STONE MASTIC ASPHALT

ABSTRACT

Since the 1960s, Stone Mastic Asphalt (SMA) pavement surfaces have been used successfully in
Germany on heavily trafficked roads as a durable road surfacing to resist wear from studded
tyres. Because of its excellent performance characterizes, road authorizes in Germany as well as
major European Countries quickly adopted SMA as a standard wearing course. During the last
few years, SMA has become one of the most popular asphalt pavements.

This paper gives an overview of the history of SMA, its performance characteristics, its
composition as well as its applications.

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INDEX

CHAPTER NO. CONTENT PAGE NO.

Acknowledgement I.
Abstract II.
Index III.
1 INTRODUCTION 1
1.1 Relevance 1-2
1.2 Objectives 3
1.3 scope 3
2 LITERTURE REVIEW 4-7

3 STONE MASTIC ASPHALT 8

3.1 Introduction 9-11

3.2 Performance 12-14
Characteristics of SMA

3.3 Composition of SMA 14-15

3.4 Materials used 15-16

3.5 Mixture Production 16

3.6 Plant Calibration 16-17

3.7 Production Temperature 17-18

3.8 Mixing Time 18

3.9 Mixture Storage 18
3.10 Advantages 19
3.11 Disadvantages 20-21
3.12 Applications 20-21

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4 CASE STUDY 22-28

5 CONCLUSION 29-31
6 REFERENCE 32-33

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CHAPTER NO:1
INTRODUCTION

1.1Relevance

Since the 1960s, Stone Mastic Asphalt (SMA) pavement surfaces have been used
successfully in Germany on heavily trafficked roads. Because of its excellent performance
characteristics, road authorities in Germany as well as major European Countries quickly
adopted SMA as a standard wearing course. As a consequence of an asphalt study tour in
Europe of an American delegation in 1990, SMA test sections were constructed in several states
in the United States. During the last few years, SMA has become one of the most popular
asphalt pavement.

Fig.1.1

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1.2 Objectives

1. To know about the performance, characteristics, applications, composition, advantages and

disadvantages.

2. To study about the construction problems associated with SMA.

3. To know about strength and durability of SMA.

4. To know, how the SMA is more cost effective than conventional dense graded asphalt mix.

1.3 Scope

This is to address the necessary steps in mixture design and construction processes,
recommended engineering practices, and recommendations to avoid some of the more common
construction problems associated with SMA.
This test method covers the determination of the amount of draindown in an uncompact SMA
mixture sample when the sample is held at elevated temperatures comparable to those
encountered during the production, storage, transport, and placement of the mixture.
The values stated in gram-millimeter units are to be regarded as the standard.
This standard may involve hazardous materials, operations, and equipment. This standard does
not purport to address all of the safety problems associated with its use. It is the responsibility of
the user of this standard to establish appropriate safety and health practices and determine the
applicability of regulatory limitations prior to use.

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CHAPTER NO:2

LITERTURE REVIEW

2.1) Author Name:Rosli Hainin1, Wasid Farooq Reshi1, Hamed Niroumand

Importance of Stone Mastic Asphalt in Construction

There are three major types of asphalt surfacing’s, characterized by a mixtureof bitumen and
stone aggregate. These are: Dense Graded asphalt (DGA); Stone Mastic Asphalt (SMA) and
Open Graded Asphalt (OGA). Asphalt surfacing’s differ by the proportion of different size
aggregate, the amount of bitumen added and the presence of otheradditives and material. The
first aim of this study is to provide an updated systematic review of the evaluation of stone
mastic asphalt in construction. The second aim is to develop knowledge readers and researchers
for advantages and disadvantages of stone mastic asphalt to help focus future research in this
area.

The mixture without excessive losses through the dust extraction system. Filler systems that add
filler directly into the drum rather than aggregate feed are preferred. Pelletizedfiber’s may be
added through systems designed for addition of recycled materials, but a more effective means is
addition through a special delivery line that is combined with the bitumen delivery, so that the
fiber is captured by bitumen at the point of addition to the mixture. Stone mastic asphalt had its
origins in Germany in the late 1960’s as an asphalt resistant to damage by studded tyres. Stone
mastic asphalt is a popular asphalt in Europe for the surfacing of heavily trafficked roads,
airfields and harbor areas. It is also called split mastic asphalt in German speaking countries and
elsewhere be called split mastic asphalt, grit mastic asphalt or stone matrix asphalt. In Australia
it is normally called stone mastic asphalt or SMA for short.

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2.2) Bernd Schneider Regional Export Manager Road Construction Division

J. Rettenmaier & Söhne Germany

Stone Mastic Asphalt Pavement Technology for the New Millennium

Since the 1960s, Stone Mastic Asphalt (SMA) pavement surfaces have been used successfully in
Germany on heavily trafficked roads. Because of its excellent performance characteristics, road
authorities in Germany as well as major European Countries quickly adopted SMA as a standard
wearing course. As a consequence of an asphalt study tour in Europe of an American delegation
in 1990, SMA test sections were constructed in several states in the United States. During the
last few years, SMA has become one of the most popular asphalt pavements.

Stone Mastic Asphalt (SMA), an asphalt paving mixture, was originated in Germany in the
1970s to provide maximum resistance to rutting caused by the studded tyres on European roads.
Strabag, a large German construction company, led to the development of SMA. After the use of
stuoubtdded tyres was no longer allowed, it was found that SMA provided durable pavements
which exhibited such high resistance to rutting by heavy truck traffic and proved to be extremely
effective in combating wear. In recognition of its excellent performance a national standard was
set in Germany in 1984. Since then SMA has spread throughout Europe, North America and
Asia Pacific. Several individual Countries in Europe now have a national standard for Stone
Mastic Asphalt, and CEN, the European standards body, is in the process of developing a
European product standard. In the United States, Australia, New Zealand and in Asia, the use of
SMA is increasing in popularity amongst road authorities and the asphalt industry.

2.3) Troutheck F

Stone Mastic Asphalt

Stone Matrix Asphalt (SMA) is a tough, stable, rut-resistant mixture. The SMAdesign concept
relies on stone-on-stone contact to provide strength and a rich mortar binder to provide
durability. These objectives are usually achieved with a gap-graded aggregate coupled with fiber

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and/or polymer-modified, high asphalt content matrix. Although SMAis a relatively new mix
type in the U.S., over 4 million tons have been placed since 1991. The estimated 20–25 percent
increase in cost is more than offset by the increase in life expectancy of the mix, primarily
though decreased rutting and increased durability. SMAis considered to be a premium mix by
several state Departments of Transportation for use in areas where high-volume traffic conditions
exist and frequent maintenance is costly. As with any HMA production process, close
communication and cooperation between agency and contractor are necessary to minimize SMA
production problems. Attention to detail in every phase of the manufacturing process is required.
The recommendations for mix design, plant production, paving, compaction, and quality
assurance discussed in this report should provide the guidance necessary to maximize the
potential for SMAand minimize production problems.

2.4) H.Kassim

Performance of Stone Mastic Asphalt

Since the 1960s, Stone Mastic Asphalt (SMA) pavement surfaces have been used successfully in
Germany on heavily trafficked roads as a durable road surfacing to resist wear from studded
tyres. Because of its excellent performance characterizes, road authorizes in Germany as well as
major European Countries quickly adopted SMA as a standard wearing course. During the last
few years, SMA has become one of the most popular asphalt pavements.

The deformation resistant capacity of SMA stems from a coarse stone skeleton providing more
stone-on-stone contact than with covenantal Dense Graded Asphalt (DGA) mixes. Improved
binder durability is a result of higher bitumen content, a thicker bitumen film, and lower air voids
content. This high bitumen content also improves flexibility. Addition of a small quantity
ofcellulose or mineral fibre prevents drainage of bitumen during transport and placement. The
essential features, which are the coarse aggregate skeleton and mastic composition, and the
consequent surface texture and mixture stability, are largely determined by the skeleton of
aggregate grading and the type and proportion of filler and binder. SMA has proved superior on
heavily trafficked roads and industrial applicant

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CHAPTER NO:3

STONE MASTIC ASPHALT

3.1 Introduction

The mixture without excessive losses through the dust extraction system. Filler systems that add
filler directly into the drum rather than aggregate feed are preferred. pelletizedfiber’s may be
added through systems designed for addition of recycled materials, but a more effective means is
addition through a special delivery line that is combined with the bitumen delivery, so that the
fiber is captured by bitumen at the point of addition to the mixture. Stone mastic asphalt had its
origins in Germany in the late 1960’s as an asphalt resistant to damage by studded tyres. Stone
mastic asphalt is a popular asphalt in Europe for the surfacing of heavily trafficked roads,
airfields and harbor areas. It is also called split mastic asphalt in German speaking countries and
elsewhere may be called split mastic asphalt, gritmastic asphalt or stone matrix asphalt. In
Australia it is normally called stone mastic asphalt or SMA for short. There are many definitions
of SMA. APRG Technical Note 2 (1993) defines SMA as “a gap graded wearing course mix
with a high proportion of coarse aggregate content which interlocks to form a stone-on-stone
skeleton to resist permanent deformation. The mix is filled with a mastic of bitumen and filler to
which fibersare added in order to provide adequate stability of the bitumen and to prevent
drainage of the binder during transport and placement.” The European definition of SMA
(Michaut, 1995) is “a gapgraded asphalt concrete composed of a skeleton of crushed aggregates
bound with a mastic mortar.” The binder content is generally increased because of segregation
problems. “These materials are not pourable. It is common practice to use additives and/or
modified binders in the manufacture of these materials especially to allow the binder content to
be raised and to reduce segregation between the coarse fraction and the mortar.” Australian
Standard AS2150 (1995).

Stone Mastic asphalt (SMA), otherwise known as Stone Matrix Asphalt /

Split Mastic Asphalt, was developed in Germany in the mid of 1960's and it has spread
throughout Europe and across the world in 1980's and 1990's respectively. The excellent
performances include resistant to mechanical and temperature deformation, cracking, and
particularly rung, resistant to weathering actions such as aging and low temperature cracking.
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Durability is excellent even under slow moving heavy traffic. The textured surface increases skid
resistance and provides environmental and driving comfort by reduced noise level, and improved
visibility in rainy days.

SMA provides a deformation resistant, durable, surfacing material, suitable for heavily trafficked
roads. SMA has found use in Europe, Australia and the United States as a durable asphalt
surfacing open for residential streets and highways. SMA has a high coarse aggregate content
that interlocks to form a stone skeleton that resist permanent deformation. The stone skeleton is
filled with mastic of bitumen and filler to which fibres are added to provide adequate stability of
bitumen and to prevent drainage of binder during transport and placement. Typical SMA
composion consists of 70−80% coarse aggregate, 8−12% filler, 6.0−7.0% binder, and 0.3 per
cent fibre. The deformation resistant capacity of SMA stems from a coarse stone skeleton
providing more stone-on-stone contact than with convenontial dense graded asphalt (DGA)
mixes. Improved binder durability is a result of higher bitumen content, a thicker bitumen film
and, lower air voids content. This high bitumen content also improves of flexibility. Addition of
a small quantity of cellulose or mineral fibre prevents drainage of bitumen during transport and
placement. The essential features, which are the coarse aggregate skeleton and mastic
composition, and the consequent surface texture and mixture stability, are largely determined by
the selection of aggregate grading and the type and proportion of filler and binder.

SMA is characterized by a stone-on-stone structure. SMA uses a high proportion of larger stones
or aggregate that contacts each other. This skeleton of larger stones resists heavy loads by
transmitting them to the pavement below. If the under laying pavement is sufficiently strong then
the SMA will resist the heavier loads effectively. (A surfacing cannot compensate for a weak
pavement).

The bituminous masc is intended to hold the aggregate in place and to inhibit the ingress of
moisture into the pavement and to provide durability. The mastic consists of bitumen and fine
aggregate particles; it may also include a polymer modified bitumen and filler material to
increase the mastic’s strength. Fibers may also be added to stabilize the bitumen and to prevent
the binder sergeant from the aggregate during transport and placement.

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It is important that the aggregate material consist of only the larger stones (in the structure) and
fines to provide effective mastic. The intermediate size aggregates are not included, as these keep
the larger aggregate apart and reduce the strength of the SMA.

Stone mastic asphalt is a delicate balance between the mastic and the aggregate fraction requiring
good quality aggregates, consistent grading’s and careful dosage of mineral fiber’s to avoid an
unstable mix. Variations in production can alter the mix dramatically, hence the use of additives
and/or modified binders. The design philosophy revolves around developing a strong stone
skeleton with a high stone content, high bitumen and mortar content and a binder carrier. Typical
parameters are that the coarse aggregate (> 2.36 mm sieve) makes up 70-80% of the aggregate
weight, the fine aggregate 12-17% and the filler fraction is in the range 8-13%. In America’s
view of SMA, its percentage of passing sieves, 0.075 mm, 2.36 mm and 4.75 mm are 10%, 20%
and 30% respectively and the gap gradation comes into being. Crushed stone over 5 mm
occupies 70%, mineral filler and asphalt content are high, and some stabilizers (fiber’s or
polymers) are employed (Shen, et al, undated). Binder contents are typically in the range of 6.5 -
7.5% by mass of mix for 14 mm and 10 mm mixes. Typically, Europeans use slightly lower
binder contents. Cellulose fiber’s (acting as binder carriers) have been found to be excellent
stabilizing agents, and are typically used at a rate of 0.3% by mass of the mix (Wonson 1996,
1997). The mix is filled with a mastic of bitumen and filler to which fibers are added in order to
provide adequate stability of bitumen and to prevent drainage of the binder during transport and
placement. The addition of small quantity of cellulose or mineral fibers renders adequate stability
of the bitumen by creating a lattice network of fibres in the binder. The addition of fibres also
prevents drainage of the bitumen during transport and placement. In summary, the high stone
content forms a skeleton type mineral structure which offers high resistance to deformation due
to stone to stone contact, which is independent of temperature. The mastic fills the voids,
retaining the chips in position and has an additional stabilizing effect as well as providing low air
voids and thus highly durable asphalt (AAPA, 1993).

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3.2 Performance Characteristics of SMA

The development of modern pavement technology is needed to accelerate significant

improvement of pavement quality of highways, airport runways and urban roads.

Fig.3.1

SMA meets the following demands upon an asphalt pavement:

 Good stability at high temperatures

 Good flexibility at low temperatures
 High wearing resistance
 High adhesive capacity between the stone granules and the bitumen
 A mix with no tendency to separate
 Good skid resistance
 Reduced water spray
 Lower traffic noise

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 Good stability at high temperatures

SMA mix has a self-supporting stone skeleton of crushed high quality coarse aggregate, which
provides an increase in internal friction and shear resistance and hence its extremely high
stability.

 Good flexibility at low temperatures

SMA mix has a binder rich masc mortar which has superior properties over dense graded asphalt
in resisting thermal cracking.

 High wearing resistance

SMA mix has low air voids, which make the mix practically impermeable, and provide
satisfactory ageing resistance, moisture suscepbility and durability.

 High adhesive capacity between the stone granules and the bitumen

With the increase of the amount of filler, cellulose fibres are added as stabiliser. The three
dimensional structure of cellulose fibre assists the bitumen to maintain a high viscosity, thickens
the bituminous film and improves the bitumen/aggregate adhesion.

 A mix with no tendency to separate

An efficient stabilisation of the masc in order to prevent its segregator from the coarse
partical.

 Good skid resistance

Because of the macro-texture of the road surface and the use of coarse aggregates with a high
Polished Stone Value, SMA pavement achieves a beer level of skid resistance.

 Reduced water spray

Because of its greater texture depth, there is less water spray, and at night there is fewer glares
reflected from the road surface and beer visibility of road markings

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 Lower traffic noise

SMA road surfaces generally offer lower levels of noise due to the texture properties.

3.3 Composition of SMA

Stone Masc Asphalt is characterised by its high stone content which forms a gap-graded
skeleton-like stone structure. The voids of the structural matrix are filled with high viscosity
bituminous masc. The high stone content of at least 70% ensures stone-on-stone contact are
compaction. The required degree of masc stiffness is achieved through the addition of crushed
sand.

SMA mixes have a bitumen content of minimum 6.5%. The bitumen in the gap-graded mix is
stabilised during the mixing process, intermediate storage, transportation, surfacing and
compaction through the addition of cellulose fibre stabilising addtiive

Fig.3.2

Addition of cellulose fibre does not chemically modify bitumen, but rather enhances physical
property of the finished product by allowing the use of higher bitumen contents. It tends to
thicken or bulk the bitumen so that it does not run of the aggregate prior to compaction. The

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content of cellulose fibre is 0.3% by weight of mixture. If the technological requirements of

SMA are fully met, good results can be obtained by just using standard bitumen and a cellulose
fibre drainage inhibitor.

3.4 Materials Used

1. Coarse and fine aggregate

2. Bitumen

3. Fibers

4. Filler

Fig.3.3

1.Coarse and fine aggregate

The aggregates are crushed by using jaw pressure to get different size of aggregates varying from
16 mm to 75 micron. The coarse aggregate must be hard, durable, and roughly cubical in shape
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when crushed. Qualies of aggregates were check through various tests like Impact Value Test,
Crushing Value Test, Los Angel’s Abrasion Value Test, Flakiness and Ellington Index Test.

2. Bitumen

Bitumen act as a binder in SMA mix. Different grade of bitumen are used in different mix like
hot-mix or gap-graded mix or dense-graded mix. For prepartion of SMA mix we used 60/70
bitumen.

3.Fiber

Fiber’s are used as stabilizer in SMA Mix. Fiber’s help to increase the strength and stability and
decrease the drain down in SMA mix. There are different types of fibres are used in SMA Mix
like cellulose fibre, polymer fibre, natural fibre and mineral fibre.

4. Filler

Filler is used in SMA mix for beer binding of materials. Rock dust, slag dust, hydrated lime,
hydraulic cement, fly ash, mineral filler and cement are used as filler in SMA mix, also we can
use the fine aggregate below 75 micron as filler.

3.5Mixture Production

Production of SMAis similar to standard HMAfrom the standpoint that care should be taken to
ensure a quality mixture is produced. Areas of production where SMA quality may be
significantly affected are discussed in this section.

3.6Plant Calibration

Calibration of the various feed systems is critically important. All of the feed systems for the
HMA facility must be carefully calibrated prior to production of SMA. The aggregate cold feeds
can make a significant difference in the finished mixture even in a batch plant where hot bins
exist. Calibration of the aggregate cold feed bins should, therefore, be performed with care.

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Another practice used to more closely control the gradation is the use of more cold feed bins than
might be used for a conventional dense-graded mix.

The stabilizing additive delivery system should be calibrated and continually monitored during
production. Whether fibers, an asphalt cement modifier, or both are being used, variations in the
amount of additive can have a detrimental impact on the finished pavement. Manufacturers of
stabilizing additives will usually assist the hot mix producer in setting up, calibrating, and
monitoring the additive delivery system. Two very important, interrelated systems in
SMAproduction are the mineral filler feed system and the dust collection/return system. These
two systems must be working properly in order to ensure quality in the mixture.

If the mineral filler is not being delivered to the mixture in proper quantities or in a proper
manner, it can be captured in the fines recovery system. This can plug the system or, at the very
least, cause an improper amount of fines to be added to the SMAmixture. If the fines recovery
system completely removes fines from the plant, by the use of a wet collector for example, then
the mineral filler feed system should be calibrated for any loss of mineral filler that may occur.
The ability to add mineral filler to the mixture has governed mix production rates for most U.S.
SMAprojects

3.7 Production Temperatures

Production temperatures of SMAmixtures will vary according to aggregate moisture contents,

weather conditions, grade of asphalt cement, and type of stabilizing additive used. However,
experience in the U.S. seems to indicate that normal HMA production temperatures or slightly
higher are generally adequate. Typically, a temperature of 145–155°C (290–310°F) can be used.
Temperatures higher than this may be needed on some occasions, such as when a polymer
modifier is employed, but should be used with caution as rapid oxidation begins to occur at
higher temperatures. As the mixture temperature is increased, the chance of the mortar draining
from the coarse aggregate also increases. Production temperatures significantly below 145°C
(290°F) should rarely be employed. The temperature should be chosen to ensure that the
temperature is uniform throughout the mixture and to allow sufficient time for transporting,
placing, and proper compacting of the mixture.

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3.8Mixing Time

When adding fibers to the SMA mixture, experience has shown that the mixing time should be
increased slightly over that of conventional HMA. This additional time allows for the fiber to be
sufficiently distributed in the mixture. In a batch plant, this requires that both the dry and wet
mix cycles be increased from 5 to 15 seconds each. In a parallel flow drum mix plant, the asphalt
cement injection line may be relocated when pelletized fibers are used to allow for complete
mixing of the pellets before the asphalt cement is added. In both cases, the proper mixing times
can be evaluated by visual inspection of the mixture. If clumps of fibers or pellets are observed
in the mixture at the discharge chute, or if aggregate particles are not sufficiently coated, mixing
time should be increased or other changes made. For other plants, such as double barrels and
plants with coater boxes, the effective mixing time can be adjusted in a number of ways
including reduction in production rate, slope reduction of the drum, etc.

3.9 Mixture Storage

The SMAmixture should not be stored for extended periods of time at elevated temperatures.
This could cause unnecessary and detrimental draindown. In general, experience has shown that
SMAcan be stored for 2–3 hours without detriment. In no instance should the SMA mixture be
stored in the silo overnight.

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3.10Advantages

o 20-30% increase in pavement life over covenantal pavements.

o Good aggregate interlock.
o Low permeability.
o Improve in skid resistance due to the high percentage of fractured aggregate to
motoring public particularly on wet pavement.
o Surface texture characteristic may reduce sound from the tyre and pavement
contact as well as water spray and glare.
o Strength and stiffness derived from binder and aggregate structure.
o Relatively high binder contents provide good Durability .
o Durability (longer in-service life) of SMA should be equal to, or greater than,
DGA and significantly greater than OGA.
o It provides a textured, durable and rut resistant wearing course.
o Surface texture characteristics are similar to OGA, so noise generated is lower
than DGA but slightly higher than OGA.
o It can be produced and compacted with the same plant and equipment as for
normal hot mix DGA using procedural modifications.
o SMA can be used on heavily trafficked roads where good deformation resistance
is required.
o Surfacing may reduce reflective cracking from underlying cracked pavements due
to its flexible mastic.
o At the end of its service life it is 100% recyclable

3.11 Disadvantages

 SMA mix requires higher mixing temperature.

 Potential construction problem with SMA mixtures are drainage and bleeding.
 Storage and placement temperatures cannot be lowered to control drainage and bleeding
problem due to the difficulty in obtaining the required compacted.

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 Increased material cost associated with high bitumen and filler content.
 Increased mixing time and time taken to add extra filler may result in reduced producvity
 Possible delays in openings (the road) as SMA should be cooled to 40°c to prevent early
flushing needs more carefully monitoring the composition at the mixing plant.
 Moisture seeping from the SMA surface for long periodsare rain.
 White fines on the surface of the pavements.
 Premature rung.
 Stripping of asphalt layers below the SMA surfacing.
 Increased of the binder to the surface.
 Potholing

3.12Applications

Stone Mastic Asphalt has proved superior on heavily trafficked roads and industrial applications:

 with high lorry frequency

 intense wheel tracking
 at traffic lights
 at intersection
 on highways
 on gradients
 on bridges
 in bus lanes
 at bus-stops
 in car parks
 in harbor’s
 on airport runway

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Gap-graded Stone Mastic Asphalt reduces noise emissions considerably. The macro texture of
this road surface absorbs traffic noise. Because of its noise absorptive property, this surface is
very suitable for access roads in residential areas and on estates. Fine Stone Mastic Asphalt
grades laid in thin layers are used extensively for preventive maintenance and road repair
purposes. The stone skeleton matrix can accommodate unevenness of the underlying pavement
to improve driving comfort.

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CHAPTER NO:4

CASE STUDY

Fine-graded Stone Mastic Asphalt –Pavement Rehabilitation of Bloomington Road (York

Region Road 40)

Bloomington Road is a two-lane roadway that carries more than 10,000 AADT with
approximately 10 % heavy commercial vehicle mostly hauling aggregate to the Greater Toronto
Area. Prior to rehabilitation, the pavement was severely oxidized and thermal cracking was
extensive. The pavement design included an in-place recycling technique to mitigate reflective
cracking and 100 mm of new surfacing HMA. The partial depth recycling process was selected
using a rapid curing recycling system to accelerate the buildup of cohesion of the recycled
material. A heavy duty dense graded HMA was selected as a binder course, while a fine-graded
SMA was selected as a thin surfacing course. Both HMA mixes were tested for rutting using a
European rut testing device to ensure rut resistance performance. Both mixes were produced
using polymer-modified bitumen to mitigate both thermal cracking and permanent deformation.

The current concept of Stone Mastic Asphalt (SMA) or “Split Mastic Asphalt” was developed in
Germany in the mid-sixes and introduced in Canada in 1991. Stone Mastic Asphalt is a gap
graded bituminous mixture with a high content of chippings which constitute an interlocking
mineral skeleton to resist permanent deformation. The space within the chippings skeleton is
filled to a large extent by a mortar rich in bitumen-filler mastic to provide durability. Fine-graded
SMAs is a specific category of SMA produced using single-size chippings no greater than 6.7
mm. The resulting mixture provides an aggressive but fine macro-texture conducive to surface
drainage and good frictional properties. The rolling noise reduction has been reported to be as
much as 3dB (A) compared to dense graded surfacing mixes.

Bloomington Road is a two-lane rural roadway located in the heart of York Region.
Bloomington Road is a major York Region arterial road that runs between the York-Durham
region boundary line and Bathurst Street. The existing roadway was built to its present standard
in 1969.

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The 2005 rehabilitation project was located between Hwy 48 and Kennedy Road. The length of
the project was the equivalent of two concessions, which equates to approximately 4.0 km. The
total roadway surface area to be rehabilitated was 30,000 m2. The rehabilitation project did not
include the roadway area at the intersection of Bloomington Road and McCowan Road located in
the middle of the stretch of roadway between Hwy 48 and Kennedy Road. This section of
Bloomington Road carries more than 10,000 AADT with approximately 10 % heavy commercial
vehicle mostly hauling aggregate to the Greater Toronto Area. The volume of traffic is not only
high but it is also considered very aggressive.

Prior to the 2005 roadway rehabilitation, the bituminous surface was severely oxidized and
thermal cracking was extensive. Yet, the longitudinal & transverse profiles of the roadway were
sll in relatively good condition and there was no sign of major structural failures. The
geotechnical consultant recommendation for the rehabilitation of the roadway included an in-
place partial depth recycling technique to mitigate reflective cracking and 100 mm of new
surfacing HMA. The Region elected to select roadway rehabilitation techniques that were
compatible with the recommended rehabilitation strategy proposed by the consultant, but could
also provide additional safe guards to the Region with respect to constructability and long term
performance. The recommended in place cold recycling process was replaced with a rapid curing
partial depth cold recycling process to accelerate the buildup of cohesion of the recycled
material. The traditional binder course HMA was replaced with a heavy duty dense graded HMA
specifically design to resist rung. Finally, the recommended dense graded HMA surfacing was
replaced with an SMA for durability and rut resistance reasons. Both HMA mixes were tested for
rutting using a European rut testing device to ensure rut resistance performance and both mixes
were produced using polymer-modified bitumen to mitigate thermal cracking and permanent
deformation.

Stone mastic asphalt (SMA) road trial: Ankara, Turkey September 1999

Stone Mastic Asphalt (SMA) is a premium quality bituminous wearing course material having
excellent durability and performance properties. It is routinely used in Germany, where it was
originally developed, and is also increasingly being used in other European countries and further
afield. The proven performance of SMA under high traffic and high load situations is primarily
due to the material having a high stability which resists rung. The binder content is also high

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which provides for its good durability. In Germany, and elsewhere, the binder content is further
enhanced by the addition of fibres (usually cellulose) which serve as a ‘binder carrier’; this
results in an extremely durable mixture.

BP Bitumen has been supplying binders (both paving grade and PMB) for SMA applications for
many years. As the demands placed upon the highway increase, there is a greater use of PMBs in
SMA mixtures. The additional benefits of the PMBs are particularly seen in beer fatigue and low
temperature crack resistance.

Recently, BP bitumen has promoted the use of PMB technology in Turkey. It is considered that
the Turkish highways would greatly benefit from the use of bituminous mixtures containing
PMBs’ given both the increasing traffic loading and the seasonally high summer temperatures.
As part of BP Bitumen’s commitment to supplying and supporting high quality products, an
initial road trial was proposed to introduce alternative designs based on proven PMB technology.
For this, BP Bitumen, in collaboration with Enfalt, supplied a PMB for use in an SMA road trial
near to Ankara, Turkey. The binder had to meet the rigorous requirements of the newly
introduced Turkish PMB Specifications.

The mix design was developed by the Turkish Highway Authorities (TCK). A limited laboratory
test programmer was carried out to ascertain the suitability of the aggregates and filler for the
SMA design. A feature of the design (based on a 0/12.5 grading) was that fibres could not be
used because the resultant material would be prohibitively expensive for the Turkish market. The
Olexobit ‘TS3’ binder (150 tonnes) was supplied direct to the contractor’s mixing plant prior to
mixing.

A limited plant mixing trial was carried out to ensure compliance with the specified grading. All
mixing was carried out by the asphalt contractor, Cemil Ozgur, at their asphalt plant about 30 km
from the road site. The road trial site is about 80 km south of Ankara on the southbound lane of
the Bala-Kulu section of the Ankara-Konya highway.

The Olexobit ‘TS3’ binder (150 tonnes) was supplied direct to the road contractor’s mixing plant
(Cemil Ozgur) prior to mixing. The tank storage was approximately 60 tonnes. It is recognized
that it is impossible to fully drain out a binder tank at the mixing plant and it is highly probable
that the first delivery would have been contaminated with about 1-2 tonnes of normal paving

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grade bitumen (60/70). However, this is considered to be typical. Binder samples taken from the
binder storage tank during the first day’s mixing showed slightly inferior properties to samples
taken a number of days later.

BP Bitumen provided recommendations for the mixing and compacting temperatures based on
the design mixture, also taking into account the requirements given in the Turkish SMA
standard. It was also stressed that, for compaction, only steel-wheeled rollers should be used,
without vibration if possible. A limited plant mixing trial was carried out to ensure compliance
with the specified grading. Adjustments were made on a number of occasions (both before and
during the trial) to cope with the higher than normal fine fraction (compared with AC
production). No initial laying trial was carried out at the plant.

The asphalt mixing plant is about 30 km from the road site. The road trial site is about 80 km
south of Ankara on the southbound lane of the Bala-Kulu section of the Ankara-Konya highway.
The trial site, comprising about 2,500 tonnes of SMA material laid 40mm thick, formed part of a
much larger contract to reconstruct the two-lane highway.

Apart from the SMA trial section, the remainder was surfaced with 40mm of an AC wearing
course mixture using 60/70 pen. The wearing course was laid on a recently reconstructed AC
base course (binder) layer. The weather conditions throughout the day (26th September 1999)
were sunny with little, or no, breeze. The ambient temperature was about 35°C. The surface was
lightly tack-coated before the application of the SMA material. The material arrived on site at
temperatures in excess of 175°C. No sheeting was used to cover the asphalt trucks. Laying
commenced at around 11:30 and it soon became clear that there were problems with the laying of
the material; they were:

 Binder drainage from some of the asphalt trucks.

 Binder rich areas in the middle 2m of the 6m paved width.

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The problems were effectively overcome by:

 reducing the binder content by 0.1 per cent (5.5 per cent)
 reducing the mixing temperature to 165°C maximum
 increasing the speed of the paver screws to ensure adequate transverse distribution
of material
 more carefully monitoring the composition at the mixing plant

Later compositional results from the asphalt mixing plant showed the mixture to be also low on
filler; this would have exacerbated the problems seen in the laid mat. Where there were binder
rich areas, they were treated by the application of 12.5 to 3 mm grit with the hope of soaking up
the excess binder.

Given that this was the first me the asphalt crews had experience in both an SMA type material
and the use of PMBs, these initial problems were almost to be expected. In fact, one could argue
that a lot of experience was gained in the first day of laying the PMB modified SMA. In
particular, it highlighted the need for good temperature and material quality control.
Additionally, it was noted that the paving operations stopped after each lorry load because of
there not being another lorry present to continue with the laying. It is recommended that the
paving should not commence one can guarantee a continual paving operation. This should ensure
a beer laid product.

Once these initial problems were identified and resolved, the material laid well and the
appearance of the surfacing was good. No testing was carried out on the finished surface, but the
texture appeared good. No application of grit (nominal size of 3mm) was made to provide for an
early life skidding resistance; it was assumed that, after a couple of weeks, the surface binder
film would be removed by the traffic to expose the coarse aggregate.

The revised recommendations mentioned earlier (above) were adopted by the asphalt contractor
for the remainder of the contract. Photographs 1 to 4 show the general paving and rolling
operations.

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The following key conclusions are made from the SMA road trial using Olexobit ‘TS3’ near
to Ankara, Turkey:

· A good working relationship, involving the Turkish Highway Authorties (TCK), Cemil
Ozgur, Enfalt, and BP Bitumen, resulted in close collaboration at all stages during the
development and placement of the SMA material.

· The 0/12.5 SMA mix design was satisfactory but could have been improved through the
use of beer quality filler. For a higher PMB binder content SMA mixture using these aggregates,
fibres would be required.

· There were problems initially with the laying but these were easily overcome, once the
causes had been identified. Many of the problems would have been solved prior to the actual
road trial if a plant trial had been carried out first.

CHAPTER NO:5

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CONCLUSION
Stone Mastic Asphalt has proved superior on heavily trafficked highways all over the world
during recent years. The use of SMA is increasing in popularity amongst road authorties and the
asphalt industry.

SMA’s longer service life gives it a beer return on investment than most alternative materials
even though the initial costs may be higher. Given that a life span increase of at least 5–10 years
can be obtained and that additional advantages covered earlier are gained, it is clear that the
choice of SMA can be a good investment.

As a result of different climatic conditions in individual areas, there must be limited differences
in mix specification relating to voids, binder content and binder stiffness. In wet and cold regions
a lower void content and higher bitumen content is used whilst in drier and warmer regions the
void content is generally higher and the binder content lower with a stiffer binder. However,
aggregate grading should remain fairly consistent other than in exceptional cases such as wearing
course for airport runways.

To gain the maximum benefit from SMA it is important to ensure that the mixture is well
designed and a high standard of production and lying is maintained.

STONE MASTIC ASPHALT – The asphalt pavement for the New Millennium.

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Fig.5.1

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CHAPTER NO:6

REFERANCE

1. AAPA (2000) Stone Mastic Asphalt Design and Application Guide, AAPA
Implementation Guide IG-4

2. Austroads (2002) Asphalt Guide AP-G666/02

3. Austroads (2003) Selection and Design of Asphalt Mixes: Australian Provisional Guide.
APRG Report 18, ARRB Transport Research

4. Austroads (2003) Guide to the selection of road surfacing, AP-G63/03

5. Troutbeck.R, Kennedy.C 2005, ‘Review of the use of Stone Mastic Asphalt (SMA)
surfacing by the Queensland Department of Main Roads’, Queensland University of Technology

6. Woodward, WDH., Woodside, A.R., Jellie, J.H. 2005 ‘Early and mid life SMA skid
resistance’, International Conference Skid Resistance, Christchurch, New Zealand

7. European Asphalt Pavement Association. 1998. Heavy Duty Surfaces. The Arguments for
SMA

8. National Asphalt Pavement Association, U.S.A. 1994. Designing & Construction SMA
Mixtures-State-of-the-Practice .

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