Dynapac News no4 2010

News Dynapac

NEWS & KNOWLEDGE FROM DYNAPAC • No 4 • 2010

Pole Position with new paver range

Record highway in Vietnam Page 13

gets underway with a fleet of 10 Dynapac rollers

Aiming high Page 6

in Shanghai

Page 8

Your seat is reserved 1

EDITORIAL CLAES AHRENGART

PRESIDENT ATLAS COPCO ROAD CONSTRUCTION EQUIPMENT

Dear reader, Coming towards the end of 2010, for Dynapac this marks the beginning of a new era. We are now launching our new pavers after years of market research, design and development work, production and logistics planning. With the new range we believe that we have succeeded with our highly set targets; being able to offer our customers the very best out of two prestigious paver brands, combined with the latest innovations. In our new pavers we have utilized advanced technology to make the pavers easy to use and to service. Through extensive feedback from customers and field support, we have learned even more about what it is that contractors and operators really want and need in a paver.

It is with great pleasure that we now are able to offer you the result of our hard work and commitment to excellence.

But the pavers are not the only news from Dynapac. In September we launched the last two models of Dynapac compact planers, PL600T and PL1000T, completing

our new series of high-performing compact cold planers.

The new planer range has been very well received by customers and we know we have a range of real winners in terms of planing efficiency and ease of use. On the roller side we are launching new small and smart asphalt rollers and there are more exciting news to look forward to when it comes to rollers during 2011.

Through my years of leading different divisions within Atlas Copco, I have never been able to offer customers so many great new products in one go.

This and the fact that we have done our utmost to exceed customer requirements and expectations makes me feel very proud. After having a closer look at our new products, I hope you will share my enthusiasm about the new Dynapac offering. Read more about new pavers and planers in this issue of Dynapac News. And of course, don’t miss out on the interesting stories from the field.

In this Issue THE NEW CLARITY

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STREAMLINED SD PAVER RANGE

AIMING HIGH IN SHANGHAI 6

PLANER SISTERS COMPLETE THE RANGE 8 QUALITY ASSURED COMPACTION

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COMPACTASPHALT®

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MEANS DURABLE ROAD PAVING

2

RECORD HIGHWAY IN VIETNAM

13

SUSTAINABLE GAS-HEATED SCREEDS

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NEWS & KNOWLEDGE FROM DYNAPAC

Publisher: Lotta Bynke Production: Communications For more information please e-mail info@dynapacnews.com

The new visibility

With 35 models of pavers organized under two brands, Dynapac realized that it needed to streamline its product range. The company has simplified its offering, which now consists of 14 models under a single brand, Dynapac F-series & Dynapac SD-series.

DYNAPAC IS COMPLETELY restructuring its paver product range with two new series, Dynapac F-series & Dynapac SD-series.

“So far Dynapac has offered 35 paver models under two different brands,” explains Thomas Hörnfeldt, Vice President of Capital Equipment at Atlas Copco Road Construction Equipment.

“This was perhaps a somewhat confusing mix of products and models. With the new series, we combine the best of both lines in a unified product line.”

product line was developed for additional considerations as well.

“Another main reason for change was the pending conversion of the engines to new emissions standards, which will come into force in the coming years,” he says.

The new Dynapac pavers already meet some of the Tier IV (interim) standards and will, from 2015 onwards, also meet the Tier IV (final) standard. Thus, the pavers from Dynapac are optimally prepared for the future.

The tracked paver range offers a simplified selection of 6 pavers in the 2,55m class. The modular design of the new product line is uniform, although the models’ features vary in terms of engine power, working width and laydown capacity.

Not only does this standardization of components reduce the need to keep a large number of spare parts in stock, it speeds up the delivery of those parts and repair services for customers.

The new pavers also include a variety of attractive features. Volker Behrens, Product Manager, Pavers at Dynapac, explains some of the features that the designers paid close attention to during the development of the new models:

“The new products offer customers three key advantages: lower costs for installation, high quality and absolute reliability,” explains Hörnfeldt. “We have made great efforts to improve the performance of the machines.”

“It all begins with the hopper, which we placed even lower in order to reduce the required tilt angle at the tipping trailers. We have chamfered the corners of the hopper inside and the conveyor tunnel to optimize material flow and improve the consistency of the material. The conveyor tunnel was also made bigger so that the asphalt can be transported as gently as possible to the screed. Our highly rigid screeds can be extended to up to 14 meters’ working width. That’s almost three highway tracks.”

New emission standards According to Carsten Bernhardt, Design & Development Manager at Dynapac in Wardenburg, the Thomas Hörnfeldt, Vice President, Capital Equipment at Atlas Copco Road Construction Equipment.

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Improved accessibility Additionally, much of the development work focused on improving ease of use. Optimal overview for the driver in all directions and an ergonomic design were at the heart of the initiative.

Jörg Knoblauch, in charge of after-sales/service at Dynapac, points out another important feature: “We have significantly improved the accessibility of routine maintenance points. The engine is easily accessible from each side of the machine, and can even be quickly accessed from below.

In the case of maintenance, the machine does not have to be dismantled, which speeds up repairs enormously.”

Company Sierring Strassenbau from Hopsten in Münsterland is testing a prototype of the new Dynapac series in Lower Saxony that has already clocked more than 250 working hours. The

paver, which is virtually in constant use here, will enter the market at the beginning of 2011.

The Sierring Straßenbau workmen testing the machine in the field are delighted with it.

“The paver has been running perfectly for several days,” says construction site manager Ralf Jedlitzki. “It is totally reliable and quiet, and the quality of paving is very good. Bumps and short stops, which we would have to compensate for with the roller, have not occurred.”

After the official presentation of the new Dynapac paver product line in Bremen in late October, pilot series production will continue until the end of the year, when serial production begins.

Dynapac pavers Two versions: F version with conventional control, SD version with PLC control Engine power: 110 to 194 kW – high quality Cummins QSB 6.7 engines Laydown capacity (theoretical): 650 to 1, 100 t/h Screed: High-quality extendable screed with a basic width of 2.55/3.00 m for working Width of 2 to14 m; electrical heating system or gas heated (LPG).

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Aiming high

Dynapac pavers and rollers helped Shunjiang Road Engineering Co. Ltd. meet tight schedules to complete a high-quality Expo project.

IF YOU HAVE THE CHANCE to walk along the main Expo road from the Expo Axis to A Zone on a rainy day, you can rest assured that the road will not be wet and slippery thanks to a new type of road surface, OGFC, which is characterised by its excellent drainage properties. This is one of the few applications of this new surface in Shanghai, after it made its debut in the North passageway of Pudong Airport.

This is thanks in no small part to Xu’s great focus on

Shunjiang Road Engineering Co. Ltd. was chosen to under-

of Dynapac equipment appears to be in good condition, clearly taken good care of by those who really appreciate it. “It is critical to provide good maintenance in order to avoid breakdowns and get the job done,” says Xu, who bought his first Dynapac, a Dynapac F141, when he founded Shunjiang. At that time, Dynapac was not known to many people, unlike now when it is quite famous.

take the refurbishment of the surface of the roads inside the Expo site, including 1 km of the SMA road and 1 km of the OGFC road, as well as the VIP passageway from the middle ring road to the Houtan Entrance.

The Expo’s main roads could not be paved until the surroun-

ding pavilions were completed. “The most challenging part of the project was the very tight schedule. Strict security checks and frequent interruptions caused by inspections made it even tighter,” says Xu Yanxiang, general manager of Shunjiang.

To make sure that the work was completed on schedule, Xu

made thorough preparations, devising several contingency plans. “Projects like this require excellent quality and the tight schedule has to be met,” he says. “Thanks to Dynapac equipment, we managed to complete the work in ten days and the Expo committee was very pleased with the results.”

Quality of the utmost importance

Among the many other projects that the company has undertaken are a car test-drive area for Volkswagen and a highway from Shanghai to Jiading. Shunjiang has won trust and built up a good reputation over the past seven years. “Never in the history of Shunjiang have we had to redo our work for quality reasons,” notes Xu.

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quality and sound management. With many years’ experience in the fields of construction and municipal engineering, he knows the meaning of quality and efficiency, and sets high standards for both equipment and personnel from the outset.

Outside the Shunjiang office area in Pudong, the fleet

“Dynapac equipment ensures a high-quality surface

finish and roughness, and is superior to other brands. In addition, they offer good maneuverability. The Dyanpac rollers owned by one of my friends are still in good condition after 15 years of operation, which is quite impressive,” says Xu. Xu’s current Dynapac fleet consists of two Dynapac

CC522 tandem rollers, two Dynapac CC422 tandem rollers and two Dynapac F141 pavers, all of which played a role in the Expo project. Dynapac is Shunjiang’s sole supplier of rollers and pavers.

“Asphalt paving is a specialised undertaking with a strict

requirement for road roughness,” says Xu, who places great emphasis on operator training in order to fully exploit the equipment’s capabilities. “Operators of pavers

About Shunjiang Road Engineering Co., Ltd. and rollers need about six months’ training to start with and it takes about 2-3 years to become a skilled operator.”

A Blueprint for future success As one of the top companies in the field of asphalt paving in Shanghai, Shunjiang is now on the fast track to fulfilling the three-step development strategy that Xu has framed, which started with an asphalt paving business and later expanded to include milling in 2008. Its next goal is to provide a onestop service combining paving, milling and asphalt-mixing.

To that end, Xu plans to further expand his fleet. “I intend to add a Dynapac F161 to my inventory, mainly as its high maneuverability makes it suitable for the construction of slow lanes and asphalt roads in industrial areas. I also intend to buy new pavers to replace the old ones and Dynapac is high on my supplier list,” notes Xu with a smile.

Founded in 2003, Shunjiang Road Engineering Co. Ltd. is a leading company that specialises in roadpaving and pavement-milling operations in Shanghai. As a subcontractor and close partner of Shanghai Pudong Road and Bridge Construction Co., Ltd. a listed company, Shunjiang has participated in many major construction projects in Pudong.

The company has about 50 employees.

Since its opening on May 1, World Expo Shanghai has attracted an increasing number of visitors from around the world, showcasing the theme “Better City, Better Life”.

As an important player in China’s construction field, Dynapac provided equipment to construct the roads for the exhibition area, including 22 km of roads within the Expo area and 29 km of roads in the surrounding municipality.

Atlas Copco is an official partner of the Swedish Pavilion.

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Dynapac offers it all in the com Dynapac presents the new wheeled compact planer: PL1000T with 1 meter cutting width and its sister model, PL600T with 600 mm cutting width.

TWENTY PERCENT MORE horsepower at a maximum milling depth of 300 mm substantially enhances the milling performance in deep cutting jobs or hard and abrasive material.

This power, a small turning radius and a quick detachable rear discharge conveyor make the new Dynapac compact planer models ideal for larger jobs in cities or confined areas.

Furthermore, three patented solutions and several innovative features make the new compact planer models stand out.

The unique one-side drum drive bearing reduces time for a drum change from standard to a fine milling drum substantially since only one drum connection must be changed.

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For the new compact planers, which have an operating weight of about 13 tons, Dynapac uses the proven operating concept from our cold planers with 500 mm cutting width.

Another patented solution of the new Dynapac compact planers is the parallelogram front axle, which reduces wear at the tire shoulders substantially and at the same time increases traction and wheel control on a grade.

The patent pending round down holder at the front side of the cutter housing minimizes the accumulation of milled material and reduces clean-up work on the track. These are just some features that will help milling operators to do their job better

and faster. A whole list of other options, like special drums, makes this machine ready for any milling job.

With a total of five compact cold planer models, Dynapac proves itself a complete supplier for this important work of milling. All five models with a common design bring continuity to equipment users. The recently launched PL500T/TD models have proven successful on many job sites throughout the world. With the new models, Dynapac builds on this experience and further improved the strength of the planer design.

About 30% of the cold planers in the world are highly mobile, compact cold planers. They are used for road

Your seat is reserved

mpact cold planer range maintenance and repair jobs as well as cutting of leftover material in conjunction with large planers. But they are also used for milling applications like cutting trenches, demarcation and cutting around manhole covers.

The PL600T is convincing with its maneuverability compact dimensions and the good view of the cutting edge.

Dynapac is completing its offerings in this range by introducing the new PL1000T including its sister models, the PL600T and the updated PL350TD. With the recently launched PL500T and the deep-cutting version PL500TD, Dynapac covers the range from 350mm to 1m cutting width and from 100mm to 300mm cutting depth.

All models are powered by the latest engines, which meet the emission regulations of Tier3a.

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Quality assured co A road construction project called Tvärleden is currently in progress between Halmstad and Karlshamn to improve accessibility for both long-distance and regional traffic. Part of this project involves the construction of a new road between Markaryd and Osby in Skåne, where at the present time there is no direct route. It’s a turnkey contract, which means that the contractor handles both the detailed design of the road, and also builds it.

ANDERS JOHANSSON IS A construction engineer at NCC, and one of 65 people working on the project. His job, together with the Dynapac roller CA 612D, is to make sure that the compaction work maintains the promised quality.

“Shoes off,” says Anders, as we climb into the new earth compaction roller. Imagine for yourself what it’s like spending a whole working day inside the cab; you would also want it to be nice and clean, especially since it’s new.

“We were using two 15 tonnes rollers and one 19 tonnes here before, but NCC needed a bigger roller that could compact thicker layers compared to the others. This also reduces the number of passes, which cuts costs,” explains Ingemar Gustavsson from CRAMO. “It is important for us to have a good dialogue between both the customer and the supplier when choosing which product the customer is going to use, to make sure we find the best possible product solution for what the customer needs.”

The Dynapac roller CA612D which Anders is driving is one of five rollers that NCC is using for the road construction project.

“The CA612D is very simple and easy to use, and very comfortable,” explains Anders.

The CA 612D roller chosen for NCC in Visseltofta is equipped with a compaction meter that senses the movement of the drum on the roller in the vertical plane, which changes as the compaction and firmness in the substrate increases. You can compare it with bouncing a golf ball on different surfaces. On loose sand it bounces less, and on hard asphalt it bounces higher. The higher the bounce, the higher the compaction value (CMV, Compactation Meter Value). The roller

NCC is renting the roller from CRAMO, which has a lot of rollers from Dynapac in its outfit.

What does the future look like in th Anders Johansson, engineer, NCC: “Computerisation will take over more and more, with a technology that simplifies the handling of the machines and documentation of the completed work, as proof that we have done what we were supposed to.”

Ingmar Gustavsson, sales, CRAMO “The future looks bright for us, with a definite upward trend in the construction sector and a long-term increasing demand for our products at our customers. But customers are also setting greater demands, which will lead to further development of both the products, and, not least the service level and the range of services and custom-designed solutions linked to our products. CRAMO has been investing in the en-

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vironmental aspects of the fleet for some time now, which can be seen in our energy establishment concept, which means that it is now possible to reduce the consumption of energy at a construction site by 50%.

We also have a few products today that directly focus on helping customers in their own efforts with the environment, working environment and safety. We have, for example, the latest compaction computer with built-in GPS in several of our rollers.”

Mattias Andersson, sales engineer, Dynapac: “I believe we will be seeing a greater demand for heavy earth compaction rollers and greater use of compaction documentation systems. Our compaction system DCA, together with

ompaction operator continuously receives information on the rate of compaction, and when this eases off you start to reach the limit for what the roller can achieve. This avoids passes that are uneconomical and what are known as double jumps, or “bouncing”, which destroy the underlying surface, and in the long run the roller as well.

The roller is also equipped with a Dynapac Compactation Analyzer (DCA), which is a system developed by Dynapac to log the compaction values and allow the operator to see the compaction results on a computer screen. On the basis of this data the DCA can indicate which areas require additional compaction. Because the DCA unit is portable, it is also very simple to analyse the data in the office.

The DCA is linked up to GPS so that all the passes are documented, which gives the operator full control of the compaction rate over the entire surface. It also shows the position of the roller, which elimina-

tes the need for extra equipment to orientate the roller operator.

“Functions like the compaction meter and DCA with built-in GPS, antispin, and the possibility to turn the whole table round, simplify the driving of the roller while also increasing productivity,” says Anders Johansson, who has used a lot of different Dynapac rollers over the years.

“When we have finished compacting a grade level we go into the DCA system and take out the two weakest points on the grade and then do a static flat load analysis to ensure that the compaction work meets the requirements set by the customer,” he adds. With the help of the DCA what we get is quite simply a receipt that we have achieved the requirements set by our customer, which although this is obviously very useful for us, also reduces our operating costs and avoids excess wear and tear on the rollers from unnecessary passes.

his industry? our well-known compaction performance, which is available for customers in our databank Compbase, means that we are well ahead. We have been actively working with the DCA system for several years, and now that demand from customers is increasing we have seen that user-friendliness is one of the big reasons why the system has become so popular in Sweden.”

Anders Johansson, construction NCC, Mattias Anderson, sales engineer at Dynapac and Ingmar Gustafsson, salesman at Cramo are looking at the future.

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Compactasphalt®

means durable road paving

Every roadbuilder wishes to make road construction more economical, to build in shorter times and pursuant to the principle of sustainability. With Dynapac’s compact asphalt® method this has now become a reality. One example is the new road surface that was laid on the B 254, not far from Kassel, by Niedervorschütz, Germany. The compact asphalt method was used on an approximately 6 km stretch of road with a width of (+/-) 7.50 m. The paving work was conducted by the Hannover branch of Eurovia Teerbau. Compact asphalt means that both the binder and wearing layers are paved ”hot on hot” in one single operation, using one paver.

Laying different materials simultaneously

The modular Compactasphalt® 2500 paver by Dynapac consists of the DF145CS basic paver and the CM2500 module.If there is a one-time need for conventional paving, as opposed to compact asphalt paving, the basic paver alone can be used. What is immediately striking about the Compactasphalt® paver is its two hoppers. The upper, smaller hopper for wearing layer material has a 17-ton capacity, while the front hopper for binder materials has a 31-ton capacity. They are filled using the Dynapac MF300C feeder.

Furthermore, two screeds are mounted to this paver. The front screed for the binder layer is a high-compaction screed with tamper, screed plate and an auxiliary compaction unit. This screed can also be raised for special paving requirements (e.g. for bridges).

The rear screed for paving the wearing layer is a standard screed.

The top profile and the slope for both screeds can be set from a display on the control platform. This makes it easier, for example, to produce cross-slope when paving curves. The material logistics requirements differ slightly from those for conventional paving since both the wearing and the binder layer materials must be available in sufficient quantities at the same time. At the construction project on the B 254, a total of 2,100 tons of wearing layer and approximately 6,300 tons of binder layer were applied.

Premium method – faster and with fewer costs

The savings on material costs are made evident, for example, from the fact that spraying a bituminous emulsion between the layers is not necessary. Both the binder and wearing layers are paved ”hot on hot” at the same time. Additional bonding with bitumen emulsion is unecessary. Less of the expensive wearing layer material is required, which also produces savings. The layer thickness is smaller in

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comparison to conventional paving. The interlocking of both layers during ”hot on hot” methods produces a more durable surface.

One further advantage, which construction experts will certainly be able to appreciate, is that the paving season for compact asphalt is longer than that for conventional paving. Thanks to the immediately successive paving of both binder and wearing layers, hot on hot, the dreaded cooling of material occurs at a markedly slower pace.

Therefore, it is also possible to work under lower temperatures.

Optimum interlocking of layers

Compact asphalt has become the premium paving method, among other reasons because the road surface is of higher quality. This is a result of the optimum interlocking of the wearing and binder layers. The high-compaction unit compacts the binder layer to approximately 92 percent. This means that the screed’s maximum output is not called up. When the wearing layer is laid in the next step, the binder layer immediately initiates an intensive bonding process. The final step is the compaction of both layers, which reinforces the interlocking. This ”hot on hot” method ultimately leads to an optimum interlocking of layers, which means durability for the road surface. This manner of paving had not been possible to date. One result of this method is that the material holds for an overall longer period of time. The costs over the road’s entire useful life are diminished. The principle of sustainability is thus optimally implemented in the end. One additional aspect is also to be taken into account. The milling off and the paving of a new wearing layer can be done much later than is presently customary - simply because the material that is applied during compact asphalt paving has a significantly longer useful life, specifically of up to 25 years.

Record highway in Vietnam

gets underway with a fleet of 10 Dynapac rollers Recently appointed Dynapac Vietnamese distributor V. Long Co. has taken delivery of its first order for 22 vibratory compaction rollers; with 10 delivered for construction of Vietnam’s Noi Bai - Lao Cai highway plus a further five CA250D’s for Hanoi’s Second Arterial Highway.

TEN DYNAPAC CA250D compaction rollers are performing earth

compaction duties on the USD1 billion Noi Bai – Lao Cai highway on Vietnam’s biggest award to be placed between the Government and the Asian Development Bank (ADB). The loan is also the largest finance agreement by ADB. The 244 km highway from Noi Bai to Lao Cai is an integral section

of the eastern link of Greater Mekong Sub region (GMS) Northern Economic Corridor. The corridor connects Kunming City in the Yunnan Province of the People’s Republic of China with Hanoi, the ports of Hai Phone and Cai Lan in Vietnam..

Building new roads linking countries in the Greater Mekong Sub region is seen as an important part of the development of Vietnam’s transportation system. The construction of the Kunming - Hai Phong Transport Corridor road will help boost trade relationship between Vietnam’s northern provinces and China’s Yunnan province. The road also gives people living in the north-eastern mountainous provinces easier access to social services which helps close the economic and social gap among regions nationwide.

ADB’s Country Director for Vietnam, Ayumi Konishi, has said that

on completion, the Noi Bai – Lao Cai Highway would be an efficient, safe and reliable high-standard road that would reduce travel time to three hours from the present eight to ten hours; allowing one-day transport between Kunming, Hanoi and Hai Phong.

“The highway will give a shorter and lower cost route to major ports and inland markets, have great potential for tourism and also substantially enhance Vietnam’s ability to export agricultural and maritime products to the Yunnan Province and improve international competitiveness,” he added.

At present, many of the existing national ro-

ads between Hanoi and Lao Cai are narrow and connected only by bridges with limited capacity. The Noi Bai – Lao Cai Highway will help reduce the volume of traffic passing through cities and towns along the road, which could significantly reduce the number of traffic accidents.

Compaction duties Posco has taken delivery of two Dynapac CA250Ds which, together with six units ordered by sub-contractor Vietnam Expressway Services, a subsidiary of the state-owned Vietnam Expressway Corporation and Project Manager, are compacting the 27 cm thick clay base course of the highway, as it passes through flat rural areas and paddy fields.

The standard specification for construction of this road along its entire length is for the compaction rollers to be used for a total of eight hours on the clay base course. For five hours the rollers are used in static mode, with the final three hours in vibratory mode.

Vietnam Expressway Services, Project Deputy Director, Pham Thai Long

According to V. Long Director, Nguyen Anh Tuan, the Dynapac

model is ideally suited to conditions in Vietnam and to Vietnamese highway construction standards. He said, “The decision was made to standardise on the CA250D so that throughout the project the working specifications and parameters are consistent.” Continuing, he also confirmed, “After-sales back-up was an important factor.”

Vietnam Expressway Services, Project Deputy Director, Pham Thai Long, with more than 20 years experience in the construction industry, said, “The Dynapacs for me are the best in the industry for reliability and performance.”

Vietnam’s motorcycles The 110 cc motorcycle is the preferred mode of transportation for the Vietnamese. No-one knows for certain how many motorcycles there are in Vietnam. You need to be 18 to legally register one. Most people have 2 or 3 – and it also appears many people under 13 have one.

Suffice to say, there’s hundreds of thousands. It is to Vietnam what the “white van” is to Europe…and much more.

It is a people mover – frequently carrying complete families of both parents plus two or even three young children. It is a taxi. It is a delivery vehicle – piled high with cartons, packages and goods. It is a lifestock mover, carrying “trussed-up” pigs and baskets of chickens and ducks to the market in the countryside.

Traffic is intense and chaotic with “right of way” clearly an unheard of rule, together with a list of unwritten rules. The motorcycle is without a doubt an indispensible “work horse” and a way of life for the Vietnamese.

As a street spectator, they all add up to the fascination of Vietnamese street life.

John Hooper

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Ask the Expert

For years, CO2 has been associated with the Kyoto Protocol, an auxiliary treaty that was signed on December 11, 1997, which supplemented the United Nations Framework Convention on Climate Change (UNFCCC) with the goal of achieving global climate protection.

This agreement, which entered into force on February 16, 2005 and expires in 2012 defines for the first time, under international law, binding target values for greenhouse gas emissions in industrialized nations.

A contribution toward the reduction of CO2 emissions and costs –

the Dynapac gas

THE FOLLOWING focal points are of

interest:

Introduction of toll charges for heavy goods vehicles, investment in railway infrastructure regenerative technologies more efficient methods of production protection of resources Most of the energy we consume (80%)

comes from fossil fuels. Not only are they a burden on the environment, they are also seasonally dependent and are continuously kept at a high price through concerted price hikes.

There is no foreseebale end to the price spiral in sight.

The screed and the paver were adjusted to the temperature overnight. Circuitry-contingent, the heating temperature measured 121 °C (electric screed) and 119 °C (gas screed).

The measurements were conducted not under laboratory conditions, but rather under practical conditions. Following charts are showing results in extract of the examinations.

Gas screed

Trial 1

02.19.2010

Ambient temperature (T0) 18°C Screed temperature at start of test (T0) 18°C Screed temperature at end of test (T1) 119°C Heating duration (t) 20min Consumption primary energy, propane (E) 1.15kg Consumption primary energy, diesel (E) 1.0 l (0.86 kg)

Trial 2

Trial 3

02.24.2010

02.26.2010

2°C 2°C 119°C 27min 1.55kg 1.0 l (0.86 kg)

8°C 8°C 119°C 22min 1.25kg 1.0 l (0.86 kg)

The great majority of roads are made of

rolled asphalt, in which the asphalt mix is applied using road pavers. The pavers are equipped with electric or gas-heated screeds.

Our company leaves the choice of heating system to the client, because ingrained habits often play a key role in this decision.

Most of the energy energy is used to heat

up the screed before starting to pave. Under normal operating conditions, it occasionally requires brief reheating. These reheating cycles depend on the paving conditions and on the temperature of the asphalt mix upon delivery, i.e. they vary and therefore do not allow for a direct comparison of both heating systems in the field. For this reason, the test aims for an eco-economic differentiation between both heating systems during the warm-up phase.

The following questions are focal points of interest: How much CO2 is emitted during a single heating-up of a screed to operating temperature? What are the quantities of propane and diesel fuel required for the warm-up?

How much time does it take on average to reach the optimum screed temperature?

Are there economic advantages tied to the choice of an environmentally-friendly screed version?

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The average consumption per heating process was 1.32 kg propane and 0.86 kg diesel for start-up of the paver, with an average heating duration of 23 minutes.

Electric screed

Trial 1

02.19.2010

Ambient temperature (T0) 18°C Screed temperature at start of test (T0) 18°C Screed temperature at end of test (T1) 121°C Heating duration (t) 29min Consumption primary energy, diesel (E) 6.0 l (5.16 kg)

Trial 2

Trial 3

02.24.2010

02.26.2010

2°C 2°C 121°C 48min 7.5 l (6.45 kg)

8°C 8°C 121°C 37min 6.6 l (5.68 kg)

The average consumption was 6.7 l and 5.76 kg diesel per heating process. The average heating duration here was 38 min.

Basis for the calculation were the relevant greenhouse gases according to the Kyoto protocol. Following chart is showing different heating systems and the resulting emission values respectively.

Unit

Emissions in CO2 equivalents

kg/heating process

Gas heating Electric heating of the screed of the screed 6.9

19.66

screed The following makes clear the correlation between ambient temperature and initial temperature of the screed prior to heating, and fuel consumption.

Energy consumtion dependent on the ambient temperature

Energy consumption in MJ

Energy consumption in MJ

Energy consumption dependent on the ambient temperature 300 250 200 150

Summary

100 50 0 20

18

16

14

12

10

8

6

4

2

0

Ambient temperature in o°C

Ambient temperature in C Fuel consumption depending on the ambient temperature Red line: Electrically heated screed Green line: Gas heated screed

It becomes evident that the propane-gas heating system possesses clear advantages in terms of emissions. If a measurement uncertainty of 10% [4] is taken into account, to the disadvantage of the gas heating system, an emission of greenhouse gases is obtained for the electrical heating that is approximately 2.5 times higher.

VB 5100 Overall comparison gas heating / electric heating Gas heating

Electric heating

Difference

Operating cost, overhead expenditures 305 €

k Personnel cost/season 8,720 €

k Total cost/season 9026 €

Life cycle of the unit

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1,010 € 3,3

-705 €

14,408 € 1,7 15,419

- 5,688 €

Total cost of the life cycle of the unit (w/o service cost)

54,156

k

92,512 1,7

- 38,356 - 41.5 %

CO2-emissions per heating up time of the screed

6,900 kg

k

19,660 kg 2,8

12,760 kg - 64,9 %

Overall comparison cost comparison method

- 6,393

a

The VB 5100 gas screed reduces CO2 emissions, in comparison to the electric screed, by a factor of 2.8 (64.9%) under comparable conditions (Fig. 7). Because of the markedly more effective heating performance of the gas screed, the consumption costs are diminished by a factor of 3.3 (approx. € 705/year).

The reduction in personnel costs due to the differing heating times is even more dramatic, at approx. € 5,680/ year. With a lower heating time of 23 mins. instead of 38 mins., as compared to an electric screed, the overall costs were reduced by more than € 38,000 (approx. 41%) for the useful life of 6 years that was contemplated.

The comparison shows not only the significantly lower burden on the environment by the use of a gas screed. It also leads to the realization that the possibility of making a significant contribution to protecting of the environment is also tied to a considerable reduction in overall costs.

The advantages of permanent availability of diesel fuel as a primary energy source, together with reduced personnel costs in terms of handling gas cylinders, are unable to offset the clear advantages of the gas screed.

Environmental protection and costeffectiveness must not be contrary.

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