CEDARAPIDS (2015) - Quality Paving Guide Book

A Terex Company
Quality Paving
Guide Book
19705 (10/00) Part # 49999-143

Table of Contents
Introduction ............................................................................................................................................. iii

Basic Functions ......................................................................................................................................... 1
Self-Leveling & Traction Features ......................................................................................................... 2
Rubber-Tire Pavers, Track Pavers
Material Feed System ............................................................................................................................... 3
Hoppers, Conveyors, Conveyor Flow Gates, Augers
Material Feed Sensors .............................................................................................................................. 4
Limit Switch, Proportional Feed Sensor, Sonic Feed Sensor
Screed ...................................................................................................................................................... 5-8
Screed Tow Points and Tow Arms, Screed Depth Cranks, Main Screed Crown Control,
Vibrators, Screed Heaters
Paving Techniques .................................................................................................................................... 9
Factors Affecting the Screed
Paving Speed ........................................................................................................................................... 10
Stopping and Starting Paver
Screed Assist System ......................................................................................................................... 12-13
Adjusting Screed Assist, Angle -Of-Attack
Screed Reaction Time ............................................................................................................................. 14
Adjusting Mat Thickness (Manual Paving) ......................................................................................... 15
Average Depth Method, Desired Yield Method
Strike-Offs and Blades ...................................................................................................................... 16-17
Fixed Strike-Offs, Hydraulic Strike-Offs, Vertical Blades, Screeding Blades
Line of Pull .............................................................................................................................................. 18
Main Screed Crown ................................................................................................................................ 19
Head of Material ..................................................................................................................................... 20
Controlling Head of Material ........................................................................................................... 21-25
Flow Gates, Spilled Material, Material Feed Sensors, Limit Switch, Limit Switch Setup,
Proportional Feed, Proportional Feed Setup, Sonic Feed Control, Sonic Operation, Effect of
Heat Waves, End Gate Mounting, End Gate Setup
Material Design .................................................................................................................................. 26-28
Gradation of Material Design, Aggregate Size in relation to Paving Depth, Asphalt Content,
Temperature of Material
Rolling (Compaction) ........................................................................................................................ 29-32
Temperature Effects, Paving Depth, Pre-Leveling Grade, Stopping Roller, Roller Patterns,
Vibratory Roller Travel Speed, Checking Unrolled Mat
Automatic Screed Control ................................................................................................................ 33-37
Building Profile, Rideability, Evaluation of Jobs, Basics of Automation, Grade Control,
Grade Sensor Deadband, Slope Control, Remote Hand-Held Set Unit, Centering Hand-Held
Unit, Slope Deadband, Setting Deadband
Agetk System Four Settings ............................................................................................................. 38-41
Accessing System Four Performance Settings, Operation Checks
Basic Sensor Principles .......................................................................................................................... 42
Sensor Positioning
19705 (10/00) -i-

Table of Contents
Areas Of Deviation ............................................................................................................................ 43-44

Tow Point, Screed, Sensor
Sensor Location with Respect to Screed Reaction ......................................................................... 45-49
Effective Length of Tow Arm, Screed Mounting, Grade Control for Joint Matching, Grade
Control for Fixed Stringline, Grade Control for a Ski, Types of Skis, Traveling Stringline
Slope Control System ........................................................................................................................ 50-52
Sensor Positioning, Building For Rideability, Building For Profile
Reactions (Combinations of Grade and Slope) .............................................................................. 53-54
Ski and Slope (forward and rearward), Joint Matcher and Slope (forward and rearward)
SMOOTHTRAC™ Sonic Averaging System (SAS) ..................................................................... 55-69
Installation, Assembly, Setup, & Operation
Slope Conversion Table ......................................................................................................................... 70
Operation................................................................................................................................................. 71
Nulling Screed
Joints ................................................................................................................................................... 72-74
Transverse Joints, Longitudinal Joints, Using Automatics
Segregation ......................................................................................................................................... 74-75
Segregation before Paver, Segregation in Truck, Segregation Stripe, Pre-Compaction Stripe
Troubleshooting Guide ..................................................................................................................... 76-80
Paving Terminology .......................................................................................................................... 81-82
CIMA Information ............................................................................................................................ 83-89
Asphalt Paver Component Nomenclature List, Rubber-Tire and Crawler Paver Diagrams
19705 (10/00) - ii -
Introduction
This information should provide a clear understanding of equipment construction,
function, capabilities and requirements.
The information is based on the knowledge and experience of highly qualified people
at Cedarapids Inc. Proper use of this information will promote high efficiency, maximum
service life and low maintenance costs.
The information contained in this manual should not be considered all-inclusive for
every application. Questions about specific uses of this equipment should be directed to
Cedarapids Inc.
Using this equipment for any purpose other than its intended use assumes the risk of any
danger in doing so.
Respectfully,
Cedarapids Inc.
SAFETY INSTRUCTIONS
Federal, state and local safety regulations must be • Wear a protective mask when harmful air pollution
complied with to prevent possible danger to person(s) exists.
or property from accidents or harmful exposure.
This equipment must be used in accordance with • Wear clothing that fits snug to prevent getting
all operation and maintenance instructions. caught in moving parts. Loose-fitting clothing
should not be worn.
We strongly recommend that all persons involved
with this equipment be familiar with this manual,
• Wear safety goggles, gloves and long-sleeve shirts
operation and maintenance manual and all related
when in close proximity of hot asphalt materials.
engine manuals.
• Wear ear plugs if needed.
• Read all warning, caution and instruction signs.
• Mount and dismount the paver from the rear using
• Know what guards and protective devices are only the steps, handrails and walkways provided.
included and see that each is used. Additional
guards and protective devises that may be required
• Allow the operator only on the operator’s platform
due to the various paver configurations must be
when the paver is in operation.
installed by the user (owner) before operating.
• Before starting the paver, make sure the brakes are
• Install all auger guards and vibrator covers before in the ON position, all other systems are in the OFF
operating the paver.
position and all personnel are clear of the paver.
• Never attempt to install or remove any part or • Allow the operator only on the paver when
assembly when the paver is running.
traveling or roading.
19705 (10/00) - iii -

• Before leaving the operator’s seat always place the • To prevent injuries, screed safety cables and
brake switch ON and all other controls and switches additional blocking beneath the screed must be
in the OFF or NEUTRAL position. used before any checks or adjustments are made.
• Reduce travel speed when going down steep grades • Keep all personnel clear of augers and screed when
to prevent over-speeding. the paver is operating.
• Keep operator’s platform, steps and screed • Do not refuel the paver with the engine or screed
walkways clear of all obstructions (tools, lunch heater system running. All sparks and open flames
boxes, rakes, shovels, etc. to prevent tripping or must be kept a minimum of 50 feet away from the
falling. paver when refueling.
• Keep all personnel clear of paver when operating. • Do not wash or spray down the screed with the
screed heater system operating.
• Do not allow personnel near the hopper area when
the paver running. • To prevent fire hazards, keep the basket area of the
tractor free of oil, fuel and trash buildup.
• Do not allow personnel to walk between the paver
and truck. • To prevent fire hazards, keep the screed free of oil,
asphalt and trash buildup to prevent fire hazards.
19705 (10/00) - iv -
Quality Paving Guidebook
A Terex Company
Basic Functions
Figure 1
The paver's responsibility is to place a given material The rubber tire paver is generally used on well-
design over an irregular grade or roadway and meet compacted base or overlay jobs.
specifications for approximate grade profile, texture The tractor is self-propelled, utilizing hydraulic
and rideability. An asphalt paver consists of two pumps and motors to tow the screed.
major components: the tractor and the screed. We
Other functions such as feeder systems, auxiliary
will discuss what each component does in a paving
and vibrator systems are also powered by the tractor.
operation.
Each system is addressed to provide an understanding
Tractor of how they relate to the paving operation.
Rubber tire and track (crawler) pavers are basically
the same and perform the same functions in a paving
operation.
The track paver is generally used when paving on
soft or yielding bases. A track paver provides a high
degree of flotation and traction in these base
conditions.
19705 (10/00) -1-

A Terex Company
Self-Leveling &
Traction Features
Pull Point
Pull Point
Line of Pull Line of Pull
Pivot Pivot
Pivot
Drive wheels can move Front Bogies Pivot

independent of each other
Figure 2 Figure 3
The tractor is designed to pave over irregular grades The independently mounted rear drive tires conform
and keep the frame relatively parallel to the line of to ground profile. The line-of-pull is stabilized from
paving. This self-leveling ability is very important front to rear and side to side. Tractive effort is
in maintaining a consistent line-of-pull on the screed. dramatically increased because the wheel load is
The line-of-pull will be discussed in later chapters. equal in most conditions.
Rubber-Tire Pavers The operator can reconfigure the frame raise if
A rubber tire paver utilizes a three-point suspension traction problems occur. Mat problems that would
design to allow the tractor to move over irregular have been introduced due to poor traction are
grades and maintain a relatively constant line-of- controlled.
pull on the screed. Severely irregular grade conditions Track Pavers
will cause a change in the line-of-pull to the screed. A track paver utilizes a three-point suspension design
The degree or amount of tow point change is averaged to allow the tractor to move over irregular grades and
over the length of the wheel base. The self-leveling maintain a relatively constant line-of-pull on the
action combined with the time it takes a screed to screed. Severely irregular grade conditions will
react to changes of the line-of-pull, allow the screed cause a change in the line-of-pull to the screed. The
to place material in a constant profile. degree or amount of tow point change is averaged
As the tractor moves over irregular grades, the front over the length of the track. The self-leveling action,
bogies pivot as they pass over irregularities. (Figure combined with the time it takes a screed to react to
2) This action helps keep the line-of-pull relatively changes of the line-of-pull, allow the screed to place
constant. As severe irregularities are encountered material in a fairly constant profile.
and the line-of-pull changes, the actual degree or As the tractor moves over irregular grades several
amount of change at the tow point area is smaller, things are happening. First the tracks and roller will
because it is mounted at center point of the wheel conform to the grade to help keep the line-of-pull
base. relatively constant. Then the track frames pivot to
allow for irregularities from side to side. The frame
pivoting action further enhances the tractor’s ability
to maintain a constant line-of-pull. (Figure 3)
19705 (10/00) -2-

A Terex Company
Material Feed System
Hopper Wings
Feed Control
Figure 4
Slat Conveyors
Flow Gates
Augers
Screed
The material feed system plays a very important part of the screed and match varying material demands
in producing constant, high-quality mats. The feeder from left to right sides of the screed, as irregular
system consists of FIVE sub-systems. (Figure 4) A grades are paved. The operator can quickly change
good understanding of how they function in relation the flow gates to match changing material demands
to each other and their relationship to mat quality by simply moving the left or right control switches
cannot be over-emphasized. located on the operator control console. We will
Hoppers discuss how to set the flow gates for different
applications and conditions in later chapters.
The hoppers are a storage area for material being
delivered to the paver by truck or windrow elevator. Augers
The hopper capacity will compensate for the The left and right augers are connected to left and
fluctuating material demands encountered when right conveyors. The conveyor and auger systems
paving over irregular grades and will help allow for operate independently. The augers take the material
a more constant paving speed to be maintained. being delivered by the conveyors and move it outward
The hopper wings can be folded upward to use the across the width of the screed.
material that collects in the corners. Mounted at the The augers have reversing paddles mounted in the
front of the hoppers is the hopper flashing. The inboard side. (Figure 5) These reversing paddles
flashing helps prevent spillage of materials from the help fill in the void area underneath the auger
hopper. It may be necessary to change the flashing conveyor drive box. Two types of augers are used,
to match the configuration of the trucks used. lined and standard.
Conveyors Lined augers have Ni-hard flight and shaft liners
The left and right conveyors consist of heavy chains attached to the auger for heavy-duty use and are
and flight bars. They are driven by separate hydraulic abrasion resistant. Standard augers have a hard
pumps and motors and move material from the facing stripe on the outer edge of the flights for
hopper through the feeder tunnels to the left and lighter duty applications.
Reversing Paddles
right augers independently. Thus the varying material
demands from left to right can be maintained. Main Augers
Conveyor Flow Gates

The left and right conveyor flow gates control the
amount of material being moved from the hopper to
the augers. They can be raised or lowered
independently to control the head of material in front
Figure 5
19705 (10/00) -3-
A Terex Company
Material Feed Sensors
The operator has the option to run the left or right

auger conveyor system in manual or automatic mode. Speed will vary
When in automatic mode, the feed sensor on that according to position
side will control the level of material on the outboard of the wand
end of the auger. By setting the position and height
of the feed sensor and working in conjunction with
the flow gate setting, the head of material can be
Off at 45°
maintained at a constant level. Cedarapids uses Maximum
three types of material feed sensors in various models speed at 90°
of pavers: limit switch, proportional and sonic.
Limit Switch Feed Sensor
Figure 7
The limit switch system turns the auger conveyor Proportional Feed Sensor
system off and on as the level of material raises or
lowers. It uses a mechanical wand that floats on top Sonic Feed Sensor
of the material and rotates the limit switch shaft as The sonic feed system uses reflected sound waves to
the level changes. (Figure 6) sense the level of material. It sends out short
ultrasonic pulses several times a second. A timing
circuit is started when the pulse is sent out and is
stopped when the first echo is received. The length
of time between sending the pulse and receiving the
echo is used to calculate the distance to the material
being sensed. The controller then proportionally
varies the speed of the auger conveyor system to
maintain a constant level and uniform flow of material
Control Arm
Extendable Wand across the width of the screed. (Figure 8)
The sensor can be
mounted from 12" to 30"
Figure 6 - Limit Switch away from the material
Proportional Feed Sensor Sensor sends out pulses of

ultrosonic sound then
The proportional system will vary the speed of the times the return echo.
auger conveyor system in relation to the rotation of

the sensor wand. As the level of material rises and
falls, the speed of the auger conveyor system will
increase or decrease to maintain a constant level and
Figure 8
uniform flow of material across the width of the
Sonic Feed Sensor
screed. (Figure 7)
19705 (10/00) -4-

A Terex Company
Screed
Screed Tow Point
Line of Pull
Screed Pull Arm Tow Point Cylinder

Figure 9
All Cedarapids pavers employ a free-floating screed averaging. As changes are introduced, the screed
design. The screed can be thought of as a completely will average the change over a longer area, thus
separate machine that is towed behind the tractor producing a surface that meets the approximate
and free to float up or down independently of the specifications for profile, depth and rideability.
tractor. It is attached to the tractor by two screed Some specifications conflict with smoothness.
arms that connect at the center of the tractor on each Tolerances for depth of material and yield is an
side. (Figure 9) example where specifications and smoothness
Where the pull arms connect is called the tow point. conflict. The only way to produce a smooth surface
The two screed lift cylinders attached to the screed is place more material in the depressions and less on
raise the screed for transport. They are placed in a the humps. This concept is usually mentioned in
float mode when paving and do not restrict the connection with paving, but seldom followed. All
screed from moving independently of the tractor. too often we fall into the trap of placing too much
By introducing a slight nose-up attitude to the screed influence on depth in a given area, instead of
or angle-of-attack and towing the screed forward controlling the average thickness over the entire
with a constant level of material or head of material area.
in front of it, the screed will climb to a point where There are many different factors that can adversely
it will establish a fixed depth. At this point the screed affect the paving operation. These range from
is floating on the material, much as a boat and skier production of the aggregates at the pit or quarry, to
float on water. the last rolling operation on the job. We will discuss
A very important concept of an asphalt screed is its all of these factors in later chapters to see how they
ability to resist immediate changes of depth and effect the paving operation and how they are
slope, caused by outside factors like material design, controlled.
temperature or human error. This ability is called The two hydraulic cylinders located at the tow point
are used when automatic grade and slope controls
are employed. They can also be used to make minor
adjustments to the depth or thickness of the mat
when paving manually.
19705 (10/00) -5-

A Terex Company
Screed
Hand Depth
Counter-Clockwise
Crank
Thinner
Clockwise
Figure 10 Thicker
Crown Burner
Burner
Vibrator
Optional hand cranks are available for those that prefer

turning the hand crank counterclockwise to increase depth.
Screed Tow Points and Tow Arms Screed Depth Cranks

The screed has two tow arms that connect to center The screed depth cranks are the primary means that
point of the tractor or the tow point. Connecting at set the desired depth of material being placed on the
the center point of the tractor enhances the grade. (Figure 10) As the hand crank is turned
performance of the screed, by maintaining a clockwise, the angle of the screed bottom or angle-
consistent line-of-pull. When paving over irregular of-attack in relation to the grade is increased, causing
grades, the tractor can pivot much like a seesaw the screed to climb to a new thicker depth. If the
without changing the line-of-pull. If the irregularities hand crank is turned counterclockwise, the angle of
are such that the line-of-pull is changed, the actual the screed bottom or angle-of-attack in relation to
amount of change to the screed angle-of-attack is the grade is decreased, causing the screed to go
minimal, due to the length of the tow arm. down to a new thinner depth. Only small adjustments
should be introduced and the results checked, as the
screed does not react immediately to the full amount
of the change that was introduced. Refer to Screed
Reaction Time for an explanation of how quickly the
screed reacts to given changes.
19705 (10/00) -6-

A Terex Company
Screed
3" Maximum 1" Maximum

Positive Crown Negative Crown
Figure 11
Main Screed Crown Control

The main screed crown control allows the screed (c) percent of asphalt; (d) temperature (mix, ground
bottom to be set to a flat profile, or be bent to match and ambient); (e) depth of material; and (f) grade
specifications for various road profiles. The crown conditions.
can be set from a 1 inch negative to a 3 inch positive The vibrators can be adjusted for both VPM
crown over 10 feet. (Figure 11) (vibration-per-minute) and amplitude (amount of
Vibrators force imparted from the screed to the material).
The vibrators mounted on the screed rearrange VPM is adjusted by turning a control valve located
particles and aggregates in the material being placed on the screed. Clockwise rotation increases VPM,
so the texture is more uniform. Approximately 80% while counterclockwise rotation decreases VPM.
to 85% of the theoretical maximum density is usually (Figure 12)
achieved by the screed. The amplitude is changed by relocating the
The actual density achieved by a given screed is orientation of the eccentric weights located on the
dependent on: (a) the amount of bearing pressure vibrator shaft. (Figure 13)
applied to the material by the screed; (b) mix design;
Amplitude Setting
Vibrator
Speed Control Figure 13
Figure 12 120°
Clockwise rotation of the knob

increases VPM.
The smaller the angle
Counterclockwise rotation
the higher the amplitude
decreases VPM.
19705 (10/00) -7-

A Terex Company
Screed
Figure 14
Screed Heaters (Burners) A misconception commonly encountered is the

The screed has two or more heaters mounted on it, heaters can heat up cold material. This is not true.
depending on model. The heaters preheat the screed Even if the screed bottom is super-heated only the
bottom to the temperature of the material being surface materials are warmed up.
placed. The screed should be heated before start up If cold materials are encountered, the hot plant
or when the screed has been raised out of the mix for output temperature could be increased or covering
an extended period of time. the truck beds should be considered. If the burners
If the screed is not brought up to the same temperature are left on for an extended period of time, the
of the mix, the texture of the mat will appear open temperature of the surface materials could rise above
and torn. Depth control problems can also be 325° F, which could damage or destroy the asphalt
attributed to a cold screed bottom. content. The screed bottoms could also warp if
overheated.
19705 (10/00) -8-

A Terex Company
Paving Techniques
Factors Affecting the Screed

The factors affecting the performance of a paver are not exclusive to the paver but can originate from other
sources. We will discuss each of the following factors to provide a good understanding of the effect they
can have on producing high quality mats:
Angle of Attack
Temperature
Temperature Paving Speed
(Mix, Ground, Air)
(Mix, ground, air)
Line of Pull
Rolling (Compaction) Material Design Head of Material Grade Conditions

Automatic Screed Control
Figure 15
19705 (10/00) -9-

A Terex Company
Paving Speed
Approximate Asphalt Tonnage for 1" Compacted Mat in Tons-per-Hour

Paving Width in Feet
FPM 6' 7' 8' 9' 10' 11' 12' 13' 14' 15' 16' 17' 18' 19' 20'
10 22 26 29 33 37 40 44 48 51 55 58 62 66 69 73
20 44 51 58 66 73 80 88 95 102 109 116 124 131 139 146
30 66 77 87 99 110 120 131 142 153 164 175 186 197 208 219
40 88 102 116 131 146 161 175 190 204 219 233 248 263 277 291
50 110 128 146 164 183 201 219 238 256 273 291 310 329 347 365
60 131 153 175 197 219 241 263 285 307 328 349 372 394 416 438
70 153 179 204 230 256 281 307 332 358 383 407 434 460 485 511
80 175 204 233 263 292 321 350 380 409 437 466 496 526 555 584
90 197 230 261 296 329 361 394 427 460 492 524 558 591 624 657
100 219 256 291 329 365 4022 438 475 511 547 582 620 657 694 731
110 241 281 320 361 402 442 482 522 562 601 640 681 723 763 803
120 263 307 349 394 438 482 526 569 613 655 698 743 788 832 876
These tonnages are approximate and based on average width, depth, paving speed and
density. Specific weights of asphalt mixes will vary. Read the speed of the paver in feet per
minute down the left hand column and paving width across the top. Example: At 40 fpm,
paving a one-inch, 10-foot wide mat would take approximately 146 tph.
For a 1¦2-inch mat, multiply the chart figure by 0.5. This example for a 1¦2-inch mat would be
approximately 73 tph.
For a 2-inch mat multiply the chart figure by 2, which in the above example would be
approximately 292 tph. The above chart is based on material weighing 146 pounds per cubic
foot. If actual material weight is 124 pounds per-cubic-foot, the ratio would be 124 pounds
per cubic foot divided by 146 pounds per cubic foot, giving 0.85 of the value shown.
The contractor must get increased production for 2) Take into account the method used to deliver
every hour worked without loss of quality. So a material to the paver. This includes the number
paver must place every ounce of material delivered of trucks, size of trucks, distance from plant to
to it while maintaining top quality. To do this paver and traffic conditions.
consistently a few things must be taken into account: 3) Know the paving width and depth. Use the
1) The tonnage output of the hot plant has to be chart in this section to calculate the paver
known. Remember, the output rate can change speed required to place the material.
due to outside factors such as the amount of
moisture in the stock pile.
19705 (10/00) - 10 -
A Terex Company
Paving Speed
type and amount or degree of speed change. The

amount of change due only to paving speed is very
Speed is consistent small. The head of material is also dependent or
Consistent Depth
affected by paving speed and will cause changes to
occur.
Uniform Density
Increasing the paver speed will decrease the time
the material spends under the screed, therefore
changing the equilibrium of the screed. The screed
Speed Increase will drop in depth to a point where the equilibrium
Density Change Occurs of the screed is reestablished. (Figure 16)
Decreasing the paver speed will increase the time
Depth Decrease
the material spends under the screed, therefore
changing the equilibrium of the screed. The screed
will climb in depth to a point where the equilibrium
Speed Decrease of the screed is reestablished.
Density Change Occurs
Stopping and Starting Paver
It is best to keep the paver moving at a constant rate
Depth Increase
but it may become necessary to stop the paver during
operation. We recommend stopping the paver as
Figure 16
quickly as possible, without being erratic in nature.
The ideal operation is when the paver is moving at a The same is true of starting the paver. Accelerate as
fixed speed, a minimum of 80% to 90% of the time quickly as possible to the previous paving speed.
and only spending 10% at a lower rate of speed or This minimizes any deviation in depth. An increase
stopped. Most defects in a mat will occur where a in depth can occur in the area where the screed stops
paver is stopped. A higher quality mat will be in certain materials. This change is due primarily to
produced by keeping the paver at a constant speed, the head of material, temperature of material, screed
limiting stops and amount of time stopped. settling and the friction differences between the
When the paving speed is consistent, the amount of material and screed bottom when the screed is stopped
shear force is constant and the amount of time the or moving.
material spends under the screed is uniform. The When a paver is stopped, all screeds tend to settle to
screed will remain at that given depth. some degree depending on material designs. By
Assume all factors and conditions are constant and limiting the number of stops and keeping the paver
not influencing the screed. When the paver speed moving, fewer mat problems will occur. If a paver
varies, the screed has a tendency to rise and fall. has to stop for an extended period of time, making a
This is due to the amount of force required for the joint should be considered. When stopped for
screed to shear through the head of material and the extended periods of time the material temperature in
compaction effort of the screed. front of the screed and in the hopper drops. This
The amount of change in depth introduced by varying change of temperature will cause a texture change to
the paver speed is dependent on the material design, occur in the mat being placed and also a depth
temperature of the material, paving depth, screed change.
19705 (10/00) - 11 -
A Terex Company
Screed Assist System
Screed Assist Valve Accumulator
Figure 17
Dump
Valve
Pressure
Gauge
The screed assist system provides a means to adjust material, depth, paving speed, material flow
the bearing weight of the screed on the material to gates, automatic screed controls). Note the
meet varying material designs and paving widths. amount of settling that occurs when the paver
By adjusting the system to meet the specific is stopped.
conditions encountered, higher quality mats can be 5) To check if settling is unacceptable, let the
produced. Excessive settling marks traditionally lead roller pass over the marked area, one pass
encountered while paving narrow widths and using forward. If the mark is removed by the first
tender material designs can now be controlled. pass of the roller, no further adjustment will be
Adjusting Screed Assist required. (Figure 18)
1) Set the screed on the ground. Screed lift switch 6) If the mark was not totally removed in the first
set to float. pass, again loosen the jam nut on the adjustor
2) Screed assist switch on. valve and increase the pressure 25 psi while
paver is moving. Repeat steps 4 and 5. See if
3) Loosen jam nut on screed assist adjustor valve. lead roller takes the mark totally out.
Adjust pressure reading on the gauge to 200
psi. 7) Repeat this procedure until the mark can be
totally removed on the first pass of the lead
4) Start paving operation as normal after all other roller.
operational settings have been set (head of
A normal settling mark can be rolled Excessive settline marks cannot be taken
completely out by the first pass of the roller. out by the first pass of the roller.
Roller Figure 18 Roller
19705 (10/00) - 12 -
A Terex Company
Screed Assist System
The Dump Valve should remain closed at all Do not use any more pressure than required to
times. It is provided to dump pressure from the control settling or the screed may have a tendency to
system, so it can be worked on safely by the ride on its nose. This could cause other mat problems.
mechanics. Rule of Thumb Higher pressure is required for
Do not switch the screed assist system off and on narrow-width paving (under 12 feet wide), lower
during a paving operation. This will cause mat pressure is required for wide-width paving (beyond
defects. 12 feet wide).
Angle of Attack
The angle-of-attack (or angle of the screed bottom in relation to the grade being paved) controls the depth
of material. When a screed has established a given depth on both sides of the screed, the screed is floating
on the material with a nose-up attitude or a given angle-of-attack. The angle-of-attack required to produce
a given depth is dependent on screed type, material design, material depth and temperature of the material.
The angle of the left and right sides of the screed can be set independently of each other to a given degree.
This means material depth on the left side of the screed can be different from that being placed by the right.
This is done by introducing a twist in the solid screed bottom.
There are two ways to set or control the angle-of-attack:
1) The primary means is the left and right screed depth cranks. These are used to establish the desired
depth and profile of mat being placed. (Figure 19)
2) The tow point cylinders are used to maintain a previously established depth or profile in conjunction
with screed automatic grade and or slope controls. They can also be used in a manual mode to make
minor corrections to the depth or profile. (Figure 20)
Some other factor of screed settings also affect the angle-of-attack. These are the fixed strike-off setting,
hydraulic strike-off type and setting, the line of pull, and the main screed crown setting. Refer to each subject
for an explanation of how they can affect the angle-of-attack.
Figure 19 Hand cranks
turned clockwise
to thicken
Tow point unchanged
The tow point is unchanged but the angle-of-attack can be increased or

decreased by turning the screed hand cranks. By use of the hand cranks,
depth can be varied from 0 to 12 inches.
Figure 20 Hand cranks

unchanged
Tow point raised
The hand cranks are unchanged, but the angle-of-attack can be increased or
decreased by moving the tow point up or down. By use of the tow point
cylinders, depths can be varied up or down from the depth established by the
hand cranks. It is important to remember the amount of angle required to
produce a given depth will vary due to material design, screed type, depth of
material and temperature.
19705 (10/00) - 13 -
A Terex Company
Screed Reaction Time
Five lengths of tow arm are required for correction to be completed
Figure 21
First length 60-65% The next four lengths the remaining 30 - 35%
Screed reaction time refers to the amount of time Crank is turned

clockwise
required for a screed to complete a change in depth
that was introduced by the screed depth cranks or by
a change in position of the tow points.
As shown in figure 21, a given downward change
was introduced to the angle-of-attack. If no other
Original Angle Increased Angle New angle is slightly
changes are introduced, the screed will decrease in larger than original
Figure 22
depth approximately 60% to 65% of the total amount
of change in the first length of the tow arm. As the The actual angle-of-attack required for a specific
screed travels four more lengths of the tow arm, the depth is dependent on the material design,
remaining 30% to 35% of the total change will temperature of the material, depth of material and
occur. screed type. Course, dense material designs will
require a smaller angle-of-attack to produce a given
The reason the screed completes 60% to 65% of the depth in comparison to a fine graded or sandy
total change in the first length of the tow arm and material design. This is due to the compaction rates
then takes four more lengths of the tow arm to of the various material designs.
Screed pivots around
tow point Figure 24
Normal angle
of attack is 1/8" to
1/4" for best mat
Figure 23 texture.
complete the remaining 30% to 35% is because the

screed actually pivots around the tow point. (Figure
23) When the angle-of-attack is increased from a
A screed should run with a 1¦8 inch to 1¦4 inch nose-up
given depth, the higher angle-of-attack will allow
attitude or angle-of-attack. (Figure 24) When running
more material to meter under the screed, causing it
in this range the full width of the screed bottom is
to start climbing. As the screed climbs, the new
utilized to produce the best possible mat texture. If
higher angle-of-attack starts decreasing and the
the screed is allowed to run at extremes of increased
amount of material metered under the screed
or decreased angle-of-attack, poor mat texture will
decreases, causing the rate of climb to decrease. The
result. In these conditions, only a small portion of
new angle-of-attack established at the end of five
the screed bottom is utilized for compaction and
lengths of the tow arm will be slightly larger than
texture, decreasing the life of the screed bottom.
that required at the thinner depth. (Figure 22)
19705 (10/00) - 14 -
A Terex Company
Adjusting Mat Thickness

(Manual Paving)
Our objective is to place a smooth, uniform asphalt Figure 25 shows a very important fact about a depth
mat over an irregular grade. When paving manually, sticker. It shows only the thickness of material at
we do not have the advantage of screed automation one exact point behind the screed and does not
controlling depth adjustments for us. This control is reflect the grade conditions yet to be paved over.
in the hands of the screed operator. He has to Correct the screed only after multiple checks
evaluate the grade conditions and specifications or have determined the average thickness.
requirements of the job. Factors of average depth, Desired Yield Method
yield, profile and slope become a big concern as
most manual paving jobs will not allow for more The second way to control yield is to calculate the
material to be placed than what was estimated or bid desired yield and adjust the screed to conform. To
on. To be able to place a smooth, uniform mat over do this, figure out how many linear feet a truckload
irregular grades and control yield, we have to be able of material should be capable of paving and then
to check and control our material usage. There are adjust the screed to obtain that yield.
two ways to do this. First, determine the compacted weight of the material
Average Depth Method being placed (in pounds per cubic foot). For this
example, assume the material is 144 lbs per cubic ft.
The first method of manual control is to determine
the average depth desired and adjust the screed to Then, figure the desired depth in feet. For example,
obtain that depth. The most common means to if the desired depth is 2 inches, and there are 12
measure depth employs a depth sticker. Take a inches per foot, this gives 2 inches x (1 ft. per 12
minimum of five checks about five feet apart and inches), which = 2¦12 feet deep. Multiply the
average the checks. compacted weight (144 lbs per cubic ft.) by the
depth (2¦12 ft.) and desired width of the mat (for
Example: The desired average depth is two inches. example, 12 feet). 144 x 2¦12 x 12 = 288 lbs per foot
Make no corrections to the depth until all five checks of travel. The desired yield of a mat 2 inches thick
have been made. The first check measures 17¦8 and 12 feed wide is 288 lbs per foot of travel.
inches. The second measures 27¦8 inches. The third
measures 21¦8 inches. The fourth measures 13¦4 inches. Next, find out the weight of the material in an
The fifth measures 17¦8 inches. All five checks equal average truck. Assume it is 36,000 lbs. Divide
101¦2 inches. Divide 101¦2 inches by the number of 36,000 by 288 lbs. per ft. and you get 125 linear feet
checks (5). This equals approximately 23¦32 inches. of travel per truckload. 36,000 lbs./ 288 lbs. per ft.
We are approximately 3¦32 inch above our desired 2 of travel = 125 linear feet.
inch average. The screed has averaged the depth for We should be able to pave approximately 125 feet
us. If we would have introduced a change for each with this truckload of mix. If the yield is high or low,
check we would only have been mirroring the make a small adjustment and re-check. Remember,
irregular grade and would not have achieved a you will never be able to hold a 0 yield factor due to
uniform coverage and smooth surface. the irregular grades, but you will be able to keep it
very close to zero. The important fact is by using this
Figure 25 method we are not over-correcting the screed, which
Improper use of a depth sticker causes humps and bumps. Instead we are allowing
creates humps and bumps instead of
a smooth uniform surface.
it to average the material depth for us, which produces
uniform coverage and a smooth surface.
19705 (10/00) - 15 -
A Terex Company
Strike-Offs and Blades

(Affects Angle-of-Attack)
Fixed Strike-offs If the fixed strike-offs are set too low for the material
The fixed strike-offs act as a material metering design being used, not enough material is allowed to
device to control the amount of material allowed to pass under the screed. This lack of material does not
pass under the screed, thereby controlling or affecting provide the necessary lift or float. To maintain a
the angle-of-attack required to produce a given given depth, the angle-of-attack must be increased
depth. They also absorb wear that would have been to compensate for the lack of lift. In this condition
introduced to the nose area of the screed bottom. the screed is running with a excessive nose-up
The normal setting of 1¦2 inch above the screed attitude. Only the rear portion of the screed is
bottom will work fine in most material designs actually compacting and finishing the material being
currently used. (Figure 26) There are material placed. Poor mat texture occurs and extreme wear is
designs that will require changing the setting to introduced to the rear or trailing portion of the screed
allow the screed to run with the desired 1¦8 inch to 1¦4 bottom. (Figure 28)
Rocks are dragged
inch nose-up attitude or angle-of-attack. and fines accumulate
Strike-Off Low
Strike-Off Correct
(Normal Setting
1
¦2 inch) High Wear and
Poor Mat Texture
Good Mat
Texture
Figure 28
Figure 26 Hydraulic Strike-offs

If the fixed strike-offs are set too high for the The hydraulic strike-offs (that could be or are
material design being used, too much material is mounted on Fastach screeds) provide the contractor
allowed to pass under the screed. This increased with a means to extend paving widths in job types
material flow provides unnecessary screed lift or that do not require actual screed with heat and
float. To maintain a given depth, the angle-of-attack vibration. Hydraulic strike-offs can be fitted with
must be decreased to compensate for increased lift. standard vertical blades or screeding blades for
In this condition the screed is running with a slight different applications. If these blades are assembled
nose-down attitude. Only the front portion of the improperly (or out of adjustment for the material
screed is compacting and finishing the material design being placed) they can have a influence on
being placed. Poor mat texture occurs and extreme the angle-of-attack much as fixed strike-offs can.
wear is introduced to the nose area of the screed Vertical and Screeding Blades
bottom. (Figure 27) When vertical or screeding blades are adjusted
correctly they can be extended and retracted without
influencing the mat directly behind the main screed.
Strike -Off High High wear When extended, the thickness of the material placed
by the hydraulic strike-off will be thicker than that of
the main screed since the material placed by the
Poor mat texture hydraulic strike-off is only struck off and isn’t
compacted like that of the main screed. The thickness
difference should be adjusted for the material design
being used. If adjusted properly, the roller will
Figure 27 compact the thicker material placed by the hydraulic
19705 (10/00) - 16 -
A Terex Company
Strike-Offs and Blades

strike-off to the same elevation of the main screed main screed when extended or retracted. But when
mat when rolled, producing uniform density across extended, the thickness of the material placed by the
the width of the mat. Mat texture, however, will be hydraulic strike-off cannot be compacted down to
different from that of the main screed. The hydraulic the same level as the main screed mat.
strike-off provides only limited surface finishing. Correct Low High
The texture difference is dependent on the material
design being placed. Screeding blades are intended High High
Wear Wear
for finer grade materials traditionally used in parking
lots and low specification jobs, where vertical blades
are intended for the coarser grade materials
traditionally used in general road construction. Figure 30
Poor Mat Texture
Vertical Blade Correct Vertical Blade Too Low Screeding Blades
Figure 30 shows the screeding blades correctly
High Wear adjusted and incorrectly adjusted. If the hydraulic
strike-offs are adjusted low and retracted in, the
Poor Mat
Too Low
Texture screeding blades will act as the primary metering
device for the main screed. In this condition, not
enough material is allowed to pass under the screed.
This lack of material does not provide the necessary
Figure 29 lift or float. To maintain a given depth, the angle-of-
Vertical Blades attack must be increased to compensate for the lack
of lift. In this condition the screed will be running
Figure 29 shows correctly and incorrectly adjusted
with an excessive nose-up attitude, with only the
vertical blades. If adjusted low and retracted in, the
rear portion of the screed actually compacting and
vertical blades will act as the primary metering
finishing the material being placed. This causes
device for the main screed and not enough material
poor mat texture and extreme wear at the rear or
will be allowed to pass under the screed. This lack
trailing portion of the screed bottom.
of material does not provide the necessary lift or
float. To maintain a given depth, the angle-of-attack If the hydraulic strike-offs are adjusted high and
must be increased to compensate for the lack of lift. retracted in, the screeding blades will create a funnel
In this condition the screed is running with a excessive feed effect for the main screed. In this condition, too
nose-up attitude with only the rear portion of the much material is allowed to pass under the screed.
screed actually compacting and finishing the material This increased flow of material provides unnecessary
being placed. This causes poor mat texture and lift or float. To maintain a given depth, the angle-of-
extreme wear at the rear or trailing portion of the attack must be decreased to compensate for the
screed bottom. increased lift. This will cause the screed to run with
a slight nose-down attitude. Only the front portion
Another problem occurs when extending and
of the screed will be actually compacting and finishing
retracting the hydraulic strike-offs, as this actually
the material being placed, causing poor mat texture
changes the amount of material metered to the
and extreme wear at the front portion of the screed
screed. When retracted in, the hydraulic strike-offs
bottom.
starve the main screed; extended, the fixed strike-
offs provide the correct metering. These conditions In both conditions mentioned above, extending and
can produce deviations in the mat. retracting the hydraulic strike-offs produces
deviations in the mat much the same way as vertical
If adjusted too high, the hydraulic strike-off will not
blades affect the flow of material to the main screed
affect the texture or profile of the mat behind the
when adjusted low.
19705 (10/00) - 17 -
A Terex Company
Line of Pull
The line-of-pull refers to the angle at which the wear at the front portion of the screed bottom. Also,
screed is being towed forward. Best results occur when the screed stops, it will have more of a tendency
when the towing force is applied relatively parallel to rock or teeter as the tractor relaxes the tension on
to the grade. To do this we set the tow point cylinders the screed. This could increase the amount of
in relation to the general depth we will be paving. settling and deviations introduced to the mat.
Rule of Thumb: Thin mats will require a lower Downward Line of Pull
initial tow point setting, while thicker mats will Tow point too low
for mat thickness
require a higher initial tow point setting. High Wear
Forward Line of Pull Figure 31

Tow point position correct
for mat thickness
Poor Mat Texture

Figure 33
Figure 33 shows a thick mat being placed, but the

initial tow point setting is extremely low. In this
In figure 31, the tow point is set lower because we are condition the towing forces are being applied at a
placing a thin mat. The line-of-pull on the screed is downward angle, decreasing the lift forces applied
relatively parallel to the grade. By setting our initial to the screed. To maintain a given depth, the angle-
tow point height to match the thickness of material of-attack must be increased to compensate for the
we are placing, the towing forces applied to the decreased lift. The screed is now running with a
screed are relatively parallel to the grade. In this excessive nose-up attitude. Only the rear portion of
condition we are avoiding unwanted influences being the screed is compacting and finishing the material
applied to the screed that could cause texture and being placed, causing poor mat texture and extreme
deviation problems to occur. wear at the rear portion of the screed bottom. Also,
Figure 32
when the screed stops, it will have more of a tendency
Upward Line of Pull
to rock or teeter as the tractor relaxes the tension on
Tow point position too
high for mat thickness. the screed. This could increase the amount of
High Wear settling and deviations introduced to the mat.
We can gain increased control on the forces applied
to the screed by setting the tow point in relation to the
Poor Mat Texture
thickness of the mat being placed. It is not necessary
to try measuring the height of the tow point in
Figure 32 shows the same thin mat being placed, but relation to the screed, to get it set. As the illustrations
the initial tow point setting is extremely high. In this show, we want to avoid the extremes and keep the
condition the towing forces are being applied at a tow point relatively parallel to the grade or line-of-
upward angle, increasing the lift forces applied to pull.
the screed. To maintain a given depth, the angle-of-
attack must be decreased to compensate for the
increased lift. The screed is now running with a
slight nose-down attitude. Only the front portion of
the screed is compacting and finishing the material
being placed, causing poor mat texture and extreme
19705 (10/00) - 18 -
A Terex Company
Main Screed Crown
The main screed crown has two adjustors, the lead Figure 35 shows the effect of having the lead crown
and trail. When the main screed crown needs to be set too low. In this condition the mat texture is
set for profile specifications, both lead and trail tighter in texture on both left and right outside areas
crowns are adjusted simultaneously, by means of a of the mat, while the center area is open in appearance.
connecting chain. The lead crown can be set Extreme wear is introduced to the center area of the
independently of the rear, to allow a little extra screed bottom.
material to pass into the center area of the main Lead Crown Correct Center area thickness is less than
Lead Crown 2 to 2.5 times largest aggregate size
screed. This is necessary to compensate for the void used in material design
Trail Crown
area created by the auger-conveyor drive case. The Rutted Existing Road
normal amount of lead crown is 1¦16 inch to 1¦8 inch Top view appears as lead crown low. End view shows grade condition is
cause of the open appearance in the center
above that of the rear. This range is sufficient for
Figure 36
most all materials designs.
A rutted grade condition can cause the mat texture to
Lead Crown High
Lead Crown
appear just like that caused by a lead crown
adjustment set too low. (Figure 36)
Trail Crown This condition is quite common when overlaying
existing roads. Adjusting the lead crown will not
correct the texture problems caused by the grade
conditions. Trying to do so will result in increased
wear being introduced to the center area of the
screed bottom, with no improvement to mat texture.
To correct these mat texture problems, pre-correction
leveling courses should be considered or re-profile
the existing road by a grinder or profiling machine.
Figure 34 There are two other factors that can introduce a
Figure 34 shows the effect of adding too much lead striping effect somewhat similar to a lead crown
crown. In this condition the mat texture is open in adjustment. These are segregation and pre-
appearance on both left and right outside areas of the compaction. Neither of these factors can be corrected
mat, while the center area appears tighter in texture. by adjusting the lead crown. Refer to these subject
Extreme wear is introduced to the center area of the headings for more information.
screed bottom.
Lead Crown Low

Lead Crown
Trail Crown
Figure 35
19705 (10/00) - 19 -
A Terex Company
Head of Material
When we refer to head of material, we are referring As the head of material rises, the resistance to
to the level or amount of material that is directly in forward movement increases and the amount of lift
front of the screed. force increases. This causes the screed to rise to a
The importance of fully understanding and new level where the forces are balanced or the
controlling the head of material cannot be equilibrium between screed weight, vertical lift
overemphasized. forces, resistance to forward movement, and paving
speed are reestablished. (Figure 38)
Most mat problems are caused by not maintaining a
uniform constant level of material in front of the Decreased Head of Material
screed. It is recommended the head of material be
half the depth of the auger uniformly across the total
width of the screed (just to the level of the shaft).
The head of material exerts a force against two areas
of the screed, the mold board or face of the screed
Resistance to forward movement and lift force are decreased
and the front areas of the screed bottom. The forces resulting in the mat getting thinner
applied resist forward movement of the screed and Figure 39
provide lift.
As the head of material drops, the resistance to
Correct Head of Material Head of material is constant at half
forward movement and the amount of lift force
auger level and uniform across decreases. This causes the screed to drop to a new
width of screed.
level where the forces are balanced or the equilibrium
between screed weight, vertical lift forces, resistance
to forward movement and paving speed are
reestablished. The degree or amount of deviations
Resistance to forward movement and lift force are constant introduced to the mat is in proportion to the level
Figure 37 changes of the head of material. (Figure 39)
When the head of material of is maintained at a
Varying levels of material in front of the screed
consistent half-auger level and uniform across the
affects the vertical position of the screed and causes
width of the screed, the forces acting against the
mat problems. We recommend maintaining the
screed are constant. The angle-of-attack on the
head of material at half an auger. At this level the
screed remains unchanged, the density and texture
augers are far more efficient in moving material
of the material across the width of the mat is uniform.
across the width of the screed, especially if paving at
Also, the augers are more efficient if the material
extended widths. The level can vary slightly as long
level is at half an auger. (Figure 37)
as it is at a constant level and uniform across the
width of the screed. When the level of material is
Increased Head of Material An increase in the material caused constant, the forces acting on the screed are constant.
the screed to rise.
It is a common misconception that using automatic
screed controls will compensate for varying the
head of material. This simply is not true. Varying
levels of material will cause a instant change in
Resistance to forward movement and lift force are increased
depth. Automation does not control the depth
causing mat to become thicker. instantly; it averages changes over a longer area.
Figure 38 Refer to Screed Reaction Time for more information.
19705 (10/00) - 20 -
A Terex Company
Controlling Head of Material
Two systems (the flow gates, and the material feed If the left or right flow gate position is set too high,
sensors) are independently adjusted but work in the level of material on that side will be high. The
conjunction with each other to control the head of illustration shows both left and right flow gates high.
material. The flow gates control the level of material The forces applied to the screed are not uniform
in the center area of the auger chamber. The feed across the width of the screed. Forces applied to the
sensors control the level of material at the outboard center areas of the screed are increased, while the
ends of the augers. When set properly to match the outboard areas are decreased. (Refer to Head of
paving speed and the width and depth of the mat Material.)
Low
being placed, a constant, uniform head of material
can be maintained. LH Flow Gate RH Flow Gate
Flow Gates
The flow gates control the amount of material that is
allowed to pass from the hopper to the auger chamber.
As shown in the illustration, the material level from
Figure 42
the auger-conveyor drive case to the outboard end of
the augers is uniform in depth when the flow gates If the left or right flow gate position is set too low,
are set properly. the level of material on that side will be low. The
Correct Figure 40 illustration shows both left and right flow gates low.
The forces applied to the screed are not uniform
LH Flow Gate RH Flow Gate
across the width of the screed. Forces applied to the
center areas of the screed are decreased, while the
outboard areas are increased. (Refer to Head of
Material.) (Figure 42)
This same condition occurs commonly by running
Uniform Level of Material the hopper empty between truck loads. The paver
should be stopped before the level of material in the
The flow gate setting has a direct bearing on auger
hopper drops below the flow gate setting.
rpm. With the flow gates set higher, a larger volume
of material is moved from the hopper to the auger
Uniform flow of Material level in
chamber. The auger moves this volume of material material through
the tunnel area
tunnel drops below
flow gate setting
to the auger
to the outboard end of the auger. The feed sensor at
the outboard end of the auger reacts to the volume of
material being carried by the auger, slowing the
auger rpm down to maintain a given level. When the Uniform Material Flow Across Auger Material Flow Inconsistant
flow gates are lowered, the augers have to turn faster Figure 43
to move the same amount of material to maintain the
proper level at the feed sensor. (Figure 40) When paving is continued between truck loads, the
Rule of Thumb: Lower the flow gates for wide- level of material in the hopper should not be allowed
width paving and raise them for narrow-width paving. to drop below the flow gate setting. If the level of
material drops below the flow gate setting the amount
High Figure 41
of material being delivered to the auger chamber
LH Flow Gate RH Flow Gate drops and the head of material drops. (Refer to Head
of Material.) (Figure 43)
19705 (10/00) - 21 -
A Terex Company
Even small changes in the amount of material being (Refer to Material Designs for more information.)
delivered to the auger chamber can have an effect on Material Feed Sensors
the consistency of the mat produced. (Figure 44)
Figure 44
The feed sensors control the level of material at the
outboard end of the augers and work in conjunction
with the flow gate settings to maintain a constant,
uniform head of material. Cedarapids uses three
types of feed sensors: the limit switch type, the
proportional sensor and sonic feeder controls. The
position of the feed sensor should always be located
at the outboard end of the last auger or off the end
gate, if variable width paving is done. (Figures 47-
49)
Limit Switch
The limit switch feeder controls are the on-off type.
Spilled Material When the material level rises to a set point, the
Material dropped in front of a paver by trucks or auger-conveyor system for that side is shut off.
damaged hopper flashing is very common. This is
also a prime source of mat-related problems. The Support Mount
material that is deposited in front of a paver adds to Control Arm Clamp
the volume of material in the auger chamber as the

paver passes over it. This increased volume increases Screwdriver Slot
the head of material in front of the screed. (Figure Stop
Limit Switch
45) 1/16
inch
If the material deposited is raked or shoveled out
Extendable Wand
over a wide area in an attempt to prevent overloading Control Arm
or changing the head of material, a second problem

is created. The material that was spread out cools
Figure 46
considerably and adds to the elevation of the road OFF
surface. When the paver passes over this area the ON
Figure 45 Material dropped in front of paver causes:

When the material level drops below a set point, the
1. Overfeeding of the screed (head of material)
2. Increases elevation of grade (mat texture problems)
auger-conveyor is turned on. (Figure 46)
3. Creates more grade irregularities
Limit Switch Setup
(1) Loosen control arm clamp so it is loose on the
switch shaft.
(2) Lower control arm to within 1¦16 inch of the
mat thickness in these areas is thinner. This could positive stop that keeps it from swinging farther
cause mat texture problems related to paving depth downward.
versus aggregate size. This also creates more (3) Turn the switch shaft, which has a screwdriver
deviations in the grade that we have to pave over. If slot, until an audible click indicates the internal
material is dropped in front of the paver, it should be contacts have closed. While holding that
removed to prevent adversely affecting the operation. setting, tighten the control arm clamp.
(4) Adjust the length of the control arm so the
19705 (10/00) - 22 -
A Terex Company
Mount location for

narrow width paving
Mount location for
extended width paving
5) Advance the travel control lever forward.
6) Set auger conveyor switch to auto.
WARNING!
All personnel should be prepared for the paver to
End Gate creep forward.
Mount
Figure 47 - Limit Switch Mounting Positions 7) Loosen control arm clamp so the arm is free to
rotate on the sensor shaft.
auger-conveyor stops when the desired material
level is achieved. 8) Position control arm at 45°. See illustration for
both left and right sensor control arm
Proportional Feed positioning.
The proportional feed system delivers material at a 9) While holding control arm in position, rotate
variable rate depending on the position of the feed sensor shaft with a screwdriver until the auger
sensor control arm. When the control arm is straight just stops.
down, the system operates at maximum delivery
speed. When the material level builds up and the 10) Tighten the control arm clamp.
control arm rises, the feed rate slows proportionally. Generation III Sonic Feed Control
When the control arm reaches a 45 degree angle, the Upgrading from standard proportional systems to
Right Sensor Left Sensor
Demand Based Ultrasonics does not require changing
or rewiring existing tractor systems. Simply mount
Control Arm Clamp Control Arm Clamp
the control units on each side of the screed and plug
Control Arm Control Arm
their cables into the receptacles the proportional
Extendable Wand Extendable Wand systems used.
Maximum speed
when straight down
Maximum speed
when straight down
Operation
Off at 45° Off at 45°
Figure 48 The sensor should be mounted in a position that

targets the cone-shaped field of view on the active
feed system shuts off. As material is used and the material flow path. The longitudinal axis of the
control arm drops, the feed system starts again. sensor should be perpendicular to the face of that
(Figure 48)
Proportional Feed Setup
The sensor control rage is from
12 to 30 inches from the face of
1) Remove the feed sensor assembly. Position it material.
on a flat surface or clamp assembly to the tow If mounted closer than 12 inches,
arm so control arm hangs straight down. the control detects an out-of-tolerance
value and shuts the augers off.
2) Set conveyor switch to auto. If the distance to the material face is Maximum
greater than 60 inches (5 feet), the control
3) Set brake switch to release. detects an out-of-tolerance value and 30 inches
shuts the augers off.
4) Turn the speed dial to zero.
Mount location for Mount location for
narrow width paving extended width paving
Minimum
12 inches
End Gate
Mount
Figure 50 - Setting Sensor Distance
Figure 49 - Proportional Feed Sensor Mountings
19705 (10/00) - 23 -
A Terex Company
Incorrect
Sensor too high
Correct Incorrect
Sensor too low
90°
Figure 51 - Setting Alignment of Sensor with Head of Material
material. Figure 50 will help in selecting mounting

location and targeting the sensor to help prevent
some common problems that could be encountered. Figure 53
12 Sensor nulled at 12 inches from face has 6 inch
For best possible results, the sensor should be targeted Inches diameter view window
perpendicular (90°) to the material surface being Sensor nulled at 20 inches from face has 7.5 inch
monitored. (Figure 51) Misalignment decreases the diameter view window
amount of return echo to the sensor. The type of 20

Inches
Sensor nulled at 30 inches from face has 9.5 inch
diameter view window
material being used determines the amount of
misalignment tolerance. Fine graded material designs 30
Inches
like sand mixes have a low reflective value and
Material Retaining Plate
forward outboard end of the auger as illustrated. The
sensor should be targeted in the center area of the
Active Material
face of material for best results. (Figure 52)
Auger As we can see in figure 53, the size of the view
Incorrect Incorrect
Would sense end gate Would sense shaft
Figure 52
Target in the
Center Area
Figure 54 - Incorrect Sensor Mounting Positions
window increases in diameter as the sensor's distance

from the surface increases. The sensor will react to
Active Material the closest object inside its view window.
require the sensor to be targeted perpendicular while The most common problem encountered with the
coarse graded material designs have a high reflective use of sonic feeder controls is improper mounting
value and may allow up to a 10° misalignment. and targeting. As in figure 54, the system will react
to the object inside the view window that is closest
The sensor should always be targeted on the material
to the sensor. Care must be taken in mounting and
that is actively moving. This area is usually on the
19705 (10/00) - 24 -
A Terex Company
CORRECT INCORRECT
Figure 55
Echo is unaffected by heat waves Echo is dispersed by heat waves
targeting the sensors to prevent sensing objects

other than the desired material level. (end gates,
augers, material retaining plates, etc.)
Effect of Heat Waves
The sensor should be mounted far enough away
from the material that the sensor is not inside the
rising heat waves. Large temperature fluctuations Figure 57
can cause dispersion or loss of the echo due to End Gate Mounting on the Stretch 20 Screeds
refraction of the sound waves. (Figure 55)
The performance of the system could also become Setup
erratic if the temperature of the transducer To null or select the desired level or material, use the
(transmitter/receiver) rises above 128°F. The manual feed system to fill the auger chamber to the
transducer will quit operating at approximately desired level or the auger shaft.
150°F.
When the correct level has been reached, place the
End Gate Mounting auger/conveyor switches in the AUTO position and
It is best to mount the sensor on the end gate when the start moving the paver forward. As the paver starts
strike-off is extended or retracted. This provides moving, press and release the NULL switch to null
better control of the material and keeps the sensor the system.
out of the rising heat waves that could affect the Note: This control will only operate when the paver
performance of the sensor. Care must be taken in is moving forward.
routing the sensor cable to prevent damaging the
cable when extending or retracting the strike-off or If the material level needs to be changed after
hydraulic extension. (Figures 56 & 57) nulling, use the UP/DOWN toggle switch. By
pressing down and releasing the switch, the material
level will decrease approximately 1¦2 inch (1.17 cm).
By pressing up and releasing, the material level will
increase approximately 1¦2 inch (1.17 cm).
The sonic system will remember the null setting
when shut off. This will eliminate the need to reset
the null for each day's paving. Re-nulling or using
the UP/DOWN controls is needed only if a new
material level is desired.
Figure 56 - End Gate Mounting on

Fastach 8 ft. and 10 ft. Screeds
19705 (10/00) - 25 -
A Terex Company
Material Design
This section will cover the practical application of Fine Graded Material Coarse Graded Material
Loose Compacted Loose Compacted
mix designs as they relate to the paving operation
and common problems incurred. For further
information, there are numerous publications and
studies that can be acquired from institutes that deal
with the mechanics and engineering aspects of mix
designs.
It is important to understand that each mix design is Figure 59
different in relation to its flow characteristics and Figure 59 shows coarse-graded materials compact
how it affects the configuration of the paver and less than the finer graded materials. If, for example,
screed. A dense or course grade mix will require a a paver was set up to place a finer grade material
smaller angle-of-attack on the screed to produce a (which will require a larger angle-of-attack to produce
given depth than would a fine or tender grade mix. a given depth) and then the gradation of the material
When dealing with mix designs, consistency of the became coarser, the screed would have a tendency to
design is extremely important in the paving operation. rise. This is due to the compaction rate differences
This means the gradation (blend of aggregates, fines, of the gradation. Varying the gradation of a mix
and fillers), asphalt content, moisture content and changes the density of the material and in turn
temperature have to remain constant. If any of these changes the factors affecting the equilibrium of the
vary, it will have an effect on the mat profile screed.
(deviations), texture or density of the mat being Aggregate Size In Relation To Paving Depth
placed. It is recommended the minimal paving depth be 2 to
Several factors of mix design have a great effect on 21¦2 times the largest aggregate size, for best possible
the texture and compaction of the mat. They are: mat texture. This allows vibration and weight of the
gradation, aggregate size, asphalt content, and screed to rearrange aggregates and fines into a tight
temperature. uniform mat. Paving thickness should never be
Gradation of Material Design below 11¦2 times the largest aggregate size. If below
this, the screed will be supported by the larger
The gradation of a mix design determines the angle- aggregates and will no longer float on the material.
of-attack required on the screed to produce a given This causes the screed to mirror the grade deviations
depth, texture, and compaction characteristic. If the below it and mat texture will be extremely poor.
gradation remains constant between truck loads, the (Figure 60)
screed can be adjusted to produce a uniform mat and
the rolling operation can establish patterns that
Figure 58
Mat thickness is below 11¦2 times Mat thickness of 2 to 2 1¦2 times
largest aggregate size. Screed is largest aggregate size produces
Coarse Graded Mix Screed Rises actually supported by the large tight, uniform mat.
Fine Graded Mix aggregates.
Figure 60
The screed is not capable of placing materials thinner
compact the material to specification. If the gradation than the largest aggregate size used in the material
of the material varies, it affects the angle-of-attack design. It is quite common to have job specifications
on the screed, producing deviations in depth and mat that require a shoulder area to be tapered from full
texture. Also, there can be problems in establishing mat thickness to nothing on the outside. If a screed
a roll pattern. (Figure 58)
19705 (10/00) - 26 -
A Terex Company
Material Design
or hydraulic strike-off is configured in an attempt to

do this, the grade deviations will be mirrored or Grade Conditions (High Points)
Can cause texture and profile
duplicated in the mat being placed. (Figure 61) changes in placed mat.
When screes is supported by aggregates, deviations are transmitted across the width of the mat.
Figure 61
Figure 63
End View
When job specifications require a shoulder be On jobs where depth cannot be increased due to
tapered to nothing on the outside, the outside depth yield specifications, consider pre-correcting the grade
should not be less than 11¦2 times the largest aggregate conditions. Removing the high points in the existing
size over the highest points of the grade deviations. grade produces a more uniform mat.
Then a rake or lute should be used to feather the taper Asphalt Content
on out to zero depth. Using this method assures the
screed of having enough material under it to float The asphalt content of a mix design determines the
and will not mirror any of the grade deviations into angle-of-attack required on the screed to produce a
the mat being placed. (Figure 62) given depth, texture, and compaction characteristic.
If the asphalt content remains constant between
truckloads and all other factors remain unchanged,
the screed can be adjusted to produce a uniform mat
and the rolling operation can establish patterns that
compact the material to specification.
If the asphalt content in the material varies, it affects
Material thickness at edge of mat is 1 1/2 times largest aggregate, then hand finish taper. the angle-of-attack on the screed, producing
Figure 62 deviations in depth and mat texture. Problems such
Grade conditions or deviations in the existing grade as shoving or material displacement can also occur.
can have an effect on the texture and profile of a The asphalt content, like the gradation, also affects
fairly thin mat being placed over it. This is a the compaction rate of material. Variations in asphalt
common condition encountered in overlay jobs where content can make it impossible to establish a roll
11¦2 inches to 2 inches of 3¦4 inch minus (3¦4 inch pattern that achieves satisfactory compaction.
largest aggregate) material is placed over an existing
grade. Material thickness over the high points in the
grade can be below the 2 to 21¦2 times recommended
depth in relation to aggregate size. These areas will
show an open, rough texture compared to the
surrounding mat. This traditionally will require a lot
of hand work (back casting of material) in an attempt
to correct the appearance of the mat. This type of
condition not only causes mat texture problems, but
affects the rolling operation when trying to achieve
compaction. The roller drum is supported by these
high points and density decreases. (Figure 63)
19705 (10/00) - 27 -
A Terex Company
Material Design
Mixes with high asphalt content are more fluid in paving is resumed to reestablish the balance. As hot
reaction than the lower content mixes. If a paver is material replaces the colder materials, the screed
set up to place a high asphalt content mix, and during will drop down to its original position. This problem
operation the asphalt content of the mix decreases, occurs all during the paving season but becomes
the screed will have a tendency to rise. (Figure 64) more evident in the fall and early spring when
This is due to the differences in flow characteristics ground temperatures are lower. (Figure 66)
of the asphalt content. Varying asphalt content of a The same problem can occur while the paver is
mix changes the density of material and in turn moving if a cold truckload of material is delivered.
changes the factors affecting the equilibrium of the The temperature of material in each truckload cannot
screed. (Refer to Angle-of-Attack.) vary more than 10°F to 20°F before it starts showing
effects in texture and deviations in the mat.
Figure 64 The paving speed should be set to match the rate at
which material can be delivered to the paver and the
Lower Asphalt Content Screed Rises
number of stops be held to an absolute minimum.
High Asphalt Content
(Refer to Stopping and Starting Paver.)
The screed will rise and fall as the material temperature changes.
Temperature of Material Paver stopped,

waiting on
The temperature of a given material is an important material.
factor related to material design. Asphalt cement is Normal material Material cools as Material starts cooling
temperature screed is stopped
a solid at room temperature. It becomes fluid after Figure 66
being heated and becomes a solid again after cooling.
Problems of mat texture and deviations occur when
materials cool to the point of becoming a solid.
(Figure 65) Asphalt Cement
Weight
Weight
Solid at room temperature Fluid after heating
Figure 65
The most common of these deviations are created

after stopping the paver. The volume of material, in
front of and under the screed, starts cooling the
instant the paver stops. As the material cools it loses
its fluid characteristics and acts more like a solid.
This changes the factors that affect the equilibrium
or balance of the screed. The screed will rise when
19705 (10/00) - 28 -
A Terex Company
Rolling (Compaction)
Recommended Minimum Laydown Temperature

Base 3 inches
1/2 inch 3/4 inch 1 inch 1 1/2 inches 2 inches
Temperature and above
20¡ to 30¡ F
-------- -------- -------- -------- -------- 285
( to -1¡ C)
32¡ to 40¡ F
-------- -------- -------- 305 295 280
(0¡ to 4¡ C)
40¡ to 50¡ F
-------- -------- 310 300 285 275
(4¡ to 10¡ C)
50¡ to 60¡ F
-------- 310 300 295 280 270
(10¡ to 16¡ C)
60¡ to 70¡ F
310 300 290 285 275 265
(16¡ to 21¡ C)
70¡ to 80¡ F
300 290 285 280 270 265
(21¡ to 27¡ C)
80¡ to 90¡ F
290 280 275 270 265 260
(27¡ to 32¡ C)
Over 90¡ F
280 275 270 265 260 255
(Over 32¡ C)
Rolling Time
4 6 8 12 15 15
in Minutes
Figure 67 - This chart should be used only as a general reference

The reason for compacting asphalt materials is to but are still hot enough to achieve compaction. This
make them impervious to water, air and other amount of time varies due to material design,
substances that would cause premature failure of the temperature of material, ambient temperature, ground
bond created between the asphalt cement and the temperature, depth of material and wind velocity.
aggregates. The rolling or compacting process has The normal hot plant output temperatures range
no bearing on the paving operation but is essential in from approximately 270°-310°F (132°-155°C) for
meeting specifications for density and smoothness most material designs. Temperatures above 325°F
(rideability). (163°C) will usually damage the asphalt cement.
Often, more emphasis is placed on achieving density The normal window of temperature where
than on controlling the roller-induced displacement compaction is achieved is approximately 285°- 180°F
of materials and marks left in a mat during the (141°-82°C). Some material designs may allow the
compaction operation. Controlling roller-induced roller on the material at higher temperatures without
marking of a mat is as important as achieving density excessive shoving or displacement of materials, but
to pass specifications for smoothness, profile, and these are more the exception than the rule. After the
density. There are numerous publications, books materials have cooled below approximately 180°F
and studies relating to roller compaction that can be (82°C) no further compaction can be achieved.
acquired from each respective roller manufacturer. Finish rolling occurs from approximately 190°F
Temperature Effects on Rolling (88°C) and below. Its purpose is to remove all the
deviations introduced in the mat by the compaction
The temperature of mix is an important factor in rolling process.
achieving specification density by the rollers. The
roller has a given amount of time where the materials Figure 68 recommends time available for rolling at
have cooled enough to prevent excessive shoving, various mat thicknesses and temperatures.
19705 (10/00) - 29 -
A Terex Company
The actual job site conditions of ground temperature, have a tendency to shove or displace instead of
ambient temperature, wind velocity, material design, compacting vertically.
material temperature, thickness of mat, width of mat Hard to achieve
Too Thin compaction due to
and paving speed will determine the actual amount lack of material.
of time available for rolling (during which density
can be achieved).
Correct Material is compacted
Figure 68 offers a guide to rolling temperatures. On Thickness downward with little
a hot mat, excessive shoveling or displacement of material displacement.
materials occurs. This introduces (bumps and

depressions) in the mat profile that may not meet job
specifications for smoothness. If rolling takes place Too Thick Excessive material
displacement with little
after the materials have cooled too much, compaction downward compaction
cannot be achieved.
Figure 68 Figure 69
2) Grade conditions and specifications for
thickness of mat directly affect the thickness
Material at highest Material that is too Material that is too of material at any given point in mat being
possible tempera- hot, displaces or cold can not placed.
ture has minimum shoves. achieve density.
displacement of If the existing grade is fairly uniform across the
material.
width and length of the job, and a 3¦4 inch minus
First pass of rubber tired roller
material is placed at 2 inches in depth, the mat will
be fairly uniform in depth and easily compacted
without shoving or displacement of materials,
Material at highest possible Material is too hot.
temperature.
producing a uniformly smooth mat. (Figure 69) If
the grade conditions are irregular, with deep
depressions and high points across the width and
Material is too cold. length of the road, the thickness of material will vary
throughout the road. Excessive shoving or
Paving Depth In Relation To Rolling displacement of materials occurs where depressions
The depth or thickness of material being placed has are paved over, while high points in the grade tend
an effect on the smoothness of the compacted mat. to support the roller drum, not allowing uniform
There are two factors that have to be taken into density to be achieved.
account if a compacted mat is to meet specifications These problems can be effectively avoided by
for smoothness: evaluating the grade conditions and pre-correcting
1) Material design has a given range of depths the areas where extreme depressions or high points
that it can be placed and compacted to meet exist. (Refer to Pre-leveling Grade.) (Figure 70)
specifications for texture and smoothness. If a
3 Figure 70
¦4 inch minus (3¦4 inch is largest aggregate size)
material is placed at 1 inch in depth, mat
texture problems and profile deviations occur,
as well as compaction being hard to achieve,
due to the tearing and open texture of the mat.
If this same material was placed at extreme
The paver can place a flat uniform mat over an
depths (5 inches to 6 inches) it would become irregular grde, but after rolling, the mat shows smaller
unstable. When rolled, the material would mirror images of the grade deflections.
19705 (10/00) - 30 -
A Terex Company
Pre-Leveling Grade High Point

Depression
Pre-leveling is desired where job specifications
require a minimal amount of asphalt materials to be
placed over irregular grades to achieve the best
Depression Filled High Point Removed
possible riding surface. These jobs are bid with a
fixed amount of material and require the finished
mat to meet specifications of profile, slope and
smoothness. Figure 73
Figure 73 shows a section of grade that has a deep
This requires inspecting all areas of the grade for
depression and a high point. Pre-leveling of these
deep depressions, high points and widely varying
was done by filling and compacting the depression
slopes. Decide how to best repair them before general
and cutting the high point off. Then fairly uniform
paving begins. Most inspection agencies will allow
thickness of material was placed over the entire
a given amount of the total tonnage forecasted for a
grade. When rolled, there was very little shoving or
job to be used in pre-leveling specific areas in the
displacement of materials. The finished mat meets
grade if the contractor can explain the advantages of
specifications for smoothness.
improved profile and smoothness.
Slope on shoulder areas is extremely steep. By not pre-leveling the grade, the deviations reappear
in the mat that was placed over them. (Figure 74)
Grade before paving
Pre-level the shoulder areas so a more

uniform depth can be maintained
Figure 71
Figure 71 shows that by pre-leveling the shoulder After paving and rolling (with no pre-leveling) a smaller
mirror image of the depression exists and a small bump
areas, a fairly uniform thickness of material can be has been transferred into the mat.
placed over the entire grade. When rolled, there will Figure 74
be very little shoving or displacement of materials. Stopping Roller
The slope of the finished mat will meet job
specifications. The roller should never be stopped on a hot mat. If
Grade before paving
the paver must be stopped (when filling water tanks,
for example) move the roller to an area of the mat
that has cooled before stopping it. If a roller is
stopped on a hot mat it settles into the mat, causing
a depression that affects the smoothness of the mat.
After paving (with no pre-leveling) slope is not consistant Roller Patterns
Figure 72 It is important to realize and understand that roller
Figure 72 shows that where shoulder areas were not patterns used for a specific material not only affect
pre-leveled, specifications for slope could not be density but also affect smoothness or rideability of
achieved due to roller displacement of materials and the job. From a standpoint of smoothness, the roller
compaction rates. patterns employed should achieve density while
preventing displacement of materials and marking
of the mat.
19705 (10/00) - 31 -
A Terex Company
By closely watching roll patterns to prevent First check across the width of the mat. (Figure 75)
displacement of materials and marking of the mat, Place one board on each side of the mat a few inches
density and a uniform quality mat can be achieved. in from the edge. Have two people stretch a string
There are numerous publications and studies that line over the boards and across the width of the mat,
can be acquired from each roller manufacturer. using their feet to pull the string tight. Take
Vibratory Roller Travel Speed measurements from the string line to the mat, starting
close to one side of the mat and checking 2 inches
The speed at which a vibratory roller travels while apart across the width of the mat. These
compacting a mat, the travel speed VPM (vibrations- measurements will show if any deviations exist
per-minute), and the amplitude (amount of force across the width of the mat. If deviations exist,
imparted from the drum to the mat) affect the density adjustment of the screed will be necessary.
and smoothness of the mat. If these factors are not
matched to the specific conditions of the mat being The second checks will be made in three places
compacted, ripples can be introduced in the mat along the length of the mat. (Figure 76) The prime
surface. This decreases the rideability or smoothness area for deviations to occur is where the screed was
of the job and it may fail to pass specifications. stopped. Be sure to check in areas like this. Place the
Specific job conditions have to be evaluated to boards approximately 20 feet to 25 feet apart as the
establish roller speed, VPM and amplitude settings illustration shows. Have two people stretch a string
that achieve density without affecting the rideability line over the boards and under their feet, using their
or smoothness of the job. There are numerous legs to pull the string tight. Measurements from the
publications and studies that can be acquired from string line to the mat should be taken, starting close
each roller manufacture. to one board and checking 2 inches apart across the
length of the string line. Re-check in all three
Checking Unrolled Mat positions as illustrated. These measurements will
There is a very simple method of checking the loose show if any deviations exist across the length of the
or unrolled mat that will determine whether the mat. If the checks show deviations in excess of
source of a smoothness problem is the paving specifications, adjustment of the screed or paver
operation or the rolling operation. may be necessary. If the checks show the unrolled
1) Two boards of equal thickness (2x4 cut in half) mat is within specification, there are only two other
possible sources; roller-induced deviations or
2) 30 feet of strong string line
existing grade deviations.
3) Tape measure or ruler
Check 1
Check 2
Check 3
Checking the profile across the length of an unrolled mat.
Figure 76
Checking the profile across the width of an unrolled mat.
Figure 75
19705 (10/00) - 32 -
A Terex Company
Automatic screed controls provide a means to Rideability

enhance a paving operation by monitoring and When building for rideability, automation enhances
controlling the screed position in relation to the the screed’s resistance to immediate changes,
tractor and the reference plane. This eliminates the producing a very smooth riding surface. Building
need for a screed operator to manually introduce the for rideability is desirable where job specifications
changes that would be necessary for a uniformly place a high emphasis on the smoothness of the
smooth mat to be placed over irregular grades. finished job. If two or more layers of pavement will
Automatic screed controls can enhance a proper be placed, the first layer should be built for profile to
paving operation by maintaining an established line get the grade and slope to proper elevation
of grade and/or percentage of slope. However, specifications. All other lifts should be built for
proper operation means controlling all of the factors rideability, to smooth out any deviations from the
that can adversely affect the screed. If these factors previous lift.
are not controlled by recommended operational Evaluation of Jobs
techniques they can introduce a change in the screed’s
position quickly enough that automation cannot Evaluation of specifications and grade conditions on
correct them. The automation cannot make up for a job is extremely important if the paver and
improper operational techniques. (Refer to Screed automation are to be configured properly to produce
Reaction Time.) the required results. Failure to properly configure
the screed and automation for each phase of the
Before we try to deal with the various components of paving operation will result in producing a road that
the automatic screed controls we need to understand is unsatisfactory or not meet specifications. Just as
the concepts of building profile and rideability, as one size of shoe does not fit everyone, one
they relate to controlling the screed. configuration of the screed and automation will not
Building Profile produce superior results in all conditions and jobs.
The screed inherently resists immediate changes in Basics of Automation
depth or slope and averages changes over The automation system consists of two basic sensory
approximately five lengths of the tow arm. (Refer to devices, the grade control and the slope control.
Screed Reaction Time.) Job specifications that Both systems operate independently of each other to
require an exact thickness of material and/or slope at control the screed’s angle-of-attack by moving the
any given point in the grade, require the screed to tow points up or down in relation to the reference
react very quickly to maintain its position in relation plane of each.
to the established line of grade and/or percentage of
slope. When building profile we over-correct the The slope system uses an angular reference plane in
screed to force it into changing depth very quickly to relation to the horizon, which is perpendicular to the
maintain exact thickness and/or slope at given points line of paving.
in the grade. Building for profile is not necessarily The reference plane for a grade sensory system can
building a smooth, rideable surface, as changes will be one of three types, ski (mobile grade reference),
be introduced very quickly. joint matcher, or fixed (established) string line. All
Building for profile is desirable on jobs where two or of these reference in a plane parallel to the line of
more layers of pavement will be placed or where paving.
exacting slopes (transitions and super elevations) Grade Control
have to be built or maintained. By reestablishing or The grade controller consists of a housing containing
building the desired profile of a road on the first a grade sensing module and an amplifying module
layer, all other layers can be built for rideability or which has indicator lights and a mode operation
smoothness. switch. A counter-balanced sensor arm can be
19705 (10/00) - 33 -
A Terex Company
attached to either side of the grade sensor. Depending

on the application, a wand or a skate assembly is
attached to the follower. (Figure 77) A grade sensor
can control either the left or right tow point cylinder, Flat on sensor shaft
depending on which side of the paver it is mounted.
Dual grade sensors can also be used to control both
left and right sides of the screed. Mount location
45°
Sensor Arm
CABLE
Figure 78
With the sensor arm mounted at

45°, a 1/4 inch deviation will rotate
the sensor shaft 3° 22' 52".
SENSING GRADE CONTROLLER

ARM
STRINGLINE SKATE
FOLLOWER RUNNER
1/4"
SKATE Sensor Arm Mounted Correctly

Figure 79
Figure 77
The sensor arm can be mounted on either side of the

With the sensor arm mounted horizontally, the same 1/4 inch
sensor, depending on which side of the paver the deviation only rotates the sentor shaft 2°27'46".
sensor is to be mounted. The sensor arm has to be
mounted so that it is trailing the sensor at 45° angle
in relation to the flat on the sensor shaft, to work Sensor Arm Mounted Incorrectly
properly. (Figure 78) Figure 80
If the sensing arm is mounted in a position other than
45°, the amount of rotation on the sensor module, in
relation to the amount of deflection of the sensing
arm, will not produce the correct amount of tow
point cylinder movement. (Figure 79)
Mounting the sensor arm at any angle other than at
45°, changes the amount the sensor shaft is rotated
for a given deviation. (Figure 80)
19705 (10/00) - 34 -
A Terex Company
Grade Sensor Dead-Band

The deadband of the grade sensor is the amount the
sensing arm can move without triggering a tow point
cylinder response. A given amount is necessary to
Adjustment
allow for normal machine vibration. Potentiometer
Set the deadband by removing the screw located on
the face of the grade sensor. An adjustment
potentiometer is located under the face screw. (Figure
81) Using the small screwdriver provided, clockwise
rotation will increase the amount of deadband, while
counterclockwise will decrease the amount of
deadband. Use the nickel/dime (.080/.050 inch)
method in setting the deadband. When the sensor is
nulled (positioned so both lights are out), a dime can
be passed under the follower without triggering a
light, but a nickel passed under the follower will
trigger a light response.
Grade Sensor
Figure 81
19705 (10/00) - 35 -
A Terex Company
Slope Control
The slope control system consists of a hand-held
remote set unit, a slope sensor (pendulum) and an
amplifier module which has indicator lights and a
mode operation switch. On the CR351 and CR361
pavers the slope sensor and amplifier modules are
incorporated into the same mount housing. (Figure
82) All other models have the slope sensor and
amplifier modules mounted separately. (Figures 83
& 84)
The slope control system can control the left or the Slope Sensor, 400 and 500 Series Pavers
right tow point cylinder and is capable of maintaining Figure 83

up to 10% positive or negative slope from each side
of the paver. (Figure 85)
Slope Controller, 400 and 500 Series Pavers

Figure 84
Slope System Components of the 300 Series Pavers
Figure 82
Figure 85
19705 (10/00) - 36 -
A Terex Company
Remote Hand-Held Set Unit Slope Deadband

The remote hand-held set unit has an LCD (Liquid The deadband of the slope system refers to the
Crystal Display) that registers in percentage of slope. amount the slope sensor (pendulum) can move
An indicator in the upper left corner of the LCD without triggering a tow point cylinder response. A
shows whether the slope is positive or negative. An given amount of deadband is necessary to allow for
adjustment knob on the face of the unit is used to set normal machine vibration.
the desired percentage of slope. When centered, Set the deadband by removing the screw located on
turning the adjustment knob five turns in either the face of the slope amplifier module. An adjustment
direction is equivalent to 10% of slope. An adjustment screw is located under the face screw. Using the
is located on the bottom of the hand-held unit that small screwdriver provided, clockwise rotation
facilitates changing the number readout when increases the amount of deadband; counterclockwise
centering the unit. (Figure 86) decreases the amount of deadband.
LCD readout in Setting Deadband
+/- Slope percent of slope
Indicator 1) Put manual-setup-auto switch to setup.
LO NOTE: Hand-held unit has
Low Battery BAT a 9 volt battery that powers
the LCD. With a dead battery,
2) Place run-standby switch on amplifier unit to
Indicator
the LCD will not funtion. standby.
Slope adjustment know is used to 3) Turn adjustment knob on hand-held unit until
change the actual percentage of
slope being placed or is used to both lights are out.
NULL slope (lights OFF) to the
current slope of the screed. 4) Turn the adjustment knob counterclockwise
until a light just starts flashing. Turn the
Bottom set point changes
number readout only.
adjustment knob clockwise until the light just
goes off. Note the reading on the LCD.
Figure 86
5) Turn adjustment knob clockwise until a light
Centering the Hand-Held Unit just starts flashing. Turn adjustment knob
counterclockwise to the point where the light
Before using the slope system, the hand-held unit just goes off. Note reading on the LCD.
should be centered using the following procedure.
6) There should be a 00.2% reading between the
1) Put manual-setup-auto switch to setup. numbers noted in steps 5 and 6.
2) Place run-standby switch on the amplifier unit
to standby.
3) Turn adjustment knob clockwise until a definite
increase in the amount of resistance is felt.
4) Note position of pointer on adjustment knob.
If not pointing straight up, continue turning the
knob clockwise until it points straight up.
5) Turn adjustment knob counterclockwise five
turns.
6) Remove protective cap from bottom set point
and adjust number set point until LCD reads
00.0.
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A Terex Company
System Four Settings
Accessing System Four Performance SystemFour

Settings
Continuously pressing the Auto/Manual/Survey
(Cal) switch down while power the System Four on
(selecting Elevation Control or Slope Control) allows
access to the system performance settings. These 3) Gain (Slope Control). This setting determines
settings are Blank, Gain (elevation), Gain (slope), the speed at which System Four will cause the
Units, Slope Resolution, Beeper, Hour Meter tow point cylinders to adjust to a change in
Deadband and Valve Offsets. slope. The typical Gain setting for the slope
When the performace setting meun is entered at is 25%.
startup, the arrows around the Grade Adjustment
Knob will flash. Rotating the Grade Adjustment SystemFour
Kow clockwiase scrolls the LCD display through +
the System Performance Settings in the order listed
above. Releasing the Auto/Manual/Survey (Cal)
switch while a particular performace setting is
displayed will select that setting for adjustment. 4) Slope Resolution. Sets display to read in
increments of 0.1% or to 0.01%. Slope
resolution should be set to 0.1% (tenths) for
paving applications.
AUTO SystemFour
SURVEY
M
A
N + OR
+ = SystemFour
(CAL)
Sonic Tracker III
Continuosly Gain Calibration
Turn Knob
Holding Switch (first of 8 calabrationmodes)
One "Click"
Down
to the Right
While Turning
Power ON
Continue to hold the Auto/Manual/Survey (Cal) 5) Beeper. Sets audible beep On or O ff.
switch down and turn the Grade Adjustment Knob
SystemFour
one click at a time to access the other performance
settings. Releasing the Auto/Manual/Survey (Cal)
switch will display the current system settings.
Turning the Grade Adjustment Know one click at a
time will change the setting.
6) Hour Meter. Displays total and auto hours.
1) Blank Screen. The blank screen will be the
first setting displayed when entering the System SystemFour
Performace Settings and must be displayed to
exit and save the system performace settings.
2) Gain (Elevation). This setting determines the
speed at which System Four will cause the tow
point cylinders to adjust to a change in elevation.
The typical Gain setting for the tracker is
25%.
19705 (10/00) - 38 -
A Terex Company
7) Deadband. Sets on grade deadband. Deadband This causes the current offset in the up direction
is the area of the working window that is on to be displayed and shows an UP light indicator.
grade as simply means that while the reference Turning the grade adjustment know adjust the
is within that area, the paver's valves are idle rate at which the tow point cylinder moves.
(closed). Therefore, the wider the deadband
(on grade area), the more a reference can move
up or down without a correction being initiated.
Typical deadband setting is 003.
SystemFour
Adjust the grade knob until no cylinder

movement is noted and then adjust to the point
8) Valve Offset. The valve offset setting controls where a slight cylinder movement is noted.
the duration of the signal sent to the paver Press the Auto/Manual/Survey (Cal) switch to
valves from the control box. If the signal is too Survey (Cal) and release.
short in duration, the operator will hear the
paver valve 'clicking' but the valve will not
move. Likewise, if the signal is too long in SystemFour
duration, the valve will 'spring' wide open,
causing the valve to jump and overcorrect.
SystemFour
This causes the current offset in the up direction

to be displayed and shows a DOWN light
indicator. Turning the grade adjustment know
To set the valve offset, release the Auto/ adjusts the rate at which the tow point cylinder
Manual/Survey (Cal) switch. The LED display moves.
will momentarily display the letters CAL and
then go back to OFS.
SystemFour SystemFour
>>
Press the Auto/Manual/Survey (Cal) switch to
survey (Cal) and release. Adjust the Grade Knob until no cylinder
movement is noted and then adjust to the point
where a slight cylinder movment is noted.
SystemFour After the desired values have been selected,
press the Auto/Man/Survey (Cal) switch to
Survey (Cal) and hold while turning the grade
adjustment knob to the next performance
setting.
19705 (10/00) - 39 -
A Terex Company
9) Unit. Sets display to read in feet, inches or

centimeters. The unit should be set to inches
or centimeters.
SystemFour
4) Adjust the grade adjustment knob on the control

To exit and save the System Four performance box in the direction indicated by the grade
settings, rotate the grade adjustment knob while adjustment arrows until the on grade symbol
holding the Auto/Man/Survey (Cal) switch in Survey illuminates.
(Cal) until the blank screen is displayed, then
release the Auto/Manual/Survey (Cal) switch.
Operational Checks OR UNTIL=
1) Switch the Auto/Manual/Survey (Cal) switch
to manual on both control boxes. 5) Switch the Auto/Manual/Survey (Cal) switch
to auto.
AUTO
M AUTO
A
N M
A
SURVEY N
(CAL)
SURVEY
2) Place screed remote mat thickness Man/Setup/ (CAL)
Auto switches in setup on both sides of the 6) Turn the grade adjustment knob on the control
screed. box one click clockwise.
MAT THICKNESS
INCREASE
DECREASE
MAN
Observe the follwoing tow point cylinder
SET-UP
reation:
STOP
3) Switch the elevation power/off/slope power
switch to slope.
19705 (10/00) - 40 -
A Terex Company
The tow point cylinder should move to the new The tow point cylinder should move to the new
position and stop. If the tow point cylinder position and stop. If the tow point cylinder
does not move, the valve offset poerformance does not move, the valve offset performance
setting for that direction of cylinder movement setting for that direction of cylinder movement
is too slow and needs to be increased. is too slow and needs to be increased.
If the tow point cylinder jumps a large distance If the tow point cylinder jumps a large distance
and has to come back before stopping, the and has to come back before stopping, the
valve offset performance setting for that valve offset performance setting for that
direction of cylinder movement is too fast and direction of cylinder movement is too fast and
needs to be decreased. needs to be decreased.
7) Turn the grade adjustment knob on the control If necessary, adjust valve offset performance
box one click counterclockwise. settings and repeat operational checks.
Before dealing with sensor location in relation to
Observe the following tow point cylinder

reaction:
19705 (10/00) - 41 -
A Terex Company
Basic Sensor Principles
Before dealing with sensor location in relation to A slope sensory system uses an electronic sensor
screed reaction, it is important to understand how a that maintains a set angle (or null point) in relation
grade or slope system actually controls the angle-of- to the horizon. If the sensor deviates from that null
attack on the screed. point, an electrical signal is sent to the tow point
A grade sensory system uses an electronic sensor solenoid valve, causing the tow point cylinder to
that maintains a set elevation (or null point) in raise or lower to reestablish the null point at the
relation to a reference. If anything causes the sensor sensor. When the tow point is raised, it increases the
to deviate from that null point, an electrical signal is angle-of-attack on the screed, causing the screed to
sent to the tow point solenoid valve, causing the tow increase depth. When the tow point is lowered, it
point cylinder to raise or lower to reestablish the null decreases the angle-of-attack on the screed causing
point at the sensor. When the tow point is raised, it screed to decrease depth. (Figure 88)
Hand Held Control
increases the angle-of-attack on screed, causing the
Tow Point
screed to increase depth. When the tow point is Solenoid Valve Slope Amplifier
lowered, it decreases the angle-of-attack on the 1. Beam Lowers
screed, causing the screed to decrease depth. (Figure Sensor
87)
Tow point
Grade sensor
solenoid valve
2. Tow Point Lowers

3. Screed Decreases in Depth
1. Sensor arm moves up
Figure 88
Sensor Positioning
The position of the sensor on the tow arm determines
2. Tow point moves up how fast the screed will react to a change of the null
3. Screed climbs in depth point at the sensor, thus, affecting either the profile
Figure 87 or the rideability. Evaluate job specifications and
grade-related conditions to determine the desired
mounting position that will produce the required
results. (Refer to Building Profile, Rideability or
Evaluation of Jobs.)
19705 (10/00) - 42 -
A Terex Company
Areas Of Deviation
When working with automation, there are three However, the screed will start to climb due to the
variables that affect the automation and/or position increase in the angle-of-attack. When the screed
of the screed: tow point deviations, screed deviations climbs enough to exceed the deadband width of the
and sensor location. It is important to understand sensor it will then react. The sensor does not pick up
how the automation reacts differently to a given the error at the screed until it affects the screed.
deviation in each of these areas. (Figure 89) The NULL dimension (A) always remains the same
Areas where deviation can occur

A
Deviation at
Tow Point Sensor mount in rearward position
A Pivot
Point
1. Tow Point Amout of deviation Amount of deviation

at tow point at sensor
2. Sensor Location 3. Screed
Figure 89 Figure 91
Tow Point Deviation Screed Deviation
Tow point deviations are caused by the paver moving Screed deviations are caused by screed settling,
over irregular grades. variations in paving speed, head of material,
Figure 90 shows a deviation at the tow point, with adjustment of hand cranks, and grade conditions.
the sensor mounted in a forward position. With Figure 92 shows a deviation at the screed with the
sensor mounted forward, the amount of deviation at sensor mounted in a forward position. With the
the sensor is approximately the same as the amount sensor mounted forward, the amount of deviation at
of deviation at the tow point. The distance the tow the sensor is small enough that it does not exceed the
point cylinder would have to travel to reestablish the dead band width of the sensor. Therefore the sensor
original null point would be approximately the same will not react immediately to the screed deviation.
as the tow point deviation. In effect, the sensor When the screed climbs far enough to exceed the
anticipates the error at the screed and corrects for it deadband width of the sensor, it will then react.
before it occurs. The NULL dimension (A) always remains the same
The NULL dimension (A) always remains the same
(A)
A
Deviation at
Pivot Sensor mounted in forward position the Screed
Deviation at Sensor mounted in forward position
Tow Point Point
(A)
A
Amount of deviation Amount of deviation
Pivot Point at sensor at screed
Amount of deviation
at sensor Figure 90 Figure 92
Amount of deviation
at tow point
Figure 91 shows a deviation at the tow point, with

the sensor mounted in a rearward position. With
sensor mounted rearward, the amount of deviation at
the sensor is small enough that it does not exceed the
deadband width of the sensor. The sensor will not
react immediately to the tow point deviation.
19705 (10/00) - 43 -
A Terex Company
Areas Of Deviation
Figure 93 shows a deviation at the screed, with the Figure 95 shows a deviation at the sensor, with the
sensor mounted in a rearward position. With the sensor mounted in a forward position. With the
sensor mounted rearward, the amount of deviation at sensor mounted forward, the distance the tow point
the sensor is approximately the same as the amount cylinder would have to travel to reestablish the null
of deviation at the screed. The distance the tow point point would be approximately the same as the amount
cylinder would have to travel to reestablish the of deviation at the sensor.
original null point would be more than the amount of The NULL dimension (A) always remains the same
deviation at the screed. A
Deviation at
the Sensor Sensor mounted in rearward position
(A)
A
Deviation at
Sensor mounted in rearward position the Screed
Pivot
Point Amount of tow point travel Amount of deviation
(A) required to reestablish NULL point. at sensor
Figure 95
Amount of deviation Amount of deviation
at sensor at screed
Figure 93
Sensor Deviation
Sensor deviation is caused by manual adjustment
(changing the sensor setting), loose or flexing sensor
mounts, or changes in the reference. Figure 94
shows a deviation at the sensor with the sensor
mounted in a rearward position. With the sensor
mounted rearward, the distance the tow point cylinder
would have to travel to reestablish the null point
would be more than the amount of deviation at the
sensor.
Deviation at
the Sensor Sensor forward in rearward position
Amount of deviation
at sensor
Amount of tow point travel
required to reestablish NULL point.
Figure 94
19705 (10/00) - 44 -
A Terex Company
Sensor Location with Respect

to Screed Reaction
The location of the sensor determines how it affects Figure 98 shows the unstable screed reactions in
the screed. By mounting the sensor in different relation to tow point movement, caused by the grade
places, the screed will build either for profile or for sensor being mounted too close to the screed.
rideability. The following section describes some Figure 98 - Sensor Mounted at Screed
2
common paving situations and how different sensor
1
systems affect them. 0
Effective Length of Tow Arm -1
-2
Automation sensors always move the tow point up 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
or down to maintain the sensor’s null point. The 6
Screed Deviation
location of the sensor becomes our control point. 4
2
The tow point becomes a point to raise or lower the 0
-2
tow arm to reestablish the null point at the sensor. -4
-6
The effective length of tow arm becomes the distance
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
between the control point (sensor) and the pivot Tow Point Deviation
point (trailing edge of the screed). Because the
screed must travel five tow arm lengths to fully react Grade Control for Joint Matching
to a correction. Shortening the effective tow arm
Joint matching is matching the height of a mat being
length shortens the distance the paver must travel to
placed next to an existing mat or curb. This requires
complete a correction, increasing reaction time.
the screed to be very responsive to changes in the
Moving the sensor towards the screed increases
elevation of the existing mat or curb. This is an
reaction time (builds profile), while moving the
application where we are building “Profile”, or
sensor towards the tow point decreases reaction time
over-correcting the screed, forcing it change depth
(builds rideability). (Figure 96)
in a very short distance.
The NULL dimension (A) always remains the same The grade sensor should be mounted 3¦4 of the way
A back from the tow point or just ahead of the augers.
(Figure 99)
Deviation at
the Sensor Sensor mounted in rearward position Correct position for joint matching in just ahead of the augers.
Amount of tow point travel Amount of deviation

required to reestablish NULL point. at sensor
Figure 96
Figure 99
Screed Mounting
With the sensor mounted in the rearward position,
Never mount the grade sensor any closer to the any change to the null point of the sensor will cause
screed than 3¦4 of the way back from the tow point. a magnified change of the tow point position in order
Mounting at the screed results in very unstable to reestablish the null point.
reactions to sensor deviations. (Figure 97)
Adjusting Point
Control Point
The magnified change at the tow point is greater than
Pivot
Point
that required for the screed to achieve the desired
depth, but is necessary if the screed is to achieve the
Effective length of tow arm
desired depth quickly. The screed continues to
Adjusting Point Figure 97
Control Point change depth due to the magnified change in the tow
Pivot
Point point. As the screed continues to change depth, it in
turn causes a change in the null point. The grade
Effective length of tow arm
19705 (10/00) - 45 -
A Terex Company

to Screed Reaction
sensor detects this change and relocates the tow Grade Control for Fixed Stringline
point position to again reestablish the null point. When using automation off an established or fixed
With the sensor mounted close to the screed, it is stringline, it requires the screed to be very responsive
very responsive to any deviation in the screed’s to any changes in elevation of the stringline. This is
position, though not very responsive to deviations of an application where we are building “profile”, or
the tow point position, caused by the tractor traveling over-correcting the screed and forcing it to change
over irregular grades. Therefore it does not anticipate depth in relation to the elevation of the stringline.
these deviations. It can only react when a deviation The grade sensor should be mounted 3¦4 of the way
of the tow point position affects the position of the back from the tow point, or just ahead of the augers.
screed. (Figure 101)
Figure 100 - Sensor mounted just ahead of augers
3 With the sensor mounted in the rearward position,
2
1
any change to the null point of the sensor will cause
0
-1
a magnified change of the tow point position, to
-2 reestablish the null point.
-3 Correct sensor position for string line is just ahead of augers.
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
2
Tow Point Deviation
1
0
-1
-2
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Screed Deviation
In Figure 100, the tow point rises very quickly in the Figure 101
first two feet of travel, while the screed takes six feet
of travel to respond to the tow point movement. The The magnified change at the tow point is greater than
sensor detects that the screed has risen to the correct that required for the screed to achieve the desired
level at about three feet of travel and starts bringing depth, but is necessary if the screed is to achieve the
the tow point back down. The tow point stabilizes at desired depth quickly. As the screed continues to
about nine feet of travel. The screed finally stabilizes change depth due to the magnified change in the tow
at about seventeen feet of travel. We want to note point, it in turn causes a change in the null point. The
that the screed exceeds the desired level from about grade sensor detects this change and relocates the
four feet of travel to about seventeen feet of travel. tow point to again reestablish the null point.
This is primarily due to the over-correction of the With the sensor close to the screed, it is very
tow point and screed reaction time. responsive to any deviation in the screed position,
From the standpoint of building profile, as a major though not very responsive to deviations of the tow
change is introduced, the screed responds very point position, caused by the tractor traveling over
quickly to that change as desired. From the standpoint irregular grades. Therefore, it does not anticipate
of rideability, this creates a bump that traffic would these deviations. It can only react when a deviation
feel. When building profile (joint matching), the of the tow point affects the position of the screed.
screed reacts quickly to deviations at the sensor. Refer to Screed Deviations and Tow Point Deviation.
19705 (10/00) - 46 -
A Terex Company

to Screed Reaction
The accuracy of profile and smoothness of the mat desired. From the standpoint of rideability, this
being placed is dependent on the accuracy of the creates a bump that traffic would feel. When building
stringline. If a stringline is established with sags in profile (running off a fixed string line), the screed
the stringline between pins, the produced mat will reacts quickly to deviations at the sensor.
have the same high points at the pins and sags Grade Control for a Ski
between pins. Extremely irregular grade conditions
can also affect the profile and smoothness of the mat. When using automation off a ski, corrections to
Pre-leveling should be considered if these conditions deviations that occur at the sensor or the screed will
exist. Refer to Pre-Leveling Grade. (Figure 102) require the paver to travel approximately 5 lengths
of the tow arm before the correction is fully
completed. Deviations that occur at the tow point,
Figure 102
due to the tractor traveling over irregular grades, are
corrected for immediately. In effect, the sensor is
correcting for deviations at the tow point before they
can affect the screed’s angle-of-attack (position). In
this application we are building “Rideability”, or
Amount of
Tow Point Movement Deviation at Sensor
averaging all required changes in depth over a longer
A small deviation at the sensor produces a large change at the tow point. area.
In figure 103, the tow point rises very quickly in the The grade sensor should be mounted 1¦4 of the way
first two feet of travel, while the screed takes six feet back from the tow point. (Figure 104)
of travel to respond to the tow point movement. The Correct sensor position for using ski is 1/4 back from the tow point
sensor detects the screed has risen to the correct level
at about three feet of travel and starts bringing the
tow point back down. The tow point stabilizes at
about nine feet of travel. The screed finally stabilizes
at about seventeen feet of travel. Note that the screed
exceeds the desired level from about four feet of
Figure 104
travel to about seventeen feet of travel. This is
primarily due to the over-correction of the tow point With the sensor mounted in the forward position,
and screed reaction time. any deviation at the tow point caused by the tractor
traveling over irregular grades will cause the sensor
Figure 103 - Sensor mounted just ahead of augers
3
2
to react immediately, to correct for that deviation.
1 The sensor therefore maintains the same tow point
0
-1 position (angle-of-attack on the screed) in relation to
-2
-3 the reference (ski), regardless of the grade
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 irregularities.
Tow Point Deviation
2 When the tractor rises and falls while traveling over
1
0
irregular grades, the tow point position in relation to
-1
the ski remains unchanged. Therefore the angle-of-
-2 attack on the screed is unchanged. Deviations at the
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 tow point that would have affected the position of
Screed Deviation the screed are anticipated and corrected before they
affect the screed’s position.
From the standpoint of building profile, when a
major change is introduced in the stringline, the With the sensor close to the tow point, it is very
screed responds very quickly to that change as responsive to any deviations in the tow point position,
19705 (10/00) - 47 -
A Terex Company

to Screed Reaction
though it is not very responsive to deviations at the its original position after traveling approximately
screed caused by screed settling, variations in paving five lengths of the tow arm, thereby averaging the
speed, head of material, adjustment of hand cranks deviation over a long area for rideability.
or grade conditions.
Figure 107 - Sensor Mounted Forward
When a deviation occurs at the screed and is large 2 with Deviation at Screed
enough to exceed the deadband width of the sensor, 1
the tow point is repositioned to reestablish the null 0
point of the sensor. The distance the tow point must -1
-2
travel to reestablish the null point of the sensor is
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
very small. If the screed continues to change, the 2 Screed Deviation
sensor will move the tow point in small increments 1
as needed to maintain the sensor null point. All of 0
-1
this takes place over a long distance of travel.
-2
Therefore all changes are averaged over a long
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
distance, producing a smooth rideable surface Tow Point Deviation
(building “rideability”). (Figure 105)
Types of Skis
A ski provides an independently stable reference
that floats over irregular grades while being towed
alongside the tractor. The grade sensor utilizes this
Figure 105 -Tow point remains the same reference to maintain the position of the tow point in
as tractor travels over irregular grades. relation to the reference (ski). By maintaining the
As we see in Figure 106, a deviation at the tow point tow point position in relation to the ski, the normal
is corrected for before it affects the angle-of-attack rise and fall of the tractor as it travels over irregular
on the screed. Therefore no change occurs at the grades will not affect or change the angle-of-attack
screed, thus producing a smooth uniform mat. on the screed.
Figure 106 - Sensor mounted forward with A ski is capable of flexing as it travels over
2 Deviation at tow point depressions or high points in the grade and still
1
provide an unchanging reference. As a rule, the
0
longer the ski, the better the reference, as a longer ski
-1
-2
is capable of bridging over longer depressions without
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 changing the reference point.
2
Tow Point Deviation
The standard ski comes in 10 foot lengths and can
1
0
be assembled to provide a 20 foot, 30 foot, or 40 foot
-1 reference system. As mentioned earlier, the longer
-2 the ski, the better the reference, as a longer ski is
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Screed Deviation capable of bridging over longer depressions without
changing the reference point. (Figure 108)
As we see in Figure 107, a deviation has occurred at
the screed due to screed settling, variations in paving Figure 108
speed, head of material, adjustment of hand cranks Reference is unchanged
or grade conditions. With the grade sensor mounted

forward, the amount of deviation did not exceed the Reference is unchanged
deadband width of the sensor, and no tow point
movement was called for. The screed will reestablish
19705 (10/00) - 48 -
A Terex Company

to Screed Reaction
The standard ski should always be mounted as close Traveling Stringline (Do Not Use)
to the screed as possible, as this is the control point A traveling string line is not recommended since it
from which the depth of material is established. is not capable of bridging or floating over grade
Also by mounting in as close as possible, there will irregularities without introducing a deviation at the
be less chance of deflection due to loose mounting sensor. A traveling string line is supported by only
hardware. If wide width paving is performed, an two points. As it travels over irregular grades it
optional wide mat reference system can be installed causes the automation to react to every depression
that provides a stable mounting system for extended and bump. (Figure 110) In effect it relocates the
width paving. original deviation farther down the road, but does
The over-the-screed ski is the preferred reference not remove them.
system when laying a wide mat or where job Grade deviations cause major
conditions will not permit running a ski beside the sensor deviations. Correct
Reference Line
screed. By running the ski over the screed, the
reference system is mounted in close to the tractor
where it can respond to grade deviations without Traveling string line is supported
by only two points.
being affected by problems caused by flexing
Figure 110
mounting hardware. (Figure 109)
Upper frame attaches to
30' standard ski
Figure 109
The over-the-screed reference system can be used

on finish or surface mats without leaving undesirable
trailing marks in the mat. Once the skid plate is
warmed up to the temperature of the material being
placed, it lightly skims over the surface of the mat
being placed without leaving marks that would
show up even after rolling.
19705 (10/00) - 49 -
A Terex Company
Slope Control System
The slope system consists of a slope sensor the paver to travel approximately 5 lengths of the
(pendulum), an amplifier, and a hand-held set unit. tow arm before the correction is fully completed.
The slope sensor provides an angular reference in Deviations that occur at the tow point, (due to the
relation to the horizon for controlling the percentage tractor traveling over irregular grades) are corrected
of slope on the mat being placed. for immediately. In effect, the sensor is correcting
The most common problem incurred when using for deviations at the tow point before they can affect
slope control is the conflict of job specifications for the screed’s angle-of-attack (position). In this
percentage of slope and yield. Many job application we are building “Rideability”, or
specifications will require a mat be placed at an averaging all required changes in depth over a longer
exact percentage of slope over very irregular sloping area.
grades. The conflict comes in when the depth of With the sensor mounted in the forward position,
material in a specific area becomes thicker to maintain any deviation at the tow point caused by the tractor
the desired slope and specifications will not allow traveling over irregular grades will cause the sensor
for the extra material required. When these conflicts to react immediately to correct for that deviation,
exist, a paver crew has to constantly override or reset therefore maintaining the same tow point position
the percentage of slope in an attempt to meet depth (angle-of-attack on the screed) in relation to the
or yield specifications. The mat being produced will angle of the cross beam, regardless of the grade
not meet specifications for slope, and the smoothness irregularities. (Figure 111)
or “rideability” of the mat is greatly reduced by the Slope sensor mounted
forward for "rideability"
frequent changes in slope that introduced. In these
conditions, pre-leveling of extremely irregular
sloping areas is recommended. Refer to Pre-
Leveling.
Sensor Positioning
Sensor reacts to any
angular change of crossbeam
The position of the sensor can be mounted on either
the forward cross beam or on the rearward cross
beam. The mounting position determines how fast
Figure 111
the screed will react to a change of the null point at
the sensor, therefore building profile or rideability. When the tractor rises and falls while traveling over
Evaluate job specifications and grade-related irregular grades, the tow point position in relation to
conditions to determine the desired mounting position the angle of the cross beam remains unchanged,
that will produce the required results. Refer to therefore not changing the angle-of-attack on the
Building Profile, Rideability or Evaluation of Jobs. screed. Deviations at the tow point that would have
Building For Rideability affected the position of the screed have been
With the sensor mounted on the forward cross beam, anticipated and corrected before they affect the
corrections to deviations at the screed will require screed’s position. (Figure 112)
Slope sensor
mounted forward Figure 112
Tow point position remains the same as the tractor travels over irregular grades.
19705 (10/00) - 50 -
A Terex Company
With the sensor close to the tow point, it is very rideability. However, it did not necessarily maintain
responsive to deviations in the tow point, though not an exact percentage of slope at any given point in the
very responsive to deviations at the screed caused by mat.
screed settling, variations in paving speed, head of
Figure 114 - Sensor Mounted Forward
material, adjustment of hand cranks, or grade
2 with Deviation at Screed
conditions. When a deviation in slope occurs at the 1
screed and exceeds the deadband width of the sensor, 0
the tow point is repositioned to reestablish the null -1
point or original angle of the sensor. The distance -2
the tow point must travel to reestablish the null point 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Screed Deviation
of the sensor is very small. If the screed continues to 2
1
change in slope, the sensor will move the tow point 0
in small increments as needed to maintain the sensor -1
null point. All of this takes place over a long distance -2
of travel therefore all changes are averaged. 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Tow Point Deviation
As seen in Figure 113, a deviation at the tow point
caused by the tractor traveling over irregular grades
Building For Profile
is corrected before it affects the angle-of-attack on
the screed. Therefore no change occurs at the With the sensor mounted on the rearward cross
screed, thus producing a smooth uniform mat, but beam, the screed is very responsive to any changes
not necessarily the exact percent of slope at any in the percentage of slope of the screed. This is an
given point in the mat. application where we are building profile, or over-
correcting the screed, forcing it to change depth in a
Figure 113 - Sensor Mounted Forward very short distance. (Figure 115)
2
with Deviation at Tow Point
1 Slope sensor mounted
rearward for "profile"
0
-1
-2
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
2
Tow Point Deviation
1
0
Sensor reacts to any angluar
-1 change of the crossbeam.
-2 (any angular change of
the screed)
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Screed Deviation
Figure 115
Figure 114 shows that a deviation has occurred at the
screed (due to screed settling, a variation in paving With the sensor mounted in the rearward position,
speed, head of material, adjustment of hand cranks, any change to the null point of the sensor will cause
grade condition and etc.) With the grade sensor a magnified change of the tow point position in order
mounted forward the amount of deviation did not to reestablish the null point.
exceed the deadband width of the sensor, so no tow The magnified change at the tow point is greater than
point movement was called for. The screed that required for the screed to achieve the desired
reestablished its original position after traveling depth, but is necessary if the screed is to achieve the
approximately 5 lengths of the tow arm, thereby desired depth quickly. The screed continues to
averaging the deviation over a long area for
19705 (10/00) - 51 -
A Terex Company
change depth due to the magnified change in the tow Figure 117 - Slope Sensor Mounted Rearward
point. As the screed continues to change depth, it in 3
2
turn causes a change in the null point. The grade 1
0
sensor detects this change and relocates the tow -1
-2
point position to again reestablish the null point. -3
With the sensor mounted close to the screed, it is 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Tow Point Deviation
very responsive to any deviation in the slope of the 2
screed, though not very responsive to deviations of 1
0
the tow point position caused by the tractor traveling
-1
over irregular grades. Therefore it does not anticipate -2
these deviations, it can only react when a deviation 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
of the tow point position affects the position of the Screed Deviation
screed. (Figure 116)
A small angular deviation at the sensor From the standpoint of building profile, introducing
produces a large change at the
tow point. Slope Sensor a major change in the slope setting and makes the
Angular
Change
screed respond very quickly to that change as desired.
From the standpoint of rideability, a bump was just
created that traffic will feel. To summarize, when
building profile (with the slope sensor mounted to
Amount of
tow point movement
the rear), the screed reacts quickly to deviations at
Figure 116 the sensor (or when the slope setting is changed at
the hand set unit).
As seen in the graphs, the tow point rises very
quickly in the first two feet of travel, while the screed When using the slope control system in combination
takes six feet of travel to respond to the tow point with a grade control, it is important to understand
movement. The sensor detected the screed had risen how the two react to each other. The location of the
to the correct level at about three feet of travel and sensors determines how each system reacts not only
started bringing the tow point back down. It stabilized to deviations at the tow point, screed and sensor of
at about nine feet of travel. The screed finally each system but also how the slope system reacts to
stabilizes at about seventeen of travel. Note that the the changes introduced by the grade system.
screed exceeded the desired level from about four
feet of travel to about seventeen feet of travel. This
is primarily due to the over-correction of the tow
point and screed reaction time. (Figure 117)
19705 (10/00) - 52 -
A Terex Company
Reactions
(Combinations of Grade and Slope)
Ski and Slope (Sensor Forward) Joint Matcher and Slope (Sensor Forward)
When a combination of ski and slope are utilized, When combining a slope sensor (mounted forward)
mounting both grade and slope sensors forward and a joint matcher (with the grade sensor mounted
results in better rideability. If a deviation occurs at rearward) the grade system builds profile while the
the tow point on the side being controlled by the slope system builds rideability.
grade sensor, the grade sensor reacts immediately to If a deviation occurs at the tow point on the side
reestablish the original tow point position in relation controlled by the slope sensor, the slope sensor
to the ski. Therefore the angle of the cross beam reacts immediately to reestablish the original angle
remains unchanged and the slope sensor does not of the cross beam, maintaining the tow point position.
react. If a deviation occurs at the tow point on the Therefore it is anticipates deviations that would
side being controlled by the slope sensor, the slope occur at the screed and corrects for them before they
sensor reacts immediately to reestablish the original occur. Refer to Tow Point Deviation with sensor
angle of the cross beam. In effect the slope control mounted forward. With the slope sensor close to the
maintains the tow point position much like the grade tow point, it is very responsive to any deviations in
control system does when run off a ski. This the tow point position, though not very responsive to
combination of grade and slope will anticipate deviations at the screed, caused by screed settling,
deviations that would occur at the screed and corrects variations in paving speed, head of material,
for them before they occur. Refer to Tow Point adjustment of hand cranks, grade conditions, etc.
Deviation with sensor mounted forward. Refer to Screed Deviation with sensor mounted
With the sensors close to the tow point, they are very forward.
responsive to any deviations in the tow point’s If a deviation occurs at the grade sensor, the sensor
position, though not very responsive to deviations at will cause a large change of the tow point position on
the screed caused by screed settling, variations in the grade side to reestablish the null point of the
paving speed, head of material, adjustment of hand grade sensor. Refer to Screed Deviation with sensor
cranks, grade conditions, etc. Refer to Screed mounted rearward. This large change of the tow
Deviation with sensor mounted forward. point position on the grade side in turn changes the
Ski and Slope (Sensor Rearward) angle of the cross beam. The slope sensor detects
When utilizing a slope sensor (mounted rearward) this and changes the tow point position on the slope
with a ski, the grade system builds rideability while side an equal amount in the same direction to
the slope system corrects for change at the screed. reestablish the null point of the slope sensor. In
Refer to Tow Point Deviation with sensor mounted effect, a small deviation at the grade sensor has
rearward. This combination is not overly responsive caused a magnified change of both grade and slope
to irregular grades, but will even out deviations, tow points. Refer to Sensor Deviation with sensor
providing rideability. It is, however, very responsive mounted rearward.
to deviations of slope at the screed. If a deviation Joint Matcher and Slope (Sensor Rearward)
occurs at the screed, the sensor will cause a large When combining a slope sensor (mounted rearward)
change of the tow point position to reestablish the and a joint matcher (with the grade sensor mounted
null point of the slope sensor. Refer to Screed rearward) both the grade and slope systems build
Deviation with sensor mounted rearward. profile. If a deviation occurs at the grade sensor, the
sensor will cause a large change of the tow point
position on the grade side to reestablish the null
point of the grade sensor. Refer to Sensor Deviation
with sensor mounted rearward. The slope sensor
will not react to the deviation at the grade sensor
19705 (10/00) - 53 -
A Terex Company
Reactions
(Combinations of Grade and Slope)
until the change that was introduced to the grade side When the slope and grade sensors are mounted
tow point causes a change at the screed. Then it will rearward, they are not very responsive to deviations
also introduce a large change in the tow point position at the tow points caused by the tractor traveling over
on the slope control side. Refer to Screed Deviation irregular grades. They can only react after a tow
with sensor mounted rearward. If a deviation occurs point deviation has caused a change at the screed.
at the screed, the slope sensor will cause a large Refer to Tow Point Deviation with sensor mounted
change of the tow point position on the slope side to rearward.
reestablish the null point of the slope sensor. Refer
to Screed Deviation with sensor mounted rearward.
19705 (10/00) - 54 -
A Terex Company
SMOOTHTRAC™
Sonic Averaging System (SAS)
SMOOTHTRAC™
SmoothTrac™ incorporates proven Sonic Tracker® Quick and easy setup and storage on the paver
technology with special software to completely eliminates the loss or damage to the ski during
eliminate the need for contact type skis on road transport or changing to joint matching.
machines.
The beam can be setup to “over the screed” reference
SmoothTrac™ can be adapted to all brands of without adding large and awkward sections to the
pavers and profilers and can be made compatible beam.
with existing Topcon System IV Paver Systems
components with a simple software upgrade. NOTE: When adding SmoothTrac™ to an
The non-contact design allows full maneuverability existing paver control system, be sure the
of paver and profilers, and turn around or back up existing system is upgraded with SAS
without removing or lifting the beam. With the software on both the control boxes and the
single knob mat thickness control in hundredths of trackers being used. (See Control Box Setup
a foot from the screed platform, this allows the Rev Info on page 67)
operator greater control of material.
Beam Layout
9090-1116
“L” Arm
9800-1039 9800-1038 9800-1033 9800-1040

Outer Beam Left Inner Beam Left Inner Beam Right Outer Beam Right
Tracker Hanger
6200-0290
19705 (10/00) - 55 -
A Terex Company
SMOOTHTRAC™
Safety Precautions
9. When using laser control, avoid direct exposure

1. Read and become familiar with the
to your eyes.
manufacturer’s operations manual, including
safety information before installing or using
Caution - Do not stare into the laser
Topcon System Four.
beam or view the beam directly with
optical equipment.
2. Working around heavy construction
equipment can be dangerous. Always use
extreme caution on the job site. 10.When welding, always use appropriate welding
precautions and practices. Use shielding to
prevent onlookers from staring into the light.
Warning - Do not stand or sit on machine
parts meant for operation.
11. After welding, all affected areas should be painted
with a rust inhibitor.
3. The mandrel should be grounded before working
Notice - Disconnect all Topcon system
on or around the paver.
electrical cables prior to welding on the
machine.
4. Do not attach System Four components to the
paver while the engine is running.
Warning - Do not weld near hydraulic
5. Do not allow any System Four component to lines or on any equipment when in
limit the visibility of the operator in an unsafe operation.
manner.
Notice - All mounting bracket welds must be
6. Use tie-wraps supplied with System Four to secure and strong to prevent the sensor
keep hoses and wires secured and away from equipment from vibrating excessively or
wear or pinch joints. from becoming detached at the weld during
operation.
7. Use eye protection when welding, cutting, or
grinding is being done on the machine. Notice - Keep the carrying case dry at all
times. Do not allow moisture to get inside
8. Hydraulic lines can be under extreme pressure the case. Moisture trapped in the case can
even when the machine is turned off. When adversely affect components. If moisure does
working on or near hydraulic lines, protect enter the carrying case, leave it open and
yourself at all times and wear protective clothing. allow it to dry thoroughtly before storing
any components.
Warning - Relieve all pressure in the
hydraulic lines before disconnecting or 12. To prevent vandalism or theft, do not leave the
removing any lines, fittings, or related removable Topcon components on the machine
components. If injury does occur, seek during off hours. Remove the components after
medical assistance immediately. Consult work and store in carrying case.
the profiler OEM Operator’s Manual for
details.
19705 (10/00) - 56 -
A Terex Company
SMOOTHTRAC™
Installation
1. During installation, in order to accurately align 4. Orientation of the L arms are dependent upon
the beam assembly onto the pivot post, use the the height alignment of both collars. The L arms
center portion of the beam or equivalent weld can be installed with 16” post in either the
fixture. upright or downward pointing direction in order
to raise or lower the beam and place the tracker
2. Both attachment posts must be mounted (welded) within the required sensing range.
perpendicular to upper surface of the tow arm,
and parallel to each other. 5. Loosely coil the cable about the beam sections
and use the cable clamps to prevent sagging
3. Prior to installation of the L arms, align locking loops that might create a safety hazard.
collar on the end gate post with the stop collar on
the tow arm pivot post. 6. After initial installation, assure a good path to
ground by partially tightening handles and lock
bolts, and then moving all folding joints in and
out. This should remove all paint which could
prevent good grounding.
NOTE: A BAD GROUND WILL CAUSE

UNSTABLE LIGHTS ON TRACKERS.
19705 (10/00) - 57 -
A Terex Company
SMOOTHTRAC™
Tow Arm Mount
Vertical Vertical
5.0’ FEET (60” INCHES ) CENTER TO CENTER
Weld collar at the same height as

the short pivot post.
USE LEVEL TO MAKE POSTS PARALLEL
USE SOME TUBE TO WELD UP A FIXTURE

5.0’ FEET (60” INCHES) CENTER TO CENTER
Weld collar at the same height as

the short pivot post.
A WELD FIXTURE CAN BE FABRICATED FOR

NUMEROUS USE WHICH IS MUCH EASIER
THE WELDING OF THE TWO PIVOT POSTS ARE 5 FEET (60”) APART BECAUSE
THE PIVOT BLOCKS ON THE BEAM ARE AT 5 FEET APART.
WITH THE “L-ARMS” THIS CREATES A PARALLELOGRAM. THUS ALLOWING THE BEAM
TO BE EXTENDED OR RETRACTED AWAY FROM THE MACHINE SMOOTHLY AND EVENLY.
IF THE “L-ARMS FIGHT EACH OTHER, THE POSTS ARE NOT THE SAME AS THE BEAM.
NOTES:
All parts included in 9800-1015 kit
1. After welding tow arm pivot post perpendicular to the tow
arm, install weld fixture / center portion of beam onto post
and clamp in place.
2. Install long pivot post (9090-1339) into fixture / center
portion of beam, butt collar (9090-1342) up against
clamping block of the fixture, and tighten handle.
3. Place weld gussets (9090-1119) onto post and tack to tow
arm. Check alignment prior to final welding.
19705 (10/00) - 58 -
A Terex Company
SMOOTHTRAC™
Tow Arm Types
5.0’ FEET (60” ICHES) CENTER TO CENTER
9090-1118
9090-1015
Weld collar at the same height as the
short pivot post.
9090-1339
9090-1119 Typical Higher Style tow Arm Mounting

Cedarapids/Blaw Knox
5.0’ FEET (60” ICHES) CENTER TO CENTER
Weld collar at the same height as the

short pivot post.
Typical Lower Style tow Arm Mounting

Cat/Barber Greene
19705 (10/00) - 59 -
A Terex Company
SMOOTHTRAC™
CR300 Series Pavers
19705 (10/00) - 60 -
A Terex Company
SMOOTHTRAC™
CR400/CR500 Series Pavers
19705 (10/00) - 61 -
A Terex Company
SMOOTHTRAC™
Swing Arm Mounting
A. Either configuration may be typical to lower-height Tow Arm Mounting.
9090-1078 2130-0102
9090-1116
9090-1078
2130-0102
9090-1116
19705 (10/00) - 62 -
A Terex Company
SMOOTHTRAC™
Beam Assembly
Right Side Beam Shown
Apply Anti-Seize to all threads and Pivot Pins
9800-1036
2150-0167
NOTE*
9800-1040 Right 2150-0187

9800-1039 Left
2120-0103
2120-0106
2150-0170
2130-0124 9800-1037
2100-0104
2120-0126
6200-0290
9800-1033 Right
9800-1038 Left
2100-0115
19705 (10/00) - 63 -
A Terex Company
SMOOTHTRAC™
2100-0102
1/2-12 THD
2100-0111
1/2 I.D.
2100-0131
1/2-13 x 7”
2130-0105
Tracker Bolt
19705 (10/00) - 64 -
A Terex Company
SMOOTHTRAC™
SAS Cable
The 9060-5232 SAS Coil cable was designed to give the operator the felexability of relocating the the Sonic Trackers on the beam by
drilling new mounting holes and moving the Tracker hanger.
GROUND
COMM A
COMM B
VSWIT
337 680 200 880
A BFKL A BF K L AB F KL AB F KL
1 2 3 4 Physical Location
1 3 2 4 Polling Sequence
19705 (10/00) - 65 -
A Terex Company
SMOOTHTRAC™
Assembly Notes
ASSEMBLY EXTENDED FOR USE
NOTES:
During any adjustment, alignment, or orientation of the beam assembly, especially the L arms, all
clamps handles must be loosened to allow each section to move freely.
Caution: Always tighten ALL clamp handles following every adjustment of the beam assembly.
This is especially important during transport within the job site.
19705 (10/00) - 66 -
A Terex Company
SMOOTHTRAC™
Control Box Setup Instructions for SAS Installation
Refer to the Topcon Paver System Four Operator’s Manual (7010-0118) for accessing the System Four Performance
settings. Confirm the Control Box Rev is 3.7 or higher and the Tracker Rev is 2.1 or higher (Both Control Box and
Trackers should be labeled with SAS stickers).
.
After entering the performance menu follow the steps below:
1. Set SS to equal the number of Trackers being used.
Range OFF/2-10
2. Lower gains if system response is too quick causing rapid corrections.
3. The frequency setting in the technicians menu may need to be lowered to 3, if the beam has an osciliation
when the machine is sitting still.
19705 (10/00) - 67 -
A Terex Company
SMOOTHTRAC™
Placement of Sonic Averaging System
The center connection point of the SAS is the balance point. The position of the balance point to the tow arm is very
critical. By moving the balance point, the performance of the system is greatly affected. The balance point of the beam
should be located 1/3 to 2/3 the distance from the rear of the screed to the tow point cylinder.
By placing the balance point near the back 1/3 (close to the screed), the systems will have a faster reaction time. By
placing the balance point closer to the 2/3 point (near the tow point cylinder), the system will have a slower reaction
time. For mainline paving, a slower reaction time is desired.
To determine where to position the SAS on your paver, start by measuring the length of the tow arm. Divide the total
length by three. This will give you the placement of the balance point of the SAS on your machine.
OPERATION
1. Pave manually until specific mat thickness is established.
2. Turn system on, and set SAS to on-grade (refer to System Four Operator’s Manual for survey information).
3. Pave as normal making thickness adjustments with control box knobs.
NOTE: BE SURE TEMP BAILS ARE INSTALLED BEFORE OPERATING
To assure best results, the balance

point of SAS should be inside the
shaded area.
Measure Length Of Tow Arm
Center of Beam
Balance point of beam
19705 (10/00) - 68 -
A Terex Company
SMOOTHTRAC™
OPERATION
The SAS system has been designed to continue to operate even when one of the Trackers fails. When a failure occurs,
the control box will flash “ERR” preceded by a number “1-4.” The number represents the Tracker which failed,
making troubleshooting easy and fast. NOTE: A number reading of “1” could mean the first or last Tracker has
failed depending on which side the beam has been mounted. The SAS cable is labeled with numbers at each connector
for easy identification. The system will ignore the Tracker which is causing the error and average the remaining three
Trackers. For best results, replace the faulty Tracker as soon as possible.
Once one of the Trackers has been eliminated from the averaging, the balance point of the beam will have changed. If
the faulty Tracker is not replaced the beam will need to be repositioned to adjust for the new balance point. It is
strongly recommended, if the first or last Tracker fails, to replace it with one of the remaining Trackers from the
middle of the beam. This will insure that the balance point is not outside of the 1/3 to 2/3 rule.
If any problems exist during operation or when the machine is stationary refer to page 67 for setup information.
New Balance
Point
X
Center of Beam
New Balance Point
2’ from CL
X Center of Beam
New Balance
Point 2’ from CL
Center of Beam
X
New Balance
Point
X
Center of Beam
19705 (10/00) - 69 -
A Terex Company
Slope Conversion Table

Actual Approx. Inch Inch Inch Inch Inch Inch Inch Inch Inch Inch Inch
decimal fraction
inch per inch per per per per per per per per per per per per
Slope
ft. ft. 10 ft. 11 ft. 12 ft. 13 ft. 14 ft. 15 ft. 16 ft. 17 ft. 18 ft. 19 ft. 20 ft.
0.10% .012 1/64 1/8 1/8 5/32 5/32 5/32 3/16 3/16 7/32 7/32 7/32 1/4
0.13% .015 1/64 5/32 5/32 3/16 3/16 7/32 7/32 1/4 1/4 9/32 9/32 5/16
0.20% .024 1/32 1/4 1/4 9/32 5/16 11/32 3/8 3/8 13/32 7/16 15/32 15/32
0.26% .031 1/32 5/16 11/32 3/8 13/32 7/16 15/32 1/2 17/32 9/16 19/32 5/8
0.30% .036 3/64 3/8 13/32 7/16 15/32 1/2 17/32 9/16 5/8 21/32 11/16 23/32
0.40% .048 3/64 1/2 17/32 9/16 5/8 11/16 23/32 25/32 13/16 7/8 29/32 31/32
0.50% .060 1/16 19/32 21/32 23/32 25/32 27/32 29/32 31/32 1-1/32 1-3/32 1-1/8 1-3/16
0.52% .062 1/16 5/8 11/16 3/4 13/16 7/8 15/16 1 1-1/16 1-1/8 1-5/16 1-1/4
0.60% .072 5/64 23/32 25/32 7/8 15/16 1 1-3/32 1-5/32 1-7/32 1-9/32 1-3/8 1-7/16
0.78% .093 3/32 15/16 1-1/32 1-1/8 1-7/32 1-5/16 1-13/32 1-1/2 1-19/32 1-11/16 1-25/32 1-7/8
0.80% .096 3/32 31/32 1-1/16 1-5/32 1-1/4 1-11/32 1-7/16 1-17/32 1-5/8 1-23/32 1-13/16 1-29/32
1.0% .120 1/8 1-3/16 1-5/16 1-7/16 1-9/16 1-11/16 1-13/16 1-29/32 2-1/32 2-5/32 2-9/32 2-13/32
1.5% .180 3/16 1-13/16 1-21/32 2-5/32 2-11/32 2-17/32 2-11/16 2-7/8 3-1/16 3-1/4 3-13/32 3-19/32
2% .240 1/4 2-7/16 2-5/8 2-7/8 3-1/8 3-3/8 3-19/32 3-27/32 4-3/32 4-5/16 4-9/16 4-13/16
3% .360 3/8 3-5/8 3-31/32 4-5/16 4-11/16 5-1/32 5-13/32 5-3/4 6-1/8 6-15/32 6-27/32 6-3/16
4% .480 15/32 4-13/16 5-9/16 5-3/4 6-1/4 6-23/32 7-3/16 7-11/16 8-5/32 8-5/8 9-1/8 9-19/32
5% .600 19/32 6 6-19/32 7-3/16 7-13/16 8-13/32 9 9-19/32 10-3/16 10-13/16 11-13/32 12
6% .720 23/32 7-3/16 7-29/32 8-5/8 9-3/8 10-3/32 10-13/16 11-17/32 12-1/4 12-31/32 13-11/16 14-13/32
7% .840 27/32 8-13/32 9-1/4 10-3/32 10-29/32 11-3/4 12-19/32 13-7/16 14-9/32 15-1/8 15-21/32 16-13/16
8% .960 32/32 9-19/32 10-9/16 11-17/32 12-15/32 13-7/16 14-13/32 15-3/8 16-5/16 17-9/32 18-1/4 19-3/16
9% 1.08 1-3/32 10-13/16 11-7/8 12-31/32 14-1/32 15-1/8 16-3/16 17-9/32 18-3/8 19-7/32 20-17/32 21-19/32
10% 1.20 1-3/16 12 13-3/16 14-13/32 15-19/32 16-13/16 18 19-3/16 20-13/32 21-19/32 22-13/16 24
11% 1.32 1-5/16 13-3/16 14-17/32 15-27/32 17-5/32 18-15/32 19-13/16 21-1/8 22-7/16 23-3/4 25-3/32 26-13/32
12% 1.44 1-7/16 14-13/32 15-27/32 17-9/32 18-23/32 20-5/32 21-19/32 23-1/32 24-15/32 25-29/32 27-3/8 28-13/16
All figures in feet are measured horizontally.

All figures in inches should be measured vertically and accurately to within 1/32 inch.
Figure 118
19705 (10/00) - 70 -
A Terex Company
Operation
Nulling Screed Generally, the amount of initial angle-of-attack

When we null a screed, we are adjusting the angle- required will be 1 to 2 turns clockwise on the
of-attack on the screed to 0 in relation to a given or hand cranks. As paving begins, check the
desired depth. This is traditionally done with the use depth of the mat being placed and correct for as
of boards that equal the desired loose mat depth. necessary. As most contractors work with a
(Figure 119) Then a given amount of nose-up given number of mix designs, the paver crews
attitude is introduced to the screed. The procedure quickly learn the exact amount of initial angle-
is as follows: of-attack needed for specific mix designs.
1) Obtain boards equal to the thickness of the
loose or unrolled mat. The number of boards
Figure 119
will depend upon the paving width. Generally
use 2 boards at 10 feet wide, 4 boards at 20 feet,
etc. The length of each board should be such
that the screed bottom is fully supported from
front to tail when set on the boards.
2) Place the boards under the screed as illustrated.
Attention should be placed on the grade
conditions where the boards will be placed. If
a board is placed on a high point or a depression,
a false null setting will occur. Additional
boards may be needed if at extended-width Screed is Nulled when Laying Flat on Boards
paving to provide support for the extension
screeds.
3) Place the screed lift switch in LOWER/FLOAT
mode. The screed will lower down and rest on
the boards.
4) Turn both manual hand cranks on the screed
until the screed face is resting flat on the
boards. When the screed is resting flat on the
boards, the hand cranks will have a small area
of free rotary movement where little resistance
is felt. This indicates the null position.
5) After the screed has been nulled, introduce a
nose-up attitude (initial angle-of-attack) on
the screed. The amount of initial angle-of-
attack is dependent on material design,
temperature of material, head of material, tow
point position and type of screed. (Refer to
these subjects for more information.)
19705 (10/00) - 71 -
A Terex Company
Joints
There are two types of joints that are constructed in Construction

a paving operation: longitudinal and transverse. Next place boards or lath on the mat that are as thick
Proper construction of these joints is important in as the amount of compaction in the joint area.
not only producing a smooth rideable surface but Remember, compaction rates change due to thickness
also in how they resist penetration of water, air and of material and material design. Once the compaction
other substances that would cause a premature failure rate has been determined and the correct thickness of
of the joint. (Figure 120) lath has been acquired, place the lath at the edge of
the joint to elevate and support the screed at the
Longidudinal Joint
correct starting level. (Figure 122)
Place boards or lath that equal the compaction rate
Transverse Joint
of the material from thickness of the joint.
Figure 120
Transverse Joints
Transverse joints are created when an existing mat
or lane is to be continued. The quality and durability Figure 122
of the joint depends on careful preparation of the
existing mat or lane. It is critical that any taper or The screed should be preheated to the temperature of
defective area be removed. The joint area has to be the material being used. A cold screed will not only
perfectly flat and parallel with the line of paving! tear the surface of the mat being placed but will also
If not, a depression or bump will be produced. have a tendency to come off the joint low, creating
a depression in the mat. Do not over-heat the screed
Preparation
bottom, as this will damage or warp the screed
As seen in Figure 121, the existing mat is checked bottom. (Refer to Screed Heaters.)
with a straightedge and the tapered area removed to
Back the paver up over the joint and align the screed
produce a joint area that is flat and parallel with the
so the face of the screed is square with the edge of the
line of paving.
joint. Lower the screed onto the boards and null the
Checking the existing mat with a good straight edge screed. ( Refer to Nulling Screed.)
Once the screed has been nulled and the initial angle-
of-attack has been introduced, the auger chamber
Remove should be filled to the level of the auger shaft. Do not
over fill the auger chamber, as this is the most
common cause of creating a bump when pulling off
a joint. If needed, the corner areas on the ends of the
screed should be hand-filled to prevent force-feeding
an excessively high head of material in the center
areas of the screed. Refer to Head of Material.
Figure 121
(Figure 123)
Proper joint
area after
removing taper
19705 (10/00) - 72 -
A Terex Company
Joints
Checking thickness of new mat

1. Using handcranks, null screed bottom so it is resting flat on boards.
2. Introduce starting angle-of-attack by turning handcranks
clockwise 1/2 to 1 turn.
3. Fill auger chamber evenly to 1/2 auger level. DO NOT OVERFILL.
Figure 125
After the new mat has been checked for correct
material thickness (and corrected if necessary), then
Figure 123
the mat can be rolled. After rolling, check the joint
with a straight edge to ensure it is at the correct level
and no bumps or depressions have occurred.
After filling the auger chamber to the correct level,
By taking a little extra time and effort, transverse
move the paver forward slowly, allowing the screed
joints can be constructed to meet specifications for
operator time to check and correct the depth if
smoothness and durability.
necessary. The feeder controls should be set to auto,
and feed sensors checked and set to maintain the Longitudinal Joints
correct head of material. Once the paver has moved Asphalt longitudinal joints do not have the high
away from the joint area, the joint can be checked maintenance cost and poor ride quality of concrete
and prepared for rolling. The excess or overlap pavements. Employing proper paving techniques
material must be removed, as this material cannot be will produce a longitudinal joint that meets
compacted into a cold or existing mat. (Figure 124) specifications for smoothness and will be resistant
Do not shovel this overlap material back onto the to penetration of water, air and other substances that
fresh mat, as this extra material may not be compacted would cause a premature failure of the joint.
down to the same height as the rest of the joint. This
Construction
could create a bump.
To get a tight joint between mats, the new mat should
Existing Mat New Mat not overlap the existing mat more than 1 inch.
(Figure 126) Always keep the overlap to the minimum
requirement. If a large overlap is required, use a
cutoff shoe to block the mix from building up under
the screed in the overlap area. If excessive mix is
Remove Overlap Material allowed to build up under the screed in the overlap
Figure 124 area it will eventually support the screed and actually
Once the overlap material has been removed, the cause the screed to rise. This leads to control and
joint should be checked with a good straight-edge to texture problems, as a nose-down attitude will have
ensure the thickness of the new mat is correct. If the to be introduced to prevent the screed from climbing.
new mat does not have enough material thickness at
SCREED
the joint when it is rolled, the density in the area
where the new mat joins to the old mat will be low. ROLLED MAT
This could cause a premature joint failure. If there

is too much material in the joint area a bump will be Figure 126
produced. (Figure 125)
COMPACTED 1" OVERLAP

UN-ROLLED MAT (APPROXIMATE)
19705 (10/00) - 73 -
A Terex Company
Joints and Segregation
When matching one mat to another, use a 6 inch or The joint matcher is the control point from which the
a 1 foot screed extension on the joint matching side. depth is established. It should be set as close to the
This provides a small separate screed bottom to joint being matched as possible, taking into account
absorb the extra wear that occurs when a slight the condition of the joint. If a joint edge has been
overlap is required. Extra wear would otherwise tapered off due to traffic, it may become necessary
take place on one tip of the main screed bottom and to set the joint matcher farther in on the existing mat
destroy its uniformity. to find a uniform area from which to reference.
The screed should never ride on the existing mat. (Figure 128)
For proper joint sealing and density, it is critical that Set the joint matcher as close The joint matcher is the control
material depth at the joint be sufficient to allow for to the joint as possible point that establishes depth.
compaction by the roller. If material thickness at the
joint is insufficient to allow for compaction rates, Existing Mat New Mat
the joint will not resist penetration of water, air and
Figure 128
other substances that would cause premature failure
of the joint. An alternative to using a joint matcher is to use a ski.
Using Automatics This is preferred where the job calls for multiple lift
Automatic screed controls should always be used paving. By using a ski on the existing mat the
when matching longitudinal joints. They will produce deviations in that mat will not be transmitted to the
a very accurate match if set up properly. Traditionally new mat, thus producing a smooth, uniform mat,
a grade sensor with a joint matcher shoe is used to though not necessarily matching the joint in a given
match joints. This combination is very responsive to area. When the final lift is placed, a joint matcher
the elevation or profile of the existing mat, and the shoe can be used to match the joint exactly.
new mat produced will follow the profile of the Segregation
existing mat. (Figure 127) However, problems of Segregation in the mat can originate at any point
rideability occur when the existing mat is not perfectly where the materials that make up the mix design are
flat, as any deviations in the existing mat are handled or moved. Segregation is primarily related
transmitted into the new mat. to the gradation of the mix design and the type or
shape of the aggregates used in the design. For
example, course-graded material designs have fewer
fines, and when handled these fines have a tendency
to separate from the larger aggregates. Also, a mix
design that uses high percentages of smooth-faced
aggregates will segregate very easily when handled,
as the aggregates have a tendency to roll.
Segregation (Before The Paver)
When the mat being placed starts showing signs of
segregation, the source of the problem has to be
Figure 127 found and corrected at the source. (Figure 129) The
paver can not correct for or re-blend materials
that are segregated before being placed in the
hopper of the paver.
19705 (10/00) - 74 -
A Terex Company
Segregation
Excessively high auger rpm will also have a tendency

Figure 129 to segregate the material being placed under the
auger-conveyor drive case. The auger rpm should
be as low as possible to deliver material across the
width of the screed. Auger rpm is affected by the
material flow gate setting. ( Refer to Head of material.)
Other factors, especially regarding the head of
material and grade conditions can give the appearance
Segregated before paver of a segregating stripe. Refer to these subjects for
more information. Adjustment of the main screed
Segregation (Truck) crown will not correct for segregation caused by
If truck loads of material are showing signs of damaged or missing deflector plates or high auger
segregation when delivered to the paver, the paver rpm. Refer to Main Screed Crown.)
operator should always keep the conveyor deck Pre-Compaction Stripe
covered with a minimum of 6 to 10 inches of
material. Doing so will prevent the flood of raw rock Pre-compaction striping shows up as a 4 to 6 inch
that is in the rear of the truck from being delivered wide stripe down the center of the mat, and appears
directly to the auger chamber, and give it a chance to shiny and tight in texture. The stripe is commonly
mix with the materials covering the conveyor deck. associated with segregation but is actually caused by
Often, a segregation problem can be prevented by excessively high auger rpm which pre-compacts the
the method in which each load or batch is dropped materials being feed under the auger-conveyor drive
into the truck. By placing the first batches or loads case. The speed at which an auger turns is affected
in the front and rear of the truck, then filling the or changed by the flow gate setting. (Refer to Head
center area of the truck, the material will have less of of Material.)
a chance to segregate to the front and rear of the
truck.
Segregation (Stripe)
When a mat is showing a segregation stripe about 4
to 6 inches wide down the center of the mat being
placed, it is usually caused by missing or damaged
material deflector plates that are mounted just ahead
of the augers on the bottom of the auger-conveyor
drive case. These should be repaired or replaced as
necessary. (Refer to Operation and Maintenance
Manual.)
19705 (10/00) - 75 -
A Terex Company
Troubleshooting Guide
LOOSE STREAK DOWN CENTER OF MAT

Cause: Solution:
(1) lead crown low (1) adjust lead crown
(2) head of material low (2) maintain level at 1/2 auger
(3) worn reversing paddles (3) repair or replace
(4) mix design (4) correct at hot plant
(5) worn or damaged material deflector plates (5) repair or replace
SHINY STREAK DOWN CENTER OF MAT
Cause: Solution:
(1) lead crown high (1) adjust lead crown
(2) pre-compaction (2) adjust auger speed
(3) grade conditions (3) correct the grade
MAT TEARING
Cause: Solution:
(1) excessive paver speed (1) slow paver speed
(2) fixed or hydraulic strike-offs adjusted wrong (2) adjust strike-offs
(3) worn or damaged screed bottom (3) replace
(4) aggregate larger than mat thickness (4) check mat thickness
(5) cold material (5) correct at hot plant
(6) waiting too long between truck loads (6) slow paving speed, increase production,
add more trucks
(7) cold mix in hopper (7) cycle hoppers
SURFACE CRACKS AT EDGES OF MAT
Cause: Solution:
(1) too much lead crown (1) adjust screed crown
(2) mix building up at end of auger and cooling off (2) adjust auto feed control
(3) poor mix temperature control (3) correct at hot plant
SURFACE CRACKS IN CENTER OF MAT
Cause: Solution:
(1) not enough lead crown (1) adjust lead crown
(2) head of material fluctuating (2) adjust auto feed control
TRANSVERSE CRACKS
Cause: Solution:
(1) unstable or tender material design (1) check and correct material design
(2) shifting or unstable underlying mat or grade (2) repair existing mat or grade
(3) poor bond between the new mat and existing mat (3) clean and tack coat
(4) slippage cracking when rolling (4) do not use as much tack coat
(5) improper rolling (5) instruct roller operator
(7) head of material fluctuating (7) adjust auto feed control
(8) paving speed too fast (8) reduce paving speed
19705 (10/00) - 76 -
A Terex Company
POOR MAT TEXTURE

Cause: Solution:
(1) tow point too high or low for mat thickness (1) adjust tow point
(2) changing mix design or temperature (2) correct at hot plant
(3) aggregate larger than mat thickness (3) check mat thickness
(4) rolling too much (4) instruct roller operator
(5) not using water on roller drums or tires (5) instruct roller operator
(6) screed vibration or amplitude wrong for mix (6) instruct screedman
(7) fixed or hydraulic strike-offs too high or low (7) adjust strike-offs
MAT SCUFFING
Cause: Solution:
(1) full width scuff - cold screed bottom (1) heat screed
(2) outer edges scuffing - cold mix at end of augers (2) add auger extensions
(3) screed extensions mounted incorrectly (3) adjust
SURFACE TEXTURE FLUCTUATING
Cause: Solution:
(1) material design changing (1) correct at hot plant
(2) material temperature changing (2) correct at hot plant
(3) poor or changing asphalt quality (3) contact distributor
(4) aggregate size too large for mat thickness (4) increase mat thickness
(5) segregation of material (5) find and correct source
(6) too much hand raking or walking on loose mat (6) do not walk on mat - use proper paving
techniques
(7) worn or damaged screed (7) repair or replace
BLISTERING
Cause: Solution:
(1) moisture in underlying mat or grade (1) allow existing mat or grade to dry out
(2) moisture in material (2) correct at hot plant
BROWN STREAKED SURFACE
Cause: Solution:
(1) poor asphalt cement quality (1) contact distributor
(2) gas or oil spilled on material (2) find cause and correct
BLEEDING
Cause: Solution:
(1) excessive moisture in mix (1) correct at hot plant
(2) excessive vibration (2) correct at roller
(3) tack coat too heavy (3) use less tack coat
(4) too much asphalt in mix (4) correct at hot plant
(5) oil or fuel spilled on mat (5) find source and correct
SETTLING MARKS WHEN STOPPED
Cause: Solution:
(1) tow point position too high or low for (1) adjust tow point position
paving depth
(2) stopping too long (2) adjust paving speed to keep paver moving
(3) screed assist not adjusted (3) adjust screed assist system
19705 (10/00) - 77 -
A Terex Company
BUMPS
Cause: Solution:
(1) trucks hitting paver (1) instruct driver
(2) fluctuating head of material (2) correct head of material
(3) erratic stops and starts (3) instruct operator
(4) trucks holding brakes (4) instruct driver
(5) roller stopping on hot mat (5) instruct operator
(6) worn or damaged screed components (6) repair or replace
(7) wrong roll pattern (7) instruct operator
(8) roller vibrating in place (8) instruct operator
(9) grade and/or slope dead band too tight (9) adjust dead band
(10) incorrect mounting of ski or grade sensor (10) mount correctly
(11) stringline loose (11) correct stringline
(12) overcorrecting hand cranks or automation (12) instruct screedman
RIPPLES
Cause: Solution:
(1) over-correcting hand cranks or automation (1) instruct screedman
(2) worn or damaged screed components (2) repair or replace
(4) variation of mix temperature (4) correct at plant
(5) excessive rolling speed (5) instruct operator
(6) worn augers (6) repair or replace
(7) erratic changes in paving speed (7) instruct operator
RIPPLES (Continued)
Cause: Solution:
(8) trucks holding brakes (8) instruct driver
(9) rollers on mat too soon (9) instruct operator
(10) rollers in bad repair (10) repair
MAT PROFILE INCORRECT
Cause: Solution:
(1) worn or damaged screed (1) repair or replace
(2) grade sensor location incorrect for application (2) move to correct location
(3) grade or slope dead band incorrect (3) adjust dead band
(4) rolling pattern wrong (4) instruct operator
(5) uneven tire pressure (5) adjust tire pressure
(7) varying paving speed (7) maintain same paving speed
POOR JOINT MATCHING
Cause: Solution:
(1) overcorrecting hand cranks or automation (1) instruct screedman
(2) delay in rolling (2) instruct operator
(4) too much overlap (4) instruct operator
(5) grade sensor location incorrect (5) relocate
(6) grade sensor dead band incorrect (6) adjust dead band
19705 (10/00) - 78 -
A Terex Company
POOR TRANSVERSE JOINT

Cause: Solution:
(2) incorrect joint preparation (2) instruct crew
(3) cold screed (3) heat screed
(4) incorrect setup of screed (4) instruct screedman
(5) poor rolling operation (5) instruct operator
SEGREGATION AT BEGINNING OF NEW TRUCK LOAD
Cause: Solution:
(1) mix segregating while being hauled (1) load truck differently
(2) mix segregating in hopper (2) adjust hopper cycling
SEGREGATION AT VARYING POINTS IN MAT
Cause: Solution:
(1) mix segregating at hot plant (1) correct at hot plant
(2) mix design varying (2) correct at hot plant
SEGREGATION STRIPE IN CENTER OF SCREED
Cause: Solution:
(1) worn reversing paddles (1) repair
(2) cold mix buildup between screed face and (2) correct head of material
auger drive case
(3) lead crown low (3) adjust lead crown up
(4) fixed or hydraulic strike-offs adjusted wrong. (4) adjust strike-offs
INDENTS OR DEPRESSIONS IN ROLLED SURFACE
Cause: Solution:
(1) rolling too much (1) instruct operator
(2) not finish-rolling properly (2) instruct operator
(3) reversing or turning roller too quickly (3) instruct operator
(4) stopping roller on hot mat (4) instruct operator
(5) roller in bad repair (5) repair
(6) rolling mat when mix temperature is too hot (6) instruct operator
(7) irregular grade being paved (7) correct grade before paving
(8) unstable or tender mix design (8) correct mix design
SHOVING OF MAT BY ROLLER
Cause: Solution:
(1) reversing or turning roller too quickly (1) instruct operator
(2) rolling mat when mix temperature is too hot (2) instruct operator
(3) excessive high asphalt content (3) correct at hot plant
(4) tire pressure too high (4) adjust tire pressure
(5) unstable or tender mix design (5) correct at hot plant
(6) tack coat too heavy (6) use less tack coat
(7) material temperature too high (7) correct at hot plant
19705 (10/00) - 79 -
A Terex Company
UNSATISFACTORY COMPACTION
Cause: Solution:
(1) rolling too fast (1) instruct operator
(2) rolling too light (2) increase ballast, change rollers
(3) inadequate rolling or not enough rollers (3) change roll patterns or add rollers
(4) rolling when material is too cold (4) move roller closer to paver
(5) material out of specification (5) correct at hot plant
(6) material temperature too hot or cold (6) correct at hot plant
19705 (10/00) - 80 -
A Terex Company
Paving Terminology
Aggregate: Various sizes of stones, gravel, pebbles Density: The degree to which air voids have been
and sand, that comprise the bulk of the material used removed from a material.
in asphalt mixes. Depth Crank: The mechanical adjusting crank
Angle-of-Attack: The angle at which the screed located on each side of the screed used for setting or
bottom travels through the asphalt material. changing the angle-of-attack on the screed.
Asphalt: The blend of aggregates, fines and asphalt Deviation: A change in elevation or slope in
cement. reference to a given point or plane.
Auger: The spiral components mounted to the rear Elevation: The vertical height measured from a
of the conveyor discharge that spread the asphalt reference point or plane.
material evenly across the width of the screed. Equilibrium: Refers to the balance of forces and
Asphalt Cement: A thick petroleum-based product factors that affect the position or elevation of the
used to bond the aggregates and fines together. screed.
Auger Chamber: The area in which the augers are Fastach Screed: A standard 8 ft. or 10 ft. fixed
mounted. width screed.
Automatic Feeder Controls: The controls mounted Feeders: The left or right auger-conveyor
to the outboard end of the augers that control the combination that moves material from the hopper
level of material. and across the width of the screed.
Automatic Grade and Slope Controls: The Flow Gates: The vertical adjustable plates located
electronic grade and/or slope sensory system that at the rear of the hopper that control the amount or
controls the angle-of-attack on the screed. volume of material that passes from the hopper to the
Averaging: The ability of the screed to correct for a auger chamber.
deviation over a long travel distance. Frame Raise: (A) The ability of a rubber-tire paver
Balance: Refers to the equilibrium of forces and to raise or lower the position of the frame and augers.
factors that affect the screed’s position. (B) The ability of the rear drive tires to move up or
down independently of the other.
Compaction: Process of removing the air voids in
the material after placement. Grade: (A) Refers to the surface over which paving
is to be done. (B) Refers to the longitudinal angle
Conveyor: The chain and flight bar arrangement on of rise or fall of the roadway. (C) Refers to the
each side of the paver that moves material from the elevation of the roadway.
hopper to the augers.
Grade Control: The electronic system for
Conveyor Deck Liners: The Ni-hard plates or controlling the longitudinal elevation of the mat
heavy steel plates used to absorb the wear that occurs from a given reference.
in the bottom of the conveyor area.
Grade Sensor: The electronic sensor unit used for
Cross Beam: The steel bar connected between the controlling the longitudinal elevation of the mat
left and right tow arms which is used for mounting
the slope sensor. Head of material: The given volume and level of
material in front of and across the width of the
Crown: The ability to change the transverse profile screed.
of the mat being placed. Also refers to the
transverse profile or the opposite sloping sides of the Hydraulic Strike-off: The extendable blade or
existing grade. screeding blade mounted to the front of a standard
screed.
Cutoff Shoe: The detachable plate that fits under
the end gates to reduce the paving width of the Joint: The area where two mats meet or join.
screed.
19705 (10/00) - 81 -
A Terex Company
Paving Terminology
Joint Matcher: The grade sensor and skate assembly Ski: The floating reference towed beside the screed
combination used to match the elevation of an existing or tractor that provides a uniform reference for the
mat or curb. grade sensor when building rideability.
Lift: Refers to a single layer or mat of a multiple- Slope: Refers to the transverse angle of the grade or
layered road or refers to the thickness of a specific roadway.
mat. Slope Control: The electronic system that controls
Mat: Asphalt materials placed by the paver. the transverse angle of the mat being placed in
Null or Nulled: (A) Refers to the screed when the reference to the horizon.
face of the screed bottom is resting flat on a surface Slope Sensor: The electronic unit that detects the
with no angle-of-attack. (B) Refers to the automatic transverse angle of the beam it is mounted on.
screed controls when they are in a position where no Stretch 20 Screed: A 10 ft. to 20 ft. hydraulically
electrical signal is being sent or when the indicator extendable screed.
lights are out.
String Line: A fixed reference system that utilizes
Pre-Leveling: Correction of existing grade or slope pins, rods, or bars and a string line and is established
deviations before paving is done. along one or both sides of the intended area to be
Pre-Strike-Off: The vertical blades mounted to the paved.
face screed, used as a material metering device. Tow Point: The point from which the screed is
Profile: Refers to the quick changes that occur in the attached and towed forward by the tractor.
elevation or slope of a mat with the automation Tow Point Cylinder: The hydraulic cylinders that
sensors mounted in certain positions. raise or lower the tow point position.
Rideability: Refers to the delayed changes in Vibrators: The shaft, eccentric weight and motor
elevation that occur with the automation sensors combination that produces a vibrating action in the
mounted in certain positions. screed when rotated.
Ripples: Frequent or close changes in elevation of
the new mat.
Screed: The unit that is towed behind the tractor that
shapes, smooths and controls the depth of the material
being placed.
Screed Assist: A hydraulic control system that
permits adjusting the weight of a hydraulically
extendable screed to match material design and
paving width.
Screed Bottom: The replaceable plate that contacts,
smooths and compacts the material.
Screed Extensions: The extra attachment used to
extend the paving width of a screed.
Screed Heaters: The diesel-fired heaters that pre-
heat the screed bottom to the temperature of the
material being used.
Segregation: The separation of the aggregates from
the finer materials.
19705 (10/00) - 82 -
A Terex Company
Asphalt Paver Component

Nomenclature List
Developed by the Asphalt Paver Ad Hoc Technical Committee* of the Compaction & Paving Machinery
Technical Committee (CPMTC) of the Construction Industry Manufacturers Association.
Adjustable Width Strike-Off: A movable blade Feeder System: The combined conveyor and
on the leading edge of the screed, for varying auger components which transfer paving
the mat width. material from the hopper and distribute it in
Apron: The area of the hopper in front of the front of the screed.
conveyor. Hopper: That section of the paver which receives
Asphalt Paver: A self-propelled construction the paving material from an external source.
machine (either rubber-tired or crawler- Material Feed Sensor: A device used to detect a
mounted) specifically designed to receive, quantity of paving material in front of the
convey, distribute, profile and compact paving screed.
material by the free-flowing screed method. Material Retaining Plate: An attachment
Auger: A screw conveyor used to transversely installed in front of an auger extension to
distribute paving material ahead of the screed. confine the paving material in the auger.
Automatic Feeder Control: A self-propelled Mobile Grade Reference: A towed attachment
construction machine (either rubber-tired or which provides an independent reference for
crawler-mounted) specifically designed to the automatic grade control.
receive, convey, distribute, profile and compact Moldboard: The upper portion of the front of the
paving material by the free-flowing screed screed frame that pushes the surplus paving
method. material distributed by the auger.
Automatic Screed Control: A system for Operator: The person whose primary function is
automatically controlling the mat profile in to control the paver's speed and direction.
relation to an external reference. Grade
Control refers to control of the longitudinal Operator Station: The designated location(s)
profile. Slope Control refers to control of the from which the operator controls the paver's
transverse profile. speed and direction.
Bevel Edger: An attachment for putting a sloped Pre-Strike-Off: An attachment on the front of the
surface on the edge of the mat. screed for metering the paving material.
Conveyor: A device for transferring paving Push Roller(s): The device which contacts the
material from the hopper to the auger. tires of the paving material delivery truck.
Conveyor Flow Gate: A device for regulating the Screed: The device which is towed behind the
height of paving material being transferred by tractor to strike off, compact, contour and
the conveyor. smooth the paving material. Fixed Width
Screed: A screed with a constant width that
Crown Control: A device which shapes the can only be changed by adding or removing
screed to form a mat with the desired crown. extensions. Variable Width Screed: A screed
Cut-Off Plate: An attachment used in conjunction with permanently mounted extensions which
with the screed end plate to reduce the effective can be extended or retracted to change the mat
screed width. width while the paver is in operation.
Screed Arm: The attachment by which the screed
is connected to and towed by the tractor.
19705 (10/00) - 83 - ©1991 CIMA

A Terex Company
Asphalt Paver Component

Nomenclature List
Screed End Plate: A vertically adjustable plate at Tamper Bar: A reciprocating component(s) on
the outboard end of the screed, to retain the the screed, used to provide additional
paving material and form the edge of the mat. compaction of the paving material.
Screed Extension: A fixed or adjustable Thickness Control: A device to manually adjust
attachment to the screed for paving at widths the mat thickness.
greater than the main screed. Tow Point: The point at which the screed arm is
Screed Heater: A device to heat the screed plate attached to the tractor.
to prevent adhesion of paving material. Tractor: That portion of a paver which provides
Screed Lift: A device used to raise the screed. propulsion and may also receive, convey and
Screed Plate: That component of the screed that distribute paving material.
shapes and smooths the top surface of the mat. Truck Hitch: A device used to help position a
Screed Travel Lock: A device that secures the delivery truck in the proper position relative to
screed in the raised position. the paver while it (the truck) unloads paving
material into the hopper.
Slope Beam: The component on which the slope
control sensor is mounted. Tunnel: The passageway through which paving
material moves from the hopper to the auger/
Steering Guide: A sighting device to enable the screed.
operator to follow a predetermined course.
*The Asphalt Paver Ad Hoc Technical Committee's membership included representatives of the Barber-
Greene Co.; Blaw-Knox Construction Equipment Corp.; Caterpillar Inc.; Cedarapids Inc; and Ingersoll-
Rand Co.
©1991 Construction Industry Manufacturers Association

111 East Wisconsin Avenue
Milwaukee, WI 53202-4879
19705 (10/00) - 84 - ©1991 CIMA

Hopper
19705 (10/00)
CIMA
Slope Beam Apron
Operator Station
Thickness Control
- 85 -
Screed Lift
Screed Travel Lock
Slope Control
Screed Heater
A Terex Company
Mobile Grade Reference
Tow Point
Grade Control
Crown Control
Screed Plate Screed Arm
with Fixed-Width Screed
Figure 130 Material Feed Sensor

Rubber-Tire Asphalt Paver
©1991 CIMA
19705 (10/00)
Hopper
CIMA
Operator Station
Hopper
Screed Lift
Thickness Control
- 86 -
Tow Point
Screed Arm
Screed Plate Screed Travel Lock Tractor
Material Feed Sensor
A Terex Company
Slope Beam
Variable-Width Screed
Screed
Figure 131 Screed Extension
Crawler Asphalt Paver with
Screed End Plate

19705 (10/00)
Operator Station
CIMA
Thickness Control
Conveyor Flow Gate
Adjustable Width
Strike Off
Hopper
Screed End Plate
- 87 -
Conveyor
Auger
Screed Arm
Fixed Width Screed
Tow Point
Tunnel
A Terex Company
Tractor
Steering Guide
with Fixed-Width Screed
Figure 132
Rubber-Tired Asphalt Paver
Push Rollers
19705 (10/00)
CIMA
Operator Station
Screed Lift
Thickness Control
Conveyor Flow Gate
Mold Board
Conveyor
Fixed Screed
Hopper Extension
- 88 -
Screed End Plate
Bevel Edger
Truck Hitch
Auger
A Terex Company
Pre-Strike-Off
Tow Point
Material Retaining Plate Cut-Off Plate
Fixed-Width Screed
Push Rollers
Screed Arm
Figure 133
Crawler Asphalt Paver with
Steering Guide
19705 (10/00)
CIMA
Screed Lift
Operator Station
Screed Arm Adjustable Width

Stirke-Off
Tow Point
- 89 -
Tractor
A Terex Company
Crown Control
Screed
Thickness Control
Screed End Plate
Figure 134
"Compact" Crawler Asphalt Paver
A Terex Company
19705 (10/00) - 90 -

CEDARAPIDS (2015) - Quality Paving Guide Book

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What are the main components of an asphalt paver?

What are the main components of an asphalt paver?

What factors affect the speed of the screed?

What factors affect the speed of the screed?

A Terex Company

19705 (10/00) Part # 49999-143

Introduction ............................................................................................................................................. iii

19705 (10/00) -i-

Areas Of Deviation ............................................................................................................................ 43-44

19705 (10/00) - iii -

19705 (10/00) -1-

Line of Pull Line of Pull

Drive wheels can move Front Bogies Pivot

19705 (10/00) -2-

Material Feed System

Conveyor Flow Gates

Material Feed Sensors

The operator has the option to run the left or right

Proportional Feed Sensor Sensor sends out pulses of

auger conveyor system in relation to the rotation of

19705 (10/00) -4-

Screed Tow Point

Screed Pull Arm Tow Point Cylinder

19705 (10/00) -5-

Optional hand cranks are available for those that prefer

Screed Tow Points and Tow Arms Screed Depth Cranks

19705 (10/00) -6-

3" Maximum 1" Maximum

Main Screed Crown Control

Clockwise rotation of the knob

19705 (10/00) -7-

Screed Heaters (Burners) A misconception commonly encountered is the

19705 (10/00) -8-

Factors Affecting the Screed

Rolling (Compaction) Material Design Head of Material Grade Conditions

19705 (10/00) -9-

Approximate Asphalt Tonnage for 1" Compacted Mat in Tons-per-Hour

type and amount or degree of speed change. The

Screed Assist System

Screed Assist Valve Accumulator

Roller Figure 18 Roller

Screed Assist System

The tow point is unchanged but the angle-of-attack can be increased or

Figure 20 Hand cranks

Tow point raised

Screed Reaction Time

Five lengths of tow arm are required for correction to be completed

Screed reaction time refers to the amount of time Crank is turned

complete the remaining 30% to 35% is because the

Adjusting Mat Thickness

Strike-Offs and Blades

Figure 26 Hydraulic Strike-offs

Strike-Offs and Blades

Forward Line of Pull Figure 31

Poor Mat Texture

Figure 33 shows a thick mat being placed, but the

Main Screed Crown

Lead Crown Low

Controlling Head of Material