國道6號為國內首次大規模採用SMA作為聯結層(binder course)的高速公路，通車至今，僅屬初期績效表現，故本研究先從材料選擇、配比設計、產製、運輸、鋪築和滾壓觀點切入，調查國內其他鋪設SMA路段之績效，並於國道6號鋪設SMA路段鑽心進行相關實驗室試驗，並輔以PAC面層現地調查試驗結果，來評估SMA路段之績效並推估其破壞機制，做為維修養護階段的參考，並研擬SMA維修養護對策。
國道6號的SMA平坦度無法直接側得，但其上之PAC於完工通車3年後，平坦度介於1.8~3.0m/km，顯示路面平坦度狀況良好。因PAC下的SMA層如平坦度不佳，則會影響面層平坦度，故可推估其SMA層平坦度狀況大致良好；在通車36個月後，SMA上之PAC面層最大車轍值為8.55mm左右，仍屬於合理範圍內，且SMA未受到交通、環境和氣後等因素直接衝擊，故亦可推估SMA層之永久變形仍屬合理範圍內；透過現地SMA鑽心試體進行實驗室回彈模數試驗結果顯示，使用改質瀝青III型和NMAS 19mm之SMA的回彈模數值為1020 MPa，與實驗室SMA馬歇爾試體的回彈模數值大約相同，說明鋪設於PAC下部之SMA材料並未老化。此外從SMA間接張力試驗結果顯示，實驗室之間接張力值為0.8 MPa，與現場SMA鑽心試體的間接張力值相近，同樣顯示並無老化現象，而且各路段的試驗值亦沒有明顯之差異。
此外調查國內其他SMA面層路段，結果顯示國內SMA鋪面常見的主要破壞類型為片狀出油、鬆脫、裂縫與坑洞，其中以片狀出油為主要破壞型式，但也僅於極少處發生，其餘3種破壞模式則幾乎無立即維修之需求；而國道6號因SMA並非面層，其上又鋪設3cm厚的PAC面層，已大幅降低交通重載、環境、氣候等的直接衝擊。因此，國道6號鋪設SMA路段除了PAC面層已達嚴重破壞，致使SMA直接暴露之程度或因地震等大型災害外，破壞幾乎不會提前發生。
SMA的養護方式可分為緊急養護、一般養護和大型養護；緊急養護適用於雨後造成SMA鋪面之粒料剝脫，再經由車輛輪胎碾壓將粒料帶離後形成之坑洞，通常採用坑洞緊急修補工法；一般養護適用於鋪面受損(坑洞、縱向裂縫、龜裂等破壞)或鋪面緊急修補之後續處理，通常採用區塊修補工法；一般養護適用於鋪面發生損壞或老化等類型且情況較為嚴重者，通常可採刨除回鋪工法。無論何種養護方式，鋪面的養護皆應定期調查鋪面破壞情形，再依破壞型態、破壞程度來決定最適切的養護時機與工法。

Stone Mastic Asphalt (SMA) is a paving material introduced from Germany, and has been used in the construction of the binder course for the National No.6 Freeway because of its better resistance to permanent deformation. However, the SMA distresses of raveling, bleeding, cracking and potholes have been found on the SMA surface course according to other SMA pavements. Various factors of traffic repetition, temperature variation and construction practice etc. may affect SMA performance, leading to shorten its service life. In order to conquer these failure mechanisms and have a better understanding for future maintenance, it is necessary to establish a comprehensive correlation with material composition, mix design, manufacture, transport, construction practice as well as field performance.
Laboratory tests are undertaken on 19mm SMA cores taken from the National No.6 Freeway. The results show an insignificant difference in resilient modulus (MR) and indirect tensile strength compared to initial design values for SMA, implying little effect of ageing on SMA engineering properties. In addtion, field performance of SMA is assessed based on in-situ data of porous asphalt concrete (PAC) surface coure due to the fact that the SMA is laid underneath the PAC. The permanent deformation and International Roughness Index (IRI) results confirm that the PAC surface course provides good riding quality because of being supported by the solid SMA layer.

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