranks Mechanical cranks (wheels) mounted to the screed
which will rotate the main screed about the pivot points
where the main screed is supported in the side arm
assemblies. Used by screed operators to change the
screed angle of attack.
Drum – Milling Powered, horizontally-mounted, rotary shell equipped
with numerous replaceable cutter teeth.

TERM DEFINITION
Drum Mix Plant A manufacturing facility for producing asphalt paving
mixtures that proportions the aggregate, then dries and
coats the aggregate with a proportional amount
of asphalt in the same drum. Variations of this type of
plant use several types of drum modifications, separate
(and smaller) mixing drums, and coating units
(coater) to accomplish the mixing process. They are
more suited for long runs of the same product.
Durability – Asphalt Durability is a measure of how asphalt binder physical
properties change with age (sometimes called age
hardening). In general, as an asphalt binder ages, its
viscosity increases and it becomes more stiff and brittle
Eccentric Vibrator A series of offset weights mounted to a common shaft
resulting in vibration when rotated. Mounted to vibrate
the screed during the screed compaction process.
Echelon Paving A formation of pavers in which individual vehicles are
arranged in parallel lines, each to the right or left of the
one in front, so that the whole presents the appearance
of steps.
Edge Guide Grade Sensor An optional kit which is designed to sense the grade of
Kit the roadway and control the tractor tow points thus the
screed angle of attack. An example kit would include:
Edger Guide Sensor Kit
Grade Sensor Assembly
Sensor Am/shoe Assy
Manual Package– Blaw-Kontrol Ags-7.5
Ref Dwg: Edger Guide Sensor Kit
Ref Dwg: Blaw Kontrol
Emergency Stop An electronic switch mounted to mobile paving
equipment control panels which, when actuated, cuts all
or most of the electrical power to the machine allowing
spring applied (hydraulically released) brakes to apply
and stop or retard machine movement
Emulsified Asphalt Emulsified asphalt is a suspension of small asphalt
cement globules in water, which is assisted by an
emulsifying agent (such as soap). Emulsions have lower
viscosities than neat asphalt and can thus be used in low
temperature applications. After an emulsion is applied
the water evaporates away and only the asphalt cement
is left. Emulsions are often used as prime coat and tack
coat.

TERM DEFINITION
End-Of-Pass Wedge/Taper Profile of the end of a mat/lift or course designed to
accept a reverse profile of succeeding passes to form a
joint
Erected Stringline This consists of stringline erected to specified elevations
that are independent of existing ground elevation. Most
often this is done using a survey crew and a detailed
elevation/grade plan. Although the stringline method
provides the correct elevation (to within surveying and
erecting tolerances), stringlines are fragile and easily
broken, knocked over or inadvertently misaligned. Lasers
can be used to overcome the difficulties associated with
stringlines because they do not require any fragile
material near the pavement construction area. Lasers
can establish multiple elevation or grade planes even in
dusty or high-electronic and light-noise areas and are
therefore sometimes used to construct near-constant
elevation airport runways. The laser method becomes
quite complicated, however, when frequent pavement
grade changes are required.
Extra Material For The material beyond the anticipated final mat thickness.
Compression As a newly laid mat is compressed, its thickness
decreases and it becomes more dense. This extra
material is identified as the compaction factor.
Fat Spots Isolated areas in the mat where excess asphalt binder
visible on the surface
Field Of View The entire expanse visible to a machine operator when
seated in the normal operating position
Finish Compactor Last compactor employed to remove marks left by the
other compactor and provide a smooth mat.
Fixed Width Screed A screed without the capability of being extended
hydraulically adding width extensions
Float To rest or remain on the surface of a liquid or mix
Floating Beam An aluminum beam, supported by a series of spring-
loaded shoes, towed beside the paver and used as a
grade averaging reference

TERM DEFINITION
Foamed Asphalt Foamed asphalt is formed by combining hot asphalt
binder with small amounts of cold water. When the cold
water comes in contact with the hot asphalt binder it
turns to steam, which becomes trapped in tiny asphalt
binder bubbles. The result is a thin-film, high-volume
asphalt foam. This high-volume foam state only lasts for
a few minutes, after which the asphalt binder resumes its
original properties. Foamed asphalt can be used as a
binder in soil or base course stabilization, and is often
used as the stabilizing agent in CIPR.
FPM Feet per minute
Fractured Faces Physical characteristics of fractured or broken aggregate
surfaces
Frequency Absolute value of the maximum displacement from a
zero value during one period of an oscillation
When referring to compaction it is the number of times

the drum vibrates (revolutions of the eccentric) in one
minute
Front Wheel Assist A standard two-wheel feature on the PF6170 tractor with
four-wheel option available. This includes hydraulic drive
units to two or four of the hard rubber front machine
support wheels.
Gradation Particle size distribution of aggregate in HMA or the
earth.
Grade The ratio of vertical to horizontal distance. A 0% grade is
a level surface. By definition, a 100% grade is a one to
one ratio of vertical to horizontal distance or 45 degrees.
Also defined as the base surface over which paving is
being performed
Grade Sensor An electronic or sonic (sound) sensing device which
continually measures the distance from the head of the
sensor to the grade reference surface in the direction of
travel
Grade/Slope Controller Controlling unit which interprets input signals from grade
and slope sensors and initiates appropriate changes in
the position of the screed
Gradient The degree of inclination, or the rate of ascent or decent
in a highway or railroad bed.

TERM DEFINITION
Head Of Material (mix) The mass of paving material that lies directly in front of
and spans the entire width of the screed during the
paving process.
Homogeneous Having uniform structure or composition throughout
Hydraulic Screed Integral extensions on a screed hydraulically actuated to
Extensions increase/decrease the effective width of the screed.
Impermeability The resistance an asphalt pavement has to the passage
of air and water into or through the pavement.
Intermediate Compactor Compactor used if additional compacting is required after
the first (breakdown) compactor. Pneumatic tired
compactors are sometimes used because they provide a
kneading type of compaction.
Joint Location where a newly laid mat connects to a prior mat.
Joint Matching Shoe. This usually consists of a small shoe or ski attached to
the paver that slides on an existing reference surface
(such as a curb) near the paver. Ultra sonic sensors
accomplish the same task without touching the existing
surface by using sound pulses to determine elevation
reference. This type of grade control results in the paver
duplicating the reference surface on which the shoe or
ski is placed or ultra sonic sensor is aimed.
Joint Overlap The width the hot lane overlaps the cold lane.
Lane, Cold A previously paved lane. Mix temperature is at or near
ambient temperature and the lane can support traffic
loads.
Lane, Hot The lane being currently placed. HMA is at placement
temperature
LCD Liquid Crystal Display – Electronic display on a control
station.
Lead Crown Amount of crown or vertical displacement on the leading
edge of the screed plate
Leveling Course A course of hot mix asphalt of variable thickness used to
eliminate irregularities in the contour of an existing
surface prior to placing the subsequent course
Lift/Course/Layer A layer or course of paving material applied to a base or
a previous layer.
Long waves Generally farther apart than short waves. Can be in
excess of 30 m (100 ft) apart.

TERM DEFINITION
Longitudinal Extending in the direction of the length of a thing; running
lengthwise
Longitudinal Joint A longitudinal joint is the interface between two adjacent
and parallel HMA mats.
Lute (Luting) A hand held paving tool for spreading and smoothing
asphalt concrete, consisting of a straightedge mounted
transversely on a long handle, to spread and smooth
(concrete in a pavement) with a lute.
Lute Person A paving crew member who cleans up /repositions
excess asphalt mix behind the screed to prepare the mat
for compacting with the use of a lute or rake.
Manual / Auto / Stop Type of 3-position selector control switch initiating the
conditions identified
Mass A measure of the amount of matter contained in or
constituting a physical body. May be expressed in
kilograms.
Mat Newly laid asphalt mix
Material Feed Sensor Sensor mounted to monitor the level of mix in the
conveyors or auger tunnel
Micro Cracking Short transverse cracks usually 25 – 75 mm (1 – 3 inch)
long and 25 – 75 mm (1 – 3 inch) apart that appear on
the mat surface during compaction.
Milling An act or instance of subjecting asphalt pavement to the
operation of a self propelled rotating drum equipped mill
Milling Plan The general procedures for asphalt milling, asphalt
removal, portland cement concrete pavement milling,
scarification and profile milling, and transition milling are
required to be designated in the quality control program.
Mobile Reference. A reference system that travels with the paver consisting
of a long beam or tube attached to the paver called a
"contact" device since it actually touches the road – or an
ultrasonic device called a "non-contact" device since it
relies on ultrasonic pulses and not physical contact to
determine road elevation. The mobile reference system
averages the effect of vertical deviations in the existing
pavement surface over a distance greater that the
wheelbase of the tractor unit. Minimum ski length for a
contact device is normally about 7.5 m (25 ft.) with a
typical ski lengths being on the order of 12 to 18 m (40 to
60 ft.) (Asphalt Institute, 2001).

TERM DEFINITION
Night Joint Specially prepared joint at the end of new asphalt which
will be used to form a joint with the asphalt laid the
following morning.
Null Of measure zero
Nulled Grade And Slope Sensors operating but are not transmitting a signal to the
Sensor controller.
Nulled Screed Screed with zero angle of attack. Bottom of screed flat on
ground or support members. Depth cranks loose to
rotation.
Open Mat Texture A condition where holes or gaps have appeared in the
mat surface
Park Brake – Apply / Electrical control on operators station which initiates the
Release application or release of the machine SPRING APPLIED/
HYDRAULICALLY RELEASED parking brake only
Pass When compacting it is considered passing any point one
time.
Pass Pattern Complete series of maneuvers by the compactor
operator to obtain required density of compaction.
Paver Control Stations A console or metal enclosure with control actuators such
as switches, potentiometer, and various buttons mounted
conveniently for the operator to control various functions
and of the paver. Normally a curb side and a traffic side
station is supplied.
Paver Conveyor Dual-slat chain driven conveyor system which conveys
mix from the hopper to the back of the tractor onto the
augers
Paver Feeder System The dual-conveyors and dual-augers systems of the
tractor/paver which delivers mix to the front of the screed
Paver Hopper The section of the tractor which receives mix from the
loading truck
Paver Hopper Wings Folding sides of the hopper which open to receive mix
and close to feed the conveyor.
Paver Push Rollers Rollers mounted to the front of the MTV or tractor which
contact the delivery trucks rear tandem wheels when the
tractor is paving and pushing the delivery truck forward
Paver Screed Lift Hydraulic cylinders attached to the rear of the paver used
Cylinders to raise the screed for traveling and lower the screed
assembly for paving full down in float.

TERM DEFINITION
Tow-Point Cylinders Hydraulic cylinders attached to the sides of the paver
used to raise and lower the forward end of screed tow
arms pivoting the screed on its trailing edge setting the
screed angle of attack.
Paver Tunnel The auger location area between the front of the screed /
screed extensions and the rear of the paver and tunnel
extensions.
Paving The process of discharging asphalt mix onto a prepared
roadway, spreading the mix to a predetermined width,
smoothing and compacting the mix to a pre determined
thickness, density, profile and surface quality.
Paving Speed The speed in m/min. or fpm of the paver (tractor).
Percent Air Voids (Density) A calculated percentage of HMA volume occupied by air.
Can be measured by nuclear density gauges
Permeability The capability of a porous rock or sediment to permit the
flow of fluids through its pore spaces
Pre-Strike-Off Height-adjustable plate(s) located in front of the screed
extensions and the main screed. It act as a strike-off for
the open area developed when the extensions are
actuated. It limits the amount of material between the
extension strike off and the screed.
Process Balance The procedures for balancing the HMA operation,
include the production, transportation, placement, and
compaction of the mixture. The purpose of this balancing
is to assure that there is the proper amount of HMA to
provide continual operation of the paver and that there is
a sufficient number of rollers to provide an effective
compaction production rate approximately equal to the
paver speed. One procedure to determine
whether the HMA operation is balanced uses an average
paver speed and plant production chart, roller coverage
tables, and roller drum widths
Pug Mill A kind of mill for grinding and mixing clay, either for
brickmaking or the fine arts; a clay mill. it consists
essentially of an upright shaft armed with projecting
knives, which is caused to revolve in a hollow cylinder,
tub, or vat, in which the clay is placed
Resurfacing The process of placing a new mat over a deteriorated
surface including brick, concrete and asphalt.

TERM DEFINITION
Road / Screed Crown The traverse (side-to-side) vertical contour of the finished
mat also of the screed plate on the bottom of the screed
which forms the crown
Roadway All facilities on which motor vehicles are intended to
travel such as secondary roads, interstate highways,
streets and parking lots.
Roller Marks Indentations that remain in the mat surface after rolling
operations are complete.
Scarify To break up the surface of topsoil or pavement
Screed A fabricated adjustable assembly towed by a paver and
leveling hot mix asphalt positioned by the paver
Screed Angle Of Mechanical adjusting cranks mounted to the screed
Adjustment Depth Crank which adjust the screed angle of attack independent of
the tow arm position.
Screed Assist A control option that provides hydraulic pressure to the
rod end of the screed lift cylinders which reduces the
floating weight of the screed on the mat surface.
Screed Bevel Edger A mechanical mechanism which mounts to the sides of
the screed or screed extensions and produces a beveled
edge on the mat.
Screed Control Stations A console or metal enclosure with control actuators such
as switches, rheostats and push/pull buttons mounted
conveniently for the operator to control various functions
of the screed and certain related functions of the paver.
Normally a curb side and a traffic side station is supplied.
Screed Crown Adjust Mechanically or hydraulically powered components on a
screed which sets the screed crown
Screed Curb Attachment Mechanical assembly attached to the end of the screed
or screed extension to form a curb profile by the action of
the screed
Screed Edger Plate Mechanical assembly which attaches to each side of the
screed or screed extensions and forms the longitudinal
(direction of travel) edge(s) of the mat
Screed End Plate Mechanical assembly attached to the end of the screed
or screed extension to form an edge profile by the action
of the screed

TERM DEFINITION
Screed Extension Fixed or adjustable additions to the screed to make it
wider. Basic screed widths are between 2.4 m (8 ft.) and
3.0 m (10 ft.). However, often it is economical to use
wider screeds or adjustable width screeds. Therefore,
several manufacturers offer rigid extensions that can be
attached to a basic screed or hydraulically extendable
screeds that can be adjusted while paving is in process.
Screed Vibrator A series of offset weights mounted to a common shaft
resulting in vibration when rotated. Mounted to a screed
to vibrate the mat as it is being formed by the screed.
Screed Strike-Off Vertically adjustable plate located across the leading
edge of the screed. Used to meter material to the face of
the main screed (located behind the extension storage
position) when the extensions are positioned outward.
Screed Tail/Road Crown Crown on the trailing end of the screed
Screed Tamper Powered mechanical device mounted to the back of the
screed which compacts the top of the mix during the
paving process
Screed Tow Arms Long horizontally mounted arms positioned on each side
of the tractor with the leading ends attached to the tow
point cylinder rod ends. The trailing end is attached to the
screed side arm assemblies which support the screed.
Seal Coat A thin surface treatment used to improve the surface
texture and protect an asphalt surface. The main types of
seal coats are fog seals, sand seals, slurry seals, micro-
surfacing, cape seals, sandwich seals and chip seals.
Segregation Segregation is present in a mixture if there is a
concentration of coarse materials in some areas of the
paved mat while other areas contain a concentration
of finer materials. Segregation creates non-uniform
mixes that do not conform to the original job mix formula
in gradation or asphalt
Short waves (also called Generally about 0.3 – 0.9 m (1 – 3 ft) apart with 0.45 –
ripples or auger shadows). 0.60 m (1.5 – 2 ft) being the most common separation.
Shoving Displacement of the HMA mixture in a longitudinal
direction while compacting
Slope Variation in height of the roadbed measured across the
width of the roadway, deviation from the horizontal or
vertical.

TERM DEFINITION
Slope Sensor Electronic device mounted to the slope beam on the
screed two arms which identifies location of the tow arms
from a zero-gravity or level position
Standard Something considered by an authority or by general
consent as a basis of comparison; an approved model
Steering Guide A sighting device (chain hanging on machine) which aids
the operator to follow a predetermined course such as a
stringline or line on the prepaved surface in the direction
of travel
Sub Base Course The layer between the base course and subgrade. It
functions primarily as structural support but it can also (1)
minimize the intrusion of fines from the subgrade into the
pavement structure, (2) improve drainage and (3)
minimize frost action damage. The subbase generally
consists of lower quality materials than the base course
but better than the subgrade soils. A subbase course is
not always needed or used.
Super Elevation Super elevation is the tilting of the roadway to help offset
centripetal forces developed as the vehicle goes around
a curve. Along with friction it keeps a vehicle from going
off the road. A super-elevated section is proceeded by a
transition section. The values of super elevation are
determined from the American Association of State
Highway Transportation Officials Design Guide and are a
function of the rate of super elevation and the curve
radius.
Superpave Superpave, the final product of the Strategic Highway
Research Program (SHRP), was developed as a system
for specifying asphalt materials. It stands for Superior
Performing Asphalt Pavements and represents a basis
for specifying component materials, designing and
analyzing bituminous concrete mixture designs, and
predicting pavement performance. It is an improvement
over previous mixture designs because Superpave
designs mixtures for specific locations, climate, and
traffic.

TERM DEFINITION
Surface Course The layer in contact with traffic loads. It provides
characteristics such as friction, smoothness, noise
control, rut resistance and drainage. In addition, it
prevents entrance of surface water into the underlying
base, subbase and subgrade. This top structural layer of
material is sometimes subdivided into two layers: the
wearing course (top) and intermediate/binder course
(bottom).
Surface Tolerance Vertical difference of the surface of the asphalt mat for a
given distance. An example would be 6mm in 3m (1/4
inch in 10 feet). If the height changes more than this
amount the mat is not within specifications.
Tare (Truck) Weight Weight of unloaded truck used to calculate weight of load
by subtracting tare weight from loaded weight.
Tender Mix An internally unstable mix that will not properly support
the weight of the compactor when hot and will move
under the applied compactive effort.
Tow Length – Automatic The horizontal distance from the grade sensor to the
Control Adjustment back edge or pivot point (auto controls only) of the
screed
Tow Length – Manual The horizontal distance from the tow point on the Paver
Adjustment to the screed manual crank adjustment screed pivot
point.
Traverse To pass or move over, along, or through.
Traverse Joint Joint located across the width of the mat
Traverse Mixing Tub An open bottom rectangular container equipped with
hydraulically powered rotating augers. Used as an HMA
remix element when placed in the hopper on an MTV
feeding a paver.
Tunnel Extensions Vertical plates which extend the width of the paver tunnel
when actuated outward which helps retain mix between
the paver and the screed.
Viscous Having the ability to flow (syrup)
Wash Boarding Small waves generally about 75 – 100 mm (3 – 4 inch)
apart
Workability (Asphalt the capability of being placed and compacted with
Cement) reasonable effort.

SECTION 8 – TROUBLESHOOTING

SECTION 8 TROUBLESHOOTING
Troubleshooting Reference Table

Refer to the following as a general guide to identify solutions to paving problems.
Table 8-1:
PROBLEM POSSIBLE CAUSE POSSIBLE

SOLUTION
Automatic Controls Improper Set-up, Positioning And/or Refer To Automatic
Malfunction Adjustment Controls Manual.
Excessive Moisture In Mix Correct At Plant Or
Transport Procedures
Excessive Screed Vibration Check Operation Of
Vibrator Elements And
Bleeding
Reposition Weights If
Necessary
Excessive Tack Coat Revise Quantity Per
Square Foot
Bright Streak Down Too Much Lead Crown Adjust As Necessary
The Center Of The
Mat Augers Worn Repair Or Replace
Insufficient Lead Crown Adjust As Needed

Insufficient Material Around Auger Box Reverse Augers
Centerline
Worn Augers Repair Or Replace
Streaking
Incorrect Rolling Procedure Apply Proper Rolling

Procedures
Fluctuating Head Of Material Refer To “Head of
Hairline Cracks
Material” on page 4-15
Excessive Paving Speed Refer To “Paving
Speed” on page 4-17
Excessive Paving Speed Decrease Paving
Inadequate Pre- Speed
compaction Rates Base Or Paving Mix Is Too Soft Increase Vibration
Speed

TROUBLESHOOTING SECTION 8

SOLUTION
Incorrect Number Of Compactor Passes Obtain Correct
Longitudinal Roller Compaction
Marks Procedures
Mix Is Too Soft Correct At Plant
Paving Too Thin Adjust Angle Of Attack
To Increase Mat
Non-uniform Mat Thickness
Texture Material Segregation Refer To “Material
Segregation” on
page 4-21
Rolling Was Delayed Correct Paver/
compactor
Coordination
Depth Crank Over Correction Refer To “Angle of
Attack” on page 4-4
Poor Longitudinal
Joints Not Maintaining A Straight Line On The Follow Reference
First Pass
Too Much Overlap Correct
Incorrect Joint Preparation Refer To “Traverse
Night Joint” on page 6-
17
Poor Traverse Joint Improper Nulling Procedure Refer To “Getting

Started” on page 6-21.
Cold Screed Plate Check Screed Heaters
Incorrect Rolling Procedure Apply Proper Rolling
Procedures


SOLUTION
Erratic Paving Speeds Adjust Paving Speeds
To Plant Output
Paver Is In Poor Condition Make Necessary
Corrections
Ripples In The Mat
Loose Or Worn Depth Cranks Repair Or Replace
Poor Material Flow Characteristics Correct At Plant Or
Transport Procedures

TROUBLESHOOTING SECTION 8

SOLUTION
Poor Rolling Procedures Learn And A.pply
Proper Rolling
Procedures
Excessive Paving Speed Refer To “Paving
Speed” on page 4-17
Unstable Mix Correct At Plant Refer
To “Material
Composition” on
page 4-2
Lack Of Vibration Check Operation Of
Vibrator Elements And
Reposition Weights If
Screed Marks And Necessary
Poor Surface-
texture. Extensions Set To High Or Too Low Refer To Screed
Controls Manual.
Too Little Material Before Extensions Install Appropriate
Augers And Guards
Worn Screed Plate Replace Screed Plate
Cold Screed Plate Check Screed Heaters
Trucks Bumping Paver/holding Brakes Inform Driver Of Proper
Procedures Refer To
“HMA Supply Truck
Bumping The Paver”
on page 4-18 And
“HMA Supply Truck
Holding Brakes” on
page 4-19
Paver Hopper Less Than 30% Full Ensure Paver Hopper
Is At Least 30% Full


SOLUTION
Screed Depth Crank Improperly Set Set For Required Angle

Of Attack
Depth Cranks Worn Repair Or Replace
Front Of Screed Plate Worn Replace
Screed Rides Nose Pre-strike-off Set Too High Refer To “Screed

Down Hydraulic Extensions
Strike-Off Adjustment”
on page 3-26 Or
Specific Screed
Manual
Hydraulic Screed Extension Set Too High Refer To Screed
When Extended Controls Manual.
Overloaded Augers Refer To “Head of
Worn Augers Repair or Replace
Waiting Too Long For Loads Of Mix Adjust Paving Speed
To Match Plant
Screed Rises At Available Capacity
Each Take Off
Variation In Mix Temperature From Load Inform Truck Driver
To Load And Plant
Grade Sensor Mounted At Tow Point Move Sensor To Side
Arm
Tearing Behind Extensions Too Low Raise Extensions

Screed With
Extensions
Retracted

SUBJECT INDEX
A J
Aggregate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Joint Configuration . . . . . . . . . . . . . . . . . . . . . . 2-11
Aggregate Gradation . . . . . . . . . . . . . . . . . . . . . 7-2 Joint Requirements . . . . . . . . . . . . . . . . . . . . . . 2-8
Angle Of Attack . . . . . . . . . . . . . . . . . . . . 3-21, 7-2
Asphalt Release Agent . . . . . . . . . . . . . . . . . . . 7-3 M
Automatic Feed Control . . . . . . . . . . . . . . . . . . 7-3 Method and End Result Specifications . . . . . . 2-3
Automatic Grade and Slope Controls . . . . . . 2-17 Method Specifications . . . . . . . . . . . . . . . . . . . . 2-3
Automatic Screed Controls . . . . . . . . . . . . . . . . 7-3 Mobile Reference . . . . . . . . . . . . . . . . . . . . . . . 7-10
B N
Buying Back (Tow Arm Adjustment) Cylinder 7-4 NOTICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Null . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
C Nulled Screed . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Compaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4 O
Contractor Paving Specifications . . . . . . . . . . . 2-3 Operating Instructions . . . . . . . . . . . . . . . . . . . . 6-2
Contractor Quality Control . . . . . . . . . . . . . . . . 2-5
Control Stations, Screed Control, Assembly 2-16 P
Paver / Screed Configuration . . . . . . . . . . . . . 2-14
D Paver Finisher . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
DANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 Paver Hopper . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 Paver Operator’s Knowledge . . . . . . . . . . . . . 3-18
Depth Cranks . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 Paver Operator’s Responsibilities . . . . . . . . . 3-19
Pre Strike Off . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
E Pre Strike Off Manual Adjustments . . . . . . . . 3-24
Edger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 Pug Mill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Electrocution Hazard . . . . . . . . . . . . . . . . . . . . . 1-5
Emergency Stop . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Q
Equipment Availability and Crew Preferences . . Quality Control Responsibilities . . . . . . . . . . . . 2-5
2-15
Erected Stringline . . . . . . . . . . . . . . . . . . . . . . . . 7-7 R
Extension Availability Configurations . . . . . . 2-15 Removing Excessive Crown Requirements . . 2-9
Extension Raise/Lower Adjustment Indicators . .
3-30
S
Extensions Strike-Off Adjustment . . . . . . . . . 3-26
Screed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Screed Angle Of Adjustment Depth Crank . . 7-13
F Screed Control Option
Float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7 Assembly
Control Stations . . . . . . . . . . . . . . . . . . . 2-16
G Grade Sensor . . . . . . . . . . . . . . . . . . . . . 2-19
General Information . . . . . . . . . . . . . . 2-2, 7-2, 8-2 Screed Operator’s Responsibilities . . . . . . . . 3-21
Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . 6-21 Screed Strike-Off Adjustments . . . . . . . . . . . . 3-28
Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8 Segregation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Grade Sensor . . . . . . . . . . . . . . . . . . . . . . 2-19, 7-8 Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Grade/SlopeController . . . . . . . . . . . . . . . . . . . 2-15 Slope Adjutment Indicators . . . . . . . . . . . . . . . 3-30
Slope Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
H Steering Guide . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Head Of Material (mix) . . . . . . . . . . . . . . . . . . . 7-9 Suffocation Hazard . . . . . . . . . . . . . . . . . . . . . . . 1-5
HMA Composition Availability . . . . . . . . . . . . . 2-5 Superpave . . . . . . . . . . . . . . . . . . . . . . . . . 2-6, 7-15
Surface Tolerance . . . . . . . . . . . . . . . . . . . . . . 7-16
I
Introduction . . . . . . . . . . . . . . . . . .2-2, 4-2, 5-2, 7-2
PF6160/PF6170 Paver/Finisher 1-1
SUBJECT INDEX
T
Three Point Contact . . . . . . . . . . . . . . . . . . . . . . 1-4
Tow Length - Automatic Control Adjustment 7-16
Tow Length - Manual Adjustment . . . . . . . . . 7-16
Traverse Joint . . . . . . . . . . . . . . . . . . . . . 2-13, 7-16
W
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Warning
Special Dangers . . . . . . . . . . . . . . . . . . . . . . . 1-5
Work Zone Safety . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-2 PF6160/PF6170 Paver/Finisher

Ref. No. VOE21A1004283 English
CPN 43929603
Printed in USA 2007-12 CST
Volvo, Shippensburg

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VOLVO CONSTRUCTION EQUIPMENT

MORE CARE. BUILT IN.

Diesel engine exhaust and some of its constituents

Battery posts, terminals and other related

General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intro-2

SECTION 1 – SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Paving Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

SECTION 2 – PAVING PROJECT CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

The Paving Manual PAGE

SECTION 3 – PAVING EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

SECTION 4 – PAVING FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

HMA Placement Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

SECTION 5 – COMPACTION FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

The Paving Manual PAGE

SECTION 6 – LAYING THE MAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Information Required Before You Pave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

SECTION 7 – TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

General Paving Terminology Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

Troubleshooting Reference Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

The Paving Manual PAGE

The Paving Manual Intro-1

Intro-2 The Paving Manual

• Individual Machine Operator and Maintenance Manuals

The Paving Manual Intro-3

• ASPHALT – any dark-colored, solid, bituminous substance, native in various areas

Intro-4 The Paving Manual

General Paving Procedures Description – Milling

The Paving Manual Intro-5

General Paving Procedures Description – Asphalt Delivery/Discharge

Intro-6 The Paving Manual

The Paving Manual Intro-7

Intro-8 The Paving Manual

The Paving Manual 1-1

BE AWARE OF SAFETY INFORMATION

1-2 The Paving Manual

This is the SAFETY ALERT SYMBOL. It is used to

DANGER indicates an imminently hazardous

WARNING indicates a potentially hazardous

CAUTION indicates a potentially hazardous

CAUTION used without the Safety Alert Symbol

NOTICE is used to notify people of installation,

SELECTION AND QUALIFICATION OF PERSONNEL

The Paving Manual 1-3

MANDATORY SAFETY MEASURES

SAFETY INSTRUCTIONS GOVERNING OPERATION

Hand Rails Three Point Contact

READ and FOLLOW ALL safety Warning and Instruction decals.

1-4 The Paving Manual

WARNING OF SPECIAL DANGERS

Observe the following procedure if your machine comes in contact with

•Stay in the operator’s seat.

Failure to observe this warning could result in electrocution or death.

Breathing exhaust fumes from internal combustion engines can lead to

Never operate internal combustion engines in an enclosed area with poor

Failure to obey this warning could result in carbon monoxide poisoning

The Paving Manual 1-5

WORK ZONE SAFETY

1-6 The Paving Manual

The Paving Manual 2-1