Improving Canadian Performance of SMA by Maximizing Best Practices

Improving Canadian Performance of SMA
by Maximizing Best Practices
James A. Scherocman, P.E.

Consulting Engineer
Cincinnati, Ohio
Susan Tighe, Ph.D., P.Eng.

Canada Research Chair in Pavement and Infrastructure Management
Department of Civil Engineering, University of Waterloo
Waterloo, Ontario
Acknowledgement
The authors greatly appreciate the Canadian Technical Asphalt Association for accepting this paper and
we extend a special thanks to the editor Leonard Dunn for his patience.
© Canadian Technical Asphalt Association, 2005

338 IMPROVING CANADIAN PERFORMANCE OF SMA THROUGH BEST PRACTICES
ABSTRACT
Stone Mastic Asphalt (SMA) is a durable, rut resistant mix that relies on a stone-on-stone contact to
provide strength while utilizing a rich mortar binder to provide durability. It has been used in Canada
since 1990 and in the United States since 1991. Although it provides many technical and economic
benefits, SMA requires detailed attention during the production and placement process. The stone-on-
stone contact which provides the durability of the mix can be achieved through proper gradation and the
use of hard durable aggregate. In addition, the mix must be properly designed in terms of the asphalt
content, the associated air void content, and the appropriate design for voids in the mineral aggregate must
be selected. Finally, the mix must meet moisture susceptibility and draindown requirements. In order to
achieve a good product in the field, special attention must be given to ensure good production and
construction practices.
At the 2004 Canadian Technical Asphalt Association Contractor’s Workshop, which focused on SMA
pavements, it was evident that contractors, consultants, and transportation agencies are struggling to
achieve quality with these pavements. Various problems had been identified ranging from mix design
issues related to the use of fibers, to plant production problems associated with the addition of fines, to
compaction issues, and draindown in the field. This paper is thus directed at providing state of the art
practice in SMA pavements in the Canadian context.
RÉSUMÉ
L’enrobé à matrice de pierre SMA est un enrobé durable, résistant à l’orniérage qui compte sur un contact
pierre sur pierre pour assurer la résistance alors qu’il utilise un riche liant de mortier pour procurer la
durabilité. Il a été utilisé au Canada depuis 1990 et aux États-Unis depuis 1991.Bien qu’il procure
plusieurs avantages techniques et économiques, le SMA nécessite une attention particulière durant le
processus de production et de pose. Le contact pierre sur pierre qui procure la résistance à l’enrobé peut
s’obtenir par une granularité appropriée et l’emploi de granulats durs et durables. En outre, l’enrobé doit
être conçu adéquatement en termes de teneur en bitume, de teneur en vides associée et le bon design de
vides dans le granulat minéral doit être fait. Finalement, l’enrobé doit satisfaire les exigences de
susceptibilité à l’humidité et de drainage vertical. Pour obtenir un bon produit sur le chantier, une
attention spéciale doit être porté pour assurer des bonnes pratiques de production et de construction.
À l’atelier 2004 des entrepreneurs de l’Association technique canadienne du bitume, qui portait sur les
revêtements SMA, il était évident que les entrepreneurs, les consultants et les agences de transport se
débattaient pour obtenir de la qualité avec ces revêtements. Divers problèmes ont été identifiés allant des
problèmes de formulation reliés à l’utilisation des fibres, aux problèmes de production en centrale associés
à l’ajout des fines, aux problèmes de compactage et le drainage vertical en chantier. Cet article veut donc
procurer un état de la pratique des revêtements SMA dans le contexte canadien.

SCHEROCMAN & TIGHE 339
1.0 INTRODUCTION
Stone Mastic Asphalt (SMA), also called Stone Matrix Asphalt, is a durable, rut resistant mix that relies
on stone-on-stone contact to provide strength while utilizing a rich mortar binder to provide durability. It
has been used in Canada since 1990 and in the United States since 1991 [1-7] and in Europe for more than
twenty-five years [8]. Although the cost for this type of mixture is higher, the increased expected life of
the mix offsets this cost. There are several design factors that contribute to the success of this mix. These
include: stone-on-stone contact through proper aggregate gradation, use of hard, durable aggregate,
properly designed binder content and associated air void content, appropriate level of voids in the mineral
aggregate, and a minimum amount of binder draindown.
In addition, there are several good mix production and construction practices that need to be followed in
order to produce a durable mix on the roadway. These include good control of the aggregate stockpiles,
close control of the asphalt plant mix temperatures, proper loading of the haul trucks, a uniform amount of
mix in the paver hopper and on the augers in front of the screed, and the use of the screed in the vibratory
mode. Hand placement of the SMA mix should be avoided. In order to achieve the required minimum
amount of density, proper compaction equipment and rolling techniques should be applied.
At the 2004 Canadian Technical Asphalt Association (CTAA) Contractor’s Workshop which focused on
SMA pavement design and construction, it was evident that contractors, consultants, and transportation
agencies are struggling to achieve quality with this type of pavement. Various problems were identified
ranging from mix design issues related to the use of fibers, to plant production problems associated with
the addition of the fibers and the mineral filler, to draindown and compaction issues. This paper is thus
directed at providing the state of the practice for SMA pavements in the Canadian context.
The objective of this paper is to identify the key features associated with SMA pavements in terms of its
material components, overall mix properties, and construction related issues. In addition, the paper
focuses on how to go about achieving the best performance in the field. In short, the paper provides a best
practice guide for SMA pavement design and construction.
2.0 SMA MIX DESIGN
A SMA mix consists of a combination of aggregate, asphalt cement binder, and air voids, the same as a
dense graded asphalt concrete mix. An example of a SMA mix is shown in Figure 1. There are several
distinct differences in the two types of mix, however. A SMA mix typically contains more coarse
aggregate and less fine aggregate than a dense graded mix and most often requires the addition of some
type of mineral filler. Some SMA specifications specify the addition of cellulose fibers or mineral fibers
in the mix. Most SMA mixes incorporate a polymer modified binder [9-12].

Figure 1. Stone Mastic Asphalt Core
It is not the purpose of this paper to discuss in detail the finer aspects of the mix design criteria to be used
to produce a SMA mixture. It is the purpose however, to illustrate how some of those choices might have
a significant effect on the ability of an asphalt paving contractor to manufacture, place, and compact the
mix in the field.
2.1 Aggregate Properties
The coarse aggregate used to produce the SMA mix must meet certain properties. First, the material must
be crushed and contain at least 100 percent one fractured face and 90 percent two fractured faces.
Rounded gravel, even if crushed, should be used with caution since the interlock of the coarse aggregate
particles is what creates the strength of a SMA mix. Additional coarse aggregate requirements typically
include maximum Los Angeles abrasion loss, a maximum of flat and elongated particles, a maximum
sodium sulfate soundness loss, as well as a maximum absorption percentage.
The fine aggregate should also be highly crushed. A minimum Fine Aggregate Angularity (FAA) value of
45 should be required. Since the fine aggregate fills the voids in the coarse aggregate matrix, the fine
aggregate should be angular, preferably with a rough surface texture. Rounded natural sand should not be
incorporated into the mix and the fine aggregate should be 100 percent crushed. Additional fine aggregate
requirements typically include a maximum sodium sulfate soundness loss and a maximum liquid limit
value.
The required gradation of the combined coarse and fine aggregate has been a controversial issue. When
originally introduced into North America in 1990, the so-called 30 - 20 - 10 rule was used. This meant
that 30 percent of the aggregate was supposed to pass the 4.75 mm sieve, 20 percent pass the 2.36 mm
sieve, and 10 percent pass the 0.075 mm sieve. For most of the early SMA projects, this design criteria
worked well.
In recent years, an additional criteria has been added. This criteria is based on the amount of Voids in the
Coarse Aggregate (VCA). It has been stated that in order to achieve stone-on-stone contact of the coarse
aggregate in the SMA mix, the VCA of the whole SMA mixture should be less than the VCA of the coarse
aggregate fraction alone. The VCA is determined using the dry rodded unit weight test. Inclusion of the
VCA value in the specifications has generally resulted in SMA mixes that are much coarser than the
original SMA mixtures.
Typical combined aggregate gradations currently found in many SMA specifications require 20 to 28
percent passing the 4.75 mm sieve, 16 to 24 percent passing the 2.36 mm sieve, and 8 to 12 percent
passing the 0.075 mm sieve. Some mix designers attempt to limit the amount of material passing the

0.075 mm sieve to a range of 8 to 10 percent. The actual gradation used depends on many factors, not the
least of which is the affect of gradation on the volumetric properties of the mix.
2.2 Mineral Filler
Special care should be given to the type and quantity of the mineral filler that is incorporated into the
SMA mix. A mineral dust is the best material to use since it is inert. Limestone dust, if available, is
perhaps the most desirable mineral filler. Baghouse fines from the aggregate drying process can be used,
but that material must be angular. In order to obtain enough baghouse fines to achieve the specified
amount of aggregate material passing the 0.075 mm sieve (8 to 12 percent), a contractor would have to
collect and store the baghouse fines ahead of time in order to have enough of that material to meet the mix
design requirements.
Several materials should not be used as mineral filler. Portland cement and hydrated lime, if used in
amounts exceeding about two percent by weight of mix can stiffen the SMA mix excessively. In some
cases, high amounts of either or both of these two materials can cause the mix to crack quickly in cold
climates. Fly ash is also not recommended due to its round, smooth particle shape. The use of fly ash for
mineral filler can result in a SMA mix that becomes difficult to compact due to tenderness (even with a
stiff SMA mix).
2.3 Binder Properties
Many early SMA projects were completed using standard, non-modified binder materials. The original
SMA mixes used viscosity graded asphalt such as Asphalt Cement (AC) 20 or AC 10. Others used
penetration graded asphalt such as 85 - 100 or 120 - 150. These SMA projects performed well.
The trend in recent years however, has been to use asphalt binders that meet the requirements of the
SuperpaveTM (Superpave) Performance Graded (PG) binder system. In Canada, those PG binders are
typically PG 64-22, PG 58-28, and PG 52-34, depending on traffic and climate considerations. For SMA
mixes however, polymer modified binder have increasingly been specified. Thus some of the grades
typically used have met the specifications for PG 70-22, PG 70-28, and PG 64-34.
The use of polymer modified binder has resulted in the SMA mixes becoming much stiffer. This, in turn,
has made these modified mixes much more difficult to hand work as well as compact.
2.4 Use of Fibers
Fibers, both cellulose and mineral types, have been used in many SMA mixtures. The primary reason for
including the fibers has been to control the draindown of the binder material during mix storage, hauling,
and placing. Cellulose fibers, shown in Figure 2, are typically used at a rate of 0.3 percent by weight of
mix. Mineral fibers (Figure 3) are normally used at a rate of 0.4 percent by weight of mix. When fibers
are added however, it is normally necessary to increase the binder content in the SMA mix by 0.2 to 0.4
percent to compensate for the surface area of the fibers. More binder is used in order to control the
draindown of the binder in the mix.

Figure 2. Cellulose Fibers Figure 3. Mineral Fibers
SMA mixtures can be produced without draindown problems. The solution to the draindown situation is
not to necessarily add fibers but to control the production temperature of the mix at the asphalt plant and
to select the proper binder content for the mix. If mix temperature and binder content are properly
determined and controlled, it is not necessary to add fibers to the SMA mix. Fibers add cost to the mix.
Fibers also add cost to the mix production when being added to the mix at the asphalt plant.
If polymer modified binder is used, and if the amount of binder is determined based on the results of the
two preconstruction test sections, the use of fibers can be eliminated. This is discussed in Section 3.0.
2.5 Volumetric Properties
Some SMA specifications require a minimum amount of Voids in Mineral Aggregate (VMA) in the mix.
In addition, these same specifications also require a minimum binder content. The minimum VMA
content is sometimes set at 17.0 percent with a minimum binder content of 6.0 percent by weight of mix.
These two minimum values are often difficult to jointly achieve during the mix design process. If the
same minimums are applied to the actual plant produced mix, it can be very, very difficult for the
contractor to meet the specification limits.
Some SMA mix design specifications set the air void content of the mix at 4.0 percent during the design
stage. Some use a value of 3.0 or 3.5 percent. Once the air void content is set and the minimum VMA
content is established, the amount of binder that can be added to the mix is also predetermined. Setting a
minimum VMA content, a minimum binder content, and a design air void content is incorrect.
When a highly crushed combination of coarse and fine aggregate is compacted, a high VMA value is
normally achieved. That void space within the aggregate is then filled with binder (including the amount
of binder absorbed by the aggregate). The addition of the binder is complete when the design air void
content is reached. Depending on the type of aggregate used, the absorption of that aggregate, and the
gradation of the combined coarse and fine material, it normally is very difficult to meet the minimum
VMA content of 17.0 percent and a minimum binder content of 6.0 percent. A contractor (or mix
designer) could spend many hours and many dollars trying to meet the minimum mix specifications.
What would happen, for example, if the mix design showed a VMA level of 17.0 percent but the binder
content was determined to be only 5.8 percent because the design air void content was set at 4.0 percent?
The binder content would meet the minimum specification limit of 6.0 percent if the air void content had
been set at 3.0 percent instead of 4.0 percent. This example illustrates that there likely will not be any
difference in performance, despite the fact that there are differences in the air void content.

The design air void content of the mix needs to be set in the specifications. The minimum VMA content
also needs to be specified but not necessarily at a minimum of 17.0 percent. A minimum level of 16.0
percent would result in a perfectly acceptable mix, with the required stone-on-stone contact. If the
minimum VMA content is set and the design air void content is set, then the binder content is therefore,
preset. There is no technical basis for setting the minimum VMA level at 17.0 percent. Further, there is
no technical basis for setting the minimum binder content at 6.0 percent.
The VMA value determined for a given combination of aggregate in the laboratory will typically not be
achieved in the plant produced mix. It will be lower, usually by 0.5 to 1.0 percent. The “optimum” binder
content, determined in the laboratory, will still be added to the plant produced mix, however. This will
result in a mix that will have too much binder. This will also result in a mix that will have a tendency to
drain down during mix storage, hauling, and placing.
3.0 CONSTRUCTION OF TWO TEST SECTIONS
Before a discussion can begin on the production, placement, and compaction of a SMA mix, it is strongly
suggested that two test sections be constructed off site from the actual paving project. The purpose of
these two test sections is to confirm the design binder content of the mix.
During the mix design process, as discussed above, the compactive effort applied to the SMA mix is
significantly different than the compactive effort applied to the mix by a vibratory roller. Due to the
angularity and the amount of coarse aggregate incorporated into the mix, the aggregate interlocks during
the compaction process, providing the strength of the SMA mix. The amount of the interlock determines
the Voids in Mineral Aggregate (VMA) content of the mix. The binder content of the mix then is a
function of the VMA and the selected design Air Void (AV) content. A higher VMA content results in a
higher binder content in the mix for a given AV content.
In the laboratory, a Marshall hammer or a Superpave gyratory compactor is typically used to compact the
SMA mix. Due to the amount of coarse aggregate interlock and the force applied by either compactor, the
resulting VMA content of the compacted mix is relatively high, usually in the range of 16 to 18 percent.
This high VMA obviously results in a high binder content in the mix
In the field however, the compactive effort applied to the “same” mix with a double drum vibratory roller
is much greater than the compactive effort applied by either the Marshall hammer or the Superpave
gyratory compactor, particularly if the vibratory roller is operated in the vibratory mode at a high
frequency and a low amplitude. The SMA mix will typically compact much more under the roller than in
the laboratory. This results in a much lower VMA content in the field and a mix that contains too much
binder. The excess binder content in the plant produced, roadway compacted mix, results in a mix that has
severe draindown problems and bleeding problems.
3.1 Excessive Binder Content
It is relatively easy to decide if the plant produced SMA mix has too much binder content. Visually, a
properly designed SMA mix should have a heavy coating of binder material on each coarse aggregate
particle. There should be no carryover or bridging of the binder material however, from one coarse
aggregate particle to an adjacent coarse aggregate particle. Each coarse aggregate particle should sit up
prominently in the mix, similar to the aggregate particles in a chip seal or surface treatment. If there is an

excess of binder material in the mix, the binder will extend between the adjacent coarse aggregate
particles instead of just being around the coarse aggregates. This is illustrated in Figure 4.
Figure 4. Excess Binder Content
3.2 Test Section Binder Contents
It is recommended that two separate test sections be constructed, using plant produced SMA mix, before
full production of the mix begins for paving the roadway. Those two test sections should be constructed
off site. Suitable locations would be in places where high speed traffic would not travel over the test
sections in the future, such as a parking lot or roadway shoulder.
Assume that the laboratory “optimum” binder content for the SMA mix is 6.3 percent, by weight of mix.
This value was determined using a Superpave gyratory compactor. For the two field test sections, it is
recommended that the first section be produced at a binder content that is 0.1 percent higher than the
design binder content. The second test section should be produced using a binder content that is 0.4
percent less than the design binder content.
Approximately 50,000 kg (50 tonnes) of SMA mix should be placed in each test section. Compaction of
each test section should be accomplished using the same compactive effort that will be used during the
actual construction process. A double drum vibratory roller, operated in the vibratory mode at high
frequency and low amplitude, is the recommended compaction procedure. Four passes over each point in
the pavement surface should be made with the vibratory roller. The density of each test section should
then be measured using at least six cores cut from each of the two sections.
A visual assessment should be made of the amount of bridging of the binder that has occurred between
adjacent coarse aggregate particles. If any bridging is present, the binder content is probably too high in
that test section. It is expected that bridging will be observed in the high binder content mix but not in the
low binder content mix. This is due to the fact that the compactive effort of the vibratory roller is much
more efficient at accomplishing the interlock between the coarse aggregate particles than is either of the
two laboratory compactors.
If the required level of density is obtained in the test section with the binder content that is 0.4 percent
below the “optimum” laboratory design, it is recommended that the binder content for the plant produced

mix be reduced from the laboratory design value. This will prevent draindown and bleeding of the mix
during haul, placement, and compaction.
4.0 SMA MIX PRODUCTION
There are a number of variables that directly affect the production of the SMA in an asphalt plant, either
batch plant, parallel flow drum mix plant, or counter flow drum mix plant. Those factors include: (1) the
high percentage of coarse aggregate in the mix which affects the drying process, (2) the need to add
mineral filler uniformly to the mix, (3) the need to add cellulose fibers or mineral fibers to the mix, (4) the
effect of mixing temperature on the amount of draindown of the SMA mix, and (5) the length of time that
the mix can be temporarily stored in the surge bin or storage silo.
4.1 Drying the Aggregate
A typical SMA mix, regardless of its maximum coarse aggregate size, contains a reduced amount of fine
aggregate compared to a normal dense graded asphalt concrete mixture. In general, a SMA mix has 30
percent or less of the total amount of aggregate passing the 4.75 mm sieve. As the amount of fine
aggregate in the mix decreases, the amount of surface area in the mix also decreases. Consequently, the
amount of heat transfer from the plant burner exhaust gases to the aggregate also is reduced. It thus
becomes more difficult to completely dry all of the aggregate. The problem is further magnified if the
coarse aggregate is highly absorptive.
The percentage of coarse and fine aggregate in a mix thus affects the ability to dry the aggregate material
as it passes through an aggregate drier on a batch plant and through the mixing drum on a parallel flow or
a counter flow drum mix plant. As the percentage of coarse aggregate incorporated into the mix increases,
the efficiency of the drying process decreases somewhat. This is due to the reduction in the amount of
surface area of the combined aggregate materials. Since a SMA generally has 30 percent or less of the
total aggregate passing the 4.75 mm sieve, the total amount of surface area is lessened compared to a
normal dense graded asphalt concrete mixture. It has been found that the temperature of the fine
aggregate material is typically higher than the temperature of the coarse aggregate material when both the
coarse and fine materials are being dried inside the same dryer at the same time.
In order to completely dry the high percentage of coarse aggregate in the SMA mix, it is necessary to
operate the aggregate dryer or mixing drum at as high a capacity as possible. Every asphalt plant, whether
batch plant or drum mix plant, comes with a manual and a chart which contains data on the production
rate versus the average moisture content of the incoming combined coarse and fine aggregate material.
For the average incoming moisture content, the plant should be run at full capacity in order to successfully
remove all of the moisture from both the coarse and fine aggregate. A plant that is producing SMA mix
that is run at half of its rated capacity may leave a significant amount of moisture inside the coarse
aggregate particles. This internal moisture will have a significant effect on the amount of draindown that
might occur in the mix during storage, hauling, and placement on the roadway.
4.2 Adding the Mineral Filler
The amount of aggregate passing the 0.075 mm sieve in a SMA mix is typically in the range of 8 to 12
percent. Since most dense graded asphalt concrete mixes typically permit a range of 2 to 6 percent
passing this same sieve, it is generally necessary to add mineral filler to the fine aggregate in order to

achieve the required total aggregate gradation. The uniform addition of the extra mineral filler is critical
to the ultimate durability of a SMA mix.
Regardless of the type of asphalt plant used to produce the SMA mix, in most cases it is necessary to
modify the plant in order to add the extra mineral filler material. In a batch plant, the mineral filler should
be moved pneumatically from a mineral filler storage bin to the weigh hopper on the plant. A separate,
dedicated line should be added to the plant for this purpose. The mineral filler should be added as just
another aggregate, typically just after the fine aggregate is weighed out of its hot bin. The mineral filler
needs to be “sandwiched” between the other aggregates in the weigh hopper so that it does not leak
through the discharge gates of the weigh hopper into the pugmill. If the mineral filler is added in this
manner, it will be necessary to modify the entry sequence of the aggregates delivered from the hot bins on
the batch plant.
Due to the increase in the amount of material passing the 0.075 mm sieve with the added mineral filler, it
may be necessary to slightly increase the wet mix time in the pugmill to assure that all of the aggregate is
completely coated. If, for example, the dry mix time for a normal dense graded mix was one second and
the wet mix time was 27 seconds, it may be necessary with the production of a SMA mix to increase the
wet mix time to 29 or 30 seconds to assure complete coating of all the aggregates. No change is normally
needed in the dry mix time. If the total mixing time for a dense graded mix was normally 34 seconds for a
4,000 kg batch, the total mixing time to produce the same quantity of SMA mix might be extended to 36
or 37 seconds.
For a parallel flow drum mix plant, the mineral filler should be entered into the mixing drum in one of two
ways. If the amount of added mineral filler is relatively small (less than five percent), it is generally
feasible to add the filler together with the baghouse fines through the baghouse fines return line, as shown
in Figure 5. The mineral filler feed line is tapped into the baghouse fines return line outside of the mixing
drum and both materials are delivered into the drum together. If the amount of mineral filler is greater, a
separate, dedicated mineral filler feed line is normally needed. This line enters the rear of the parallel flow
drum mixer at the same point that the baghouse fines return line and the binder feed line does (see Figure
6). The mineral filler and the baghouse fines are both deposited into the mixing drum at the same point,
immediately upstream of the binder injection point. The mineral filler and the baghouse fines are both
coated with the binder before the two very fine materials have a chance to be exposed to the high velocity
burner exhaust gases and carried back out of the drum back to the baghouse.
Figure 5. Mineral Filler Silo Figure 6. Mineral Filler Feed Line

For a counter flow drum mix plant, the mineral filler should be entered into the mixing drum outside of
the exhaust gas airflow. Depending on the amount of mineral filler that needs to be added, the filler can
be added to the baghouse fines return line and deposited into the mixing area on the counter flow drum in
combination with the baghouse fines. If the amount of added filler is more than five percent of the total
weight of the aggregate, a separate mineral filler feed line should be employed to carry the mineral filler
from the storage silo into the mixing section of the drum. On some plants, this can be accomplished
pneumatically. On other plants this is done using an auger feed system. In either case, it is very important
that the mineral filler be kept out of the burner exhaust gas airflow so that the material does not become
airborne and get carried into the baghouse.
Some contractors have attempted to add the mineral filler directly into the cold feed bins on the asphalt
plant. This is not a recommended practice for several reasons. First, the mineral filler which is dry
becomes damp when it is in contact with the other aggregate in the cold feed bin. Second, the material has
a great tendency to become airborne inside the aggregate dryer on a batch plant or the mixing drum on a
drum mix plant. When airborne, it enters the baghouse and, depending on the amount of filler carried out,
can plug up the baghouse. Third, due to the great quantity of material being fed back into the dryer or
mixing drum from the baghouse, it is very possible to plug up the fines return line.
The uniform addition of the mineral filler is extremely important for the production of a SMA mix that has
consistent mix properties and binder content. The uniform addition of the mineral filler is one of the
primary problem areas related to the production of the SMA mix, regardless of the type of asphalt plant
employed to manufacture the mix. To achieve the most consistent results, it is recommended that a
separate fines feed system be used to add the necessary amount of mineral filler into the plant.
4.3 Addition of Fibers
Some SMA mixes require the addition of cellulose fibers or mineral fibers to the mix in order to prevent
draindown of the binder during mix storage, hauling, and placement. Typically 0.3 percent cellulose
fibers or 0.4 percent mineral fibers are specified. It is known however, that draindown of the binder can
be prevented without the addition of fibers by simply controlling the binder content of the mix and by
controlling the mixing temperature at the plant.
In a batch plant, the fibers can be manually added directly to the pugmill after all of the aggregate has
been discharged from the weigh hopper, as shown in Figure 7. The fibers can also be entered into the
weight hopper between the different aggregates as they are discharged from the hot bins. In either case, a
separate pneumatic line is needed to transport the fiber from the supply unit to the plant. Because the
batch plant operates on an intermittent basis, the fiber feed system must be capable of starting and
stopping between batches of SMA mix. In some cases, if the feed of the fibers is not properly interlocked
with the flow of the aggregates, non-uniform addition of the fibers can result.

Figure 7. Adding Fibers into the Pugmill
In a drum mix plant, the fibers must be moved pneumatically into the plant. This is illustrated in Figure 8.
Because the plant operates on a continuous basis, the introduction of the fibers is typically easier than in a
batch plant. The feed system for the cellulose or mineral fibers can run all the time. This makes it easier
to add a uniform amount of fiber to the mix at all times. The fibers are typically added into the mixing
drum on a parallel flow drum mix plant at the same location where the baghouse fines and the mineral
filler is added. The same is true for a counter flow drum mix plant.
Figure 8. Moving Fibers Pneumatically
One of the main problems with the use of fibers is uniformly adding this material to the mix. Since the
fiber is moved pneumatically, it is very important that the required amount of fiber be introduced into the
plant. If the fiber clumps up for some reason, it is possible to introduce too many fibers into part of the
mix being produced and too little fibers into other parts of the SMA mix. The non-uniform addition of the
fibers will have a dramatic affect on the amount of draindown that might occur in the mix as well as on the
stiffness of the mix.
A contractor has to make several modifications to his plant, be it a batch plant or a drum mix plant, in
order to properly produce a SMA mix. The mineral filler feed system and the fiber feed system (if used)
need to be properly engineered before production of the mix begins. The cost of modifying the plant
needs to be included in the bid for the SMA material. If either the mineral filler or the fibers are added in
an inconsistent manner, a mess will be the result on the roadway behind the paver.
4.4 Controlling Mix Discharge Temperature
A SMA mix, particularly one that contains polymer modified asphalt cement, a high amount of mineral
filler, and fibers is a stiff mix. Consequently, there is a tendency for the paving crew personnel to ask the

plant operator to increase the discharge temperature of the mix so that they can hand work the material
more easily and achieve the necessary level of compaction. Increasing the mixing temperature of a SMA
mix however, can result in draindown of the mix during hauling and placing operations.
A SMA mix has a relatively high binder content compared to a normal dense graded asphalt concrete mix.
Even with the incorporation of cellulose or mineral fibers, the amount of draindown that will occur in the
mix is directly proportional to the discharge temperature of the mix from the plant. Increasing the mix
temperature significantly increases the chance for draindown of the binder during mix storage, haul, and
placement.
The mixing temperature for the SMA mix should be set depending on the grade of the binder material
being added to the mix. That mixing temperature should not be indiscriminately increased. It is very
important to monitor this closely to prevent draindown of the binder material. The mixing temperature is
one of the two primary factors that control the amount of draindown in the SMA mix.
4.5 Mix Storage
The temporary storage of the SMA mix in a surge or storage silo should be limited to no more than two
hours. An increase in storage time is typically related to an increase in the amount of draindown of the
binder from the mix during storage. While there have been a number of SMA projects constructed in
North America where the SMA mix storage time has exceeded two hours, the potential for draindown
problems is so great that while the two hour storage time maximum may be conservative, it is also
realistic.
If possible, depending on the progress of the paving, the surge silo should be kept relatively full. The
greater the amount of mix held in the silo, the more the SMA will retain its temperature due to the mass of
material in the silo. If the silo is permitted to run low, there will be a tendency for the mix in the silo to
cool somewhat. This may reduce the potential for draindown but will also increase the problem with
obtaining the required level of density in the mix on the roadway with the compaction equipment.
4.6 Loading the Haul Trucks
It is very important to assure the whole truck bed is well coated with a release agent, such as a soap or
lime water solution. The primary objective of the release agent is to prevent the SMA mix from sticking
to the sides and bottom of the truck bed. Due to the high binder content in the mix and the possibility of
draindown, it may be very difficult to completely empty the truck unless the release agent completely
covers all of the truck bed, as shown in Figure 9. In addition, a heavier coating of release agent may be
necessary to eliminate the sticking problem.

Figure 9. Mix Sticking in the Truck Bed
If end dump type haul trucks are used to deliver the SMA mix from the plant to the paver, it is important
that the truck be loaded in three drops of mix from the silo. The first portion of the mix should be
delivered into the front part of the truck, against the front bulkhead. The truck should then be driven
forward under the silo and the second drop of mix placed in the back part of the truck, against the tailgate.
The haul truck should then be backed up and the third drop of mix placed in the center of the length of the
truck-bed, between the first and second drops of mix. This type of loading process will reduce the
distance that the coarse aggregate can roll and significantly reduce the potential for segregation.
If bottom dump or belly dump type haul trucks are used, it is also important that the truck be loaded in
three drops of mix from the silo. The first portion of the mix, probably between 70 and 80 percent of the
total amount of mix being loaded, should be delivered into the center portion of the truck-bed, directly
over the discharge gate. The truck should then be driven forward and 15 to 10 percent of the mix should
be placed in the front portion of the length of the truck-bed. Once this process has been completed, the
truck should be moved backward and the remaining 15 to 10 percent of the mix delivered into the rear
portion of the bottom dump truck. Again, this type of loading process will reduce the distance that the
coarse aggregate in the SMA mix can roll and significantly reduce the potential for segregation.
If the haul trucks are loaded properly, it generally is not necessary to tarp the haul truck loads. A crust
will form on the top of the load while it is being transported from the plant to the paver. The crust will
protect the remainder of the mix from cooling and will break up readily as the mix is being unloaded into
the paver hopper or into a windrow if a bottom dump truck process is used.
5.0 MIX PLACEMENT
In most instances, the placement of a SMA mix is not significantly different from the placement of a dense
graded or open graded asphalt concrete mix. Because the SMA mix consists of a large amount of coarse
aggregate, segregation is generally not a major problem. The biggest single difference is that it is very
difficult to hand work this mix. In addition, the amount of mix roll down under the compaction equipment
is typically half of the decrease in thickness for a dense graded asphalt concrete mix.

5.1 Unloading the Haul Trucks
If end dump type haul trucks are being used to deliver the SMA mix, it is important that the mix be
delivered “in a mass” into the paver hopper. Ideally, the tailgate on the truck should remain closed and the
truck-bed raised into the air far enough for the load in the truck-bed to “break”. Once that has occurred,
the tailgate should be opened, and the paver hopper “flooded” with the SMA mix. If the paver hopper is
“half full”, the paver will not be moved backward when the mass of mix is delivered from the truck-bed
into the paver hopper.
If bottom dump trucks are used, the discharge gate on the truck should be opened and the mix delivered
into the windrow in normal fashion. No changes are needed in the truck unloading process.
5.2 Amount of Mix in the Paver Hopper
Regardless of the type of truck being used, the amount of mix in the paver hopper should be maintained at
a constant level at all times--the hopper should be “half full”. When all of the mix has been delivered
from the end dump type truck, the truck bed should be lowered and the truck pulled away from the paver.
At the same time however, the paver should be stopped. Not slowed down, but completely stopped,
quickly--what is termed in the industry as “rapid stop”. If the hopper remains half full, the mass of mix
remaining in the hopper will retain its heat for a longer period of time than if the hopper is emptied
between truckloads of mix.
If bottom dump trucks are used and all of the mix from the windrow has been picked up by the windrow
elevator, the paver should be stopped when the hopper is half full of mix. The “rapid stop” procedure
should be used. When more mix is placed in the windrow, the paver should move forward again, using a
“rapid start” procedure.
5.3 Head of Material in Front of the Screed
To achieve a quality pavement, it is very important to maintain a constant amount (head) of material on
the augers in front of the screed. This practice is necessary when placing both SMA, as well as dense
graded asphalt concrete mixtures. The SMA mix is relatively stiff and creates a force on the leading edge
of the screed as the paver moves forward and the mix passes under the screed. If the amount of mix on the
augers in front of the screed is reduced, the angle of attack of the screed (ski angle) will be reduced and a
dip will be built into the surface of the new mat. If the amount of mix on the augers in front of the screed
is increased, the angle of attack of the screed will also be increased, resulting in a bump being constructed
in the surface of the new mat.
When the SMA mix is being fed from the paver hopper to the augers and the screed, it is very important
that the augers be set to run as close to 100 percent of the time as possible. Given the stiffness of the
SMA mix, a change in the amount (force) of mix on the augers will greatly affect the angle of attack of the
screed. When the augers are continuously turning and mix is continuously being moved across the front
of the screed, the angle of attack of the screed should remain constant. This will result in a constant
pavement thickness on the roadway.
When the augers run intermittently, the force of the mix on the leading edge of the screed changes and the
screed “hunts”, moving up and down as the amount of mix, and thereby the force, changes. This change
in force will directly affect the smoothness of the mat being placed. It is also essential that the amount of
SMA mix be kept within +/- 25 mm from the center of the auger shaft.

A change in the temperature of the SMA mix, when it is being moved on the augers, will also directly
affect the smoothness of the mat being constructed. If the SMA mix is cold, i.e. because of a delay in
delivery or very low ambient temperatures, the cold mix will be stiffer and increase the force against the
leading edge of the screed. An increase in pavement layer thickness will be the result. If a hot load of
SMA is delivered from the plant, the reduced stiffness of the mix will result in a decrease in the force
against the screed and a dip will be built into the new mat. Thus it is important to maintain a constant mix
temperature in the SMA mix when it is being delivered to the paver and carried through the paver.
5.4 Use of the Vibratory Screed
Many paver screed operators will turn off the vibrators on the screed. This is because when the vibrators
are running, it is uncomfortable for the screed operator to stand on the screed catwalk. It is much more
comfortable to ride on the screed (instead of having to walk) when the vibrators are not being used.
Unfortunately, for placement of a SMA mix, turning off the screed vibrators is not a smart thing to do.
Because the temperature of the SMA mix is the highest it is going to be when it passes from under the
screed, applying compactive effort to the mix at that point is very beneficial in achieving the required
level of density in the mix. Because interlock of the coarse aggregate is necessary to achieve the strength
in the SMA mix, anything that can be done to increase that amount of interlock (compaction) obtained
while the mix is at its highest temperature is very helpful in reaching the final density in the mix. For the
placement of the SMA mix, it is very important that the screed be operated in the vibratory mode. The
frequency of the screed should be set as high as possible and the amplitude setting on the screed should
also be at the maximum level.
In most cases, it is only necessary to heat the screed for the first ten or fifteen minutes at the start of
paving. The SMA mix, if the temperature is correct, will flow properly under the screed. If the mix being
delivered from the plant however, is below the desired temperature, it may be advantageous to use the
screed heaters to slightly improve the temperature of the mix while it is passing under the screed. In
addition, if the mix contains too much binder material and is very sticky, use of a heated screed may be
helpful in allowing the mix to move under the screed without tearing.
5.5 SMA Layer Thickness
It is important to realize that a SMA mix does not “roll down” as much as a conventional dense graded
asphalt concrete mixture. The amount of roll down for a dense graded mix is typically taken to be about
25 percent. This means that the mix must be placed about 31 mm thick “loose” to achieve a compacted
thickness of 25 mm, a reduction of 6 mm to obtain the desired 25 mm compacted thickness. If the
compacted layer thickness was specified to be 40 mm, a dense graded mix would necessarily need to be
placed to a loose thickness of 50 mm under the paver screed.
A typical SMA mix rolls down only about half as much as a dense graded asphalt concrete mix. This
means that to achieve a compacted thickness of 25 mm, the mix needs to be placed only 28 mm thick at
the back of the paver screed. For a compacted thickness of 40 mm, the SMA mix should be constructed
only 45 mm thick in “loose” form.

5.6 Hand Work
It is extremely difficult to move and spread SMA mix by hand--by shovel, rake, or lute. The mix is very
stiff and sticky, particularly if the binder material is polymer modified. The SMA mix therefore, should
be used primarily for mainline paving, where the mix can be placed by a paver. If it is necessary to hand
place the SMA mix, several factors should be considered.
First, the mix is very, very difficult to move long distances (more than 1 meter) by hand. Thus the mix
should be deposited as close to the area where it is needed as possible, either from the haul truck, the
paver hopper, or the paver screed.
Second, as discussed above, SMA normally rolls down only half as much as a conventional dense graded
asphalt concrete mix. Any mix which is placed by hand however, will be fluffier than the same mix
placed by the paver screed. Thus, a typical rule of thumb is that a dense graded mix placed by hand will
need to be approximately 40 to 50 percent greater in loose depth in order to be compacted to the desired
layer thickness. For a SMA mix that is hand placed however, the amount of roll down will still be less
than a normal dense graded asphalt concrete mix. In this case however, the extra thickness for the hand
placed SMA mix will only need to be in the range of 20 to 30 percent greater than the final compacted
mix.
Third, the SMA mix needs to be compacted while the mix temperature is high if the required level of
density is to be obtained. A SMA mix does not cool any faster than a conventional mix. However,
because of the stiffness of the mix, it is much more difficult to achieve density if the mix is cool or cold.
Further, mix that is moved by shovel, rake, or lute will cool while it is being manipulated. Thus had
placement of SMA mix should be discouraged.
5.7 Draindown and Fat Spots
For several reasons, draindown of the binder material sometimes occurs during the haul of the mix from
the plant to the paving site. Draindown also shows up behind the paver as “fat spots”. Those locations of
extra binder material typically occur in pairs, one on either side of the centerline of the paver. Draindown,
as discussed above, is due to one or both of two primary problems. Either the temperature of the mix is
too high, or the binder content of the mix is too high, or both are too high. Draindown is one of the
biggest problems that occurs in the placement of the SMA mix.
Sometimes the fat spots will appear in the surface of the mat before the first roller pass occurs. Sometimes
the excess binder will not appear on the surface until after the first few roller passes are completed. In
either case, the resulting fat spots are difficult to correct. The only practical way to remove a fat spot once
it has appeared is by removing and replacing the SMA at that location. Such a repair is costly and may
affect the long term performance of the pavement. Allowing the fat spot to remain in place may
significantly affect the level of friction (skid resistance) available to a vehicle tire.
In many cases, the draindown occurs because the paving personnel are concerned with obtaining the
desired level of compaction of the SMA mix on the roadway. Thus, they request the plant operator to
increase the discharge temperature of the mix from the plant in order to obtain a higher mix temperature
when the mix passes from under the screed. This is not the correct solution to the compaction problem, as
discussed below. But, if a mess is desired on the roadway, increasing the mix temperature arbitrarily is
one way of accomplishing it.

Draindown and fat spots can be avoided by careful planning and proper attention at the asphalt plant. This
can be achieved by controlling the binder content of the SMA mix. This is also done by controlling the
production temperature of the mix. Attention to these two factors will eliminate the draindown of the
binder in the haul truck bed and will also eliminate the presence of excess binder content in the surface of
the SMA mat behind the paver. Three examples of draindown are shown in Figures 10, 11, and 12.
Figure 10. Draindown of the Binder Figure 11. Draindown of the Binder
Figure 12. Sanding the Draindown Areas
6.0 JOINT CONSTRUCTION
Using normal joint construction techniques can create problems when constructing a SMA pavement
layer. Because it is very difficult to hand work a SMA mix, the amount of mix that is placed by the paver
must be maximized and the amount of mix that is placed by hand must be minimized. In addition, the
amount of raking of the mix must absolutely be minimized.
6.1 Transverse Joints
A transverse joint must be constructed at the end of a paving pass. That joint should actually be built at
the point where the pavement thickness is consistent--where the amount of mix on the augers in front of
the screed is constant. When the end of the paving pass is reached, the screed should be picked up and the

paver turned around so that the paver hopper is facing the pile of mix. The extra SMA material should be
shovelled into the hopper of the paver.
At the transverse point where the uncompacted pavement thickness is constant, a vertical face should be
constructed in the mat. The remaining excess mix downstream of the joint should be moved, as quickly as
possible, out of the way and bond-breaking material (waxed paper or a very thin layer of sand or dirt)
should be placed on top of the existing pavement surface. The excess mix should then be shoved back on
top of the bond breaking layer to form a wedge or taper from the elevation of the new layer to the level of
the existing surface. The material in the taper needs to be compacted by the breakdown roller immediately
after the taper has been placed.
Because of the stiffness of the SMA material however, it will generally be very difficult to do any amount
of hand work when the mix is cool. This is illustrated in Figure 13. Thus the transverse joint needs to be
constructed in a few minutes between the time that the paver screed is raised to the time that the taper is
compacted. Because of the stiffness of the mix, the surface texture of the mix in the taper will typically be
very rough. Special attention should be given to the construction of the transverse joint.
Figure 13. Poor Transverse Joint Construction
When paving is scheduled to continue in the same lane, the mix in the taper should be removed and the
vertical face of the joint exposed. In general, an application of tack coat is not needed on the face of the
joint. The front edge of the paver screed should be placed directly over the vertical face of the joint. The
screed should be set up on blocks. It is very important, at this point, to realize that the thickness of the
blocks needs to be only half as thick as normal due to the limited amount of roll down of the SMA
material. The augers should then be filled with SMA mix to a level equal to the center of the auger shaft.
Once the proper head of material is achieved, the paver should pull off of the joint.
No raking of the SMA mix should be necessary if the blocks of the proper depth are used under the
screed. If a hydraulically extendable screed is used, the mix that has been placed in front of the
extensions, whether front mounted or rear mounted, should be removed with a shovel and wasted. This
extra mix should not be broadcast back onto the new SMA mat. Raking the excess mix back on to the
new mat is also incorrect because there is no place for that mix to go if the paver screed was properly set
when the paver pulled off of the blocks. With a SMA mix, the amount of hand work must be minimized.
6.2 Longitudinal Joints
When the first lane of the pavement is placed, the primary consideration is that the paver operator runs the
machine in a straight line. The stiffness of the SMA material will result in the mix remaining at a fairly

steep angle when it passes out from the end plate (edger plate) on the paver screed. There is no reason to
“tap the edge” of the mix along the joint.
The unsupported edge of the pavement should be rolled with a double drum vibratory roller, operated at
high frequency and low amplitude, with about 150 mm of the drum hanging over the edge of the joint. As
discussed in the section on compaction, four passes should be made over the unsupported edge, all with
the roller in the vibratory mode--up, back, up, and back. For each pass, the drum should be extended over
the edge of the lane by the 150 mm distance. If this is done, there should be no transverse movement of
the SMA mix at the edge of pavement. If the roller drum is kept just inside the edge of the lane however,
there is a great potential for the mix to be shoved sideways. Four passes of the roller should be adequate
to achieve the desired level of density at the joint when the adjacent lane is placed against the first lane.
When the second lane of SMA is constructed adjacent to the first lane, it is very important to limit the
amount of overlap of the “new” mix over the top of the compacted mix. The amount of overlap should be
no more than 25 to 30 mm. The end plate of the paver screed must be down tightly against the compacted
pavement surface to prevent mix from dribbling out from under the end plate and increasing the amount of
mix placed on the compacted mat. The new mat should be placed only about 20 percent higher than the
compacted mat. If the amount of overlap is limited, there is no reason or need to rake the longitudinal
joint. The minimal thickness of mix placed on the compacted lane should be left alone. Again, the most
important factor to assure the construction of a durable longitudinal joint with a SMA mix is to not rake
the mix at the joint.
Compaction of the longitudinal joint should be accomplished using a double drum vibratory roller,
operated at high frequency and low amplitude. The joint should be rolled from the hot side with about
150 mm of the steel drum hanging over the top of the compacted mix in the first lane, as seen in Figure
14. Four passes of the roller should be made over the joint, all with the roller in the vibratory mode. The
drum should overlap the joint, from the hot side to the cold side, on every pass by 150 mm. Due to the
stiffness of the SMA mix, it is very important for the vibratory roller to “get on” the mix directly behind
the paver and to get the joint compacted as quickly as possible.
Figure 14. Compaction of the Longitudinal Joint
7.0 MIX COMPACTION
Because of the aggregate gradation incorporated into the SMA mix, the material rolls down about half as
much in thickness as a normal dense graded asphalt concrete mix. This is due to the coarse aggregate
interlock in the mix. To achieve the required level of density, the SMA mix must be compacted while the
mix is hot.

There are a number of misconceptions related to the various types of compaction equipment that can be
used for SMA mixtures. Many people believe that the rollers can not get on a SMA mix when the mix is
at a high temperature--150°C. For steel drum rollers, this is simply not correct. Similarly, others believe
that a SMA mix can not be compacted with a vibratory steel wheel roller operated in the vibratory mode.
This is simply not correct. Further, some people also believe that a pneumatic tire roller can not be
employed to compact a SMA mix. This latter point however, is correct. A pneumatic tire roller can not
be used due to the high binder content in the mix, the use of a polymer modified binder, and pickup of the
mix on the tires of the roller, even if the tires are heated.
The minimum level of density achieved in the SMA mix should be 94 percent of the Maximum
Theoretical Density (MTD) of the mix. The maximum level of density should be set at 98 percent of the
MTD. Exceeding the maximum density level is generally not a concern. It is necessary to take advantage
of the high temperature of the mix in order to obtain the minimum level of density, however. The density
should be measured by cutting cores from the compacted roadway, not by using nuclear or non-nuclear
gauges, as discussed below.
7.1 Roller Patterns
The best practice to compact a SMA mix is to get on while the mix is hot, roll the mix four or five times,
and get off. Typically only one roller is needed. Depending on the job conditions, it is sometimes
advantageous to use two rollers side by side in the breakdown rolling position, as shown in Figure 15.
Different than the two rollers shown however, it is preferable to use two double drum vibratory rollers that
are the same make and model to assure that the density is the same on both sides of the paving lane.
Regardless of whether one or two breakdown rollers are used, a finish roller is normally not necessary.
The coarse aggregate in the SMA mix “keys in” quickly. Once that interlock is obtained, further rolling is
not needed. Indeed, additional rolling may be detrimental in that the interlock may be lost and the mix
might actually lose density with additional rolling.
Figure 15. Breakdown Rolling with a Vibratory Roller
The quality of the aggregate incorporated into the SMA mix should be good enough--have a low LA
Abrasion loss or Micro Duval test loss--to not be fractured by a vibratory steel wheel roller. If the coarse
aggregate quality is satisfactory, then it is highly recommended that the vibratory roller be operated in the
vibratory mode. The vibratory roller should be run at as high a frequency setting as possible for the actual
roller being used. The roller amplitude however, should be set at the lowest possible level. The roller
speed should be set for the frequency used to achieve at least 33 impacts per metre. This minimum
number of impacts per metre will allow both smoothness and density to be achieved.

The vibratory roller, operated at high frequency and low amplitude, should make at least four passes over
each point in the pavement surface. Depending on the width of the roller, discussed below, four passes--
up, back, up, and back--should be made over each point in the pavement surface. A “makeup pass” to get
the vibratory back up to the rear of the paver will be needed. That pass should be made, most likely in the
static mode, over the right wheel path.
7.2 Roller Widths for Breakdown Rolling
Ideally, the vibratory roller should be wide enough to cover the full width of the lane being placed in only
two passes, one on each side of the lane. For example, if the width of the mainline lane being placed is
3.65 m, the double drum vibratory roller should have a minimum width of 2.13 m. This would allow the
roller to overhang the unsupported edge of the mat, or the longitudinal joint between two lanes, by 150
mm. It would also provide for an overlap between roller passes in the center of the lane of 150 mm. Use
of the wide vibratory roller is the most efficient and effective way to achieve the required level of density.
The use of the wide vibratory roller also assures that the required level of density will be obtained without
problems.
If the roller is less than 2.13 m in width, such as a 1.98 m or 1.67 m, three passes of the roller will be
needed in the breakdown position in order to completely cover the width of a 3.65 m lane. This will
permit the edge of the steel drum to hang over the unsupported edge of the lane and/or the longitudinal
joint between two lanes by at least 150 mm and still maintain a minimum overlap of 150 mm between
roller passes in the interior of the lane. Again, at least four passes should be made, in high frequency and
low amplitude, over each point in the pavement surface. The “makeup pass” should again be made in the
static mode over the right wheel path.
7.3 Finish Rolling
If the breakdown rolling is completed when the mix temperature is high--above 120°C--there generally is
no need to use a finish roller on the mat. All the necessary density will be achieved--the coarse aggregate
interlock will be achieved--with the four vibratory roller passes.
If a finish roller is used and the mix temperature is below 120°C, there is a distinct possibility that the
finish rolling will reduce the amount of coarse aggregate interlock and cause the mix to move
longitudinally. The mix will most likely start to shove under the finish roller whether the roller is
operated in the vibratory mode or in the static mode. In some cases, a “bow wave” will form in front of
the steel drum and it will become impossible to achieve the required level of density. If the breakdown
rolling is done properly, it is not necessary to finish roll the SMA mix.
7.4 Measurement of Density
SMA mixes generally have a relatively rough surface texture compared to traditional, dense graded
asphalt concrete mix. Consequently, it can be very difficult to obtain accurate density measurements
using a nuclear or a non-nuclear (electronic) gauge. In addition, the variation in the surface texture from
place to place has a significant affect on the variation in the gauge readings. This results in extreme
difficulty in obtaining repeatable or reproducible nuclear gauge readings on a SMA surface. Obviously,
this can be problematic if these readings are used for payment.

Nonetheless, many contractors have attempted to use nuclear or non-nuclear density gauges for quality
control purposes--to attempt to measure the density while the mix is still warm and additional roller passes
can be made, if necessary. Due to the variability of the surface texture of the SMA mix, it has been very
difficult to obtain consistent gauge readings even when the gauge has not been moved and successive
readings are taken only a short time apart. It has generally been impossible to develop a meaningful
correlation between the gauge readings and cores cut from the compacted pavement at the same location.
Even for quality control purposes, the use of a nuclear or non-nuclear gauge is not recommended.
For quality control purposes, the best way to judge the adequacy of the compaction process is to watch the
rollers and the pavement surface being compacted. If the aggregate in the mix starts to fracture under the
compactive effort of the breakdown roller, no further increase in density will be achieved whether the
required level of density is obtained or not. Broken corners on the coarse aggregate are normally an
indication of one of two things--either the aggregate quality is not very good or the SMA mix temperature
is too low.
If the aggregate is being fractured, the best immediate solution is to measure the temperature of the mix
and determine if that temperature is too low (below about 120°C). If it is, the paver should be stopped
until the breakdown roller can catch up to the paver. If the breakdown roller is directly behind the paver,
as it should be, then the temperature of the SMA mix in the haul truck or in the windrow should be
checked. If the temperature of the mix being delivered to the job is too low (typically below 140°C), the
mix discharge temperature at the plant should be increased, with a concern for an increase in the amount
of draindown that might occur in the haul truck bed and/or in the mat behind the paver.
In order to achieve compaction, the SMA mix must be hot, it must be rolled immediately after being
placed by the paver, it should be compacted with four passes of a double drum vibratory roller operated in
the vibratory mode, and the roller should stop rolling the mix once the interlock of the coarse aggregate
has been obtained and the required minimum density level has been obtained. SMA differs from the
conventional dense graded asphalt concrete mixes as it is possible to “over roll” a SMA mix. In short, the
contractor needs to get on the mat quickly, make four vibratory passes, and get off the mat.
The SMA mix should be compacted to a minimum of 94 percent of the MTD of the mix. This means that
the finished mix should contain a maximum of six percent air voids. Such a density level is higher than
that typically specified for a dense graded asphalt concrete mix, but should be easy to obtain if the
recommended roller pattern is used.
8.0 CONCLUSIONS
SMA mixes have performed well for almost 15 years in Canada, as well as the United States. They have
performed well in Europe since being developed in Germany in the 1960’s. Several aspects related to the
design and construction of SMA mixes need to be considered in order to assure good performance.
In regard to the mix design phase, it is important to pay attention to the properties of the coarse and fine
aggregate in the mix, the type and amount of mineral filler used, the type of binder used, the need for
cellulose or mineral fibers, the minimum amount of voids in mineral aggregate, binder content, and air
void content in the SMA mix. It is recommended that the final binder content not be selected until two
actual plant produced mix test sections are constructed.

At the asphalt plant, it is important to assure that the aggregate is dried properly, that the mineral filler is
uniformly added to the plant, that the fibers, if used, are uniformly added to the plant, that the mix
discharge temperature is carefully controlled, that the mix storage time is minimized, and that the haul
trucks are loaded properly.
At the paving site, it is important to ensure that the haul trucks are unloaded properly, that the amount of
SMA mix in the paver hopper and on the augers is consistent, and that the vibratory screed is actually run
in the vibratory mode--not turned off. The amount of SMA mix placed by hand should be absolutely
minimized. Draindown of the binder in the mix during storage, hauling, and placement should be
minimized by controlling the binder content of the mix and the mix temperature. A minimum of hand
work, if any, should be done during the construction of both the transverse joints and the longitudinal
joints.
The SMA mix should be compacted directly behind the paver screed, while the mix temperature is high.
A double drum vibratory roller should be used. This roller should be operated in a high frequency, low
amplitude mode. The roller should typically make at least four passes over each point on the surface of
the mat. If the breakdown rolling is done successfully, there generally is no need to use a finish roller on
the mix. Density of the SMA mat should reach a level of at least 94 percent of the MTD of the mix. That
density should be measured using cores, not nuclear or non-nuclear gauges.
REFERENCES
1. Scherocman JA. “Stone Mastic Asphalt Reduces Rutting”, Better Roads, 61, No 11 (November,
1991).
2. Scherocman JA, Schütz OW. “The Construction and Performance of Polymer Modified Asphalt
Concrete Pavements”, Proceedings, 7th International Conference on Asphalt Pavements,
International Society for Asphalt Pavements (ISAP), 4, 137-149 (1992).
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Improving Canadian Performance of SMA by Maximizing Best Practices

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Improving Canadian Performance of SMA by Maximizing Best Practices

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Improving Canadian Performance of SMA

by Maximizing Best Practices

James A. Scherocman, P.E.

Susan Tighe, Ph.D., P.Eng.

© Canadian Technical Asphalt Association, 2005

© Canadian Technical Asphalt Association, 2005

2.0 SMA MIX DESIGN

© Canadian Technical Asphalt Association, 2005

Figure 1. Stone Mastic Asphalt Core

2.1 Aggregate Properties

© Canadian Technical Asphalt Association, 2005

2.2 Mineral Filler

2.3 Binder Properties

2.4 Use of Fibers

© Canadian Technical Asphalt Association, 2005

Figure 2. Cellulose Fibers Figure 3. Mineral Fibers

2.5 Volumetric Properties

© Canadian Technical Asphalt Association, 2005

3.0 CONSTRUCTION OF TWO TEST SECTIONS

3.1 Excessive Binder Content

© Canadian Technical Asphalt Association, 2005

Figure 4. Excess Binder Content

3.2 Test Section Binder Contents

© Canadian Technical Asphalt Association, 2005

4.0 SMA MIX PRODUCTION

4.1 Drying the Aggregate

4.2 Adding the Mineral Filler

© Canadian Technical Asphalt Association, 2005

Figure 5. Mineral Filler Silo Figure 6. Mineral Filler Feed Line

© Canadian Technical Asphalt Association, 2005

4.3 Addition of Fibers

© Canadian Technical Asphalt Association, 2005

Figure 7. Adding Fibers into the Pugmill

Figure 8. Moving Fibers Pneumatically

4.4 Controlling Mix Discharge Temperature

© Canadian Technical Asphalt Association, 2005

4.5 Mix Storage

4.6 Loading the Haul Trucks

© Canadian Technical Asphalt Association, 2005

Figure 9. Mix Sticking in the Truck Bed

5.0 MIX PLACEMENT

© Canadian Technical Asphalt Association, 2005

5.1 Unloading the Haul Trucks

5.2 Amount of Mix in the Paver Hopper

5.3 Head of Material in Front of the Screed

© Canadian Technical Asphalt Association, 2005

5.4 Use of the Vibratory Screed

5.5 SMA Layer Thickness

© Canadian Technical Asphalt Association, 2005

5.6 Hand Work

5.7 Draindown and Fat Spots

© Canadian Technical Asphalt Association, 2005

Figure 12. Sanding the Draindown Areas

6.0 JOINT CONSTRUCTION

6.1 Transverse Joints

© Canadian Technical Asphalt Association, 2005

Figure 13. Poor Transverse Joint Construction

6.2 Longitudinal Joints

© Canadian Technical Asphalt Association, 2005

Figure 14. Compaction of the Longitudinal Joint

7.0 MIX COMPACTION

© Canadian Technical Asphalt Association, 2005

7.1 Roller Patterns