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The well-trained and experienced paving crew can recognize paving defects such as those described above and take corrective action before excessive mix has been laid. This helps to achieve more uniform material density, smoother pavement surface finish, and more uniformity in results. In the end, a better job is produced, and the pavement lasts longer.

Sometimes there is no need to wait to see defects in the pavement surface to stimulate an adjustment to the paver or screed. These situations, as pictured, should immediately alert the operator that the head of material is out of balance between the main screed and extension. A wide gap between the pre-strike-off plate and the end gate of the screed extension will affect the pavement surface. This gap should be no wider than 8 to 12 in. (200 to 300 mm) under normal set-up. At times during paving, the mix built up so high that it spilled over the strike-off plate into the area ahead of the screed extension, overloading this area with mix and causing the screed extension to rise. This is an example of bad paving practice.

The application of placement and compaction of HMA only allows one chance to do it right. If best practices are not followed during paving, a penalty is paid. Whether that penalty is a reduction in payment for the work or a requirement to remove and replace the deficient pavement, the cost is severe. Doing things right the first time benefits agency, contractor, project owner, and taxpayer. Doing things right also minimizes traffic delays and reduces complaints from motorists for a win-win proposition.

Information for this article was provided by Ingersoll Rand's Road Institute, located in Chambersburg, PA, and the newly opened Road Institute West, Phoenix. Ingersoll Rand conducts three-to-five day training sessions at both locations throughout the year.