Stone Matrix Asphalt The Washington Experience

by Nancy M. Myers A Research Project submitted in partial fulfillment of the requirements of the degree of Master of Science in Civil ngineering

!niversity of "ashington #une$ %&&'

Abstract (ind a hard durable$ quality stone) fracture it into a cubical shape *ith +&& percent crushed surfaces) reduce the medium si,ed stone) and then glue the remaining stones together *ith an asphalt rich mortar$ in such a quantity to give stone-on-stone contact among the coarse particles ./ro*n +0012. 3he goal of this recipe is to ma4e a durable$ rut-resistant pavement called Stone Matri5 Asphalt .SMA2. (or the asphalt mi5 designer the s4ill is in getting the recipe right. (or the contractor the challenge is to produce and place SMA pavement properly. SMA pavements have performed very *ell in urope and parts of the !nited

States. 3he pavement *as originally developed in S*eden to combat rutting caused by the use of studded tires. "ith the increased traffic volumes and loadings$ states such as Maryland$ 6irginia$ and 7eorgia use SMA e5clusively for all of their high volume pavements. ./ro*n et al. +0002 found that performance of these pavements has been e5cellent and rutting has been reduced dramatically. "ashington State 8epartment of 3ransportation ."S8932 has constructed four SMA projects. "ashington e5perienced the e5pected SMA learning curve and revised their specifications after each project. 3hree are performing *ell and one *as replaced a year later *ith conventional :MA pavement. ven *ith the problems of meeting the

volumetric specifications on the three remaining projects$ the pavements are performing *ell. "ashington learned that SMA projects are very different from :MA projects. Plant revisions are required for the mineral filler and stabili,er feeding systems. :igh

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quality aggregates are required and fortunately "ashington State has the high quality aggregate needed for SMA. ;uarries produce aggregates *ith the needed +&& percent crushed surfaces *hile impact crushers produce the cubical shaped stones. 3he asphalt binder also needs to be bumped up a couple of grades. 3his mi5 is difficult to *or4 *ith and paving cre*s need to be trained to place and compact his mi5. 3he use of pay factors on the volumetric properties *as used and questioned on the last "ashington project. 3he contractor could not meet both volumetric property specifications at the same time and paid a penalty. <t appeared that there *as greater operator error on the volumetric tests than the asphalt content and gradation tests. Since volumetric properties are correlated to the AC and gradations$ pavement performance may not be improved by the use of volumetric pay factors *ith SMA. SMA is an e5pensive pavement to build. 3he last SMA section of pavement in "ashington cost '= percent more than the conventional :MA pavement. 3he higher cost *as due to the higher grade of oil$ addition of mineral filler$ addition of cellulose fibers$ plant revisions$ and the added *or4 associated *ith the mi5. Currently the price of the higher grade oil is considerably more than the lo*er grades used in conventional :MA. 3otal plant revisions *ere estimated at appro5imately >?&$&&& on the project built in %&&+. <f more projects are constructed the cost of these plant revisions *ill be spread over more projects. "hen SMA costs become appro5imately @& to ?& percent more than :MA$ instead of '= percent more than :MA$ SMA *ill be more cost effective. A life cycle cost analysis .ACCA2 needs to be conducted to determine *here this brea4ing point is for "ashington projects.

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GLOSSARY Aggregate - A collective term for the mineral materials such as sand$ gravel and crushed stone that are used *ith a binding medium .such as *ater$ bitumen$ portland cement$ lime$ etc.2 to form compound materials .such as asphalt concrete$ portland cement concrete$ etc.2. Air Voids (Va - 3he total volume of the small poc4ets of air bet*een the coated aggregate particles throughout a compacted paving mi5ture$ e5pressed as a percent of the bul4 volume of the compacted paving mi5ture. 3he amount of air voids in a mi5ture is e5tremely important and closely related to stability and durability. (or typical densegraded mi5es *ith +%.? mm .&.? inch2 nominal ma5imum aggregate si,es air voids belo* about @ percent result in an unstable mi5ture *hile air voids above about B percent result in a *ater-permeable mi5ture. Asphalt binder - the principal asphaltic binding agent in :MA. CAsphalt binderC includes asphalt cement as *ell as any material added to modify the original asphalt cement properties. Asphalt !ontent (A! - 3he percent of asphalt binder by *eight in the mi5. "atch plant - A manufacturing facility for producing :MA or PCC that ma4es the product in batches rather than continuously. !oarse Aggregates - Aggregates retained on the 1.'? mm .no. 12 sieve. #ense-graded - Refers to an :MA mi5 design using an aggregate gradation that is near the (:"ADs &.1? po*er curve for ma5imum density. 3hese are the most common :MA mi5 designs in the !.S. #raindo$n - 3hat portion of the mi5ture .fines and AC2 that separates and flo*s do*n*ard through the mi5ture. #r%& plant - A manufacturing facility for producing :MA. 3hey manufacture :MA continuously rather than in batches. E'%i(alent Single Axle Load (ESAL - /ased on the results from the AAS:9 Road 3est$ the most common approach to determining traffic loading is to convert *heel loads of various magnitudes and repetitions to an equivalent number of CstandardC or CequivalentC loads. 3he most commonly used equivalent load in the !.S. is the B& 4N .+B$&&& lbs.2 equivalent single a5le load. )ine Aggregates - Material that passes the 1.'? mm .No 12 sieve and is retained on the &.&'? mm .E%&&2 sieve.

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)l%shing* +at spots (also called ,bleeding, - A film of asphalt binder on the pavement surface caused by the up*ard migration of asphalt binder in an :MA pavement. Gap graded - Refers to a gradation that contains only a small percentage of aggregate particles in the mid-si,e range. 3he curve is flat in the mid-si,e range. :MA gap graded mi5es can be prone to segregation during placement. -ot Mix Asphalt (-MA - A high quality$ thoroughly controlled hot mi5ture of asphalt binder and aggregate that can be compacted into a uniform dense mass. .nternational Ro%ghness .ndex (.R. - <R< is used to define a characteristic of the longitudinal profile of a traveled *heeltrac4 and constitutes a standardi,ed roughness measurement. /ob-Mix )or&%la (/M) - A recommendedFspecified mi5ture of aggregate and asphalt binder. Mineral +iller - 8efined by the Asphalt <nstitute as a finely divided mineral product at least =? percent of *hich *ill pass through a No. %&& sieve. Pulveri,ed limestone is the most commonly manufactured mineral filler$ although other stone dust$ silica$ hydrated lime$ portland cement and certain natural deposits of finely divided mineral matter are also used .Asphalt <nstitute$ +0=%2. Material Trans+er Vehicle (MTV - !sed to assist the paver in accepting :MA. Most pavers are equipped to receive :MA directly$ ho*ever in certain situations it can be necessary or advantageous to use an M36. Paving using bottom dump truc4s and *indro*s requires a *indro* elevator M36 *hile other M36s are used to provide additional surge volume allo*ing the paver to operate continuously *ithout stopping$ minimi,ing truc4 *aiting time at the paving site and possibly minimi,ing segregation and temperature differentials. 0ational Asphalt 1a(e&ent Association (0A1A - NAPA supports an active research program designed to improve the quality of :MA pavements and paving techniques used in the construction of roads$ streets$ high*ays$ par4ing lots$ airports$ and environmental and recreational facilities. 0ational !enter +or Asphalt Technolog2 (0!AT - NCA3 *as established at Auburn !niversity in +0B= *ith an endo*ment set up by the NAPA Research and ducation (oundation. <ts mission is to improve :MA performance through research$ education$ and information services. 0o&inal Maxi&%& Aggregate Si3e (0MAS - 9ne si,e larger than the first sieve that retains more than +& percent aggregate. 1a2 +actor - A multiple applied to the contract price of a particular item.

1er+or&ance Grade (1G - Performance grade asphalt binder. /inder is chosen for the environment it *ill e5perience. (or e5ample P7 =1-%B. =1G C is the average seven day high temperature. -%BG C is the minimum lo* temperature. 1er&eabilit2 - A property describing the degree to *hich a material can be permeated or penetrated$ especially by liquids or gases. 1it - contains loose sand and gravel that is dug directly out of the ground. A Pit can produce some products that consist of round stones. 4%arr2 - contains bedroc4 that must be blasted first before it can be processed. All products from a quarry are crushed .ie have sharp edges2. Rec2cled Asphalt 1a(e&ent (RA1 - RAP is typically generated by .+2 milling machines in rehabilitation projects or .%2 a special crushing plant used to brea4 do*n large pieces of discarded :MA pavement. Ra(eling - <n fle5ible pavements$ the progressive disintegration of an :MA layer from the surface do*n*ard as a result of the dislodgement of aggregate particles. Resid%als - <n petroleum refining$ they are the left-overs from the refining process. R%tting - Surface depressions in the *heelpath of a pavement. Segregation - Regarding :MA$ the broad definition is Ha lac4 of homogeneity in the hot mi5 asphalt constituents of the in-place mat of such a magnitude that there is a reasonable e5pectation of accelerated pavement distress.es2.I 3ypically though$ HsegregationI refers to aggregate segregation$ *hich is Hthe non-uniform distribution of coarse and fine aggregate components *ithin the asphalt mi5ture.I Stabilit2 - A term often used to describe an :MADs ability to resist deformation under loading. Stripping - <n fle5ible pavements$ the loss of bond bet*een aggregates and asphalt binder that typically begins at the bottom of the :MA layer and progresses up*ard. "hen stripping begins at the surface and progresses do*n*ard it is usually called raveling. Stone Matrix Asphalt (SMA - is a tough$ stable$ rut resistant mi5ture that relies on stone-to-stone contract for its strength and a rich mortar binder for its durability. Theoretical &axi&%& densit2 (TM#* also called ,Rice densit2, - 3he theoretical ma5imum density of an :MA if it contained ,ero air voids.

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Tensile Strength Ratio (TSR - Ratio of the average indirect tensile strength of conditioned specimens .*et2 to the average indirect tensile strength of conditioned specimens .dry2. Also 4no* as the Modified Aottman 3est. this test predicts stripping. Voids in the Mineral Aggregate (VMA - 3he volume of intergranular void space bet*een the aggregate particles of a compacted paving mi5ture that includes the air voids and the effective asphalt content$ e5pressed as a percent of the total volume of the specimen.

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List o+ Abbre(iations and Acron2&s A!-Asphalt Content AAS-TO-American Association of State :igh*ay 3ransportation 9fficials A.MS-Aggregate <maging System ASTM-American Society of 3esting Materials ESAL- quivalent Single A5le Aoad )5E - (lat to longation Ratio -MA-:ot Mi5 Asphalt .R.-<nternational Roughness <nde5 /M)-#ob Mi5 (ormula 0A1A-National Asphalt Pavement Association 0!AT-National Center for Asphalt 3echnology 0MAS-Nominal Ma5imum Aggregate Si,e RA1-Recycled Asphalt Pavement SMA-Stone Matri5 Asphalt S-R1-Strategic :igh*ay Research Plan TM# -3heoretical Ma5imum 8ensity$ also called CRice 8ensityI TSR-3ensile Strength Ratio Va- Air 6oids V!A-6oids in Coarse Aggregate V)A-6oids (illed *ith Asphalt VMA-6oids in the Mineral Aggregate WS#OT- "ashington State 8epartment of 3ransportation

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List o+ )ig%res (igure +. SMA gap-graded mi5 and :MA dense- graded mi5 comparison.......................@ (igure %. 6olumetric diagram..............................................................................................= (igure @. SMA gap-graded aggregate - :MA dense-graded aggregate.............................B (igure 1. &.1? po*er curve for an SMA and conventional :MA$ +%.? mm mi5ture.........0 (igure ?. 5amples of draindo*n and fatspots..................................................................+? (igure =. "ashington State SMA project locations...........................................................%? (igure '. Aggregate <maging System...............................................................................@0 (igure B. Surface te5ture results from A<MS and core cross section...............................1& (igure 0. Coarse aggregate te5ture results from A<MS .Myers %&&12.............................1+ (igure +&. 6olumetrics and gragations for Moses Aa4e project.......................................1? (igure ++. Mineral filler feeding systems..........................................................................1' (igure +%. Celluslose fibers...............................................................................................1B (igure +@. Cellulose fiber dispensing system...................................................................1B (igure +1. Cellulose fiber feed..........................................................................................10 (igure +?. SMA truc4 loading...........................................................................................?& (igure +=. SMA stic4ing to truc4......................................................................................?& (igure +'. SMA in truc4...................................................................................................?+ (igure +B. Placement of SMA..........................................................................................?+ (igure +0. 3emperature differentials on mat....................................................................?% (igure %&. Compaction of mat..........................................................................................?% (igure %+. <nfrared camera and nuclear density guage......................................................?@ (igure %%. Pavement bleeding and rutting........................................................................?1 (igure %@. Ao* air voids .Rit,ville to 3o4io2...................................................................?? (igure %1. :igh air voids .Rit,ville to 3o4io2..................................................................?? (igure %?. (at spots .Rit,ville to 3o4io2...........................................................................?= (igure %=. S4id results for failed project .Rit,ville to 3o4io2..........................................?' (igure %'. Rutting of SMA and :MA pavements near Rit,ville.....................................?B List o+ Tables 3able +. AAS:39 MPB-&+J Specification for designing SMA.........................................1 3able %. SMA gradations - Maryland specifications .A< %&&%2.......................................+& 3able @. Coarse aggregate quality requirements .AAS:39 MPB-&+2.............................++ 3able 1. Relationship of A.A. Abrasion to (latnessF longation Ratio .7893 %&&%2......++ 3able ?. Average rut depth in mm for 7eorgia projects .7eorgia 893 %&&%2................%@ 3able =. Performance data for Maryland projects .Michael et al. %&&%2..........................%@ 3able '. Performance data-6irginia .Mc7hee et al. %&&?2..............................................%1 3able B. 7eneral <nformation for SR-?%1 project in Aynn*ood.......................................%B 3able 0. 7eneral <nformation for <-0& project east of Rit,ville.........................................@& 3able +&. 7eneral <nformation for <-0& project *est of Rit,ville......................................@% 3able ++. 7eneral <nformation for <-0& project near Moses Aa4e.....................................@@ 3able +%. Aggregate blends for astern "ashington projects..........................................@? 3able +@. #M(-(ield 7radations-(ield Standard 8eviations for "ashington SMA projects. .............................................................................................................................@=

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3able +1. AA abrasion- 8egradation-Specific7gravity for selected "ashington pit and quarry sites.........................................................................................................................@B 3able +?. 6olumetrics for "ashington SMA projects.....................................................11 3able +=. SMA project costs for "ashington State..........................................................?0

Table o+ !ontents AbstractKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK...ii 7lossaryKKKKKKKKKKKKKKKKKKKKKKKKKKKKKKK..iv Aist of Abbreviations and AcronymsKKKKKKKKKKKKKKKKKKKKviii Aist of (iguresKKKKKKKKKKKKKKKKKKKKKKKKKKKKK.i5 Aist of 3ablesKKKKKKKKKK.KKKKKKKKKKKKKKKKKK.....i5 3able of ContentsKKKKKKKKKKKKKKKKKKKKKKKKKKKK5i + <ntroduction.......................................................................................................................+ % Aiterature Revie*..............................................................................................................% %.+ 8escription and /ac4ground......................................................................................% %.% Mi5 8esign.................................................................................................................1 %.%.+ Air 6oids and Asphalt Content ..........................................................................? %.%.% 6oids in Mineral Aggregates .............................................................................? %.%.@ 6oids in Coarse Aggregate SMA mi5tures require that the voids in coarse aggregate .6CAM<L2 should be less than the voids in coarse aggregate in the dry rodded condition .6CA8RC2 to ensure that stone-to-stone contact does e5ist *ithin the pavement ./ro*n et al. +00'2. 3his is not a requirement for traditional dense-graded mi5tures and a more detailed description is included in the follo*ing Aggregate section of this paper. .................................................................................' %.@ Asphalt /inder...........................................................................................................' %.1 Aggregates.................................................................................................................' %.1.+ 7radation.............................................................................................................B %.1.% :ardness$ (lat to longation Ratio$ and Surface 3e5ture.................................+& %.1.@ 6oids in Coarse Aggregate...............................................................................+@ %.? Modifiers and (illers................................................................................................+1 %.= Construction 9perations..........................................................................................+= %.=.+ Aggregate Production.......................................................................................+= %.=.% Asphalt Plant Production..................................................................................+' %.=.@ Placement..........................................................................................................%& %.' Sampling and 3esting Procedures............................................................................%% %.B Pavement Performance............................................................................................%% @ Analysis of 8ata for "ashington SMA Projects...........................................................%? @.+ <ntroduction..............................................................................................................%? @.% Projects.....................................................................................................................%' @.@ Aggregate 7radation................................................................................................@? @.1 Aggregate Characteristics........................................................................................@' @.? 6olumetrics and /inder...........................................................................................1+ @.= Construction <ssues..................................................................................................1= @.=.+ Production.........................................................................................................1= @.=.% Placement..........................................................................................................10 @.' Pavement Performance............................................................................................?@ @.B Project Costs............................................................................................................?0 1 Summary and Conclusions ............................................................................................=& 1.+ Aiterature Revie*.....................................................................................................=&

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1.% "ashington SMA projects.......................................................................................=+ ? /ibliography...................................................................................................................=? = APP N8<L.....................................................................................................................=B 8<6<S<9N ?......................................................................................................................'& S!R(AC 3R A3M N3S AN8 PA6 M N3S..........................................................'& Asphalt Concrete Pavement..............................................................................................'& .MMMMM2..............................................................................................................................'& 8escription........................................................................................................................'& Materials...........................................................................................................................'& ......................................................................................................................................'+ Mineral (iber ;uality Requirements........................................................................'+ Property.........................................................................................................................'+ Requirement..................................................................................................................'+ Si,e Analysis.................................................................................................................'+ (iber Aength+ ..........................................................................................................'+ &.%? in. ma5imum mean test value...............................................................................'+ 3hic4ness%................................................................................................................'+ &.&&&% in. ma5imum mean test value...........................................................................'+ Shot Content@................................................................................................................'+ Passing !.S. No. =& sieve.........................................................................................'+ 0& ? percent................................................................................................................'+ Passing !.S. No. %@& sieve.......................................................................................'+ '& +& percent..............................................................................................................'+ .MMMMMM2............................................................................................................................'@ .MMMMMM2............................................................................................................................'1 Asphalt Pavers..................................................................................................................'1 Section ?-&1.@.@2 is supplemented *ith the follo*ingJ....................................................'1 Material 3ransfer 8eviceF6ehicle.....................................................................................'1 Prior to use$ the Contractor shall submit the manufacturer and model number of the equipment to the ngineer for revie* and approval. All costs to incorporate the material transfer device or vehicle into the paving train shall be included in the unit contract prices for associated bid items......................................................................................................'1 :eating of Asphalt Material..........................................................................................'? .MMMMMM2............................................................................................................................'? Mi5 8esign....................................................................................................................'? .MMMMMM2............................................................................................................................'? Acceptance Sampling and 3esting................................................................................'? .MMMMMM2........................................................................................................................'B Compaction...................................................................................................................'B 7eneral..........................................................................................................................'B 7radation N Recycled Asphalt Pavement and Mineral Aggregate...............................B% Proportions of Materials...............................................................................................B%

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.ntrod%ction SMA is a tough$ stable$ rut resistant mi5ture that relies on stone-to-stone contract

for its strength and a rich mortar binder for its durability .NAPA +0002. SMA *as first developed in urope to combat rutting caused by the use of studded tires. <n the +0B&Ds federal and state high*ay officials in the !nited States recogni,ed the need to design stiffer$ more rut resistant pavements. As a result$ American professionals participated in the uropean Asphalt Study 3our in +00&$ *here SMA pavements *ere investigated.

3his *as the first concerted effort to figure out ho* to use SMA in the !nited States. <n +001 the (ederal :igh*ay Administration a*arded a contract to the National Center for Asphalt 3echnology .NCA32 to determine the performance of SMA pavements. Results from this study sho*ed a significant reduction of rutting *ith SMA pavements ./ro*n et al. +00'2. A number of states have had e5perience *ith SMA pavements$ some *ith more success than others. SMA pavement projects and studies *ere conducted in Maryland$ 6irginia$ "isconsin$ 7eorgia$ and "ashington to name a fe*. Many states have adopted SMA pavement as their standard mi5 for their high traffic high*ays. "ashington State has constructed four projects) one in "estern "ashington$ t*o in astern "ashington and one in Central "ashington. 3he first project e5perienced

many of the e5pected problems associated *ith a ne* product. 3he second project in astern "ashington failed and had to be replaced *ith conventional hot mi5 asphalt .:MA2 the follo*ing year. 3he last t*o projects e5perienced fe*er problems and have performed *ell to date. 3his paper *ill revie* reports from SMA projects through out

the !nited States and then focus on the problems and successes of the "ashington state projects. 7 Literat%re Re(ie$ 3his section is organi,ed into eight topic areas *hich includeJ .+2 description and bac4ground$ .%2 mi5 design$ .@2 asphalt binder$ .12 aggregates$ .?2 modifiers and fillers$ .=2 construction operations$ .'2 sampling and testing$ and .B2 pavement performance. Resources included both national and local studies and project reports. 786 #escription and "ac9gro%nd SMA is a tough$ stable$ rut resistant mi5ture that relies on stone-to-stone contact for its strength and a rich mortar binder for its durability .NAPA +0002. 3he e5pectation is that since aggregates do not deform as much as asphalt binder under load$ its stone-onstone contact *ill greatly reduce rutting. 3he pavement strength is achieved through the interloc4ing of a high quality gap-graded aggregate. As seen in (igure +$ the gradation contains only a small percentage of aggregate particles in the mid-si,e range *hich leaves more room for the mortar of fine aggregate and polymer modified binder.

)ig%re 68 SMA gap-graded &ix and -MA dense- graded &ix co&parison8

SMA *as developed in 7ermany and S*eden in the +0=&Ds to achieve a pavement more resistant to studded tire *ear. Asphalt content ranged bet*een =.? to '.? percent by *eight of mi5ture .Mahoney %&&&2. 3here *as a problem of the liquid asphalt .binder2 separating and flo*ing do*n*ard through the mi5ture. 3o prevent this binder draindo*n$ cellulose or mineral fibers *ere used in the mi5es. Carbon blac4 and polymers *ere also allo*ed ho*ever fibers *ere preferred over polymers due to lo*er cost$ higher possible mi5ing temperatures$ increased time for compaction and reduced mi5ing segregation. 3he job mi5 formula .#M(2 *as based on the ?& blo* compaction Marshall *ith a @ percent air void .6a2 target. Aggregate si,e mostly ranged bet*een ? mm to %% mm$ S*eden using the larger si,es$ usually +%mm or +=mm. Aab studies sho*ed a 1& percent reduction in studded tire *ear .Mahoney %&&&2. 3he first concerted efforts to use SMA in the !nited States began in the +00&s. American professionals first participated in the uropean Asphalt Study 3our in +00&$

*here SMA pavements *ere investigated. <n +00' NCA3 determined SMA pavements *ere effective against rutting. As a result a fe* states began to try SMA pavements on their high volume roads. (or e5ample$ 7eorgia developed t*o research projects to study the performance of SMA as a *earing course for heavy truc4 loads and as an overlay for Portland cement pavements .7893 %&&%2. As a result of this study it *as determined SMA *as effective against rutting$ had a longer service life$ had a greater fatigue life$ and had a lo*er annuali,ed cost .7893 %&&%2. Maryland and 6irginia *ere also early in e5perimenting *ith SMA. 787 Mix #esign SMA mi5 design is similar to that for traditional dense-graded :MA *ith target air voids of @.? to 1 percent and a minimum asphalt content .AC2 of = percent. 6oids in Mineral Aggregate .6MA2 are higher than conventional :MA mi5es *ith a minimum of +' percent. arly mi5 designs *ere performed *ith the Marshall Compactor but most

designs no* use the 7yratory Compactor. 3able + belo* sho*s a summary of the AAS:39 MPB-&+J Specification for 8esigning SMA.
Table 68 AAS-TO M1:-;6< Speci+ication +or designing SMA

1ropert2 Asphalt Content$ O Air 6oids$ O 6MA$ O 6CA$ O 3SR$ O 8raindo*n$ O

Re'%ire&ents = minimum 1 +' P 6CA8RC '& minimum &.@ ma5

78786

Air Voids and Asphalt !ontent Air 6oids .6a2 is the total volume of the small poc4ets of air bet*een the coated

aggregate particles$ e5pressed as a percent of the bul4 volume of the paving mi5ture. Asphalt Content .AC2 is defined as the percent of asphalt binder in the mi5 by *eight. See (igure % for the 6olumetric 8iagram. SMA mi5es are no* designed at 1 percent 6a. 3his represents a good

compromise bet*een preventing permanent deformation and fat spots and ensuring the SMA lift is impermeable. AC should be at least = percent to increase pavement

durability. Ao* 6a and too much AC *ill push the coarse aggregate particles apart *ith a reduction in pavement shear deformation resistance. :igh 6a *ith too little matri5 reduces the pavement durability caused by aging and moisture damage .Pierce %&&&2. Mahoney .%&&&2 found that SMA mi5tures should be compacted to ?-' percent 6a during construction. 3his is done because compaction continues during the use of the road*ay. 3here is also a relationship bet*een in-place 6a and pavement permeability. 3o ensure that permeability is not a problem in-place 6a should be bet*een = and ' percent or lo*er ./ro*n et al. %&&12. 9ther factors influencing the permeability are gradation$ Nominal Ma5imum Aggregate Si,e .NMAS2+$ lift thic4ness and design compactive effort. 78787 Voids in Mineral Aggregates 6oids in the Mineral Aggregate .6MA2 is the volume of intergranular void space bet*een the coarse aggregate particles of a compacted paving mi5ture that includes the

3he NMAS is one si,e larger than the first sieve that retains more than +& percent aggregate.

6a and the effective AC and fines$ e5pressed as a percent of the total volume of the specimen .see (igure %2. SMA mi5es require higher 6MA values than dense graded asphalts because of the gap-graded nature of these pavements$ .Schmiedlin and /ischoff %&&%2. 3he higher 6MA is necessary so a higher AC can be used$ *hich improves the pavement durability. ./ro*n and Mallic4 +0012 found that 6MA values for most projects studied ranged bet*een +?-%& percent and the recommended minimum 6MA should be at least +' percent. 3here are several factors that can affect 6MA. (irst$ *hen the percentage passing the 1.'? mm .No. 12 sieve increases$ the 6MA decreases significantly. /ro*n and Mallic4 .+0012 found that the material passing the 1.'? mm .No. 12 sieve had to be less than @& percent to meet the 6MA requirements. :arder aggregates$ *hich do not brea4 do*n during laboratory compaction$ result in a higher 6MA. 3he higher the abrasion loss$ the lo*er the 6MA. ./ro*n et al.+00'2 found if there is a reduction in AC to increase air voids$ 6MA values decrease.

)ig%re 78 Vol%&etric diagra&8

2.2.3 Voids in !oarse Aggregate SMA mi5tures require that the voids in coarse aggregate .6CA M<L2 should be less than the voids in coarse aggregate in the dry rodded condition .6CA 8RC2 to ensure that stone-to-stone contact does e5ist *ithin the pavement ./ro*n et al. +00'2. 3his is not a requirement for traditional dense-graded mi5tures and a more detailed description is included in the follo*ing Aggregate section of this paper. 78= Asphalt "inder Asphalt binder includes the AC and any other modifiers added to it. AC for SMA mi5tures is higher than standard mi5es. AC should be at least = percent by *eight ./ro*n et al.+00'2 and typically ranges from = to =.' percent. 3oo much asphalt *ill push the coarse aggregate particles apart *ith a drastic reduction in pavement shear deformation. 3oo little matri5 *ill result in high air voids *hich reduces pavement durability caused by accelerated aging and moisture damage .Pierce %&&&2. /oth AC grade and Performance 7rade .P72 grade binders have been used for SMA pavements. <t is best to increase the asphalt grade by one or t*o grades above that recommended by climate ./ro*n and Cooley +0002. /ro*n and Cooley .+0002 recommend that design AC is selected to achieve 1 percent 6a. 3his ho*ever results in a rich mi5ture so bleeding and draindo*n can be a problem. 3he greater amount of asphalt binder requires the use of a combination of more fines .mineral filler2 and a stabili,ing agent to reduce the draindo*n. 78> Aggregates SMA pavement is composed of gap-graded aggregates *hich result in the stoneto-stone contact as sho*n in (igure @ belo*. SMA pavements lac4 the medium si,ed

'

aggregates and have a lot of fines. 3he interloc4ing of the large aggregates gives the pavement its strength. 3he gaps bet*een the large aggregates create the spaces for the

)ig%re =8 SMA gap-graded aggregate - -MA dense-graded aggregate8

mastic *hich includes the liquid asphalt and the fines. Aggregates should be selected *ith adequate hardness$ surface te5ture$ shape and durability. SMA projects are best designed using all crushed aggregates *ith a cubical shape. Projects have been constructed *ith different NMAS. SMA mi5es have also been used for thin overlays. 78>86 Gradation (igure 1 is an e5ample of the &.1? po*er curve for both SMA and conventional :MA pavements. SMA mi5tures generally contain about +& percent material passing the &.&'? mm .No. %&&2 sieve .commonly referred to as dust2$ *ith a +.? dust to binder ratio. Mid-si,ed aggregates are lac4ing in SMA mi5tures.

)ig%re >8 ;8>? po$er c%r(e +or an SMA and con(entional -MA* 678? && &ixt%re8

/ro*n et al. .+00'2 sho*ed that SMA mi5tures are sensitive to the percentage of material passing the 1.'? mm .No. 12 sieve. 0& percent of the projects$ studied in this +00' NCA3 report had %?-@? percent material passing the 1.'? mm .No. 12 sieve. "hen the material passing the 1.'? mm .No. 12 sieve increased$ the 6MA decreased significantly$ hence lo* air voids and fat spots. So$ the fines have decreased in SMA mi5tures over the years. 3he percent passing the 1.'? mm .No. 12 sieve decreased from appro5imately @% percent in +00+ to %= percent in +00=. (ines$ passing the &.&'? mm .N&. %&&2 sieve usually range from B to ++ percent ./ro*n et al. +00'2. 3hese fines$ *ith their large surface areas$ bind *ith the asphalt$ to ma4e the mastic .glue2 that binds the large aggregates together. Most SMA mi5es are either +%.? mm .+F% in2 or +0.& mm .@F1 in2 NMAS$ *hich conforms to uropean SMA mi5tures. (or e5ample$ 3able % belo* summari,es the 0

specifications for MarylandDs SMA gradation .A< %&&%2. Maryland usually uses the +0 mm and +%.? mm NMAS aggregate si,es.
Table 78 SMA gradations - Mar2land speci+ications (A. 7;;7 8

Sie(e* && @'.? %?.& +0.& +%.? 0.? 1.'? %.@= +.+B &.= &.@ &.+? &.&'?

6@&& 0MAS Ao*er !pper +&& +&& B% %& +1 0 +&& +&& BB =& %B %& ++

678?&& 0MAS Ao*er !pper

@8?&& 0MAS Ao*er !pper

+&& 0& '& @& %& B

+&& 00 B? ?& @@ ++

+&& '& @& %& B

+&& 0& ?& @& +@

3he use of 1.'? mm NMAS SMA pavements .thin overlays2$ have become more attractive to engineers because these mi5es can be placed in thin lifts thus can be used *ithin a preventative maintenance program. Cooley .%&&@2 found these fine mi5es could be designed to obtain stone-to-stone contact as *ell$ and these pavements *ere rutresistant. Permeability testing sho*ed these mi5es *ere less permeable than conventional SMA mi5es at similar 6a levels$ and thus should be more durable. 78>87 -ardness* )lat to Elongation Ratio* and S%r+ace Text%re Aggregates should be selected *ith adequate hardness$ surface te5ture$ shape and durability. 3able @ belo* is a summary of the Coarse Aggregate ;uality Requirements .AAS:39 MPB-&+2.

+&

Table =8 !oarse aggregate '%alit2 re'%ire&ents (AAS-TO M1:-;6 8

Test A.A. Abrasion$ O Aoss (lat Q longated$ O @J+ ?J+ Absorption$ O Crushed Content$ O +-(ace %-(ace

Method (AAS-TO 30= 81'0+ 81'0+ 3B?

Speci+ication Mini&%&

Speci+ication Maxi&%& @& %& ? %.&

+&& 0&

:ardness properties of the aggregate are important to resist the abrasion from studded tires. :ardness also helps resist fracture under heavy loads and polishing. A +00' NCA3 report stated$ HAppro5imately B? percent of the projects used an aggregate meeting the recommended A.A. abrasion factor belo* @&I ./ro*n et al.+00'2. Research conducted at 7eorgia 3ech sho*ed that there *as a comple5 relationship bet*een the degree of rutting and t*o parametersJ the @J+ flatnessFelongation ratio and the A.A. abrasion value. Specifically it stated H!nder favorable conditions for the

flatnessFelongation .(F 2 ratio$ the abrasion value can be as high as 1?$ and under favorable conditions for the abrasion value$ the (F ratio can be as high as 1?$ see 3able 1 belo* .7893 %&&%2.
Table >8 Relationship o+ L8A8 Abrasion to )latness5Elongation Ratio (G#OT 7;;7 8

A.A. Abrasion 6alue P 1? P 1& P @? P @& P %?

(F Ratio .@J+2 P %&O %+-%? %=-@? @=-1& 1+-1?

++

/ased on this research 7eorgia implemented the use of aggregates *hich have no more than 1? percent abrasion loss and *hich have no more that %&O flat and elongated particles *hen measured at the @J+ ratio. Aggregates also need to have a high cubic shape and rough te5ture to resist rutting and movement .7893 %&&%2. Maryland requires coarse and fine aggregates must have +&& percent crushed faces .A< %&&%2. Currently the A.A. abrasion test is specified in AAS:39 design of SMA mi5es to measure aggregate degradation. A study at 3e5as AQM questioned *hether the A.A. abrasion test represented aggregate abrasion during construction compaction and subsequent traffic loading .7atchalian %&&=2. 3he study suggested that aggregates such as granite and gneiss$ *hich performs *ell in service may e5hibit high levels of loss in the A.A. abrasion test due to their coarse grained crystalline structure. Also$ soft aggregate may absorb the impact of the high loads in the test. 3he study recommended the use of the Micro-8eval abrasion test to evaluate the resistance of aggregate particles to degradation in SMA mi5es .7atchalian %&&=2. 3he Micro-8eval abrasion test e5amines a coarse aggregateDs ability to resist abrasion and *eathering. 3his test induces abrasion on the coarse aggregate using the Micro-8eval machine to roll a steel jar containing the aggregate .soa4ed in *ater prior to the test2$ steel spheres and *ater. Cooley and #ames .%&&@2 suggested that the A.A. abrasion test measures impact and abrasion *hile the Micro-8eval measures only for abrasion. Aggregates should also have a rough .crushed2 surface te5ture and a cubical shape. 3he 3e5as AQM study also recommended the use of the Aggregate <maging System .A<MS2 method to capture the characteristics of the aggregates using digital

+%

imaging techniques .7atchalian %&&=2. 3his system provides a means for characteri,ing aggregates as opposed to the Superpave tests for measuring coarse aggregate shape properties$ but the equipment is e5pensive. <t consists of top and bac4 lighting apparatus$ an auto-focus microscope$ and associated soft*are. 3he analysis determines angularity$ te5ture and shape of the aggregate. 78>8= Voids in !oarse Aggregate Stone-to-stone contact of the aggregate in SMA pavement is considered necessary to resist plastic deformation. <n the past$ evaluation has been very subjective and only done by visual inspection from cored samples. /ro*n and Mallic4 .+0012$ at the National Center for Asphalt 3echnology .NCA32$ developed a test to determine optimum stone-tostone contact. 3hey measured the 6oids in Coarse Aggregate .6CA2$ *ith no fines$ by placing the coarse aggregate in a container and using dry rod compaction to achieve ma5imum density in accordance *ith AS3M C%0$ HStandard 3est Method for /ul4 8ensity .!nit "eight2 and 6oids in Aggregate.I /ecause there are no fines in the container the voids in this dry rodded condition represent the void condition at *hich stone-on-stone contact e5ists for the coarse aggregate. 3he NCA3 report stated$ H3he point at *hich the 6oids in the Coarse Aggregate of the mi5ture .6CA M<L2 is equal to the 6oids in the Coarse Aggregate in the dry rodded condition .6CA 8RC2 is the point at *hich it is assumed that the stone-to-stone contact occursI ./ro*n and Mallic4 +0012. 3he 6CAM<L should never e5ceed 6CA8RC because it indicates there are too many intermediate si,e aggregates. :ongbin et al. .%&&@2 conducted a study on using 1.'? NMAS SMA for thin overlays. 3hese mi5es had the potential for use *ithin preventative maintenance

+@

programs. 3he 6CA criteria$ *as also developed in this study for these 1.'? mm mi5tures. (or 1.'? mm NMAS SMA$ the definition of coarse aggregate *as different than *ith other traditional mi5tures. 3he coarse aggregate *as defined as aggregates larger than the +.+B mm sieve instead of the material retained on the 1.'? mm .No. 12 sieve. 78? Modi+iers and )illers 9ne of the biggest problems *ith SMA has been draindo*n and the resultant fat spots due to the higher AC and 6MA. 8raindo*n occurs *hen the liquid asphalt .binder2 separates and flo*s do*n*ard through the mi5ture as seen in the left photo in (igure ?. Most of the draindo*n occurs in the first hour. 8raindo*n increases significantly *hen AC is increased. /ro*n and Mallic4 .+0012 found that an increase of the asphalt content from = to ' percent increases draindo*n by a factor of ?. <t appears that for a given mi5ture there is a threshold asphalt content at *hich there is very little draindo*n. 9nce the threshold is e5ceeded$ draindo*n occurs. (at spots are pools of asphalt binder on the pavement surface caused by the up*ard migration of asphalt binder or by mastic dripping or plopping off machinery onto the mat. 3he right photo in (igure ? also sho*s some e5treme fat spots. (at spots can lead to deformation or deterioration in specific areas. (at spots can be caused by a high asphalt content.

+1

#raindo$n (Moses La9e 1roAect

)at Spots (Rit3(ille to To9io 1roAect

)ig%re ?8 Exa&ples o+ draindo$n and +atspots8

Stabili,ing additives have been introduced into SMA mi5es to alleviate these draindo*n and bleeding problems .fat spots2. /ecause of compaction issues$ storage and placement$ temperatures cannot be lo*ered. Additives such as$ fibers$ mineral filler$ rubbers$ and polymers have been added to stiffen the mastic at high temperatures. (ibers do the best job of preventing draindo*n$ *here polymers improve the asphalt cement properties at lo* and high temperatures. /ro*n and Mallic4 .+0012$ in a +001 NCA3 study$ found that a combination of &.@ percent mineral fiber or &.@ percent uropean

cellulose fiber$ produced the least draindo*n. 3hey also found mi5tures *ith no additives .mineral fiber or uropean cellulose2 and &.@ percent vestoplast polymer produced the highest draindo*n. /ro*n and Cooley .+0002 also concluded in NC:RP Report 1%? that fibers do a better job than polymers to reduce draindo*n 3he type of fines can also affect draindo*n. /ro*n and Mallic4 .+0012 determined that baghouse fines had much less draindo*n than mi5tures containing marble dust. 3his is because the smaller particles provide more surface area for a given

+?

*eight and thus tend to stiffen the binder more than coarse fines. 3his clearly sho*s the importance of the si,e of the particles passing the &.&'? mm .No. %&&2 sieve. /ro*n and Mallic4 .+0012 also discovered that the amount of material passing the 1.'? mm .No. 12 sieve also affects draindo*n. 3he mi5tures *ith %& percent passing the No. 1 sieve had significantly more draindo*n than the mi5es *ith ?& percent passing the No. 1 sieve. "ith coarser mi5es the internal voids of the uncompacted mi5 are larger$ resulting in more draindo*n. 78B !onstr%ction Operations 3he production$ placement and compaction of SMA mi5tures are different from conventional SMA mi5tures. Plant revisions are required$ the mi5 is difficult to *or4 *ith and compaction must occur quic4ly. 3he follo*ing discussions *ill cover aggregate production$ asphalt plant production$ and asphalt placement. 78B86 Aggregate 1rod%ction /ro*n .+0002 found that gradation control for SMA mi5tures is directly related to pavement performance. 3he mi5 is very sensitive to the percent passing the 1.'? mm .No. 12 and the &.&'? mm .No. %&&2. Pierce .%&&&2 also found that several different aggregate stoc4piles of differing si,es are usually necessary to meet the gradation requirements for SMA. <t is very important that aggregates are handled carefully and donDt segregate or spill over into other piles. /ro*n .+0002 concluded that cubical shaped stones *ith crushed surfaces are required for successful SMA pavements. .NSS7A %&&+2 reported that materials crushed by impact crushers produce a more cubical shaped stone$ materials produced from

+=

quarries produce aggregates *ith +&&O crushed surfaces and materials crushed from pits e5hibit more rounded faces. 78B87 Asphalt 1lant 1rod%ction ither drum or batch plants can be used to produce this mi5. Plant production of SMA is critical to the success of the pavement. Close control of plant temperatures$ plant stoc4piles and cold feed are necessary. Plant modifications are necessary for the feeding of fibers and mineral fillers into the mi5. 78B8786 Materials Materials needed for the production of SMA mi5es include a high grade of asphalt binder$ high quality aggregates$ mineral filler$ a stabili,er and at times modifiers. 3hese materials are handled$ produced and placed differently than conventional :MA mi5es. 3he handling and storage of liquid asphalt for SMA is similar to any :MA mi5ture. Storage temperatures for modified asphalts may be higher. <t is typical to blend at least three coarse aggregate piles to meet gradation specifications. SMA consists of a high percentage of coarse aggregate so the blending can be a challenge. <t is very important that the aggregates be carefully handled and stoc4piled. ach coarse aggregate stoc4pile may need to be fed through more than one cold feeder to meet gradation requirements. !sing more than one cold feeder *ill also minimi,e variability in the gradation of the coarse aggregate stoc4piles. Mineral fillers are necessary for SMA pavements because baghouse fines account for only ? percent of the fines. SMA gradation specifications usually require

+'

appro5imately +& percent passing the &.&'? mm .No. %&&2 sieve. 3hese fines$ along *ith the liquid asphalt and fiber$ ma4e the mastic *hich holds the mi5 together. SMA mi5tures are very sensitive to the amount of &.&'? mm .No. %&&2 in the mi5. :andling$ storing and the introduction of the mineral filler is therefore an important concern. A mineral filler silo is necessary at the plant. 3hese silos are closed systems in *hich filler is stored and then the material is metered at the proper amounts into the mi5. /ro*n and Cooley .+0002 found that the mineral filler should be captured by the asphalt binder or coarser aggregate as soon as it is added to the mi5ture. Mineral filler should not be added to conveyor belts from the cold feeder or from the rap feeder. Stabili,ing additives are necessary to prevent draindo*n. /oth fibers and polymers have been used$ the fibers being the most effective. (ibers are usually added by a machine that is supplied by the fiber manufacturer. 3he fiber is fluffed and then metered into the pugmill for batch plants$ or the drum for drum plants. <n the drum plant the fiber line is placed ne5t to the asphalt binder line. 3his allo*s the fibers to be captured by the asphalt binder before being e5posed to the high velocity gases of the drum. Pelleti,ed fibers can be used as *ell. 3he pellets are placed in a hopper and can be metered and conveyed into the drum or the pugmill. Pellets do contain some asphalt binder so this has to be ta4en into account in the mi5 design. A less common *ay of stabili,ing the mi5 is *ith asphalt binder modifiers. 3he asphalt binder can be modified at the refinery or added at the hot mi5 plant. 3he modifier is either blended into the asphalt binder before it is injected into the mi5ture or it is added directly to the dry aggregates during production.

+B

78B8787 Mixing 3he mi5ing process for SMA is different than conventional :MA mi5tures as this is a very sensitive mi5. Additional feed systems for mineral filler and the stabili,er need to be carefully calibrated. Mi5ing temperatures need to be controlled and maintained. Mi5ing times should be monitored to ensure the stabili,er is thoroughly distributed into the mi5. Storage of SMA should be limited due to the possibility of draindo*n. <t is very important that all feed systems be carefully calibrated prior to the production of SMA. Calibration of aggregate cold feed bins should be performed *ith care to ensure proper gradation. Stabili,ing additive manufacturers *ill usually assist the hot mi5 producer in setting up$ calibrating and monitoring the stabili,ing additive delivery system. 3he mineral filler feed system and the dust collectorFreturn system should be interrelated because this determines the total fines in the mi5. /ro*n and Cooley .+0002 discovered that for most SMA projects the ability to add mineral filler into the mi5ture governs mi5 production rates. SMA mi5ing temperatures vary according to aggregate moisture content$ *eather conditions$ grade of asphalt binder$ and type of stabili,ing additive used. Normal :MA production temperatures$ or a little higher$ are typical. 3he SMA mi5ture should never be heated above +'=G C .@?&G (2 since this may damage the asphalt binder$ increase plant emissions and increase the chance of draindo*n. 3he damage is due to o5idation *hich occurs *hen the actual molecules are thermally bro4en apart$ *hich ma4es the asphalt less ductile and more susceptible to crac4ing ."S893 %&&%2. "hen adding fibers to the SMA mi5ture$ mi5ing time should be increased slightly over conventional :MA. <n batch plants both dry and *et cycles should be increased

+0

from ? to +? seconds each. <n the drum plant the fiber line is placed ne5t to the asphalt binder line so the fibers are captured by the asphalt binder to improve mi5ing. 3he proper mi5ing times can be estimated by visual inspection. <f clumps of fibers or pellets still e5ist in the mi5ture at the discharge chute or if aggregate particles and not sufficiently coasted$ the mi5ing times should be increased. /ro*n and Cooley .+0002 found that SMA mi5tures should not be stored more than +% hours due to the draindo*n issues. 78B8= 1lace&ent 3he placement and compaction of SMA pavement requires special attention due to potential draindo*n problems and the difficult handling of this harsh stic4y mi5. Plant production$ mi5ture delivery$ placement$ and compaction should be carefully coordinated. /ro*n .+0002 recommended a target density of 0? percent ma5imum

density *ith a 01 percent minimum of ma5imum theoretical density *hich is higher than the 0+-0@ percent normally used for normal dense-graded :MA. SMA pavements compact readily at proper mi5 temperatures but are very difficult to compact once they begin to cool. /elo* are some recommendations for the construction of SMA pavements. -a%ling :aul times should be as short as possible 8o not increase hauling temperature to facilitate longer hauling times. 3he increased hauling times coupled *ith truc4 vibrations can induce draindo*n. 8eliver the mi5 bet*een +1&G-+?&G C .%B&G-@&&G (2. :igher temperatures may be needed if polymers are added. !se approved releasing agents and prohibit the use of fuel oils. %&

1lace&ent !se Material 3ransfer 6ehicles .M36Ds2 Paving speed should be dictated by the speed of the rolling operation. Reep the rollers close behind the pavers Pavers should not start and stop as bumps may be left in the pavement. SMA mi5ture delivery and paver speed should be calibrated so augers can be 4ept tuning B?-0& percent of the time. 3his results in the slo*est auger speed. :igh auger speed can shear the mortar from the coarse aggregate and cause fat spots. 8o not run conveyor of M36 empty because it may cause draindo*n. Reep ra4ing and hand *or4 to a minimum.

!o&paction Reep rollers immediately behind the paver and compact quic4ly. ? rollers *or4 *ell for compaction$ % brea4do*n$ % intermediate and one finish roller. Aaydo*n temperatures belo* %0&G ( tend to stic4 to the truc4s and above @&?G tend to bleed .Schmiedlin and /ischoff %&&%2. 6ibratory rollers should be used sparingly. Pneumatic tired rollers should not be used. <n summary SMA mi5tures can be placed and compacted successfully *ith careful planning and calibration of the entire paving process from production to compaction.

%+

78C

Sa&pling and Testing 1roced%res Pierce .%&&&2 discovered that the handling of SMA samples needs special care.

!se greased metal buc4ets rather than cardboard bo5es for storing mi5 sample so the asphalt binder is not absorbed into the container. 3his is a very stic4y mi5 so test equipment must be thoroughly cleaned after each use. 3ests are performed for mi5 design as *ell as acceptance. A number of tests are performed on the aggregate. 7radations are performed to ensure the aggregate is *ithin the allo*able limits. Rey physical attributes are chec4ed by the follo*ing tests) Coarse Aggregate Angularity$ (ine Aggregate Angularity$ and (lat and longated Particles. /ul4 specific gravity of the mi5ture is determined by using AAS:39 3+== and AS3M 8%'%=. 9ther source properties may be chec4ed such as A.A. abrasion and degregation. 8uring construction densities of the in place mi5 are ta4en using a nuclear density guage. Asphalt content is determined by burning off the asphalt binder in an ignition furnace using AAS:39 3-@&B. 7radations are chec4ed on the remaining aggregate using AAS:39 3-%'F3++. 78: 1a(e&ent 1er+or&ance 3his section *ill quic4ly summari,e some SMA performance studies in the !nited States. Performance characteristics such as rutting depth$ roughness andFor friction *ere measured on the projects. Clearly the SMA pavements have performed *ell. <n +001 the (ederal :igh*ay Administration funded a project for the National Center of Asphalt 3echnology to evaluate the performance of SMA pavements in the !nited States. Pavement performance *as evaluated by measuring rutting depth. /ro*n et al. .+00'2 found that over 0& percent of the projects e5perienced rutting measurements

%%

less than 1 mm and %? percent of the projects had no measurable rutting. 3here *ere si5 projects that had more than = mm of rutting but this *as not attributed to the SMA mi5ture. 3his study confirmed that rutting is significantly reduced *ith SMA pavements if they are properly designed and constructed. 7eorgia monitored rutting on an <-B? test section for several years and compared it to a standard hot mi5. 3he SMA mi5ture certainly e5perienced less rutting. SMA and :MA projects comparisons are sho*n in 3able ?.

Table ?8 A(erage r%t depth in && +or Georgia proAects (Georgia #OT 7;;7 8

Year 6@@= 6@@> 6@@?

SMA (&& & %.@ %.?

-MA (&& @ ?.@ =.B

<n %&&% Marlyand reported on the performance B? SMA projects as sho*n in 3able =. Note these are cumulative rut depths.
Table B8 1er+or&ance data +or Mar2land proAects (Michael et al8 7;;7 8

678? && 6@ &&

R%t #epth !%&%lati(e inches (&& &.+1 .@.?2 &.+@.@.@2

.R. Ro%ghness in5&ile '?.' 0'.+

)riction 10.+ 1=.?

Mc7hee et al. .%&&?2 documented pavement performance for 6irgina 893 projects constructed in %&&@ and %&&1$ to baseline information for the development of future projects$ .see 3able '2. 3he <nternational Roughness <nde5 .<R<2$ and friction *ere recorded on these projects. <R< is used to define a characteristic of the longitudinal profile

%@

of a traveled *heel trac4 and constitutes a standardi,ed roughness measurement) it measures ride quality.
Table C8 1er+or&ance data-Virginia (McGhee et al8 7;;? 8

Year 7;;= 7;;>

.R. A(erage in5&ile all &ixes == =%

)riction 678?&& 11.+ 10.?

Pay factors *ere applied to <nternational Roughness <nde5 .<R<2 values in %&&1. Note the improved smoothness for SMA improved from %&&@ to %&&1$ as seen in 3able '. 9verall the performance of SMA pavements in the !nited States has been very good as seen from the above studies and projects due to the lo* rutting depths and no early failures.

%1

Anal2sis o+ #ata +or Washington SMA 1roAects 3his section *ill discuss and compare the four SMA projects constructed by

"S893. <t is organi,ed by the follo*ing topicsJ .+2 introduction$ .%2 individual projects$ .@2 aggregate gradation$ .12 aggregate characteristics .?2 volumetrics and binder$ .=2 construction issues$ .'2 pavement performance$ and .B2 project costs. =86 .ntrod%ction 3he "ashington State 8epartment of 3ransportation ."S8932 has constructed four SMA projects bet*een +000 and %&&1$ totaling appro5imately 1B$&&& tons. 3he projects are listed belo*. See map in (igure = for project locations. SR ?%1 <-0& <-0& <-0& =1th Avenue "est to <-? in Aynn*ood Rit,ville to 3o4io .east of Rit,ville2 SR %+ to Rit,ville .*est of Rit,ville2 8odson Road to Moses Aa4e +000 %&&& %&&+ %&&1

WAS-.0GTO0 STATE SMA 1RO/E!TS

)ig%re B8 Washington State SMA proAect locations8

%?

Research data for the "ashington projects *as obtained from the follo*ing resources. Advice and recommended practices that are given come from intervie*s and conversation from the follo*ing individuals as *ell as project reports and data provided and referenced. Ainda Pierce$ "S893 Pavement ngineer$ provided project data$

correspondence$ photos$ and project reports for all of the projects. 3im Mooma*$ "S893 3rainer$ by intervie* and emails$ provided information about the Moses Aa4e project *hich included the project reports$ SMA Po*erPoint presentations and some insight on volumetric testing of :MA. Ren 9lsen$ "S893 Project ngineer for the <-0& Rit,ville to 3o4io project$ by phone intervie* and emails$ contributed a Po*erPoint presentation summari,ing both Rit,ville projects$ change order information as *ell as discussion about the failed pavement. 7ordon 9lsen$ "S893 Project ngineer for the <-0& SR %+ to Rit,ville project$ by intervie* provided a lot of insight about the production and placement of SMA. Pamp Maiers$ #r. of Central "ashington Asphalt$ by intervie*$ provided the contractorDs perspective on producing$ placement and payment of SMA. :e disagreed *ith using both 6MA and 6a as pay factors. :e also felt the +B percent minimum for 6MA *as too high. 3. #. Morgan$ ;uality Control 9fficer for <nland Asphalt$ by phone intervie* and emails$ had the opportunity to *or4 on t*o SMA projects. :e provided contractor

%=

insight on the production and placement of SMA contributed information on the cost of the plant revisions.

"S893 consulted industry e5perts in SMA construction from the states of Maryland$ 7eorgia and 9regon prior and during some of the projects. 6aluable feedbac4 *as obtained form these e5perts for planning and designing future projects. /oth contractors and the "S893 personnel have learned many lessons about successfully constructing SMA pavements. All four projects used +%.?mm .+F% in2 NMAS SMA mi5es *ith different grades of asphalt binders. 3hree of the projects have performed reasonably *ell to date. 3he Rit,ville to 3o4io project ho*ever$ e5perienced severe flushing and raveling$ and had to be replaced *ith a conventional :MA pavement *ithin a year. 8etailed discussions follo* for each project. =87 1roAects /elo* is a summary of each SMA project including some general information$ project discussion$ project assessment$ and suggested revisions to the specifications for future projects. ach project assessment includes the projectDs mi5 design$ asphalt

production$ asphalt placement$ final pavement quality and pavement performance. Project areas *ere assessed as either$ good$ acceptable$ or poor. SR-?7>* B>th A(en%e to .-? 3he first trial project *as constructed in +000$ on SR ?%1$ in Ayn*ood "A$ on the *est side of the state. 9utside e5perts *ere invited to share their advice in advance of the project. 8on "atson$ 7eorgia 893 and Pace #ordon$ a paving foreman for C. ".

%'

Mathe*s *ere as4ed because of they have had a lot of e5perience *ith SMA. 3his project e5perienced a number of e5pected and une5pected construction issues. 3able B belo* displays some general project information.
Table :8 General .n+or&ation +or SR-?7> proAect in L2nn$ood8

SR-?7>* B>th A(en%e to .-? !ontractor #ate 0MAS Asphalt Grade Tonnage SMA 1rice5Ton CRS Aug +000 +%.? mm P7 =1-%% ?B&& >'%.?&

Mi5 design *as difficult to achieve because the contractor did not submit trial blends. #M( gradations *ere *ithin SMA limits but the asphalt binder grade *as not increased. 3here *ere significant production problems *ith this project. 3he contractor introduced the fiber manually *hich did not uniformly distribute the fiber into the mi5. Mineral filler *as blended *ith the 1.'? mm .No. 12 to dust material. 3here *as not a separate silo for the mineral filler *hich caused some gradation problems initially. Sampling containers *ere changed from cardboard bo5es to steel containers to eliminate the absorption of liquid asphalt and possibly some fines. 8raindo*n of the asphalt and lac4 of compaction *ere the main problems during construction. Ao* compaction *as caused by lo* mi5 temperatures and the lac4 of an aggressive compaction train close to the paver. 6ibratory rollers *ere allo*ed on this project. 3he contractor and "S893 both e5perienced the SMA learning curve on this project and made the adjustments needed to resolve the problems. 9verall project %B

assessment) mi5 design *as acceptable$ production poor$ and construction poor.

ven

*ith the overall problems$ this pavement turned out to be acceptable and in most areas has performed reasonably *ell to date. 5perience from the first project in Aynn*ood resulted in the follo*ing changes to the SMA mi5 specificationsJ Minimum degradation requirement of @& ."S893 3est Method +&@2 Require a 6MA +'.? S &.? Require an air voids of @.? S &.? Require an asphalt content of a minimum of =.& percent <nclude requirements for voids in the course aggregate .6CA2 9nce the SMA test section has been constructed there *ill be no paving the follo*ing day to allo* for analysis of test section results. Prohibit the addition of mineral filler into an aggregate stoc4pile Prohibited the use of a conveyor belt system for adding the mineral filler 3he mi5ture delivery should not have cold spots$ that are more than %?G( less than the recommended compaction temperature as specified in the mi5 design. 9nly approved releasing agents should be allo*ed and a location should be designated *here these agents can be used on the project. Acceptance testing for compliance of asphalt content *ill be based on the results from AAS:39 3est Method 3@&B$ 8etermining the Asphalt /inder Content of :ot-Mi5 Asphalt .:MA2 by the <gnition Method.

%0

3he compliance of gradation should be in accordance *ith AAS:39 3est Method 3@& Standard 3est Method for Mechanical Si,e Analysis of Aggregate. .-@;* Rit3(ille to To9io 3he second trial project$ <-0&$ Rit,ville to 3o4io$ *as constructed in %&&& just east 5tracted

of Rit,ville. 3his project e5perienced severe flushing and raveling. 3he pavement had to be removed and replaced *ith conventional :ot Mi5 Asphalt .:MA2 the follo*ing year. 3able 0 belo* displays some general project information.
Table @8 General .n+or&ation +or .-@; proAect east o+ Rit3(ille8

.-@;* Rit3(ille to To9io !ontractor <nland Asphalt #ate Aug %&&& 0MAS +%.? mm Asphalt Grade P7 =1-@1 Tonnage +'$&&& SMA 1rice5Ton >1+.=? 3he mi5 design for this project *as acceptable. 7radations and volumetrics *ere *ithin limits ho*ever the binder grade again *as not increased. Production improved for this project. 3he stabili,er and mineral filler *ere added through t*o separate hoses into the bac4 of the drum *here the asphalt is introduced. A separate fiber dispensing system *as provided for the stabili,er. 3he stabili,er *as interloc4ed *ith the aggregates and liquid asphalt so the stabili,er *as al*ays proportioned correctly. 3he mineral filler .fly ash2 *as metered to the plant by a vein feeder but it *as not interloc4ed *ith the other mi5 components$ so there *as not a good control of the &.&'? mm .No. %&&2 screen. A quarry *as used as an aggregate source. /oth cone and impact crushers *ere used. 8uring production the gradation and AC @&

tolerance limits *ere achieved on this project. 3his project e5perienced production 6a bet*een &.1 percent =.+ percent. Production AC ranged bet*een ?.0 percent and =.? percent. Cores *ere e5tracted a year later. 6a for the cores had a much greater variation from &.' to as high as +@.@ percent. Some cores *ith the high 6a also had lo* AC. 3he areas that appeared to be flushing had lo* air voids and areas that e5perienced the raveling had the highest air voids. 3he e5traction results from the cores of the raveled areas sho*ed a significant reduction in asphalt content from both mi5 design and production. Clearly the production test results *ere inconsistent *ith the in place$ core test results. 3he gradation data from the cores sho*ed that the mi5 *as coarser than the original mi5 design. <t *as also determined from the road*ay core asphalt residue findings that the asphalt on this project *as not aging. <n summary this mi5 design *as acceptable for this project. Production appeared to be acceptable during construction but that does not e5plain the lo* AC and high 6a on some of the cores from the raveled areas. 8aily average densities *ere all above 01 percent. Placement and compaction procedures appeared to be acceptable based on the data available. (inal quality *as very poor$ pavement *as replaced *ith conventional :MA the follo*ing year. 6olumetrics *ere only required for mi5 design and then again for the test section but not used as pay factors. Suggested specification revisions *ere suggested for future projects. !se volumetric pay factors <ncrease grade of binder

@+

!se three piles of aggregate Add inter-tie bet*een dust feed and plant !se different binder Prohibit the use of vibratory rollers .-@;* SR 76 to Rit3(ille 3he third SMA project$ SR %+ to Rit,ville$ *as constructed the follo*ing year on

<-0& just *est of Rit,ville. 3his *as the second SMA project for this contractor. 3able +& belo* displays some general project information.
Table 6;8 General .n+or&ation +or .-@; proAect $est o+ Rit3(ille8

.-@;* SR 76 to Rit3(ille !ontractor #ate 0MAS Asphalt Grade Tonnage SMA 1rice5Ton <nland Asphalt 9ct %&&+ +%.? mm P7 '=-%B @+0? >@0.1'

3he mi5 design *as good for this project. 7radation$ AC$ and volumetrics *ere *ithin tolerances. 3he asphalt binder *as increased t*o grades to P7 '=-%B. Asphalt production *as good on this project. 3he contractor used a quarry as an aggregate source. /oth cone and impact crushers *ere used. 3he contractor discovered the mi5 *as sensitive to the percent passing the %.@= mm .No. B2 sieve as *ell. 3he gradations *ere *ithin tolerances *ith lo* variances. 3he 6MA and air void averages *ere a bit lo* and asphalt content *as a bit high but variances *ere lo*. Construction operations *ere good on this project. (inal pavement quality *as good and this section of pavement has performed very *ell to date.

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.-@;* #odson Road to Moses La9e <n %&&@ "S893 North Central Region requested to use SMA on <-0& just *est of Moses Aa4e$ to replace a micro-surfacing section *hich e5perienced severe raveling in some areas. 3he micro-surfacing *as placed the year before to mitigate the major rutted areas. 3he (ederal :igh*ay AdministrationDs Mobile Asphalt Aaboratory 3railer *as as4ed to participate on this project to evaluate plant site materials for the SMA. 3he Aggregate <maging System .A<MS2 *as used on this project to classify the individual aggregate particles by angularity$ te5ture and shape. 3able ++ belo* displays some general project information.
Table 668 General .n+or&ation +or .-@; proAect near Moses La9e8

.-@;* #odson Road to Moses La9e !ontractor #ate 0MAS Asphalt Grade Tonnage SMA 1rice5Ton Central "ash. Construction #une %&&1 +%.? mm P7 '=-@1 %+$=+' >1+.?&

Asphalt production *ent reasonably *ell for this project. /oth the mineral filler and stabili,er feeding systems *ere designed properly. Although the fracture requirements *ere met per the specifications$ a large percent of the coarse aggregate e5hibited rounded edges as seen in images of the aggregates. 3he contractor chose to use his o*n gravel pit source instead of the state provided quarry source. Cone crushers *ere used on this project. 5cessive draindo*n occurred during test section construction.

Adjustments *ere made to the aggregate gradations and the amount and type of fiber to correct the draindo*n issue. 3here *ere problems meeting the specifications for both 6MA and 6a. As the contractor met the required minimum 6MA of +B percent the 6a @@

*ould then be too high. 3here *ere pay factors for both 6MA and 6a$ so the contractor could not met specifications on both criteria and paid a penalty on both. 3he contractor also noted that other states required only a +' percent minimum 6MA. Construction operations *ent *ell. 3he contractor *or4ed very hard to place and compact this mi5 properly. <n summary mi5 design *as good$ production *as good$ construction *as good$ final product quality *as good$ and the pavement has performed very *ell to date. Suggested specification revisions *ere for future projects *ere as follo*sJ liminate pay factors on volumetric properties andFor reduce 6MA minimum of +B percent Aimit aggregate source to quarry site Require aggregate *ith +&& percent crushed surfaces Consider using Recycled Asphalt Pavement RAP-some states allo* +& percent-+? percent RAP

3he follo*ing sections of this report *ill discuss aggregate gradation$ aggregate quality characteristics$ volumetrics and binder$ construction issues$ pavement performance$ and project costs for these "ashington projects in more detail. Some additional information is included about the overall quality of aggregates throughout the state. 8ata *as acquired from project reports and test results from "S893$ intervie*s from contractor and agency personnel$ :MA vie* data base$ and "S893 *eb-sites.

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=8=

Aggregate Gradation 7radation control is important to the success of an SMA project to ensure its

stone-to-stone contact. Contractors learned ho* to blend the SMA aggregates by trial and error. 3he contractors on the last t*o project learned that three piles of aggregate *or4ed best to meet the specifications. 3he blends for the eastern "ashington projects are sho*n in 3able +% belo*.

Table 678 Aggregate blends +or Eastern Washington proAects8

Rit3(ille to To9io 1iles D 1assing ?FB - @FB '+ @FB - & %& /lend sand + Mineral filler B

SR 76 to Rit3(ille 1iles D 1assing ?FB - @FB +? @FB- No. 1 1% @FB - & @? Mineral filler B

Moses La9e 1iles D 1assing @F1 - No. 1 11 @FB - & +' +F% - No. 1 @%.? Mineral filler =.?

3able +@ is a summary of the project job mi5 formula gradations$ average project gradations$ and standard deviations. (or the most part aggregate gradations *ere not a problem for these projects. 3he SR %+ to Rit,ville project had the lo*est variation. 3his project used three blend piles and it *as the second SMA project for this contractor. 3he production gradations on the Moses Aa4e and Aynn*ood project had the highest variation. 3he Moses Aa4e project did use three blend piles. 3he Moses Aa4e project also included pay factors on 6MA and air voids. <ncreased variation on this project may have been due to the contractor trying to adjust the mi5 to meet both 6MA and air void specifications$ *hich *as difficult. 3he percents passing the 1.'? mm .No. 12 and %.@= mm .No. B2 screens *ere adjusted. 3he contractor could only get one of the volumetric values *ithin specification at a time. 3he Rit,ville to 3o4io project only used t*o piles.

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Table 6=8 /M)-)ield Gradations-)ield Standard #e(iations +or Washington SMA proAects8 Cont. No. Project Name 5626 SR 525 LYNN JMF1 5626 SR 525 LYNN FIELD1 5882 I- ! RI"#$ILLE "% "%&I% JMF2 % PASS 100 96 70 27 20 5882 I- ! RI"#$ILLE "% "%&I% FIELD2 % PASS 100.0 95.4 69.4 26.8 19.0 Std. Dev. 0.00 1.90 4.69 2.56 1.97 6151 I- ! SR 21 "% RI"# JMF' % PASS 100 97 83 30 21 6151 I- ! SR 21 "% RI"# FIELD' % PASS 100.0 97.5 84.8 32.0 21.5 Std. Dev. 0.00 1.29 1.71 1.41 1.29 6687 I- ! M%SES L(&E JMF' % PASS 100 91 70 30 20 6687 I- ! M%SES L(&E FIELD' % PASS 100.0 91.0 67.5 30.5 20.8 Std. Dev. 0.00 1.59 3.77 5.59 3.96

Std. SCREENS % PASS % PASS Dev. ')* 100 100 0.00 1)2 96 90.8 3.22 ')8 68 67.5 5.26 No. * 25 25.9 2.30 No.8 20 17.5 1.92 No. 16 No. '! No. 5! 14 12.2 1.66 No.2!! 9.7 9.2 1.24 1 data from L !!"ood #ro$e%t re#ort 2 data from R&t'v&((e to )o*&o #ro$e%t re#ort 3 data from +,A v&e" +SD%" SM( SPECIFIC("I%NS SCREENS 1 1)* ')* 1)2 ')8 No. * No.8 No. 16 No. '! No. 5! No.2!! % PASS

14 11.1

12.3 9.5

1.23 0.92

12 10.6

12.0 8.9

0.00 0.13

10 9

12.3 9.3

1.92 1.43

100 90-98 50-80 20-35 16-24

8-11

@=

=8>

Aggregate !haracteristics 3he quality characteristics of the aggregates are very important for SMA mi5es.

3he strength of this pavement is obtained through the strength and durability of the stone. "ashington SMA specifications require Aos Angeles .AA2 abrasion less than @&$ *hich is a test used to characteri,e toughness and abrasion resistance. "ashington uses its o*n degradation test$ *hich measures the aggregates durability and resistance to brea4do*n and disintegration from *eathering$ such as *ettingFdrying and free,ingFtha*ing ."S893 %&&%2. (or SMA degradation values are required to be greater than @&. "ashington fortunately has a good source of quality aggregate. (or e5ample$ A.A. abrasions can run as lo* as ++ for the glacial alluvial material in portions of the Puget Sound and "ashington 8egradation values as high as 01 .7lacier %&&@2. Sources

of Clar4 County aggregates include alluvial deposites$ volcanic roc4s and quart, *ith A.A. abrasions running bet*een +B-%' and degradation from 1? to =1 .#ohnson et al. %&&?2. Ta4ima aggregate sources include alluvial gravels$ Columbia River basalts$ and llensburg (ormation gravel *ith A.A. abrasions running bet*een +? to %% and "ashington 8egradation from ?= to '= .Palmer et al. %&&?2 3he basalts in Moses Aa4e A.A. abrasion values are typically +' and "ashington 8egradation of B& ."S8932. Spo4ane aggregates include Missoula flood gravel deposites *ith A.A. abrasion values of +0 and "ashington 8egradation at '& ."S8932. See 3able+1 belo* for a list of some selected pits and quarries in the state. A complete list can be found from the "S893 Aggregate Source Approval lin4$ *hich can be found belo* the table. Clic4 on the blue ASA icon$ choose the desired county and a list of approved pits and quarries *ill appear.

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Table 6>8 LA abrasion- #egradation-Speci+icGgra(it2 +or selected Washington pit and '%arr2 sites8

!o%nt2 Site 0a&e Ada&s Rlein Pit /ec4er ;uarry "enton Riona Pit Riona ;uarry !lar9 Ae*isville "S893 )ran9lin Central Pre-Mi5 Caclus ;uarry Grant "S893 "S893 Eing Auburn Pit Mt. Si ;uarry Le$is Alderbroo4 /ar4ly Pit 1ierce Sunset Aa4e 8upont Pit Snoho&ish verett Pit <ron Roc4 ;uarry Spo9ane Sullivan Aatah ;uarry Th%rston 0is'%all2 1it /ohnson !ree9 Ya9i&a McCay Selah Pit

Site 0o8 ;S-A8-%@ ;S-A8-+@' PS-R-+1& ;S-R-1= PS-7-B? ;S-7-'B PS-(N-?& ;S-(N-++@ PS-73-+B ;S-73-%?= PS-A-1=1 ;S-A%@% ;S-A-%0+ PS-A-%@B ;S-/-@1% /-@@? PS-8-1' ;S-8-@@1 PS-C-+'@ ;S-C-=' PS-#-0 ;S-#-%&0 PS- -=+ PS- -+1+

L8A8 Abrasion +' += %= %? %+ %? +B +' +' %& +? +@ += +' +B += +1 += +0 +0.% +0 += +@.0 +'

#egradation B% '& '= 1' '& B' '& 01 B' '' '@ B% B' =1 1@ '1 B1 B& '+ 'B '= == B? '?

Speci+ic Gra(it2 %.0%0 %.B=% %.' %.'1 %.'?+ %.'?+ %.=B1 %.B=B %.B% %.0@% %.'&= %.B'' %.B&' %.==@ %.='B %.'&1 %.=0 %.'1B %.==? %.B1 %.'&% %.' %.' %.'B

<nformation gathered from "S893 *ebsiteJ

httpJFF***.*sdot.*a.govFbi,FmatsFasaF

@B

SMA requires an aggregate *ith a cubical shape and +&& percent crushed surfaces. Aggregate concensus properties such as te5ture and shape have a direct relationship to air voids .6a2 and voids in mineral aggregate .6MA2. Cubical shaped aggregates$ *ith a rough te5ture gives greater aggregate interloc4$ internal friction and requires more binder to fill the voids. Aggregate crushed by impact crushers produce a more cubical shaped stone .NSS7A %&&+2. 3he impact crushers tend to produce more fines *hich can be problematic for the contractor to dispose of. ;uarries tend to produce aggregate *ith more crushed surfaces as *ell .NSS7A %&&+2. 3he (ederal :igh*ay AdministrationDs Mobile Asphalt Aaboratory 3railer *as as4ed to participate on the Moses Aa4e project to evaluate plant site materials for the SMA. 3he Aggregate <maging System .A<MS2 *as used on this project to classify the individual aggregate particles by angularity$ te5ture and shape as seen in (igure '.

A.MS co&p%ter and operator (Moses La9e 1roAect

A.MS a%to-+oc%s &icroscope (Moses La9e 1roAect

)ig%re C8 Aggregate .&aging S2ste&8

@0

3he contractor in Moses Aa4e *as provided a quarry site and did o*n a vertical shaft crusher but elected to use their o*n gravel pit and cone crusher. 3his decision *as partially due to the location of the quarry .Mooma*2. 3he coarse aggregate *as scanned through the A<MS system. Aggregate that did not have any fractured faces *ere labeled as rounded. 3hose aggregates *ith at least one fractured face$ *as labeled as crushed as seen in (igure B. 3he round surfaces can be seen in the core cross-section in (igure B .Myers %&&12. Although the fracture requirements *ere met per the specifications a large percent of the coarse aggregate e5hibited rounded edges as seen in images of the aggregates.

!r%shed (s8 Ro%nded S%r+aces +ro& A.MS (M2ers 7;;>

!ross Section o+ SMA Sa&ple (M2ers 7;;>

)ig%re :8 S%r+ace text%re res%lts +ro& A.MS and core cross section8

1&

)ig%re @8 !oarse aggregate text%re res%lts +ro& A.MS (M2ers 7;;> 8

3he surface te5ture of the different aggregate piles$ are sho*n in (igure 0 .Myers %&&12. Clearly there is a large percentage of polished and smooth te5tured roc4 on this project *hich li4ely caused the lo* 6MA. =8? Vol%&etrics and "inder 3able +? lists the average asphalt content .AC2$ 6oids in Mineral Aggregate .6MA2$ air voids .6a2 and corresponding standard deviations for the "ashington projects. /ul4 Specific 7ravity .7mb2 and Ma5imum Specific 7ravity .7mm2 values are listed as *ell. Average 6MA for all of the projects *ere belo* the current +B percent mi5 design requirement. 3he highest variation of air voids occurred on the Rit,ville to 3o4io project$ *here the e5treme flushing and raveling occurred. 3his is the section of pavement that *as replaced *ith conventional :MA a year later. Pavement cores *ere ta4en throughout this project. 3he areas that appeared to be flushing had the lo*est 6a and areas that *ere 1+

lean had the highest 6a at +@.@ percent$ *hich li4ely caused the raveling. 3he cause for the high 6a content most li4ely *as the lo* asphalt content. 3he gradation data from all but one core sho*ed that mi5 *as coarser than the original mi5 design. 3he e5traction results from the cores from the raveled areas sho*ed a significant reduction in asphalt content from mi5 design and production. 6MA variation *as high as *ell. 3he least variation volumetric properties occurred on the SR %+ to Rit,ville project. 3his *as the second project for this contractor. 3his sho*s that there is a learning curve for each contractor for this complicated mi5. Average 6MA *as still lo*er than the job mi5 formula ho*ever the variation *as lo*. 3he 6a average *as lo* and e5perienced a higher than desirable variance. 6olumetric variation *as the highest on the Moses Aa4e project. 6MA and 6a *ere used as a basis for pay adjustments$ as *ell as asphalt content$ gradation$ and compaction. 3here *ere problems meeting the specifications for both 6MA and 6a. As the contractor met the required minimum 6MA of +B percent$ the 6a *ould then be too high. (igure +& sho*s the volumetrics graphically for this project. "hen the +B percent 6MA *as achieved flushing occurred. 3o solve this problem the percent passing the No. 1 and No. B *as increased by % percent$ *hich tightened up the aggregate structure and eliminated the flushing. Since both 6MA and 6a criteria could not be met the contractor paid a penalty. 3he contractor also noted that other states required only a +' percent minimum 6MA. <t *as determined in ."illoby and Mahoney %&&'2 that volumetric field testing is more complicated than previously thought and subject to greater operator error than binder content and gradation testing. 3his may e5plain volumetric values and variances

1%

on these projects. Also pay factors should not be based on multiple factors that are correlated. 6a and 6MA are correlated to AC$ gradations and density.

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Table 6?8 Vol%&etrics +or Washington SMA proAects8 SR 525 LYNN1 FIELD - (SP.. $M( $( $F( D/0t)(01 2 6.1 17.5 S"(ND. DE$. I- ! RI"# "% "%&I% JMF2 6.4 17.8 4.3 I- ! RI"# "% "%&I% FIELD2 6.2 16.4 3.1 S"(ND. DE$. I- ! SR 21 "% RI"# DESI,N' 6.3 16.7 4.5 I- ! SR 21 "% RI"# FIELD' 6.6 15.95 2.65 83.5 1.58 2.484 2.614 0.08 0.004 2.436 2.502 S"(ND. DE$. I- ! M%SES L(&E DESI,N' 6.3 18.8 4 I- ! M%SES L(&E FIELD' 5.96 16.41 4.74 S"(ND. DE$. SM( SPECS

0.371

0.17 1.1 1.8

0.187 0.517 0.96 5.723 0.043 0.013 0.011

0.147 1.261 1.355

6 m&! 18 2.5-5.5

,m3 2.484 ,mm 2.594 1 data from L !!"ood #ro$e%t re#ort 2 data from R&t'v&((e to )o*&o #ro$e%t re#ort 3 data from +,A v&e"

2.52

2.347 2.561

2.42 2.55

0.433 0.456

11

M%SES L(&E $%L4ME"RICS

.4 40 35 30 25 20 15 10 5 0 1 2 3 4 5 6 7 8 9 10 11
Sam 15e

/,A ma0 /,A /,A m&! .200 AC /a ma0 /a 12 13 14 15 16 17 18 19 20 21 /a m&!

Percent

)ig%re 6;8 Vol%&etrics and gragations +or Moses La9e proAect8

1?

=8B

!onstr%ction .ss%es "ashington contractors learned that the construction of SMA pavement is very

different from conventional :MA pavements. 3his section *ill cover specific project e5periences in t*o topic areasJ asphalt production and asphalt placement. =8B86 1rod%ction 3he production of SMA mi5tures on the four projects e5perienced the normal learning curve. Plant revisions *ere not adequate on the first project and became more refined on the last project. 3his section *ill discuss the plant revisions that *ere made for the mineral filler and fiber. 3he sampling containers *ere also changed from cardboard bo5es to steel containers to eliminate the loss of asphalt binder from the sample. =8B8686 Mineral )iller 3he first project initially e5perienced gradation problems. 3here *as not a separate silo for the mineral filler. 3he mineral filler *as blended *ith the No. 1 to dust at the contractorDs concrete blending plant. Clumping occurred on the cold feed conveyor due to *et mineral filler$ see left photo in (igure ++. 8ust also accumulated along the bin *alls *hich caused dust surges in the mi5. 3his problem *as resolved in later projects *hen a separate silo *as provided$ see right photo in (igure ++. 3he mineral filler feed line and liquid asphalt feed line need to be very close together.

1=

Wet &ineral +iller cl%&ping on con(e2or belt (L2nn$ood

Mineral )iller Silo (Moses La9e

)ig%re 668 Mineral +iller +eeding s2ste&s8

=8B8687 )iber Mineral .roc4 *ool2 and cellulose fibers can be used as stabili,ing agents to prevent draindo*n$ see left photo in (igure +% for fiber e5ample. 3he contractor on the Aynn*ood project introduced cellulose fiber manually *hich did not uniformly distribute the fiber into the mi5$ also seen in (igure +%. 3he last project in Moses Aa4e had a fiber dispensing system *ith a control panel$ as sho*n in (igure +@. (luffing of the cellulose fiber *as done to help prevent bridging as seen in (igure +1. Problems still occurred so a change *as made to mineral fiber$ ho*ever then problems arose meeting the volumetric properties. A section of transparent pipe *as installed to visually inspect the flo* of fiber into the mi5$ also seen in (igure +1.

1'

Sa&ple o+ !ell%lose )ibers

)ibers Man%all2 )ed (L2nn$ood 1roAect

)ig%re 678 !ell%slose +ibers8

)iber #ispensing S2ste& (Moses La9e

#ispensing S2ste& !ontrols (Moses La9e

)ig%re 6=8 !ell%lose +iber dispensing s2ste&8

1B

)l%++ing )ibers (Moses La9e

)iber .nspection )lo$ T%be (Moses La9e

)ig%re 6>8 !ell%lose +iber +eed8

=8B868= Sa&pling Cardboard bo5es *ere used for storing samples on the first project. <t *as discovered the cardboard absorbed some of the liquid asphalt and fines$ due to the draindo*n. 3he sampling containers *ere changed from cardboard bo5es to steel containers to eliminate the loss of asphalt binder from the sample. =8B87 1lace&ent "ashington contractors e5perienced the e5pected problems associated *ith the placement of the harsh stic4y mi5. Aessons learned *ill be discussed concerning the hauling$ placing$ and compaction of this mi5. Short haul delivery is required. Mi5 should be placed *ithin % hours of production to reduce draindo*n. 8rop distance to the truc4 should be minimi,ed to prevent segregation. 3ruc4 loading on the Aynn*ood project and the Moses Aa4e loading is sho*n in (igure +?. An approved releasing agent is required. 8iesel fuel *as used a

10

releasing agent on the Aynn*ood project *hich only added to the draindo*n problem. A container of releasing agent and cold mi5 stic4ing to the truc4 bed$ even *ith a releasing agent$ can be seen on the Moses Aa4e project in (igure +=. Stic4ing asphalt can cause tare *eights to increase. (igure +' sho*s asphalt in a truc4 *ith draindo*n problems on the Moses Aa4e project. 3ruc4s should also be covered *ith tarps to maintain mi5 temperature.

Loading tr%c9 (L2n$ood

Loading tr%c9 (Moses La9e

)ig%re 6?8 SMA tr%c9 loading8

Releasing Agent (Moses La9e

SMA stic9ing to tr%c9 (Moses La9e

)ig%re 6B8 SMA stic9ing to tr%c98

?&

SMA stic9ing to tr%c9 (Moses La9e

SMA in tr%c9 (Moses La9e

)ig%re 6C8 SMA in tr%c98

Sh%ttleb%gg2 MTV (Moses La9e

Windro$ 1ic9%p #e(ice (L2nn$ood

)ig%re 6:8 1lace&ent o+ SMA8

SMA projects require a Material 3ransfer 6ehicle .M362 for placement remi5ing is necessary to prevent segregation and maintain mi5 temperature .A< %&&%2. A Shuttlebuggy M36 and a *indro* pic4up device are sho*n in (igure +B. 3emperature control is important to ensure adequate compaction. 3he first project in Aynn*ood had a difficult time achieving adequate compaction temperatures due to calibration problems *ith the temperature probes at the plant. 3he left photo in (igure +0 sho*s the temperature differentials for the Ayn*ood mi5ture immediately after the brea4do*n roller. Cool spots resulted in fat spots. Asphalt mi5 temperatures *ere

?+

controlled on the Moses Aa4e project as seen in the right photo in (igure +0. Compaction results *ere *ithin specification on this project.
*>242.7F 240.0 220.0 200.0 180.0 160.0 140.0 120.0 100.0 80.0 *<68.0F

196.8

232.6

!old Spots (L2nn$ood

Fni+or& te&perat%res (Moses La9e

)ig%re 6@8 Te&perat%re di++erentials on &at8

Special attention should be paid to the compaction train for SMA mi5tures. 3he Aynn*ood project did not apply a consistent rolling pattern or an aggressive compaction train$ *hich resulted in lo* densities. 3he brea4do*n roller *as several hundred feet behind the paver. 6ibratory rollers *ere allo*ed on this project. 3he Moses Aa4e project used five rollers in static mode) t*o for brea4do*n$ t*o at the intermediate stage$ and one for the finish rolling *ith a close compaction train$ see (igure %&.

Rollers are 9ept close behind pa(er8 (Moses La9e

!o&paction (Moses La9e

)ig%re 7;8 !o&paction o+ &at8

?%

.n+rared !a&era (Moses La9e

0%clear densit2 ga%ge placed on &ineral +iller to pre(ent stic9ing (Moses La9e

)ig%re 768 .n+rared ca&era and n%clear densit2 g%age8

3he <nfrared 3hermal <maging camera *as a valuable tool for both the contractor and the inspector on SMA projects during construction as seen in (igure %+. 9ptimum compaction *as achieved bet*een %?&G( and %B&G( on the Moses Aa4e project. <n place densities *ere consistent at 01O to 0'O of the theoretical ma5imum using the Nuclear 8ensometer bac4scatter mode *ith a filler material of a No. +& minus material also seen in (igure %+. 3he filler material *as used so nuclear density gauge *ould not stic4 to the mat. =8C 1a(e&ent 1er+or&ance Performance of SMA pavements in "ashington State has ranged from failing$ *here the pavement had to be replaced *ithin a year$ to very good. 8ata *as acquired from photos$ visual inspections and for one project$ a rut depth performance report. 3he first project *as built in +000 in Aynn*ood. 3he performance of this

pavement is mi5ed. 3here are several areas *here fat spots have occurred. 3he 11th Avenue "est intersection is sho*ing signs of rutting$ but this intersection is 4no*n to have unstable mi5 beneath the SMA. 3he best option for this intersection *ould have

?@

been reconstruction to remove this unstable asphalt mi5$ ho*ever$ due to budgetary constraints$ this *as not a viable option .Pierce %&&&2. See (igure %% for Aynn*ood photos.

1a(e&ent bleeding (L2nn$ood

1a(e&ent r%tting (L2nn$ood

)ig%re 778 1a(e&ent bleeding and r%tting8

3he second project$ Rit,ville to 3o4io$ *as constructed in %&&& on <-0& just *est of Rit,ville. 3his pavement failed due to severe flushing and raveling and had to be removed. Cores *ere removed and analy,ed for gradation and 6a *ithin the year. Pavement sho*n in (igure %@ had lo* 6a and e5perienced flushing. 3he pavement in (igure %1 had high 6a and e5perienced raveling.

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!ore Location (Rit3(ille to To9io

Lo$ Air (oids !ore G6> Va H ;8C

)ig%re 7=8 Lo$ air (oids (Rit3(ille to To9io 8

!ore Location (Rit3(ille to To9io

-igh Air Voids !ore G76 Va H 6;8>

)ig%re 7>8 -igh air (oids (Rit3(ille to To9io 8

(igue %? belo* sho* are photos of e5treme fat spots. 3he findings from the core asphalt residue results indicate that the asphalt did not age.

??

)at Spot (Rit3(ille to To9io

)ootprint in )at Spot (Rit3(ille to To9io

)ig%re 7?8 )at spots (Rit3(ille to To9io 8

(igure %= belo* sho*s the s4id$ air voids and visual .flushing2 diagram for the failed pavement. 1= percent of the pavement had air voids less than %.? percent *hich corresponded to the areas that e5hibited the flushing. 3he third project$ SR %+ to Rit,ville$ on <-0& just *est of Rit,ville *as constructed in %&&+$ the same summer that the portion east of Rit,ville *as replaced *ith conventional dense-graded :MA. <n %&&@ rut depths *ere measured in the *heel paths for both sections of pavement for comparison. (igure %' belo* is a graph of the rut depth results. Contract =+?+ had an SMA portion$ from appro5imately MP %+&.? to MP %+@.?. Contract =+@= *as the :MA pavement$ sho*n in magenta. Clearly the SMA pavement e5perienced less rut depth over the same service life.

?=

)ig%re 7B8 S9id res%lts +or +ailed proAect (Rit3(ille to To9io 8

?'

SR ! ! Decrea06n7 - CN 6151 an8 61'69 R/t 2!!'

10.0 CN 61361 De%rea2&!3 9.0 CN 61511 De%rea2&!3 4!54ff Ram#2 ESAL 8.0 600000 SR 395 700000

650000

7.0

550000

6.0 R/t :mm;

500000 (nn/a5 ES(L

5.0

450000

4.0

400000

3.0

350000

2.0 SR 261

300000

1.0

250000

0.0 208.00

210.00

212.00

214.00

216.00

218.00

220.00 SRMP

222.00

224.00

226.00

228.00

230.00

200000 232.00

SMA pa(e&ents are bet$een M1 76;8? and M1 76=8? (WS#OT

)ig%re 7C8 R%tting o+ SMA and -MA pa(e&ents near Rit3(ille8

?B

3he last project *as constructed in %&&1 near Moses Aa4e. 3his project has performed *ell *ith just a fe* fat spots. =8: 1roAect !osts A summary of "S893 SMA project costs is sho*n belo* in 3able +=. Note that conventional :MA .P7 =1-%%2 *as also placed on the SR %+ to Rit,ville and Moses Aa4e projects. 3his provides a good comparison of costs bet*een SMA and :MA at the same time.
Table 6B8 SMA proAect costs +or Washington State8
SMA657I 1G B>-77 J5ton SMA657I 1G B>-7: J5ton SMA657I 1G B>-=> J5ton SMA657I 1G CB-7: J5ton -MA657I 1G B>-77 J5ton Mineral )iller #ollar J5ton

1roAect Ayn*ood .+0002 ?B&& '%.?& Rit, -3o4io .%&&&2 +'&&& @1.&& SR %+ - Rit, .%&&+2 @+0? %B.&&+ @@.1% Moses Aa4e .%&&12 %+=+' 1+.?& + Not used. % 8oes not include Change 9rder for one time plant revisions

Tons SMA 1laced

Stabili3er #ollar J5ton

Total SMA J5ton

C78?; ?.?& %@.?& %@.?& 1.%? =.%? +.B& >68B? =@8>C7 >68?;

3he first project *as e5pensive at >'%.?& a ton$ *hich *as to be e5pected since it *as the first SMA project in the state. 3he SMA price on the Rit,ville to 3o4io project$ *ith a P7 =1-@1 binder *as >1+.=?Fton including mineral filler and stabili,er. 3he SR %+ to Rit,ville project increased the binder from P7 =1-%B to P7 '=-%B. 3he unit price for the P7 '=-%B *as >@@.1%Fton. After mineral filler and stabili,er *ere included the price *as >@0.1' a ton. 3he tonnage *as also reduced form %&$&&& tons to @+0? tons .9lson %&&'2. /ecause of the reduction of tonnage the contractor *as reimbursed by invoice the cost of the plant revisions for the mineral filler *hich totaled >@+$'B%. 3hese revisions included the cost of the *eigh hopper$ control panel soft*are and the cables to inter-tie the fly ash to the cold aggregate feed. 3he

?0

rational for this payment *as$ since SMA *as e5perimental the equipment may never be used again. 3he contractor also e5perienced another >+'$&&& .Morgan %&&'2 for other plant revisions *hich *as not included in the change order. 3he Moses Aa4e project placed both SMA +F%I at >1+.?&Fton and :MA +F%I at >%@.?&Fton. 3he cost of SMA on this project *as '= percent more than the cost of the :MA. Asphalt prices have increased dramatically over the last several years. (or e5ample average unit bid price for conventional :MA in %&&? *as appro5imately >1%.&&Fton and in %&&' nearly >=&.&&Fton. See ."S893 %&&'2 for :MA unit bid price comparisons from +00& to %&&'. SMA pavements *ill still cost considerably more than conventional :MA pavements due to the use of the higher grade oil$ required plant revisions$ and additional attention needed to place this mi5. > S%&&ar2 and !oncl%sions 3he focus of this paper *as to revie* SMA mi5 design$ construction procedures and performance to date$ and specifically investigate SMA pavements constructed in "ashington. A literature revie* *as conducted along *ith case studies of the four "ashington SMA projects. >86 Literat%re Re(ie$

3he literature revie* can be summari,ed as follo*sJ Mix #esign SMA is a tough$ stable$ rut resistant mi5ture that relies on stone-to-stone contract for its strength and a rich mortar binder for its durability. SMA is a gap graded mi5 *ith fe* medium si,ed aggregates. Aggregates should have +&& percent crushed surfaces and cubical shapes.

=&

6CAM<L P 6CA8RT to ensure stone-to-stone contact. 3here is a relationship bet*een A.A. abrasion and (F ratio. 3he lo*er the A.A. abrasion the higher the (F ratio can be.

SMA mi5es are sensitive to both the percent passing the 1.'? mm .No. 12 and &.&'? mm .No. %&&2 screens.

SMA mi5es require mineral filler and stabili,ation fibers to prevent draindo*n.

!onstr%ction SMA mi5es are difficult to *or4 *ith$ require plant revisions and require a good ;uality Control program by the contractor. <mpact crushers produce more cubical shaped stones$ quarries more crushed surfaces. Compaction rollers need to be close behind the paver. SMA mi5es are e5tremely sensitive to drops in temperature during compaction. Paving lift thic4ness is less for SMA pavements. SMA pavements usually cost @& percent to ?& percent more than conventional :MA pavements. 1er+or&ance >87 Rutting has been significantly reduced *ith the use of SMA pavements. Washington SMA proAects

3he follo*ing conclusions *ere made after studying the four SMA projects in "ashington State.

=+

3here is an SMA learning curve *ith every contractor and contracting agency. SMA mi5es are difficult to design and construct but perform *ell.

Mix #esign Contractors need to implement a ;uality Control Plan for SMA in order to produce a predictable mi5. 7ood quality aggregate sources e5ist in "ashington State. SMA mi5es are also sensitive to percentage passing the %.@=mm .No. B2 screen Cardboard sampling containers absorb oil and fines and affect test results.

!onstr%ction Several aggregate piles are needed to obtain and control SMA gradations. Mineral filler needs its o*n silo and should be metered near the AC feed. Mineral filler feed can determine the production rate of the plant. Aimit aggregate source to quarries to achieve +&& percent crushed surfaces. Need a controlled fiber distribution system. Aimit the use vibratory rollers. SMA projects are e5pensive in "ashington. 3he last project *as '= percent more than the conventional SMA project. 3he cost for the mineral filler plant revisions for the SR %+ to Rit,ville project *as >@+$ 'B% per change order. Contractor said total plant revisions *ere about >+'$&&&. 3otal estimated revisions *ere >1B$ 'B%.

=%

1er+or&ance "ashington state projects are performing *ell even though volumetric specifications *ere not al*ays met. 6olumetric field testing is subject to greater operator error than AC and gradation$ *hich *as seen on these projects. 6olumetric pay factors can be difficult to achieve and are correlated to AC$ gradation. <n summary the construction of SMA pavements by "S893 has certainly evolved. ach ne* project learned from the previous project. 3he contractor that built t*o SMA projects certainly learned ho* to build a successful SMA pavement. 3he Aynn*ood project placed ?B&& tons of SMA in +000 and e5perienced some of the usual SMA mi5 design and construction problems. <t *as learned plant revisions *ere necessary for the mineral filler and stabili,er. SMA construction procedures *ere learned as *ell. 3his pavement has performed reasonable *ell. 3here are some failing sections) unfortunately these portions *ere placed over poor e5isting pavement. 3he same contractor built both of the Rit,ville projects. 3he Rit,ville to 3o4io project placed +'$&&& tons in %&&&. 3his section of pavement failed and had to be replaced *ith conventional :MA the follo*ing year. 3here *as a problem in controlling the amount of &.&'?mm .No. %&&2 in the mi5. Average daily construction densities did meet specifications. 3est data from the cores revealed inconsistent results from the production test data. 3he cores

=@

sho*ed a large variation of 6a and AC. 3he asphalt binder did not appear to age. <t appears there *as not adequate control over the production of this mi5. 3he SR %+ to Rit,ville project placed @+0? tons of SMA in %&&1 and *as a success. 3he contractor learned from the mista4es made on the previous project. An inter-tie *as added bet*een the dust feed and the plant. Plant production *as in control$ construction *ent *ell$ and the pavement has performed very *ell to date. 3he Moses Aa4e project placed %+$=+' tons in %&&1. Asphalt plant revisions *ere designed *ell and production overall *as good. 3he aggregate e5hibited rounded surfaces *hich might have been a problem *ith not meeting the volumetric specifications. 3he contractor did have access to a quarry but chose to use his o*n pit. 3here *ere pay factors for both 6a and 6MA and the contractor ended up paying a penalty on both. <t *as concluded$ that the high variation of test results *as due to operator error and *ere not a good indicator of pavement performance. <n place densities *ere consistent at 01 percent to 0' percent. 3he pavement has performed very *ell to date. SMA certainly is a quality$ rut resistant pavement. "S893 has *or4ed through most of the problems associated *ith the design$ production$ and placement of SMA. Since the grade of asphalt is bumped up a couple of grades it *ill al*ays be more e5pensive. 3he use pay factors on volumetric properties should be dropped. <f more projects are constructed the cost of plant revisions *ill spread over more projects. "hen SMA costs become appro5imately @& to ?& percent more than :MA$ instead of '= percent more than :MA$ SMA *ill li4ely become cost effective.

=1

"ibliograph2

Aschenbrener$ 3. .%&&12. HResults of Survey on Stone Matrix Asphalt (SMA), Colorado 8epartment of 3ransportation$ April %&&1. Asphalt <nstitute .A<2. %&&%. SMA, The Maryland Experience, Accessed May %@$ %&&'. httpJFF***.asphaltinstitute.orgFuploadFSMAUMaryland.pdf /ro*n$ . R.$ Mallic4$ R. /. .+0012 HStone Matrix Asphalt- roperties Related to Mixture !esi"n$I NCA3 Report No. 01-%$ September +001. /ro*n$ . R.$ :addoc4$ #. .$ Mallic4$ R. /.$ and /u4o*s4i$ #. .+0002. H erfor#ance of Stone Matrix Asphalt (SMA) Mixtures in the $nited States, NCA3 Report No. 0'-+$ #anuary +00'. /ro*n$ . R.$ :addoc4$ #. .$ Mallic4$ R. /.$ and Aynn$ 3odd A. .+00'2. H!evelop#ent of a Mixture !esi"n rocedure for Stone Matrix Asphalt (SMA), NCA3 Report No. 0'-@$ March +00'. /ro*n$ . R.$ Cooley$ A.A. .+0002. !esi"nin" Stone Matrix Asphalt Mixtures for Rut-Resistant ave#ents, NC:RP Report 1%?$ 3ransportation Research /oard$ +000. /ro*n$ . R.$ :ainin$ M. R.$ Cooley$ A. A. .%&&12. Relationships of %MA &n- lace Air 'oid, (ift Thic)ness and er#ea*ility, Project 0-%'$I3ransportation Research /oard $ September %&&1 Cooley$ A. A.$ #ames$ R. S. .%&&@2. Micro-!eval Testin" of A""re"ates in the Southeast, 3ransportation Research RecordJ #ournal of the 3ransportation Research /oard. No. +B@'$ 3R/$ National Research Council$ %&&@. Cooley$ A. A.$ /ro*n . R. .%&&@2. otential of $sin" Stone Matrix Asphalt (SMA) for Thin +verlays, NCA3 Report &@-&+$ April %&&@. Accessed May %@$ %&&'. httpJFF***.eng.auburn.eduFcenterFncatFreportsFrep&@-&+.pdf 7atchalian$ 8ennis. .%&&=2. ,haracteri-ation of A""re"ate Resistance to !e"radation in Stone Matrix Asphalt Mixtures, Research Report <CAR-%&1-+($ Aggregates (oundation for 3echnology$ Research$ and ducation Q 3e5as A Q M !niversity$ %&&=. Accessed May %@$ %&&'. httpJFF***.icar.ute5as.eduFreportsF%&1USeriesF<CARO%&%&1O%&(inalO%&Report.pdf 7eorgia 8epartment of 3ransportation .78932. .%&&%2. HSu##ary of .eor"ia/s Experience 0ith Stone Matrix Asphalt Mixes1 Accessed May %@$ %&&'.

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httpJFF***.dot.state.ga.usFdotFconstructionFmaterials-researchFb-adminFresearchFonlinereports O?Cr-SMA%&&%.pdf 7lacier North*est-Pioneer Aggregates *ebsite. %&&@ Accessed May %@$ %&&'. httpsJFFresources.myeporia.comFcompanyU+++FPioneerO%&Agg.O%&/rochure.pdf :ongbin$ L.$ Cooley$ A. A.$ :uner$ M. :. .%&&@2. 2132 ## 4#as Stone Matrix Asphalt (SMA) Mixtures, NCA3 Report &@-&? 8ecember %&&@. Accessed May %@$ %&&'. httpJFF***.eng.auburn.eduFcenterFncatFreportsFrep&@-&?.pdf #ohnson$ C.N.$ Palmer S.P.$ Poelstra$ #.A. .%&&?2. Roc) A""re"ate Resource (and &nventory Map for ,lar) ,ounty$I 8epartment of Natural Resources$ November %&&?. Mahoney$ #oe. .%&&&2. An &ntroduction to SMA, November .%&&&2. <ncluded in "S893 Post Construction Report "A-R8 ?&1.+. Accessed May %@$ %&&'. httpJFF***.*sdot.*a.govFbi,FmatsFpavementFSMAUSR-?%1U(inalUReport.pdf Mc7hee$ Revin R.$ Clar4$ 3renton M.$ Reid$ Robert A. .%&&?2. A erfor#ance 5aseline for Stone Matrix Asphalt, 6irginia 8epartment of 3ransportation and !niversity of 6irginia$ August %&&?. Michael$ A.$ /ur4e$ 7.$ Sch*art,$ C.". .%&&%2. erfor#ance of Stone Matrix Asphalt ave#ents in Maryland, Maryland State :igh*ay AdministrationDs 9ffice of Material and 3echnology. Mooma*$ 3im. .%&&12. Stone Matrix Asphalt ro6ect Su##ary Report 7 resentation, "ashington State 8epartment of 3ransportation-Central Region$ November %&&1. Morgan$ 3.#. .%&&'2. HSMA 8uestions$ <nland Asphalt$ office email. May %&&'. Myers$ Aeslie. .%&&12. Superpave erfor#ance Testin", "ashington State 8epartment of 3ransportation$ Mobile Asphalt 3esting Aaboratory$ (ederal :igh*ay Administration 9ffice of Pavement 3echnology$ May %&&1. National Asphalt Paving Association .NAPA2. .+0002. !esi"nin" and ,onstructin" SMA Mixes-State-of-the ractice, ;<P-+%%$ #an +000. National Stone$ Sand and 7ravel Association .NSS7A2. .%&&+2 3he Aggregate :andboo4 November %&&+. 9lson$ Ren .%&&'2. HSMA ;uestions$I "ashington State 8epartment of 3ransportation$ office email. May %&&'. Palmer S.P$ Poelstra$ #.A.$ #ohnson$ C.N. .%&&?2. Roc) A""re"ate Resource (and &nventory Map for 9a)i#a ,ounty, 8epartment of Natural Resources$ November %&&?.

==

Pierce$ A. M. .%&&&2 Stone Matrix Asphalt, SR-:;2, <2th Avenue =est to &-: M >1>? to M 21@@, ost ,onstruction Report, "A-R8 ?&1.+$ "ashington State 8epartment of 3ransportation$ November %&&&. Accessed May %@$ %&&'. httpJFF***.*sdot.*a.govFbi,FmatsFpavementFSMAUSR-?%1U(inalUReport.pdf Schmiedlin$ R. /.$ /ischoff$ 8.A. .%&&%2 Stone Matrix Asphalt, The =isconsin Experience, Report NumberJ "<FSPR-&%-&%$ "isconsin 8epartment of 3ransportation$ #anuary %&&%. Accessed May %@$ %&&'. httpJFF***.dot.*isconsin.govFlibraryFresearchFdocsFfinalreportsFtaufinalreportsFsma.pdf "ashington State 8epartment of 3ransportation ."S8932. .%&&'2. =S!+T ,ost &ndex for %MA httpJFF***.*sdot.*a.govFbi,FconstructionFCost<nde5FCost<nde5PdfF:otMi5.P8( Accessed #une =$ %&&'. "ashington State 8epartment of 3ransportation ."S8932. .%&&%2. =S!+T ave#ent .uide httpJFFtraining.ce.*ashington.eduF"S893FModulesF&%UpavementUtypesF&%-@Ubody.htm Accessed May %@$ %&&'. "illoughby$ R.$ Mahoney$ #.P. .%&&'2. An Assess#ent of =S!+T/s %ot Mix Asphalt 8uality ,ontrol and Assurance ReAuire#ent, "ashington State 3ransportation Center .3RAC2$ #anuary %&&'. httpJFF***.*sdot.*a.govFresearchFreportsFfullreportsF?+'.%.pdf. Accessed May %@$ %&&'.

='

A11E0#.K

WS#OT SMA S1E!.).!AT.O0S

=B

=0

DIVISION 5 SURFACE TREATMENTS AND PAVEMENTS ASPHALT CONCRETE PAVEMENT (*****) Description
Section 5-04.1 is supplemented with the following: The first sentence of the third paragraph is revised to include Stone Matrix Asphalt (SMA).

Materials
The first paragraph of Section 5-04.2 is supplemented with the following: Stabilizing additives shall be accepted based on the Manufacturers Certification that the material meets the requirements listed below. The type of stabilizing additives shall be limited to cellulose fibers or mineral fibers. Stabilizing additives shall conform to one of the following requirements:

Cellulose (ibersJ Cellulose fibers shall be added at a dosage rate of appro5imate &.@O or more by *eight of the total mi5 as approved by the ngineer. (iber properties shall be as follo*sJ !ell%lose )iber 4%alit2 Re'%ire&ents 1ropert2 Re'%ire&ent
Sieve Analysis Method A- Alpine Sieve+ (iber Aength Passing !.S. No. +&& sieve Method / - Mesh Screen% Analysis (iber Aength Passing !.S. No. %& sieve Passing !.S. No. 1& sieve Passing !.S. No. +1& sieve Ash Content@ p:1 9il Absorption? Moisture Content=
+ %

&.%? in. Ma5imum '& +& percent &.%? in. Ma5imum B? +& percent =? +& percent @& +& percent +B ? percent non-volatiles '.? +.& ?.& +.& .times fiber mass2 Aess than ? percent .by mass2

Method A L Alpine Sie(e Anal2sis8 3his test is performed using an Alpine Air #et Sieve .3ype %&& AS2. A representative five gram sample of fiber is sieved for +1 minutes at a controlled vacuum of ++ psi. 3he portion remaining on the screen is *eighed. Method " L Mesh Screen Anal2sis8 3his test is performed using standard No. %&$ No. 1&$ No. =&$ No. B&$ No. +&&$ and No. +1& sieves$ nylon brushes$ and a sha4er. A representative +& gram sample of fiber is sieved$ using a sha4er and t*o nylon brushes on each screen. 3he amount retained on each sieve is *eighed and the percentage passing calculated. Repeatability of this method is suspect and needs to be verified.
@ 1

Ash !ontent8 A representative %-@ gram sample of fiber is placed in a tared crucible and heated to bet*een ++&& and +%&&( for not less than t*o hours. 3he crucible and ash are cooled in a desiccator and *eighed. p- Test8 (ive grams of fiber are added to +&& ml of distilled *ater$ stirred and let sit for @& minutes. 3he p: is determined *ith a probe calibrated *ith p: '.& buffer.

'&

Oil Absorption Test8 (ive grams of fiber are accurately *eighed and suspended in an e5cess of mineral spirits for not less than ? minutes to ensure total saturation. <t is then placed in a screen mesh strainer .appro5imately &.? mm % hole si,e2 and sha4en on a *rist sha4er for +& minutes .appro5imately + V in. motion at %1& sha4es per minute2. 3he sha4en mass is then transferred *ithout touching to a tared container and *eighed. Results are reported as the amount .number of times its o*n *eight2 the fibers are able to absorb.
=

Moist%re !ontent8 3en grams of fiber are *eighed and placed in a %?&( forced air oven for t*o hours. 3he sample is then re*eighed immediately upon removal from the oven.

Mineral Fibers: Mineral fibers shall be made from virgin basalt, diabase, or slag which is to be treated with a cationic sizing agent to enhance disbursement of the fiber as well as increase adhesion of the fiber surface to the bitumen. The fiber shall be added at a dosage rate of approximate 0.4% or more by weight of the total mix as approved by the engineer.

M6nera5 F63er </a56t= Re>/6rement0

Property
Size Analysis Fiber Length1 Thickness2 Shot Content3 Passing U.S. No. 60 sieve Passing U.S. No. 230 sieve
+ % @

Requirement
0.25 in. maximum mean test value 0.0002 in. maximum mean test value 90 5 percent 70 10 percent

3he fiber length is determined according to /auer McNett fractionation. 3he fiber thic4ness$ or diameter is determined by measuring at least %&& fibers in a phase contrast microscope.

Shot content is a measure of non-fibrous material. 3he shot content is determined on vibrating sieves. 3*o sieves$ the !.S. No. =& and the !.S. No. %@&$ are typically utili,ed. (or additional information see AS3M C=+%.

The third paragraph of Section 5-04.2 is deleted and replaced with the following: The use of recycled asphalt pavement (RAP) shall not be used in SMA. The fifth paragraph of Section 5-04.2 is deleted and replaced with the following: The Contractor shall use (Performance Grade) PG76-28 asphalt binder meeting the requirements of AASHTO M 320 in the production of SMA.

(******) Construction Requirements

Section 5-04.3 is supplemented with the following:

Quality Control (QC) by the Contractor 3he Contractor shall e5ercise quality control over the SMA on this project. At a Minimum$ the Contractor shall perform the follo*ing test methodsJ 1roced%re 0%&ber
TM 6

O$ner "A;3C

Test Method )O1 +or WA4T! +or Moisture Content of '+

/ituminous Mi5es by 9ven 3 %'F++ "A;3C )O1 +or AAS-TO +or Sieve Analysis of (ine and Coarse Aggregates and Material (iner 3han '? mm .No. %&&2 in Mineral Aggregates by "ashing )O1 +or AAS-TO +or Sampling /ituminous Paving Mi5tures 8etermination of 8raindo*n Characteristics in !ncompacted Asphalt Mi5tures )O1 +or AAS-TO +or 8etermining the Asphalt /inder Content of :ot-Mi5 Asphalt by the <gnition Method Standard Method of Reducing /ituminous Paving Mi5tures

3 +=B 3 @&? 3 @&B

"A;3C AAS:39 "S893

3 '+%

"S893

All samples shall be taken from random locations within a sublot and testing shall be performed by qualified testers with calibrated equipment. The samplers and testers will be evaluated for qualification by WSDOT as defined by Section 9-5.5 of the Construction Manual. The Contractor will schedule time with WSDOT in advance of paving, to qualify the samplers and testers. The QC program shall be samples independent of from WSDOT acceptance samples. The QC sublot size shall be a maximum of 800 tons for all testing except AASHTO T 305. The QC testing for AASHTO T 305 shall be completed at the frequency of one test each day of paving SMA.. All QC test data shall be provided to the Engineer by the next workday. The Contractor shall post and provide up to date run charts showing all of the QC data. The cost of the Contractors QC program shall be included in the per ton unit bid price for Stone Matrix Asphalt Class 1/2 In. PG76-28.

Acceptance (QA) by WSDOT

WSDOT shall do all acceptance testing on this project. All applicable acceptance tests identified elsewhere in these provisions will be used for acceptance on this project. The acceptance test for gradation, asphalt binder content, and volumetric properties (VMA and Va) shall be a maximum of 1600 ton sublots. The acceptance samples shall be independent from the Contractors QC sampling and testing program.

Requirements for All Plants

Section 5-04.3(1)A is supplemented with the following:

Stabili3ing Additi(es S%ppl2 S2ste&8

'%

A separate system for feeding shall be used to proportion the required amount of stabili,ing additives into the mi5ture so that uniform distribution is obtained. 3he stabili,ing additives supply system shall include lo* level and no-flo* indicators$ a printout of the status of feed rate in galFmin$ and shall have a =& second plant shut do*n function for no-flo* occurrences. 3he Contractor shall provide a metering or *eighing device that determines the amount of fiber incorporated *ithin any selected time period$ *hich is of sufficient accuracy to proportion fibers to *ithin plus or minus +&O of the amount of fibers required. 3he stabili,ing additives supply line shall include a section of transparent pipe for observing consistency of flo* or feed. All stabili,ing additive supply systems shall be approved by the ngineer. Mineral Filler Supply System A silo shall be provided for dry storage of the mineral filler$ and provisions shall be made for proportioning the filler into the mi5ture uniformly and in the desired quantities. 3he mineral filler supply system shall be capable of operating at the required production rates$ and the silo for mineral filler shall be on calibrated load cells such that the amount of mineral filler incorporated *ithin any selected time period may be determined. 3he load cells shall be accurate to *ithin plus or minus &.? percent. 3he filler system shall be interloc4ed *ith the aggregate feed or *eigh system so as to maintain the correct proportions for all rates of production and batch si,es. Requirements for Batch Plants
Section 5-04.3(1)B is supplemented with the following: The stabilizing additives shall be added to the aggregate in the weigh hopper and both dry and wet mixing times shall be increased. The stabilizing additives shall be uniformly distributed prior to the addition of asphalt binder into the mixture. The plant shall be so interlocked that asphalt binder can not be added until the stabilizing additives have been introduced into the mix. If required, mineral filler shall be added directly into the weigh hopper.

Requirements for Rotary Drum Plants

Section 5-04.3(1)D is supplemented with the following: The stabilizing additives shall be added to the mixture in a manner that prevents the stabilizing additives from becoming entangled in the exhaust system. At no time shall there be any evidence of fiber (stabilizing additives) in the baghouse or returned/wasted baghouse fines. If required, mineral filler shall be added directly into the drum mixer. The mineral filler line into the drum shall be next to the asphalt cement line.

(******) Hauling Equipment

Section 5-04.3(2) is replaced with the following:

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Trucks used for hauling SMA shall have tight, clean, smooth metal beds and shall have a cover of canvas or other suitable material of sufficient size to protect the mixture from adverse weather. Whenever the weather conditions include, or forecast to include during the workshift, precipitation or an air temperature less than 45F, the canvas cover shall be securely attached to protect the SMA. In order to prevent the SMA mixture from adhering to the hauling equipment, truck beds are to be sprayed with environmentally benign release agent. Excess release agent shall be drained prior to filling hauling equipment with SMA. Petroleum derivatives or other coating material that contaminate or alter the characteristics of the SMA shall not be used. For hopper trucks, the conveyer shall be in operation during the process of applying the release agent.

(******) Asphalt Pavers

Section 5-04.3(3) is supplemented with the following:

Material Transfer Device/Vehicle 8irect transfer of the SMA mi5ture from the hauling equipment to the paving machine *ill not be allo*ed. A material transfer device or vehicle shall be used to deliver the asphalt concrete mi5ture from the hauling equipment to the paving machine *hen placing any course of asphalt concrete pavement e5cept prelevel less than &.&B feet in thic4ness. A material transfer device or vehicle is optional for paving shoulders *hen they are paved separately from the traveled *ay. <f a *indro* elevator is used$ the length of the *indro* may be limited in urban areas or through intersections$ at the discretion of the ngineer. 3he material transfer device or vehicle shall mi5 the SMA after delivery by the hauling equipment but prior to laydo*n by the paving machine. Mi5ing of the asphalt concrete material shall be sufficient to obtain a consistent temperature throughout the mi5ture.
Prior to use, the Contractor shall submit the manufacturer and model number of the equipment to the Engineer for review and approval. All costs to incorporate the material transfer device or vehicle into the paving train shall be included in the unit contract prices for associated bid items.

Preparation of Existing Surfaces

The third sentence in the second paragraph of Section 5-04.3(5)A is deleted and replaced with the following: The emulsified asphalt shall not exceed the maximum temperature recommended by the emulsified asphalt manufacturer. The third paragraph of Section 5-04.3(5)A is deleted and replaced with the following: A tack coat of emulsified asphalt shall be applied to all paved surfaces on which any coarse of SMA or asphalt concrete is to be placed or abutted. Tack coat shall be uniformly applied to cover the existing pavement with a thin film of residual

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asphalt, free of streaks and bare spots. A heavy application of tack coat will be applied to all joints. For roadways open to traffic, the application of tack coat shall be limited to surfaces that will be paved during the same working shift. The spreading equipment shall be equipped with a thermometer to indicate the temperature of the tack coat material.

Heating of Asphalt Material Section ?-&1.@.=2 is deleted and replaced *ith the follo*ingJ 3he temperature of the asphalt binder shall not e5ceed the ma5imum recommended by asphalt binder manufacturer. 3he asphalt binder shall be heated in a manner that *ill avoid local variations in heating. 3he heating method shall provide a continuous supply of asphalt binder to the mi5er at a uniform average temperature *ith no individual variations e5ceeding %?G(. (******) Mix Design
Section 5-04.3(7)A is supplemented with the following: Prior to the production of SMA, the Contractor shall perform a minimum of three aggregate trial blends for the purpose of determining the design aggregate structure in accordance with WSDOT Standard Operating Procedure 732. Once the design aggregate structure has been established, the Contractor shall provide data that demonstrates the design aggregate structure meets the requirements of Sections 903.8(2) and 9-03.8(6). All cost associated with this portion of the mix design shall be incidental to the cost per ton of SMA. The Contractor shall obtain representative samples from mineral aggregate stockpiles, stabilizing additives and mineral filler sources to be used in SMA production, and submit to WSDOT for mix design verification testing. Sample submittals shall include asphalt binder source, stabilizing additives source, three aggregate structure trial blend data, design aggregate structure data, combining ratios of mineral aggregate stockpiles and mineral filler that will be used. This will be the basis for the mix design and job mix formula (JMF). Adjustments to the JMF may be made per Section 9-03.8(6)A. The Contractor shall allow 25 calendar days for verification once the material has been delivered to the State Materials Laboratory in Tumwater.

(******) Mixing
The fourth paragraph in Section 5-04.3(8) is supplemented with the following: The time between plant mixing and placement of the SMA shall not exceed two hours. Material held for more than two hours after mixing shall be rejected and disposed of by the Contractor at no expense to the Contracting Agency.

Acceptance Sampling and Testing

Section 5-04.3(8)A Item 1 is supplemented with the following:

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SMA will be evaluated for quality of volumetric properties (VMA, Va), gradation and asphalt binder content.

Section ?-&1.@.B2A$ <tem @.A. .%2$ is supplemented *ith the follo*ingJ SMA samples for compliance of volumetric properties .6MA$ 6a2$ gradation and asphalt binder content *ill be obtained on a random basis from the hauling vehicle. Section ?-&1.@.B2A$ <tem @.C.$ is deleted and replaced *ith the follo*ingJ Test Res%lts
The Engineer will furnish the Contractor with a copy of the results of all acceptance testing performed in the field at the beginning of next paving shift. The Engineer will also provide the Composite Pay Factor (CPF) of the completed sublots after three sublots have been produced. The CPF will be provided by the midpoint of the next paving shift after sampling. Sublot sample test results (gradation, asphalt binder content, and volumetrics) may be challenged by the Contractor. To challenge test results, the Contractor must submit a written challenge within five working days after receipt of the specific test results. A split of the original acceptance sample shall be sent for testing to either the Region Materials Lab or State Materials Lab as determined by the Project Engineer. The split of the sample with challenged results will not be tested with the same equipment or by the same tester that ran the original acceptance test. The challenge sample will be tested for a complete gradation, asphalt binder content and volumetric analysis. The results of the challenge sample will be compared to the original results of the acceptance sample test and evaluated according to the following criteria:

#e(iation 6MA 6a No.1 sieve and larger No. = sieve to No. B& sieve No. +&& and No. %&& sieve Asphalt binder O S +.? percent S &.' percent S 1 percent S % percent S &.1 percent S &.@ percent

<f the results of the challenge sample testing are *ithin the allo*able deviation established above for each parameter$ the acceptance sample test results *ill be used for acceptance of the SMA. 3he cost of testing *ill be deducted from any monies due or may come due the Contractor under the contract at the rate of >%?& per challenge sample. <f the results of the challenge sample testing are outside of any one parameter established above$ the challenge sample *ill be used for acceptance of the SMA and the cost of testing *ill be the Contracting AgencyDs responsibility.
Section 5-04.3(8)A, Item 3. D., is supplemented with the following:

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Test Methods. Acceptance testing of SMA for compliance of volumetric properties (VMA, Va), gradation, and asphalt binder content determinations, will be performed using the following test methods:

1roced%re 0%&ber 3M = 3 %'F++

O$ner "A;3C "A;3C

Test Method )O1 +or WA4T! +or Moisture Content of /ituminous Mi5es by 9ven )O1 +or AAS-TO +or Sieve Analysis of (ine and Coarse Aggregates and Material (iner 3han '? mm .No. %&&2 in Mineral Aggregates by "ashing )O1 +or AAS-TO +or /ul4 Specific 7ravity of Compacted /ituminous Mi5tures !sing Saturated Surface-8ry Specimens )O1 +or AAS-TO +or Sampling /ituminous Paving Mi5tures )O1 +or AAS-TO +or Method of 3est for Ma5imum Specific 7ravity of /ituminous Paving Mi5tures N HRice 8ensityI )O1 +or AAS-TO +or 8etermining the Asphalt /inder Content of :ot-Mi5 Asphalt by the <gnition Method )O1 +or AAS-TO +or Preparing and 8etermining the 8ensity of :ot-Mi5 Asphalt .:MA2 Specimens by Means of the Superpave 7yratory Compactor Standard Method of Reducing /ituminous Paving Mi5tures Method of 8etermining 6olumetric Properties of Asphalt Concrete Pavement Class Superpave

3 +==

"S893

3 +=B 3 %&0

"A;3C "S893

3 @&B

"S893

3 @+%

"S893

3 '+% S9P '@+

"S893 "S893

Section 5-04.3(8)A, Item 3.E. (5), is deleted and replaced with the following: A Lot in Progress. The Contractor shall shut down operations and shall not resume SMA or asphalt concrete placement until such time as the Engineer is satisfied that specification material can be produced: Whenever the Composite Pay Factor (CPF) of a lot in progress drops below 1.00 and the Contractor is taking no corrective action: Whenever the Item Pay Factor (PFi) for any individual item of a lot in progress

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drops below 0.95 and the Contractor is taking no corrective action: Whenever either the Composite Pay Factor (CPF) or Item Pay Factor (PFi) for any individual item of a lot in progress is less than 0.75.

(******) Compaction General

The third paragraph of Section 5-04.3(10)A is supplemented with the following: Pneumatic tired rollers shall not be used in the construction of SMA. The fourth paragraph of Section 5-04.3(10)A is supplemented with the following: Only static steel wheel rollers shall be used in the construction of SMA. The Contractor shall exercise care so that the asphalt mastic does not migrate to the surface and that aggregate breakdown does not occur.

Control
The first sentence of the first paragraph of Section 5-04.3(10)B is is supplemented with the following: SMA used in traffic lanes and having a specified compacted course thickness greater than 0.10 shall be compacted to a specified level of relative density. The second sentence in the first paragraph of Section 5-04.3(10)B is supplemented with the following: For SMA the specified level of relative density shall be a Composite Pay Factor of not less than 1.00 when evaluated in accordance with Section 1-06.2(1), using a minimum of 93.0 percent and maximum of 98.0 percent of the reference maximum density as determined by WSDOT FOP for AASHTO T 209. The third paragraph of Section 5-04.3(10)B is supplemented with the following: For SMA, prior to the start of production paving a test section shall be constructed for each mix design used for the purpose of determining if the mix is compactable, establish a nuclear density gauge correlation factor, and meets the requirements of Section 9-03.8(2) and 9-03.8(6). The SMA test section shall be constructed at the beginning of production paving and will be at least 600 tons and a maximum of 800 tons. No further wearing or leveling will be paved the day of and the day following the test section. The SMA test section shall be constructed using the equipment and rolling patterns that the Contractor expects to use in the paving operation. A test section will be considered to have established compactibility, when the average of three tests is equal to or exceeds 93 percent of the maximum density determined by WSDOT FOP for AASHTO T 209. This will require consideration

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of the presence of the correlation factor for the nuclear density gauge and may require resolution after the correlation factor is known. When results have demonstrated that the mix is not compactable, or not capable of meeting the requirements in Sections 9-03.8(2) and 9-03.8(6), the Contractor shall make appropriate adjustments to the mix, or placement and compaction operation, based on information obtained from the construction of the test section. After Engineer approved adjustments are made, production paving my proceed, or the Contractor may request that another test section be constructed according to the above procedure. The SMA used for the test section shall be measured by the ton and paid for at the unit bid price for SMA. All costs associated with constructing the test section or sections will be incidental to the cost of the SMA. A pay factor of 1.00 for compaction, gradation, asphalt content, and volumetrics will be used for the quantity of mix used in construction of the test section or sections.

(******) Payment
Section 5-04.5 is supplemented with the following: Stone Matrix Asphalt Class 1/2 In. PG76-28, per ton Stabilizing Additives, will be paid in accordance with Section 1-09.6 except that no overhead, profit or other costs shall be allowed. Payment shall be made only for the invoice cost of the stabilizing additive plus shipping costs paid by the Contractor. For the purpose of providing a common proposal for all bidders, the Contracting Agency has entered an amount in the proposal to become a part of the total bid by the Contractor.

(MMMMMM 1rice AdA%st&ent +or 4%alit2 o+ A! Mix Section ?-&1.?.+2A is supplemented *ith the follo*ingJ
Factors for SMA Constituent VMA (Voids in mineral aggregate) Factor f

6a .Air 6oids2 All aggregate passing +F%C All aggregate passing @FBC All aggregate passing !.S. No. 1 All aggregate passing !.S. No. B All aggregate passing !.S. No. %&& Asphalt Content (******) Test Requirements
Section 9-03.8(2) is supplemented with the following:

@& @& % % +? +? +? @&

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Aggregate for SMA shall consist of 100 percent crushed aggregate and must meet the following test requirements:

Coarse Aggregate
Test Properties LA, Abrasion loss Flat and Elongated Particles, Retained on 3/8" Sieve Particles retained on the U.S. No. 4 sieve shall have at least Test Methods AASHTO T96 WSDOT FOP for ASTM D4791 WSDOT Test Method 113 one fractured face two fractured faces WSDOT Test Method 103 AASHTO T 85 Specification Limits 30% max. 5:1 @ 5% max. 3:1 @ 20% max. 99% min. 90% min. 30 min. 2% max.

Degradation Absorption

Fine Aggregate
The Fine Aggregate shall consist of 100% crushed aggregate and shall conform to the following: No natural or uncrushed blend sand will be allowed in SMA. The sand equivalent for the aggregate shall equal or exceed 45. The fine aggregate angularity for the combined fine aggregate is tested in accordance with WSDOT FOP for AASHTO T304, Method A. The minimum voids shall be 45.0%. The properties of the mix design for the Stone Matrix Asphalt Class 1/2 In. PG 76-28 shall be such that when it is combined within the limits set forth in Section 9-03.8(6) and mixed in the laboratory with the designated grade of asphalt cement, using the Superpave gyratory compactor in accordance with WSDOT FOP for AASHTO T312, at 100 gyrations, shall produce a mixture with the following test values:

Mi5 8esign Criteria SMA Class +F%W Properties 6oids in Mineral Aggregate .6MA2 X +&& gyrations Air 6oids .6a2 X +&& gyrations AC Content .N93 +2 6oids in Coarse Aggregate of the Asphalt Mi5ture .6CAM<L2 X +&& gyrations.N93 %2 +B.& min. 1.& =.& min. P6CA8RC

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Stabili,ing Additive .by *eight of total mi52 Modified Aottman Stripping 3est AAS:39 3 '+B 8raindo*n X Production 3emperature.$ AAS:39 3 @&?

.N93 @2 Pass &.@ ma5.

Note 1, When SMA cannot be designed with a minimum asphalt content of 6.0% using available aggregates, the guidelines given in the following table can be used to establish minimum asphalt content requirements based on the combined aggregate bulk specific gravity: Guide to adjust Minimum Asphalt Content based on Varying Bulk Specific Gravities of Aggregates Combined Aggregate Bulk Specific Minimum Asphalt Content, Percent Gravity 2.40 6.8 2.45 6.7 2.50 6.6 2.55 6.5 2.60 6.3 2.65 6.2 2.70 6.1 2.75 6.0 2.80 5.9 2.85 5.8 2.90 5.7 2.95 5.6 3.00 5.5 Note 2, The VCAMIX can be calculated as shown below: VCAMIX = 100 - (Gmb/Gca x Pca) Gmb = bulk specific gravity of mix Gca = bulk specific gravity of the coarse aggregate Pca = percent of coarse aggregate in mix by weight of total mix. Note 3, Refer to Section 5-04.2 for Stabilizing Additive type. Definition of Coarse Aggregate Fraction Mix Type 1/2 in.

Portion of aggregate Retained on U.S. No. 4 sieve

The Voids of Coarse Aggregate Dry-rodded condition (VCA DRC) shall be determined according to AASHTO T 19 Section 10, Unit Weight and Voids in Aggregate. The VCADRC for the fraction can be calculated by using the following equation:

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VCADRC = (Gca Yw - Ys / Gca Yw) 100 VCADRC = Voids in Coarse aggregate in the dry-rodded condition Ys = unit weight of coarse aggregate in the dry-rodded condition (lb/ft3) Yw = unit weight of water (62.24lb/ft3) Gca = bulk specific gravity of the coarse aggregate.

Gradation Recycled Asphalt Pavement and Mineral Aggregate Section 0-&@.B.@2C is supplemented *ith the follo*ingJ No recycled asphalt pavement .RAP2 *ill be used in the construction of SMA. (MMMMMM Proportions of Materials
Section 9-03.8(6) is supplemented with the following: Stone Matrix Asphalt The SMA shall be within the requirements listed in the following table, and meet the volumetric requirements listed in Section 9-03.8(2). When the SMA is tested in the field using the gyratory compactor, the SMA will have air voids with 2.5% to 5.5% at 100 gyrations. Voids in the mineral aggregate (VMA) shall be greater than 17.0%. SMA Class 1/2 In. Gradation Control Points (percent passing)

Sieve Si,e @F1C +F%C @FBC !.S. No. 1 !.S. No. B !.S. No. += !.S. No. @& !.S. No. ?& !.S. No. %&& (******)

+F% in. Ao*er !pper +&& 0& 0B ?& B& %& @? += %1

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++.&

Basis of Acceptance
Section 9-03.8(6)A, Item 3, subsection a, supplemented with the following:

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SMA Constituent of Mixture Tolerance Limits The tolerance limit for each mix constituent shall not exceed the limits of the control points, except the tolerance limits for sieves designated as 100% passing will be 99 100.

Aggregate passing 3/4", 1/2", and 3/8 sieves Aggregate passing U.S. No. 4 sieve Aggregate passing U.S. No. 8 sieve Aggregate passing U.S. No. 200 sieve Asphalt cement Subsection c1 is supplemented with the following:

5% 5% 4% 2.0% 0.5%

1. Aggregates. For SMA the Project Engineer may approve the Contractors written request to adjust the JMF. The maximum adjustment from the approved mix design shall be 2 percent for the aggregate on the U.S. No. 8 sieve and above, 1 percent for aggregate passing the U.S. No. 8 sieve, and 0.5 percent for aggregate passing the U.S. No. 200 sieve. These field adjustments to the JMF will only be considered if the changes produce material of equal or better quality. The adjusted JMF plus or minus the allowed tolerances shall be within the range of the control points.

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