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DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT

(SMA) - FIELD TEST SECTION C.KAMARAJ* Dr.P.K.JAIN** B.M.SHARMA**
Dr.S.GANGOPADHYAY*** * Research Scholar, DnTE, Anna Un...

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 DESIGN, CONSTRUCTION AND PERFORMANCE OF
STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION
C. KAMARAJ*, P. K. JAIN**, B.M. SHARMA** & S. GANGOPADHYAY***

ABSTRACT
Several factors such as ever increasing traffic volume and heavier axle loads, movement of slow moving vehicles, channelized traffic and excessive vehicle
loading coupled with inadequate resources for maintenance and extreme climatic conditions in which flexible pavements operate in India are responsible for
causing frequent and extensive deterioration of roads particularly in urban areas. To counter act this process and to minimize such damage, several measures
viz. use of rut resistance mixes like Stone Matrix Asphalt (SMA), Open Graded Frictional Course (OGFC) and Modified Bituminous Binders/ Mixes etc
have been applied and found effective. Stone Matrix Asphalt (SMA) is a gap graded bituminous mixture that maximizes coarse aggregate’s content in the
mix which provides better stone-on-stone contact. Additives are generally used in SMA Mix to prevent drain down of binder. In the case study being reported
upon, Delhi quartzite, Cellulose fiber and VG-30 (60/70 penetration grade) bitumen were used and both drum mix and batch mix types hot mix plants were
used for production of SMA mixtures and drain down values, Hamburg wheel tracking test and Tensile Strength Ratio (TSR) values were determined.
KEY WORDS: Stone Matrix Asphalt, Hamburg Wheel Tracking Tester, TSR, Bitumen and Aggregates.

1 INTRODUCTION et al. 2008)1. The typical MA surfacing with various distresses

Mastic Asphalt (MA), which has been used the world over,
particularly on intersections and on bridge decks, for many
years, is a mixture of 85/25 industrial grade bitumen; well
graded aggregates of 13mm nominal size; and mineral
filler, blended in such proportions so as to produce a plastic
and void less mass. The mixture of MA has high viscous
fluid at 200ºC, is applied hot and can be trowelled and
floated to form a very dense surfacing which is practically
impermeable. MA is laid manually as wearing surface in
India, especially on bridge decks and on locations such as
bus-stops, intersections and round-abouts.
MA mixtures are prepared in two stages: the first stage
involves mixing and heating of filler and fine aggregates
to a temperature range of 170 to 210ºC and bitumen at a
temperature of 170 to 180ºC which are then mixed and
cooked together in a mechanically agitated mastic cooker
for some time. The second stage is incorporation of coarse
aggregates into this mixture and further cooking it for a period
of about 3 hours. MA is laid at a temperature between 175ºC
to 210ºC and is spread uniformly through manual means,
using wooden floats in the form of bay section. During the
whole process, not only the large quantities of fumes are
generated from the harder grade bitumen but also the fine
particles are exhausted and suspended in the air causing
air pollution. It has been the common experience at many
intersections in the country that MA surfaces have tendency
to develop joints opening, peeling off and sinking of coarse
aggregate which makes the road surface slippery and causing
severe cracking due to thermal induced stresses (Sharma
The views expressed in the Paper are personal views of the author. For any query, the author may be contacted by e-mail.
* Research Scholar, DnTE, Anna University, Chennai.
** Chief Scientist
*** Director }
CSIR-Central Road Research Institute, New Delhi
which get developed on MA surface with the passage of time
can be seen in Photos 1 to 4.
Honorable Supreme Court of India had expressed serious
concern over the environmental pollution being caused due to
manufacturing and application of hot mixes in Delhi. In order
to find suitable solutions to such problems, it was felt essential
to develop alternate bituminous mixes which are also high
performance bituminous mixes and can be laid mechanically
and at a faster rate in critical intersections and round-abouts.
After doing a thorough global literature search, it was thought
appropriate that Stone Matrix Asphalt (SMA), which is used
at a very large scale in other countries particularly in Europe,
can be an alternate solution to overcome various problems
being encountered through the use of MA.
Towards this end, a detailed laboratory study was then
undertaken at Central Road Research Institute (CRRI),
New Delhi, to evaluate the properties of SMA mix, which
were compared with the draft specification prepared by
Indian Roads Congress (IRC) (Indian Highways, February
2007)2. Stabilizing additives namely TOPCEL was used
under the study. In order to evaluate the field performance of
SMA Mix, CRRI requested New Delhi Municipal Council
(NDMC) New Delhi to allot an trial/experimental location.
Accordingly, NDMC, agreed to allot a trial section on
Dr. Zakir Hussain Marg, Near India Gate.
Dr. Zakir Hussain Marg is a busiest road which connects the
southern part of Delhi to the Historical place of India Gate

         
     
     
     

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and the Parliament. SMA Mix was used on both intersection

as well as the main stretch connecting the Delhi Golf Course
road to India Gate on both side. 50 mm thick SMA Mix was
used on the north bound road (India Gate to Golf course) and
40 mm thick SMA Mix was used on South bound road (Golf
Course to India Gate). SMA Mix was produced first time by
using batch mix type hot mix plant.
2 LITERATURE REVIEW
SMA is a gap graded hot mix which contains 70-80 per cent
Photo 1 Sinking of Coarse Aggregates in MA Surface
coarse aggregate of the total stone content, 6-7 per cent of
bituminous binder, 8-12 per cent of filler (cement/lime) and
about 0.3 to 0.5 per cent of stabilizing additive (fiber) or other
modifier (MoRTH)3. The higher amount of coarse aggregate
in SMA mixture provides stone-on-stone contact between
coarse aggregate’s particles, while higher binder content in
mortar adds to the durability of mix (Brown et.al. 95,97)4,5.
The stabilizing additive acts to hold bituminous binder in
the mixture at the high temperature during production and
placement of mix and eventually reduces the drain down of
binder (Staurt 94)6.
Photo 2: Peel off of MA Surface
Scherocman7 suggested that the gradation should have 30 per
cent aggregate passing 4.75 mm sieve, 20 per cent passing
2.36 mm sieve and 10 per cent passing 0.075 mm sieve.
Staurt et al.8 stated that aggregates passing 4.75 mm and
2.36 mm sieves sizes control the degree of gap and coarse
aggregate content, while material passing 0.075 mm sieve
controls optimum binder content in a SMA mix. Brown and
Mallick 9 suggested use of dry-rodded unit weight apparatus
(AASHTO T19) to determine the extent of stone-on-stone
contact existing in SMA mixture. Mogawer and Stuart 10,11
suggested (i) minimum Tensile Strength Ratio (TSR) of
80 per cent and (ii) maximum allowable rut depths (by
Photo 3: Map Cracking on MA Surface Hamburg wheel tracking device) of 4 mm at 10,000 passes
and 10 mm at 20,000 passes for design of SMA mixture and
to qualify these meeting rut depth requirements.
The criteria for design of SMA mixtures used in different
countries are as given below:
3 LABORATORY EVALUATION AND MIX
DESIGN OF SMA
3.1 Constituent Materials
Delhi quartzite aggregates of different nominal sizes viz.
20 mm, 10 mm and crusher stone dust; Hydrated lime;
Stabilizing additive and VG-30 (60/70 penetration grade
Photo 4: Opening of Joints in MA Surface paving bitumen) are used as constituent materials for the

         
     
     
     

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Property Countries
Germany Sweden USA UK
Type of Binder Low penetration grade Penetration grade PG grade 50 to 100 mm penetration
grade
Coarse aggregate 100 per cent crushed 100 per cent crushed 100 per cent crushed 100 per cent crushed
Asphalt content 6.5 – 7.5 per cent by weight 6.5 – 7.5 per cent by weight 6.5 – 7.5 per cent by weight 6.5 – 7.5 per cent by weight
of mix of mix of mix of mix
Cellulose or mineral filler 0.3 per cent by weight of mix 0.3 per cent by weight of mix 0.3 per cent by weight of mix 0.3 per cent by weight of mix
Mix design Marshall method of mix Marshall method of mix Superpave gyratory Marshall method of mix
design (50 blows on each design (50 blows on each compactor/ Marshall method design (50 blows on each
side) side) of mix design (50 blows on side)
each side)
Air Voids 3 per cent (target) 3 per cent 4 per cent 4 per cent
Surface Thickness (mm) 25-50, 15-30 and 40 34-43, 38-47 Overlays 20-40
Nominal size of aggregate 11, 5 12, 16 9.5, 16 6, 14
(mm)
Performance 25 per cent longer life 20 per cent longer life 32 per cent less cracking Extended life

mix design of SMA. The properties of bituminous binder
and aggregates used for the design of SMA are given in
Tables 1 and 2, respectively.
3.2 Stabilizing Additives
In this study, cellulose based stabilizing additive, namely
Topcel12 was used. Stabilizing additive is a conventional
cellulose fiber in powdered form with 3-dimensional network
of (C6H10O5) n molecules, where n=1000, which increases
binder viscosity at high temperature and prevents drain down
of binder from the mix. Cellulose fibers can provide highest
level of binder reinforcement, exceptionally high surface
area and resistance to drain down at high temperatures.
The main component of fiber is cellulose, a polysaccharide.
Typical views of stabilizing additives used under this study
are shown in Fig.1. The properties of the cellulose fibers
Table 1 Physical Properties of VG-30 Bitumen
are given in Table 3. This fiber is available with highly pure
alpha cellulose modified (Topcel) to provide a particle size
of 30 – 5000 microns. Topcel is a cellulose pellet, which
can be mixed conveniently with aggregates and is also
environment friendly.
3.3 Gradation of Aggregates
Gradation of aggregates is one of the most important factors
for the design of SMA mix13. The adopted gradation of SMA
Mix including the gradations in respect of various individual
aggregates is given in Table 4. The gradation of 50/40 mm
thick SMA mix, as found out through the dry blending of
mineral aggregates, as per the proportioning indicated
in Table 4 (A:B:C:D::20:60:10:10) is also represented
pictorially in Fig. 2.

Properties Unit Method of Test Test Values

Penetration at 250C 0.1mm IS 1203:1978 67
Softening Point, R&B ºC IS 1205:1978 46
Ductility at 250C Cm IS 1208:1978 75+
Water content, per cent by wt % IS 1211:1978 0.2
Viscosity at 600C Poise IS 1206:1978 2600
Viscosity at 1350C Cst IS 1206:1978 410
Flash point, COC, 0C IS 1448 230
Specific gravity at 270C -- IS 1201:1978 0.99
Tests on Thin Film Oven Residue (After TFOT IS: 9382)
Loss on heating, percent by mass % IS:9382 0.5
Retained Penetration at 250C % IS:1203:1978 60
Matter Soluble in trichloroethylene % IS:1216-1978 99
Viscosity at 600C Poise IS 1206:1978 10400
Ductility at 250C Cm IS:1208:1978 55

         
     
     
     

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Table 2 Physical Properties of Aggregates

Properties Unit Method of Test Test Values
Aggregate Impact Value per cent IS: 2386(IV) 18
Flakiness and Elongation Indices (combined) per cent IS: 2386(I) 40
Polished Stone Value per cent BS: 812(114) 60
Soundness with Sodium Sulphate per cent IS: 2386(Part-3) 2
Water Absorption per cent IS: 2386(Part-3) 0.2
Stripping per cent IS: 6241 5
Water Sensitivity by Tensile Strength Ratio(TSR) per cent AASHTO-T-283 >80

Table 3 Properties of Stabilizing Additive determination of stone-on-stone contact and is calculated as

follows:
Properties Unit Values
Specific Gravity -- 1.5 VCA DRC = [(Gca Yw –Ys)/ Gca Yw] *100
1600
Bulk Density
Average Fiber Length
gm/cc
μm 1100-1300
where,
Average Fiber Diameter μm 40-50 Gca = Bulk specific gravity of coarse aggregate, Yw = Density
Ph Value -- 3 – 11 of water (kg/m3), and
Temperature Resistant C up to 200 ο C
Ys = Unit weight of aggregate in dry- rodded condition (kg/
ο

Solubility Insoluble in water and organic

--
solvents m3).
Resistivity -- Resistant to dilute acids and VCADRC value for coarse aggregate fraction was found to be
alkalis
46.0 per cent.
3.4 Determination of Voids in Coarse Aggregate (Dry
Rodded Method)
3.5 Design of SMA Mix by Marshall Method
Marshall Method of mix design was performed as per the
The voids in coarse aggregate (VCARDC) are determined by guidelines given in NCHRP 425 to determine the Optimum
compacting the aggregate with the dry-rodded technique, Binder Content (OBC) of SMA mixtures. The mix was
according to AASHTO T-1914. This value is used for designed using 50 blows by Marshall Method and with
different binder contents by the weight of aggregate, to
sustain heavy traffic15. The target mixing and compaction
temperatures were 175ºC and 143ºC, respectively. SMA

Fig. 1 Typical Views of Stabilizing Additives Used Fig. 2 Adopted Grading of SMA Mix

         
     
     
     

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Table 4 Gradation of Aggregates

Gradation for 40/50 mm thick SMA mix
Sieve Size, mm 20 mm (A) 10 mm (B) Stone Dust (C) Lime (D) Adopted Grading Specified Limits
Blended Proportioning =A:B:C:D::20:60:10:10 Lower Upper
19 20 60 10 10 100 100 100
13.2 8 62 10 10 90 90 100
9.5 48 10 10 68 50 75
4.75 7 10 10 27 20 28
2.36 11 10 21 16 24
1.18 7 10 17 13 21
0.600 5 10 15 12 18
0.300 4 10 14 10 20
0.075 0 10 10 8 12
Unit Wt., kg/m3 1460 1430 1700

mixtures were prepared with a stabilizing additive at the
rate of 0.3 per cent (by the weight of total mixture) for
Topcel with 60/70 paving grade bitumen. The samples were
tested for bulk specific gravity (Gmb), as per AASHTO:
T-16616; the maximum theoretical special gravity (Gmm), as
per AASHTO: T-20917; the per cent air voids (Va); voids in
mineral aggregate (VMA) and voids in coarse aggregate
(VCA) were calculated using the following relationships:
Voids in Mineral Aggregate, VMA = 100- ((Gmb/Gsb)*Ps)
Percent Air Voids, Va = 100*(1-Gmb/Gmm)
Voids in Coarse Aggregate, mix, VCA mix =
100 – ((Gmb/Gca)*PCA)
where,
Ps= Per cent of aggregate in mixture
PCA= Per cent coarse aggregate in the total mixture
Gmb= Bulk specific gravity of compacted mixture
Gmm= Theoretical maximum density of the mixture
Gsb= Bulk specific gravity of total aggregate, and
Gca= Bulk specific gravity of coarse aggregate fraction.
3.6 Properties of SMA Mixture at Optimum Binder
Content
The Optimum Binder Content (OBC) has been estimated at
which the air voids (Va), and the minimum voids in mineral
aggregates (VMA) are 4.0 and 17 per cent respectively.
Volumetric properties of SMA mixtures at OBC are presented
in Tables 5 (i) and 5 (ii).
 
3.7 Schellenberg Drain-down Test
The test developed by Schellenberg Institute in Germany
is adopted for drain down study18. Approximately, 1 kg of
mixture was prepared at the mixing temperature. The mixture
was then placed into tarred and dried 800 ml glass beaker
and weighed nearest to 0.1g. The beaker was then covered
with aluminium foil and stored for 60 minutes at 1700C.
After storage, the mixture was removed from the beaker and
placed in tarred bowl by quickly turning the beaker upside
down without shaking. The final weight of mixture was then
taken by electronic balance and the percent (Dn drain down)
was calculated.
(Weight of Initial Sample - Weight of
Dn, per cent = 100 X Final Sample)
Weight of Initial Sample
The drain down values of SMA mixtures with stabilizing
additive are 0.18 and 0.20 per cent at 4.0 per cent and 4.5
per cent air voids content when Topcel is used while these
are 0.16 and 0.15 percent at 4.0 per cent and 4.5 per cent air
voids content for Genicel, which in all cases are less than the
specified value of 0.30 per cent.
3.8 Resistance to Rutting
Rutting is one of key factors for design of SMA mixes.
Rutting characteristics were investigated using Hamburg
Wheel Tracking Device (HWTD) as reported elsewhere19.
The specimen (slabs) were prepared and placed in the testing
assembly at 50ºC. The test was started 45 minutes after
placing the specimen in immersed condition, as per the test
requirements. Each sample is subjected to load repetitions
for 20,000 passes or until 20 mm impression on the slab
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DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

Table 5 (i) Volumetric Properties of SMA Mixtures at Optimum Binder Content (2006 Trail Section)

Properties Value Obtained Specified Value

Stabilizing additive Topcel Genicel ---
Percent fiber by wt of mix 0.3 0.5 0.3-0.5
Optimum Binder Content by wt of Aggregate 5.9 6.2 --
Optimum Binder Content by wt. of Mix 5.6 5.8 5.8 (min)
Bulk Specific Gravity of Compacted Mixture, Gmb 2.331 2.340 --
Maximum theoretical specific gravity, Gmm 2.441 2.452 --
Air Voids, percent 4.5 4.5 4.5
VMA, percent 17.92 17.78 17 (min)
VCADRC, percent 45 45 --
VCA mix, percent 34.38 34.14 < VCA DRC
Drain Down, percent 0.2 0.15 0.3 max.
TSR, percent 84 86 80 (min)

TSR: Tensile Strength Ratio

Table 5 (ii) Volumetric Properties of SMA Mixtures at Optimum Binder Content (2007 Trail Section)

Properties Value Obtained Specified Value

Stabilizing additive Topcel ---
Percent fiber by wt of mix 0.3 0.3
Optimum Binder Content by wt of Aggregate 6.5 --
Optimum Binder Content by wt. of Mix 6.1 5.8 (min)
Bulk Specific Gravity of Compacted Mixture, Gmb 2.269 --
Maximum theoretical specific gravity, Gmm 2.364 --
Air Voids, percent 4 4
VMA, percent 20.12 17 (min)
VCADRC, percent 46.00 --
VCA mix, percent 38 < VCA DRC
Drain Down, percent 0.18 0.3 max.
TSR, percent 84 80 (min)

TSR: Tensile Strength Ratio

surface. The rut depth values obtained for SMA mixes at the indirect tensile strength test assembly by loading along
50ºC test temperature, for Topcel is given in Fig. 3. the axis of specimen, with the two faces being restrained
from movement. The entire assembly was then mounted on
3.9 Resistance to Moisture Damage the conventional Marshall testing apparatus and the load at
Resistance to moisture damage of SMA mixes was failure was recorded.
determined by adopting AASHTO: T-28320. Under this The Indirect Tensile Strength (ITS) of the specimen was
method, one set of Marshall Specimens was immersed calculated using the formula given below.
(conditioned) in a water bath at 60oC for a period of 24 hrs.
The samples were then removed from the water bath and σx= 2P/π DT
kept at a temperature of 25oC for a period of 2 hrs. Other set
of samples (unconditioned) were kept at a temperature of where,
25 C for a period of 2 hrs. These specimens were placed into
o
P = load at failure, kg

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DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

D = Mean diameter of the specimen, cm 4.1 Plant Calibration

T = Mean height of the specimen, cm The feeder system for addition of stabilizing additives
σx = Indirect tensile strength, kg/cm2 (TOPCEL and GENICE) 12 was available at the hot mix plant
The indirect Tensile Strength Ratio (TSR), which is a for which a separate silo was used to feed the stabilizing
measure of water sensitivity, is calculated using the following additives. Trial and error methods were adopted to feed the
formula. additives. The delivery pipe was extended up to the aggregate
Average tensile strength of feeding system in the drum mix plant. The DC motor was
adjusted, by controlling the rpm so as to deliver the additive
TSR, per cent = 100 X conditioned sample at the rate of 0.3 to 0.5 per cent by the weight of mix. Cold
Average tensile strength of
feed mixes were collected to verify the distribution of fiber
unconditioned sample
in the aggregate skeleton.
4.2 Feeding of Aggregates/Mineral Filler
The feeding of different sizes of aggregates from the bins
was controlled manually by the DC motors, based on rpm by
increasing or decreasing the volt meter. The proportioning of
different ingredients was thus controlled by the DC motors.
4.3 Feeding of Stabilizing Additives
Due to some mechanical problem, separate feeding system
of additives did not function properly. It was then decided
Fig. 3 Rutting Potential of SMA Mixes
that the additives be mixed with lime separately (Photo 5)
4 PROBLEM FACED DURING THE FIELD and then fed/ delivered into the drum mix. Again, cold feed
TRIAL OF SMA MIXTURE ON ROAD NO. 59 mixes were collected from the drum mix plant, and sieve
UNDER DELHI PWD analysis was carried out at the plant site to verify the fiber
in the aggregate skeleton. Several mixes were collected and
A trial section was constructed for the first time in India at
tested to find out the distribution of fiber. The distribution
one of the two intersections namely Khajuri Chowk and
of fiber obtained in the cold feed mixture after the sieve
Brij Puri Chowk followed by MA on other intersection on
analysis, is shown in photo 5.
the same road in September and October 2006 on a major
arterial road (Road No. 59) which connects Delhi to the 4.4 Addition of Liquid Bitumen
other neighbouring states as reported by Sharma 1 Aboutet al.

5000 Commercial Vehicles Per Day (CVPD) are plying on The next step was to add binder to the aggregates for
this road. Two type of cellulose fiber in the form of pellets production of SMA mixes. A batch mix was prepared to
were used as stabilizing additives in SMA mixture. see the distribution of fiber in the mix. A representative
sample of mix was collected from the drum mix plant
and binder extraction test was performed to visualize the
distribution of fiber in the mix (Photo 6). After ensuring
the presence of fiber in the mix, the hot mix plant was
operated to produce SMA Mix for the construction of
experimental section.
Strict quality control measures were adopted in terms of
temperature control of bitumen at storage tank/bitumen
boiler; proper feeding of different sizes of aggregates in
the feeder bins; frequent checking/control of proportioning
of aggregates from the conveyor belt and checking of
gradations at site lab. Control of temperature of discharged
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mix from the drum mix plant was also taken care of. At
the construction site also, proper quality control measures
were exercised. During the production of SMA Mix,
representative samples were collected at the delivery point
of drum mix plant to find out the gradations of mix, per cent
binder contents and distribution of fiber in the mix (Photo 6).
The experimental sections constructed have been monitored
for their performance after one year of its service. A typical
view of the experimental section showing the surface
condition after one year of its service is shown in Photo 7.
The two key parameters measured on the test sections are
described below:
Due to the use of continuous type of drum hot mix plant
under the project, the required proportioning of constituents Photo 6 Sieve Analysis to find out Fibers in Dry Aggregate
used in production of SMA could not be maintained properly 5.1 General
and slight deviations from the specified limits occurred
in the grading, though best efforts were made to check Production of SMA is similar to standard Hot Mix Asphalt
all possible combinations by taking mixed material from (HMA). All the feed systems for HMA facility must
the delivery and conveyor belt. It was concluded that the be carefully calibrated prior to the production of SMA.
system of controlling the proportioning/blending through Manufactures of stabilizing additives will generally assist
the volt meter/rpm is not satisfactory in terms of the output in setting up the calibration and monitoring of the additive
obtained. In countries abroad, batch type hot mix plant is delivery system to the hot mix producer. Production
used widely for production of SMA. It is recommended that temperatures of SMA mixtures will vary according to the
aggregate’s moisture contents, weather conditions, grade of
in future SMA should be produced through a drum mix plant the paving bitumen and type of stabilizing additive used. A
having computerized control panel duly regulating the exact temperature of 145°C-155°C can be used for the production
quantities of ingredients or by a batch type hot mix plant in of SMA. When adding fibers to aggregate mixture, the
order to achieve the designed grading of SMA. mixing time should be increased slightly. This additional
time allows for the fiber to be sufficiently distributed in
5 FIRST FIELD TRIAL OF SMA MIXTURE ON aggregate mixture. After that the required amount of binder
DR. ZAKIR HUSSAIN MARG UNDER NDMC should be injected and mixed thoroughly. In a batch mix
USING BATCH MIX PLANT plant, the additional time may be increased from 5 to 15
seconds each, in both the dry and wet mix cycles.

Photo 7 Surface of SMA Section Laid with Drum Mix Plant

Photo 5 Distribution of Stabilizing Additive in Drum Mix Plant After One Year of Service

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 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

5.2 Plant Calibration 5.7 Paving

The production, laying and construction of SMA have been In addition to the continuous paver movement, SMA mixture
taken up by CRRI for the first time in the country. The was delivered into the paver and the speed of augers was
different proportions of each constituent material are entered kept turning 85-90 per cent of time. This helped ensuring the
into the control panel as shown in Photo 8. slowest possible speed for the augers. The high auger speed
may have a tendency to shear the mortar from the coarse
5.3 Feeding of Aggregates/Mineral Filler aggregate thus causing fat spots on the pavement surface.
The feeding of different sizes of aggregates from the bins
was collected according to the proportion entered in the
control panel in the aggregate collector as shown in Photos
9 & 10. After the final proportion achieved, then the entire
aggregate will be discharged to the aggregate drier.
5.4 Feeding of Stabilizing Additives
The dried aggregate again delivered to the hot mix drum.
Once the hot aggregate entering into the drum, the gate
was opened and the pre-weighed stabilizing additives were Photo 9 Aggregate Feeder Bins
put and the gate was closed. The drum was rotated with
additional time of about 5-15 sec so that the stabilizing
additives will evenly distribute into the hot aggregate. The
feeding of stabilizing additives is shown in Photos 11 & 14.
5.5 Addition of Lime/Liquid Bitumen

The next step was to add lime and bituminous binder to

the aggregates for production of SMA Mix. The stabilizing
additives were evenly distributed in the aggregate and the
required quantity of lime was added into the aggregate mix
(Photos 15&16). Then the liquid bitumen was added to get
the final recipe.
5.6 Transportation of Mix
The trial sections were constructed during the night time
at both the intersections and the main urban arterial road,
because of heavy traffic plying on these sections during the
day time. Since the construction site was about 60-70 km
away from the hot mix plant, the truck was covered with
tirpal to avoid loss of temperature during transportation of
mix to the construction site. The mix arrived at the paving
site at a temperature of approximately 140°C to 150°C.
Photo 10 Aggregate Collector
5.8 Rolling
The densification of SMA mixture should be accomplished
as quickly as possible. For this reason, the rollers operated
immediately behind the paver. Two steel-wheeled rollers
weighing 9 tons were used when compacting the SMA mixture.
Roller speed not exceeding 5 km/hr and the drive roll kept
towards the paver. Six to eight passes of breakdown rollers
were given to achieve the desired density. Pneumatic- tyred
rollers are not recommended for use on SMA, since, the rubber
tyres tend to pick up the mortar causing surface defects.

Photo 8 Control Panel Photo 11 Piston For Gate Opening

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 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

Photo 15 Lime Silo

Photo 12 Gate Opening

Photo 13 Stabilizing Additives

Photo 16 Final Recipe of Bituminous Mix
5.10 Quality Control during Field Trials
Strict quality control measures were adopted in terms of
maintaining temperature control of bitumen at the storage
tank/bitumen boiler; proper feeding of different sizes of
aggregates in the feeder bins; frequent checking/controlling
the proportioning of aggregates from the conveyor belt
and checking of gradations at site laboratory. Control of
temperature of discharged mix from the mixing plant was
also taken care of. At the construction site also proper
quality control measures were adopted during spreading
and laying of mix and rolling stage. During the production
of SMA Mix, representative samples were collected at
Photo 14 Aggregate Mixing Plant the delivery point of the plant to find out the gradation of
mix, per cent binder content and distribution of fiber in
5.9 Finishing the mix.
Additional aggregate chips of size 1-3 mm were applied over 6 POST CONSTRUCTION EVALUATION OF MA
the hot surface at the rate of 1-2 kg /m2 immediately after the AND SMA SURFACES
compaction of SMA Mix and before the opening of road to
traffic immediately after the construction. Traffic was allowed 6.1 Roughness Measurement
after the surface got cooled down to the ambient temperatures. Serviceability in terms of road user’s comforts and vehicle
Typical views of the experimental sections showing the operation costs are directly influenced by the roughness
finished surface achieved are shown in Photos 17 and 18. offered by a pavement surface. The roughness measurements
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 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION
on the test sections were taken at three wheel paths viz.
left, centre and right with a calibrated towed Fifth Wheel
Bump integrator (as shown in Photo 19). The left and right
wheel paths were identified at a distance of 1.5 m from each
edge. The vehicle towing the bump integrator was run at a
constant speed of 32+1 kmph between the ‘start’ and ‘end’
points of each section, on each wheel path for at least three
times, to get consistent value. The tyre pressure of towing
vehicle and fifth wheel was maintained at 2.1 kg/cm2 and the
oil in dashpot maintained at required level. The calibration
of BI unit was carried out with Dipstick (Photo 20). For
calibration purposes, number of road sections with wide
range of roughness values was covered to make the exercise
meaningful. Sections of 100 m long were selected for the
purpose. Wheel path and start/end points of the sections
were marked with paint. Similarly, the measurements were
taken with Dipstick on each wheel path to get the roughness
Photo 17 Dr. Zakir Hussain Marg
Photo 18 Final Texture of Newly Laid SMA Section
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22
in terms of International Roughness Index (IRI). The
roughness as measured with BI and corresponding IRI values
from Dipstick were plotted and a calibration equation was
developed which was then used to get corrected/calibrated
roughness values.
6.2 Heavy Falling Weight Deflectometer (HFWD)
HFWD is an impulsive load deflection measurement device
which employs a mass falling into a buffered load plate.
This device has the major components of load generating
device (Pulse loads between 30 to 240 kN within 25-45 ms),
segmented load pale of 300 mm dia, a rigid load of 400 mm dia,
sensors (7 No.) and peak load transducer. Automated pavement
temperature sensing and automated air temperature sensing
facilities are available. The transient force impulse created by
the HFWD in the pavement more closely approximates the
pulse created by a moving wheel load than either the static or
steady state vibratory load devices. The nondestructive testing
by means of HFWD is shown in Photo 21.
7 RESULT AND DISCUSSION
7.1 Design of SMA
Design of SMA with the available aggregates in Delhi
region fulfilled the minimum criteria of SMA. 10 per cent of
20 mm nominal size aggregate, 65 per cent of fine aggregate,
15 per cent of stone dust and 10 per cent of hydrated lime
were mixed together to get the desired grading of SMA. It
can be seen from the Table 5 (i) and (ii) that the OBC was
about 5.9 and 6.2 per cent by weight of total mix for Topcel
and Genicel as stabilizing additives in the SMA Mix used in
PWD test section, 6.5 per cent by weight of mix for NDMC
test section. It can also be seen that the VCA mix of all the
SMA mixes are less than equal to VCA DRC and VMA are
more than 17 per cent. Thus, the SMA mixes are having a
good stone-on-stone contact.
7.2 Drain down Studies
It can be inferred that at OBC, the drain down value were 0.2,
0.15 per cent using Topcel and Genicel in PWD section and
0.18 per cent using Topcel in NDMC section, as stabilizing
additives, which is much less than the maximum allowable
limit of 0.3 per cent.
7.3 Rut Depth Studies
It can be seen from the Fig. 3 that the observed rut depth
value of SMA mixtures using the stabilizing additives was in
the range of 6.5 mm at 20000 passes tested at 50ºC (NDMC
section). Sharma et.al. reported 5.6 mm and 6.6 mm for
Topcel and Genicel respectively in PWD section. This
lesser rut depth value of SMA mixtures is because of higher
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 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

mm/km where as the MA section had 4900 mm/km. This

less value of unevenness shows the better riding/comfort on
SMA section.
7.6 Heavy Falling Weight Deflectometer

An ESAWL of 34 KN was applied over the SMA as well as

MA surfacing to find the deflection value at 30ºC pavement
temperature. It was found that the deflection value at SMA
section is in the range of 150 μm where as MA surface had
200 μm. This less deflection value of SMA section shows the
excellent structural capacity.
Photo 19 Fifth Wheel Bump integrator
8 ECONOMICAL COST ANALYSIS
The cost analysis was worked out based on CPWD,
Analysis of rates 200717 for 50 mm SMA and BC mixtures
using VG-30 and PMB-40 with cellulose fiber as stabilizing
additive for comparison. The quantities were worked out
for 1 km of a two lane carriage way with 7 m wide and
the cost comparison for SMA and BC mixtures is shown
in Tables 6 and 7. The cost of SMA mixtures was found
to be 26,40,353 using VG-30 and 30,95,681 using
? ?

PMB-40. Similarly the cost of BC mixtures was found

to be 20,29,183 using VG-30 and 24,29,935 using
? ?

Photo 20 Dipstick PMB-40, respectively. The percentage increase in the cost

percentage of coarse aggregate and highest level of binder of construction of SMA with VG-30 and PMB-40 would
reinforcement (stabilizing additives), thus SMA mixtures be 23.15 per cent and 21.50 per cent higher than the BC
provided better stone-on-stone contact, which eventually mixtures with VG-30 and PMB-40, respectively.
leads to rutting potential. 9 CONCLUSIONS
7.4 Moisture Sensitivity Studies Based on the experiences gained through the field trials
It can be seen from the Table 5 that the TSR values are carried out under this study, the following major conclusions
found to be 84 per cent for Topcel as stabilizing additives, are drawn:
indicated higher values of tensile strength, which improves
the resistance to cracking and moisture sensitivity.
● Due to the use of continuous type of drum hot
mix plant under the project, the desired/designed
proportioning of constituent materials (aggregates)
used in the production of SMA mix could not be
maintained properly and slight deviations from the
specified limits did occur in the grading, though best
efforts were made to check all possible combinations
by taking mixed material from the delivery and
conveyor belt. It can be concluded that the system
of controlling the proportioning/blending through
volt meter/rpm is not at all desirable in terms of the
Photo 21 Heavy Falling Weight Deflectometer output obtained. In countries abroad, batch type hot
7.5 Roughness Measurement mix plants are used widely for production of SMA.
The unevenness value of SMA section is in the range of 1900 ● It is, therefore, recommended that in future, SMA
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 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

should be produced either through a drum mix plant
having computerized control panel duly regulating
the exact quantities of ingredients or by a batch type
hot mix plant in order to achieve the designed grading
of SMA.
● SMA mixes designed with available aggregates
showed good stone-on-stone contacts.
● Hamburg wheel tracking test results indicate that
SMA with stabilizing additives under evaluation is
less susceptible to plastic deformation. The rut depth
of SMA was found to be less than 4 mm at 450C as
compared to about 15 mm in case of conventional
BC mixes. Thus, SMA Mix contributed towards
resistance to permanent deformation under heavy
traffic conditions.

● The criterion of 17 per cent voids in mineral aggregate ● TSR value is found to be in the range of 90-95 percent
and 3 per cent air voids in the mix were fulfilled as which is more than 80 per cent as specified for
SMA Mix design requirements. conventional bituminous mixes at optimum designed

Table 6 Costs Per Kilometer of SMA

Ingredients SMA (VG-30) SMA (PMB-40)

Quantities Cost per m 3 ( )

@
Amount Quantities Cost per m3 ( @ ) Amount
(m3/km) ( )
@ (m3/km) ( ) @

20 mm Aggregate 54.570 700 38199 54.570 700 38199

10 mm Aggregate 347.244 700 243070 347.244 700 243070
Stone Dust 70.420 750 52815 70.420 750 52815
Lime (Quintal) 813.08 200 162616 813.08 200 162616
Binder, Tons 56.916 22000 1252152 56.916 30000 1707480
Stabilizing additives 0.3% bt wt. of 2610 150 391500 2610 150 391500
mix
Construction cost including equipment, -- -- 500000 -- -- 500000
labour and contractor
Total Cost ( ) @ 26,40,353 30,95,681

Table 7 Costs Per Kilometer of BC

Ingredients BC (VG-30) BC (PMB-40)

Quantities Cost per m3 ( @ ) Amount Quantities Cost per m3 ( @ ) Amount

(m3/km) ( )
@
(m3/km) ( )
@

20 mm Aggregate 95.258 700 66681 95.258 700 66681

10 mm Aggregate 197.481 700 138236 197.481 700 138236
Stone Dust 207.208 750 155406 207.208 750 155406
Lime (Quintal) 333.96 200 66792 333.96 200 66792
Binder, Tons 50.094 22000 1102068 50.094 30000 1502820
Stabilizing additives 0.3% bt wt. of mix -- -- -- -- -- --
Construction cost including equipment, --- -- 500000 --- -- 500000
labour and contractor
Total cost ( )
@ 20,29,183 24,29,935

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24
 KAMARAJ, JAIN, SHARMA & GANGOPADHYAY ON
DESIGN, CONSTRUCTION AND PERFORMANCE OF STONE MATRIX ASPHALT (SMA) - FIELD TEST SECTION

conditions. Hence, SMA mixes with stabilizing agent 5. Brown, E.R., Haddock, J.E., Mallick, R.B. and Lynn, T.A,”
are found to be having more resistance to moisture Development of a Mixture Design Procedure for Stone Matrix
Asphalt (SMA),” Journal of Association of Asphalt Paving
susceptibility. Technology, USA, Vol.66, 1997.
● The drains down values of SMA mixes investigated 6. Stuart, K.D., Malmquist, P, “Evaluation Stone Matrix Asphalt of
are in the range of 0.02 to 0.2 per cent against the Using Different Stabilizers in the U.S. Route 15 (Maryland)”, TRR,
1454, National Research Council, TRB, USA, pp.48-57, 1994.
stipulated value of 0.3 per cent. Hence, use of
stabilizing agent reduced the drain down of SMA 7. Scherocman, J.A,” Stone Matrix Asphalt Reduces Rutting,” Better
Roads, Vol.61, No 11, Nov.1991, pp. 26.
mixes at hot storage and during transportation.
8. Stuart, K.D. and Mongawer, W.S., “Effect of Coarse Aggregate
● In view of improved performance properties of SMA Content on Stone Matrix Asphalt Durability and Low Temperature
Cracking”, TRR, 1492, National Research Council, TRB, USA,
mixes modified with stabilizing additive, it may be pp.26-35, 1995.
concluded that SMA is suitable for roads subjected to
heavy traffic and wet weather conditions. 9. Brown, E.R. and Mallick, R.B., “Evaluation of Stone-on-Stone
Contact in Stone Matrix Asphalt,” TRR 1492, National Research
Council, TRB, USA, pp.208-219, 1995.
● The percentage increase in the cost of construction of
SMA with VG-30 and PMB-40 would be 23.15 per 10. Mongawer, W.S. and Stuart, K.D., “Evaluation of Stone Matrix
cent and 21.50 per cent higher than the BC mixtures Asphalt Versus Dense-Graded Mixtures”, TRR, 1454, National
Research Council, TRB, USA, pp.58-65, 1994.
with VG-30 and PMB-40, respectively.
11. Mongawer, W.S. and Stuart, K.D., “Effect of Coarse Aggregate
ACKNOWLEDGEMENTS Content on Stone Matrix Asphalt Rutting and Drain Down”, TRR,
1492, National Research Council, TRB, USA, pp.1-11, 1995.
The authors would like to thank various officials of the 12. GenicelTM Technical Information, CFF, D-98708, Gehren.
Institute namely Dr. Sunil Bose, S/Shri M.K.Shukla,
13.
B.S.Nigam, S.K. Rishi, Surender Singh, Flexible Pavements Kandhal, P.S. and Mallick, R.B., “Effect of Gradation on Rutting
Potential of Dense Graded Asphalt Mixtures”, TRR 1767, National
Division , S/Shri S. P.Pokhriyal, Sunil Jain, Ram Pal, Y.V. Research Council, TRB, USA, pp.146-151, 2001.
Rao, Pavement Evaluation Division for their contributions 14. AASHTO-T-19, “Bulk Density (“Unit Weight”) and Voids in
and assistance while laying of the experimental test sections. Aggregate (Rodding Procedure Only)”, American Association of
Our high gratitude and coordination deeply from the officials State Highway and Transportation Officials, 444 N Capital St, NW
of Department of Delhi PWD, and New Delhi Municipal – Suite 249 – Washington, DC 2001.

Council, on constant help in terms of sponsoring the 15. NCHRP 425, “Designing Stone Matrix Asphalt Mixtures for Rut-
projects and also during the design and construction of the Resistant Pavements, State-of-the-Practice, Quality Improvement
Series 122. National Asphalt Pavement Association. Landham,
experimental section. The authors also thank S/Sh. Mayur MD.
Vohra, M/S Organo Chemicals Pvt. Ltd, Mumbai and Stefan
16.
Sulz, CFF, Germany for supplying stabilizing additive AASHTO-T-166 “Bulk Specific Gravity of Compacted Asphalt
Mixtures Using Saturated Surface-Dry Specimens” American
during design and construction of experimental sections. Association of State Highway and Transportation Officials, 444 N
Capital St, NW – Suite 249 – Washington, DC 2001.
REFERENCES 17. AASHTO-T-209 “Theoretical Maximum Specific Gravity and
1. B.M. Sharma, C. Kamaraj, “Construction and Performance Density of Bituminous Paving Mixtures”, American Association
Evaluation of Experimental Sections Laid on Urban Roads of State Highway and Transportation Officials, 444 N Capital St,
Using Stone Matrix Asphalt Mixtures”, 23rd ARRB Conference – NW – Suite 249 – Washington, DC 2001.
Research Partnering with Practitioners, Adelaide Australia, 2008. 18. Stuart, K. D., “Stone Mastic Asphalt (SMA) Mixture Design.”
2. Indian Roads Congress 2007,”Draft Specification on Design of Report No. FHWARD-92-006, FHWA, McLean, VA. 1992.
Stone Mastic Asphalt” Indian Highways.
19. Hamburg Wheel-Tracking Device. Bituminous Mixtures
3. Specification for Roads and Bridge Works, MORTH, Government Laboratory, Federal Highway Administration. Turner-Fairbank
of India. Highway Research Centre, February 1997.

4. Brown, E.R., and Haddock, J.E., “Method to Ensure Stone-on- 20. AASHTO-T-283, “Resistance of Compacted Bituminous. Mixture
Stone Contact in SMA Paving Mixtures,” TRR 1583, National to Moisture-Induced Damage” , American Association of State
Research Council, TRB, USA, pp11-18, 1997. Highway and Transportation Officials, 444 N Capital St, NW –
Suite 249 – Washington, DC 2001.

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