USE OF STONE MATRIX ASPHALT IN PERPETUAL

PAVEMENT
Swaraj Kr. Biswas *, Brind Kumar **
*M.Tech., Part II (Transportation Engineering), swaraj.biswas.civ12@iitbhu.ac.in
**Assistant Professor, kumar_brind.civ@iitbhu.ac.in

Department of Civil Engineering, IIT (BHU), Varanasi-221005

Abstract
Design of Perpetual Pavement (long lasting pavement) is something which is gaining importance
with the increasing traffic demands worldwide. For the reasons of economic and environmental
sustainability, it should gain acceptability in India too. In this paper, the theory and design of
these long lasting pavements are discussed and the benefits of including a relatively new rut
resistant mix i.e. Stone Matrix Asphalt as surfacing course is illustrated. The economic feasibility
of Perpetual Pavement is discussed.
The design of Perpetual Pavement is based on the available literatures which suggest the use of
Mechanistic-Empirical Design philosophy. In order to compute pavement response to the applied
traffic loads, Perpetual Pavement design software PerRoad was used. The basic premise of
designing a Perpetual Pavement is that, an adequately thick Hot Mix Asphalt (HMA) pavement
placed on a stable foundation will relocate the distresses that originate at the bottom of the
pavement to the upper layers. Tensile strain of 70s below the bituminous layer for fatigue
cracking and vertical compressive strain of 200s on top of the sub-grade for structural rutting
were adopted as the endurance limits.
Stone Matrix Asphalt is a gap graded bituminous mixture which provides better stone-on-stone
contact due to the usage of course aggregate in the mixture. Design of SMA mixture is carried
out by the conventional Marshall method. In order to evaluate the cost-effectiveness of the
various design alternatives for the Perpetual Pavement, LCCA Plus software is used to evaluate
the life cycle cost. For investigation of rutting due to repetitions of wheel load, software
available with Wheel Rut Tester is generally used. Therefore, Perpetual Pavements can be a
viable option for constructing structurally stable and economically feasible roads in India.
Keywords: Perpetual Pavements; Long Lasting Pavements; Stone Matrix Asphalt; PerRoad;
LCCA Plus.
1.0 Introduction to Perpetual Pavement
Perpetual Pavement is an asphalt pavement designed to last for about 50 years without requiring
major structural rehabilitation or reconstruction and needing only periodic surface renewal in
response to distresses confined to the top of the pavement [1].
The concept of Perpetual Pavement was first introduced by the Asphalt Pavement Alliance
(APA) in a joint promotional effort with Asphalt Institute, National Asphalt Pavement

Association, and the State Asphalt Pavement Associations of USA in 2002. Available literature
has shown that the early practice to accommodate increasing traffic was to correspondingly
increase the pavement thickness. This was a result of empirical extrapolation rather than an
engineering analysis which resulted in uneconomical and environmentally unsustainable
pavements. Later, analysis revealed that most pavements designed in such a way were more than
capable to resist the heaviest traffic loads [1]. Such conservative designs exert a heavy financial
burden on developing countries where the aim should be to produce economically sound, long
lasting and structurally stable pavements. The idea of Perpetual Pavements thus came into
existence as much to prevent overdesign as to provide a longer life span [1].
Basic premise of designing a Perpetual Pavement is that an adequately thick Hot Mix Asphalt
(HMA) pavement placed on a stable foundation will relocate the distresses that originate at the
bottom of the pavement to the upper layers. This obviates expensive structural maintenance
procedures since the distresses are confined to the wearing course which can be replaced when
functional requirements such as skid resistance and riding quality were found to deteriorate.
Thus, the potential of fatigue cracking and structural rutting, the two most prominent pavement
distresses, is reduced in Perpetual Pavements. The major benefits derived from Perpetual
Pavement are [1]:

High structural capacity for high traffic volume and heavy loads.
Long life with minimal or no major structural rehabilitation and/or reconstruction
exercises.
Low user delay, reconstruction, rehabilitation and life cycle costs.

2.1 Approach for Perpetual Pavement Design

The methodology for perpetual pavement design is similar to the one adopted for conventional
design with the exception that the limiting parameters are horizontal tensile strain below the
HMA layer and vertical compressive strain above the natural sub-grade instead of damage ratio.
For Chinas heavier traffic loads, fatigue and rutting endurance limits are 120 s and 200 s [3].
The Indian Roads Congress has proposed in IRC: 37-2012 the values of 70 and 200s for the
fatigue and rutting endurance limits to be adopted for design of Perpetual Pavements with a
tolerance of 1 s. This design approach is represented by flow chart as shown in Fig.1 [9].

3.0 Design Methodology

Perpetual pavement is considered in terms of the following routes for further understanding:

LCCA Plus software is used for the life cycle cost analysis for 50 yrs.
PerRoadxpress 1.0 is used for the HMA thickness calculation.
MEPD approach has been taken into consideration for pavement design.
Indian standard has been followed for layer design.

3.1 LCCA Plus

The APA has developed Life-Cycle Cost Analysis (LCCA) software that uses the principles
recommended by the Federal Highway Administration (FHWA) to compare the economics of
alternative designs for a given road project.

Fig 1. Perpetual pavement design concept by MEPD approach (where , , are tensile
strain, compressive stress and deflection respectively)
(Courtesy: Dilip, D. M. et al., Life cycle cost analysis of long lasting pavements) [2].

Three main components for a life cycle cost analysis are as follows:
I.
II.
III.

Discount Rate
Real information inputs based on condition of the project place.
Include all costs (from initial cost to discounted future cost included maintenance
charge).

The life-cycle costs are evaluated to study the monetary consequence of increasing the thickness
of the HMA when the pavement is designed for 15 years. Further, the requirement of the treated
sub-grade and the stiffer base materials are evaluated through the lifecycle costs. In the case of
the long-lasting pavements, the life-cycle costs are compared for the pavement section designed

with the base modulus of 450 MPa, and the costs incurred by designing conventional pavements
at the end of 50 years [2].
It was observed after 50 years, there was a saving of about 19.4% in project cost for a length of
20 km for the long-lasting pavement section when compared to the costs incurred by the
conventional pavements [2].
3.2 PerRoad Xpress
PerRoad Xpress is an easy-to-use, all-in-one-screen program for designing Perpetual Pavements
for low and medium volume roads and parking lots. The designer chooses a type of asphalt
cement and the software then allows the designer either to use defaults for traffic and soil, or to
input the actual values if they are known. Granular base thicknesses from 0 to 10 inches are
included. The software quickly provides the user with a recommendation for the total thickness
of asphalt pavement needed for a particular situation [1].

4.0 Structure of Perpetual Pavement

A Perpetual Pavement is composed of a wear-resistant and renewable top layer, a rut-resistant
intermediate layer, and a fatigue-resistant base layer. It contains a treated sub-grade, a granular
base layer, and a thick asphalt mat. The asphalt mat comprises of three different asphalt layers:
surface course, intermediate course, and base course. Various component layers are shown in
Fig. 2.
4.1 HMA Surface Layer
The choice of the HMA surface layer depends on the functional requirements, which can be a
combination of comfort, durability, stability, skid resistance, and noise reduction. There may be
additional requirements, such as surface water drainage or very low water impermeability. A
wide range of bituminous surface layer products can be considered appropriate depending on
specific requirements.
Open Graded Friction Course (OGFC) is used to reduce splash and spray and to provide better
skid resistance during rainstorms. An OGFC is considered to be a nonstructural layer, and
therefore, it is not used in pavement performance calculations. Contrary to this, Stone Matrix
Asphalt (SMA) is a structural layer and has all the advantages of surfacing layer.
4.2 Stone Matrix Asphalt
Stone mastic asphalt, also called stone-matrix asphalt, was developed in Germany in the 1960s.
It provides a deformation resistant, durable surfacing material, suitable for heavily trafficked
roads. SMA has found use in Europe, Australia, the United States, and Canada as a durable
asphalt surfacing option for residential streets and highways. SMA has a high coarse aggregate
content that interlocks to form a stone skeleton that resists permanent deformation. The stone
skeleton is filled with mastic of bitumen and filler to which fibers are added to provide adequate
stability of bitumen and to prevent drainage of binder during transport and placement.

Fig 2. Schematic composition of Perpetual Pavement

(Courtesy: Tarefder et. al. Design of Optimal Perpetual Pavement Structure ASCE Feb12) [4].

SMA is a gap-graded hot mix which contains 70-80 per cent coarse aggregate of the total stone
content, 6-7 per cent of bituminous binder, at least 2 per cent of filler (cement/lime) and about
0.3 to 0.5 per cent of stabilizing additive (fiber) or other modifier [5]. The higher amount of
coarse aggregate in SMA mixture provides stone-on-stone contact between coarse aggregates
particles, while higher binder content in mortar adds to the durability of mix [6]. The stabilizing
additive acts to hold bituminous binder in the mixture at the high temperature during production
and placement of mix and eventually reduces the drain down of binder [7]. Pictorial comparison
with Dense Graded Asphalt is shown in Fig. 3.

(a) Stone matrix asphalt

(b) Dense Graded Asphalt

(c) SMA mould

Fig 3. SMA vs DGA

In brief SMA has the following advantages:

SMA provides a textured, durable and resistant wearing course.

SMA may be used at intersections and other high traffic stress situations.
SMA surfacing may provide reduced reflection cracking from underlying cracked
pavements due to the flexible mastic.
Much more riding comfort than other surfacing layers.
Skid resistance wearing course.
Less noise generated by traffic because of smooth riding.
SMA can be produced and compacted with the same plant and equipment available for
normal hot mix.

4.2.1 Constituent Materials of SMA

Aggregates of different nominal sizes viz. 20 mm, 10 mm and crusher stone dust; hydrated lime;
stabilizing additive and VG-30 (60/70 penetration grade paving bitumen) are used as constituent
materials for the mix design of SMA.
Coarse Aggregate
The coarse aggregate shall consist of crushed rock retained on 2.36mm sieve. It shall be clean,
hard, durable of cubical shape and free from dust and soft organic and other deleterious
substances. The aggregate shall satisfy the physical requirements given in Table 1.
Fine Aggregate
Fine aggregates (passing 2.36mm sieve and retained on 0.075mm sieve) shall consist of 100%
crushed, manufactured sand resulting from crushing operations. The fine aggregate shall be
clean, hard, durable, of fairly cubical shape and free from soft pieces, organic or other
deleterious substances. The sand replacement value for the fine aggregate shall not be less than
50. The fine aggregate shall be non-plastic [5].

Table 1. Coarse aggregate specifications [5]

Properties
Test
Cleanliness
Grain size analysis

Method
IS:2386(1)

Particle shape

IS:2386(1)

Specification
<2%
passing
0.075mm sieve
<30%

IS:2386(4)

<25%

IS:2386(4)

<18%

IS:2386(5)

<12%

IS:2386(5)

<18%

IS:2386(3)

<2%

Strength

Durability

Water absorption

Combined
Flakiness
and Elongation Index
Los Angeles Abrasion
Value
Aggregate
Impact
Value
Soundness
with
Sodium
Sulphate(5
Cycles)
Soundness
with
Magnesium
Sulpahte(5 Cycles)
Water absorption

Bitumen
The bitumen for fiber-stabilized SMA shall be viscosity grade VG-30 complying with Indian
standard specification for paving bitumen IS: 73 or Polymer Modified Bitumen (PMB), Grade 40
complying with the Indian Road Congress Specification IRC: SP 53.
Table 2. Physical properties of VG-30
Properties
Unit
Penetration at 25
0.1mm

Softening point
C

Ductility at 25C
Cm
Water content % by weight
%

Specific gravity at 27C

..

Flash point
C

Method of test
IS 1203:1978
IS 1205:1978
IS 1208:1978
IS 1211:1978

Test values
50-70
47 min.
40 min.
0.2

IS 1201:1978
IS 1209:1978

0.99
220 min.

Mineral Filler
Mineral filler shall consist of finely divided mineral matter such as stone dust or hydrated lime.
Fly ash is not permitted as filler in SMA. The filler shall be graded within the limits indicated in
the Table 3.
Table 3. Grading requirements of mineral filler [5]
IS Sieve
Cumulative % passing by weight of total
aggregate
0.6
100
0.3
95-100
0.075
85-100

 Stabilizer Additive
Only pelletized cellulose fibers are utilized. The dosage rate for cellulose fibers is 0.3%
minimum by weight (on loose fiber basis) of total mix. The dosage rate will be confirmed so that
the bitumen drain down does not exceed 0.3% when the design mix will be tested [5].
Cellulose based stabilizing additive, namely Topcel [8] is generally used. It increases binder
viscosity at high temperature and prevents drain down of bitumen from the mix.
4.2.2 SMA Mix Design
th

As per MoRTH (V Revision), the combined grading of the coarse aggregate, fine aggregate
and mineral filler shall be within the limits shown in Table 4.
Table 4. Composition of SMA
SMA Designation
Course where used
Nominal aggregate size
Layer thickness
IS Sieve (mm)
26.5
19
13.2
9.5
4.75
2.36
1.18
0.600
0.300
0.075

13 mm SMA
Wearing course
13 mm
40-50 mm
Cumulative % by weight of total aggregate passing
100
90-100
50-75
20-28
16-24
13-21
12-18
10-20
8-12

The SMA mixture will be designed using AASHTO MP 8, standard specification for Designing
Stone Matrix Asphalt and AASHTO PP 41, Standard Practice for Designing Stone Matrix
Asphalt. The SMA mixture shall be compacted with 50 blows on each side using the Marshall
procedure given in the Asphalt Institute MS-2 (Sixth edition). The designed mix shall meet the
requirements given in Table 5.
4.2.3 Resistance to Rutting
Rutting is a key factor for designing SMA mixtures. Rutting characteristics were investigated by
Wheel Rut Tester. Each sample is subjected to load repetitions for 20,000 passes or until 20 mm
impression on the slab surface.

Table 5. SMA Mix requirements [5]

Mix Design Parameters
Air void content, percent
Bitumen content, percent
Celluloid fibers
Voids in Mineral Aggregate (VMA), percent
Voids in Coarse Aggregates (VCA) mix,
percent
Asphalt drain down, percent ASTM D 6390
(annex C of IRC:SP:79)
Tensile Strength Ratio (TSR), percent
AASHTO T 283 (annex E of IRC:SP:79)

Requirement
4.0
5.8 min.
0.3 percent minimum by weight of total mix.
17 min.
Less than VCA (Dry Rodded)
0.3 max.
85 min.

5.0 Conclusion
It is observed that perpetual pavements hold adequate promise for fulfilling the requirements of
long lasting pavements for Indian roads. As its integral component, SMA may be used for
surfacing course.
References
1. Asphalt Pavement Alliance (APA). Perpetual Pavements: A Synthesis, APA 101,
Lanham, Maryland, 2002.
2. D. M. Dilip, P. Ravi and G. L. S.Babu, Life cycle cost analysis of long lasting
pavements, pp 1-7. Indian Highways vol. 41 No. 4, April 2013.
3. Y. Yang, X. Gao, W. Lin, Perpetual Pavement Design in China. International
Conference on Perpetual pavement, ORITE July, 2006.
4. Rafiqul A. Tarefder, M.ASCE and D. Bateman, Design of Optimal Perpetual Pavement
Structure. pp. 2-3, ASCE Feb 2012.
5. Specification for Roads and Bridge Works, MORTH (V
India.

th

Revision), Government of

6. Brown, E.R., and Haddock, J.E., Method to Ensure Stone-on-Stone Contact in SMA
Paving Mixtures, pp. 1-3, TRR 1583, National Research Council, TRB, USA, 1997.
7. Stuart, K.D., Stone Mastic Asphalt (SMA) Mixture Design. Report No. FHWARD-92006, FHWA, McLean, VA. 1992.
8. Topcel Technical Information, CFF, D-98708, Gehren.

9. IRC: 37-2012, Guidelines for the Design of Flexible Pavement, (The Indian Roads
Congress: New Delhi).
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