CP90 PAVER with EZ SCREED

Operators Manual
 NOTES:

CARLSON an Astec company

18425 50th Ave. E., Tacoma, WA 98446

Phone (253) 875-8000 Fax (253) 846-0100
www.carlsonpavingproducts.com
 MACHINE REFERENCE GUIDE

DELIVERY DATE:_____________________________________

UNIT SERIAL NUMBER:________________________________

SCREED SERIAL NUMBER:_____________________________

ENGINE MODEL:______________________________________

DEALER’S NAME AND ADDRESS:________________________

____________________________________________________

____________________________________________________

DEALER’S PHONE NUMBER:___________________________

DEALER’S EQUIPMENT HOURS:________________________

DEALER’S SERVICE HOURS:___________________________

FACTORY’S SERVICE NUMBER:_________________________

FACTORY’S SERVICE HOURS:__________________________

18452 50th Ave. E., Tacoma, WA 98446

Ph: (253) 875-8000 Fax: (253) 846-0100
www.carlsonpavingproducts.com

Page 1 of 51
18452 50th Ave. E., Tacoma, WA 98446
Ph:(253) 875-8000 Fax:(253) 846-0100
www.carlsonpavingproducts.com

WARRANTY

Carlson Paving Products, Inc., warrants all new equipment of Carlson

Paving Products, Inc., Manufacture, to be free from defects in material
and workmanship for a period of twelve (12) months or 1,000 hours,
whichever comes first, after in service date to the original purchaser,
when subject to normal and proper usage. Written notice must be
given to Carlson Paving Products, Inc., upon discovery of such defects
and part returned, freight prepaid. Parts found defective by Carlson
Paving Products, Inc., inspection will be repaired or replaced without
cost to purchaser, freight out bound, factory point of manufacture. The
foregoing shall be the limit of Carlson Paving Products, Inc., as these
items are subject to the warranty of their respective manufacturers.

Except set forth therein, there is no warranty of merchantability, nor

other warranty, express, implied or statutory, nor any affirmation of
fact, or promises by Carlson Paving Products, Inc., with respect to
equipment covered herein, in no event shall Carlson Paving Products,
Inc., be liable for special, indirect or consequential damages, nor for
any delay in performance of the warranty due to causes beyond its
control.
 TABLE OF CONTENTS
1.0 INTRODUCTION & SAFETY
1.1 FORWARD ABOUT THIS MANUAL
1.2 RECEIVING THE CP90 EZ SCREED PAVER/FINISHER
1.3 PRECAUTIONARY INSTRUCTIONS
1.4 SAFETY DECALS
1.5 CONTROLS & DESCRIPTIONS

2.0 SPECIFICATIONS, SYSTEM DESCRIPTION

2.1 DIMENSIONS
2.2 CAPACITIES
2.3 HYDRAULIC PRESSURE SETTINGS
3.0 OPERATING INSTRUCTIONS
3.1 BEFORE STARTING INSPECTIONS
3.2 REFUELING THE PAVER
3.3 STARTING THE ENGINE
3.4 PAVER DRIVING INSTRUCTIONS
3.5 PAVER LOADING/UNLOADING INSTRUCTIONS
3.6 PAVER TIE-DOWN PROCEDURE
3.7 USING ELECTRIC HEAT AND SCREED VIBRATION
3.8 USING ENGINE GLOW PLUGS
3.9 CHANGING TRAVEL SPEED
3.10 USING LIGHTS & HORN
3.11 OPERATING THE CONVEYORS
3.12 OPERATING THE AUGERS
3.13 USING THE RUN/STOP SWITCH
3.14 OPERATING THE DAMPER DOORS
3.15 MOVING THE HOPPERS
3.16 RAISING & LOWERING THE SCREED
3.17 USING THE VERTICAL AUGERS
3.18 OPERATING THE TRUCK HITCH
3.19 USING THE HYDRAULIC SCREED EXTENSIONS
3.20 OVER-RIDING THE AUGER SYSTEM
3.21 ADJUSTING THE HYDRAULIC TOW POINTS
3.22 OPERATING THE DAMPER DOORS (PART II)
3.23 CONTROL CONSOLE WARNING LIGHTS
3.24 CONTROL CONSOLE GAUGES
3.25 MACHINE WASH DOWN REEL

4.0 PAVING MANUAL

4.1 BASIC PAVING PRINCIPLES
4.2 CONTROLLING MAT QUALITY
4.3 PAVING SET-UP AND OPERATION
4.4 MAT TROUBLE SHOOTING
4.5 GLOSSARY

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5.0 PAVER ILLUSTRATED PARTS LIST
5.1 MAIN FRAME AS.
5.2 HOPPER AS.
5.3 CONVEYOR AS.
5.4 DAMPER DOOR AND FIXED AUGER AS.
5.5 TRACK AS.
5.6 ENGINE AS.
5.7 GENERATOR AS.
5.8 CONTROL AS.
5.9 SEAT AS.
5.10 WASH DOWN AS.
5.11 COVER AS.
5.12 FUEL TANK AS.
5.13 DECAL TRIM KIT

6.0 EZ SCREED ILLUSTRATED PARTS LIST

6.1 MAIN SCREED PLATE
6.2 FRAME AS.
6.3 CROWN AS.
6.4 MAIN ELEMENT AS.
6.5 TRACK AS.
6.6 SCREED ARM AS.
6.7 EXTENSION AS.
6.8 EXTENSION SCREED AS.
6.9 END GATE AS.
6.10 COVER AS.

7.0 SCHEMATICS
7.1 HYDRAULIC SCHEMATICS
7.2 ELECTRICAL SCHEMATICS
8.0 OPTIONAL EQUIPMENT

CAT ENGINE MANUAL

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INTRODUCTION & SAFETY
1.1 FORWARD ABOUT THIS MANUAL
The Carlson CP90 Conveyor Paver IS a
maneuverable asphalt paver designed for job-site
productivity and superior mat quality with the
Carlson EZ Mat Screed System. It is equipped
with electro-hydraulic and manual thickness
controls and an 8’ - 15’ (2.8m to 4.5m) wide
screed.
The CP90 Conveyor Paver is capable of placing
bituminous base binder and surface courses,
such as lime or Portland cement, stabilized sub-
base, and graded aggregate materials up to a
finished thickness of 6 inches. The Paver has a
production rate of approximately 250 tons per
hour.
The CP90 Conveyor Paver can handle jobs as
small as driveways and small parking lots, or as
large as secondary roads and large parking
areas. The CP90 Conveyor Paver features
heavy-duty construction, larger augers and larger
receiving hopper for increased production. The
CP90 Conveyor Paver features dual Joystick
steering with either high deck or low deck
configuration. The CP90 Conveyor Paver is
equipped with electric screed heat on Its EZ
SCREED System for enhanced mat quality.
This manual contains the correct operation and
routine maintenance procedures needed by the
owner/operator for the safe and efficient use of
the CP90 and EZ Mat Conveyor Paver. In order
to maximize the performance and efficiency of the
Paver, it is VERY IMPORTANT that the
owner/operator and maintenance personnel read
this manual thoroughly before operating or
servicing the machine.
Always keep this manual in a convenient place
for instant reference and NEVER attempt to make
repairs or adjustments that you do not fully
understand. If you require additional information
or service, contact your authorized dealer. Always
give your dealer the Serial Number of your
machine when ordering parts or when requesting
service or other information.
The technical information found in this manual
was correct at the time It was approved for
publication. However, due to a continuous
program of research and development, some
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procedures, specifications and parts may be
altered in a constant effort to update and improve
our products.
Carlson Paving Products reserves the right to
make design or specification changes without
prior notification and to make improvements
without incurring an obligation to add them to any
machine in existence. Please contact your local
authorized Carlson Paving Products dealer if you
require further assistance.
1.2 RECEIVING THE CP90 PAVER
The Paver was inspected thoroughly at the
factory. However, road hazards or vandalism may
occur during transport and result in damage.
Inspect the machine as outlined below and
perform necessary repairs before placing the
machine in service.
1. Check engine oil level as shown in the
manufacturer's manual.
2. Check fuel tank, cooling system, engine
oil, and hydraulic reservoir for proper
levels and contaminants. If contaminants
are suspected, flush and fill the system.
3. Read this manual and understand the
contents.
4. Check all hydraulic functions and repair or
adjust as necessary. Have any repairs or
adjustments performed by a qualified
mechanic or consult local dealer.
5. Check for missing parts. If parts are
missing or paver is damaged, consult the
local dealer.
1.3 PRECAUTIONARY INSTRUCTIONS
YOU WILL OBSERVE THE “ATTENTION”
SYMBOLS BELOW THROUGHOUT THIS
MANUAL. THESE SYMBOLS ARE USED TO
DRAW YOUR ATTENTION TO IMPORTANT
INFORMATION WHICH EFFECTS SAFE
UNIT OPERATION, OR THE SAFETY OF
PEOPLE. THEY MEAN ATTENTION!
BECOME ALERT! YOUR SAFETY IS
INVOLVED!
 4. ALLOW ONLY TRAINED
THESE SYMBOLS WILL BE PERSONNEL TO OPERATE THIS
ACCOMPANIED BY THE FOLLOWING: MACHINE. PROPER TRAINING OF
ALL PERSONNEL THAT WILL BE ON
OR AROUND THE MACHINE IS
ESSENTIAL IN THE PREVENTION
OF ACCIDENTS. TRAINING MUST
INDICATES THERE IS AN IMMEDIATE INCLUDE AN UNDERSTANDING OF
HAZARD THAT CAN RESULT IN SEVERE ALL SAFETY WARNINGS AND
PERSONAL INJURY OR DEATH. DECALS AND RECOMMENED
OPERATION AND MAINTENACE
PROCEDURES. “NO RIDERS!”

5. NEVER FUEL THE UNIT WITH THE

ENGINE RUNNING, WHEN
INDICATES HAZARDS OR UNSAFE SMOKING OR WHEN BURNER IS
PRACTICES WHICH COULD RESULT IN ON.
SEVERE PERSONAL INJURY OR DEATH.
6. INSPECT YOUR MACHINE DAILY
FOR ANY ITEM THAT NEEDS
ATTENTION, REPAIR OR
ADJUSTMENT REPORT ANY
NOTED ITEMS TO YOUR
INDICATES HAZARDS OR UNSAFE
SUPERVISOR AND HAVE THEM
PRACTICES WHICH COULD RESULT IN
REPAIRED BEFORE OPERATING.
MINOR PERSONAL INJURY, PRODUCT OR
PROPERTY DAMAGE.
7. NEVER OPERATE A MACHINE THAT
IS IN NEED OF REPAIR. IF IN
PRELIMINARY SAFETY AND OPERATING
DOUBT CONTACT YOUR MASTER
INSTRUCTIONS
MECHANIC OR EQUIPMENT
MANUFACTURER.
1. KNOW YOUR MACHINE. READ AND
STUDY THE PAVING MACHINE
8. BEFORE STARTING UNIT OR WHEN
MANUAL THAT FOLLOWS
STOPPING UNIT, PUT TRAVEL AND
FURNISHED WITH THE MACHINE.
THE CONVEYOR CONTROLS IN
“FOLLOW ALL SAFETY
NEUTRAL.
PRECAUTIONS”. IF YOU DO NOT
UNDERSTAND ANY INSTRUCTION,
9. DO NOT USE DRUGS OR ALCOHOL
DECAL OR RECOMMENDED
ON THE JOB. THIS SHOULD GO
OPERATION CONTACT YOUR
WITHOUT SAYING.
SUPERVISOR BEFORE OPERATING
YOUR MACHINE.
10. WEAR OSHA PERSONEL SAFETY
EQUIPMENT AS REQUIRED. USE
2. READ THE OPERATION SECTION
THE PROPER SAFETY EQUIPMENT
OF THIS MANUAL THOROUGHLY.
FOR JOB CONDITIONS AND TYPE
WORK BEING PERFORMED. FOR
3. READ AND STUDY THE SERVICE
INSTANCE, YOU MAY NEED: HARD
SECTION OF THIS MANUAL.
HAT, SAFETY SHOES, EYE
PROTECTION, GLOVES,

Page 5 of 51
 REFLECTIVE VEST, HEARING
PROTECTION OR A RESPIRATOR.
11. WHEN WORKING IN HIGH TRAFFIC
AREAS AND AT NIGHT, WEAR AN
ORANGE SAFETY VEST.
12. WEAR CLOTHING THAT FITS SNUG
TO PREVENT GETTING CAUGHT IN
MOVING PARTS. LOOSE FITTING
CLOTHING OR JEWELRY SHOULD
NEVER BE WORN.
13. KNOW WERE ALL PERSONNEL
AND PARTS ARE BEFORE
STARTING AND MOVING YOUR
MACHINE. DON’T JUST ASSUME
THAT EVERYONE IS OUT OF
HARMS WAY CHECK BEFORE YOU
GO.
14. DO NOT OPERATE THE MACHINE
IF GUARDS OR OTHER SAFETY
DEVICES ARE MISSING. DUE TO
THE MANY POSSIBLE OPTION
CONFIGURATIONS, IT MAY BE
NECESSARY TO AQUIRE AND
INSTALL ADDITIONAL GUARDS,
COVERS AND OTHER SAFETY
DEVICES. CONSULT YOUR
MANUFACTURER FOR
RECOMMENDED DEVICE
CONFIGURATIONS IF YOU ARE
UNSURE.
15. ADVISE OPERATOR WHEN
ADJUSTMENT IS TO BE MADE. NO
ADJUSTMENTS TO THE AUGER,
CONVEYORS OR DRIVE CHAINS
ARE TO BE MADE WHILE THE
MACHINE IS BEING OPERATED.
16. ALWAYS SET THE PARKING BRAKE
AND SET THE TRAVEL JOYSTICK
TO THE “NEUTRAL” POSITION
BEFORE LEAVING THE
OPERATORS SEAT.
17. THE OPERATOR MUST ALWAYS BE
SURE BOTH LEFT HAND AND
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RIGHT HAND AUGER CONTROLS
ARE “OFF”, NOT “AUTO” BEFORE
LEAVING THE OPERATORS SEAT.
18. DO NOT ATTEMPT TO GET
MATERIAL FROM THE HOPPER OR
AUGER TROUGH WITH A SHOVEL.
19. WHEN WORKING AROUND THE
AUGER AREA OF AN OPERATING
MACHINE GIVE PARTICULAR
ATTENTION SO THAT YOU DO NOT
ALLOW SHOVELS RAKES OR
OTHER TOOLS TO BECOME
ENTANGLED IN A MOVING AUGER.
20. BE AWARE OF COMPONENTS
THAT ARE ATTACHED TO A
MACHINE LIKE LEVELING SKI’S,
GRADE SUPPORT ARMS AND
OTHER DEVICES TO INSURE THAT
THEY ARE NOT TRIPPED OVER OR
BECOME ENTANGLED IN
CLOTHING. ALWAYS BE AWARE OF
YOUR ENVIROMENT.
21. NEVER ALLOW PERSONNEL
BETWEEN THE PAVER AND THE
TRUCK (OR TRANSFER VEHICLE).
THE PAVER OPERATOR MUST
KNOW WHERE ALL PERSONNEL
ARE BEFORE ATTEMPTING TO
MOVE PAVER.
22. IF YOU MUST GO AROUND TO THE
FRONT OF THE PAVER AT AN
ACTIVE JOB SITE, ALWAYS INSURE
THAT YOU HAVE A SECOND
INDIVIDUAL STAND ALONGSIDE
THE PAVER AND ACT AS A
SPOTTER TO WARN OF
APPROACHING TRUCKS.
23. NEVER ALLOW ANYONE IN THE
HOPPER OF A PAVER WITH THE
ENGINE RUNNING.
24. ALLOW ONLY THE OPERATOR ON
THE PAVER WHEN TRAVELING OR
ROADING THE MACHINE.

25. POWERLINES WILL KILL. PAVER
OPERATOR AND DUMP OPERATOR
MUST ALWAYS WATCH FOR
OVERHEAD OBSTACLES.
26. WATCH FOR TRAFFIC NEAR AREA
OF PAVER.
27. STAY CLEAR OF HOPPER, SIDE
ARMS AND SCREED WHEN
MACHINE IS OPERATING. DO NOT
WALK CLOSE IN FRONT OF
HOPPER OR EXTENDED SCREED.
28. “DUMP OPERATOR” OR ANY
OTHER “AUTHORIZED
PERSONNEL” IN THE VICINITY OF
THE MACHINE MUST STAND IN
FULL VIEW OF THE OPERATOR,
BUT NEVER ON OR IN FRONT OF
THE MACHINE WHEN THE
MACHINE IS OPERATING.
29. NEVER USE WASHDOWN WHILE
ENGINE IS RUNNING OR BURNERS
ARE ON. NO SMOKING WITHIN 50
FEET OF MACHINE.
30. CLEAN FUEL OR HYDRAULIC OIL
FROM ALL WALKWAYS. KEEP THE
MACHINE CLEAR OF FOREIGN
MATERIALS, DEBRIS, OIL, TOOLS
THAT ARE NOT PART OF THE
PAVER.
31. WHEN LEAVING THE MACHINE
UNATTENDED, IT SHOULD BE
PARKED ON A LEVEL SURFACE
WITH THE SCREED LOWERED TO
THE GROUND AND THE LOW
GEAR. MARK YOUR MACHINE
APPROVED SAFETY CONES,
BARRELS, FLASHING LIGHTS OR
FLAGS. LOCK ALL CONSOLES AND
SHUT OFF MASTER SWITCH IF
YOUR MACHINE IS SO EQUIPPED.
32. KNOW WHAT TO DO IN CASE OF
AN ACCIDENT. PROTECT
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YOURSELF FROM DANGER.
ADMINISTER FIRST AID AND SEEK
MEDICAL HELP. REPORT
ACCIDENTS TO YOUR
SUPERVISOR AND PROPER
AUTHORITIES. CORRECT THE
CAUSE OF THE ACCIDENT.
33. KNOW WHERE TO GET
ASSISTANCE. KNOW HOW TO USE
YOUR FIRST AID KIT AND FIRE
EXTINGUISHER.
OPERATIONAL CHECKS:
1. WORK SAFELY. FOLLOW ALL
DECAL INSTRUCTIONS AND
RECOMMENDED OPERATION
PROCEDURES. WORKING SAFELY
IS NOT JUST EQUIPMENT RELATED
ITEMS. THE MOST IMPORTANT
PART OF A SAFE WORKING
ENVIORMENT IS AN ATTITUDE
TOWARDS SAFETY OF EACH
INDIVIDUAL. PUTTING SAFETY
FIRST ABOVE ALL OTHER JOBS,
OPERATIONS IS A KEY PART OF
PREVENTING ACCIDENTS.
2. SAFETY IS NO LAUGHING MATTER!
CLOWNING AROUND CAUSES
ACCIDENTS. THERE IS A TIME AND
A PLACE FOR CLOWNING
AROUND. IT’S NOT AROUND
MOVING OR OPERATING
MACHINERY.
3. USE EXTREME CAUTION WHEN
LOADING OR UNLOADING
MACHINERY. PLEASE READ AND
FOLLOW THE DRIVE OFF
PROCEDURE (SECTION 3.5) OF
THIS MANUAL.
4. CHECK IT OUT. KNOW WHAT
SAFETY DEVICES YOUR MACHINE
IS EQUIPPED WITH AND SEE THAT
EACH ITEM IS SECURELY IN PLACE
AND IS OPERATING CORRECTLY.
 5. PRE-TEST STEERING AND ALL
OTHER CONTROLS.
6. INSPECT TRACKS DAILY FOR
WORN SPROCKETS, MISSING OR
LOOSE PADS, LOOSE OR LEAKING
TRACK ROLLERS. MISSING LUG
NUTS. DO NOT OPERATE THE
MACHINE IF ANY OF THESE
CONDITIONS EXIST.
7. REMOVE ALL TRASH AND DEBRIS
FROM THE MACHINE DAILY. KEEP
ALL WALKWAYS STEPS AND
OPERATOR PLATFORMS CLEAR
OF TOOLS, BUCKETS AND OTHER
ITEMS THAT MIGHT CAUSE
SOMEONE TO TRIP OR FALL.
TRASH OIL OR OTHER DEBRIS
MUST BE REMOVED FROM ENGINE
COMPARTMENT TO PREVENT FIRE
HAZARD. OIL OR OTHER LIQUIDS
MUST BE KEPT OFF WALKWAYS,
STEPS AND HANDRAILS TO
PREVENT SLIPS.
8. USE CAUTION ON UNEVEN
SURFACES AND ROUGH TERRAIN.
9. NEVER CLIMB ON OR OFF THE
UNIT WHILE IN MOTION. ALWAYS
USE PROPER STEPS AND RAILS
WHEN CLIMBING ON OR OFF THE
UNIT.
10. LOOK IN ALL DIRECTIONS BEFORE
REVERSING THE UNIT.
11. BE AWARE OF ALL CLEARENCE
AND GROUND OBSTACLES.
MAINTENANCE CHECKS:
1. REMOVE MASTER KEY (IF
APPLICABLE) AND ATTACH A DO
NOT OPERATE TAG TO THE
STARTER SWITCH WHEN
PERFORMING MAINTENANCE OR
REPAIRS. DO NOT ATTEMPT TO
START OR USE ANY MACHINE
Page 8 of 51
WITH A “DO NOT OPERATE” TAG
ON IT. CONTACT YOUR SERVICE
DEPARTMENT OR THE
DEPARTMENT THAT TAGGED THE
MACHINE BEFORE ATTEMPTING
TO USE OR START THE MACHINE.
IF WORKING ON A MACHINE
ALONE AND YOU DO NOT HAVE A
“DO NOT OPERATE” TAG, PLAY IT
SAFE AND DISCONNECT THE
BATTERY BEFORE PERFORMING
MAINTENACE OR REPAIRS.
2. ALWAYS SHUT OFF THE ENGINE
WHEN WORKING ON THE
CONVEYOR, AUGER OR
OTHERWISE SERVICING THE
MACHINE.
3. KEEP CONTROL PLATES ON
CONSOLE, WALKWAYS AND WORK
AREAS CLEAN AND REPLACE LOST
OR DAMAGED DECALS
IMMEDIATELY.
4. USE ONLY APPROVED OR
RECOMMENDED FLUIDS AND
FILTERS.
5. DO NOT MODIFY THIS MACHINE IN
ANY WAY WHICH WILL AFFECT
SAFETY.
6. USE THE PROPER TOOLS FOR THE
JOB. DO NOT USE TOOLS THAT
ARE IN NEED OF REPAIR OR FOR
ANYTHING BUT THEIR DESIGNED
PURPOSE.
7. DO NOT WELD OR CUT ON FUEL
OR HYDRAULIC TANKS.
8. NEVER ATTEMPT TO OPEN OR
CRACK A LINE OR FITTING ON A
SYSTEM UNDER PRESSURE. MAKE
SURE PRESSURE IS AT ZERO
BEFORE OPENING OR CRACKING
A LINE OR FITTING.
9. DO NOT ATTEMPT TO FIND A LEAK
WITH A BARE HAND.FLUID UNDER
PRESSURE CAN PENETRATE SKIN,
CAUSING SEVERE INJURY AND
POSSIBLE DEATH. IN ADDITION
FLUID TEPERATURES CAN
EXCEEED 200°F IN SOME
CIRCUITS.
10. USE CARDBOARD TO CHECK FOR
LEAKS. WHEN REPLACING HOSES,
TUBES OR FITTINGS INSURE THEY
ARE REPLACED ONLY WITH ONES
THAT HAVE THE SAME PRESSURE
RATING. WHEN HAVING HOSES
MADE LOCALLY, BE SURE TO
SPECIFY TO LOCAL SUPPLIERS
HOSES THAT ARE DESIGNATED
HIGH PRESSURE LINES.
11. DO NOT REMOVE RADIATOR CAP
FROM HOT ENGINE. WAIT UNTIL
TEMPERATURE IS BELOW 120°F.
12. KEEP OPEN FLAMES AND SPARKS
AWAY FROM BATTERIES. FOLLOW
MANUFACTURES
RECOMMENDATIONS FOR JUMP
STARTING MACHINES OR
CHARGING BATTERIES.
13. CORRECT METHOD FOR
CHECKING BATTERY. ALWAYS USE
EYE PROTECTION, GLOVES, AND
LONG SLEEVED SHIRTS WHEN
WORKING ON OR AROUND
BATTERIES. BATTERY ACID WILL
CAUSE SEVERE INJURY IF
ALLOWED TO COME INTO
CONTACT WITH SKIN.
14. USE ONLY JACKS, STANDS AND
BLOCKS RATED FOR THE
MACHINE WEIGHT. NEVER
DEPEND ON HYDRAULIC JACKS
FOR SUPPORT. ALWAYS ADD
STANDS OR BLOCKING TO
SUPPORT THE MACHINE OR
COMPONENT WHEN YOU ARE
WORKING ON OR UNDER IT.
Page 9 of 51
15. WHEN SERVICING OR WORKING IN
THE AREA BETWEEN THE HOPPER
WINGS AND THE TRACKS, ALWAYS
PLACE BLOCKING UNDER THE
HOPPER WINGS TO PREVENT
THEM FROM FALLING
UNEXPLECTEDLY. ALSO ENGAGE
THE HOPPER LOCK BAR.
16. PLACE BLOCKING UNDER SCREED
BEFORE PERFORMING ANY
REPAIR OR ADJUSTMENTS. USE
SCREED LOCKS WHEN TRAVELING
OR ROADING THE MACHINE. WHEN
WORKING ON OR AROUND THE
SCREED, NEVER DEPEND
ENTIRELY UPON THESE ITEMS.
ALWAYS ADD BLOCKING OR
STANDS FOR SAFETY.
17. PLACE BLOCKING BETWEEN THE
TRACK AND PAVER FRAME WHEN
WORKING ON THE TRACK
TENSIONING SYSTEM.
18. CARELESS MAINTENANCE
PROCEDURES CAN CAUSE
SEVERE PERSONAL INJURY OR
MACHINE DAMAGE. USE ONLY
QUALITY TOOLS THAT ARE IN
GOOD REPAIR. NEVER USE A
SPECIFIC TOOL FOR ANYTHING
OTHER THAN WHAT IT WAS
DESIGNED FOR.
19. REMEMBER YOU ARE THE KEY TO
SAFETY. SAFETY IS AN ATTITUDE
TOWARDS ENSURING THAT OUR
WORK ENVIROMENT AND THE
ITEMS OR MACHINES WE USE ARE
UTILIZED IN A MANNER THAT WILL
NOT CAUSE AN ACCIDENT OR
UNSAFE CONDITION. IT IS YOUR
RESPONSIBILITY TO ALWAYS PUT
SAFETY FIRST. REPORT ANY ITEM
OR UNSAFE CONDITION TO YOUR
SUPERVISOR FOR IMMEDIATE
CORRECTION OR ACTION.
 20. FOLLOW THESE FEW SIMPLE
SAFETY RULES AND YOU WILL
ALWAYS HAVE A SAFE WORKING
ENVIROMENT.

Remember to put safety

first!

1.4 SAFETY DECALS

It is extremely important that all the decals
referring to cautions, warnings and danger be
replaced in their proper locations if damaged or
repainted. The illustrations on this page will aid
you in determining the proper locations. If you
need more help refer to the parts listing in the
parts section of this manual see the description
column. Under this column a description on
location is provided for each decal. Contact your
dealer fore any further assistance.

It is the responsibility of the owner and

operator to make sure that all decals are
readable and located on paver as designated
by the manufacturer.

ALSO SEE DECAL GROUP

SECTION 5.13

Page 10 of 51
Page 11 of 51
1.5 CONTROLS & DESCRIPTIONS

1 Ignition Key Switch Starts Engine

2 Hydraulic Temp Gauge Shows Hydraulic Oil Temperature
3 Engine Water Temp Gauge Shows Engine Water Temperature
4 Fuel Level Gauge Shows Amount of Fuel in Paver
5 Hour Meter Displays Hours Paver has Run
6 Console Lights Illuminates Controls at Night
7 Heat Light Indicates When Screed is Heating
8 Glow Plug Light Indicates When Glow Plugs are Active
9 High Range Light Shows When Paver is in Travel Range
10 Alternator Warning Light Indicates a Problem with the Alternator
11 Oil Pressure Light Indicates Engine Oil Pressure is Low
12 Engine Temp Light Indicates Paver is Over-heating
13 Heat/Vibration Switch Turns the Generator or Screed Vibration On/Off
14 Glow Plug Switch Actives the Engine Glow Plugs to Assist Cold Starting
15 Motor Shift Switch Shifts the Paver Between Paving/Travel Speeds
16 DC Breakers Breakers for All Paver Functions Except Screed Heat
17 Horn Switch Sounds the Warning Horn
18 Work Light Switch Turns Paver Work Lights On/Off
19 Beacon Light Switch Turns Beacon Light On/Off
20 LH Traction Lever Moves LH Track Forward/Reverse
21 RH Traction Lever Moves RH Track Forward/Reverse
22 Throttle Lever Varies the Engine Speed
23 RH (LH) Door Switch Opens/Closes the RH (LH) Damper Door
24 RH (LH) Tow Point Switch Moves the RH (LH) Tow Point Up/Down
25 RH (LH) Auger Over-ride Switch Forces the RH (LH) Auger to Stop or Go to Max Speed
26 RH (LH) Extension Switch Moves the RH (LH) Screed Extension In/Out
27 RH (LH) Auger Speed Controller Varies Auger Speed in Manual. Varies Material Height
in Auto
28 Truck Hitch Option Switch Moves Truck Hitch Option Arms In/Out
29 LH Auger Auto/Manual Switch Activates the LH Auger in Manual or Auto Mode
30 LH Conveyor Auto/Manual Switch Activates the LH Conveyor in Manual or Auto Mode
31 RH (LH) Auger Direction Switch Changes the RH (LH) Auger Direction Forward/Reverse
32 Hopper Switch Opens/Closes the Hopper Wings
33 LH Damper Door Switch Opens/Closes the LH Damper Door
34 Screed Lift Switch Raises/Lowers (Floats) the Screed
35 RH Damper Door Switch Opens/Closes the RH Damper Door
36 RH Conveyor Auto/Manual Switch Activates the RH Conveyor in Manual or Auto Mode
37 RH Auger Auto/Manual Switch Activates the RH Auger in Manual or Auto Mode
38 Tracks Switch Stops the Paver Without Moving the Traction Levers
39 RH (LH) Damper Door Indicator Indicates the RH (LH) Damper Door Position
40 Crown Adjustment Adds/Removes Crown to the Screed
41 Depth Crank Adjusts the Screed Angle of Attack
42 Extension Height Adjustment Moves the Screed Extension Up/Down
43 Ext. Angle of Attack Adjustment Adjusts the Extension Angle of Attack Separate from the
Main Screed
44 Berm Adjustment Option Adjusts the Extension Berm Up/Down (Optional Equip.)

Page 12 of 51
 1 2 3 4 5

9 10

8 11

7 12

13 17

16 18

19

14 15 22

20
23

24
21
25

31 26

28
27

29

30 32 33 34 35 36 37 38

Page 13 of 51
 39

40

41

42

43 44

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 CALIFORNIA
Proposition 65 Warning

Diesel engine exhaust and some of its

constituents are known to the State of
California to cause cancer, birth defects and
other reproductive harm.

Page 15 of 51
 CARLSON
an Astec company
SECTION SPECIFICATIONS

10'-1"
4'-1"
3.08m
1.24m

7'-2" 4'-9"
2.18m 1.46m

6'-2"
1.87m
5'-4"
1.64m

Page 16 of 51
1'-8"
0.51m

5'-7"
5'-4" 1.70m
1.62m 3in
12'-11"
0.08m
3.92m
7'-3" 14'-0"
2.21m 4.27m

CARLSON PAVING PRODUCTS, INC. DESCRIPTION DWG. NO.

18425 50th Ave. E., Tacoma, WA 98446
Phone (253) 875-8000 Fax (253) 846-0100 OVERALL DIMENSIONS
www.carlsonpavingproducts.com CP90 10-2008
10/27/2008 THIS DRAWING IS NOT TO SCALE AND IS FOR VISUAL REPRESENTATION ONLY.
2.0 SPECIFICATIONS, SYSTEM DIMENSIONS

DIMENSION:

Tractor Width (hopper sides up) . . . . . . . . . . . . . . . . . . . . .8’ 6” (2.59 m)

Tractor Width (hopper sides down) . . . . . . . . . . . . . . . . . 10’ 3” (3.12 m)
Gage Width (center to center of tracks) . . . . . . . . . . . . . . .76” (1930 mm)
Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68” (1727 mm)
Loading Ramp Angle . . . . . . . . . . . . . . . . . . . . . . . . Front 20° Back 15°

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13’ 7” (1.73 m)

Length (Shipping). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12’ 8” (3.85 m)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,800 (8,500 kg)

Hopper Width Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . .124” (3.04 m)

Hopper Dump Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27” (.68m)

Conveyor Floor Plate Thickness . . . . . . . . . . . . .3/8” (9.5mm) Hardox

Auger Flight Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4” (19.0mm)
Auger Speed Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 rpm

CAPACITIES:

Fuel Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 gal (94 L)

Cooling System Capacity . . . . . . . . . . . . . . . . . . . . . . . . . 11 qts. (10 L)
Hydraulic Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . 47 gal. (178 L)
Electrical System . . . . . 12 volt, negative ground with 95 amp alternator

TRACTION DRIVE: Hydrostatic Direct with 2-Speed Motors.

Speed Selection is infinitely variable in each
of the speed ranges:

Paving Range Lo Motor . . . . . . . . . .0 – 160 fpm (48.76 m/min)

Travel Range High Motor . . . . . . . . . .0 – 2.5 mph (4.02 km/hr)
Reverse . . . . . . . . . .Full reverse in any of the two speed ranges

Standard Paving Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8’ (2.43 m)

Paving Width (Min./Max.) . . . . . . . . . . . . . . . .4’ – 15’ (1.21 m-4.57 m)
Paving Depth (Min./Max.) . . . . . . . . . . . . . . 1/4” – 8” (6 mm–203 mm)

HYDRAULIC PRESSURE SETTINGS:

Traction pump charge pressure . . . . . . . . . . . . . . . . . . . . . . 350 psi

Traction pump max pressure . . . . . . . . . . . . . . . . . . . . . . . 4000 psi
Auger Relief Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3200 psi
Conveyor Relief Pressure . . . . . . . . . . . . . . . . . . . . . . . . . .1800 psi
General Purpose Pump Pressure . . . . . . . . . . . . . . . . . . . . .2000 psi

Page 17 of 51
OPERATING INSTRUCTIONS
3.1 BEFORE STARTING INSPECTION
Inspect machine. Have any malfunctioning,
broken, or missing parts corrected or
replaced before using. Hydraulic hoses
should be checked daily for wear and leaks.
Replace if damaged.
Check that all the instruction and safety
labels are in place and readable. These are
as important as any other equipment on the
machine.
Read and follow all instruction decals.
Wear OSHA required safety equipment when
running the paver
Clear auger & conveyors before starting
engine. Make sure all guards are in place.
3.2 REFUELING THE PAVER
Fill the fuel tank with the engine off. Never fill
fuel tank near an open flame or when
smoking.
3.3 STARTING THE ENGINE
Before you start the engine:
1. Check fuel level, fuel lines, and
tank for leaks.
2. Check engine oil level.
3. Check hydraulic oil level. Hydraulic
tank has a sight glass on the side
to quickly determine level.
4. Make sure steering control levers
are in the neutral position.
5. Follow engine manufacturer’s
recommendations for fuel and oil
type.
Page 18 of 51
WARNING: FAILURE TO MAINTAIN
PROPER FLUID LEVELS IS THE #1 CAUSE
FOR PREMATURE EQUIPMENT FAILURE
Engine start-up:
1. Double check that steering control
levers are in neutral position.
Engine will not start with levers in
motion.
2. Position throttle to idle position
3. Insert key and turn clockwise to
start position.
4. Release key when engine is
running smoothly. Allow the
engine to warm for several minutes
before moving or operating paver
to improve component efficiency
and life. In cold weather, let
hydraulic oil warm to 50° before
moving.
5. DO NOT run engine in a closed
building for long periods of time.
THE USE OF STARTING ADDITIVES,
SUCH AS ETHER, IS STRICTLY
PROHIBITED. IN COLD WEATHER, USE
THE GLOW PLUG SWITCH TO PRE-HEAT
THE ENGINE. SEE SECTION 3.8 FOR
FURTHER INSTRUCTIONS.
NEVER OPERATE THE STARTED LONGER
THAN 30 SECONDS. IF THE ENGINE
DOES NOT START, ALLOW THE STARTER
TO COOL FOR 2-3 MINUTES BEFORE
TRYING AGAIN.
Engine shut-down:
1. Position throttle to idle position.
2. Turn ignition key counterclockwise
to off position.
3.4 PAVER DRIVING INSTRUCTIONS
Basic Maneuvers:
1. After the paver has been started and
the engine is warmed up, paver
movements may be made.
2. To drive the paver forward, push the
steering levers forward at the same
time from the neutral position. To
drive the paver in reverse, pull the
steering levers toward the machine
rear at the same time from the neutral
position.
3. Depending on the direction of travel,
turning the paver can be accomplished
by pushing or pulling the steering lever
on the inside of the turn toward the
neutral position.
4. To make a counter rotation movement,
move the steering levers in opposite
directions.
5. To stop the paver, move both steering
levers to the neutral position.
6. The traveling speed of the paver can
vary greatly by pushing or pulling the
steering levers from neutral to the full
forward or reverse positions. Use of
the high/low shift switch will change
the provide slow precise paving
speeds and quicker travel speeds.
Driving recommendations:
1. When making forward/rearward or
turns, always make these moves
slowly. Move the steering levers slow
and smoothly in the direction of
intended travel.
2. ALWAYS make sure no person or
object is in your line of travel BEFORE
moving.
3. Maneuver machine slowly in tight
areas.
Page 19 of 51
4. Avoid steep hills if possible
5. DO NOT shift drive motors on steep
grades.
6. ALWAYS look before changing your
direction of travel.
7. DO NOT pave in high speed range.
Use it only for travel.
8. DO NOT counter rotate the paver in
high speed.
9. The operator must not leave the paver
while the machine is moving.
10. ALWAYS park the paver on solid, level
ground in low range. If this is not
possible, always park the paver at a
right angle to the slope. Lower the
screed when parked.
11. When paving, a constant speed is
necessary to lay an even asphalt mat.
Using the Run/Stop switch on the
consoles to start and stop the
machine, rather than the steering
levers, will help maintain a constant
speed. See section 3.9 for more
details.
TO PREVENT POSSIBLE DAMAGE TO THE
UNDERCARRIAGE COMPONENTS,
ALWAYS REDUCE SPEED TO A MINIMUM
WHEN THE TRACKS ARE COMING INTO
CONTRACT WITH LOADING RAMPS OR
ABRUPT SURFACE LEVEL CHANGES. IF
EXCESSIVE SPEED IS USED, TRACK
DRIVE SPROCKETS OR OTHER PAVER
COMPONENTS MAY BE DAMAGED.
3.5 PAVER LOADING/UNLOADING
INSTRUCTIONS
General:
Trailers used to haul the paver should have
ample capacity to carry the weight of the
paver. Place the trailer in a clear, level area
for loading or unloading.
Trucks used to haul the paver should have
adequate braking force to stop the paver
within a reasonable distance.
Work slowly and carefully to avoid accidents
when loading and unloading the paver. Keep
the area clear.
Have a helper on the ground who can act as
a spotter to help steer the paver properly on
and off of the trailer.
Unloading:
1. Remove tie down equipment from the
paver.
2. Start and warm up engine.
3. Make sure:
a. The screed is UP.
b. The screed extensions are IN.
c. The speed range is in LOW.
4. Set throttle to idle and drive motor
speed to low range. Move the steering
levers very slowly until the paver starts
to move straight.
5. Slowly move the paver down the ramp.
DO NOT LET THE SCREED STRIKE THE
RAMP WHEN MOVING AWAY FROM THE
TRAILER. THIS CAN CAUSE DAMAGE TO
THE MAT THICKNESS SCREWS. A
LONGER RAMP OR BLOCKS MAY BE
NECESSARY TO REDUCE THE ANGLE OF
UNLOADING. IF THE PAVER IS EQUIPED
WITH HYDRAULIC TOW POINTS SETTING
THE TOW POINTS ALL THE WAY DOWN
WILL ADD MORE CLEARANCE.
Loading:
1. Move paver to base of ramp. Line up
tracks with the ramp. Set throttle to
idle. Load paver screed end first.
2. Make sure:
a. The screed is UP.
b. The screed extensions are IN.
c. The speed range is in LOW
Page 20 of 51
3. With the steering levers, slowly guide
the paver up the ramp.
4. Place paver in center of trailer.
5. Lower screed to the deck.
6. Shut down engine.
7. Secure the paver to the trailer as
directed by regulations.
3.6 PAVER TIE-DOWN PROCEDURE
1. Position the paver on the trailer
centered from side to side.
2. Attach tie down chains to the hopper
end of the paver at the tie-down holes
in the front push plate.
3. Attach tie down chains to the screed
end of the paver at the D hooks
welded to the rear bulkhead of the
paver.
4. Place chocks at wheels or tracks.
5. Make sure all chains are tight before
moving.
CENTER CONTROL BOX SWITCH
FUNCTIONS
3.7 USING ELECTRIC HEAT & SCREED
VIBRATION
Flipping the screed heat/vibration switch UP
into the SCREED HEAT position turns the
generator on and begins to heat the screed.
The screed takes about 20 minutes to reach
350°F and will automatically turn itself on and
off to maintain this temperature.

NOTE: Turning the screed heat on will also
increase the idle from 1100 RPM to 1500
RPM. If the idle speed does not
automatically increase to at least 1500 RPM
the throttle cylinder system requires repair.
Idling below 1500 RPM can cause circuit
breakers in the heat system to trip.
In order to get electrical power at the screed
outlet, the screed heat must be on.
Flipping the screed heat/vibration switch
DOWN into the VIBRATION position turns
the screed vibration on. The screed vibration
will not operate if the paver steering levers
are in neutral (stopped) or if either Run/Stop
switch is flipped to STOP. This is to prevent
a bump in the mat if the machine is not
moving and the screed is on the asphalt mat.
The generator (screed heat) and screed
vibration can not operate simultaneously.
3.8 USING ENGINE GLOW PLUGS
If the engine does not turn over within 30
seconds in cold weather, use the glow plugs
to pre-heat the engine.
Hold the Glow Plugs switch in the ON
position for 30 seconds. The amber light
above the switch should also light up to
indicate that the glow plugs are working.
After 30 seconds, release the glow plug
switch and try to start the engine again.
Repeat as necessary.
THE USE OF STARTING ADDITIVES,
SUCH AS ETHER, IS STRICTLY
PROHIBITED. DO NOT ACTIVATE THE
GLOW PLUGS WHEN THE ENGINE IS
ALREADY RUNNING.
3.9 CHANGING TRAVEL SPEED
Page 21 of 51
The CP-90 paver is equipped with two travel
ranges – low and high. To shift into HIGH
range, flip the Motor Shift switch UP into high.
To go back into low range, flip the Motor Shift
switch DOWN into low.
Low speed range MUST ALWAYS be used
when paving and loading or off-loading the
paver from a trailer.
AVOID changing the speed range when the
paver is in motion as it causes a sudden jerk
in speed and could cause someone to
stumble off of the machine.
NEVER change the speed range when
traveling on steep terrain.
3.10 USING LIGHTS & HORN
The paver work light switch for night paving is
operated by flipping the Work Lights switch
UP into the On position. This turns on all four
work lights.
The work lights can be independently
adjusted to point in a desired direction by
loosening the light mounting bolt, adjusting
the light direction, and then retightening the
bolt.
The optional Beacon Light switch works the
same way as the Work Light switch. The
beacon light pole can be mounted to either
the left or right of the center console. The
height of the beacon light pole is set with a
bolt through a hole in the pole. The height
can be adjusted by moving the bolt to other
pre-drilled holes in the pole.
The horn on the paver can be used to get
truck drivers or other members of the paving
crews’ attention. The horn is activated by
flipping the Horn switch UP.
LH & RH CONTROL TOWER
SWITCH FUNCTIONS
3.11 OPERATING THE CONVEYORS
 extension screed plate. The sensor must be
The LH and RH conveyors can be operated AT LEAST 15” away from the ground.
independently from the augers and from each
other. They have two modes: manual and The moba controller dial is used to set the
auto. distance the Moba sonic sensor will allow
material to get from it. Setting the dial at 0
In manual mode the conveyors are controlled
by a material level switch. The material
height can be adjusted with a linkage on the
material level switch.

The material height adjustment determines

how full the auger box will get before the
conveyor shuts off. The preferred setting is
to have the augers a little more than half full.

In auto mode, the conveyors work the same

as in manual – however they also will shut off
when the Run/Stop switches are in Stop or
the steering levers are in neutral.

The LH & RH Conveyor switches are on both

the left and right control towers. If the
conveyor switch is on auto on one control
tower and on manual on the other control
will provide a minimum amount of material to
tower, the system will default to Manual.
the extension. Setting the dial to 10 provides
Engaging one switch (either left or right
the maximum amount. If more material is
control tower) in manual or auto is all that is
desired, move the sensor further away from
required to operate the system.
the extension or point it further in front of the
extension screed plate.
3.12 OPERATING THE AUGERS
When set properly, the Moba sonic sensor
The LH and RH augers can be operated
will turn the augers on and off as well as
independently from the conveyors and from
adjust the speed of the augers automatically
each other. They have two modes: manual
to maintain an even head of material in front
and auto.
of the screed.
In manual mode, the augers are controlled
The augers can be forced to stop in auto by
with the Moba controller dial. The auger
using the Stop over-ride on the hand held
speed can be adjusted from 0 (stopped) to 10
remote or by placing the Run/Stop switch in
(max speed). In manual, the augers will run
Stop.
continuously at the set speed unless the Stop
over-ride is held on the hand held remote or
Both augers are also reversible. There is
the Run/Stop switch is put in Stop.
only one Auger In/Out switch per side. The
In/Out switch can be used to reverse the
In auto mode the Moba sonic sensor must be
auger direction and is useful to free the auger
hooked up and placed in its bracket on the
if it becomes hung up on a rock.
screed end gate. The sonic sensor should be
adjusted so that it points just a couple inches
in front of the outside front corner of the

Page 22 of 51
ALWAYS remember to flip the In/Out switch
back to Out once the obstruction has been
cleared.
When the paver is running and the auger
switch is in the off position:
• Green light blinks
• Red light is off
When the paver is running and the auger
switch is in the manual position:
• Green light blinks
• Red light is always on
When the paver is running and the auger
switch is in the auto position:
• As the auger is running,
Both the green and red lights are
constantly on.
• If the auger is stopped the green light
blinks, the red light is off
3.13 USING THE RUN/STOP SWITCH
Page 23 of 51
The track Run/Stop switch is used while
paving to stop the paver between trucks.
This lets the paver operator leave the
steering levers at a preset speed position to
help maintain a consistent paving speed.
The Run/Stop switch is located on the left
and right control towers and only one switch
in the Stop position is required to stop the
paver.
Putting either the left or right control tower
Run/Stop switch into the Stop position will
prevent the paver from moving, stop the
screed vibration if it is on, and also stop the
augers. The conveyors will also stop if they
are in AUTO.
USE CARE WHEN FLIPPING THE
RUN/STOP SWITCH BACK INTO RUN.
THE MACHINE WILL RESUME ITS
PREVIOUS SET SPEED QUICKLY AND IF
THE OPERATORS ARE UNPREPARED
THEY MAY BE CAUGHT OFF GAURD.
Placing the Run/Stop switch in Stop is
REQUIRED when diagnosing paver
malfunctions with the engine running.
Skipping this step can lead to accidental
machine movement and injury while servicing
the machine.
3.14 OPERATING THE DAMPER DOORS
The LH and RH damper doors, located under
the augers on most CP-90s, are used to cut
material off quickly to minimize the amount of
shoveling at the end of a pass. They are also
used as flow gates to prevent access material
from building up in front of the screed directly
behind the paver.
Switches to open and close the LH and RH
damper door are located on both control
towers. The LH and RH hand held remotes
also have one switch to run the damper door
on the corresponding side of the machine.
The damper door indicators can be used to
precisely meter material out directly behind
the paver, which will minimize the pile
between the extensions and save shoveling
time at the end of passes.
3.15 MOVING THE HOPPERS
A switch to move the hoppers up and down is
located on both control towers. After a truck
has finished emptying into the hopper, the
hoppers can be closed to use all the material
available. Shaking the hoppers by flipping
the hopper switch up and down rapidly will
help get all material out of the hopper.
NEVER CLOSE THE HOPPER WHILE A
TRUCK IS STILL BACKED UP TO THE
PAVER. IT MAY CAUSE DAMAGE TO
BOTH THE PAVER AND TRUCK.
3.16 RAISING AND LOWERING THE
SCREED
segregation of material and to minimize the
amount of material in front of the screed.
When not paving, it is best to raise the
augers.
IF THE CP-90 IS EQUIPED WITH
VERTICAL AUGERS, ALWAYS FULLY
RAISE THEM BEFORE LOADING OR
UNLOADING THE PAVER FROM A
TRAILER. FAILURE TO DO THIS COULD
CAUSE DAMAGE TO BOTH THE PAVER
AND THE TRAILER.
3.18 USING THE TRUCK HITCH *
The truck hitch is an optional attachment for
the CP-90. The main purpose of the truck
hitch is to improve the quality of the asphalt
mat. During the paving operation without a
truck hitch, the truck driver must maintain
slight pressure on the truck brakes to prevent
the truck from rolling away from the paver
and spilling material. If the brakes are
pressed too hard or with inconsistent

There is a switch to raise and lower the

screed in both control towers. When either
switch is in the Down position, the screed will
be in float.

NOTE: The screed must be in float in order

to pave properly.

3.17 USING THE VERTICAL AUGERS *

The CP-90 can be equipped with a

hydraulically adjustable auger box that moves
up and down like a highway class paver. If
this option is chosen, the paver will not have
damper doors.
A switch to move the augers up and down is
located on both control towers. When
paving, the augers should be moved to a
position 2” above the ground to prevent
pressure, the paver will either start spinning
the tracks or ripples will appear in the mat.
By using a truck hitch, the truck driver does
not have to hold the brakes and the truck can
not accidentally roll away from the paver –
solving both spilling problems and over-
braking problems.

Page 24 of 51
The truck hitch on the CP-90 can be
controlled with a switch from either control
tower.
To hook a truck to the paver using the truck
hitch:
1. Toggle the truck hitch switch to OPEN
to extend the truck hitch arms.
2. Drive the paver slowly forward until the
rear tire rollers on the truck hitch
contact the outer diameter of the truck
tire.
3. Toggle the truck hitch switch to
CLOSE in order to retract the arm
extensions until the guide rollers on
the arms are fully inside the truck rims.
4. When the truck is empty, make sure
that the main force of the truck is
against the rear tire roller before re-
opening the truck hitch arms.
NOTE: THE TRUCK HITCH ARM LENGTH
MAY HAVE TO BE ADJUSTED TO THE
INSIDE OF THE WHEEL RIM INITIALLY.
HAND HELD REMOTE BOX
CONTROLS
3.19 USING THE HYDRAULIC SCREED
EXTENSIONS
The LH and RH hand held remote box control
the LH and RH extension respectively.
Toggling the switch to the out arrow extends
the screed and toggling the switch to the in
arrow pulls the extension back in.
3.20 OVER-RIDING THE AUGER SYSTEM
The LH and RH hand held remote boxes
have an over-ride switch for the LH and RH
augers respectively. When left in the neutral
middle position the augers will work
according to the auger manual/auto switches
described in section 3.12.
Page 25 of 51
In order to force the augers to turn at full
speed in any situation, toggle the over-ride
switch to the RUN position.
To force the augers to temporarily stop
turning in any situation, toggle the over-ride
switch to the STOP position. This is useful
when the screed operator knows that the
extension needs to be brought in very soon.
Holding the STOP position on the over-ride
switch will reduce the head of material in front
of the extension and allow the extension to
respond quicker.
3.21 ADJUSTING THE HYDRAULIC TOW
POINTS *
The CP-90 can be equipped with hydraulic
adjustable tow points to allow for more
gradual changes in mat depth. When
equipped with hydraulic tow points, the paver
can also support aftermarket automated
grade and slope control systems.
Most mat depth corrections are done using
the screed depth cranks. However, a more
gradual correction can be made with the tow
point. Each hand held remote box has a tow
point switch that corresponds to the side of
the machine the remote box is on.
3.22 OPERATING THE DAMPER DOORS
When a CP-90 is equipped with damper
doors, the hand held remotes will also include
a switch to operate the door that corresponds
to the side of the machine the remote box is
on. This is so that each screed operator can
control when the flow of material is shut off
towards the end of a pull. For more
information, see section 3.14.

WARNING LIGHTS, GAUGES, &
WASHDOWN
3.23 CONTROL CONSOLE WARNING
LIGHTES
The CP-90 has three red warning lights on
the center control console: Alternator
Voltage, Oil Pressure, and Engine
Temperature. If any of these lights come on
the paver should be shut down as soon as
possible and the maintenance manual should
be consulted to determine the problem.
The CP-90 paver also has three amber
indicator lights in the center control console:
Heat, Glow Plugs, and High Range.
The Heat light indicates that the generator is
operating. If electrical power is not required
and the screed is already hot, the generator
should be kept off to save engine horsepower
and fuel.
down as soon as possible. See the
maintenance manual for further instructions.
When the fuel level gauge reaches “E”, the
machine must be filled with diesel fuel as
soon as possible. See section 3.2 for further
instructions.
The hour meter keeps track of the amount of
time the engine has been running.
3.25 MACHINE WASHDOWN REEL
The paver wash down reel on the right side of
the machine is powered by an electric pump
with a pressure switch. The pressure switch
turns the wash down pump on every time the
pressure falls below 50 psi in the wash down
reel (which happens every time the spray
nozzle is squeezed).
An optional second wash down reel is
available for the left side of the paver and
makes use of the same wash down pump.

The glow plug light indicates that the glow

plugs are being used. This light should never
be on when the engine is running.

The high range light indicates that the paver

is currently shifted into travel speed. This
light should never be on while paving.

3.24 CONTROL CONSOLE GAUGES

The CP-90 paver has four gauges in the

center control console: Hydraulic Oil
Temperature, Engine Water Temperature,
Fuel Level, and Hour Meter.

If the hydraulic oil temperature exceeds

220°F and is still climbing the machine should
be shut down and inspected for problems as
soon as possible. See the maintenance
manual for further instructions.

If the engine water temperature exceeds

250°F the engine temperature light should
also be lit and the machine should be shut

Page 26 of 51
 PAVING MANUAL
Screed Tow Arm Tractor

Depth Crank

Pivot Point Augers Damper Doors Tow Point

Crown
Push
Rollers
MATERIAL FLOW

Figure 1 – Paver Components & Material Flow Diagram

Most pavers consist of two parts – the tractor

4.1 BASIC PAVING PRINCIPLES and the screed. The primary function of the
tractor (in this case the CP-90) is to receive,
Basic Description deliver and spread the paving material in
front of the screed, and to tow the screed
forward. The primary functions of the screed

Page 27 of 51
(in this case the EZ-SCREED) are to level,
smooth, and seal the surface ready for
compaction.
Figure 1 traces the flow of paving material
from the receiving hopper at the front of the
tractor to the freshly placed mat behind the
screed.
The push rollers of the tractor contract the
rear tires of the truck hauling the paving
material, and the truck is pushed forward as it
dumps the paving material into the hopper.
Two independently controlled feed systems
(left side and right side), each comprised of a
slat conveyor and auger, convey the material
through the paver and deliver the material
evenly in front of the screed.
The screed is connected to the tractor by two
side arms, one on each side of the tractor.
Each side arm is connected to the tractor at
the “tow point” and to the screed at the “pivot
point”. As the screed is towed forward,
material is metered under the screed and the
screed is displaced vertically by the material
flowing up or down, independent of the
tractor, as dictated by the flow of material.
The EZ-SCREED employs the “free-floating”
screed principle. The screed, in effect, floats
on the surface of the material flowing
beneath. As the screed is towed into the
material spread in front of it (head of
material), it will initially either rise or fall until
the screed is traveling in a plane essentially
parallel to the line of pull as illustrated in
Figure 2. Mat depth or thickness is
Line of Pull
From Tow Point
Figure 2 – Line of Pull
Page 28 of 51
established and maintained by controlling this
rise and fall of the screed.
As previously stated, the screed’s side arms
are attached to the tractor at only two points
(tow points) so the screed is free to float and
level itself out on the mat surface. As paving
progresses, the free-floating action of the
screed will compensate for irregularities in
the grade or base surface over which paving
is being performed.
Hydraulic cylinders are utilized to lift and hold
the screed in transport or any raised position.
When the screed is lowered into operating
position, the cylinders have absolutely no
affect on the free-floating action of the
screed.
Rideability and surface texture of the fresh
mat are influenced by several variable
factors. Temperature and composition of the
paving material are two of these variables,
and as such must be controlled if the screed
is to do it’s job of producing a mat of
consistent texture and thickness. Since the
screed is supported by the paving material
beneath it during the paving operation, it is
extremely important that the mix be of
uniform consistency and temperature if
satisfactory results are to be obtained. The
screed does not reheat or remix paving
material.
Machine Levelability
Machine levelability is the inherent ability of
the paver to enhance the leveling action of
the free-floating screed by
further compensating for
irregularities or roughness in
the grade or base surface over
which the unit is paving.
The degree of machine
levelability is determined by the
length of the screed side arms
and the location of the screed
tow points in relation to the
wheelbase of the tractor.

Machine levelability is the result of
maintaining a relatively constant vertical
positioning of the screed tow points. In
addition, a relatively high ratio of vertical tow
point movement to the screed reaction is
maintained in initiating a correction in mat
elevation. The reaction time required to fully
accomplish these correction transitions are
proportioned gradually over a distance of
forward machine travel equal to
approximately five times the length of the
screed side arm.
4.2 CONTROLLING MAT QUALITY
Primary Factors Affecting Mat Quality
Controlling the vertical position of the free-
floating screed with respect to the grade
surface over which paving is being performed
is the primary element in producing high-
quality pavement.
Several factors, such as
paving speed, head of
material, mix consistency,
pre-compaction and
screed angle of attack, all influence the
vertical position of the screed. If any one of
these factors is varied during the paving
operation, the variation will cause a change in
mat depth, density, and or texture. To
measure the effect of any one of these
variable, it is necessary that all of the other
variables be held constant.
F3
F2
F1
Figure 3 – Factors That Influence Paving
Page 29 of 51
Figure 3 identifies the three primary variable
factors influencing the vertical position of the
free-floating screed.
Factor F1 - Angle of Attack
Factor F2 - Head of Material
Factor F3 - Paving Speed
Understanding the interrelationship and
controlling these three variable factors is
absolutely essential to producing a high
quality mat with any paver.
Angle of Attack
The Angle of Attack is the angle that exists
between the bottom surface of the screed
and the grade surface over which paving is
being performed. This angle is a primary
factor in determining the amount of material
that will pass under the screed in a given
distance and is elemental in controlling mat
depth.
Or…
Figure 4 – Affect of Angle of Attack
Paving over a flat, level surface with all
variables held constant will product a mat of
constant profile. While paving in this manner,
if the screed angle changes or tow points are
vertically displaced, a change in angle of
attack occurs. With this variable factor acting
on the screed, the screed moves in a
direction to restore the original angle of attack
as illustrated in Figure 4. The restoring
action of the screed is referred to as “self-
leveling”.
When the angle of attack is increased, more
material is allowed to pass under the screed
causing it to rise until the screed is again
moving in a plane essentially parallel to the
grade surface. The screed will continue to
move in this plane, maintaining mat depth, as
long as all variable factors remain constant.
Decreasing the angle of attack will reduce the
amount of material allowed to pass beneath
the screed, causing the screed to drop until
the screed is again moving in a plane
essentially parallel to the grade surface.
Controlling Angle of Attack
The angle of attack is controlled by:
1. Manually turning the screed depth
cranks
2. Manually adjusting the hydraulic tow
points
3. Automatically adjusting the hydraulic
tow points with optional grade control
equipment.
Turning the manual depth cranks in a
clockwise direction increases the angle of
attack. Counterclockwise rotation of the
manual depth cranks decreases the angle of
attack. The EZ-SCREED can be ordered
with depth cranks that work in the opposite
direction just described.
Mat depth will begin to change immediately
when the depth cranks are rotated or when
the tow points are moved. However, the
machine must travel forward a distance equal
to approximately five times the length of the
screed side arm before the change in mat
depth is fully accomplished.
Once the correct mat depth is achieved, very
little adjustment of the depth cranks is
required if the head of material and paving
speed remain constant. If adjustment is
Page 30 of 51
required to maintain or change mat depth, it
should be made in small increments and the
change be fully accomplished in the mat
before additional adjustments are made.
Following this procedure will produce smooth
transitions in the mat and eliminate the
possibility of putting a wave or bump in the
mat due to overcorrection.
Normally, when using automatic grade and
slope control equipment, the depth cranks
should not require adjustment after initial
machine set-up on the job.
Screed Reaction to Changes in Angle of
Attack – Manual Operation
If a graph is made showing the screed
response to vertical displacement of either
the screed or the tow points, it will produce a
logarithmic curve. The exact dimensions of
the curve will be determined by two factors:
1. The magnitude of vertical
displacement producing the change in
angle of attack
2. The distance from tow point to pivot
point on the screed (this distance is
referred to as “tow length”)
The graphs depicted in Figures 6 & 7 are
dimensioned horizontally in percent or
multiples of tow length, since this will vary
from one machine to another. Likewise, the
vertical dimension is in “percent of original
displacement” which permits different values
to be inserted.
 Screed Reaction for ONE Towlength
100

90

80
% of Displacement Remaining

70

60

50

40

30

20

10

0
0 10 20 30 40 50 60 70 80 90 100

% of Towlength Travel

Figure 6 – Screed Reaction for One Tow Length of Paver

Screed Reaction for FIVE Towlengths

100

90

80
% of Displacement Remaining

70

60

50

40

30

20

10

0
0 10 20 30 40 50 60 70 80 90 100

% of Distance Traveled

Figure 7 – Screed Reaction for Five Tow Lengths of Paver

Page 31 of 51
In theory, the screed would never reach zero
correction. However, in practical application,
the value remaining after several tow lengths
of forward travel is too small to measure or is
overshadowed by other variables acting on
the screed.
A good rule of thumb; vertical displacement
causing a change in angle of attack will be
reduced by ½ for each 2/3 tow length of
forward travel. For example, if the tow length
is 9 feet and original displacement is 1”, the
amount of correction would be reduced each
6 feet forward travel as follows; ½” – ¼” –
1/8” – 1/16” – etc. This general rule is
accurate within 2%.
Screed Reaction to Changes in Angle of
Attack – Automatic Operation
When automatic controls are applied to a
paving operation, the effective tow length will
be reduced to approximately the distance
between the screed pivot point and the
sensor. The sensor can respond
electronically to errors of extremely small
proportions in the controlled environment of a
testing lab. In the real world of paving,
however, a sensor must distinguish between
the true signal and many extraneous inputs of
vibration and acceleration. Excessive
vibration can degrade the effective sensitivity
of a sensor. Care should be used in
mounting sensors to keep vibration levels to
a minimum.
Angle of Attack – Common Problems &
Solutions
Any variation in the angle of attack will
directly affect the finished surface of the new
mat. Examples of how improper operating
procedures, with respect to screed angle of
attack, can adversely affect the smooth
rideablility of the finished surface are:
1. Over-correcting depth cranks or
optional tow point controls. Over-
corrections produce “waves” in the
mat. Allow the machine to travel
Page 32 of 51
forward a distance equal to
approximately five tow lengths to fully
accomplish one change before making
another.
2. Incorrectly checking mat depth.
Check mat depth several times across
the width over a paving distance of 20
to 30 feet. This procedure will give
you an average depth and prevent un-
required adjustments being made from
a high or low reference spot in the
base.
3. Worn bearings in depth crank
assemblies. Worn bearings will
permit the screed to pivot back and
forth or “chatter”. This results in a
constantly changing angle of attack
which in turn will produce “ripples” in
the finished riding surface.
4. Over-sensitive setting of automatic
level controls. This is evidenced by a
“hunting” condition (a continuous
raising and lowering of the tow points).
See the grade control instruction
manual for more information.
5. Too many experts. Adjusting the
screed angle of attack should be left
entirely to the screed man. HANDS
OFF for everyone else.
6. Paving thinner than the largest
aggregate. This causes the screed to
miss profile or make high spots in the
mat.
Head of Material
The Head of Material is the mass or volume
of paving material directly in front, along the
entire lateral face of the screed. The volume
and consistency of the head of material are
primary factors in establishing the flow of
material under the screed and are elemental
in controlling mat density, texture, and profile.
The volume of material in front of the screed
determines the amount of pressure or
resistance to forward travel exerted on the
screed. The consistency or composition of
this material determines the malleability, or
the degree of ease, by which the material
flows under the screed and is transformed
into a high-quality mat.

Paving over a flat level surface with all

variables held constant will produce a mat of
uniform density, texture, and profile. If, while
paving in this manner, the volume of material
in front of the screed is varied, a change in
mat depth occurs. With this variable factor
acting on the screed, the self-leveling screed
will move in a direction, attempting to restore
the original angle of attack.
Figure 9 – Excessive Head of Material
Figure 8 illustrates the optimum volume of
material in front of the screed being at a level If the head of material volume is too low, as
from the center to almost covering the auger illustrated in Figure 10, the resistance to
shaft along the entire lateral length of the forward travel is decreased and the screed
screed. will gradually fall due to the decreased
pressure. This operating condition will result
in reduced mat depth and possible voids in
the mat.

Figure 8 – Correct Head of Material

If the head of material volume is too high, as

shown in Figure 9, the resistance to forward
travel is increased. The screed will rise in an
attempt to overcome the increased pressure.
This operating condition can result in ripples,
long waves, increased depth, and less
density being produced in the mat. In
addition to producing deficiencies in the mat,
this operating condition will also result in
accelerated wear on the augers.
Figure 10 – Low Head of Material
A fluctuating head of material volume will
result in a combination of the aforementioned
mat deficiencies plus alternating changes in
mat texture resulting from varying degrees of
pre-compaction of the material by the augers.
Any change in the consistency or
composition of the paving material, such as
moisture content of the aggregate, blend of
aggregate in the mix, mix temperature, etc.,
will alter the flow of material under the
screed, resulting in a change in mat density
and/or texture.

Controlling Head of Material

Page 33 of 51

As the screed is towed forward in the paving
process, material used to produce the mat is
replaced by material delivery from the
machine’s two independent feed systems
(the augers and conveyors). A continuous,
uninterrupted flow of material is elemental in
maintaining the head of material volume at a
constant level.
Maintaining a constant head of material
volume is accomplished by properly
controlling the interrelationship between the
following:
1. On/Off operation and speed of the
augers and conveyors.
2. Horizontal position of the damper
doors (when equipped).
3. Vertical position of the augers (when
equipped w/ vertical auger option).
4. Paving speed.
5. Telescoping movement of screed
extensions.
position, or automatically with the use of a
sonic sensor placed on the extension end
gate. The conveyors are controlled by a
switch connected to a material flow door.
The on/off range of the door can be adjusted
with a mechanical linkage to obtain the
material height desired.
The damper doors located directly beneath
the augers on most machines are also
equipped with an indicator gauge to
determine how far they are open. By varying
how far the damper doors are open the head
of material directly behind the paver can be
held constant. A good rule of thumb – set the
damper doors at the “half open (4” mark on
indicator)” position for a job start up. When
paving at or near the basic machine width,
open the damper doors further and increase
paving speed. When paving at extended
widths, close the damper doors further and
decrease paving speed. See Figure 11 for
clarification.

Inconsistencies in mix temperature, blend,

moisture content, etc. are the result of poor
quality control procedures during the
production and delivery of the mix to the
paver. Even the most technically correct
machine operating procedures will not
compensate for inconsistencies in the mix.

Independent auger and conveyor system

Door more open for faster, basic width paving
The CP-90 is equipped with independent,
hydrostatically driven, right and left side
auger and conveyor systems. Both the auger
and conveyor speeds are completely
independent of paving speed and of each
other. The conveyors work in a simple on/off
fashion and have one pre-determined speed.
The augers have an infinitely variable speed
range. By controlling the on/off range of the
augers and conveyors a consistent head of
material can be maintained in front of the
screed. Door more closed for slower, wide width paving

The augers can be controlled either manually Figure 11 – Damper Door Positions
from both the driver and screed operator’s

Page 34 of 51
Automatic auger control
The Moba sonic sensor and controller are
provided as standard equipment on the CP-
90 and is used to control the head of material
automatically.
The sensors are installed on the extension
end gates. Position the sensors forward of
the normal head of material and aim near the
base of the material pile at a right angle.
They should be located approximately 15”
from the surface when the maximum head of
material is present in front of the screed.
Figure 12 shows the sensor properly
positioned and directed for optimum
performance.
15”
Figure 12 – Sonic Sensor Placement
Vertical Auger Option
The CP-90 can be equipped with an optional
vertical height auger. The primary purpose of
this feature is to obtain ground clearance
when loading and unloading from trailers,
while still having a low working auger height.
While paving, the augers should be
positioned as low as possible (2” from
ground). This will result in maximum control
of the head of material and produce
consistent mat texture. The augers may be
raised as required when paving very deep
lifts or when laying very large aggregate base
materials. Raising will help reduce auger
wear when the head of material is large and
may help to improve mat quality in some
mixes.
Page 35 of 51
Paving Speed
The speed at which a paving operation is
performed should be determined by the rate
of material delivery to the paver. The
optimum speed for any paving operation is
such that the paving material is used as it is
delivered; never permitting trucks to stack-up
waiting to unload. Paving speed should be
constant with stops and starts made rapidly.
In some mixes, easing to a stop and easing
back up to paving speed will produce a rough
area in the mat.
Changes in paving speed directly affect the
head of material and subsequently the angle
of attack. Increasing paving speed will
decrease mat depth. Decreasing paving
speed will increase mat depth. Examples of
how improper operating procedures can
cause variations in paving speed and
adversely affect the smooth rideability of the
finished surface are:
1. Truck Bumping Paver – this is the
most common cause of marks and
ridges in the finished mat.
2. Truck Holding Brakes – this will
reduce paving speed causing an
increase in mat depth and in extreme
cases, cause the paver drive tracks to
break traction resulting in a bump in
the mat.
3. Paver Engine in Poor Operating
Condition – an improperly functioning
engine can cause power/speed surges
resulting in ripples or waves in the
mat.
4. Lose of Track Tension – loosing
track tension can lead to sprocket
skipping. This will lead to bumps in
the mat. If left unchecked for any
length of time a loose track could lead
to de-tracking or other serious damage
to the paver drive system.
Screed – General Description
The mat producing assembly pulled by a
paver is the screed. It levels, smoothes, and
seals the surface of the paving materials as it
is towed forward by the tractor. It controls the
depth, width, contour, and pre-rolled texture
of the mat.
As illustrated by Figure 13, the screed
consists of nine major components. The pre-
strike-off plate is a face plate which pushes,
rolls, and meters material along its lower
edge, similar to a grader blade. The screed
plate is the bottom plate which smoothes and
irons the mat surface. Both are attached to
the screed frame. Vibration is created by a
rotating shaft and eccentric weight assembly
attached to the frame. Screed heat bars
provide a means of preheating the screed
plate to paving material temperatures to
prevent sticking. End gates stop or meter
material passage at the screed ends. They
also provide a location to attach optional
automated grade equipment. The center
crown tower permits transitions in slope to be
made at the specified locations across the
mat.
Frame
Depth Crank
Crown Extension
End Gate
Pre-strike-off
Heat Bars
Vibrators Screed plate
Figure 13 – Main Screed Components
Paving Depth
Depth of the mat is controlled either manually
or automatically be changing or maintaining
the angle of attack. Manual control has
already been discussed earlier in this section.
For more information on automatic control,
see optional grade controller manual.
Page 36 of 51
Paving Width
The basic width of the EZ-SCREED is 8’.
The hydraulic front mounted screed
extensions provide infinitely variable paving
widths on-the-go up to a maximum of 15’.
Figure 14 – Extension Height Adjustment
There are two important adjustments
associated with the screed extensions which
affect the mat quality. The first is the vertical
position of the extension with respect to the
main screed. Establishing this setting is best
performed with the main screed
flat (rather than crowned). The
screed extensions should be set
below the main screed with
respect to that average depth of
materials. As mat depth
increases, so should this
differential, because more angle
of attack is required. Figure 14
shows the adjustment location.
When the extensions are out and
a transition line is produced in the
mat at the joint between the main
and extensions raise or lower the extensions
as required to remove the line. When paving
at basic width, with the extensions fully
retracted, the same relationship should
produce satisfactory mats. If the mat is
tearing behind the main screed, in the area
where the extensions are retracted, the
extensions are set too low. Raise extensions
until the tearing and any transition lines
disappear.
The second adjustment is the angle of attack
of the screed extensions. Because the
extension screed plate is not the same width
as the main screed plate, the angle of attack
of the extension has to be slightly more than
the main screed plate. When the mat is
loose and open behind the extension,
increase the extension angle of attack until it
matches the main screed plate. This
adjustment is illustrated in Figure 15.
Similarly, if the mat behind the main screed
plate is loose and open, reduce the extension
angle of attack until it matches the main
screed plate.
Figure 15 – Extension Angle of Attack
Adjustment
The mat edges are established by the end
gates. The end gates stop or restrict the flow
of material. When fully lowered, they
produce vertical edges at the ends of the
screed. When raised, they allow a metered
amount of material to flow out, forming a
sloping edge. The end gates can be adjusted
at any time to achieve the desired results.
Figure 16 shows where the adjustment
handles for the end gate are located.
Figure 16 – End Gate Adjustments
Page 37 of 51
The EZ-SCREED also has optional
integrated berm plates in the extension to
form berms at the edges of the paving width.
When paving flat widths, a berm lock-out
plate is bolted to the rear side of the
extension to provide additional support to the
extension screed plate and prevent the berm
plate from lifting unintentionally. Always
remove the berm lock-out plate before
attempting to add berm to the mat. See
Figure 17.
Figure 17 – Berm Adjustment
Mat Crown
The contour of the mat is controlled at the
crown tower located at the center of the
screed. The EZ-SCREED crowns the screed
using two turnbuckles connected by chain to
maintain correct lead crown/tail crown
relationship. The screed should always have
1/16” more lead crown than tail crown to
obtain the best mat quality.
Pre-strike-off Plate
The depth and texture of a fresh mat are
affected by the elevation of the pre-strike-off
plate in relation to the screed plate. The pre-
strike-off plate position controls the amount of
material reaching the nose of the screed
plate. This material is wedged beneath the
screed plate as it strikes the round nose
leading edge. If the pre-strike-off plate is too
high, as shown in Figure 18, the excessive
amount of material reaching the screed will
cause the screed to rise. In an effort to keep
the screed down, the angle of attack will have
to be decreased to a point where the screed
rides on its nose. Rapid wear will result on
the nose of the screed plate. The screed will
sink into the mat when the machine is
stopped, producing a dip in the mat because
all the weight is concentrated at the nose.
most paving material for moderate lifts
ranging from 1” to 3” in depth. For deeper
lifts, especially when the mix contains large
aggregate, raise the pre-strike-off slightly
(approximately 1/8”) to keep the screed off its
nose. In thin lifts containing mostly fine
aggregate and a high percentage of bitumen,
lower the pre-strike-off plate slightly
(approximately 1/8”) to produce a tight
surface.

Rides on Vibration
Nose
All screeds
have vibration
to help seal the
surface of the
Figure 18 – Pre-strike-off Too High paving material. Vibration is mechanically
produced by an
eccentrically
weighted, rotating
Rides on
shaft, which is
Tail
driven by a
hydraulic motor.
Vibration is
transmitted through
the screed frame to
Figure 19 – Pre-strike-off Too Low the paving material via the surface of the
screed plate.
If the pre-strike-off is too low, as illustrated in
Figure 19, the mat depth will decrease due to The amount of vibration produced by the
inadequate supporting material. In an effort vibrators is determined by the frequency on
to maintain depth, the angle of attack will the EZ-SCREED. The frequency of the
have to be increased, creating increased vibrators is controlled by a needle valve
wear on the rear of the screed plate. When located under the left hand hood of the paver
the machine is stopped, the screed will settle as shown in Figure 20.
producing a dip in the mat because all the
weight is concentrated at the rear.

Both of the above conditions will accelerate

wear on those portions of the screed plate
receiving increased abrasion. It is also very
important to have both pre-strike-off plates
aligned so that the same forces are exerted
across the entire screed. The result will be
consistent texture across the entire mat.

The recommended position for the pre-strike-

off plate is ½” above the bottom plate of the Figure 20 – Needle Valve Location
screed plate. This setting should work well in

Page 38 of 51
Run the vibrators no faster than required to
produce a satisfactory fresh mat texture.
Always run the vibrators when paving. If the
vibrators are running when the paver stops,
the screed could settle significantly.
Screed Heat
The EZ-SCREED is equipped with electric
pre-heating to bring the screed plate to near
paving material temperature. Heating is
necessary so that the initial hot paving
material to pass under the screed plate does
not stick to a cold surface and produce tears
in the mat.
The electric generator that provides the
power to pre-heat the screed is located on
the paver. Specific instructions on how to
operate the generator and heat the screed
are found in section 3.7.
The screed plate should be heated to a
temperature neat that of the material to be
laid. Do not overheat or the entire screed
may warp. The screed is equipped with a
temperature switch that should turn the heat
on and off, but its operation should be verified
from time to time.
Mat Defects
Texture of the mat can be adversely affected
by improperly adjusted or poorly maintained
screed components. The following items
must be properly adjusted and/or maintained
for the screed to produc3e an acceptable
mat:
1. Screed depth cranks should feel firm
with minimum wear to bearings and
joints so angle of attack settings can
be maintained. Worn depth cranks
and bearings can produce ripples in
the mat.
2. Pre-strike-off plate should not be set
too high or screed will ride on its nose,
resulting in mat tears, lack of
compaction, and accelerated war on
the front of the screed plate.
Page 39 of 51
3. A worn screed plate can produce tears
in the mat.
4. Screed vibrator intensity must be
appropriate for the mix composition
and depth being laid.
5. Screed plates on main screed and all
extensions must be heated to
approximate material temperature to
prevent hot material from sticking to
cold screed plates, producing tears in
the mat.
6. Screed plate must have a clean,
smooth surface to prevent tearing of
the mat.
7. Lead crown must have the correct
relationship to tail crown to obtain
consistent texture across the entire
mat.
8. Screed extensions must have proper
height adjustment or lines will appear
in the transition zone between the
main screed plate and extension
screed plate.
9. Screed extensions must have the
correct angle of attack setting or the
mat texture behind the screed will
alternate between loose and tight.
PAVER SET-UP AND OPERATION
Starting to Pave
1. Begin heating the screed 20 minutes
before actual paving is to being. Allow
an extra 10 minutes of heat time for
every 10°F below 60°F.
2. Position the paver at the starting point
with the screed raised and supported.
3. Adjust the crown according to the job
specification.
4. Use the wash down reel to prepare the
screed and paver to pave. Spray
down all surfaces that will come into
contact with asphalt. This includes the
conveyors, hoppers, augers, screed
plate, end gates, pre-strike-off plates,
and damper doors. For best results,
make sure the conveyors and augers
are turning while spraying them down.
Also open and close the damper doors
 a few times to make sure they are either direction. Free rotary movement
operating properly. in both cranks indicates the screed is
5. Before starting to pave, it is essential “nulled”. IMPORTANT: before
that the screed be elevated a distance attempting to null out the screed, make
equal to the desired mat depth PLUS certain the screed lift cylinders are not
enough extra height to allow for mat restricting the full weight of the screed
compaction by rolling. This is done by from resting on the starting blocks.
placing “starting” blocks under the
screed. See Figure 21. EXAMPLE: if
finished mat depth of 2” is desired,
starting blocks 2-1/2” thick would
provide a suitable starting height.
Note: when starting to pave from a
previously compacted mat, use Incorrectly Nulled
starting blocks with a thickness equal
to the amount of compaction; ½” in the
foregoing example. The starting
blocks should be at least as long as
the front to rear dimension of the
screed plate and placed lengthwise
with the direction of travel. Place one Insufficient Starting Material
block under each end of the screed
directly below the depth cranks. If
necessary, place additional blocks
beneath the screed extensions. This
placement will provide the screed plate
with bearing surfaces that are
essentially parallel with the grade.
Too Much Starting Material
Remove the screed lift safety supports
and lower the screed, bringing it to rest Figure 22 – Improper Starting Conditions
on the starting blocks.
7. Open the damper doors approximately
half way (4” on the damper door
indicators). Lower the vertical augers
Starting Blocks is the paver is equipped with them.
8. Set both tow points to “0”.
Existing
9. Angle of attack is the angle existing
Mat between the base surface and the
screed bottom, created when the front
end of the screed is raised. The exact
Figure 21 – Screed on Starting Blocks angle of attack required is always an
unknown factor, influenced by such
6. Null out the screed. This expression is variables as mixes, mix temperature,
used to describe the adjusting of the and paving speed. However, there is
screed with both ends resting a force exerted by the weight of the
absolutely flat on the starting blocks. screed as it passes over the mix which
With the screed in this position, the makes it necessary to introduce some
screed depth cranks will have a limited degree of angle before the screed
amount of free rotary movement in leaves the starting blocks. When the

Page 40 of 51
 screed is properly nulled, introduce the
angle of attack by turning both depth
cranks approximately one full turn in
the UP direction. If the screed is not
properly nulled or an inappropriate
amount of material is placed in front of
the screed to start, a dip or bulge in
the mat will occur. See Figure 22 for
examples. When paving begins,
check mat depth and adjust depth
cranks until desired mat depth is
attained. When paving begins, check
mat depth and readjust tow point
position to produce correct mat
thickness.
10. The Guide Rod, located under the
front push plate of the paver, is used
by the operator as a steering reference
point. This guide may be adjusted to
provide a point of reference with the
edge of the lane or other guide lines.
DANGER: never adjust steering guide
rod while the paver is moving or when
a truck is near the hopper.
11. Install Moba auger feed control
sensors on screed end gates. Position
the sensor to produce the correct head
of material. See the “Head of Material”
portion of section 4.2 for more
information.
12. If optional automatic grade and/or
slope control is to be used, install the
appropriate components according to
the equipment’s operator’s manual.
13. Position a loaded truck against the
push rollers. Set the throttle lever to
max and the conveyor switches to
manual. Allow the conveyors to fill the
augers up, using the auger over-ride
switches to fill the extensions to the
appropriate level.
14. Switch all the conveyors and augers to
auto. Make sure the paver speed is in
low (the “high” light will be off). Switch
the SCREED HEAT/VIBRATION
switch to the VIBRATION position.
This turns the generator and screed
heat off and turns the vibration on.
The vibration should start
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automatically once the paver starts
moving with the switch in this position.
15. Move the steering levers forward
slowly to begin paving. Select a speed
and maintain it as consistently as
possible. When stopping is required,
use the Run/Stop switch so that
paving speed settings are not lost.
16. Adjust damper doors and auger
sensors as necessary to maintain a
consistent head of material along the
entire length of the screed. It is
desirable to keep the augers turning
steadily.
Once the screed is laying an acceptable mat
it will continue to do so unless something
happens to change one or more of the
primary factors governing mat quality.
Tearing, dragging, or flaws which remain in
the same relative area of the mat can usually
be attributed to a paver or its operation. This
and similar problems can probably be
eliminated by making the correct adjustment
on the machine. See section 4.4, Mat
Trouble Shooting for more information.
Joints
The point at which a new asphalt mat
connects with one previously laid is called a
“joint”. There are basically two types of
joints; the “longitudinal joint” and the
“transverse joint”. The “longitudinal joint” is a
joint between two lanes, a centerline joint, or
a joint made in the direction of travel. A
“transverse joint” is a lateral joint made
across the direction of travel. A “night joint” is
usually a transverse joint made at the end of
a day’s paving.
A poorly constructed joint can lead to
premature deterioration of the road surface,
producing potholes and cracks. This can be
avoided by planning and correct preparation
of the joint.
Transverse Joints (Night Joints)
Construction of a transverse joint usually resumed. After forming the wedge,
begins at the end of a day’s paving, just following normal rolling procedures.
before the machine is shut down for the night. 3. When paving is resumed at the joint,
If correct shut down procedures are not remove the hand formed wedge at the
followed, it will be difficult to produce a good, end of the mat and spray tack over the
sound joint when paving is resumed. base. The exposed mat edge must
measure the specified depth to ensure
Unacceptable night joints are usually caused a good joint.
by using up the entire head of material at the
end of a day’s paving. This is poor economy.
Depleting the head of material causes the
screed to drop and results in a long gradual
reduction in the mat thickness. When paving
is resumed, with the screed nulled on this
tapered mat, a dip will result.

To avoid this, the head of material should be

held until all trucks and the paver’s hopper Unrolled Mat
are empty. It is important that the paver be
stopped while there is still enough material in
front of the screed to maintain the required
paving depth. Clean the hopper as much as
possible and use the conveyors to add this
material to the head of material to eliminate
wasted asphalt.

After lifting the screed and moving the paver

out of the way, complete the joint as outlined
below: Wedge Before Rolling

1. Clear the asphalt away from the end of

the mat, as shown in Figure 23.
Specification may call for an angular
joint across the mat. Square and firm
up the end of the mat with a rake or
lute. Note that the mat within the last
four feet of the joint is not rolled at this
time.
2. Joint paper or other suitable material
should now be placed in the cleared Wedge After Rolling
area in front of the mat end. The Figure 23 – Transverse (Night Joint) Design
excess asphalt is used to hand form a
wedge, as shown in Figure 21. In
constructing the wedge, the mat depth Longitudinal Joints (matching)
is continued outward as part of the
wedge before forming the taper. This When preparing for a paving job involving
procedure assures a full depth joint by adjacent lanes, there are three factors to be
preventing over compaction of the mat considered if a satisfactory longitudinal joint
area from which paving will be is to be attained. Accurate steering is vital to
matching the second pass to the first or

Page 42 of 51
 existing mat; the correct depth must be
maintained and minimum overlap should be
used. If the adjacent lane was carefully laid,
an operator should be able to steer the paver
with proper overlap. The depth of the new
mat should be such that subsequent
compaction by the roller will bring the new
mat down to the level of the existing one.
Too much overlap can result in insufficient
compaction along the joint, and can also
cause tearing of the mat during paving.
Inadequate compaction of the joint is a
common cause of joint failure. See Figure
24.
Rolled Roller Should
Mat Pinch this Area
Pinching in joint produces good bonding & prevents raveling
Rolled
Mat Rolled with
Insufficient Material
Insufficient material at joint will produce a dip & poor bonding
Rolled
Mat Rolled with
Excess Material
Excess material at the joint will cause a bump
Figure 24 – Longitudinal Joint Examples
There are times when two pavers working
simultaneously can be used to obtain a hot
longitudinal joint. When doing this, the lead
paver usually runs from 50 to 100 feet ahead
of the other. The following paver matches
the joint of the lead paver before the roller
compacts the joint. Good quality joints result
because both strips are fused together while
still hot when rolled. When a single paver
lays both mats, the roller must stay away
from the joint edge of the first mat by 6 to 12
inches. The adjoining mat is laid at the same
depth as the unrolled portion of the first mat
and the roller can now compact the joint while
the material is hot.
A constant elevation of the fresh mat in
relation to the adjacent mat is essential to
producing a satisfactory joint. This can be
achieved by use of manual screed depth
controls or optional automatic controls. A
smooth transition is best achieved by using
automatic grade controls.
Resurfacing
Old pavements are usually rough and full of
cracks, potholes, and other surface failures.
By resurfacing, the life of the pavement can
be extended.
Resurfacing is the process of placing a new
mat over a deteriorated surface, such as a
brick street, concrete highway, or older
asphalt surface. When preliminary patching
is necessary, as it usually is, be sure these
areas are well compacted before the paver
passes over them. If deep potholes are filled
by the paver, traffic will compact those spots
more than the rest of the surrounding area
and a dip will result. See Figure 25 for proper
procedures on filling potholes during
resurfacing.
On some resurfacing jobs it is necessary to
reduce excessive crown in the old surface.
This can be done in two ways – either by
utilizing a cold planer to grind off the excess
crown, or by using the paver alone. When
reducing crown with the paver, lay a leveling
course of two separate wedges of material
and “feather” the edges of the wedges toward
the existing crown. This operation is
sometimes called “shimming”. A fairly fine
graded mix is usually used for this type of
work. This lets the screed feather out without
crushing larger size aggregate or supporting
the screed on a high point. See Figure 26.

Page 43 of 51
 the obstruction. Another method is to use an
asphalt pad, as shown in Figure 27. When
Old Asphalt the last lift is laid, it won’t be necessary to
raise the screed, as the machine can then
Ground
pave directly over the obstruction. The
obstruction should first be covered so that the
Deep Hole Filled in Single Pass – Poor! excess material may be easily removed after
the machine has passed. Mark the curb or
gutter so that the obstruction can be easily
located after the paver has passed.
Old Asphalt
Manhole Asphalt Pad
Ground

Traffic Soon Creates a New Dip Old Asphalt

Old Asphalt

Ground Hand Work this Area New Asphalt

Hole Filled With Multiple Compacted
Passes – Correct!
Old Asphalt
Figure 25 – Pothole Filling Diagram

Leveling Wedge
Old Pavement
Figure 27 – Paving Over Manholes or Drains

New Mat THE GROUND CLEARANCE OF THE CP-90

PAVER IS 4.25”, BUT IT WILL SINK INTO
THE BASE MATERIAL SOME DISTANCE.
DO NOT PASS DIRECTLY OVER ANTHING
Figure 26 – Correcting Excessive Crown THAT THE PAVER WILL NOT CLEAR!

Manholes & Drains In any resurfacing operation, a tack coat is

Some handwork is required around manhole
covers and drain grates. On the first lift, pave
all the way up to the manhole or drain until
the screed is nearly touching it. Then raise
the screed, move over the obstruction, and
lower the screed on the other side. The
material left on the ground by raising the
screed can then be raked into place around
usually used to assure a good bond between
the old surface and the new one. This should
be applied at the specified rate. The tack
coat should not cover the entire surface. If
too much tack is used, the surface will be
flooded with liquid and instead of acting as a
bonding agent; the excess liquid will “bleed”
through the new mat.

Page 44 of 51
Post-Operation Procedures

There are important tasks to be performed at

the close of each day’s paving to insure
availability of the machine in top condition
when paving is to be resumed. They are:

1. Thoroughly clean the paver and

screed when paving is complete. Use
the wash down reel to rinse out the
hoppers, conveyors, augers, screed
plates, bull noses, end gates, and
damper doors. Move the screed
extensions in and out several times
while cleaning to ensure all asphalt is
removed. The damper doors must
also be opened and closed several
times during cleaning to make sure
there is no asphalt remaining stuck to
them.
2. Service the machine according to the
lube chart located inside the left hand
door of the paver while the machine is
still warm. See the service manual for
more information.
3. Park the paver in a location where it
will not cause an accident while
unattended. ALWAYS park the paver
on solid, level ground in low range. If
this is not possible, always park the
paver at a right angle to the slope.
Lower the screed when parked.
4. Remove all grade, slope, and material
sensors and store them in a location
where they can be protected from
damage or theft.
5. Turn off main battery disconnect
switch. Remove key from ignition.
6. Secure the vandal cover on the central
control box and lock all covers.

Page 45 of 51
 4.4 MAT TROUBLE SHOOTING GUIDE
SYMPTOM
Mat Tearing at:
Full Width
Center Only
Edges Only
Quarter Points Only
Tearing behind main with
extensions retracted
Loose streak in center of mat
Screed rises at each take-off
Screed marks & poor surface
texture
POSSIBLE CAUSE
1. Excessive speed
2. Unstable mix (temp.,
aggregate, etc.)
3. Strike-off too low
4. Lead Crown incorrect
5. Worn screed plate
6. Cold screed
7. End gate not square
8. Cold material build-up at
end of augers
9. Cold material
10. Aggregate bigger than mat
depth
11. Overloaded augers
12. Extensions incorrectly
installed
13. Auger worn out
Extensions set too low in front
of main
1. Insufficient lead crown
2. Damper doors too far
closed
3. Worn augers
1. Over loaded augers.
2. Auger worn out
3. Waiting too long between
loads
4. Varying mix temperature
5. Grade sensor mounted too
far forward
1. Trucks bumping paver or
holding brakes
2. Fluctuating head of
material
3. Cold Screed
4. Worn Screed Plate
5. Worn augers
6. Lack of vibration
7. Extensions set too high or
too low
Page 46 of 51
CURE
1. Correct at machine
2. Correct at plant
3. Raise strike-off
4. Adjust as needed
5. Replace screed plate
6. Check heat bar breakers
7. Adjust as needed
8. Add auger extensions
9. Correct at plant
10. Check mat depth – correct
at plant
11. Adjust auger speed or
material sensor height
12. See the machine’s service
manual
13. Replace augers
Ad just extensions up
1. Adjust as needed
2. Adjust as needed
3. Repair or replace
1. Reduce head of material
2. Repair or replace augers
3. Have operator adjust
paving speed
4. Inform plant & truck drivers
5. Move sensor back
1. Educate drivers
2. Check conveyor flow
switch and settings
3. Review screed heating
procedure and check
breakers
4. Replace screed plate
5. Repair or replace augers
6. Increase vibration
7. Adjust height of extension
Extension area with voids
Bright streak down center of
mat
Ripples
Hair line cracks
Poor longitudinal joints
Poor transverse joints
Bleeding
Screed rides nose down
Extension starved for material
1. Too much lead crown
2. Damper doors too open
3. Augers worn out
1. Fluctuating head of
material
2. Incorrect damper door
adjustment
3. Erratic speeds
4. Loose or worn depth crank
assemblies
5. Worn augers
6. Trucks holding brakes
7. Poor material
1. Poor rolling procedures
2. Fluctuating head of
material
3. Excessive speed
4. Unstable mix
1. Delay in rolling
2. Over-correction of depth
cranks
3. Over-loaded augers
4. Head of material varying
5. Too much overlap
1. Incorrect joint preparation
2. Fluctuating head of
material
3. Incorrect nulling of screed
4. Cold screed
5. Poor rolling operation
6. Varying mix temperature
1. Excessive moisture in mix
2. Excessive vibration
3. Excessive tack coat
1. Screed depth crank
improperly set
2. Screed depth crank
Page 47 of 51
Adjust material sensor or add
auger extension
1. Make necessary
adjustment
2. Adjust as needed
3. Repair or replace
1. Check flow sensors and
conveyor switch
adjustments
2. Adjust as needed
3. Adjust paver speed to
plant output
4. Repair, tighten, or replace
5. Repair or replace
6. Educate drivers
7. Correct at plant
1. Check roller manufacturer
recommendations
2. Check flow sensors and
conveyor switch
adjustments
3. Slow paving speed
4. Correct at plant
1. Improve coordination
2. Review proper procedures
3. Adjust conveyor switch
4. Check flow sensors and
conveyor switch.
5. Review joint instructions
1. See this manual for proper
instructions
2. Check flow sensors and
conveyor switch
3. See this manual for proper
instructions
4. Check screed breakers
5. See roller manufacture’s
manual
6. Correct at plant
1. Correct at plant
2. Reduce vibration
3. Reduce amount of tack
applied
1. Adjust for correct angle of
attack
2. Replace bearings

Automatic screed controls
malfunctioning
bearings badly worn
3. Forward area of screed
plate badly worn
4. Pre-strike-off set too high
5. Extensions are set too high
when retracted
Improper set-up or adjustment
3. Replace screed plate
4. Make adjustments as
outlined in this manual
5. Make adjustments as
outlined in this manual
See separate manual for
equipment set-up instructions

GLOSSARY

Aggregate – Various hard, inert materials such as sand, gravel, pebbles, etc. used as the bulk
material in asphalt mixes.

Angle of Attack – The angle included between the screed plate and the surface.

Asphalt – A mixture of bitumen (bonding agent) and aggregate (bulk material).

Auger – A rotating device with a broad, helical flange used to spread paving material evenly in
front of the screed.

Auger Shadows – Alternate dark & light areas of compaction occurring longitudinally in the mat
representing different density & texture.

Automatic Feed Controls – The system for maintaining a constant head of material in front of the
screed by controlling the ON/OFF operation of the conveyors and augers.

Automatic Grade and Slope Controls – The system for maintaining a constant grade or slope with
the screed. See Moba or ReadyPave manuals for more information.

Bitumen – A thick, viscous, petroleum-based substance used as a bonding agent in asphaltic

mixes.

Compaction – The process of increasing the density of paving materials.

Conveyor – An endless chain and slat assembly used to move paving material from the hopper to
the auger.

Crown – The transverse contour of a finished mat. Crown is also used to describe the contour of
the screed plate. The transition line between two different slopes (i.e. between lanes or between
lanes & shoulders).
Lead Crown – The contour or profile from side to side of the leading edge of the screed.
Tail Crown – The contour of the trailing edge of the screed.
Negative Crown – Contour which is higher at the edges than at the center of a mat.
Positive Crown – Contour which is higher at the center than at the edges of a mat.

Cut-off Shoe – A detachable plate used to reduce the paving width of a screed.

Page 48 of 51
Damper Door – A door located beneath each auger used to control the head of material directly
behind the paver. They are also used to prevent material spillage when moving the paver.

Density – Compactness of paving material.

Depth Crank – Adjusting crank located at the rear of each side arm used to control the angle of
attack of the screed.

End Gate – A vertical plate assembly at each end of the screed used to confine the head of
material.

Elevation – Vertical height from a reference surface.

Floor Plate – A heavy steel plate resistant to wear upon which the conveyor chain travels.

Free-floating Screed – The screed is supported on the surface of the paving material as it passes
beneath the screed plate. Material thickness under the screed will increase or decrease
according to the angle between the screed plate and grade surface.

Grade – 1.) The base surface (road bed) over which paving is being performed. 2.) The
elevation of a fresh mat in relation to the base. 3.) The incline of a paving surface in the direction
of travel, expressed by stating the rise or fall as a percentage of horizontal distance. (Example:
6% grade is 6’ of elevation change in 100’ of horizontal longitudinal run.)

Grade Control – A means of controlling the longitudinal elevation of a mat as it is being laid.

Grade Sensor – An electrical device which detects positive and negative changes in longitudinal
elevation from a grade reference.

Grade Ski – An aluminum beam, supported by a series of brackets, towed beside the paver and
used as a reference point for automatic grade control systems.

Head of Material – The volume of paving material directly in front of and along the entire lateral
length of the screed.

Hopper - The area at the front of the paving machine which receives the paving material.

Hydraulic – Liquid in motion under pressure, the flow of which causes work to be accomplished.

Hydrostatic Transmission – Power transmitted by a positive displacement pump thru a liquid under
pressure to a positive displacement motor.

Joint – The point at which a new asphalt mat connects with one previously laid.
Transverse Joint – A joint perpendicular to the direction of paving. Also called a night joint.
Longitudinal Joint – A joint parallel to the direction of paving, usually between two lanes or
between a road and the shoulder.

Lift – Another term for mat, usually used in conjunction with a thickness, such as “a six inch mat
was laid in (3) two inch lifts.”

Page 49 of 51
Line of Shear – The lateral line of contact in the paving material at the leading edge of the screed
pre-strike-off where material divides to pass beneath the screed plate or move upward along the
face of the screed into the augered material for later placement.

Mat – The material being placed by a paver.

Null – A condition which exists when components are at rest. A nulled screed is resting flat on the
mat and has no angle of attack.

Pivot Point – The pin mounting point of the screed frame on the rear of the side arm. The screed
plate pivots about this point when angle of attack is added.

Push Roller – rollers mounted at the front of the paver to provide contact area between the paver
and the asphalt truck tires.

Pre-Strike-Off Plate – The vertical plate at the front of the screed which meters material passing
beneath the screed.

Quarter Points – Points on the screed midway between the center and the ends.

Rideability – Perceived smoothness of the finished road surface.

Ripples – Short frequency changes in the elevation of a mat surface.

Screed – The assembly towed behind the tractor that strikes off, smoothes, and exerts some pre-
compaction on the paving material being placed.

Screed Extensions – Attachments for increasing screed width.

Screed Heat Bars – Electric heaters that preheat the screed plate to a temperature approximately
that of the material to be laid.

Screed Plate – The bottom plate of a screed.

Slope – The incline of a paving surface perpendicular to the direction of travel expressed by
stating the rise or fall as a percentage of horizontal distance. (Example: 2% slope is 2” of
elevation change in 100” of lateral run.)

Slope Beam – A steel bar connected between the side arms for mounting the slope sensor.

Slope Control – A means for controlling the transverse elevation of a fresh laid mat in relation to
the grade.

Slope Sensor – An electrical device which detects positive and negative changes in lateral
elevation using the grade controlled side of the machine as a reference.

Tow Length – The distance from the tow point at the front of the tow arm to the pivot point on the
screed side arm.

Tow Points – The points where the tow arms of the screed are attached to the paver unit.

Page 50 of 51
Vibrators – A rotating shaft and eccentric weight assembly mounted on the screed that produces
vibration.

Wave – Long repeating changes in the elevation of the mat surface.

AGING ASPHALT MAT BLEMISHES AND CAUSES

Cracks:
Alligator – Criss-cross cracks usually due to heavy traffic loads exceeding the strength of
the surface over an unstable base.
Longitudinal – Cracks which appear along longitudinal joints, between lanes & shoulders
and many times at the base and outer edges of ruts. These cracks result from movement
along these weakened areas.
Reflection – Existing cracks in sub-pavement eventually coming thru an overpayment due
to continued movement in the un-stabilized sub-pavement.
Shrinkage – Random cracks appearing due to lack of traffic which would normally keep the
surface sealed.
Slippage – Cracks appearing in the overlayment because the surface is pushed or rolled
apart by breaking traffic. This may also occur if an overlayment is poorly bonded to the
sub-pavement due to inadequate tack coating or improper mix design.
Transverse – Cracks perpendicular to traffic flow. In overlays of concrete, the concrete
joints may reflect thru surface in movement occurs along the joint. Concrete stress cracks
across the pavement many also reflect thru.

Corrugation – Wash board effect usually occurring in areas where braking and acceleration take
place. It may also occur to a lesser degree in the even speed areas. It is caused by an
excessively soft mix over an unstable base.

Pot Holes – Local base failure causes a pocket which further deteriorates due to containment of
water as the surface collapses. Traffic bounces the broken surface out exposing intermediate and
base materials to more moisture and the abrasion of traffic.

Raveling – Road surface chunks away producing a very rough riding surface. Edges of pavement
may completely disintegrate. The causes are usually the same as stripping but also may include
deficient mix design.

Ruts – Troughs in the wheel tracks caused by increased compaction and/or stripping due to heavy
traffic.

Shoving Bulge – Pavement which has been pushed by braking vehicles or roller.

Stripping – Road surface peels away producing a rough, open texture. It is usually due to de-
bonding between the asphalt and aggregate. The cause may be heavy traffic and moisture or
lack of density when placed.

Upheaval – Swelling of sub-pavement caused by excessive heat or freezing expansion of trapped

water beneath the surface.

Page 51 of 51