NCHRP Synthesis 477 Methods and Practices On Reduction and Elimination of Asphalt Mix Segregation

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Methods and Practices on Reduction and

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Methods and Practices on Reduction and Elimination of Asphalt Mix Segregation
N AT I O N A L C O O P E R AT I V E H I G H WAY R E S E A R C H P R O G R A M
NCHRP SYNTHESIS 477

Methods and Practices on
Reduction and Elimination of
Asphalt Mix Segregation
A Synthesis of Highway Practice
Consultant
Mary Stroup-Gardiner
Gardiner Technical Service
Monterey, California
S ubscriber C ategories
Highways • Materials
Research Sponsored by the American Association of State Highway and Transportation Officials
in Cooperation with the Federal Highway Administration
TRANSPORTATION RESEARCH BOARD

WASHINGTON, D.C.
2015
www.TRB.org
Copyright National Academy of Sciences. All rights reserved.

NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM NCHRP SYNTHESIS 477
Systematic, well-designed research provides the most effective Project 20-05, Topic 45-12
approach to the solution of many problems facing highway ISSN 0547-5570
administrators and engineers. Often, highway problems are of local ISBN 978-0-309-27182-0
interest and can best be studied by highway departments Library of Congress Control No. 2015933592
individually or in cooperation with their state universities and © 2015 National Academy of Sciences. All rights reserved.
others. However, the accelerating growth of highway transportation
develops increasingly complex problems of wide interest to
highway authorities. These problems are best studied through a COPYRIGHT INFORMATION
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In recognition of these needs, the highway administrators of the for obtaining written permissions from publishers or persons who own the
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Officials initiated in 1962 an objective national highway research Cooperative Research Programs (CRP) grants permission to reproduce
program employing modern scientific techniques. This program is material in this publication for classroom and not-for-profit purposes.
supported on a continuing basis by funds from participating Permission is given with the understanding that non of the material will
member states of the Association and it receives the full cooperation be used to imply TRB, AASHTO, FAA, FHWA, FMSCA, FTA, or
and support of the Federal Highway Administration, United States Transit development Corporation endorsement of a particular product,
Department of Transportation. method, or practice. It is expected that those reproducing the material in
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program because of the Board’s recognized objectivity and
understanding of modern research practices. The Board is uniquely
suited for this purpose as it maintains an extensive committee
structure from which authorities on any highway transportation NOTICE
subject may be drawn; it possesses avenues of communications and The project that is the subject of this report was a part of the National Co-
cooperation with federal, state, and local governmental agencies, operative Highway Research Program conducted by the Transportation
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a position to use them. The members of the technical committee selected to monitor this
project and to review this report were chosen for recognized scholarly
The program is developed on the basis of research needs
competence and with due consideration for the balance of disciplines
identified by chief administrators of the highway and transportation appropriate to the project. The opinions and conclusions expressed or
departments and by committees of AASHTO. Each year, specific implied are those of the research agency that performed the research,
areas of research needs to be included in the program are proposed and, while they have been accepted as appropriate by the technical committee,
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and the Transportation Research Board.
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The needs for highway research are many, and the National
Cooperative Highway Research Program can make significant
contributions to the solution of highway transportation problems of
mutual concern to many responsible groups. The program,
however, is intended to complement rather than to substitute for or
duplicate other highway research programs.
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TOPIC PANEL 45-12

CATHRINA BARROS, California Department of Transportation, Sacramento
FREDERICK HEJL, Transportation Research Board
RICHARD M. HEWITT, Florida Department of Transportation, Deland
BAOSHAN HUANG, University of Tennessee, Knoxville
GERALD A. HUBER, Heritage Research Group, Indianapolis, IN
GREGORY D. JOHNSON, Minnesota Department of Transportation, Maplewood
JEFFREY MANN, New Mexico Department Transportation, Santa Fe
JEFFREY S. UHLMEYER, Washington State Department of Transportation, Tumwater
BRAD NEITZKE, Federal Highway Administration (Liaison)
JOHN S. YOUTCHEFF, Federal Highway Administration (Liaison)
SYNTHESIS STUDIES STAFF

STEPHEN R. GODWIN, Director for Studies and Special Programs
JON M. WILLIAMS, Program Director, IDEA and Synthesis Studies
JO ALLEN GAUSE, Senior Program Officer
GAIL R. STABA, Senior Program Officer
DONNA L. VLASAK, Senior Program Officer
TANYA M. ZWAHLEN, Consultant
DON TIPPMAN, Senior Editor
CHERYL KEITH, Senior Program Assistant
DEMISHA WILLIAMS, Senior Program Assistant
DEBBIE IRVIN, Program Associate
COOPERATIVE RESEARCH PROGRAMS STAFF

CHRISTOPHER W. JENKS, Director, Cooperative Research Programs
CHRISTOPHER HEDGES, Manager, National Cooperative Highway Research Program
EILEEN P. DELANEY, Director of Publications
NCHRP COMMITTEE FOR PROJECT 20-05
CHAIR
BRIAN A. BLANCHARD, Florida Department of Transportation
MEMBERS
STUART D. ANDERSON, Texas A&M University
SOCORRO “COCO” BRISENO, California Department of Transportation
CYNTHIA J. BURBANK, FHWA (retired)
CYNTHIA L. GERST, Ohio Department of Transportation
MALCOLM T. KERLEY, Virginia Department of Transportation (retired)
JOHN M. MASON, JR., Auburn University
CATHERINE NELSON, Salem, Oregon
RANDALL R. “RANDY” PARK, Utah Department of Transportation
ROGER C. OLSON, Minnesota Department of Transportation
BENJAMIN I. ORSBON, South Dakota Department of Transportation
ROBERT L. SACK, New York State Department of Transportation
JOYCE N. TAYLOR, Maine Department of Transportation
FRANCINE SHAW WHITSON, Federal Highway Administration
FHWA LIAISONS
JACK JERNIGAN
MARY LYNN TISCHER
TRB LIAISON
STEPHEN F. MAHER
Cover figure: Credit: Mary Stroup-Gardiner.

FOREWORD Highway administrators, engineers, and researchers often face problems for which infor-
mation already exists, either in documented form or as undocumented experience and practice.
This information may be fragmented, scattered, and unevaluated. As a consequence, full
knowledge of what has been learned about a problem may not be brought to bear on its
solution. Costly research findings may go unused, valuable experience may be overlooked,
and due consideration may not be given to recommended practices for solving or alleviating
the problem.
There is information on nearly every subject of concern to highway administrators and
engineers. Much of it derives from research or from the work of practitioners faced with
problems in their day-to-day work. To provide a systematic means for assembling and
evaluating such useful information and to make it available to the entire highway commu-
nity, the American Association of State Highway and Transportation Officials—through the
mechanism of the National Cooperative Highway Research Program—authorized the Trans-
portation Research Board to undertake a continuing study. This study, NCHRP Project 20-5,
“Synthesis of Information Related to Highway Problems,” searches out and synthesizes
useful knowledge from all available sources and prepares concise, documented reports on
specific topics. Reports from this endeavor constitute an NCHRP report series, Synthesis
of Highway Practice.
This synthesis series reports on current knowledge and practice, in a compact format,
without the detailed directions usually found in handbooks or design manuals. Each report
in the series provides a compendium of the best knowledge available on those measures
found to be the most successful in resolving specific problems.
PREFACE The report documents methods and practices on reduction and elimination of asphalt
By Donna L. Vlasak mix segregation. This synthesis provides guidance on how to reduce or eliminate segrega-
Senior Program Officer tion during aggregate production, mix design, asphalt mix production, mix transport and
Transportation transfer, and placement. Successful options for reducing or eliminating segregate, as well
Research Board as caveats for what not to do, are included for the following topics: segregation descriptions
and segregation specifications (standard sections, advantages, disadvantages, incentives/
disincentives, and desired changes).
A survey was sent to members of the American Association of State Highway and Trans-
portation Officials (AASHTO) Committee on Construction (with a 96% state response
rate). The same on-line survey was submitted to state Asphalt Pavement Association (APA)
representatives to collect information from the paving industry’s perspective on successful
construction equipment and practices for minimizing or eliminating segregation, as well.
Mary Stroup-Gardiner, Gardiner Technical Service, Monterey, California, collected and
synthesized the information and wrote the report. The members of the topic panel are
acknowledged on the preceding page. This synthesis is an immediately useful document
that records the practices that were acceptable within the limitations of the knowledge
available at the time of its preparation. As progress in research and practice continues, new
knowledge will be added to that now at hand.

CONTENTS
1 SUMMARY
5 CHAPTER ONE INTRODUCTION
Project Background, 5
Synthesis Objectives, 5
Synthesis Scope, 5
Report Organization, 5
7 CHAPTER TWO LITERATURE REVIEW

Descriptions of Segregation, 7
End-of-Truck Segregation, 7
Random Segregation, 7
Longitudinal Segregation, 7
Temperature Segregation, 9
Detecting Segregation, 9
Visual Method, 9
Surface Texture, 10
Temperature Differences, 12
Ground Penetrating Radar, 14
Intelligent Compaction, 15
Summary of Methods for Detecting Segregation, 16
Testing, 16
Quality Control/Quality Assurance Testing, 18
Performance-Related Testing, 23
How and Where Mix Segregates, 24
Aggregate Production, 24
Mix Designs, 25
Asphalt Plants, 27
Mix Transfer from Haul Truck to Paver, 33
Paver, 38
Pavement Distresses and Pavement Condition in Segregated Areas, 41
Top-down Cracking, 42
Reflective Cracking, 42
Ride Quality, 43
Specifications, 44
Alberta, Canada, 44
Texas, 45
Research Development of Segregation Specifications, 46
47 CHAPTER THREE SURVEY RESULTS

Descriptions, Detection, Responsibility, and Training, 47
Descriptions, 47
Detection, 47
Responsibility for Detecting Segregation, 47
Training and Certification Programs, 48
Testing, 50
Roadway Density Testing, 50
Laboratory Testing, 50

Specifications, 51
Incentives/Disincentives, 55
Advantages, 55
Disadvantages, 55
Dispute Resolution, 55
Desired Changes in Segregation Specification, 56
Summary of Segregation Specification Comments, 56
Pavement Distresses in Segregated Areas, 56
Reducing Segregation During Design, Production, and Placement, 57
Mix Designs, 57
Gradations and Mix Type, 58
Material and Mix Production, 60
Pavers, 63
66 CHAPTER FOUR CONCLUSIONS
74 ABBREVIATIONS AND ACRONYMS
75 REFERENCES
79 APPENDIX A On-Line Survey Form
102 APPENDIX B Respondents
103 APPENDIX c CheckList for Reducing or Eliminating Segregation
Note: Photographs, figures, and tables in this report may have been converted from color to
grayscale for printing. The electronic version of the report (posted on the web at www.trb.org)
retains the color versions.

METHODS AND PRACTICES ON REDUCTION AND

ELIMINATION OF ASPHALT MIX SEGREGATION
SUMMARY Mix segregation is generally described as localized concentrations of coarser aggregate and
fewer fines than the surrounding areas (i.e., rough surface texture) and can be introduced into
the mix at any point from aggregate production to where the mix exits the paver. Temperature
segregation is localized areas of cold mix compared with the majority of mix and typically
occurs between loading the haul truck and coming off the back of the paver screed. Segregation
can only be reduced or eliminated when agency and contractor staff can consistently recognize
and detect segregation, understand where it occurs, and know what successful practices and
equipment can be used to reduce or eliminate segregation. This synthesis provides guidance on
how to reduce or eliminate segregation during aggregate production, mix design, asphalt mix
production, mix transport and transfer, and placement.
Information on current practices and equipment used by agencies and the paving industry
was collected through a literature review and an on-line survey. The survey was sent to mem-
bers of the AASHTO Committee on Construction (96% response rate) and state Asphalt Pave-
ment Association (APA) organizations (50% response rate; however, only 38 states have APA
organizations).
Successful options for reducing or eliminating segregate, as well as caveats for what not
to do, are included for the following topics.
Descriptions—There are three types of mix segregation that result in coarser pavement sur-
face textures (end-of-truck, random, and longitudinal). Mix segregation can also be described
as concentrations of fine aggregates, binder-rich areas (“fatty spots”), and areas with “clumps”
of other additives (e.g., fibers and polymers). Temperature segregation is frequently described
as temperature differences of more than a certain threshold such as 25°F or 50°F. Survey
respondents were asked to indicate which descriptions are used to describe segregation in
their state. The majority of respondents frequently use descriptions for end-of-truck, random,
longitudinal, and temperature segregation. About 25% to 30% of the agencies also use one or
more descriptions of other types of mix segregation. Standardized segregation descriptions are
essential so that field inspections, specifications, and testing for segregation are consistently
and more uniformly applied.
Detection Methods—Visual detection of segregation is used by almost all agencies and a

number of agencies use one or more methods for measuring temperature differences. Infrared
guns and infrared cameras are each used about 20% of the time and about 10% use an infrared
sensor bar system (e.g., Pave-IR).
Inspection Responsibilities—Field inspection responsibilities can be split between agency

and consultant staff. How the responsibilities are split varies widely. One agency uses agency
staff about 25% of the time and consultants about 75% of the time. Another agency uses staff
to inspect projects 98% of the time and only uses consultants about 2% of the time. Given the
subjective nature of visual detection, which is most frequently used to detect segregation, it
is very important to have well-established segregation definitions and training programs for
field staff, both agency and consultants, so that agency specifications are uniformly under-
stood and applied.

2
Testing—Once segregation is detected, the most common action requires additional testing
of the potentially segregated areas. Roadway (in-place) density testing and laboratory testing
for density, aggregate gradations, and asphalt content are used for standard quality control/
quality assurance. However, these test methods usually require additional roadway surface or
laboratory sample preparation because of the coarser texture and higher permeability of seg-
regated mixes. A lack of understanding of the required practices or proper selection of labora-
tory test methods unintentionally skews test results so that mix properties are either under- or
overestimated. This leads to accepting a significant amount of mix that does not actually meet
specifications or rejecting mix that is actually acceptable. Training and certification programs
for field and laboratory staff would include how, when, and where test methods are to be
adjusted to accurately measure segregated mix properties.
Training and Certification Programs—Training and certification programs are used

by a majority of the agency and industry respondents. Interestingly, these respondents do not
believe training for segregation identification is an important component. This observation
conflicts with written comments from respondents that frequently identify the subjective nature
of segregation detection as a disadvantage. Based on the training and certification program
question responses and written comments for these questions, training and certification pro-
grams that add information on how and where segregation occurs and highlight successful
equipment and practices can help reduce or eliminate segregation.
Specifications—Agency specifications for the control of segregation that were identified

by the survey respondents were reviewed and summarized. In general, there is currently no
consistent approach for agency specifications.
Pavement Distresses—Respondents identify the most frequently observed early pavement

distresses in segregated areas as raveling (texture changes) and potholes in various stages
of formation. The next most common “distress” in segregated areas is a loss of ride quality
(i.e., rougher ride). Intermittent longitudinal cracking in the wheel path and intermittent
fatigue cracking are also considered early distresses in segregated areas by about one-
quarter of all respondents. Both types of cracking happen when the tensile strength of the
mix cannot support the traffic loads. Segregated mixes lose tensile strength and the loss of
strength increases with the increasing severity of segregation.
Written comments about the ability of the agency’s pavement condition survey and pave-
ment management system to adequately detect and track cyclic early pavement distresses
resulting from segregation are an indication that the methods are not currently set up to collect
and track this kind of information.
How and Where Asphalt Mix Segregates—Key areas where segregation can be gener-
ated, observed, and controlled are at the mix design stage, with aggregate production, at the
asphalt plant, when asphalt mix is transported, when the mix is transferred to the paver, and
may be associated with the paver equipment and operation.
Mix designs—Mixes with gradations without gaps between consecutive sieves are less
likely to segregate. Mixes with 9.5-mm maximum size aggregate rarely segregate. Segrega-
tion is increasingly more likely as the maximum aggregate size increases. The amount of
asphalt in the mix controls the asphalt film thickness on the aggregates and an adequate asphalt
film thickness is necessary to keep aggregate particles “stuck” together. When the design
asphalt content is too low, the likelihood that the mix will segregate increases. When asphalt-
containing recycled materials are used to contribute a portion of the effective binder content in
the mix, the properties of the recycled material stockpiles are to be controlled so the effective
asphalt content (i.e., asphalt film thickness) is controlled. If this is not controlled, segregation
can become an issue.
Aggregate production—The majority of aggregate stockpiles are constructed with labor-

intensive processes (i.e., loader operators) and fixed location conveyors. The skills of the

3
loader operators are important to reducing or eliminating segregation at this point in the
process. Training and certification programs help highlight successful practices and skills
that reduce or eliminate segregation.
Asphalt plant—The main source of segregation at a batch plant is in the #1 hot aggregate
bin. Practices that keep the fines from collecting and building up on the sides of the bin are
needed to keep “clumps” of fines from dropping all at once into the mixer. Segregation can
be reduced or eliminated at drum mix plants by using kickback flights in the drum, a fixed plow
at the discharge point, orienting the drag slat to the silo at 90° to the drum exit, maintaining an
optimum amount of mix on the drag slat, using silo batchers, keeping an optimum amount of
mix in the silo (about 25% to 75% full), and loading all haul trucks with multiple drops.
Mix transport and mix transfer—Insulated truck beds can help reduce temperature
segregation. Baffles that form a funnel at the back of end dump haul trucks help reblend
mix as it is deposited into the paver hopper. Windrow elevators help reblend mixes and
reduce segregation. Material transfer units can be successful at reducing or eliminating
segregation when they are operated correctly.
Paver—Segregation at the front of the paver can be reduced or eliminated by keeping the
paver half full at all times, using outboard motors to move conveyors, adding paver retrofits
to limit coarser aggregates from rolling off the sides of the conveyors, and using newer paver
designs that use a pair of twin augers rather than conveyors to move the mix to the back of
the hopper. Segregation at the back of the paver can be reduced or eliminated using kicker
paddles or a reverse flow option to push mix under the gear box, keeping a constant volume
of mix (and constant head of mix) supplied to both sides of the screed augers, and using auger
extensions when screed extensions are used.
Suggestions—There are several gaps in the information gathered about reducing or elimi-
nating segregation. Additional research or training program content suggested to fill these
gaps are summarized here.
• Segregation definitions and descriptions could be standardized to improve consistency in

the application of segregation specifications such that agency and contractor personnel
have a common understanding of segregation.
• Future ground penetrating radar and intelligent compaction roller technologies research
programs and pilot projects could evaluate the usefulness of this technology for detecting
localized low-density areas resulting from segregation and thereby increase the durability
in segregated areas.
• Recycled materials that contribute asphalt content to the mix could benefit from quality
control practices for ensuring consistent effective asphalt content. This is increasingly
important as the allowable recycled content increases. It is also important that successful
practices to physically reblend high recycled content mixes that contribute to the effec-
tive asphalt content be identified.
• Paver equipment characteristics that have the potential to reduce or eliminate segregation
would be documented. It is important that the effectiveness of pairs of twin augers in the
paver hopper, outboard motors and narrower spacing of hopper conveyors, independent
speed controls for hopper conveyors or augers, and using auger extensions when screed
extensions are used be evaluated.
• Pavement condition surveys and pavement management systems could benefit from being
adjusted to detect and track early distresses and loss of pavement life resulting from seg-
regation. Raveling is the first distress to be seen in segregated areas. Because raveling is
viewed as a noticeable change in the surface texture, longitudinal texture profiles may be
useful for tracking emerging pavement distresses in segregated areas.

5
chapter one
INTRODUCTION
PROJECT BACKGROUND SYNTHESIS SCOPE
Segregation is generally described as localized concentrations Information was collected through a literature review and an
of coarser aggregate with fewer fines than the surrounding on-line survey (Appendix A). The AASHTO Committee on
areas (i.e., rough surface texture). Mix properties in segregated Construction members were surveyed to determine agency
areas are characterized by lower asphalt contents, lower densi- current practices and equipment usage that can influence seg-
ties, higher air voids, higher permeabilities, lower strengths, or regation. There was a 96% response rate (48 of 50 states) from
lower stiffness than the design mix. Any or all of these devia- the state agencies (Figure 1). The same on-line survey was
tions from the job mix formula mix properties can be outside submitted to state Asphalt Pavement Association (APA) rep-
of the specified mix properties and result in premature pave- resentatives to collect information from the paving industry’s
ment distresses in the segregated areas. perspective on successful construction equipment and prac-
tices for minimizing or eliminating segregation. Requests for
Segregation seen behind the paver can be introduced into survey participation were sent to the 38 states with an APA
the mix at any point from aggregate production at the plant to organization; not all states have associations. A total of 19 of
when the mix exits the paver. Temperature segregation typi- the 38 APA organizations (50%) returned survey responses
cally occurs between loading the haul truck and the back of (Figure 2).
the paver screed. The key to reducing or eliminating segre-
gation is derived from knowing how and where segregation The survey questions collected information on segrega-
occurs and what equipment and practices can be used to solve tion descriptions, segregation specifications (standard sec-
the problem. tions, advantages, disadvantages, incentives/disincentives,
desired changes), and were answered by every respondent.
Survey respondents had the option of selecting more than
The main focus of this synthesis is to provide guidance on
one choice for most of the questions and were also able to
how to reduce or eliminate segregation during aggregate pro-
choose which questions they wished to answer. Most of the
duction, mix design, asphalt mix production, mix transport
respondents answered the majority of the questions; there-
and transfer, and placement.
fore, the percentages reported in the survey result tables are
based on the maximum number of survey respondents, N.
The number of responses for each row in each question, n,
SYNTHESIS OBJECTIVES
are also shown in these tables.
The objectives of this synthesis were to compile informa-
tion on: REPORT ORGANIZATION
• Descriptions of segregation The information is organized in the following chapters:

• Methods for detecting segregation
• Testing of segregated areas • Chapter One—Introduction
• Specifications for controlling segregation –– Briefly outlines the study purpose, objectives, study
• Pavement distresses and pavement condition for pave- approach, and report organization.
ments with evidence of segregation • Chapter Two—Literature Review
• How and where mix segregates because of: –– Contains the subject background and how mix segre-
–– Aggregate production gation can be reduced during aggregate production,
–– Mix design mix design, and asphalt concrete mix production. Mix
–– Asphalt plant production transportation, transfer, and placement as well as the
–– Mix transport and transfer to paver expected pavement distresses that can be accelerated
–– Paving operations. in segregated areas are discussed.

6
State Agencies
FIGURE 1 State agencies responding to the survey (shaded)

[Source: Stroup-Gardiner (2014)].
• Chapter Three—Survey Results • References

–– Includes the results, analysis, and conclusions based • Appendix A—On-Line Survey Form
on the current experiences of agencies and industry • Appendix B—Respondents
representatives.
• Chapter Four—Conclusions
–– Summarizes successful strategies for reducing or elim-
inating mix and temperature segregation and suggests
needs for future research.
Asphalt Pavement Associations
FIGURE 2 Asphalt Pavement Associations responding to the survey (shaded)


7
chapter two
LITERATURE REVIEW
The literature review information contained in this chapter is Other terms that have been used to mean end-of-truck seg-
covered in the following sections: regation include truck to truck (AASHTO 1997), truckload
to truckload (Scherocman 2011), periodic segregation on
• Descriptions of segregation each side (Brock et al. 1998), and chevrons of rough texture
• Detecting segregation (Murphy 2012b).
• Testing in segregated areas
• Segregation specifications
• Pavement condition in segregated areas Random Segregation
• How and where mix segregates.
Random segregation is coarse textured areas at irregular inter-
vals and is the least frequent type of segregation seen behind the
DESCRIPTIONS OF SEGREGATION paver (Scherocman 2011). The coarsely textured areas can be
localized transverse or longitudinal in no consistent or continu-
Mix segregation is usually described by the location and the ing pattern (Figure 4). Random segregation with a fine texture
pattern of the coarsely textured areas in the finished mat. (i.e., fine aggregate segregation) is more difficult to visually
Although a range of terms and descriptive phrases have been identify and can be seen under certain lighting conditions or
used by various agencies and consultants for specific types of with the aid of texture measurements.
segregation, the following terms will be used for consistency
throughout this report: Random segregation can occur during the formation and
handling of aggregate stockpiles, asphalt plant operations,
• End-of-truck segregation clumping of mix components, and as windrows are formed.
• Random segregation
• Longitudinal segregation Other descriptions for random segregation that are related
• Temperature segregation. to the separation of the asphalt mix components include
“clumps” (e.g., non-mixed fibers, polymers, or other additives)
Longitudinal joint construction and segregation at the joints or “fat spots” (e.g., binder-rich areas) (Figure 5). Clumps of
is not specifically covered in this synthesis. However, success- additives occur because of the improper location of addi-
ful practices that reduce or eliminate longitudinal segregation tion during mixing or insufficient time in the batch or drum
are also considered successful practices for minimizing joint mixer. Fat spots can occur because of the binder draining
segregation. off of the aggregate surface during silo storage, asphalt mix
transfer, or asphalt mix placement.
End-of-Truck Segregation
Longitudinal Segregation
End-of-truck segregation (AASHTO 1997; Scherocman 2011;
Warren 2013) is described as a separation of coarse and fine Longitudinal segregation is described as a stripe, or streak,
aggregate fractions in the asphalt mix and appears behind the of coarsely textured asphalt mix behind the paver. Coarse
paver as two coarser textured areas in a transverse location on textured stripes can occur in the center of a lane that is
either side of the center of the paver (Figure 3). The pattern of usually under the gear box at the back center of the paver.
the coarser areas is commonly described as a chevron. Longitudinal stripes on either or both sides of the center of
the lane can correspond to the outside edges of the paver
End-of-truck segregation occurs because of improper load- conveyors, at the edges of the screed, and where screed
ing of the silo, improper loading and unloading of haul trucks, extensions start at the edge of the fixed screed. Centerline
running the paver hopper too low or empty, dumping left- segregation is a longitudinal strip of coarsely textured mix
over mix in the paver wings (i.e., “flipping” the wings), or not under the screed auger gear box located in the center of
removing spilled mix. the screed.

8
FIGURE 3 Example of end-of-truck segregation [Source: Stroup-

Gardiner and Brown (2000)]. FIGURE 6 Example of longitudinal segregation on one side
[Source: Adams et al. (2001)].
Longitudinal segregation (Figures 6 and 7) can occur

because of improper loading of the bin batcher, under- or
over-filling the silos, running the paver screed augers too
slowly (“starving” the augers), and paver designs. When mix
is segregated as it leaves the asphalt mix plant and is not
adequately remixed before transfer to the paver, the segrega-
tion will move through the paver and appear as longitudinal
segregation. One-sided longitudinal segregation can also
be caused by an imbalance in the volume of mix across the
width of the screed augers. The segregation can be seen on
the side of the screed with the lowest volume (“starving” the
augers on one side).
Longitudinal centerline segregation occurs when the coarser

aggregate rolls off of the paver hopper conveyors or coarser
FIGURE 4 Example of random segregation [Source: Stroup-
Gardiner (2014)].
FIGURE 5 Example of random segregation (separation of FIGURE 7 Example of longitudinal segregation, both sides
binder and stone) in SMA [Source: Stroup-Gardiner (2014)]. [Source: Murphy (2012a)].

9
TABLE 1
RANKING OF CAUSE OF TEMPERATURE DIFFERENCES
Ranking and Type

Cold Areas on South Carolina Projects
of Non-Uniformity
No. of
Reasons for Cold Areas Mix Temp.
Images
Mix Transfer
End of Truck 129 1
Work Stoppages 98 2
Cold Mix Due to Waiting

40 3
During Long Work Stoppages
Liquid Spills on Mat 3 9
Paver Operations
Wing Dump (“flipping”) 18 7
Streaks in the Mix 25 5
Mechanical Problems 5 8
Start-Up, Cold Joint, Etc. 21 6 6

FIGURE 8 Example of centerline longitudinal segregation
under gear box [Source: Stroup-Gardiner (2014)]. Miscellaneous
Hand Work 31 4
Environmental (Weather) 2 10
aggregate at the inside edges gets dropped under the gear box
Source: Gunter (2012).
as the mix moves toward the screed augers (Figure 8). Ranking: 1= largest number of infrared images with cold areas.
10 = fewest number of infrared images with cold areas.
Temperature Segregation
Temperature segregation is localized areas of cold mix sur- Visual Method

rounded by a majority of mix with hotter and more uniform
temperatures. Temperature segregation is measured with infra- Visual detection has been used the longest and is considered
red temperature “guns,” infrared camera image analysis, or the benchmark against which other methods for detecting seg-
infrared sensor units (e.g., Pave-IR) mounted to the back regation are compared. One study documented the subjectiv-
of paver. ity (i.e., high variability) in visual detection of segregation.
A Texas study in 1999 detailed five expert inspector’s evalu-
Research by Gunter (2012) showed that the four most fre- ations of 5.11 miles of pavement construction (Tahmoressi
quent locations to detect cold mix are at the end of each truck et al. 1999). This length of paving was divided into nine test
load of mix, when the paver stops to change haul trucks, when sections that investigated the influence of various methods
the paving operation stops while waiting for haul trucks to of mix transfer on segregation. In the most efficient case, the
arrive, and in areas with handwork (Table 1). Hand work is number of segregated areas identified by each expert var-
typically done at the stop-start of paving operations and at the ied from 7 to 9 for a specific 1,000-ft sublot of paving. In
joints and edges of the fresh mat, and may or may not indicate the worst case, the number of segregated areas identified by
segregated mix. each expert varied from three to 11 for the same section of
pavement.
DETECTING SEGREGATION
Because the severity of the segregation significantly impacts
The following five methods are currently used or have some the loss of pavement life, there has been some effort to define
potential to detect segregation behind the paver: the levels of segregation by visual examination. Gavin and
Heath (2002) reported that slight segregation is described as
1. Visual a “. . . matrix, asphalt cement and fine aggregate, [that] is in
2. Surface texture place between the coarse aggregate. However, there is more
3. Temperature differences stone in comparison to the surrounding acceptable mix . . .”
4. Ground penetrating radar (density mapping) (Figure 9). Moderate segregation is described as “. . . signi
5. Intelligent compaction. ficantly more stone than the surrounding mix; moderately

10
FIGURE 9 Example of slight level of segregation FIGURE 10 Example of moderate level of segregation
[Source: Gavin and Heath (2002)]. [Source: Gavin and Heath (2002)].
segregated areas usually exhibit a lack of surrounding accept- Static Texture Measurements
able matrix . . .” (Figure 10). Severe segregation “. . . appears
as an area of very stony mix, stone against stone, with very Static texture measurements are tests that evaluate a limited
little or no matrix . . .” (Figure 11). area of the pavement surface either immediately after con-
struction is completed or at some time after the roadway is
The major disadvantage with visual assessment is that each opened to traffic. Once the roadway is open to traffic, traf-
person assesses the mat texture based on their own experiences fic control is required during testing for worker safety. The
and interpretation of segregation (Mahoney et al. 2003). Varia- simplest method of estimating the surface texture is with the
tions in lighting, angle of view, and shadowing increase ASTM E965 Standard Test Method for Measuring Pave-
variations in the visual appearances of the mat. Differ- ment Macrotexture Depth Using Volumetric Technique. This
ences of opinion between experts performing the visual method uses a known volume of fine sand that is spread in
assessments lead to discussions, arguments, and require- a circle on the pavement surface. The diameter of the circle
ments for dispute resolutions, any of which delay construc- and the mass and volume of the sand are used to estimate the
tion, increase the time needed for lane closures, increase depth of the surface voids (Figure 12). The circular texture
the project cost for the agency, generate additional testing meter uses a laser sensor to measure the texture profile of an
requirements, and may result in lost revenue for the con- 11.2-in. (284-mm) diameter circle according to ASTM E2157
tractor (i.e., disincentives). Standard Test Method for Measuring Pavement Macrotexture
Properties Using the Circular Track Meter (Meegoda et al.
➢➢ Experts visually inspecting a project for segregation 2002, 2003; Applied Pavement Technology 2008). Both static
can frequently disagree on the number and extent of measurement methods provide similar, but somewhat offset,
segregation. texture measurements.
➢➢ Static texture measurements can quantify texture changes

Surface Texture resulting from segregation, but they only provide mea-
surements for a small area of the overall pavement.
Quantitative measures of the surface texture are useful for
eliminating the subjective nature of visual assessments of
texture. Surface texture can be measured using: Longitudinal Texture Profiles
• Static texture measurements, Longitudinal texture profiles are obtained using vehicle-
• Longitudinal texture profiles, and mounted, high-speed laser distance measurement sensors
• Photographic image analysis. usually mounted over the right wheel path. The sensor(s) mea-

11
Sand Patch Method
Circular Texture Meter
FIGURE 12 Examples of static circular area texture

measurement methods [Source: Hanson and Prowell (2004);
APT (2008)].
–– Effectiveness of material transfer units for reducing

end-of-truck segregation.
Photographic Image Analysis
Digital photographs can be used to record evidence of visible

texture differences and various analysis methods can be used
FIGURE 11 Example of severe segregation to mathematically quantify the changes in the pixel bright-
[Source: Gavin and Heath (2002)]. ness (de Leon Izzepi et al. 2006; de Leon Izzepi and Flintsch
2006a, b; Zelelew and Pagagiannakis 2011). The changes in
the pixel color or grey tone values indicate the consistency
sures the distance from the mounted position to the pavement of the pavement texture seen in the photograph. The simplest
surface every 2 mm (0.8 in.) of longitudinal distance. The data representation of the data is a histogram of the brightness val-
are used to develop a longitudinal profile of the texture depth ues (Figure 14), which indicates a fairly uniform distribution
(Meegoda et al. 2002, 2003; Williams 2003). of pixel color and therefore a uniform texture. When the histo-
gram is wider and more brightness values are contained in the
End-of-truck segregation is typically seen as cyclic peaks distribution, the image captures non-uniform texture character-
in the surface texture at intervals that correspond with the istics. This is still an experimental approach, as non-uniform
length of paving completed with each haul truck (Figure 13). texture areas not only locate potentially segregated areas they
The use of a material transfer vehicle (MTV) can reduce seg- also identify white pavement markings, pockets of moisture,
regation, but may not completely eliminate it such as when the and tire marks on new pavements as having non-uniform tex-
mix is not fully reblended by the MTV. However, the cyclic ture. On-site visual evaluation for segregation detection is nec-
peaks, although reduced in height, can still be detected with essary for areas having high variability in the image analysis.
the longitudinal texture measurements.
➢➢ Photographic image analysis has the potential to detect
➢➢ Longitudinal texture profiles quantify: textural changes resulting from segregation.
–– Texture changed as a result of end-of-truck –– Lighting, environmental conditions (e.g., moisture,
segregation. clouds, etc.), and other pavement textures such as

12
0.6
0.5
Texture, mm
0.4
A) Without MTV
0.3
Average texture
0.2
0.1
0
Peaks are End of
0 1,000 2,000 3,000 4,000
Truck Texture
Distance, feet
Variations
0.6
0.5
0.4
Texture, mm
B) With MTV 0.3

Average texture
0.2
0.1
0
0 1,000 2,000 3,000 4,000
Distance, feet
FIGURE 13 Longitudinal texture profile changes with and without MTV [Source: Williams
(2003)].
striping and tire tracks can significantly influence or sampled for laboratory testing to determine if the mix prop-
the image analyses. erties meet the specification requirements.
Temperature Differences Temperature differences can be determined using handheld

infrared sensors (“guns”), infrared cameras, or paver-mounted
Temperature differences can be used to locate non-uniformity infrared sensors and computer systems. The simplest method
in the mix, production, and paving process. Areas with suf- for identifying temperature differences in the mix is with the
ficiently large localized temperature differences can be tested infrared gun. This technology is economical, easy to use, and
A) Uniform Texture B) Segregated Mix Texture

Number of Pixels
Number of Pixels
Pixel Grey Scale Value Pixel Grey Scale Value
FIGURE 14 Example for the analysis of photographic images

[Source: de Leon Izeppi et al. (2006b)].

13
numerous measurements can be taken throughout the pav- • Temperature scale increments can be set by the user
ing process. However, the area included in the temperature on some devices to highlight incremental tempera-
reported on the device’s display can change substantially ture changes of interest. For example, the temperature
owing to the distance of the gun to the area being tested and the scale can be set to indicate increments of 18.8°F (10°C),
distance to spot (D:s) characteristic of the device that defines which helps show the larger chevron pattern of end-of-
the area averaged in the measurement. The results from these truck segregation (Figure 18).
devices may also need to be hand-recorded, as most guns do • Newer infrared cameras can also capture a digital
not have a data collection component. image at the same time the thermal image is saved so
that visible evidence of segregation can be documented
➢➢ Temperature measurements obtained with infrared guns (Figure 19).
can vary substantially depending on the device D:s
ratio and the distance of the user to the target. When ➢➢ Standardized protocol for image collection and
these factors vary, it is difficult to accurately detect camera scale setting are necessary to reliably detect
temperature segregation. temperature segregation.
–– It is essential that infrared camera images be in
Infrared cameras are more expensive but provide a more focus and represent a sufficient area of the pave-
detailed method of “photographing” the pavement during ment so that non-uniform and uniform areas can
construction. Thermal photographs, such as digital photo- be identified in the analyses.
graphs, are dependent on the knowledge and experience of
the person operating the camera, as well as the options avail- Temperature differences have been directly linked to visu-
able on the camera. The following is to be considered when ally identifiable types of segregation (Adams et al. 2001);
acquiring thermal images so that temperature segregation is thermal and digital photographs that show:
not over- or underestimated:
• End-of-truck segregation (Figure 20),
• The area of the paving included in each infrared image • Longitudinal centerline segregation (Figure 21), and
and analysis is to be standardized as much as possible • Longitudinal one-sided segregation (Figure 22).
(Gunter 2012) (Figure 15). It is important that non-paved
areas or right-of-way obstructions be excluded from the Note that Figure 21 also includes temperature differences
analysis area resulting from longitudinal ridges and depressions because
• Images are to be in focus so the color analysis of pixels of the screed settling down during a paver stop. Although
can be accurately analyzed (Figure 16). some temperature differences directly indicate visibly iden-
• Zooming in on one section can result in too small an tifiably segregation, other temperature differences indicate
area of the pavement being represented in the image and non-segregated textural changes.
complicate subsequent analysis (Figure 17). It is diffi-
cult to assess areas of segregation when the image does The Pave-IR™ unit combines paver-mounted infrared
not show the width of the lane. sensors, a computer system for collecting and analyzing
FIGURE 15 Example of standardizing thermal image for analysis by eliminating non-paving areas from the analysis
[Source: Gunter (2012)].

14
160.0°C
160
AR01 SP01 AR02

SP02 140
120
100
80
Each color = 10°C change in temperature

60
Blurry edges in image will influence the data analysis of
the image which is based on pixel color values
60.0°C
FIGURE 16 Example of an out-of-focus temperature image

[Source: Henault et al. (2005)]. FIGURE 18 Example of setting the thermal image colors to
represent increments of 10°C [Source: Gunter (2012)].
the temperature data, and a global positioning system (GPS) All of these features help to accurately detect any tem-
to provide a location reference for temperature anomalies perature segregation.
and paver stops (Figure 23). A visual display allows the pav- ➢➢ Temperature images (infrared camera, infrared sensor
ing crew to identify when paving operations or equipment bar) can help detect types of segregation that can also
would be adjusted to improve the uniformity of the mat be seen as visibly detectable segregation.
properties.
Ground Penetrating Radar
➢➢ Infrared temperature profiles developed using infrared
sensor bars such as the Pave-IR keep the distance-to- Segregated areas of the pavement typically have lower den-
target constant, standardize the area of the pavement sities and higher air voids; therefore, technologies that can
included in each profile, and document the location of evaluate these properties may have the potential to detect
any non-uniform areas with the unit’s GPS technology. segregation. Several states have active ground penetrating
radar (GPR) programs for the measurement of layer thick-
nesses, pockets of water, determination of voids, delamination
on bridge decks, or moisture in or damage to asphalt pave-
There is not enough data contained in the image to determine

significant temperature changes across the width of the mat.
FIGURE 19 Example of image from newer infrared camera that
FIGURE 17 Example of a too-close view of a temperature simultaneously collects digital and infrared image
anomaly [Source: Henault et al. (2005)]. [Source: Song et al. (2009)].

15
FIGURE 22 Temperature differences that reflect visible changes

in texture (longitudinal one-sided segregation) [Source: Adams
et al. (2001)].
FIGURE 20 Temperature differences that reflect visible

changes in texture (end-of-truck segregation) [Source: Adams
et al. (2001)]. detect localized areas of low density resulting from
segregation.
➢➢ Further evaluations of the GPR technology are impor-
ment (Al-Qadi and Lahouar 2004). GPR measurements of the tant in this area.
dielectric constant are correlated with densities or air voids
of cores taken from the pavement to be tested. Mix proper-
Intelligent Compaction
ties can be obtained for a portion of a pavement lane or the
entire lane width, depending on the number of GPR units that The lower densities and higher air voids in segregated areas
are mounted on the vehicle (Figure 24) (Sebesta and Scullion
are responsible for the loss of mix stiffness in those areas. The
2002, 2012; Sebesta et al. 2006, 2013).
intelligent compaction (IC) technology uses an instrumented
➢➢ GPR technology can be used to develop a geospatial tandem steel wheel vibratory roller to estimate changes in
density map, but it is unclear if the technology can freshly placed asphalt mix stiffness in the mat during break-
down rolling. The IC technology is comprised of a GPS unit,
a display for the roller operator, a temperature sensor, and an
accelerometer sensor mounted to the front steel drum. Changes
in vibrations from the eccentric weights inside the drum are
used to estimate changes in stiffness (Figure 25). Areas of
the pavement with segregation-related stiffness changes may
influence changes in the IC roller vibrations. It is possible this
technology may be capable of detecting segregation by detect-
ing areas with low stiffness; however, no research has yet been
conducted to investigate this possibility.
Intelligent compaction technology has the potential to:
Screed Extension • Provide real-time feedback to the roller operator about

Ridge Lines the number of passes completed, roller speed, mat tem-
perature, and the sensor data needed for analyses.
• Document all data collected during compaction.
• Statistically evaluate data and report information in geo-
FIGURE 21 Temperature differences that reflect visible changes
spatial format.
in texture (centerline segregation and screed extension anomalies) • Identify underlying “soft spots” that may be detrimental
[Source: Adams et al. (2001)]. to the compaction of the new mat over these areas.

16
Display Screen
Infrared Sensors
“Chevron” Pattern Indicating

End of Truck Segregation
Lane Width
Temperature Profile Output
Paving Direction
FIGURE 23 Pave-IR system for collecting and analyzing temperature data during
paving [Source: Rand (2012)].
• Potentially identify areas of low stiffness in new layers it is unclear if the technology can identify localized
that may also indicate segregated areas. areas of low stiffness resulting from mix segregation.
• Prevent “over-compaction,” which is detrimental to ➢➢ Future research programs could explore this possible
obtaining optimum stiffness. use for the IC technology.
Current barriers include:

Summary of Methods for Detecting Segregation
• Uncertainty of the technology to adequately differentiate Each method for detecting segregation has advantages and
between the stiffness of each pavement layer. disadvantages (Table 2).
• Limited availability of equipment that meets the FHWA
criteria for IC equipment that requires high precision
GPS, IC valves, and temperature measurement. TESTING
• Need for simplification of data collection, management,
and analyses processes. Over the last 20 years, a number of research and pilot proj-
➢➢ While the IC technology has been used to develop geo- ects were conducted related to different methods for detect-
spatial density, modulus, and underlying support maps, ing segregation to measureable changes in density, air voids,
GPS
Display for
Driver
Eccentric Weights
Inside Drum
Accelerometer
Temperature on Drum
Sensor
FIGURE 25 Schematic of sensors and electronics used for

FIGURE 24 GPR vehicle developed by Texas Transportation intelligent compactors [Source: Stroup-Gardiner after Haskell
Institute [Source: Sebesta et al. (2006)]. (2007); FHWA (2011)].

17
TABLE 2
ADVANTAGES AND DISADVANTAGES FOR METHODS FOR DETECTING SEGREGATION
Detection
Advantages Disadvantages
Method
• Benchmark method for detection of • Subjective
segregation • Only evaluates surface anomalies
• Detects mix segregation (coarse and • Requires experienced field staff, inspectors,
fine) contractors
• Locates binder-rich areas • Can be wide differences in detection of
Visual • No equipment needed segregation between experts
Detection • Mix can be evaluated for segregation • Fails to locate localized areas of poor density
and can be evaluated during or after not associated with mix segregation
construction • Difficult to see texture changes during night-
• No cost time paving
• Does not always identify areas with
significantly different mix properties
• Identifies areas with temperature • Only provides spot-specific measurements
differences • Only evaluates surface anomalies
• Effective during day or nighttime • Measurements need to be recorded manually
paving • Area of mat included in the measurement is
Infrared Gun
• Easy to use device-dependent, distance-dependent, and
• Immediate results obtained user-dependent
• Economical • Does not always identify areas with
• Detects areas with temperature • Data needs to be collected during construction
differences • Only evaluates surface anomalies or those
• Provides record of temperature underlying anomalies that influence surface
variability on entire project temperature
Infrared • Software can indicate significant • Technician training and standardized data
Images or temperature differences in real time so collection method needed
Profiles corrections to the construction process • Does not differentiate between mix segregation
can be made immediately and temperature segregation
• Effective during day or nighttime • Moderate cost
paving • Does not always identify areas with
• Quantifies texture changes seen with • Testing can only be done after compaction is
visual detection of segregation complete
• Data can be collected during or after • Only evaluates surface anomalies
construction • Vehicle mounted methods only provide
• Data can be collected at highway longitudinal profile
Surface speeds using an inertial profiler with a • Static texture measurement methods only
Texture high frequency laser provide single point measurements and may
• Longitudinal texture profiles can require traffic control during testing
evaluate the successful remixing of • Does not always identify areas with
segregated mixes by material transfer significantly different mix properties
devices • Lighting and environmental conditions can
influence results
(continued on next page)

18
TABLE 2
(continued)
Detection
Advantages Disadvantages
Method
• Estimates changes in density due to • Limited experience with this specific use of
changes in mix properties, which is a technology as a means of detecting segregation
key factor in the pavement service life • Testing can only be done after compaction is
• Can provide information on densities complete
Ground
across the full lane width of the project • GPR measurements of dielectric constant need
Penetrating
• Has potential for density monitoring to be correlated with core densities (air voids)
Radar (GPR)
during compaction when mounted on for each project
roller • Requires significant technician training
• Complicated analysis
• High cost
• Estimates changes in layer stiffness • Results are dependent on the underlying
• Evaluates the full lane width of layer pavement structure stiffness and layer
properties during construction thicknesses
• Information during rolling can • Current use focused on overall project stiffness
immediately show operator where and evaluation of the uniformity of existing
coverage is not complete pavement structure stiffness
• Real time display allows the roller • Mixed results in linking results with density,
Intelligent
operator to proactively adjust rolling estimated from stiffness information, of
Compaction
patterns to achieve the most uniform individual layers
stiffness • No research has been conducted for use in
• Existing vibratory compaction detecting segregated mix
equipment can be retrofitted with
sensors and data collection/analysis
devices
• Retrofit only moderately expensive
gradations, and asphalt content (Table 3). These mix prop- fication criteria 17% of the time, whereas profiles in other
erties are typically assessed during normal quality control segregated areas failed to meet the criteria 83% of the time
(QC) and quality assurance (QA) testing. When segrega- (Tahmoressi et al. 1999).
tion is detected, additional testing can be done to evaluate
if the mix properties in these areas meet the specification Most of the research reported in the literature shows that
requirements. at least a moderate or high level of segregation is required
before the properties fail to meet the specification require-
ments (Wolff et al. 2000; Adams et al. 2001; Mahoney et al.
Quality Control/Quality Assurance Testing
2003; Willoughby et al. 2003).
Density and Air Voids
Roadway (In-Place) Density Testing Methods Roadway
In-place densities or the densities of cores can be used to Density testing is accomplished using either a nuclear density
determine if the mix properties exceed the specification lim- gauge or a non-nuclear device such as the Pavement Quality
its. Air voids are calculated from test results used to calcu- Indicator (PQI) (Figure 26). The nuclear density gauges are
late density and the maximum specific gravity determined commonly used by both agencies and contractors for QC. A few
during the mix design. Some states specify densities in their agencies allow nuclear density gauge readings for acceptance
specifications, while others specify air voids or the percent in specific cases. Pavement surfaces with a coarse or open
of maximum density, which is another form of controlling air texture require the surface voids be filled with fine sand and
voids. One Texas study found that density profiles in visu- leveled before determining the density with a nuclear density
ally detected segregated areas only failed to meet the speci- gauge. This is necessary because the small gap caused by the

19
TABLE 3
SUMMARY OF FIELD PROJECTS INVESTIGATING SEGREGATION
No. Year Detection
State References Gradation Information* QC/QA Properties
Sect. Constructed Method
OGFC (1), SMA (3),
WMA (3)
100% passing 25 mm (3)
2010 to Density
Alabama Cerdas (2012) 28 100% passing 19 mm (9) Temperature
2011 Mix Properties
100% passing 12.5 mm (7)
100% passing 9.5 mm (2)
Stroup-Gardiner
Density
Alabama and Brown 2 100% passing 25 mm (2) 1998 Visual
Mix Properties
(2000)
SMA (1)
2004 to
Colorado Gilbert (2005) 20 100% passing 25 mm (11) Temperature Density
2005
100% passing 19 mm (8)
Henault (1999)
Connec- 100% passing 19 mm (11) Density
Henault et al. 11 1999 Temperature
ticut Mix Properties
(2005)
Connec- Mahoney et al. 100% passing 25 mm (26) 2001 to Density
38 Temperature
ticut (2003) 100% passing 19 mm (12) 2003 Mix Properties
Density
Sebesta et al. Temperature
Florida 1 100% passing 19 mm (1) 2010 Mix Properties
(2013) GPR
(no gradations)
Temperature
Stroup-Gardiner SMA (1)
Density
Georgia and Brown 4 100% passing 25 mm (1) 1998 Visual
Texture
(2000) 100% passing 19 mm (2)
Mix Properties
Density
Sebesta et al. WMA with 100% passing Temperature
Maine 1 2011 Mix Properties
(2013) 19 mm (1) GPR
(no gradations)
Wolff et al. Density
Michigan 22 100% passing 19 mm (22) 1998 Visual
(2000) Mix Properties
100% passing 12.5 mm
Adams et al.
Minnesota 63 (24) 2000 Temperature Density
(2001)
100% passing 9.5 mm (39)
Sebesta et al. WMA with 100% passing Temperature Density
Minnesota 1 2010
(2013) 19 mm (1) GPR Mix Properties
Stroup-Gardiner
100% passing 12.5 mm (2) Density
Minnesota and Brown 2 1998 Visual
Mix Properties
(2000)
Bode (2012)
2007 to
Nebraska Cho et al. 18 Information not available Temperature Density
2009
(2010)
Stroup-Gardiner
100% passing 37.5 mm Density
Texas and Brown 2 1998 Visual
(2) Mix Properties
(2000)

20
TABLE 3
(continued)
No. Year Detection
State References Gradation Information* QC/QA Properties
Sect. Constructed Method
Visual
Sebesta and Density
Texas 4 100% passing 19 mm (4) 2001 Temperature
Scullion (2002) Mix Properties
GPR
Sebesta et al. Temperature Density
Texas 1 SMA (1) 2009
(2013) GPR Mix Properties
(2)
McGhee et al. 100% passing 25 mm (2) Density
Virginia 8 2002 Texture
(2003) 100% passing 19 mm (2) Mix Properties
(2)
Stroup-Gardiner
Washing- Density
and Brown 2 100% passing 25 mm (2) 1998 Visual
ton Mix Properties
(2000)
*Gradation information: each state uses different mix designations and mix design methods (e.g., Marshall, Superpave). In order to
make comparisons between different state studies, the largest sieve size with 100% passing is used to charac terize the gradations.
SMA = stone matrix asphalt; WMA = warm mix asphalt; OGFC = open-graded friction course.
surface air voids results in lower densities being reported. et al. 2005). Each material has its own temperature-dependent
Small air gaps resulting from debris on the bottom of the dielectric constant. When dielectric constant measurements
gauge can also lead to underestimated densities. are used to estimate the pavement density, the gauge readings
represent a combined dielectric value for all of the materials.
The PQI uses measurements of dielectric constant to esti- (Note: This is the same material property measured with the
mate the pavement density (McGhee et al. 2003; Flintsch GPR technology.)
ASTM D2950 Non Nuclear Density Gauge

Nuclear Density Gauge (Pavement Quality Indicator (PQI))
Surface air voids or small gaps

between the gauge bottom
and surface result in lower
density estimates.
PQI uses measurements of dielectric

constant to estimate density.
Because of the high dielectric value of water,

any moisture in or on the pavement can
significantly influence density readings.
FIGURE 26 In-place density testing devices [Source: (left) Dixon (n.d.) Troxler Electronic Laboritories (right)
Pavementinteractive.org (http://www.pavementinteractive.org].

21
General dielectric constant ranges for typical asphalt mix Roadway Density Changes and Temperature Differences
materials are: Various approaches to evaluate density changes in seg
regated areas such as a single point measurement, two
• Aggregates, 2.5 to 5.0 density measurements (one in a segregated area and one in
• Asphalt (unmodified or modified), 2.5 to 3.2 an unsegregated area), or density profiles (longitudinal, trans
• Air, 1 verse, or skewed) are shown in Table 4. When density profiles
• Water, 80.4 @ 68°F, 55.3 @ 212°F. are used, density changes over the profile length are evaluated
by a single criterion or set of criteria (Figure 27). For example,
The low dielectric value for air, compared with those for Washington and Minnesota adopted criteria developed by
asphalt binder and aggregates, helps identify changes in den- Kansas using ten density measurements collected for a 50-ft
sity that are linked to changes in air voids. However, because length. The criteria used were:
of the very high dielectric constant of water and the sensitivity
of the value to temperature, any moisture content in the mix has
• Density range: The difference between the high- and
the potential for significantly influencing the gauge readings.
low-density values. The range needs to be no more than
Because the sources, types, and combinations of materials
are unique for each property, it is important to determine the 6.0 lb/ft3.
dielectric value in non-segregated areas of the pavement so • Density drop: The difference between the average den-
that any significant changes in the proportions of aggregates sity for the profile minus the lowest density reading in
and air voids can be detected. the profile. The acceptable density drop is no more than
3.0 lb/ft3.
➢➢ If the rough texture in segregated areas is not sanded
prior to determining the density with a nuclear gauge, Minnesota and Washington studies reported that at least
the density readings can be underestimated. 80% of the density profiles met both density range and den-
➢➢ It is important that non-nuclear density gauges be cali- sity drop criteria in areas with temperature differences of less
brated relative to readings in non-segregated areas so than 25°F. No more than 49% of the profiles met both require-
that an accurate estimate of density can be obtained. ments when the temperature differences were more than
TABLE 4
EXAMPLE OF DENSITY CHANGES DUE TO TEMPERATURE DIFFERENCES
State Density Requirements Results
T < 25 oF
Washington
80.5% met both criteria
(Willoughby et al. 2001) Density (high)—Density (low) in profile < 6.0 lb/ft3
Minnesota Density (average)—Density (low) < 3 lb/ft3
(Adams et al. 2001)
T > 25 oF
Washington
Density (high)—Density (low) in profile < 6.0 lb/ft3 10.7% met both criteria
(Willoughby et al. 2001) 3
Density (average)—Density (low) < 3 lb/ft
Minnesota
(Adams et al. 2001)
Criteria applied at paver stops, when using non-
Texas (Rand 2010) automated temperature measurements, visually No statistics in reports
identified mix segregation
Connecticut Average decrease in
(Mahoney et al. 2003) density was 5.73 lb/ft3
3-ft intervals, starting 15 ft in front of cold area and
No identifiable density
Connecticut ending 15 ft after cold area
differences due to
(Henault et al. 2005)
temperature differences
Temperature differences
Nebraska (Bode 2012) Single point measurements explains at least 59% of
changes in densities

22
Weight determined using scale.
Dense mix Segregated mix
Volume is determined by weighing Cores with segregated mix absorb water

under water. Dense mix cores absorb during testing. The volume used for the
very little water during testing. density calculations is reduced by the
volume of the water absorbed.
Result: Result:
Calculated density is reasonably accurate. Calculated density is over estimated.
Successful laboratory density testing of segregated mix uses samples

which are coated on the outside so water can’t be absorbed.
FIGURE 27 Explanation of the impact of segregation on laboratory density

measurements [Source: Stroup-Gardiner (2014)].
25°F. A Connecticut study reported mixed results for density ➢➢ Potentially segregated mix samples are to be coated
changes in areas with colder temperatures and the Nebraska prior to laboratory density testing to prevent signifi-
research found lower densities were likely when the tempera- cantly overestimating the density and underestimating
ture difference was more than 25°F. the severity of the segregation.
➢➢ Densities that do not meet the specification require-

Aggregate Gradations and Asphalt Content Testing
ments are more likely to be found in areas with tem-
perature differences of more than 25°F lower than the Cores or loose mix samples of segregated mix during con-
surrounding areas. struction are used to determine if gradations and asphalt con-
tents are within the specification limits. Aggregates and
Laboratory Density Testing When segregation is detected asphalt are separated using either solvent extraction methods
after the paving is completed, additional cores can be taken so or with an ignition oven. Solvent extraction methods have a
that densities can be determined with laboratory test methods. longer history. The asphalt is extracted from the mix using one
When segregation is detected at some point before the mix is of several approved solvents. The mix and recovered aggregate
compacted, loose mix samples can be collected and compacted are measured before and after soaking to determine the asphalt
in the laboratory before testing. Laboratory density tests that content. When cores are tested, the cut faces on the edges of the
may be specified by agencies include methods using: core are to be removed before testing so that the after-extraction
gradations are not skewed by the percent of cut aggregates.
• Saturated surface dry samples (uncoated; AASHTO
T166) The ignition oven method burns the asphalt off of the mix
• Hot paraffin wax-coated samples (AASHTO T275) sample and the difference in the weight before and after
• Parafilm™ stretchable wax wrap coated samples (ASTM burning is recorded as the asphalt content. However, some
D1188) aggregates also have individual components that can burn off
• Samples vacuum sealed in a heavy duty plastic bag along with the asphalt and calibration information is needed
(AASHTO T331). for the specific aggregates used on the project. Gradations
determined after burning may also be influenced by the high
Samples prepared using typical dense mix that is not seg- heat as some aggregates fracture at the higher temperatures. If
regated absorbs only a minimal amount of water into the sur- there is any water trapped in the internal aggregate voids, the
face voids during density testing (AASHTO T166). Samples water turns to steam as the oven temperature increases and
with segregated mix are likely to have large surface voids; fractures the aggregate. These artificial aggregate size reduc-
interconnected air voids that allow water to be absorbed dur- tions may mask the extent of coarse aggregate segregation.
ing testing (Figure 28). When this happens, the density is
significantly overestimated and the severity of the segrega- ➢➢ When the testing is done to determine changes in gra-
tion is significantly underestimated. dations resulting from segregation, the selection of the

23
AASHTO T166
(Uncoated)
Regardless of coating (or not),

samples are weighed under
water to determine volume
for density calculations.
AASHTO T331 ASTM D1188

(Vacuum Sealed) (Parafilm Wrapped)
FIGURE 28 Example of methods for coating samples for density testing [Source: Stroup-Gardiner
(2014)].
test method and/or test equipment may unintentionally • Rutting Potential

underestimate gradation changes. –– Severely segregated mix resulted in increases of
➢➢ Laboratory methods for separating the aggregates and rut depths from 69% to more than 100% (Williams
asphalt for cores or loose mix can mask the extent et al. 1996).
of coarse aggregate segregation. It is important to –– Rut depths increased because of the increase in air
understand the limitations of gradation and asphalt voids owing to segregation (Brock and Jakob 1999).
content estimates once the components have been • Fatigue Life
mixed together. –– Fatigue life decreases substantially with increasing
➢➢ It is important that agency field and laboratory staff segregation. Moderate levels of segregation can reduce
understand the impact of test methods when testing the fatigue life from 20% to 40% and severe segrega-
segregated mixes. It is important that this information tion can reduce fatigue life from about 80% to 95%
be included in any agency training programs.
(Williams et al. 1996; Brock and Jakob 1999).
• Tensile Strength
PERFORMANCE-RELATED TESTING –– Tensile strength can be reduced by 20% to 70% when
the mix is moderately to severely segregated (Stroup-
The literature review found various research studies that Gardiner and Brown 2000).
investigated the impact of segregation on performance-based
–– Decreases in tensile strength are a function of increases
mix properties such as permeability, rutting, fatigue, tensile
in air voids in segregated mix (Sebesta et al. 2013).
strength, and mix stiffness. The findings from these studies
• Mix Stiffness
are summarized by each material property.
–– Resilient or dynamic modulus can be reduced by 30%
• Permeability to 50% when the mix is moderately to severely segre-
–– Increases quickly when air voids are greater than 8% gated (Stroup-Gardiner and Brown 2000).
(Williams et al. 1996). ➢➢ Research studies show that moderate to high levels of
–– Predictive equation showed a 300% increase in segregation significantly increase permeability, increase
permeability with every 1% increase in air voids rut depths, decrease fatigue life, and decrease tensile
(Willoughby et al. 2001). strengths.

24
HOW AND WHERE MIX SEGREGATES
Segregation can start as early in the paving process as

aggregate production and can continue through the asphalt
mix design phase, mix production, and paving operations
(AASHTO Joint Task Force 1997; Cleaver 2012). The fol-
lowing sections identify equipment and practices that can
reduce segregation at each step of the design and produc-
tion of asphalt mix.
Aggregate Production
Stockpiles separated to avoid
Aggregate particle sizes can be separated (segregated) by: overlap of materials
• Stockpile construction methods, FIGURE 30 Course aggregates collect around the outside
bottom edges of the stockpile [Source: Warren (2012)].
• Conveyor systems, and/or
• Loader operators.
Large stockpiles with a range of particle sizes usually (Quality in California 2011). Layered stockpiles can
have coarser aggregates that roll down the sides of the be constructed with radial stackers that minimize the
stockpile and collect around the lower edges (Figure 29). segregation-prone cone shape. Larger maximum size
When it is necessary to form conical stockpiles, it is effec- aggregate gradations benefit the most from the use of
tive to use short drop distances (close enough so aggre- radial stackers (Cleaver 2012; Zettler 2012).
gates do not roll), limited ranges of particle sizes in each
stockpile, and adequate separation between the stockpiles Aggregate conveyors are sometimes called slingers
to avoid cross-contamination (Figure 30). Sufficient space because they “throw” the material off the end of the belt.
between stockpiles is desirable but sometimes difficult to Vulcan Materials developed a laboratory demonstration
achieve because of space limitations, especially in urban to show how conveyors distribute different particle sizes
environments. in the stockpile. Because larger particles weigh more per
particle (i.e., contain more mass), they will be “flung” the
Telescoping and/or radial conveyors (Figure 31) that drop furthest and the smallest particles with the least mass per
the aggregate onto the top of the stockpile from a short dis- particle will tend to just drop off the end of the belt. The
tance help maintain uniformity in the aggregate gradation colors of the particles are uniformly and randomly dis-
tributed on the moving conveyor (Figure 32). Once the
particles reach the end of the conveyor, the smaller white
particles are concentrated at the edge nearest the conveyor
and mostly covered by the larger green particles rolling
down from the top of the pile. The orange particles are the
Coarse aggregate around bottom outside edges
FIGURE 29 Stockpiles separated to avoid overlap of materials FIGURE 31 Telescoping, radial stacker used to build large scale
[Source: Scherocman (2011)]. stockpiles [Source: Sam Johnson, Vulcan Materials (n.d.)].

25
Particles (colors) well

distributed on conveyor
Fines
(Green, White) Coarse
(Orange)
FIGURE 32 Demonstration of how different aggregate sizes are “slung” off

conveyor [Source: Sam Johnson, Vulcan Materials (n.d.)].
largest and are thrown around the outer circumference of Aggregate Gradations
the pile.
Aggregate gradations are to be evaluated for segregation poten-
Loader operators can help minimize aggregate segrega- tial using all of the Superpave sieve sizes for the gradation
analysis. Gradations with the least segregation potential have
tion by blending the fine and coarse areas of the stockpile.
percentages of aggregates about evenly distributed on each of
Random segregation can be avoided by reworking the stock-
the sieves (i.e., typical well-graded dense mixes). Gradations
pile pile to reblend the coarser aggregate at the bottom with
with low or no percentages of aggregates on one or more of
the rest of the aggregate or by filling the loader bucket with
the standard Superpave sieve sizes are more likely to segre-
non-segregated aggregate in the pile (Scherocman 2011).
gate. Gap-graded or open-graded friction course gradations
When stockpiles are built with dozer operations, movement
are much more prone to segregation during mixing, truck
of the equipment over the layers should be minimized so that
load out, transportation, or paving processes (Brock et al.
the heavy equipment does not crush (degrade) the aggregate.
1998; Quality in California 2011; VDOT 2012). The Bailey
This is especially important when working with light weight method for aggregate gradation design can be a useful tool for
aggregates that are easier to crush. predicting how changes in the gradation influence aggregate
structure (i.e., packing). A well-packed gradation reduces the
➢➢ Segregation is reduced when aggregate stockpiles are segregation potential (Marais and Pretorius 2007).
produced with narrow ranges of particle sizes, short
drop distances, and skilled loader operators. ➢➢ Segregation potential can be reduced by avoiding gaps
in the aggregate gradation. If gapped gradations are
used, more attention is required during construction to
Mix Designs
control segregation.
The segregation potential of mixes can be minimized during –– Using the full range of Superpave sieve sizes when
constructing the gradation curves can help identify
the design phase by the appropriate selection of the (AASHTO
any gaps in the gradation.
1997; Brock et al. 1998):
• Aggregate gradation, Maximum Aggregate Size

• Maximum aggregate size,
• Asphalt content (asphalt film thickness), and The segregation potential of the mix increases with the maxi-
• Recycled materials that contribute asphalt content. mum size aggregate of the gradation (Brock et al. 1998; VDOT
2012). Larger aggregates are more likely to:
The literature review found two potential test methods and
one European standard for estimating the segregation poten- • Get “thrown” farther than smaller particles by conveyor
tial of mixes during the mix design phase. systems.

26
• Roll to the outer edges of the mix in the silos and the • Aggregates with high moisture capacities:
edges of the mix in the haul truck bed. –– Any retained moisture makes it difficult to uniformly
• Drop off of the paver hopper conveyors and be deposited coat the aggregates. Absorptive aggregates tend to
under the paver gear box. hold moisture that may not be adequately removed
• Move to the outer edges of the screed augers. during mixing.
–– Absorptive aggregates also absorb more asphalt binder
Typical dense-graded mixes with a maximum aggregate that can reduce the film thickness over extended hot
size of 25 mm are more segregation-prone than 12.5-mm storage times (i.e., time in silo).
mixes (Mahoney et al. 2003; Buncher and Rosenberg 2012). ➢➢ Segregation potential is reduced when there is suffi-
Wise (2007) recommends that the ratio between the maxi- cient asphalt film thickness to hold the different aggre-
mum aggregate size and lift thickness be less than 1:2 to help gate sizes together.
with the compactability of the mix and decrease the potential
for mix segregation. Others recommend ratios of 1:3 or 1:4
to help with compaction (USCOE 2001). Recycled Materials
➢➢ Segregation can be reduced by using mixes with maxi- More additives and recycled materials are added to today’s
mum aggregate sizes of 12.5 mm or less. mixes so that there is greater potential for additional forms
➢➢ Segregation potential increases with the maximum of material segregation. Individual materials are to be added
aggregate size. at the correct time and point in the mixing process so that
they are fully blended with all of the other materials. Flexibil-
ity in the point-of-introduction is important so that different
Asphalt Content (Asphalt Film Thickness) materials can be added for optimum distribution throughout
the mix and long mixing zones provide adequate mixing time
Asphalt content was identified by the AASHTO Joint Task
(Cleaver 2012).
Force (1997) as the single most important mix design cri-
terion for segregation potential. Adequate asphalt content is
necessary to provide a sufficient film thickness to hold the Proper handling, preparation, and sampling of asphalt-
range of aggregate particles together and provide workability containing recycled stockpiles is particularly important
of the mix (Advanced Asphalt Technologies 2011). Low film because of the potential for wide ranges of material prop-
thicknesses result in mixtures that segregate more easily and erties in recycled materials (Figure 33). When recycled
are more difficult to place. A small increase of 0.2% in the asphalt pavement (RAP) is separated into coarse and fine
asphalt content can help reduce segregation in gapped grada- fractions, the asphalt content of the coarse fraction can be
tions (Brock et al. 1998). The potential for segregation can be the most variable (Valdes et al. 2011). It is likely this will
reduced by avoiding the following: be a more significant factor in mix uniformity as agencies
increase the allowable percentages of recycled materials
• Fluctuations in the aggregate gradations in general and in asphalt mixes.
dust in particular:
–– Decreasing the finer particles decreases the aggregate Correct sampling procedures of RAP and recycled asphalt
surface area that needs to be, or can be, coated. shingles (RAS) stockpiles are especially important because
Grinding
Ready to Use
Partially Processed
Recycled Asphalt Shingles
FIGURE 33 Several steps may be needed to process recycled material so a uniform,
consistent size is obtained [Source: National Asphalt Pavement Association (n.d.)].

27
improper sampling can lead to incorrectly calculating the The European Standard BS EN 12697-15 2003 Hot Mix
asphalt content in the RAP (Advanced Asphalt Technolo- Asphalt—Segregation Sensitivity describes a test method that
gies 2011). Variability in the asphalt content of the recy- can be used during mix design, which is similar to the two
cled materials leads to variability in the asphalt content and concepts described previously.
asphalt film thickness. This makes it difficult to control the
segregation potential of the mix. ➢➢ It may be possible to estimate the segregation potential
of a mix during the design phase of a project.
➢➢ Segregation potential can be reduced with a sufficient
and consistent asphalt film thickness.
–– Uniform preparation and proper sampling of recy- Asphalt Plants
cled material stockpiles is required to ensure that all
of the individual components are uniformly distrib- Cold Feed Bins
uted throughout the mix.
Cold feed bins are a source of aggregate segregation in both
–– Any component added to the mix that increases the
batch and drum mix plants. The skill of the loader opera-
variability in asphalt content has the potential for pro-
tor is a major factor in minimizing any potential segregation
ducing mixes that may vary between over- or under-
(Brock et al. 1998; Scherocman 2011; Cleaver 2012). The
asphalted mixes (i.e., variability in film thickness),
loader operator is responsible for:
which makes it difficult to control segregation.
–– Variability in gradations has the potential for creat-
• Keeping the cold feed bins as full as possible. Bins that
ing more of a gap gradation that can be more prone
are allowed to get too low form a reverse cone, which
to mix segregation.
allows the coarser particles to roll down the slope and
onto the cold feed belt (Figure 36).
Determining Segregation Potential During • Avoiding scooping the material under the stockpile along
Mix Designs with a load from the stockpile to avoid contamination.
• Carefully reblending any coarser particles around the
Three methods for estimating the segregation potential dur- lower portions of the stockpiles with upper portions.
ing mix design were found in the literature (Murphy 2012a, b; Keep reworking of the stockpile to a minimum to prevent
Feng et al. 2013). All of the methods evaluate how hot, freshly degradation of the particles.
blended asphalt mix segregates as it is dropped from a given • Filling the loader bucket with non-segregated aggregate
height (Figures 34 and 35). A sample report of results from taken from several feet above the ground level.
an asphalt mix known to segregate showed a significant
change in the 4.75-mm (No. 4) sieve, asphalt content, and Each cold feed bin is loaded from a single stockpile; that
air voids (Table 5). is, when an asphalt plant only has three cold feed bins, the
1 meter
(about 3 ft)
Material inside the bucket diameter is tested

and compared to the results for the material
outside of the bucket diameter
FIGURE 34 Laboratory test for estimating segregation potential [Source: Murphy (2012a)].

28
Mix
Hopper
Valve for opening
hopper gates
80 cm (31 in)
25 cm (10 in)
40 cm (15.5 in)
Storage Hopper
30 cm (12 in)
Each Side
FIGURE 35 Feng’s concept for a laboratory test for evaluating the

segregation potential of asphalt mixes [Source: Feng et al. (2013)].
TABLE 5
EXAMPLE OF RESULTS FOR A LABORATORY TEST TO ESTIMATE THE
POTENTIAL OF A GIVEN MIX TO SEGREGATE
Mix Inside Mix Outside
Property Difference
Bucket Diameter Bucket Diameter
12.5 mm (½ in.) 100% passing 100% passing 0%
4.75 mm (No. 4) 59% 45% 14% (coarser)
Asphalt Content 5.8% 5.5% 0.3% (lower)
Air Voids (Marshall
3.6% 5.2% 1.6% (higher)
Compaction)
Source: Murphy (2012a).
Reverse Cone
Formed
FIGURE 36 Reverse “cone” formed in center of cold feed bin which has been run too low [Source: Stroup-
Gardiner (2014)].

29
plant only needs to keep three stockpiles on site. The limited Batch Plant
number of stockpiles implies that there is a wider range of
particle sizes in each stockpile, which makes it easier for the
coarse and fine aggregates to segregate. Asphalt plants with
a larger number of cold feed bins allows for better control of
segregation in the stockpiles.
➢➢ Segregation can be reduced by increasing the number

of cold feed bins used to produce the mix.
➢➢ Well-trained and skilled loader operators responsible
for loading the cold feed bins are important for reduc- Hot Screens
ing segregation at the beginning of mix production.
Batch Plants Hot Bins
Segregation occurs most frequently in a batch plant in the hot

aggregate bins (Figure 37). Segregation is generated when the Bucket Elevator from
Mixer
aggregate is loaded from the screens into the #1 bin, which Aggregate Cold Bins
receives the fine aggregate fraction (4.75-mm to 0.075-mm
sizes) (AASHTO 1997; Brock et al. 1998; Figure 38). The FIGURE 37 Components of a batch plant [Source: Stroup-
Gardiner (2014)].
dust tends to collect on the sloping bin wall nearest the aggre-
gate feed drop, while the larger particles end up collecting on
the opposite side. The fines pack together then drop all at once Drum Plants
when the bin is almost empty. This produces mix with a high
percentage of fines that are typically uncoated. The buildup of Segregation can be generated at six locations during mix pro-
fines can be minimized by vibrating the side of the bin to keep duction (Figure 39):
the fines from accumulating in one spot.
1. Drum
➢➢ The No. 1 hot aggregate bin in a batch plant is the 2. Exit from the drum
source of most segregation because of the buildup of 3. Drag slat conveyor
dust or coarse aggregates on opposite sides of the bin. 4. Bin charging batcher
➢➢ Segregation can be reduced by vibrating the sides of 5. Silos
the bin to prevent buildup. 6. Load out.
Cold Aggregate
Feed
Screen
Decks
Bin #4
4.75 mm
Dust to dust
accumulates Bin #3
along this Bin #1 Bin #2
side
Coarser portion of
fines accumulates
along this side
Aggregate segregation happens when the build up of either dust or

coarse aggregate gets too large and drops all at once into the mixer
FIGURE 38 Schematic of aggregate bins in a batch plant [Source: Brock et al.

(2003); Stroup-Gardiner after Murphy (2012a)].

30
Batcher
Transverse
Conveyor
Drag Slat
Conveyor
Point of Entry
Silos to Drum
Drum
Truck Load Aggregate from Cold Feed Bins

Out
FIGURE 39 Locations in a drum mix plant where segregation can occur [Source: Stroup-
Gardiner (2014)].
A more recent concern for mix segregation is in how and short mixing times or damp aggregates. Of the two general
where materials other than aggregates and asphalt are added types of drum mix plants, parallel flow and counter flow
into the mix. RAP has been used in mix for years; however, (Figure 40), the parallel flow has less time for the aggregates
the recent trend is to increase the amount allowed in the mix to dry and blend in the drum before the asphalt is introduced.
as well as comingling RAP with RAS. New additives and pro- Counter flow drum mix plants are better at mixing the aggregate
cesses for producing warm mix asphalt may also influence the gradation in the aggregate drying portion of the drum length.
segregation potential of the mix. In some cases, new additives
may reduce segregation, or in others, increase segregation. Mixing and drying times can be increased by installing
No research was found in the literature that evaluated these kick-back flights or dams inside the drum and/or decreasing
factors in segregation. the drum slope to slow the movement of the mix through the
drum. However, decreasing the slope can decrease the produc-
Drum Configurations An inadequate asphalt film thickness tion rate if the drum drive motor is too small. The preferred
can increase the segregation potential of the mix. Insufficient options for minimizing segregation during mix production
or non-uniform asphalt film thicknesses can be the result of are options that do not impact the production rates.
Aggregate Enters at Burner End
RAP Collar
Counter Flow Drum Mix Plant

Aggregate Flow Towards Burner End
RAP Collar
FIGURE 40 Schematics of parallel flow and counter flow drums

[Source: Stroup-Gardiner after Brock et al. (2003)].

31
The uniformity of the film thickness also is improved by roll backward over the top of the slat and down to the next
limiting the amount of the dust (0.075 mm) material to the conveyor section (hydroplaning; Brock et al. 1998). Too
lower specification limit. This reduces the aggregate surface little mix allows coarser particles to roll to the outsides of
area, which is to be coated during mixing. each conveyor section. Keeping the drag conveyor full, but
not overly full, helps reduce segregation at this point in the
➢➢ Segregation is reduced by: process.
–– Kick-back flights or dams inside of the drum to help
increase the aggregate drying time, which helps pro- ➢➢ Segregation can be reduced by keeping the drag con-
mote uniform asphalt coating. veyor full, but not overly full.
–– Decreasing the amount of fines to the lower specifi-
cation limit to help improve the uniformity of the film
Bin Loading Batchers
thickness by reducing the aggregate surface that is
to be covered with asphalt. Segregation at the asphalt plant is a function of the surge and
storage bin characteristics (Astec 2010; Scherocman 2011).
Point of Discharge Segregation can occur in the drum and A bin loading batcher, also referred to as a gob hopper, is one
result as segregated mix if the configuration or features of of the most common choices for eliminating segregation in
the point of discharge fail to help reblend the mix (AASHTO the silos. The batcher, which typically holds about three tons
1997; Brock et al. 1998). Coarser aggregates discharge to one of mix, collects a batch of mix from the drag slat conveyor at
side, while the finer aggregates collect on the opposite side at the top of the silo and drops it as a single large mass into the
the end of the drum. Segregation can be minimized by: silo. The impact of the mix landing in the silo distributes the
mix uniformly over the surface of the mix in the silo.
• Setting the drag slat conveyor at 90° to the end of the
drum (Figure 41). Like all construction equipment, the bin loading batcher
• Restricting the mix as it leaves the drum so the mix is needs to be operated properly or it will promote rather than
forced into the center of the conveyor (Figure 42). reduce segregation. Segregation can occur when the loading
➢➢ Segregation can be reduced as the mix exits the drum chute to the batcher is not positioned over the center of the
by orienting the drag slat conveyor at 90° to the drum silo, the batcher is not completely emptied, or the batcher
exit or restricting the mix as it exits the drum onto the gates are too slow in opening and closing. It is important that
drag slat. the chute be positioned in the center of the batcher; other-
wise, the coarser particles will roll to the lower, outer edges
Drag Slat Conveyor Segregation can happen on the drag of the mix (Figure 43). Insufficient emptying of the batcher
slat conveyor when there is too much or too little mix on the lets coarser particles build up along the outside edges over
conveyor. When there is an excess of mix, coarser particles time (Brock et al. 1998). The batcher gates are to be opened
Drum Rotation
Fine
Coarse
Direction of Mix
Drum discharge at 90o to drag

slat helps reblend mix when it
Drag Slat Turned 90o drops onto conveyor.
to Drum Discharge
Uniform Mix
FIGURE 41 Locating the drag slat conveyor at 90° to the drum discharge helps reduce
segregation [Source: Stroup-Gardiner after Murphy (2012a)].

32
Drum Rotation
Fixed Plow Fine
Direction
of Mix
Coarse
Fixed plow at drum

discharge forces the mix
to reblend as it exits.
Close up of Fixed Plow
FIGURE 42 Fixed plow at the discharge helps reduce mix segregation [Source: Stroup-
Gardiner after Murphy (2012a)].
quickly so the mix is dropped into the silo in a single mass. It Silos
is also important that the gates be closed quickly so the mix
does not slowly dribble into the silo. Segregation can be reduced by keeping an optimum amount
of mix in the silo and by proper operation of the gates at the
Newer storage bins equipped with batchers and steeper- bottom of the silo (Figure 44). When the level of the mix is
sided cone-shaped bottoms can be completely emptied with too low, any coarser particles at the outer edges collect at the
little or no segregating of asphalt mixes. bottom of the silo and are dropped all together into the next
truck load. When the silo is too full there is not a sufficient
➢➢ Batchers reduce segregation when the chute is centered drop height to flatten out the mix and a cone of mix is formed
over the batcher, filled before dropping the mix, and the at the top of the silo that allows the coarser particles to roll
mix is dropped into the silo all at once. down the outer edges of the silo.
Proper centering of Chute not properly

chute over center of aligned over
batcher center of silo
Minimizes Segregation Causes Segregation
Coarse Fine
Aggregate Aggregate
FIGURE 43 Proper use of bin charging batcher over silo [Source: Stroup-Gardiner after
Murphy (2012a)].

33
Too Low Too Full Just Right

Will segregate when Mix segregates with Mix in silo kept between
mix is added to silo coarser particles to the 25% to 75% full to
outside of the silo minimize segregation
75%
Optimum Asphalt
Mix Level in Silo
25%
Coarse Fine
Aggregate Aggregate
FIGURE 44 Schematic of storage silos with different volumes of mix

[Source: Brock et al. (2003); Stroup-Gardiner after Murphy (2012a)].
➢➢ Segregation is reduced when: end dump haul trucks (up to 35 cubic yards), belly dumps
–– The level of mix in the silo is kept between 25% (18 to 20 cubic yards), and live bottom trucks (31 to 50 cubic
and 75% full. yards) also will be loaded using multiple individual drops
–– Silo gates are quickly opened and closed when load- (Figure 46). It is important that continual loading of the truck
ing the haul trucks. while it slowly moves forward be avoided.
➢➢ Load Out:
Load Out –– Segregation is reduced when haul trucks are loaded
in multiple drops.
Segregation occurs when the haul truck is loaded with a large –– Avoid loading with a large single drop or continu-
single drop of mix, because this allows the coarser particles
ously as the truck moves forward.
to roll to the outside edges of the truck bed (AASHTO 1997;
Brock et al. 1998; Cleaver 2012). Proper loading of a 10 to
12 cubic yard capacity end dump haul truck can be accom- Mix Transfer from Haul Truck to Paver
plished in three drops (Figure 45), with the front third of the
truck loaded first, the back loaded second, and the last drop Transferring the mix from the haul truck to the paver hopper
into the center (AASHTO 1997; Scherocman 2011). Larger can be a significant source of segregation. The type of trucks
1st Drop towards cab 2nd Drop towards tailgate

3rd Drop in center
FIGURE 45 Loading with multiple drops [Source: Scherocman (2011)].

34
Mix moves from truck bed to hopper

once paver starts to push truck forward
Haul truck stops and waits

for paver to start pushing
the truck
FIGURE 46 Loading large haul trucks with multiple drops
[Source: Warren (2012)]. FIGURE 47 Transferring asphalt mix to the paver hopper
used to haul the mix determines how the mix is transferred ➢➢ Segregation is reduced when the
to the paver. –– Truck bed is lifted before opening the gate so the mix
is rapidly transferred to the paver hopper.
–– Baffles that form a funnel at the back of the truck
End Dump Truck Mix Transfer bed are added to the back of the truck bed to help
reblend the mix as it exits.
Segregation can be reduced when the end dump haul truck
–– Any spills are cleaned up.
bed is raised before opening the back gate. When the gate is
finally opened, the mix is discharged from the truck bed in
mass into the paver hopper (FHWA 2002; Brock et al. 1998). Belly Dump Truck Mix Transfer by Windrow
This process rapidly fills the paver hopper and prevents the
coarser particles from collecting in the paver wings. Belly dump haul trucks deposit mix onto the roadway from
the bottom of the truck bed and a pick-up unit (i.e., windrow
The haul truck should not “bump” the paver as it gets elevator) is used to move the mix in the windrow into the
ready to transfer the mix, but rather wait for the paver to make paver hopper (Figure 50). The simplest pick-up devices use
contact. The paver is equipped to push the truck forward so a rotating drum with paddles to push the mix onto a conveyor
the transfer from the truck to the hopper is smooth and con-
tinuous (Figure 47).
Any segregation in the haul truck can be minimized by

reblending the mix as it exits the bed. The end dump bed can
be fitted with baffles that form a funnel at the back (Figure 48).
This funnel forces any potentially segregated mix along the
outside of the truck bed to reblend with the mix in the center
when the mix is transferred into the paver hopper. A baffle
around the hydraulic lift at the front of the bed (not pictured)
can also help keep the mix from segregating as it flows around
lift box.
Spills can happen when the mix is dribbled out of the end
dump gate either at the start of transferring the load or when
“shaking” the last of the mix out of the truck bed (Figure 49). Baffles which create a funnel at the
Spills can also happen when the hopper wings are raised (i.e., tailgate helps reblend mix as it exits.
flipped), and if not removed a segregated area of mix and FIGURE 48 End dump bed fitted with a funnel at the
bumps in the pavement surface can be produced (Scherocman back to help reblend asphalt mix [Source: Murphy
2011). (2012a); Stroup-Gardiner (2014)].

35
If left, spills create a bump in lane and leave mix to

get cold. Cold mix can result in low densities.
FIGURE 49 Temperature segregation can result from mix spilled in front of the
paver and not cleaned up [Source: Stroup-Gardiner (2014)].
that deposits the mix into the paver hopper (Figure 51). Other –– Mix in the windrow is fairly uniform.
designs include an auger on either side of the rotating pad-  Avoid mix that is obviously segregated, contains
dles to help reblend the mix and move it toward the paddles clumps of mix, or is “dribbled” out of the haul
(Gilbert 2005). truck.
–– Sufficient mix is necessary in the windrow to keep
As with all construction processes, when effective con- a constant supply of mix to the screed augers.
struction practices are not followed, a segregated mix placed ➢➢ The effectiveness of paddles only and augers with
in a windrow is likely to remain segregated when placed in paddles for reducing segregation could be explored
the paver hopper (Figure 52). The segregated mix visible in in future studies.
the windrow likely occurred at the asphalt plant somewhere
between the mixer discharge point and loading of the haul Live Bottom Truck Transfer
truck. The amount of mix in the windrow needs to be sufficient
to keep the paver hopper full and the paver moving. The con- Segregation can be reduced by the funnel-shaped inside of
sistency of the mix in the windrow also is to be homogeneous; a live bottom haul truck. The mix slides down the sides and
clumps and areas of cold mix are to be avoided (Figure 53). a conveyor at the bottom of the truck bed moves the mix
horizontally out the back (Figure 54). Live bottom trucks can
➢➢ Segregation in the windrow can be reduced when the deposit the mix directly into the paver hopper or can place
windrow elevator (pick-up unit) helps reblend the mix. the mix in a windrow.
Gates on Bottom
Belly dumps drop mix when the gates at the bottom of the truck bed
deposit mix into a windrow on the exiting surface
FIGURE 50 Windrow formed as belly dump deposits mix

[Source: Pavementinteractive.org (http://www.pavementinteractive.org)].

36
Pick-up devices may have only paddles

to move the mix onto the internal
conveyor or have a combination of
augers and paddles.
Auger Auger
Paddles
Augers move mix from the outside of the windrow towards the paddles.
The paddles rotate downward and push the mix onto the internal conveyor
which deposits the mix into the paver hopper.
FIGURE 51 How windrow elevators (pick-up devices) work [Source: Stroup-Gardiner (2014)].
Coarse aggregate segregation deposited

in the windrow shows up in paver hopper.
Windrow elevators can’t completely

reblend segregated mix.
FIGURE 52 Segregated mix in the windrow can still remain segregated when it gets
to the paver hopper [Source: Stroup-Gardiner (2014)].

37
Mix “dribbled” out of haul truck and mix clumps are visible in the windrow (circled
areas). Infrared image shows areas of cold mix. All of these non uniformities will
result in variations in density and ride quality of the finished mat.
FIGURE 53 Only a limited amount of mix is in the windrow; cold mix and clumps
of material can be seen [Source: Adams (2001)].
➢➢ Live bottom truck bed designs help reduce segrega- which helps minimize paver stoppages and keeps the screed
tion. The funnel-shaped sides helps reblend the mix as augers adequately supplied with mix (i.e., prevents “starving”
it is pulled down and moved out the back of the bed. the augers). The two general types of material transfer units
are MTV and material transfer devices (MTD), although the
terms are frequently interchanged. An MTV is a self-powered
Material Transfer Vehicles and Devices unit that is designed to receive mix from more than one haul
truck. Mix is transferred from the haul truck into a surge bin
Material transfer units reduce segregation by reblending with remixing augers at the bottom. As the mix is reblended,
mix from the haul trucks before it is transferred to the paver. it is transferred to a surge bin that sits in the paver hopper
Another benefit is the ability to hold larger quantities of mix, (Figure 55).
A conveyor belt in the

bottom of the truck bed
223.5
to move the mix out of 219.3
214.7
the back of the truck. 209.5
203.6
196.7
188.7
180.0
171.6
Mix can be transferred 163.3
154.8
to the paver hopper or 146.0
deposited into a
136.3
125.1
windrow. *<125.0°C
FIGURE 54 Live bottom haul trucks move mix horizontally and out the back of
the truck bed [Sources: ABS Trailers (http://www.abstrailers.com) (upper left) and
Pavementinteractive.org (http://www.pavementinteractive.org) (below)].

38
Conveyor moves
mix to remixer
Mix is loaded into

hopper on MTV
Surge bin in paver

hopper
After remixing, mix is conveyed to
surge bin in paver hopper
FIGURE 55 Example of remixer as a separate unit [Source: Stroup-Gardiner (2014)].
An MTD is an attachment to the paver designed to receive Paver

and hold larger loads of mix in a hopper, then convey it up and
into a surge bin in the paver hopper (Figure 56). The surge bin Paver Hopper
in the paver hopper has augers in the bottom for reblending
Mix that is still segregated by the time it is transferred to the
the mix as it moves toward the back of the paver.
paver hopper will show up as segregated mix behind the
paver. Any coarser mix along the edges of the end dump haul
For the greatest reduction in segregation to be achieved, it truck bed moves into the hopper and is deposited at the outer
is important that material transfer units be operated properly. edges of the paver hopper (Figure 57). If the paver hopper
These units would have: is run too low before the wings are flipped, a concentrated
quantity of segregated or cold mix is dropped directly onto
• Surge bins sized appropriately for the size of the paver the hopper conveyors. The segregated mix is conveyed to
hopper. the screed augers as the paver moves forward and segregated
• Sufficient mix supplied to the job site so that the amount mix starts to show up in the mat at the center of the screed.
of mix in the surge bin keeps the paver operating without The end-of-truck chevron (“V” shaped) coarse texture pat-
stopping. tern is created as the segregated mix moves along the screed
• Sufficient mix supplied to the screed augers. auger to the outside edges of the lane.
➢➢ Material transfer units are very effective in reducing
segregation when they: Any segregation that is deposited in the paver hopper can
–– Keep sufficient mix supplied to the screed augers. be reduced by raising (flipping) the wings when the hopper is
–– Have enough mix to keep the paving operations at least half full (Figure 58). This helps reblend any segregated
moving at a continuous speed without stopping. mix in the wings with more uniform mix in the center of the
Haul truck
Mixing augers in the

surge bin
FIGURE 56 Example of a remixer in the surge bin in paver hopper [Source: Stroup-Gardiner (2014)].

39
Haul Truck with a larger volume of mix before moving to the screed. As
with all construction processes, the use of effective practices
significantly reduces segregation.
Longitudinal segregation can be produced by equipment

that moves the mix from the hopper to the screed augers.
Haul Older pavers move mix with drag slat conveyors, which allow
Truck coarser mix particles to roll off of the edges of the conveyors.
In some cases, the aggregate can be fractured by the convey-
ors that can also leave a coarse texture, but not necessarily
a segregated, longitudinal streak (ForConstructionPros.com
Hopper
2012). Newer paver designs replace conveyor motors with
outboard motors that allow the conveyors to be placed closer
together, and the motors can be adjusted to balance the vol-
ume of mix delivered to each side of the screed (Figure 59). It
Hopper Wings is especially important to be able to balance the volume of mix
Flipped
when screeds are extended to a different width on each side.
Although the reduction in longitudinal segregation is consid-
ered a benefit when outboard motors are used, no research was
found that formally documents this reduction in segregation.
Screed
Segregation may be reduced by newer paver designs that
End of Truck replace the traditional conveyors with a pair of counter-
Segregation rotating augers (Figure 60). Counter-rotating augers pull the
mix from the entire hopper and the variable auger pitch aids
in reblending the mix as it moves toward the screed augers.
This design helps reduce aggregate fracturing that can hap-
FIGURE 57 End-of-truck segregation: How segregated mix pen with conveyors. However, these benefits have not yet
moves from the outer edges of the truck bed to the pavement been documented.
➢➢ Segregation is minimized when the hopper is kept at
hopper as the mix is pulled down and to the back of the paver. least half full.
The general understanding is that flipping the wings is a bad ➢➢ Longitudinal segregation may be minimized with the
practice, which is generally true because most paver operators use of outboard motors to move hopper conveyors or
run the hopper almost empty before changing out haul trucks. by replacing the conveyors with a pair of twin augers.
When haul trucks are changed while the paver hopper is at However, these benefits could be explored in future
least half full, any cold mix at the outer edges can be blended research studies.
Hopper Half Full Hopper Almost Empty
When the hopper is at least half full, the screed augers are not starved for mix. If the
paver wings are flipped with the hopper at least half full, any cold or segregated mix is
blended with enough uniform mix so segregation behind the paver is minimized.
FIGURE 58 Examples of hopper half full (optimum lowest level) and a too empty hopper
[Source: Murphy (2012b); Warren (2013)].

40
Independent outboard motors drive the

conveyors which allows a balanced flow of mix
to each side of the screed.
Outboard motor placement also allows for a

closer spacing between the conveyors.
FIGURE 59 Example of outboard mounted motors and variable flow options for
balancing mix to the screed augers [Source: Stroup-Gardiner (2014)].
Paver Screed ➢➢ Centerline segregation is reduced when kicker paddles

or reverse flow options are used to push mix under
Longitudinal segregation on one or both sides of center occurs the gear box.
when the screed augers are operated either too slowly or too
fast (Brock et al. 1998; FHWA 2002; Cleaver 2012). If the Longitudinal segregation on one or both sides or either
augers rotate too slowly, the larger aggregate sizes can drop side of the centerline can also be caused by screed and auger
off; running the augers too fast results in too little mix, and extensions. The extensions are to be adjusted so that the same
coarser mix gets delivered to the outside edges of the screed amount of mix is pulled from the center to the edges (Cleaver
(USCOE 2001). The most effective option for the screed auger 2012). The depth of mix across the screed augers would cover
speed is moderate and continuous. Some newer designs pro- about 75% of the augers across the entire width of paving
vide options for reversing augers to force material under the (Figure 62). Auger extensions are to be used when screed
housing or relying on outboard drive motors for the auger extensions are used. Extending the augers ensures that the
drives (Cleaver 2012). mix is pulled from the center to the outside edge of paving. If
auger extensions are not used, the mix has to be pushed into
the extension areas that segregate the mix in the extension
Centerline mix segregation can occur under the auger chain areas. If a large amount of mix is allowed to accumulate in
drive. Kicker paddles can be installed next to the gear box to front of the screed and beyond the end of the augers, the mix
push the mix under the auger gear box (Figure 61). In some gets cold (temperature segregation).
cases, the mix is gravity fed into the augers instead of using the
conveyors, which may also help minimize segregation (Brock Options for variable flow help balance the amount of mix
et al. 1998). across the screed when the screed extensions are not evenly
Conventional drag slat configuration can Pair of twin augers help pull mix from entire
fracture aggregate which shows up behind hopper and reblend mix as it is moved
the screed as a coarser texture. towards the screed.
FIGURE 60 Examples of different methods of moving mix from hopper [Source: (left) Murphy
(2012a); (right) Bateman (2009)].

41
Kicker paddles, placed next to the gear box, pushes

mix in the opposite direction of the augers.
FIGURE 61 Kicker paddles added to the screed augers help move mix under
the gear box [Source: Combined from Murphy (2012a)].
extended on both sides of the screed. Longitudinal segregation (i.e., angle of attack) varies, which results in varying mat thick-
on one or both sides of the centerline occurs when the augers nesses. If the mat thickness is too thin, the screed drags larger
are “starved” for mix. A constant head of mix keeps the angle aggregate particles and tears the mat surface (Figure 63). The
of the screed (i.e., angle of attack) constant, so a uniformly coarse texture left by dragging aggregates may be interpreted
textured non-segregated mix is placed by the paver. Keeping as segregation; however, in reality, it is only a change in the
the paver hopper at least half full helps maintain a sufficient surface texture.
amount of mix in front of the screed (i.e., head of mix).
➢➢ Longitudinal coarse textured areas may be the result of
➢➢ Longitudinal segregation (either or both sides) is reduced the screed dragging aggregates over the top of the mat.
when: –– Keep the angle of attack consistent and uniform to
–– A balanced volume of mix is supplied to each side of prevent tearing the mat.
the screed.
–– Auger extensions are used with screed extensions so PAVEMENT DISTRESSES AND PAVEMENT
the mix is pulled, rather than pushed, into the exten- CONDITION IN SEGREGATED AREAS
sion areas.
Two studies reported on the typical pavement distresses
When a uniform amount of mix is not supplied consistently observed in segregated areas of paving projects from 1.5
across the full width of the screed, the angle of the screed plate to 10 years old; raveling and potholes in various stages of
Optimum amount of mix should cover

about 75% of the height of the augers
across the full width of the screed
Head of Material
Extensions need to be supplied with
sufficient mix all the way to the end of the
extension. “Starving” the screed augers and
extensions tends to segregate the mix.
FIGURE 62 Example of depth of mix at auger [Source: Stroup-Gardiner (2014)].

42
Texture from Screed
FIGURE 63 Example of large aggregates leaving tears in mat from being dragged
by screed [Source: (top) Warren (2012); (bottom) Stroup-Gardiner (2014)].
formation (Table 6). On older pavements, the raveling and between the conveyors. Discussions between the Colorado
potholes had evolved into longitudinal cracking, with more Department of Transportation (DOT) and the paver manufac-
severe raveling around the edges of the cracking (Figure 64). turers resulted in the development of a retrofit system of chains
and deflectors to prevent the coarser fractions of the mix from
dropping off the outer edges of the conveyors or getting con-
Top-down Cracking
centrated under the gear box.
Three forensic studies linked intermittent longitudinal top- ➢➢ Top-down longitudinal cracking can occur in locations
down cracking very early in pavement life to areas with longi- corresponding with the gear box (longitudinal center-
tudinal segregation (Abu-Hassan 2002; De Freitas et al. 2005; line segregation) and with the outside edges of the paver
Harmelink et al. 2008). Fifty percent of the cores taken from conveyors (longitudinal cracking on one or both sides of
28 Colorado projects had gradations that were at least 4% the centerline).
coarser on two sieve sizes than gradations from uncracked
areas (Harmelink et al. 2008).
Reflective Cracking
Harmelink et al. (2008) compared the cracking patterns
with the configurations of the pavers used for each project Several studies documented temperature differences during
(Figure 65). The longitudinal cracking occurred along the the construction of a number of overlay projects and periodi-
outside edges of the two slat conveyors and under the gearbox cally monitored the pavement condition over 1.5 to 5 years
TABLE 6
SUMMARY OF PAVEMENT DISTRESSES IN SEGREGATED AREAS REPORTED IN LITERATURE
Stroup-Gardiner and Brown (2000) Bode (2012)
Type of Pavement Distress 12 Projects/5 States 18 Projects/1 State
4 to 10 Years Old 1.5 to 2 Years Old
Raveling 100% 32%
Potholes Starting to Form 57% 37%
Intermittent Longitudinal Cracking 25% —
Intermittent Rutting 20% (1 state) —
Transverse Cracking — 25%
Reflective Cracking — —
Intersection of Multiple Cracks — 7%
— = no information provided.

43
Pavement less than 5 years old
Distresses occurring at about

150 ft intervals
Raveling in wheel paths
Longitudinal cracking in raveled areas;

more raveling along length of cracking.
FIGURE 64 Example of how pavement distresses in segregated areas of the pavement

progress with exposure to traffic and environmental conditions [Source: Stroup-Gardiner
(2014)].
(Henault et al. 2005; Gunter 2012; Sebesta and Scullion 2012).

The most obvious pavement distress seen on these projects
was reflective cracking, which is a form of cracking that is
generated by cracks in the original surface propagating up to
the surface of the overlay. Other types of distresses appeared
to be starting; however, the researchers believed the surfaces
Hopper were not old enough for the distresses to be significant.
➢➢ Regardless of segregation, reflective cracking from the

underlying layers can be the first pavement distresses
seen within the first five years of traffic.
Direction Screed Ride Quality

of Paving
Three studies evaluated the impact of temperature segrega-
tion on ride quality. A Texas demonstration project in 1999
determined the ability of various MTVs to minimize visibly
detectable segregation and improve the ride quality of the sec-
tions (Tahmoressi et al. 1999). The profilograph and inertial
profiler units showed similar trends in the ride quality for each
test section. However, the average number of visibly identifi-
able segregated areas did not correlate with the ride quality.
The Present Serviceability Index, a calculation of the pave-
ment condition, was not correlated with the segregation seen
FIGURE 65 Overlay of paver conveyor in the test sections.
slat location and the occurrence of
longitudinal cracking in the center of
lane and on either side of the centerline Four projects (eight test sections) constructed with and
[Source: Stroup-Gardiner after Harmelink without MTVs in Alabama in 2001 showed that the Inter
et al. (2008)]. national Roughness Index (IRI, a measure of ride quality) was

44
lower (smoother) by 18 in./mi when an MTV was used and center-of-paver streaks longer than 1 m (Table 7). The specific
no temperature segregation was documented (Harris 2002). definitions of the levels of segregation are:
The ride quality in the extended screed area tended to be
rougher than the ride in the right wheel path for four of the • Slight segregation: The matrix, asphalt cement, and fine
seven test sections. Five Connecticut projects also had lower aggregate are in place between the coarse aggregate.
IRI values in areas without temperature segregation (Nener- However, there is more stone in comparison with the
Plante and Zofka 2009). surrounding acceptable mix.
• Moderate segregation: significantly more stone than
➢➢ Ride quality can be significantly improved on sections the surrounding mix; moderately segregated areas usu-
of pavement with no temperature segregation. ally exhibit a lack of a surrounding matrix.
• Severe segregation: Appears as an area of very stony
mix, stone against stone, with very little or no matrix.
SPECIFICATIONS
• Center-of-paver: Appears as a continuous or semi-
Alberta, Canada continuous longitudinal “streak” typically located in
the middle of the paver mat.
Gavin and Heath (2002) reported that a Segregation Tri-Party
Task Group was formed to adjust Alberta, Canada, Standard The contractor is required to perform a daily inspection for
Specification 3.50, Asphalt Concrete Pavement-EPS. The segregation of all lifts paved. If segregation is seen, the con-
main revisions to the existing edition included: tractor takes immediate corrective actions. A consultant(s) per-
forms inspections during construction of all lifts. If segregation
• Identifying segregation quickly so the contractor can is discovered, the consultant immediately requests that the
mitigate the problem to prevent further segregation. contractor take corrective action. The consultant(s) conducts
• Eliminating the requirement for the repair of “slight” a second inspection following construction, normally within
levels of segregation. 2 weeks after completion of paving, and a written assessment
• Repairing “moderate” to “severe” segregation only of the location and severity of segregation is submitted.
repaired during construction. This allows repairs to
be made while the asphalt plant and contractor is still Slight segregation in any lift does not require repairs. Mod-
on site. erate segregation in lower lifts does not require repair and
• Reinstating the opportunity for substantial bonuses. Pen- severe segregation in the lower lifts requires repairs only when
alties were increased for moderate-to-severe segregation the consultant believes the segregation will reduce the life of
and penalties for slight segregation and center-of-paver the wear course. Assessed penalties are based on the total num-
segregation were added. ber of areas with each level of segregation and only moderate,
• The contractor provides written documentation of daily severe, or center-of-paver segregation on the top lift requires
changes or modifications to equipment and operations repairs.
if segregation is identified at the beginning of a project,
which is expected to eliminate or minimize any occur- • Moderate segregation can be repaired using slurry or a
rence of segregation. hot mix patch.
• Severe segregation can be repaired by removing and
Section 3.50.4.7.2—Classifying Pavement Segregation replacing or with an overlay.
defines segregation as an area of pavement with visually • Spray seals, applied either with a distributor, by hand,
identified texture differences that are more than 0.1 m2 or are by squeegeeing, etc., is not an acceptable repair method.
TABLE 7
INCENTIVEs/DISINCENTIVES FOR SEGREGATION IN ALBERTA, CANADA, SPECIFICATION
Frequency of
Level of Segregation Incentive/Disincentive
Segregation
0 Bonus of $1,000 per lane-km only if also no segregation of any type
Bonus pay of $500 per lane-km only if also no moderate, severe, or
Slight 1 or 2
center-of-pavement segregation
More than 2 Reduce pay by no. × $100
0 Bonus of $1,000 per lane-km only if also no segregation of any type
Moderate and Severe
1 or more Reduce pay by no. × $500
Center-of-Paver More than 1-m Reduce pay by length × $1.50/linear meter
After Gavin and Heath (2002).

Maximum penalty is limited to $2,000 per lane-km.

45
Texas Hand-held infrared sensor temperature data are taken

approximately five feet behind the paver and no more than
Over the last 10 years, Texas DOT (TxDOT) has implemented 20 feet away from the operator while the paver is moving.
thermal measurements using handheld infrared sensors, Collect and record the maximum temperature in the base line
density measurements, and requirements for using MTVs area of the profile length (150 ft; Figure 66). The permissible
to reduce segregation (Rand 2010, 2012). TxDOT, in con- lower temperature for the next 130 ft is calculated by sub-
junction with the Texas Transportation Institute (TTI) at tracting 25°F from the baseline temperature reading. When
Texas A&M University, developed a new specification and the temperature of the mat behind the paver drops below this
test method for the identification of segregation. value the edge of the roadway is marked, the temperature
is recorded, and a density profile is required. If the lowest
Three levels of segregation are based on ranges of temper- temperature recorded for the temperature profile is more than
ature differences: no or limited segregation, <25°F; moderate 50°F lower than the baseline temperature, no QC/QA bonus
segregation, from 25°F to 50°F; severe segregation, >50°F. is paid.
Hand-operated or automated infrared sensors can be used to
obtain the temperature information (TxDOT 2011): A minimum of one temperature and density profile is
required for each sublot. Density profiles are also required
• Infrared guns (D:s minimum 6:1; accuracy of ±2°F). when the paver stops, at locations where the temperatures
• Thermal imaging camera (D:s minimum 6:1; accuracy are lower than 25°F of the base line temperature, and when
±4°F) and/or paver-mounted. visible segregation is identified. Density profiles consist of
• Infrared sensor bar (i.e., Pave-IR) (10 sensors; spacing nuclear density testing at intervals of 5 ft over a 50-ft longi-
no more than 13 in. apart; maximum 3 ft above surface; tudinal section using an offset of 2 ft or more from the edge
D:s minimum 6:2; accuracy ±2°F). of the pavement.
When Using Infrared Gun or Infrared Camera
Excluded areas
2 ft
max. baseline temp.
Area to determine
Area for continuous scanning

Lane Width with infrared gun or
capturing infrared image
2 ft
5 ft
About 20 ft
About 150 ft
When Using Infrared Sensor Bar
Excluded areas
2 ft
Area used for one thermal profile to

Lane Width determine maximum and minimum
temperature
2 ft
About 150 ft
FIGURE 66 Area specified for one thermal profile [Source: Tex-244-F

(TxDOT) (2014)].

46
TABLE 8
QUALITY ACCEPTANCE UNIFORMITY RATING SCALE
Contract Unit Price
Standard Deviation of Texture, mm Adjustment
(% of pavement unit price)
9.5 mm 12.5 mm 19.0 mm 25.0 mm
0.5 and under 0.10 and under 0.15 and under 0.20 and under 105
0.06 to 0.10 0.11 to 0.20 0.16 to 0.25 0.21 to 0.30 103
0.11 to 0.15 0.21 to 0.25 0.26 to 0.35 0.31 to 0.45 100
0.16 to 0.20 0.26 to 0.30 0.36 to 0.45 0.46 to 0.75 90
0.20 to 0.25 0.31 to 0.35 0.46 to 0.55 0.76 to 1.0 80
Over 0.25 Over 0.35 Over 0.55 Over 1.0 Corrective action required
Source: McGhee et al. (2003).
The automated data collection system continuously col- areas with unusually slick surfaces or texture anomalies in
lects and records temperature profiles and paver stops. When between the laser texture profiles are not captured.
the contractor uses the automated system, no density profiles
are required. Rowe et al. (2004) developed a methodology that estimates
the area [i.e., volume of surface (voids) determined from lon-
gitudinal texture profiles that were divided into increments
Research Development of (base length)] and the area between the profile and a hori-
Segregation Specifications zontal line extended from the maximum particle height in the
increment. The areas calculated for each of the increments
McGhee et al. (2003) and McGhee (2004) evaluated the
are summed and used to determine the level and quantity
use of longitudinal texture profiles for improving the unifor-
of segregation. A methodology for the acceptance or non-
mity of Virginia’s roadways. Texture was estimated for every
acceptance of a pavement section and a suggested pay scale
2 ft of project length for profiles collected with the left wheel
were proposed (Table 9).
path and between the wheel paths. Specific projects with evi-
dence of segregation were identified, surface mixes selected AREA = Alow (1.0 ) + Amedium (1.42 ) + AHigh ( 2.50 )
from the Virginia Department of Transportation (VDOT)
active maintenance schedule, and new projects were used to
evaluate intermediate and base mix testing. Eight projects TABLE 9
SUGGESTED PAY ADJUSTMENT FACTOR
with both uniform and non-uniform areas were selected for BASED ON TEXTURE CALCULATIONS
the field evaluations.
Range of AREA Index Pay Adjustment Factor
The variability in the longitudinal texture profiles rather 0.5–5.0 105

than the surface texture measurements were used to develop a 5.0–15.0 95
possible specification framework (Table 8). Texture variabil- 15.0–25.0 85
ity fluctuates proportionally and consistently with the maxi- 25.0–35.0 65
mum aggregate size. The main advantage to this approach is 35.0–45.0 25
that information about the original mix characteristics job mix
formula is not needed. One disadvantage is that any flushed Source: After Rowe et al. (2004).

47
chapter three
SURVEY RESULTS
DESCRIPTIONS, DETECTION, RESPONSIBILITY, some measurement of temperature differences using infrared

AND TRAINING guns, infrared cameras, or infrared sensor bars were also used
Descriptions
to detect segregated areas.
Well-defined descriptions of segregation are important so “Bumps” or ride quality (i.e., profilers, profilograph) were
that agency field staff and contractors have a consistent basis frequently used by seven agencies. This may reflect states that
for detecting segregation. Segregation descriptions also help have ride quality requirements for the acceptance of the final
narrow the list of potential areas to target for reducing segre- project, and ride quality is strongly influenced by construction
gation. The first survey question collected information about practices that also minimize or eliminate segregation.
how segregation is described by each agency or industry rep-
GPR and a combination of GPR and infrared sensor bars
resentative (Table 10).
were not selected as methods to detect segregation.
Question 1: Your agency considers an asphalt mix to be ➢➢ Visual examination alone, or in conjunction with, tem-
segregated when there are (Choose all that apply.) perature measurements are the most common methods
for detecting segregation.
The most frequently selected descriptions of segregation ➢➢ Some form of ride quality measurement is considered
are those used to define end-of-truck, random, and longitu- as a method for detecting segregation by 15% of the
dinal segregation. The majority of respondents also included agencies.
the description for fine aggregate segregation. Approximately
one-third of the respondents also considered the newer and less
commonly used descriptions as types of segregation observed Responsibility for Detecting Segregation
in their state.
Field inspectors are responsible for detecting and enforcing
➢➢ Segregation is more than just localized areas of pave- segregation specifications. Question 2 was included in the
ment with coarse texture. Other types of non-uniformity survey to determine who performs the field inspections on
during construction include areas of cooler tempera- behalf of the agency (Table 12).
tures and evidence of poorly mixed additives or quanti-
ties of binder that have drained off of the aggregate. Question 2: Does your agency typically perform field
➢➢ Clear descriptions of all forms of segregation are to inspection of paving projects with agency staff or with
be developed so that field staff can consistently detect consultants? (Choose all that apply.)
segregation.
The majority of agency projects are inspected by agency
staff, although some agencies use some combination of agency
Detection and consultant staff for field inspection. In one case, as much
as 75% of the field inspections are undertaken by consultants.
Various methods can be used to detect segregation. The In another case, only 2% of the state’s projects are inspected
visual and infrared methods are the most commonly used and by consultants.
reported in research studies. Other methods with the potential
for detecting segregation include ride quality immediately after ➢➢ Field inspection, which is the main method for visually
construction and monitoring density during or after construc- detecting segregation, can be the primary responsibil-
tion with GPR. Methods that are considered useful for detect- ity of agency staff or some combination of consultants
ing segregation were determined with Question 10 (Table 11). and agency staff.
➢➢ Training is important so all of the field inspection staff
Question 10: How are areas of segregation asphalt mix have a consistent understanding of:
detected? (Choose all that apply.) –– What definitions of segregation are used.
–– What causes each type of segregation.
Almost all of the respondents reported using visual exami- –– Where to concentrate on detecting segregation
nation to detect segregation. In addition to visual examination, before it is returned to the back of the paver.

48
TABLE 10
DESCRIPTIONS OF SEGREGATION (Question 1)
Description(s)
Survey Choices Agencies (N = 48) Industry (N = 19)
% n % n
Common Descriptions for End-of-Truck, Random, and Longitudinal Segregation
Localized areas of coarse texture in the finished mat 95% 46 100% 19
Longitudinal “streaks” of coarser-texture mix in center of mat behind the 88% 42 71% 13
paver (e.g., under gear box, at screed extensions)
Longitudinal “streaks” of coarser-textured mix on one or both sides of 75% 36 68% 13
mat behind the paver
Localized areas of very fine texture in the finished mat (smoother surface 68% 32 57% 11
than uniform textured areas)
Newer and Less Common Descriptions for Temperature and Additional Forms of Mix Segregation
Localized areas of hotter or cooler temperature mix behind the paver 38% 18 45% 9
Transverse sections of cooler temperature mix (e.g., after changing 38% 18 39% 7
trucks, paver stops)
Localized “clumps” of fibers and/or binder or other mix additives 30% 14 32% 6
Localized areas of binder-rich (e.g., “fat spots”) in the finished mat 28% 13 42% 8
Not all respondents answered all questions. Responses for “occasionally used,” “rarely used,” and “don’t know” not shown;
multiple answers were allowed.
Training and Certification Programs Question 19: Indicate topics that are covered in asphalt
plant and/or field technician certification programs (all
Training of the field and construction staff is important for levels) in your state. (Choose all that apply.)
consistent segregation detection and for identifying the
most successful practices for reducing segregation. Ques- Almost half of training and certification programs contain a
tion 19 collected information about the content of existing section on the identification of segregated mix; however, less
asphalt plant and field technician certification programs than one-third of the respondents believe this training helped
(Table 13). reduce segregation. More respondents believe training that
TABLE 11
METHODS FOR DETECTING SEGREGATION (Question 10)
Choice of Method(s)
Survey Choices Agency (N = 48) Industry (N = 19)
% n % n
Visual examination 98% 47 100% 19
Infrared thermometer (gun) 24% 11 57% 11
Infrared camera 21% 10 13% 2
Infrared temperature sensors (e.g., Pave-IR) 13% 6 22% 4
Inertial profiler—full size 5% 3 4% 1
Bump detection software for profiler 5% 3 4% 1
Inertial profiler—light weight 3% 1 4% 1
Profilometer (California) 0% 0 13% 2
Ground penetrating radar (GPR) 0% 0 0% 0
Combination of infrared temperature sensors and GPR 0% 0 0% 0
Not all respondents answered all questions. Responses for “occasionally used,” “rarely used,” and “don’t know”
not shown; multiple answers were allowed.

49
TABLE 12
FIELD INSPECTION RESPONSIBILITIES (Question 2)
Inspection Staffing
Agencies (N = 48) Industry (N = 19)
Survey Choices % n % n
Agency Staff 86% 48 97% 18
Consultant 44% 23 65% 12
Percent Split When Both Agency and Staff Personnel Perform Inspections
25%/75% 1
50%/50% 2
60%/40% 2
65%/35% 1
% Agency/% Consultant Split When No information on
70%/30% 1
Both Are Used for Inspection percent split included
80%/20% 1
90%/10% 2
95%/5% 1
98%/2% 1
Not all respondents answered all questions. Responses for “occasionally used,” “rarely used,” and “don’t
know” not shown; multiple answers were allowed.
TABLE 13
TECHNICIAN TRAINING PROGRAMS (Question 19)
Included in Program Helps Reduce Segregation
Survey Choices Agency (N = 48) Industry (N = 19) Agency (N = 48) Industry (N = 19)
% n % n % n % n
Aggregate Production and Handling
Stockpiling of aggregates 54% 26 45% 9 44% 21 35% 7
Loading cold feed bins 44% 21 39% 7 42% 20 34% 7
Material Properties, Field Sampling, and Identification of Segregation
Properties of component materials 60% 29 45% 9 17% 8 23% 4
Random sampling 54% 26 39% 7 17% 8 19% 4
Identification of segregated mix 50% 24 45% 9 29% 14 13% 2
Asphalt Plant Calibration and Quality Control
Plant calibration 44% 21 42% 8 19% 9 32% 6
Quality control charts 48% 23 32% 6 15% 7 26% 5
Asphalt Plant Production
Heating 38% 18 32% 6 13% 6 23% 4
Blending 38% 18 32% 6 23% 11 26% 5
Drying 38% 18 32% 6 13% 6 19% 4
Mixing 44% 21 26% 5 23% 11 26% 5
Loading haul trucks 54% 26 39% 7 38% 18 26% 5
Mix Transport, Mix Transfer, and Rolling
Transportation to job site 46% 21 32% 6 23% 11 26% 5
End dump transfer to paver 46% 22 32% 6 31% 15 29% 6
Loading material transfer device 50% 22 32% 6 38% 18 26% 5
Roller operations 50% 22 42% 8 8% 4 19% 4

50
covers stockpiling aggregates, loading cold feed bins, load- sity tests, and longitudinal density profiles are used more
ing haul trucks, and transferring mix from the haul trucks to frequently than skewed or transverse density profile testing.
the paver is more useful for reducing segregation than train- Gauges are not always calibrated with core properties.
ing on the detection of segregation.
➢➢ Both nuclear and non-nuclear gauges are used in a
Topics related to asphalt plant production equipment and variety of ways for additional roadway density testing
practices tend to be less frequently included in training or cer- in segregated areas.
tification programs, although there are a number of key areas ➢➢ Gauges are not always calibrated with cores.
of the production process that have a significant impact on
segregation.
Laboratory Testing
➢➢ Training programs may help reduce segregation by: Standard QC/QA testing can be used to determine if the mix
–– Explaining how segregation occurs in each part of in potentially segregated areas meets the specification require-
the production process. ments (Table 15). Question 13 collected information on labo-
–– Linking each topic to segregation descriptions ratory test methods used when testing potentially segregated
and successful practices for reducing or eliminat- samples. The selection of the appropriate test method is impor-
ing segregation. tant so that segregation is not under- or over-estimated.
TESTING
Question 13: If cores and/or loose mix are obtained for
laboratory testing (other than for standard random sampling)
Once segregation is detected, additional testing may be con- after segregation is identified, indicate the testing which is
ducted to determine if mix properties do not meet the speci- completed on the potentially segregated mix. (Choose all
fication requirements. Two questions were included in the that apply.)
survey to collect information about current practices for addi-
tional testing in segregated areas. The most frequently used density test was AASHTO T166.
This method is quick and simple; however, the uncoated sam-
ple can absorb significant amounts of water when testing seg-
Roadway Density Testing regated mix. When this happens densities are overestimated,
which can lead to erroneously accepting a lot or sublot with
Question 12 elicited information about how any additional out-of-specification materials. Methods that seal the samples
roadway density testing was conducted (Table 14). before testing can be used to test segregated mixes; however,
this was used only 13% of the time, at best.
Question 12: If density testing (other than standard ran-
dom sampling) is conducted after segregation is identified, Gradations and asphalt content are determined by sepa-
indicate how the testing is done. (Choose all that apply.) rating the mix back into the individual material components
(i.e., asphalt and aggregate). The method used to separate the
Both nuclear and non-nuclear density gauges are used in asphalt from the aggregate portion of the mix can bias the test
a variety of ways. Single point measurements, pairs of den- results. If gradations are determined after burning off the
TABLE 14
ROADWAY DENSITY TESTING (Question 12)
Nuclear Gauge Non-Nuclear Gauge
Agency Industry Agency Industry
Survey Choices
(N = 48) (N = 19) (N = 48) (N = 19)
% n % n % n % n
Single point on pavement 15% 7 10% 5 10% 5 6% 3
Skewed longitudinal density profile 8% 4 4% 2 4% 2 0% 0
Pair of single points, one each in uniform and non-uniform
10% 5 10% 5 8% 4 8% 4
textured areas
Longitudinal density profile 13% 6 10% 5 6% 3 4% 2
Transverse density profile 4% 2 4% 2 0% 0 0% 0
One or more cores taken for gauge calibration 4% 2 13% 6 4% 2 6% 3

51
TABLE 15
RESULTS FOR QUALITY CONTROL/QUALITY ASSURANCE TESTING (Question 13)
Cores Loose Mix
Survey Choices
(N = 48) (N = 19) (N = 48) (N = 19)
% n % n % n % n
Density Test Methods
Density testing (AASHTO T166) 27% 13 29% 6 0% 0 6% 1
Density testing, paraffin coating (AASHTO T275) 0% 0 6% 1 0% 0 6% 1
Density testing, parafilm wrapped (ASTM D1188) 2% 1 6% 1 0% 0 0% 0
Density testing, vacuum sealed (AASHTO T331) 13% 6 6% 1 0% 0 6% 1
Gradation and Asphalt Content Test Methods
Gradation, after ignition oven 21% 10 10% 2 10% 5 16% 3
Gradation, solvent-extracted aggregate 6% 3 10% 2 6% 3 10% 2
Asphalt content, ignition oven (AASHTO T308) 13% 6 6% 1 6% 3 16% 3
Asphalt content, solvent extraction (AASHTO T164) 6% 3 10% 2 10% 5 6% 1
Performance-Related Test Methods
Indirect tensile strength, dry (AASHTO T283) 2% 1 6% 1 0% 0 6% 1
Tensile strength ratio (AASHTO T283) 4% 2 % 1 0% 0 6% 1
Permeability 2% 1 6% 1 0% 0 6% 1
Rut testing 2% 1 6% 1 0% 0 6% 1
Fatigue testing 0% 0 0% 0 0% 0 0 0
asphalt in the ignition oven, the heat may fracture aggregate Performance-related testing, such as moisture sensitivity
particles, which can make the gradation appear less coarse and rutting, can be included in the mix design of the proj-
(less segregated). Any moisture retained in the internal aggre- ect. The most common tests evaluate the indirect tensile
gate voids turns to steam as the oven heats up, which can also strength of the mix before and after moisture conditioning
fracture the particles. Calibration samples are required to fac- (AASHTO T283) and rut testing (e.g., Hamburg loaded
tor out aggregate damage during ignition oven testing. wheel test). None of these performance tests were identi-
fied as being frequently used to assess changes resulting
It can be noted that only 35% of the respondents elected to from segregation.
answer this question; the lowest number of responses for any
survey question. This may indicate a limited understanding ➢➢ Performance-based testing is not frequently used to
of laboratory testing by construction staff and contractors. A evaluate rutting, fatigue, tensile strength, or permeabil-
better understanding of the limitations of test methods by field ity of segregate mixes.
staff and, conversely, a better understanding of the impact of
out-of-specification materials on test results would be useful
for material engineers. SPECIFICATIONS
➢➢ Laboratory density testing may need to coat (seal) A total of 21 agency respondents documented specific
samples before testing to avoid underestimating density segregation-related specification sections or special provi-
changes resulting from segregation. sions (Table 16).
➢➢ When determining aggregate gradations for poten-
tially segregated samples after ignition oven asphalt • Thirteen agencies base their detection of segregation
content evaluation it is important to account for any on the visual observations of field inspectors, resident
aggregate fracturing resulting from heating. engineers, or district engineers.
➢➢ Obtaining better understanding of testing limitations • Eight agencies use visual inspection to detect segrega-
by field staff is important for accurate estimates of mix tion with no additional testing requirements outside of
property changes resulting from segregation. standard QC/QA of random samples.

TABLE 16
SUMMARY OF SURVEY RESPONSES AND REVIEW OF SPECIFICATION DOCUMENTS SPECIFICALLY IDENTIFIED BY RESPONDENTS
Testing (cores)
Requirements
Construction
Temperature
Density (in-place)
Visual Inspection
Specification
Website
Texture
Levels
State
Remixing (general)
Other Construction
Asphalt Content
Fines to Binder
Requirements
Measurement
Gradation
Air Voids
Density
Range
VMA
MTV
VFA
http://www.arkansashighways.com/standard_
AK 409.04 X 10°F SA X X
spec/2014/Division%20400.pdf
http://www.dot.state.al.us/conweb/doc/
AL ALDOT 389-98 Specifications/2012%20DRAFT%20Standard X
%20Specs.pdf
http://www.azdot.gov/docs/business/2008-
AZ 406-5 standards-specifications-for-road-and-bridge- G
construction.pdf?sfvrsn=0
http://library.constantcontact.com/download/
CA 39-1.05 get/file/1101788399873-201/SS_39_D01-27- X
11_v6+_2_.pdf
http://www.coloradodot.info/business/design
401 (revision; support/construction-specifications/2011-
CO X >25°F T X
2-3-2011) Specs/standard-special-provisions/sections-
200-500-revisions/401ts.docx/view
http://www.dot.state.fl.us/specificationsoffice
FL 330-9.2 /Implemented/SpecBooks/2014/Files/ X X
2014eBook.pdf
Case I (Random Segregation)
http://www.dot.ga.gov/doingbusiness/ Case II (Regular Intervals of
GA 400.3.06.E X X X X X X X
Materials/Documents/provision400.pdf Segregation)
Case III (Longitudinal Streaks)
http://www.iowadot.gov/erl/current/CM/
IA 2.53.G.4 X Testing cores at option of engineer Pay factor on visual
content/CM%202.50.htm inspection
TABLE 16
(continued)
Testing (cores)
Requirements
Construction
Temperature
Density (in-place)
Visual Inspection
Specification
Website
Texture
Levels
State
Remixing (general)
Other Construction
Asphalt Content
Fines to Binder
Requirements
Measurement
Gradation
Air Voids
Density
Range
VMA
MTV
VFA
http://www.ksdot.org/burConsMain/ X-
KS 602.4.e BP Max. density range; max.
specprov/2007/602.pdf SA density drop
http://wwwsp.dotd.la.gov/Inside_LaDOTD/
Divisions/Engineering/Standard_Specifications/
Standard%20Specifications/2006%20Standard
LA 502.08(b) %20Specifications%20for%20Roads%20 X X
and%20Bridges%20Manual/09%20-
%202006%20-%20Part%20V%20-%20
Asphaltic%20Pavements.pdf
http://maine.gov/mdot/contractors/
ME 401.201(d) publications/standardspec/docs/ X X X X X X X Based on QA pay factors
ss_combined.pdf
http://mdotcf.state.mi.us/public/
MI 503.03.N X Heavy (based on testing cores)
specbook/2012/
http://www.dot.state.mn.us/materials/icdocs/ ≤25°F good
MN S-1 (Draft) 2016_QualityManagement_SP2014-54.1_ X >25°F and ≤50°F moderate
01.03.14.pdf 50°F severe
http://www.modot.org/business/standards_ X-
MO 403.13.2 X Max. density range; max.
and_specs/Sec0403.pdf LP density drop
http://www.dot.nd.gov/manuals/environmental/
ND 408.04.H X
2008-Vol01.pdf
http://www.state.nj.us/transportation/eng/
NJ 902.02.04 X
specs/2007/spec900.shtm

TABLE 16
(continued)
Testing (cores)
Requirements
Construction
Temperature
Density (in-place)
Visual Inspection
Specification
Website
Texture
Levels
State
Remixing (general)
Other Construction
Asphalt Content
Fines to Binder
Requirements
Measurement
Gradation
Air Voids
Density
Range
VMA
MTV
VFA
http://www.dot.state.oh.us/Divisions/
<25°F
OH 401.15 ConstructionMgt/OnlineDocs/Specifications/ X X
T
2013CMS/400/401.htm
http://www.okladot.state.ok.us/c_manuals/ >10°F
OK 411.03.F X X
specbook/oe_ss_2009.pdf T
http://www.oregon.gov/ODOT/HWY/SPECS/
OR 745.6 X
docs/08book/08_00700.pdf
ftp://ftp.dot.state.pa.us/public/Bureaus/design
409.03(h) Potentially segregated
PA /Pub408/Pub%20408%20Chg%207/ X X X X X
(3) >0.610-mm texture difference
Sections/409.pdf
5-04.3 http://www.wsdot.wa.gov/publications/ >25°F
WA X X
(10)B2 manuals/fulltext/M41-10/SS2014.pdf SA
T = transverse; SA = surrounding area; LP = longitudinal profile; BP = best paving practices; G = general wording; VFA = voids filled with asphalt; VMA = voids in mineral aggregate.
55
• Six agencies use temperature measurements in their • Allows the inspector to use a broad interpretation of “seg-
specifications: regation” to reject non-uniform mix/work (two agencies).
–– Three agencies (Minnesota, Ohio, and Oklahoma) • Forces contractor “best practices” (one agency).
define segregation based solely on temperature • Length of time specification has been in use so every-
difference. one knows what to expect (one agency).
• Three agencies (Arkansas, Colorado, and Washington)
use temperature differences to identify areas for further Contractors reported that the advantages of their state’s
testing. segregation specification were:
• One agency (Pennsylvania) uses measureable texture
changes to identify areas for further testing. • Encourages the use of effective practices (e.g., use of
• One agency (Arizona) addresses segregation with word- MTV and no stopping).
ing to minimize segregation, but does not provide spe- • Ensures that everyone is aware of the (potential) problem.
cific directions on how to identify or what to do when • Quantifies segregation.
segregation is observed. • Produces pavements with more uniform densities and
smoother ride quality.
When further testing is required, five agencies use in-place
density testing to determine if the non-uniform areas fail to Disadvantages
meet specification-defined limits or ranges. Five other agen-
cies require additional laboratory testing of cores. Agency respondents reported the following disadvantages
with their state’s segregation specification:
Incentives/Disincentives
• Subjective specification (12 agencies).
Comments from the agency respondents regarding incentives • Too much time to test for segregation (four agencies).
and disincentives included the following: • No severity level is included (two agencies).
• Specification may pass pavement that looks like it may
be segregated (one agency).
• Remove and replace is an effective disincentive to obtain
• Cannot be used on previously constructed pavement sec-
corrective action to minimize segregation (12 agencies).
tions (one agency).
• “Suspend operations” for quick resolutions to non-
• Required equipment not always appropriate for low-
uniformity (two agencies).
volume roadways (one agency).
• Pay adjustments for less severe levels of non-uniformity
• Contractor complaints about cost of equipment (one
with the remove/replace option for the most severe non-
agency).
uniformity (two agencies).
• Use of a pay factor disincentive of 5% (one agency). Contractors reported disadvantages such as:
Contractor comments included similar incentives/ • Definitions of segregation were subjective.
disincentives: suspend operations, remove and replace, and • Central laboratory testing of potentially segregated areas
percent within limits applied before remove and replace is can have a turnaround time of 20 days (or more) and is
required. One respondent indicated that the time required not useful for daily project QC.
for identification, testing, and analysis was actually a sig- • Slows down production.
nificant disincentive because it can result in construction • Additional equipment costs for the contractor.
delays and delay penalties. Another contractor noted that • Poorly trained inspectors, lack of understanding of seg-
its state had only a disincentive ($10/yd2), with no opportu- regation, coarse texture as a result of handwork being
nity for incentives; a less subjective method of segregation defined as segregation.
would be appreciated so that incentives could be included
with the disincentive.
Dispute Resolution
Advantages Of the agency respondents who provided an answer to this

question, ten indicated that very little time was spent on dis-
Agency respondents noted the following as advantages to pute resolution. Two agencies noted decreases in time spent
their current segregation specifications: on dispute resolution once the specification was amended to
require the use of material transfer machines and devices.
• Provides defined steps for the identification and testing Other responses included:
of non-uniform mix/work (seven agencies).
• Includes the ability to reject unacceptable mix/work (six • Less than 0.5% of the time
agencies). • 120 person-h/year

56
• 6 times/year of increasing mat density uniformity and improving ride

• 30% per week during the paving season quality.
• Handled at the district level rather than the state level.
PAVEMENT DISTRESSES IN SEGREGATED AREAS
Contractors noted that very little time is spent on dispute
resolution because most “differences of opinion” are addressed
Segregation is responsible for significant loss of pavement
in the field. life throughout the country. Question 25 is used to document
agency and industry experience about the particular types of
distresses that are seen more frequently in segregated areas
Desired Changes in Segregation Specification
compared with non-segregated areas (Table 17).
Agency respondents believed that the following segregation
options would improve their current specification: Question 25: Based on experience, indicate the type(s)
of individual pavement distresses which occur in segregated
• Less subjectivity in either (or both) segregation defini- areas. (Choose all that apply.)
tions and segregation measurements (eight agencies).
• Implement temperature measurements (six agencies). Potholes, raveling, and longitudinal raveling are more fre-
• Smaller tolerances for one or more of the following: quently seen in segregated areas of the pavement than in the
“pattern segregation” mix property changes, air voids, surrounding pavement. The loss of ride quality (i.e., a rougher
and number of patches before requiring removing and/or ride) in segregated areas is frequently observed by about one-
replacing (three agencies). third of the respondents.
• Defined levels of severity for specific corrective actions
(two agencies). Raveling is followed in quick succession by longitudinal
• Better guidelines for removing and/or replacing, along cracking and fatigue cracking. This concept is supported by
with a better definition(s) and measurements (one agency). respondents noting that longitudinal cracking and fatigue
cracking either in or between the wheel paths also occurs
• Add a segregation test method (one agency).
more frequently in segregated than non-segregated areas.
• Require at least one core for testing (one agency).
Reflective cracking, which is cracking initiated by under-
• Mandatory, rather than optional, testing for temperature
lining joints or cracks, was not influenced by segregated
differences (one agency).
mix in the surface layer.
Contractor’s indicated the following changes would be
Progression of these segregated-related distresses is the
desirable:
source of the loss of pavement life resulting from segre-
gation, but are also the least likely to be documented dur-
• Less subjectivity
ing traditional network pavement condition surveys. This
• Use Pave-IR technology
is because the impact of localized areas of distress(es) are
• Focus on incentives rather than disincentives
“averaged” using various pavement management system
• Better control of mix gradations
algorithms into the percentage of the roadway with each dis-
• Enforcement of current specification(s)
tress and the perceived impact of each distress on the useful
• Use permeability testing in the laboratory to identify
life of the pavement.
potential damage to pavement since stripping (moisture
damage) and freeze/thaw cycles are major causes of
Twenty-one agency respondents provided responses about
deterioration.
the ability of their current pavement condition survey pro-
cedures to adequately capture the intermittent nature of
Summary of Segregation Specification Comments segregation-related distresses and these are summarized
as follows:
• Both agency staff and contractors agree that pay factors
and requirements for removal and replacement are great • Current procedures are not sensitive enough to evaluate
motivators for minimizing segregation. However, con- cyclic distresses (nine agencies).
tractors would like to see the same level of emphasis that • Agency does not specifically track segregation-related
is put on incentives placed on disincentives. distresses (four agencies).
• Both agency staff and contractors agree specifications • Not sure (four agencies).
that encourage the use of effective practices in plant and • Texture has been used, but not routinely (one agency).
placement operations are considered advantages. • International Roughness Index and video are used to con-
• Although not stated in the same way, both agency staff firm raveling (one agency).
and contractors noted that the use of effective practices • Formal monitoring of interstate roadways is conducted
to minimize segregation has the additional advantages (one agency).

57
TABLE 17
PAVEMENT DISTRESSES IN SEGREGATED AREAS (Question 25)
Frequently Higher Than
Non-Segregated Areas Same as Rest of Pavement
Survey Choices (N = 48) (N = 19) (N = 48) (N = 19)
% n % n % n % n
Raveling, Stripping, Potholes
Raveling 52% 25 45% 9 0% 0 6% 1
Longitudinal raveling (e.g., at joints, auger gear
35% 17 23% 4 2% 1 0% 0
box, locations of screed extensions)
Raveling along construction joints 40% 19 26% 5 2% 1 0% 0
Potholes (patched or unpatched) 46% 22 39% 7 0% 0 0% 0
Ride Quality
Roughness 35% 17 39% 7 0% 0 0% 0
Rutting
Depressions in wheel paths (e.g., rutting in low
8% 4 13% 2 19% 5 6% 1
density areas)
Cracking
Longitudinal cracking in wheel path(s) 25% 12 26% 5 6% 3 6% 1
Fatigue cracking in wheel path(s) 21% 10 19% 4 13% 6 6% 1
Longitudinal cracking, non-wheel path, non-
reflective cracking (e.g., at joints, auger gear box, 17% 8 3% 3 6% 3 6% 1
locations of screed extensions)
Longitudinal fatigue cracking in only one wheel
17% 8 13% 2 4% 2 6% 1
path (e.g., screed extension location)
Transverse cracking 8% 4 6% 1 21% 10 13% 2
Reflective cracking 0% 0 6% 1 17% 8 13% 2
Miscellaneous Distresses
Shoulder drop-off, shoving, etc. 4% 2 13% 2 15% 7 6% 1
• Emerging distresses are evaluated as part of warranty REDUCING SEGREGATION DURING DESIGN,
programs (one agency). PRODUCTION, AND PLACEMENT
• Walking survey is conducted for a sample 500-ft section Mix Designs
(one agency).
• Additional monitoring is done once raveling is detected Segregation can be reduced or encouraged by choices of grada-
(one agency). tions, asphalt (binder) type, and asphalt content. An additional
➢➢ Intermittent potholes and raveling are the most fre- question was included in the survey to explore the segrega-
quently observed distresses in segregated areas of tion potential of mixes with high recycled asphalt-containing
the pavement. material contents.
➢➢ Higher roughness (decreased ride quality) is frequently
expected in segregated areas. Recycled materials are typically more variable because
➢➢ Additional distresses seen in segregated areas include of the range of sources of materials, differences in the recy-
intermittent longitudinal and fatigue cracking. cled material densities, methods for pre- and post-removal
➢➢ Current pavement condition survey procedures do processing, and the lack of consistent QC testing plans of
not adequately capture the intermittent nature of recycled material stockpiles. All of these factors can influ-
segregation-related pavement distresses. ence the consistency of the final asphalt mix gradation and

58
TABLE 18
TYPICAL ASPHALT MIX GRADATION AND MAXIMUM AGGREGATE SIZES IN USE
(Question 14)
Frequently Segregates Occasionally Segregates
Industry Agency Industry
Agency (N = 48)
(N = 19) (N = 48) (N = 19)
Survey Choices
% n % n % n % n
Dense-Graded Mixes
Dense mix, 25-mm (1-in.) max. agg. size 19% 9 26% 5 15% 7 50% 10
Dense mix, 19-mm (3/4-in.) max. agg. size 15% 7 16% 3 38% 18 45% 9
Dense mix, 12.5-mm (1/2-in.) max. agg. size 0% 0 4% 1 38% 18 36% 7
Dense mix, 9.5-mm (3/8-in.) max. agg. size 0% 0 0% 0 6% 3 14% 3
Other Types of Mixes
SMA gradations 0% 0 0% 0 14% 7 23% 4
Porous asphalt gradations 0% 0 6% 1 8% 4 14% 3
Ultrathin wearing course 0% 0 0% 0 4% 2 5% 1
Max. agg. = maximum aggregate; min. agg. = minimum aggregate.
Boxed values highlight the impact of decreasing maximum aggregate size on the tendency of the mixes to segregate.
asphalt content, which also influence the segregation poten- aggregates. When there is not enough surface area to “hold”
tial of the mix. the asphalt, the asphalt drains off of the aggregate. Respon-
dent comments indicated that they were less familiar with the
segregation potential of these mixes than with dense-graded
Gradations and Mix Type mixes.
The literature review found that segregation can be reduced ➢➢ Segregation can be reduced by reducing the maximum
by using mixes with smaller maximum aggregate sizes. Little size aggregate in the gradation.
information was found in the literature concerning the segrega- –– 9.5 mm and smaller maximum aggregate size grada-
tion potential of stone matrix asphalt (SMA), porous asphalt, tions are not likely to segregate.
and ultrathin wearing course. Question 14 collected informa- ➢➢ SMA and porous asphalt mixes occasionally segregate
tion on these topics (Table 18). (asphalt drains down).
Question 14: Based on your experience, indicate the ten-

dency of the following aggregate gradations to segregate. Binders (Asphalt)
(Choose all that apply.):
Different types of binders and mixes designed for asphalt con-
Agencies believe that dense mixes with maximum aggre- tents either with higher or lower contents can influence the
gate sizes of 12.5 mm or larger occasionally or frequently seg- ability of the binders to “stick” the aggregate particles together
regate. Industry representatives believe segregation decreases (i.e., asphalt film thickness) (Table 19).
with decreases in the maximum size of aggregates. All respon-
dents agree that mixes with 9.5-mm maximum aggregate size Question 15: Based on your experience, indicate the
are not likely to segregate. Written comments included dense impact of various binders on the tendency of mixes to seg-
mixes with 37-mm (1.5-in.) maximum size aggregates and a regate. (Choose all that apply.)
generic designation of “big rock asphalt base” mixes as likely
to segregate. The use of 12.5 mm or smaller maximum size The only binder-related mix that frequently segregates
gradations rarely segregate. is one with low asphalt content. Base courses or asphalt-
stabilized layers are examples of mixes typically designed
SMA, porous asphalt, and ultrathin wearing course grada- with low asphalt contents. In this instance, the segregation
tions are considered to have some potential for segregation. potential is related to the asphalt low film thickness that fails
SMA and porous asphalt mixes often have a larger percent- to provide sufficient binder to hold the aggregate particles
age of coarser aggregates and higher asphalt contents, which together. Mixes with high asphalt content, and modified and
implies that segregation is a separation of asphalt from the unmodified binders occasionally segregate. There is a trend

59
TABLE 19
USE OF ASPHALT BINDER TYPES AND ASPHALT CONTENTS (Question 15)
(N = 48) (N = 19) (N = 48) (N = 19)
Survey Choices
% n % n % n % n
High asphalt content mixes 0% 0 0% 0 10% 5 23% 4
Modified binder mixes 2% 1 1% 1 17% 8 19% 4
Unmodified binder mixes 2% 1 0% 0 13% 6 23% 4
Warm mix asphalt (WMA) 0% 0 0% 0 8% 4 13% 2
Low asphalt content mixes 15% 7 23% 4 27% 13 32% 6
Boxed values highlight (1) WMA mixes to have less of a tendency to segregate than other mixes, and (2) the
increased tendency of low asphalt mixes to have the most tendency to segregate.
for warm mix asphalt (WMA) mixes to have a somewhat respondents. Mixes with RAP contents of greater than 10%
lower expectation of segregation; however, agency respon- have more potential to occasionally segregate. It is interest-
dents selected the “don’t know” choice from 30% to 48% ing to note that industry representatives consider mixes with
of the time. more than 10% RAP or with some RAS content to be more
susceptible to segregation. It is likely that the lack of wide-
➢➢ Low asphalt content mixes can frequently segregate. spread and long-term use with high RAP and/or RAS content
can skew the interpretation of the survey results.
Recycled Materials One agency’s comment drew attention to a potential cause

of segregation in mixes with a higher percentage of recycled
Variability in recycled material particulate sizes and asphalt
materials:
content has the potential to increase the segregation potential
of the asphalt mix (Table 20). Question 16 collected infor- We have done some limited production of higher RAP mixes
mation about the respondent’s experiences with increasing (20%). Because we count all RAP asphalt toward the total asphalt
segregation because of increasing RAP and/or RAS content. content, we have suffered from some dry mixes with higher RAP
contents. We have not realized that some RAP asphalt never
Question 16: Based on your experience, indicate the remixes and that some of the RAP asphalt stays “locked-up” in
the RAP and cannot contribute to the overall required asphalt
impact of recycled materials used in your mixes to increase content. Therefore, the measured asphalt content really isn’t the
the tendency to segregate. (Choose all that apply.) true “working asphalt” content and we end up with drier mixes
that segregate easily.
Mixes with recycled material contents are not likely to fre-
quently segregate. Mixes with 10% or less RAP are consid- That is, the low film thickness that occurs when the asphalt
ered to “occasionally segregate” by no more than 13% of the in the recycled material is not fully incorporated in the total
TABLE 20
USE OF ASPHALT-CONTAINING RECYCLED MATERIALS (Question 16)
(N = 48) (N = 19) (N = 48) (N = 19)
Survey Choices
% n % n % n % n
RAP mixes, 10% or less 0% 0 0% 0 13% 6 5% 1
RAP mixes, 10% to 25% 0% 0 0% 0 27% 13 25% 5
RAP mixes, greater than 25% 4% 2 3% 1 19% 9 20% 4
Recycled asphalt shingles 0% 0 3% 1 8% 4 20% 4
Combination of RAP and shingles, 10% or less 2% 1 3% 1 4% 2 25% 5

60
asphalt binder content of the mix ends up producing uninten- also indicates radial stackers with telescoping capabilities are
tionally lean mixes that in turn produce mixes that are more the most effective option for building stockpiles. However,
likely to segregate. radial stackers (telescoping or fixed) are typically larger-
sized equipment, which are used in larger aggregate pit and
➢➢ If higher percentages of asphalt-containing recycled quarry operations and may be a factor in the lower usage.
materials unintentionally result in low effective asphalt
contents (i.e., low film thickness), then the segregation The more labor-intensive practice of constructing stock-
potential of the mixes may increase. piles with trucks, dozers, and fixed conveyors likely reflect
➢➢ Future research studies might investigate the segrega- stockpiles commonly built in locations with limited areas for
tion potential of mixes with high recycled material con- stockpiles, such as at hot mix plants. Higher percentages of
tent and allowable percentages of replacement binder personnel-dependent processes make the skills of the loader
ascribed to these materials. operators more important to the overall reduction of segrega-
tion in asphalt mixes.
Material and Mix Production
Slightly less than half of the agency respondents frequently
Two questions (17 and 18) collected information about the use technician training, but not certification programs for
frequency of use of specific equipment, operations, and train- equipment operators. Approximately one-third of the indus-
ing. Information was also collected about the respondent’s try representatives believe that both training and certification
assessments of each option to help reduce segregation. programs can help reduce segregation. Because the skills of
the loader operator can impact the level of segregation in
the stockpiles, more emphasis on training and certification
Aggregate Production programs can be helpful for controlling segregation. Loader
operator skills are particularly important if aggregate produc-
The selection of equipment used to move aggregate during
tion and asphalt plant operations are combined at one location,
the construction of stockpiles and the skills of the loader
because the same equipment operators can be responsible for
operator can significantly reduce segregation (Table 21).
both building the stockpiles and loading the cold feed bins.
Question 17: Indicate the typical use of aggregate pit/
quarry equipment and practices and the potential impact on ➢➢ Segregation in the aggregate stockpiles can be reduced
coarse or fine aggregate segregation. (Choose all that apply.) by skilled loader operators.
–– Stockpiles are much more likely to be built using
Both agency staff and industry representatives agree that fixed location conveyors and truck/dozer methods,
the use of radial, telescoping stackers helps reduce segrega- but are also methods that are more dependent on the
tion when constructing aggregate stockpiles. The literature skills of the loader operator to prevent segregation.
TABLE 21
AGGREGATE PIT/QUARRY EQUIPMENT AND PRACTICES (Question 17)
Frequently Used Helps Reduce Segregation
Agency (N = 48) Industry (N = 19) Agency (N = 48) Industry (N = 19)
Survey Choices
% n % n % n % n
Equipment
Truck dumps/dozer stockpile
38% 18 23% 4 17% 8 10% 2
construction
Fixed location conveyors 29% 14 26% 5 4% 2 3% 1
Radial stackers 17% 8 16% 3 17% 8 16% 3
Radial, telescoping stackers 13% 6 10% 2 25% 12 29% 6
Practices
Technician certification
44% 21 29% 6 8% 4 29% 6
programs
Equipment operator
6% 3 6% 1 8% 4 26% 5
certification programs

61
➢➢ Loader operator certification programs are useful of particle sizes, tighter control of the job mix formula, and
for reducing segregation during aggregate stockpile help keep the overall aggregate gradations well-blended. The
construction. majority of the respondents frequently use four or more cold
feed bins. Approximately one-third of the industry respon-
dents believe that the use of four or more cold feed bins helps
Asphalt Plant Characteristics and Practices reduce segregation.
Segregation in a batch plant can be introduced into the mix Although batch plants are still in use in most states, drum
because of a build-up of fines or coarse aggregate in the #1 hot mix plants are used more frequently.
bin and introduced at several points at drum mix plants. Infor-
mation on the range of options currently used for equipment Industry representatives indicated that counterflow drums
and practices that can reduce segregation was collected with are used somewhat more frequently than parallel flow drums.
Question 18 (Table 22). About one-third of these respondents also use kickback flights
Question 18: Indicate the typical hot mix plant equip- in the drum to help increase aggregate drying and mixing
ment and practices used in your state. (Choose all that times. The lower percentage of responses from the agencies
apply.) may be because this drum characteristic is not easily observed
during production. Kickback flights help reduce segregation
The number of cold bins available at the asphalt plant dic- by ensuring that a uniform asphalt film thickness is obtained
tates the number of stockpiles that can be used to produce and help reblend the mix to minimize any segregation that
the mix gradation. More stockpiles allow for more stock- may occur in the drum. Fixed plows at the discharge point are
pile and gradation options, stockpiles with narrower ranges used, but not frequently.
TABLE 22
ASPHALT PLANT CHARACTERISTICS AND PRACTICES (Question 18)
(N = 48) (N = 19) (N = 48) (N = 19)
Survey Choices
% n % n % n % n
Aggregate Cold Feed Bins
Cold feed bins, 3 or fewer 19% 9 6% 1 2% 1 3% 1
Cold feed bins, 4 or more 52% 25 58% 11 19% 9 29% 6
Plant Type
Batch plants 10% 5 6% 1 8% 4 0% 0
Drum mix plants 56% 27 58% 11 10% 5 20% 4
Drum Characteristics
Parallel flow drums 33% 16 23% 4 4% 2 3% 1
Counterflow drums 31% 15 39% 7 6% 3 10% 2
Kick back flights in drum 13% 6 29% 6 13% 6 20% 4
Fixed plow at drum exit 6% 3 10% 2 4% 2 3% 1
Silos
Silo loading batcher 38% 18 45% 9 19% 9 35% 7
Load out accomplished in multiple drops 52% 25 55% 10 29% 14 39% 7
Training
Plant technician certification programs 38% 18 16% 3 13% 6 30% 6
Cold feed bin loader operator skills/training
4% 2 48% 9 13% 6 25% 5
programs
Plant equipment operator certification
6% 3 23% 4 6% 3 20% 4
programs

62
Almost half of the industry respondents use silo batchers the asphalt mix is transferred to the paver. Asphalt mix that is
that help reduce segregation. Noticeably fewer agency respon- segregated in the truck and deposited directly into the paver
dents noted a frequent use of silo batchers or believe this equip- hopper appears as end-of-truck segregation in the finished
ment reduces segregation. pavement. Question 20 collected information about the type
of haul trucks typically used on state projects and whether
More than half of all respondents use multiple drops to the respondents believed that the choice of the type of haul
load haul trucks and about one-third believe this helps reduce truck influences segregation (Table 23).
segregation.
Question 20: Indicate the type(s) of haul trucks used in
More than one-third of the agencies use plant technician your state. (Choose all that apply.)
training programs; however, significantly fewer believe this
training program can help reduce segregation. Less than Agencies are more likely to use (see) a range of haul truck
20% of the industry representatives noted that plant techni- types on state projects. End dumps are the most frequently
cian training is used; however, more than one-third believe used; however, approximately one-third of the agencies see
this training helps reduce segregation. The differences belly dumps and approximately one-sixth see live bottoms
between agency and industry respondents are likely the on state projects. State projects are typically larger projects
result of how technician test results are used; that is, agen- that can benefit from transporting large amounts of mix at one
cies use testing for acceptance and contractors use the time. Industry responses reflect more regional and local agency
results for process (quality) control. One interesting obser- projects that have a wider range of project sizes, lengths, traf-
vation is that industry representatives are more likely to fic levels, individual project constraints, and smaller budgets
believe training and certification programs are important than those overseen by state agencies.
for reducing segregation.
About 10% of the agency respondents believe that larger
➢➢ Segregation can be reduced when capacity haul trucks can help reduce segregation. This may
–– Four or more cold feed bins are used at the asphalt be a reflection of the how the mix is transferred to the paver
plant. when either belly dumps or live bottom trucks are used.
–– Drum mix plants use kickback flights. Belly dumps deposit mix in a windrow and windrow eleva-
–– Silo batchers are used. tors can help reblend the mix as it is placed in the paver
–– Haul trucks are loaded with multiple drops. hopper. Live bottom truck bed designs that funnel the mix
–– Training and certification programs are used for down and horizontally out the back can also help minimize
asphalt plant technicians, loader operators, and segregation. An additional benefit from using these types
asphalt plant operators. of trucks is that they do not have to be raised to transfer the
mix. This implies that areas with height restrictions are more
easily accessed.
Mix Transport and Mix Transfer
➢➢ Belly dumps and live bottom haul trucks may help reduce
Segregation that occurs during asphalt mix production can be segregation, but this may actually be because of how the
perpetuated and enhanced, or significantly reduced, by how mix is transferred to the paver.
TABLE 23
USE OF TYPES OF HAUL TRUCK (Question 20)
(N = 48) (N = 19) (N = 48) (N = 19)
Survey Choices
% n % n % n % n
End dumps 43% 20 58% 11 0% 0 0% 0
Transfer dumps (pups) (i.e., end dumps
4% 2 0% 0 0% 0 0% 0
with extra trailer)
Bottom dumps (belly dumps) 31% 15 3% 1 10% 5 3% 1
Live bottom (flow boys) 15% 7 0% 0 13% 6 3% 1
Mixed types of trucks on single project 8% 4 10% 2 0% 0 0% 0
Quad axle dump trucks 2% 1 0% 0 0% 0 0% 0

63
TABLE 24
HAUL TRUCK CHARACTERISTICS AND MATERIAL TRANSFER UNITS (Question 21)

Survey Choices
% n % n % n % n
Haul Truck Characteristics During Transport
Tarps 50% 24 55% 10 23% 11 10% 2
Insulated truck beds 17% 8 10% 2 19% 9 10% 2
Heated truck bodies 0% 0 0% 0 0% 0 0% 0
Mix Transfer from Truck to Paver
Material transfer device 31% 15 35% 7 29% 14 35% 7
Material transfer device with remixer 31% 15 32% 6 31% 15 35% 7
Windrow elevator (if windrow paving
27% 13 3% 1 10% 5 10% 2
is used)
Baffle in truck bed around hydraulic lift 10% 5 3% 1 4% 2 6% 1
Removal of spillage between end dump
23% 11 31% 6 25% 12 15% 3
and paver
➢➢ End dump haul trucks are the most frequently used truck ➢➢ Temperature segregation can be reduced by using
types but the choice of truck type depends on the size of insulated truck beds.
the project physical limitations (e.g., height constraints), –– Tarps may help, but may more likely be used to pre-
and the mix of truck types in the contractor’s fleet. vent flying debris.
➢➢ MTDs help reduce segregation.
Information about mix transport practices that may reduce –– Windrow elevators are not considered as effective
temperature segregation and how mix is transferred to the at reducing segregation.
paver was collected with Question 21 (Table 24). ➢➢ Removing spillage of mix between the haul trucks and
paver is a good practice that may help reduce some
Question 21: Indicate the mix transport and transfer forms of segregation.
equipment and practices used in your state (Choose all
that apply.) Pavers
Tarps are used to minimize flying debris and help slow Paver equipment and paving practices can either reduce or
temperature loss. At least half of the respondents frequently increase segregation, particularly longitudinal segregation
use tarps on haul trucks; however, fewer than one-quarter (Table 25). Information about paver equipment and opera-
believe tarps actually help reduce (temperature) segregation. tions currently in use was collected with Question 22.
Less than 20% of the respondents use insulated truck beds.
Question 22: Indicate the typical paver equipment and
One-third of the respondents use MTDs and also believe practices used in your state. (Choose all that apply.)
that this equipment helps reduce segregation. Because belly
dumps are used approximately one-third of the time on state Front of the Paver
projects, about the same percentage indicated the use of wind-
row elevators. Older paver designs that use conveyors to move the mix from
the hopper to the screed are still used on more than half of the
At most, one-quarter of the agency respondents remove pavers. Newer designs that replace conveyors with a pair of
spills between the haul truck and paver, a practice that is twin augers are now used about one-third of the time. The twin
considered likely to reduce segregation. Industry frequently augers help pull mix from the entire paver hopper as well as
removes spills, but does not always consider this a practice reblend the mix as it moves back to the screed. Eliminating
that can help reduce segregation. the conveyors may help reduce longitudinal segregation when

64
TABLE 25
PAVER EQUIPMENT AND OPERATIONS (Question 22)
Survey Choices
% n % n % n % n
Front of Paver
Hopper, slat conveyor(s) 65% 31 58% 11 13% 6 15% 3
Hopper, twin augers 29% 14 20% 4 15% 7 20% 4
Paver operator folds wings
0% 0 3% 1 6% 3 10% 2
between each load
Back of Paver
Screed extensions, front of screed 40% 19 15% 3 2% 1 10% 2
Screed extensions, back of screed 38% 18 39% 7 0% 0 10% 2
Auger extensions 38% 18 42% 8 25% 12 20% 4
Spread auger, gear box 46% 22 42% 8 6% 3 10% 2
Spread auger, outboard motor 6% 3 3% 1 2% 1 3% 1
Use of variable mix distribution to
23% 11 35% 7 10% 5 10% 2
balance flow to augers
Use of mix temperature
information to make adjustments 6% 3 10% 2 17% 8 10% 2
to paver operation
coarser aggregate particles roll off the edges of the conveyors 10% of the respondents believe that an option for variable flow
or are fractured under the conveyor belts. The conveyor belt is important to reducing segregation. The potential benefit of
configuration has also been linked to early occurrences of this equipment option could be explored more thoroughly in
top-down cracking that aligns with the edges of the conveyor future studies.
belts; the newer paver designs may also reduce this type of
distress. There is currently a limited use of temperature differences
to adjust paving operations. Agency respondents, more than
Although none of the respondents indicated that they fre- industry, believe this is useful for reducing segregation.
quently flip the paver wings, approximately one-third noted
that this practice is still occasionally used (28% to 33%). The ➢➢ Segregation can be reduced with the use of:
use of material transfer units helps minimize this practice, –– A pair of twin augers to move mix from the hopper
because the surge bin in the hopper prevents this practice. to the screed.
 The benefit of this design could be investigated in
future research studies.

Back of the Paver –– Auger extensions are used when screed extensions
are deployed.
Screed extensions either front or back and with or without ➢➢ Additional research is essential to determine if the use
auger extensions are used about 40% of the time. Only the of balanced mix flow across the screed augers reduces
use of the auger extensions can reduce segregation. About the segregation.
same percentage of pavers still have gear boxes in the center –– The literature review identified this feature as ben-
of the screed. eficial, but the survey results do not confirm the
literature.
From one-quarter to one-third of the pavers in use can bal-
ance the flow of mix so that both sides of the screed augers
receive the same volume of mix. The literature review indi- Compaction
cated that keeping a uniform volume of mix across the screed
can significantly reduce segregation and dragging of the screed Several documents found in the literature review acknowl-
because one or both augers are starved for mix. However, only edged the potential for sound compaction practices and

65
TABLE 26
COMPACTION EQUIPMENT (Question 23)
Helps Improve Durability of
Frequently Used
Segregated Mix
Survey Choices
% n % n % n % n
Breakdown Rollers
Breakdown, steel drum, vibration 65% 31 55% 10 23% 11 16% 3
Breakdown, steel drum, no vibration 15% 7 10% 2 10% 5 0% 0
Breakdown, pneumatic 4% 2 0% 0 15% 7 3% 1
Intelligent compaction unit 2% 1 0% 0 6% 3 3% 1
Intermediate Rollers
Intermediate, steel drum, vibration 42% 20 29% 6 10% 5 16% 3
Intermediate, steel drum, no vibration 8% 4 6% 1 8% 4 0% 0
Intermediate, pneumatic 27% 13 23% 4 25% 12 13% 2
Finish Rollers
Finish, steel drum 67% 32 55% 10 6% 3 10% 2
aggressive compaction to minimize low density in mix or Industry representatives are slightly more convinced than
temperature segregation (FHWA 2002; Gilbert 2005). How- the agencies that an intermediate steel wheel vibratory roller
ever, no specific studies were found to substantiate these can help improve the durability in segregated areas. About
observations. Question 23 was included to collect informa- one-quarter of the agencies believe that the use of intermediate
tion on typical compaction practices for breakdown, inter- pneumatic rubber tire rollers can help improve durability;
mediate and finish rolling, and the possibility for improved however, significantly fewer industry representatives agree.
durability with various combinations of rollers (Table 26).
Steel wheel rollers are commonly used as the finish rollers,
Question 23: Indicate typical roller types used in your but are not considered to improve durability in segregated areas.
state. (Choose all that apply.)
➢➢ Steel wheel vibratory rollers are commonly used as
Over half of the respondents use steel wheel vibratory the breakdown roller.
rollers for breakdown rolling. Agencies use steel wheel vibra- –– There is no consensus on whether they can improve
tory rollers as the intermediate roller about twice as often as the durability in segregated areas.
pneumatic rubber tire rollers. Industry representatives use both ➢➢ Pneumatic rubber tire rollers are used as the interme-
types about equally. This difference in use is likely a reflection diate rollers about one-quarter of the time.
of the wider range of project sizes and traffic volumes repre- –– There is no consensus on whether they can improve
sented by the industry responses. the durability in segregated areas.

66
chapter four
CONCLUSIONS
The important points identified in the literature review and • Recycled materials that contribute asphalt content to the
survey sections are assembled here in table formats that can mix could be evaluated:
be used for quick guidance for: –– Quality control practices for ensuring consistent effec-
tive asphalt content,
• Descriptions, detection, and inspection responsibilities –– Segregation potential of high recycled material content
for segregation (Table 27); mixes, and
• Specifications, pavement distresses, and capabilities of –– Successful practices to physically reblend high
pavement management systems to evaluate segregation recycled content mixes during production and
(Table 28); and
placement.
• Links between test methods, training and certification
• Effectiveness of paver equipment characteristics to
programs, and segregation (Table 29).
reduce or eliminate segregation could be documented
The conclusions are organized as individual tables for for:
quick reference on how and where segregation occurs and how –– Pairs of twin augers in the paver hopper,
it can be reduced or eliminated: –– Outboard motors and narrower spacing of hopper
conveyors,
• During mix design and aggregate production (Table 30), –– Independent speed controls for hopper conveyors or
• At the asphalt plant (Table 31), augers for keeping consistent mix volumes across the
• During mix transport and mix transfer (Table 32), and entire paver screed, and
• At the paver (Table 33). –– Benefits of using auger extensions when screed exten-
sions are used.
The following gaps in the information were found in the
• The possibility of adjusting pavement condition survey
literature search and in the survey responses:
practices and pavement management system analysis of
• Standardized definitions and descriptions for all types of data to evaluate cyclic occurrences of early pavement dis-
segregation where not consistently defined. Such descrip- tresses linked to segregation could be explored.
tions and terms can help improve consistency in detect- • Texture measurements have some potential to locate
ing segregation, particularly when visual detection is the and quantify end-of-truck segregation and subsequent
standard detection method. textural changes resulting from raveling in these areas;
• Future research programs and pilot projects could however, these data are not currently collected during
evaluate: annual condition surveys.
–– Ground penetrating radar as a means of detecting seg- • Pavement management systems are not currently config-
regated areas of the mat, and ured to assess the impact of early distresses in segregated
–– Intelligent compaction roller technologies as a means areas on pavement life. Changes to how individual dis-
of ensuring increased durability can be obtained by tresses are reported may help quantify the loss of pave-
aggressive rolling in segregated areas of the mat. ment life resulting from segregation.

TABLE 27
DESCRIPTIONS, DETECTION, AND INSPECTION RESPONSIBILITIES FOR SEGREGATION
Topic Categories Importance
Localized areas of coarse texture in the finished mat
Longitudinal “streaks” of coarser-texture mix in center
of mat behind the paver (e.g., under gear box, at screed
extensions)
Longitudinal “streaks” of coarser-textured mix on one

or both sides of mat behind the paver
Localized areas of very fine texture in the finished mat
Descriptions of (smoother surface than uniform textured areas) Descriptions of segregation need to be standardized to help with consistent
Segregation Localized areas of hotter or cooler temperature mix detection of segregation, particularly visual detection.
behind the paver
Transverse sections of cooler temperature mix (e.g.,
after changing trucks, paver stops)
Localized “clumps” of fibers and/or binder or other
mix additives
Localized binder-rich areas (e.g., “fat spots”) in the
finished mat
Visual Almost always used; considered the “gold standard”
Currently used in addition to visual detection, but automated sensor bars are
more widely used.
Used more frequently by industry; possibly linked to ride quality specifications
Ride quality, bump detection
Early loss of ride quality occurs in segregated areas
Detection of
Not routinely used
Segregation
Texture Longitudinal texture profiles can detect end-of-truck segregation and evaluate
effectiveness of material transfer units in reducing this type of segregation.
Have possibilities, but have not yet been evaluated for detection of segregated
Ground penetrating radar, intelligent compaction
areas.
Responsibility for Well-defined definitions and understanding of segregation on how and where
Wide mix of agency staff and consultants
Field Inspections segregation can occur are important for everyone conducting field inspections.
TABLE 28
SPECIFICATIONS, PAVEMENT DISTRESSES, AND CAPABILITIES OF PAVEMENT MANAGEMENT SYSTEMS TO EVALUATE SEGREGATION
Visual detection most used, followed by temperature differences; no consistent use of temperature
Method of detection
differences at this time
Remove and replace most frequent disincentive

Disincentives Time needed for additional testing for segregation is a good disincentive; delays construction
Percent within limits (PWL) and level of segregation incremental pay factors not frequently used
Defines steps for detection, testing, quantifies segregation
Advantages Provides ability to reject work
Forces contractor “best practices”
Specifications
Can be subjective
Disadvantages Too much time needed for testing; delays construction
Accepts lots that look segregated
Dispute resolution Usually dealt with by the field or district level staff
Less subjective
Use temperature measurements
Desired changes
Require cores
Smaller tolerances for QC/QA testing
Raveling, potholes Most frequently expected distresses
Pavement
Increased roughness Expected at least 35% more often
Distresses in
Longitudinal and fatigue cracking in
Segregated Areas Expected about 25% more often
wheel path
Pavement
Ability to identify pavement
Management Do not currently have the ability to assess and monitor intermittent pavement distresses
distresses resulting from segregation
System
TABLE 29
LINKS BETWEEN TEST METHODS, TRAINING AND CERTIFICATION PROGRAMS, AND SEGREGATION
No consistent method of use: Variations in testing include single point, pair of test points, or longitudinal,
transverse, and skewed density profiles.

Roadway QC/QA
Nuclear and non-nuclear Nuclear density gauges: Overestimates roadway density if coarse textured surfaces are not sanded prior to
Test Methods in
gauges testing (air gaps alter readings). Clean gauge bottom also needed to keep air gaps at a minimum.
Segregated Areas
Non-nuclear density gauges: Any variations in mix moisture content influence density measurements.
Gauges not always calibrated with cores.
AASHTO T166: Overestimates density in segregated areas because segregated samples are more
Laboratory QC/QA Density tests permeable.
Testing for Coated or sealed samples are more likely to provide more accurate density measurements.
Segregated Ignition oven testing: Aggregate fracture because of heat needs calibration factor or any increases in coarse
Gradations
Samples sizes resulting from segregation are underestimated.
Performance-related testing Not currently used to evaluate the change in mix propertied in segregated areas.
Both agency staff and consultant are used for field inspections.
Field inspectors Training is important for all field inspection staff so everyone has a consistent understanding of
segregation definitions, detection, causes, and methods for reduction.
Asphalt plant and field
Topics covered in training need links between the topic and causes segregation at each step.
technicians
Training and
Certification Importance of using best field and laboratory practices and methods when determining mix properties in
Materials engineers, lab techs
Programs segregated areas could be included in training programs.
Loader operator certification and training programs can help reduce segregation. Skills needed for
Equipment operator
constructing aggregate stockpiles, managing stockpiles at the asphalt plant, and loading the cold feed bins
at the asphalt plant.
TABLE 30
HOW AND WHERE SEGREGATION CAN BE REDUCED DURING MIX DESIGN AND AGGREGATE PRODUCTION
Location Topics How to Reduce Segregation Comments
Use gradation chart with all Superpave sieve sizes plotted to see
Gradation Limit gaps in the gradation any gaps that should be minimized
Bailey method of designing gradation helps minimize gaps

Use 9.5-mm maximum size aggregate mixes
Physically reblend mixes with larger maximum size
12.5 mm or larger maximum size aggregate mix increasingly
Maximum aggregate size aggregates when transferring mix from haul trucks to
segregates with increases in maximum size aggregate
paver (e.g., material transfer units, baffles at back of
end dump bed to funnel mix)
Occasionally segregate; asphalt separates (drains down) from
SMA and porous asphalt Increase additives to prevent drain down
aggregate
Minimum voids in mineral aggregate (VMA) Adequate asphalt film thickness is needed to “stick” the
Mix Design
Asphalt content establish a minimum acceptable asphalt film thickness aggregate particles together
(asphalt film thickness) Small increase in asphalt content in gradations with Low asphalt content mixes such as base coarses and stabilized
some gapping (e.g., 0.2% typical dense mix) mix can frequently segregate
Quality control testing needed to keep track of variations in the
Keep RAP content to less than 10%
recycled material asphalt content
Higher contents of asphalt containing recycled material can
Recycled materials with RAP at 10% to 25%: Reblending the mix before it result in “dry” mixes (low asphalt film thickness) when recycled
an asphalt content starts to move through the paver can help (e.g., asphalt content not completely used in effective asphalt content
material transfer vehicle/device baffles at back of end Variations in asphalt content in the recycled material results in
dump bed to funnel mix) variations in asphalt film thickness, which makes it difficult to
control segregation
Aggregate Majority of stockpiles are constructed with labor-intensive
Practices Loader operator training and certification programs
Production practices with trucks, dozers, and fixed conveyors
TABLE 31
HOW AND WHERE SEGREGATION CAN BE REDUCED AT THE ASPHALT PLANT

More cold feed bins allow a larger number of aggregate
Cold feed bins At least four or more cold feed bins are needed
stockpiles to be used with narrower ranges of gradations in each
Actively dislodge fines that build up on the #1 hot
Batch plants Keeps “clumps” of fines from dropping into mixer all at once
bin
Helps improve mixing and drying times, which improves asphalt
Drum: Kickback flights inside the drum
film thickness
Drum mix plants Discharge point: Use fixed plow at exit Forces mix to reblend as it exits
Discharge point: Set drag slat conveyor at 90o to
Forces mix to reblend as it exits
exit
Asphalt Plant Keep top chute over center of batcher Keeps coarser aggregates from collecting on one side
There needs to be enough mix so it flattens out when it lands in
Silo batchers Fill batcher and drop all at once into the silo
the silo. This keeps a cone from forming that segregates mix.
Close batcher gates quickly Keeps mix from “dribbling” into silo
“Build” smaller batches of mix in all haul trucks Helps keep any possible segregation blended with overall mix
(multiple drops) gradation
Results in coarser particles rolling to entire perimeter of haul
Load out DO NOT load mix in single drop
truck bed
DO NOT load mix continuously as larger haul truck Results in one continuous cone that allows coarser aggregates to
moves forward roll down and to the outer edges of the haul truck bed
TABLE 32
HOW AND WHERE SEGREGATION CAN BE REDUCED DURING MIX TRANSPORT AND MIX TRANSFER
Survey indicated these haul trucks help minimize segregation, but
Belly dumps and live bottom: May help reblend
Truck types this benefit may be the result of remixing, which occurs during
mixes with lower levels of segregation

transfer rather than truck type
Mix
Tarps: Some indication they help manage
Transport Widespread use most likely because they limit flying debris
temperature segregation
Truck options
Insulated truck beds: Help minimize temperature Used by agencies in the colder regions of the country
segregation Used by agencies with long haul distances
Forces mix to reblend as it flows through funnel into paver
End dumps Use funnel-shape baffles at back of bed
hopper
Deposit sufficient mix in windrow to keep optimum
Windrows commonly formed by belly dumps
amount of mix supplied to screed
When next truck places more mix on top of “dribble,” both mix
Windrow elevators DO NOT “dribble” mix out in thin stream
and temperature segregation is produced.
(pick-up devices)
Limited amount of segregation can be remixed by windrow
Minimize segregation in haul truck bed elevators, but more severe levels of segregation will still be
Material
transferred to the paver hopper.
Transfer
Keep sufficient amount of mix in holding hopper
and surge bin Keeps screed auger from being “starved” for mix
DO NOT run surge bin with low level of mix
Material transfer Properly size surge bin to size of paver hopper Needed for proper operation of transfer units
vehicles/devices Make sure remixing augers in holding hopper or Easily overlooked during set up; needed for most successful
surge bin are running reblending of mix
DO NOT scrape down cold mix built up on sides of
This creates both mix and temperature segregation
holding hopper or surge bin if the mix is too low
TABLE 33
HOW AND WHERE SEGREGATION CAN BE REDUCED AT THE PAVER
If wings are flipped, then there is sufficient mix in the hopper to
Keep hopper at least half full
reblend any coarser aggregates deposited by haul trucks.
Hopper
DO NOT let hopper run too low before flipping
Creates end of truck segregation
wings
Coarse aggregated rolling off conveyor edges creates longitudinal

Drag slats: ensures that coarse aggregate stays on
segregation that is documented to cause premature top-down
conveyors (may require retrofit)
longitudinal cracking.
Pavers—
Outboard motors: allows closer spacing of
At Front Helps minimize coarser aggregates from rolling off conveyor
conveyors
Moving mix Pair of twin augers: newer design that helps May help reduce some forms of longitudinal segregation but
reblend mix in hopper benefits have not yet been fully documented.
Different speeds allow the volume of mix supplied to each side of
Independent operation of conveyor speed
the screed to be balanced.
DO NOT allow variable speed operation to draw Can create one-sided longitudinal segregation when wings are
mix down too low on one side of the hopper flipped.
Kicker paddles: pushes mix under gear box
Near gear box Use reverse flow option if available on paver to Keeps coarser aggregates mixed with more uniform mix
push mix under gear box
Keeps volume of mix consistent; about 75% of the
Pavers— Screed augers Lower levels “starve” augers that segregates mix
auger height is about right
At Back
Keep optimum height of mix at the edge of the Optimum mix level helps keep angle of attack constant, mat
Head of material
screed thickness uniform, and the screed from dragging and tearing mat.
Can require independent speed controls for mix delivery from
Screed extensions Balance flow of mix to each side of screed
hopper when extensions are different widths on each side.
Mix needs to be pulled from the center by the augers across the
Use auger extensions when screed extensions are full width of paving.
used Segregation occurs when the mix is pushed. This happens when
auger extensions are NOT used.
74
ABBREVIATIONS AND ACRONYMS
APA Asphalt Pavement Association

GPR Ground penetrating radar
IC Intelligent compaction
IRI International Roughness Index
JMF Job mix formula
MTD Material transfer device
MTV Material transfer vehicle
PQI Pavement Quality Indicator
QA Quality assurance
QC Quality control
RAP Recycled asphalt pavement
RAS Recycled asphalt shingles
SMA Stone matrix asphalt
TTI Texas Transportation Institute
TxDOT Texas Department of Transportation
USCOE United States Army Corps of Engineers
VDOT Virginia Department of Transportation
WMA Warm mix asphalt
WSDOT Washington Department of Transportation

75
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79
APPENDIX A
On-Line Survey Form
NCHRP Synthesis Topic 45-12 HMA

Segregation
Please enter respondent’s information.

First Name Last Name
E-mail Address
Phone Number Mobile Phone
Title
Agency or Company Name
Street Address
Apt./Suite/Office
City State Zip Country

80
Agency Specification for Segregation in Asphalt Concrete
1. Your agency considers an asphalt mix to be segregated when there are (Choose all that
apply):
Additional short descriptions can be added in the “Other” boxes at the end of the list. There
is room for longer comments in the “Comments” box following this list.
Localized areas of coarse texture in the finished mat.
Localized areas of very fine texture in the finished mat (smoother surface than uniform
textured areas).
Longitudinal “streaks” of coarser-texture mix in center of mat behind the paver (e.g.
under gear box, at screed extensions).
Longitudinal “streaks” of coarser-textured mix on one or both sides of mat behind the
paver.
Localized areas of hotter or cooler temperature mix behind the paver.
Transverse sections of cooler temperature mix (e.g., after changing trucks, paver stops).
Localized areas of binder-rich (e.g., “fat spots”) in the finished mat.
Localized “clumps” of fibers and/or binder or other mix additives.
Other
Other
Other
Comments

81
2. Does your agency typically perform field inspection of paving projects with agency staff or with
consultants? (Choose all that apply.)
Agency staff
Consultant
Other
If more than one method of inspection is used, indicate the percent of each.
Comments
3. Does your agency have a segregation specification? If so, what is the section number in
your agency standard/manual for your segregation specification? Please provide a link to your
specification and/or manual.
4. If your agency has a segregation specification, how are the level(s) of segregation
quantified?

82
5. If you have segregation specifications, please tell us what you think are the advantages of
your current segregation specifications?
6. If you have segregation specifications, please tell us what you think are the disadvantages of
your current segregation specifications.
7. If your agency has a segregation specification, does it include incentives/disincentives,

monetary adjustments, or remove and replace requirements included in your segregation
specification? If so, are they effective in improving the quality of the pavement?
8. Estimate the time spent on dispute resolution due to segregation issues. Has this time
increased/decreased due to recent changes in your agency’s segregation specification?

83
9. If you could, what would you change in your agency segregation specification?
Detection and Quantification of Segregation
10. How are areas of segregation asphalt mix detected? (Choose all that apply.)
You can enter additional choices in the “Other” boxes at the end of the list.
Visual examination
Infrared thermometer (gun)
Infrared camera
Infrared temperature sensors (e.g., Pave-IR)
Ground penetrating radar (GPR)
Combination of infrared temperature sensors and GPR
Profilometer (California)
Inertial profiler - light weight
Inertial profiler - full size
Bump detection software for profiler
Other
Other
Other
Comments

84
11. How is the segregated asphalt mix location documented? (Choose all that apply.)
You can enter additional choices in the “Other” boxes at the end of the list.
Marked on road or side of roadway
Measured from survey marker, mile post
GPS coordinates using hand held device
Infrared temperature software (manufacturer)
Inertial profiler (manufacturer)
Other
Other
Comments

85
12. If density testing (other than standard random sampling) is conducted after segregation is
identified, indicate how the testing is done. (Choose all that apply.)
You can enter additional choices in the blank boxes at the end of the list.
Nuclear
Don’t density Non-nuclear
know gauges density gauges
Single point on pavement
Pair of single points, one each in uniform and
non-uniform textured areas.
Longitudinal density profile
Skewed longitudinal density profile
Transverse density profile
One or more cores taken for gauge
calibration
Comments

86
13. If cores and/or loose mix are obtained for laboratory testing (other than for standard random
sampling) after segregation is identified, indlciate the testing which is completed on the potentially
segregated mix. (Choose all that apply.)
Don’t know Cores Loose mix

Density testing (AASHTO T166)
Density testing, vacuum sealed (AASHTO T331)
Density testing, paraffin-coating (AASHTO T275)
Density testing, parafilm wrapped (ASTM D1188)
Asphalt content, solvent extraction (AASHTO T164)
Asphalt content, ignition oven (AASHTO T308)
Gradation, solvent-extracted aggregate Gradation,
after ignition oven
Indirect tensile strength, dry (AASHTO T283)
Tensile strength ratio (AASHTO T283)
Permeability
Fatigue testing
Rut testing
Comments

87
Impact of Mix Variables on Segregation
14. Based on your experience, indicate the tendency of the following aggregate gradations to
segregate. (Choose all that apply.)
Don’t Frequently Occasionally Rarely No

know segregate segregate segregate influence
Dense mix, 25-mm (1-in.)
max. agg.
Dense mix, 19-mm (3/4-in.)
max. agg.
Dense mix, 12.5-mm (1/2-in.)
max. agg.
Dense mix, 9.5-mm (3/8-in.)
max. agg.
SMA gradations
Porous asphalt gradations
Ultrathin wearing course
Comments
What are the most commonly used types of gradations for intermediate and wear courses in your
state?

88
15. Based on your experience, indicate the impact of various binders on the tendency of mixes
to segregate. (Choose all that apply.)

know segregate segregate segregate influence
High asphalt content mixes
Low asphalt content mixes
Unmodified binder mixes
Modified binder mixes
Warm mix asphalt
additives/technologies
Comments

89
16. Based on your experience, indicate the impact of recycled materials use in your mixes to
increase the tendency to segregate. (Choose all that apply.)

know segregates segregates segregates influence
RAP mixes, 10% or less
RAP mixes, 10% to 25%
RAP mixes, greater than
25%
Recycled asphalt shingles
Combination of RAP and
shingles, 10% or less
Additional comments on recycled materials

90
Construction Processes - Aggregate Suppliers
17. Indicate the typical use of aggregate pit/quarry equipment and practices and the potential
impact on coarse or fine aggregate segregation. (Choose all that apply.)
Helps
Don’t Frequently Occasionally Rarely reduce
know used used used segregation
Truck dumps/dozer stockpile
construction
Fixed location conveyors
Radial stackers
Radial, telescoping stackers
Technician certification
programs
Equipment operator
Comments

91
Construction Processes - Asphalt Plant
18. Indicate the typical hot mix plant equipment and practices used in your state. (Choose all
that apply.)
Helps
Don’t Frequently Occasion- Rarely reduce
know used ally used used segregation
Cold feed bins, 3 or fewer
Cold feed bins, 4 or more
Cold feed bin loader operator
skills/training programs
Batch plants
Drum mix plants
Parallel flow drums
Counterflow drums
Kick back flights in drum
Fixed plow at drum exit
Silo loading batcher
Loadout accomplished in
multiple drops
Plant technician certification
programs
Plant equipment operator
Comments

92
19. Indicate topics which are covered in asphalt plant and/or field technician certification
programs (all levels) in your state. (Choose all that apply.)
Included in
technician Helps reduce No influence on
certification segregation segregation
Properties of component
materials
Stockpiling of aggregates
Loading cold feed bins
Blending
Heating
Drying
Mixing
Loading haul trucks
Plant calibration
Quality control charts
Transportation to job site
End dump transfer to paver
Loading material transfer
device
Joint construction
Roller operations
Random sampling
Identification of segregated
mix
Comments

93
Please indicate where technician certification program material can be obtained. Provide link(s) if
possible.
Construction Processes - Mix Transport and Transfer Practices
20. Indicate the type(s) of haul trucks used in your state. (Choose all that apply.)
Allowed
under
certain
Don't Frequently Occasionally Rarely Not project
know used used used used condition
End dumps
Transfer dumps (pups) (i.e.,
end dumps with extra trailer)
Bottom dumps (belly dumps)
Live bottom (flow boys)
Mixed types of trucks on
single project
Comments

94
21. Indicate the mix transport and transfer equipment and practices used in your state.
(Choose all that apply.)
Allowed
under
certain
Don’t Frequently Occasionally Rarely Not project
know used used used used condition
Tarps
Baffle in truck bed around
hydraulic lift
Insulated truck beds
Material transfer device
Material transfer device with
remixer
Windrow elevator (if windrow
paving is used)
Removal of spillage between
end dump and paver
Comments

95
Construction Processes - Paver and Compaction
22. Indicate the typical paver equipment and practices used in your state. (Choose all that
apply.)
Helps
Don’t Frequently Occasionally Rarely Not reduce
know used used used used segregation
Hopper, slat conveyor(s)

Hopper, twin augers
Screed extensions, front of
screed
Screed extensions, back of
screed
Auger extensions
Spread auger, gear box
Spread auger, outboard
motor
Use of variable mix
distribution to balance flow to
augers
Paver operator folds wings

between each load
Use mix temperature
information to make
adjustments to paver
operation
Comments

96
23. Indicate typical roller types used in your state. (Choose all that apply.)
While the type of rollers won't actually influence segregation, it may be possible to minimize
localized poor performance in these areas with appropriate choice(s) of equipment. This
question will hopefully obtain more information on this topic.
Helps
improve
durability
Don’t Frequently Occasionally Rarely Not segregation
know used used used used mix
Breakdown, steel drum, no

vibration
Breakdown, steel drum,
vibration
Breakdown, pneumatic
Intermediate, steel drum, no
vibration
Intermediate, steel drum,
vibration
Intermediate, pneumatic
Finish, steel drum
Intelligent compaction unit
Comments

97
Construction Process - Joint Construction
24. Indicate joint construction practices used and the impact on mix and/or temperature
segregation. (Choose all that apply.)
Minimize
mix
Don’t Frequently Occasionally Rarely Not segregation
know used used used used at join
Hot joint
Semi-hot joint
Cold joint
Cold joint cut back

Butt joint
Notched wedge joint
Wedge or tapered joint
Overlap material at joint
Echelon paving
Joint matcher
Ski
Roll from cold side
Roll from hot side
Comments

98
Pavement Performance
25. Based on experience, indicate the type(s) of individual pavement distresses which occur in
segregated areas.
Frequently Occasionally Rarely

higher than higher than higher than
non- non- non- Same as
Don’t segregated segregated segregated rest of
know areas areas areas pavement
Roughness
Potholes (patched or
unpatched)
Raveling
Depressions in wheel paths
(e.g., rutting in low density
areas)
Longitudinal cracking in
wheel path(s)
Longitudinal raveling (e.g., at
joints, auger gear box,
locations of screed
extensions)
Longitudinal cracking, non-

wheel path, non-reflective
cracking (e.g., at joints, auger
gear box, locations of screed
extensions)
Fatigue cracking in wheel

path(s)
Longitudinal fatigue cracking
in only one wheel path (e.g.,
screed extension location)
Raveling along construction

joints
Transverse cracking
Reflective cracking
Shoulder drop-off, shoving,
etc.

99
Comments
If report(s) are available, please indicate the report title, web links, and/or contact person(s)
26. Please comment on the ability of your agency’s pavement condition survey program to
adequately capture the intermittent nature of early segregation-related pavement distresses.

100
Pilot Projects
27. Indicate any pilot projects which have or will be constructed to investigate these topics.
(Choose all that apply.)
You can enter additional choices in the blank box at the end of the list.
Impact of construction
practices on segregation
Infrared guns or infrared
cameras for detecting
segregation
Pave-IR for detecting and

locating segregation
Combined use of Pave-IR
and GPR to detect, locate
and quantify segregation
Surface texture
measurements to detect
segregation
Intelligent compaction
technology
Comments

101
Contact information for person(s) familiar with pilot project(s).

Pilot Project Title
First Name Last Name
E-mail
Phone Cell Phone
Web link for report.

102
APPENDIX B
Respondents
Agency*
Alabama Department of Transportation
Alaska Department of Transportation
Arizona Department of Transportation
Arkansas State Highway and Transportation Department
Caltrans (California Department of Transportation)
Colorado Department of Transportation
Connecticut Department of Transportation
Delaware Department of Transportation
Florida Department of Transportation
Georgia Department of Transportation
Hawaii Department of Transportation
Illinois Department of Transportation
Indiana Department of Transportation
Iowa Department of Transportation
Kansas Department of Transportation
Louisiana Department of Transportation and Development
Maine Department of Transportation
Maryland Department of Transportation
Massachusetts Department of Transportation Research and Materials
Michigan Department of Transportation
Minnesota Department of Transportation
Missouri Department of Transportation
Montana Department of Transportation
Nebraska Department of Roads
Nevada Department of Transportation
New Mexico Department of Transportation
New Hampshire Department of Transportation
New Jersey Department of Transportation
North Carolina Department of Transportation
North Dakota Department of Transportation
Ohio Department of Transportation
Oklahoma Department of Transportation
Oregon Department of Transportation
Pennsylvania Department of Transportation
Rhode Island Department of Transportation
South Carolina Department of Transportation
South Dakota Department of Transportation
Tennessee Department of Transportation
Texas Department of Transportation
Utah Department of Transportation
Vermont Agency of Transportation
Virginia Department of Transportation—Materials Division
Washington State Department of Transportation
West Virginia Department of Highways—Materials Control, Soils &
Testing Division
Wisconsin Department of Transportation
Wyoming Department of Transportation

103
APPENDIX C
Checklist for Reducing or Eliminating Segregation
The important points identified in each of the literature review • Links between test methods, training and certification pro-
and survey sections are assembled in table formats, which can grams, and segregation (Table C3)
be used for quick guidance in this appendix.
The conclusions are organized as individual tables for quick
reference on how and where segregation occurs and how it can
• Descriptions, detection, and inspection responsibilities for be reduced or eliminated:
segregation (Table C1)
• Specifications, pavement distresses, and capabilities of • During mix design and aggregate production (Table C4)
pavement management systems to evaluate segregation • At the asphalt plant (Table C5)
(Table C2) • During mix transport and mix transfer (Table C6)
TABLE C1
DESCRIPTIONS, DETECTION, AND INSPECTION RESPONSIBILITIES FOR SEGREGATION
Localized areas of coarse texture in the finished mat.
Longitudinal “streaks” of coarser-texture mix in center
of mat behind the paver (e.g., under gear box, at screed
extensions).
Longitudinal “streaks” of coarser-textured mix on one
or both sides of mat behind the paver.
Localized areas of very fine texture in the finished mat
Descriptions of (smoother surface than uniform textured areas) Descriptions of segregation need to be standardized to help with consistent
Segregation Localized areas of hotter or cooler temperature mix detection of segregation, particularly visual detection.
behind the paver.
Transverse sections of cooler temperature mix (e.g.,
after changing trucks, paver stops)
Localized “clumps” of fibers and/or binder or other
mix additives
Localized binder-rich areas (e.g., “fat spots”) in the
finished mat.
Visual Almost always used; considered the “gold standard”
Currently used in addition to visual detection, but automated sensor bars are
being more widely used.
Used more frequently by industry; possibly linked to ride quality specifications
Ride quality; bump detection
Detection of Early loss of ride quality occurs in segregated areas
Segregation Not routinely used
Texture Longitudinal texture profiles can detect end-of-truck segregation and evaluate
effectiveness of material transfer units in reducing this type of segregation
Have possibilities, but have not yet been evaluated for detection of segregated
GPR, Intelligent Compaction
areas
Responsibility for Well-defined definitions and understanding of segregation on how and where
Wide mix of agency staff and consultants
Field Inspections segregation can occur are important for everyone conducting field inspections.

104
TABLE C2
SPECIFICATIONS, PAVEMENT DISTRESSES, AND CAPABILITIES OF PAVEMENT MANAGEMENT SYSTEMS
TO EVALUATE SEGREGATION
Visual detection most used followed by temperature differences; no consistent use of temperature
Method of detection
differences at this time.
Remove and replace most frequent disincentive
Disincentives Time needed for additional testing for segregation is a good disincentive; delays construction
Percent within limits (PWL) and level of segregation incremental pay factors not frequently used
Defines steps for detection, testing, quantifies segregation
Advantages Provides ability to reject work
Forces contractor “best practices”
Specifications
Can be subjective
Disadvantages Too much time needed for testing; delays construction
Accepts lots that look segregated
Dispute resolution Usually dealt with by the field- or district-level staff
Less subjective
Use temperature measurements
Desired changes
Require cores
Smaller tolerances for QC/QA testing
Raveling, potholes Most frequently expected distresses
Pavement
Increased roughness Expected at least 35% more often
Distresses in
Segregated Areas Longitudinal and fatigue cracking in
Expected about 25% more often
wheel path
Pavement
Ability to identify pavement
Management Do not currently have the ability to assess and monitor intermittent pavement distresses
distresses resulting from segregation
System
TABLE C3
LINKS BETWEEN TEST METHODS, TRAINING AND CERTIFICATION PROGRAMS, AND SEGREGATION
No consistent method of use: Variations in testing include single point, pair of test points, or longitudinal,
transverse, and skewed density profiles.
Roadway QC/QA
Nuclear and non-nuclear Nuclear density gauges: Overestimates roadway density if coarse textured surfaces are not sanded prior to
Test Methods in
gauges testing (air gaps alter readings). Clean gauge bottom also needed to keep air gaps at a minimum.
Segregated Areas
Non-nuclear density gauges: Any variations in mix moisture content influence density measurements;
gauges not always calibrated with cores.
AASHTO T166: Overestimates density in segregated areas because segregated samples are more
Laboratory Density tests permeable.
QC/QA Testing Coated or sealed samples are more likely to provide more accurate density measurements.
for Segregated Ignition oven testing: Aggregate fracture because of heat needs calibration factor or any increases in coarse
Gradations
Samples sizes as a result of segregation are underestimated.
Performance-related testing Not currently used to evaluate the change in mix propertied in segregated areas.
Both agency staff and consultant are used for field inspections.
Field inspectors Training is important for all field inspection staff so that everyone has a consistent understanding of
segregation definitions, detection, causes, and methods for reduction.
Asphalt plant and field
Training and Topics covered in training need links between the topic and cause segregation at each step.
technicians
Certification
Programs Importance of using best field and laboratory practices and methods when determining mix properties in
Materials engineers, lab techs
segregated areas needs to be included in training programs.
Loader operator certification and training programs can help reduce segregation. Skills needed for
Equipment operator
constructing aggregate stockpiles, managing stockpiles at the asphalt plant, and loading the cold feed bins
at the asphalt plant.

105
TABLE C4
HOW AND WHERE SEGREGATION CAN BE REDUCED DURING MIX DESIGN AND AGGREGATE PRODUCTION
Use gradation chart with all of Superpave sieve sizes plotted to
Gradation Limit gaps in the gradation see any gaps which can be minimized
Bailey method of designing gradation helps minimize gaps
Use 9.5-mm maximum size aggregate mixes
Maximum aggregate Physically reblend mixes with larger maximum size
12.5 mm or larger maximum size aggregate mix increasingly
size aggregates when transferring mix from haul trucks to
segregate with increases in maximum size aggregate
paver (examples: material transfer units; baffles at
back of end dump bed to funnel mix)
SMA and porous Occasionally segregate; asphalt separates (drains down) from
Increase additives to prevent drain down
asphalt aggregate
Minimum voids in mineral aggregate (VMA) Adequate asphalt film thickness is needed to “stick” the
Mix Design
Asphalt content establish a minimum acceptable asphalt film thickness aggregate particles together
(asphalt film thickness) Small increase in asphalt content in gradations with Low asphalt content mixes such as base courses and stabilized
some gapping (example: 0.2% typical dense mix) mix can frequently segregate
QC testing needed to keep track of variations in the recycled
Keep RAP content to less than 10%
material asphalt content
Higher contents of asphalt containing recycled material can
Recycled materials RAP at 10% to 25%: Reblend the mix before it starts result in “dry” mixes (low asphalt film thickness) when recycled
with an asphalt content to move through the paver can help (examples: asphalt content not completely used in effective asphalt content
material transfer vehicle/device baffles at back of end Variations in asphalt content in the recycled material results in
dump bed to funnel mix) variations in asphalt film thickness, which makes it difficult to
control segregation
Aggregate Majority of stockpiles are constructed with labor intensive
Practices Loader operator training and certification programs
Production practices with trucks, dozers, and fixed conveyors
TABLE C5
HOW AND WHERE SEGREGATION CAN BE REDUCED AT THE ASPHALT PLANT
More cold feed bins allow a larger number of aggregate
Cold feed bins At least four or more cold feed bins are needed
stockpiles to be used with narrower ranges of gradations in each
Actively dislodge fines that build up on the #1 hot
Batch plants Keeps “clumps” of fines from dropping into mixer all at once
bin
Helps improve mixing and drying times, which improves asphalt
Drum: Kickback flights inside the drum
film thickness
Drum mix plants Discharge point: Use fixed plow at exit Forces mix to reblend as it exits
Discharge point: Set drag slat conveyor at 90o to
Forces mix to reblend as it exits
exit
Asphalt
Keep top chute over center of batcher Keeps coarser aggregates from collecting on one side
Plant
There needs to be enough mix so it flattens out when it lands in
Silo batchers Fill batcher and drop all at once into the silo
the silo. This keeps a cone from forming, which segregates mix
Close batcher gates quickly Keeps mix from “dribbling” into silo
“Build” smaller batches of mix in all haul trucks Helps keep any possible segregation blended with overall mix
(multiple drops) gradation
Results in coarser particles rolling to entire perimeter of haul
Load out DO NOT load mix in single drop
truck bed
DO NOT load mix continuously as larger haul truck Results in one continuous cone, which lets coarser aggregates roll
moves forward down and to the outer edges of the haul truck bed

106
TABLE C6
HOW AND WHERE SEGREGATION CAN BE REDUCED DURING MIX TRANSPORT AND MIX TRANSFER
Survey indicated these haul trucks help minimize segregate, but
Belly dumps and live bottom: May help reblend
Truck types this benefit may be due to remixing, which occurs during transfer
mixes with lower levels of segregation
rather than truck type
Mix
Tarps: Some indication they help manage
Transport Widespread use most likely because they limit flying debris
temperature segregation
Truck options
Insulated truck beds: Help minimize temperature Used by agencies in the colder regions of the country
segregation Used by agencies with long haul distances
Forces mix to reblend as it flows through funnel into paver
End dumps Use funnel-shape baffles at back of bed
hopper
Deposit sufficient mix in windrow to keep optimum
Windrows commonly formed by belly dumps
amount of mix supplied to screed
When next truck places more mix on top of “dribble,” both mix
Windrow elevators DO NOT “dribble” mix out in thin stream
and temperature segregation is produced
(pick-up devices)
Limited amount of segregation can be remixed by windrow
Minimize segregation in haul truck bed elevators but more severe levels of segregation will still be
Material transferred to the paver hopper
Transfer
Keep sufficient amount of mix in holding hopper
and surge bin Keeps screed auger from being “starved” for mix
DO NOT run surge bin low of mix
Material transfer Properly size surge bin to size of paver hopper Needed for proper operation of transfer units
vehicles/devices Make sure remixing augers in holding hopper or Easily overlooked during set up; needed for most successful
surge bin are running reblending of mix
DO NOT scrape down cold mix built up on sides of
This creates both mix and temperature segregation
holding hopper or surge bin if the mix is too low
If wings are flipped, then there is sufficient mix in the
Keep hopper at least half full hopper to reblend any coarser aggregates deposited by haul
Hopper trucks
DO NOT let hopper run too low before flipping wings Creates end of truck segregation
Coarse aggregated rolling off conveyor edges creates
Pavers— Drag slats: ensure coarse aggregate stay on conveyors
longitudinal segregation that is documented to cause premature
At Front (may require retrofit)
top-down longitudinal cracking
Outboard motors: allow closer spacing of conveyors Helps minimize coarser aggregates from rolling off conveyor
Moving mix Pair of twin augers: newer design,which helps May help reduce some forms of longitudinal segregation, but
reblend mix in hopper benefits have not yet been fully documented
Different speeds allow the volume of mix supplied to each side
Independent operation of conveyor speed
of the screed to be balanced
DO NOT allow variable speed operation to draw mix Can create one-sided longitudinal segregation when wings are
down too low on one side of the hopper flipped
Kicker paddles: pushes mix under gear box
Near gear box Use reverse flow option if available on paver to push Keeps coarser aggregates mixed with more uniform mix
mix under gear box
Keep volume of mix consistent; about 75% of the
Screed augers Lower levels “starve” augers, which segregates mix
auger height is about right
Optimum mix level helps keep angle of attack constant, mat
Pavers— Keep optimum height of mix all the way to the edge
Head of material thickness uniform, and keeps the screed from dragging and
At Back of the screed
tearing the mat
Can require independent speed controls for mix delivery from
Balance flow of mix to each side of screed
hopper when extensions are different widths on each side
Mix needs to be pulled from the center by the augers across the
Screed extensions
Use auger extensions when screed extensions are full width of paving.
used Segregation occurs when the mix is pushed. This happens when
auger extensions are NOT used.

Abbreviations used without definitions in TRB publications:
A4A Airlines for America

AAAE American Association of Airport Executives
AASHO American Association of State Highway Officials
AASHTO American Association of State Highway and Transportation Officials
ACI–NA Airports Council International–North America
ACRP Airport Cooperative Research Program
ADA Americans with Disabilities Act
APTA American Public Transportation Association
ASCE American Society of Civil Engineers
ASME American Society of Mechanical Engineers
ASTM American Society for Testing and Materials
ATA American Trucking Associations
CTAA Community Transportation Association of America
CTBSSP Commercial Truck and Bus Safety Synthesis Program
DHS Department of Homeland Security
DOE Department of Energy
EPA Environmental Protection Agency
FAA Federal Aviation Administration
FHWA Federal Highway Administration
FMCSA Federal Motor Carrier Safety Administration
FRA Federal Railroad Administration
FTA Federal Transit Administration
HMCRP Hazardous Materials Cooperative Research Program
IEEE Institute of Electrical and Electronics Engineers
ISTEA Intermodal Surface Transportation Efficiency Act of 1991
ITE Institute of Transportation Engineers
MAP-21 Moving Ahead for Progress in the 21st Century Act (2012)
NASA National Aeronautics and Space Administration
NASAO National Association of State Aviation Officials
NCFRP National Cooperative Freight Research Program
NCHRP National Cooperative Highway Research Program
NHTSA National Highway Traffic Safety Administration
NTSB National Transportation Safety Board
PHMSA Pipeline and Hazardous Materials Safety Administration
RITA Research and Innovative Technology Administration
SAE Society of Automotive Engineers
SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act:
A Legacy for Users (2005)
TCRP Transit Cooperative Research Program
TEA-21 Transportation Equity Act for the 21st Century (1998)
TRB Transportation Research Board
TSA Transportation Security Administration
U.S.DOT United States Department of Transportation

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NCHRP SYNTHESIS 477

A Synthesis of Highway Practice

TRANSPORTATION RESEARCH BOARD

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NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM NCHRP SYNTHESIS 477

Published reports of the

NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM

are available from:

Transportation Research Board

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TOPIC PANEL 45-12

SYNTHESIS STUDIES STAFF

COOPERATIVE RESEARCH PROGRAMS STAFF

NCHRP COMMITTEE FOR PROJECT 20-05

Cover figure: Credit: Mary Stroup-Gardiner.

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7 CHAPTER TWO LITERATURE REVIEW

47 CHAPTER THREE SURVEY RESULTS

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74 ABBREVIATIONS AND ACRONYMS

79 APPENDIX A On-Line Survey Form

102 APPENDIX B Respondents

103 APPENDIX c CheckList for Reducing or Eliminating Segregation

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METHODS AND PRACTICES ON REDUCTION AND

Detection Methods—Visual detection of segregation is used by almost all agencies and a

Inspection Responsibilities—Field inspection responsibilities can be split between agency

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Training and Certification Programs—Training and certification programs are used

Specifications—Agency specifications for the control of segregation that were identified

Pavement Distresses—Respondents identify the most frequently observed early pavement

Aggregate production—The majority of aggregate stockpiles are constructed with labor-

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• Segregation definitions and descriptions could be standardized to improve consistency in

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PROJECT BACKGROUND SYNTHESIS SCOPE

• Descriptions of segregation The information is organized in the following chapters:

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FIGURE 1 State agencies responding to the survey (shaded)

• Chapter Three—Survey Results • References

Asphalt Pavement Associations

FIGURE 2 Asphalt Pavement Associations responding to the survey (shaded)

Copyright National Academy of Sciences. All rights reserved.

Copyright National Academy of Sciences. All rights reserved.

FIGURE 3 Example of end-of-truck segregation [Source: Stroup-

Longitudinal segregation (Figures 6 and 7) can occur

Longitudinal centerline segregation occurs when the coarser

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Ranking and Type

End of Truck 129 1

Cold Mix Due to Waiting

Liquid Spills on Mat 3 9

Wing Dump (“flipping”) 18 7