EXPERIMENTAL PROJECT

USE OF SHREDDED TIRES

FOR LIGHTWEIGHT FILL

FHWA Experimental Project No. 1

DTFH-71-90-501-OR-11

Post-Construction Report

by

John Read

Construction Project Manager

Tim Dodson

Geotechnical Engineering Group

and

Joe Thomas

Construction Inspector

OREGON DEPARTMENT OF TRANSPORTATION

HIGHWAY DIVISION

ROADWAY SECTION

Salem, Oregon 97310

Prepared for .

FEDERAL HIGHWAY ADMINISTRATION

Washington, D.C. 20590

February 199 1

Technical kepor t Dacumentotion Page

Experimental Project: Use of Shredded Tires , for Lightweight Fill

February, 1991 6 . Pmlocmlng 0 r g ~ n l x o 8 1 0 n Cadc

16. Abrtroct

Shredded rubber tires have been used as lightweight fill in repair of a landslide that occurred under a highway embankment in mountainous terrain on Highway US 42 (Oregon State route #35). The force driving the slide was decreased by removing the soil embankment and replacing it with a lighter weight embankment constructed with shredded tire chips. The tire embankment has a three-foot-thick compacted soil cap on the top and side-slopes and supports a conventional aggregate base and asphalt pavement. 5800 tons of shredded tires were used - approximately 580,000 tires. Cost of the tires delivered to the si$e was $30/ton reduced by a $20/ton reimbursement from Oregon DEQ; net $lO/fon ($7/yd ) . Cost of placing and compacting the tires was $8.33/ton ($5.85/yd &. Total cost of the tire fill at final in-place density wils $18.33/ton ($12.87/yd ) . Surface monuments, settlement plates, and slope inclinometers have been installed to monitor the performance of the embankment.

John Read, Tim Dodson, Joe Thomas 9. Performing Orgeniz~*ion Nomc and Addrexs

Oregon Department of Transportation Highway Division, Roadway Section 800 Airport Road, S. E. Salem, OR 97310

12. ~ ~ . ~ ~ ~ ~ i ~ ~ A~~~~~ N~~~ and Address

Same as above

Shreddedtire chips were transported to the project site in "live-bottom" trailers from vendors located 150 to 200 miles from the project. The trailers each carried 28 tons of tires. The tire chips were placed and compacted in three-foot lifts using a D-8 dozer. Density (unit weight) of the tire chips was on the order of 30 pcf when "loose" in the haul vehicle, 45 pcf compacted in-place, and 52 pcf when compressed under the soil cap and pavement. The 12.5-foot-thick section of compacted tire embankment compressed 20 inches'(13.4%) under the capping load. Few construction problems were encountered. Exposed wires in the tire chips caused tire punctures on dump trucks.

10. Work Un~v No. I TRAIS)

I I . controcl at cront NO.

DTFH-71-90-501-OR-11 13. T Y P O 0 1 R C ~ O . ~ pc.;.,d

Post Construction Report May, 1990 - January, 1991

14 . Sponrertng Agency Code

Pavement surface deflections were measured using a falling weight deflectometer. Deflections were twke as great as would be expected of the same pavement over an earth embankment. Vibrations similar to those felt when standing on a bridge can be felt by

Shredded Tires, Lightweight Fill, Waste Materials

I I I

Farm DOT F 1700.7 (8-721 Rcprodvct lon o f complercd pogc authorized

-

- -

-

-

- -

-

-

-

-

a person standing on the embankment when a heavy truck crosses it.

17. Kc* Words

Earthwork, Embankment, Materials, 18. Dls,rlbu,.on Stolemen?

ACKNOWLEDGEMENTS

The authors wish to thank the FHWA for funding the instrumenta- tion and evaluation of this project as Experimental Project No. 1. Mr. Bob Kelley of the FHWA Experimental Projects Office was especially supportive. We also appreciate the inspiration, encouragement, and valuable advice and assistance from Ron Chassie of the FHWA Region 10 office. We also acknowledge the diligent work by John Read's staff in overseeing construction and installing and monitoring monuments and settlement plates. Thanks also to Frank Toor and his drillers from the ODOT Highway Division Region 3 Geology Group for providing timely installation and monitoring of the slope inclinometers. Special thanks to Ted Burney for his professional work in documenting the embankment construction on videotape.

DISCLAIMER

The contents of this report reflect the view of the authors who are responsible for the facts and the accuracy of the data presented. The contents do not necessarily reflect the official views or policies of either the ODOT Highway Division of the Federal Highway Administration at the time of publication.

NOTICE

This document is distributed under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof.

EXPERIMENTAL PROJECT

USE OF SHREDDED TIRES

FOR LIGHTWEIGHT FILL

FHWA Experimental Project No. 1

DTFH-71-90-501-OR-11

Post-Construction Report

by John Read

Construction Project Manager

Tim Dodson

Geotechnical Engineering Group

and

Joe Thomas

Construction Inspector

OREGON DEPARTMENT OF TRANSPORTATION

HIGHWAY DIVISION

ROADWAY SECTION

Salem, Oregon 97310

Prepared for

FEDERAL HIGHWAY ADMINISTRATION

Washington, D.C. 20590

February 1991

CONTENTS

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

BACKGROUND ............................................ 1

THE OREGON SLIDE REPAIR PROJECT ....................... 2 DESIGN OF SLIDE REPAIR ........................... 2

CONSTRUCTION WITH SHREDDED TIRES ...................... 3 TRANSPORTING TIRE CHIPS TO THE PROJECT ........... 3 PLACEMENT AND COMPACTION ......................... 4 A VERTICAL CUT ................................... 4 SLOPE CONSTRUCTION ............................... 5 SOIL CAP CONSTRUCTION ............................ 5 TEMPORARY SURFACING .............................. 6 PERMANENT ASPHALT SURFACING ...................... 6 COMPRESSION UNDER SOIL AND PAVEMENT CAP .......... 6

CONSTRUCTION CHALLENGES ............................... 7 SHREDDED TIRE CHIPS OUALITY CONTROL .............. 7 PUNCTURING OF DUMP TRUCK TIRES ................... 8 MISCELLANEOUS .................................... 8

UNIT WEIGHT OF SHREDDED TIRE FILL ..................... 8 LOOSE DENSITY .................................... 8 COMPACTED DENSITY ................................ 9 DENSITY UNDER LOAD OF SOIL AND PAVEMENT CAP ...... LO ADDITIONAL DENSITY MONITORING .................... 10

PERFORMANCE OF THE EMBANKMENT ......................... 10 OUALITATIVE OBSERVATIONS ......................... 10 . DEFLECTION TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 LONG-TERM PERFORMANCE ............................ 11 INSTRUMENTATION .................................. 12 VIDEOTAPE ........................................ 12

COST ................................................. 13 . SHREDDED TIRES DELIVERED TO THE SITE . . . . . . . . . . . . . 13 EMBANKMENT.CONSTRUCTI0N WITH SHREDDED TIRES . . . . . . 13 TOTAL COST OF SHREDDED TIRE CONSTRUCTION ......... 13

REFERENCES ............................................. 13

ATTACHMENTS A SUGGESTED CONSTRUCTION SEQUENCING AND STAGING B LIGHTWEIGHT RUBBER FILL SPECIFICATIONS

A . Canrtrvrt G ~ b i o n S t r o r , ~ r a t . c t t ~ n . (ses Flqure. 3 L & . I s c h u d ~ l . A'

r o n v e n j r n t .

I . Cons l ruc t 5t.e 1 %erllons o f French Drain 6roln' antween the .!rean and tile to t , o f ..,,,,np enrrrn~..nt.

2 . con\truc( in= S L W I ~ o r t l o n or the nor, orrlnrq. D I A ~ ~ P I ~ ~ t ~ s ~ n th. ' , , . A n And in . toe or L". n.i,,,nq .nbrnln."L.

3 . L l c r r l l w 511.0 1 f.cdrdtlon. Us. Ln# . .caV&I.d n l t w l . 1 t o construct S t e o 1 0 1 Lh* c 0 " n l " r b r l r " c ~ I a t " I 0 1 I . l I " ih.

nor," , , e l t i \lo..

PREPARATION FOR COUNTERBALANCE CONSTRUCTION (Bottom Geotextile for Drain Blanket)

PHASE 1 EXCAVATION

Figure 8

PLACING STAGE 1 TIRE FILL (Drainage Blanket Visible in Foreground)

Figure

NEAR-VERTICAL SLOPE IN TIRE FILL

PLACING STAGE 2 TIRE FILL

Figure 10

LOADING TIRES FOR TRANSPORT

"WALKING BOTTOM" IN TRAILER

Figure 1 1

UNLOADING T I R E C H I P S

STOCKPILE O F T I R E C H I P S

Figure 12

CLOSEUPS OF COMPACTED TIRE FILL

Figure 13

COARSELY SHREDDED TIRE CHIPS ( F r o . m ' ~ h r e d d i n g Machine w i t h D u l l C u t t e r s )

F i g u r e 1 4

COMPLETED RUBBER TIRE EMBANKMENT

Figure 15

VIDEOTAPE

Ted Burney of the ODOT Highway Division Photo Lab has produced a videotape documenting the construction of the subject project. Copies of the videotape may be purchased for $20.00 from:

Attn: Ted Burney Oregon Department of transportation, Photo Services. Transportation Building, Room 14A Salem, Oregon 97310

COST

SHREDDED TIRES DELIVERED TO THE SITE

The ODOT Highway Division paid the vendors of the shredded-tire material $30/ton for material delivered to the stockpile near the project site. This was a negotiated price. One of the vendors was located approximately 150 miles from the project, two were at approximately 200 miles, and the other one was approximately 250 miles from the project. The Oregon Department of Environmental Quality reimbursed the Highway Division $20/ton for using the waste tires in a beneficial application. The net cost of $10/ton is equivalent to $7.02/yd3 at the final in-place unit weight of 52 pcf.

Attachment D is the Administrative Rules of the Oregon DEQ relating to reimbursements to users of waste tires. These rules describe the subsidy program used by the State of Oregon.

EMBANKMENT CONSTRUCTION WITH SHREDDED TIRES

The construction of the shredded-tire fill was done on a force- account basis. It was part of a landslide correction that was an unanticipated item added to the original contract. The original contract included construction of the raised grade and embankment widening that resulted in the landslide occurrence. We have sep- arated out the cost of the work associated only with construction of the shredded-tire fill. Our best estimate is that the cost for placement and comp~ction of the tires was $8.33/ton which is equivalent to $5.85/yd at the final in-place density of 52 pcf.

TOTAL COST OF SHREDDED TIRE CONSTRUCTION

Prior to ~eimbursement by the DEQ, the cost is $38.33/ton or $26.91/yd at the final in-place density. After reimbuyement the cost is $18.33/ton which is equivalent to $12.87/yd . The slide occurred during construction which necessitated paying for the slide correction work on a Force Account basis. We

anticipate that the cost would be significantly lower for projects that are bid.

CONCLUSIONS

1. This project Demonstrated that embankment construction using waste shredded tire chips is a viable technology.

2. The use of shredded tires for lightweight fill (or as "standard fill") provides the significant benefit of utilizing a troublesome waste product (scrap tires) in a beneficial highway engineering application.

3. The use of shredded tires in embankments offers the potential benefit of disposing of large volumes of tires in short sections of highway.

4. The in-place cost of shredded tire embankment may vary significantly depending on whether or not the State has a rebate program and depending on the availability and proximity to the site of required tire quantities and shredding equipment.

5. For the subject embankment, which utilized 5.5 feet of cover over the tire chips (3 feet of soil, 2 feet of aggregate base, and 0.5 feet of asphalt), the initial measured dynamic pavement deflections were twice as great as would be expected of the same pavement over an earth embankment. It is expected that, since the increase in dynamic deflection is apparently due to a deep layer (the tires), the deflection increase may have a large radius and cause less stress in the pavement than similar magnitudes of dynamic deflection with conventional embankment underlying the pavement.

Pavement deflection measurements will be repeated in the fall of 1991 after the final 2 inches of asphalt pavement are placed. Those measurements will be reported in our final report.

REFERENCES

1. - Geisler E.; Cody, W., and Niemi, M., "Tires for Subgrade Support", Paper No. 897550, a presentation to the American Society of Agricultural Engineers St. Joseph, MI, at the 1989 International W.inter Meeting, New Orleans, LA.

2. - Minnesota Pollution Control Agency, "Waste Tires in Sub- grade Road Beds", a Report on the Environmental Study of the Use of Shredded Waste Tires for Roadway Sub-grade Support, Waste Tire Management Unit, Minnesota Pollution Control Agency, 520 Lafayette Road, St. Paul., MN 55155, Feb 19, 1990

3. - Oregon Department of Environmental Quality, "Administrative Rules, Division 62 - Waste Tires", Department of Environmental Quality, 811 SW Sixth Avenue, Portland, OR 97204-1390, Nov 8, 1990

ATTACHMENT A

CAMAS MOUNTAIN 1865 SLIDE

SUGGESTED CONSTRUCTION SEQUENCING AND STAGING (Refer to Figures 4 through 7)

Construct Gabion Stream Protection. Schedule as convenient.

Construct Step 1 sections of French Drain Groins between the creek and the toe of existing embankment. Temporarily lap geotextile over the top of the drain rock until ready to install the bottom geotextile of the Rock Drainage Blanket.

Construct the Step 1 portion of the Rock Drainage Blanket between the creek and the toe of the existing embankment. Just prior to placing the bottom drainage geotextile, "lay back" the French Drain geotextile to expose the rock in the drain so that only the one layer of geotextile will separate the drainage blanket rock and the french drain rock.

Excavate Step 1 Excavation. This excavation step will have a 1.5:l backslope coming down from the shoulder of the Stage 1 traffic surface on the north side of the existing embankment. Use the excavated material to construct Step 1 of the counterbalance with a 1.5:l or flatter slope on the north (left) side. (Use standard embankment compaction specifications for the counterbalance.) Some of the excavated material may have to be hauled to a temporary storage area. Storage of materials on top of the counterbalance is allowable to a maximum height of 5 feet. However, the south (right) slope of the storage pile must not be steeper than 5:l.

Construct Step 2 French Drain Groins and Rock Drainage Blanket in the bottom of the Step 1 excavation. Connection must be made to the groins and rock blanket constructed under the Step 1 Counterbalance. At the north (left) boundary, tee rock blanket extends up the 1.5:l slope in a 4-foot-wide section to an elevation that will intersect the 10:l slope fcom the toe of the ditch on the north (left) side of the.existing embankment.

Construct the Step 2 Counterbalance and Embankment Toe using materials previously excavated and stored. The north boundary of the embankment constructed in Step 2 should have a 3:l slope. The point of intersection of the counterbalance and the embankment slope must be located for this construction step. The intersection is located at an elevation 13.5 feet below the elevation of the riqht edqe of pavement. Temporary storage of materials will be-allowed on

top of the counterbalance during this step, to a maximum height of 5 feet (8.5 feet below pavement).

(Items 3-5 above can be broken into multiple sub-steps to minimize offsite haul.)

6. Constructthe Step 2 Shredded Tire Embankment and "Cap" Embankment. The north (left) slope of the embankment should be constructed at 1.5:l or flatter during this step. The "Cap" embankment can include base rock or ATB construction. Some settlement will occur due to consolidation of the tire embankment following placement of the "Cap." The surface of the embankment constructed in Step 2 will carry Stage 2 traffic . A subgrade geotextile must be placed between the shredded tire embankment and the capping soil embankment.

The shredded tires shall be compacted in 2- to 3-foot lifts by 3 or more "full-coverage" passes by a D-8 or larger dozer (a "full-coverage" pass being a pass during which at least one track of the dozer passes over every portion of the lift surface being compacted). The tire volume can be expected to shrink approximately 35% during the compaction process. The density will increase from approximately 22 pcf "truck weight" to approximately 34 pcf "compacted weight." An additional 10 to 11% shrinkage can be expected under the load of the 3-foot-thick soil cap and the aggregate base, yielding a final in-place density of approximately 38 pcf. Prior to placement of the soil cap, the top of the shredded tire fill should be constructed with a top elevation approximately 12 inches above the design top elevation in order to make partial allowance for shrinkage that is expected to occur during and following placement of the soil cap and aggregate base. At least 3 weeks must be allowed for consolidation of the tires under the cap load prior to paving. (For purposes of estimating the quantity of tires required for construction, we recommend a 40 pcf in-place density be assumed.)

Normal compdction procedures can be used for compaction of the soil embankment "cap" above the shredded tires. Some deflection or "bouncing" can be expected during compaction of the first 8-inch lift above the subgrade geotextile and 90% compaction should be allowed for this first lift. However, subsequent lifts should be easily compacted to 95% of maximum density by normal procedures.

7. Construct base rock on Stage 2 traffic lanes at the top of the Step 2 embankment and move traffic to Stage 2.

8. Excavate the Step 3 remaining original embankment (and "shoofly"). Some of this material may have to be hauled off-site for storage. The same 5-foot maximum height still applies to any materials temporarily stored on the

counterbalance. The bottom of the excavation should be on a 10:l slope down to the south (right) from a point one foot below original ground at the existing embankment toe.

9. Construct the Rock Drainage Blanket in the bottom of the Step 3 excavation. Connection must be made to the Step 2 Rock Drainage Blanket. The blanket shall terminate 3 feet inside the toe of the new embankment in order to provide for a common embankment seal against surface water infiltration.

10. Construct the Step 3 Shredded Tire Embankment and "Cap" Embankment.

11. Wait at least 3 weeks to allow consolidation of the shredded tire embankment prior to final surfacing (paving).

12. Construct the final pavement surface. Pavement design may require adjustment to compensate for settlements that occurred during the Item 11 delay.

ATTACHMENT B

LIGHTWEIGHT RUBBER FILL SPECIFICATIONS

The lightweight fill shall consist of chipped rubber tire pieces meeting the following specifications:

80 percent of the material (by weight) must pass an 8" screen. At least 50 percent of the material (by weight) must be retained on a 4" screen. All pieces shall have at least one sidewall severed from the face of the tire. The largest allowable piece is $ circle in shape or 24" in length whichever is the lesser dimension. All metal fragments shall be firmly attached and 98% embedded in the tire sections from which they were cut. NO METAL PARTICLES SHALL BE PLACED IN THE FILL WITHOUT BEING CONTAINED WITHIN A RUBBER SEGMENT. Ends of metal belts and beads are expected to be exposed only in the cut faces of some tire chips. The lightweight fill material supplied shall weigh less than 600 pounds per cubic yard, truck measure. Unsuitable material delivered to the project shall be rejected in truckload quantities and removed from the site at no Cost to ODOT. ODOT, by use of this material, does not absolve the supplier of the responsibility of proper disposal of the lightweight rubber fill material if the section should fail to perform as expected.

NOTE: These specifications do not adequately describe the material that has been experimented with to date. Many of the shred segments are incompletely severed from each other which results in long supple rubber pieces. Those pieces could be pulled through an 8" screen but would not necessarily fall through one. The processing for the chips has been a single pass through a rotary slow speed shear shredder equipped with 2" cutters. As long as the cutter tolerance is kept close and new cutters are installed as they wear, this produces an acceptable product for road construction. A hammermill process is not acceptable.

The Minnesota Department of Natural Resources assumes no liability or responsibility for the use of these specifications

COMMENTARY

As indicated by the final paragraph, this specification was borrowed from the Minnesota Department of Natural Resources

As mentioned in the body of the foregoing report, some of the material used on the subject project was judged suitable although it did not meet some aspects of these specifications:

1. Some chips were larger than the maximum specified, but they were well "perforated" by cuts made during the shearing process. A few had both sidewalls attached.

2. Numerous chips had more wire exposed than the specifications intend. The Vendor #1 shredder especially did not meet the 98% embedment spec.

3. Specification "F" is not appropriate. The typical "truck" density of chips was measured to be over 700 pounds per cubic yard.

ACKNOWLEDGEMENTS

The authors wish to thank the FHWA for funding the instrumenta- tion and evaluation of this project as Experimental Project No. 1. Mr. Bob Kelley of the FHWA Experimental Projects Office was especially supportive. We also appreciate the inspiration, encouragement, and valuable advice and assistance from Ron Chassie of the FHWA Region 10 office. We also acknowledge the diligent work by John Read's staff in overseeing construction and installing and monitoring monuments and settlement plates. Thanks also to Frank Toor and his drillers from the ODOT Highway Division Region 3 Geology Group for providing timely installation and monitoring of the slope inclinometers. Special thanks to Ted Burney for his professional work in documenting the embankment construction on videotape.

DISCLAIMER

The contents of this report reflect the view of the authors who are responsible for the facts and the accuracy of the data presented. The contents do not necessarily reflect the official views or policies of either the ODOT Highway Division of the Federal Highway Administration at the time of publication.

NOTICE

This document is distributed under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof.

CONTENTS

INTRODUCTION .......................................... 1 BACKGROUND ............................................ 1

THE OREGON SLIDE CORRECTION PROJECT ................... 2 DESIGN OF SLIDE CORRECTION ....................... 2

....... ENVIRONMENTAL (GROUNDWATER) CONSIDERATIONS 3

CONSTRUCTION WITH SHREDDED TIRES ...................... 4 TRANSPORTING TIRE CHIPS TO THE PROJECT ........... 4 PLACEMENT AND COMPACTION ......................... 4 A VERTICAL CUT ................................... 5 SLOPE CONSTRUCTION ............................... 5 SOIL CAP CONSTRUCTION ............................ 6 TEMPORARY SURFACING .............................. 7 PERMANENT ASPHALT SURFACING ...................... 7 COMPRESSION UNDER SOIL AND PAVEMENT CAP .......... 7

CONSTRUCTION CHALLENGES ............................... 8 SHREDDED TIRE CHIPS QUALITY CONTROL .............. 8 PUNCTURING OF DUMP TRUCK TIRES ................... 9 MISCELLANEOUS .................................... 9

UNIT WEIGHT OF SHREDDED TIRE FILL ..................... 9 LOOSE DENSITY .................................... 9 COMPACTED DENSITY ................................ 10 DENSITY UNDER LOAD OF SOIL AND PAVEMENT CAP ...... 11 ADDITIONAL DENSITY MONITORING .................... 11

PERFORMANCE OF THE EMBANKMENT ......................... 11 OUALITATIVE OBSERVATIONS ......................... 11 . DEFLECTION TESTING ............................... 12 LONG-TERM PERFORMANCE ............................ 13 INSTRUMENTATION .................................. 13 VIDEOTAPE ......................................... 14

COST .................................................. 14 . SHREDDED TIRES DELIVERED TO THE SITE ............. 14 EMBANKMENT CONSTRUCTION WITH SHREDDED TIRES ...... 14 TOTAL COST OF SHREDDED TIRE CONSTRUCTION ......... 14

CONCLUSIONS ........................................... 15 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ATTACHMENTS

A SUGGESTED CONSTRUCTION SEQUENCING AND STAGING B LIGHTWEIGHT RUBBER FILL SPECIFICATIONS C EXPERIMENTAL FEATURE WORKPLAN

D OREGON DEQ ADMINISTRATIVE RULES - RELATING TO REIMBURSEMENT5 TO USERS OF WASTE TIRES AND CLEANUP FUNDS FOR TIRE STORAGE SITES (November 8, 1988)

iii

Abstract

Shredded rubber tires have been used as lightweight fill in correction of a landslide that occurred under a highway embankment in mountainous terrain on Highway US 42 (Oregon State route #35). The force driving the slide was decreased by removing the soil embankment and replacing it with a lighter weight embankment constructed with shredded tire chips. The tire embankment has a three-foot-thick compacted soil cap on the top and side-slopes and supports a conventional aggregate base and asphalt pavement. 5800 tons of shredded tires were used - approximately 580,000 tires. Cost of the tires delivered to the site was $30/ton reduce? by a $20/ton reimbursement from Oregon DEQ; net $10/ton ($7/yd ) . C2st of placing and compacting the tires was $8.33/ton ($5.85/yd ) . Total cost of fhe tire fill at final in-place density was $18.33/ton ($12.87/yd ) . Surface monuments, settlement plates, and slope inclinometers have been installed to monitor the performance of the embankment.

Shredded tire chips were transported to the project site in "live-bottom" trailers from vendors located 150 to 250 miles from the project. The trailers each carried 28 tons of tires. The tire chips were placed and compacted in three-foot lifts using a D-8 dozer. Density (unit weight) of the tire chips was on the order of 30 pcf when "loose" in the haul vehicle, 45 pcf compacted in-place, and 52 pcf when compressed under the soil cap and pavement. The 12.5-foot-thick section of compacted tire embankment compressed 20 inches (13.4%) under the capping load. Few construction problems were encountered. Exposed wires in the tire chips caused tire punctures on dump trucks.

Pavement surface deflections were measured using a falling weight deflectometer. Deflections were twice as great as would be expected of the same pavement over an earth embankment. It may be that the larger deflections have larger-than-normal radii. Vibrations similar to those,felt when standing on a bridge can be felt by a person standing on the embankment when a heavy truck crosses it.

ATTACHMENT A

CAMAS MOUNTAIN 1865 SLIDE

SUGGESTED CONSTRUCTION SEQUENCING AND STAGING (Refer to Figures 4 through 7)

A. Construct Gabion Stream Protection. Schedule as convenient.

1. Construct Step 1 sections of French Drain Groins between the creek and the toe of existing embankment. Temporarily lap geotextile over the top of the drain rock until ready to install the bottom geotextile of the Rock Drainage Blanket.

2. Construct the Step 1 portion of the Rock Drainage Blanket between the creek and the toe of the existing embankment. Just prior to placing the bottom drainage geotextile, "lay back" the French Drain geotextile to expose the rock in the drain so that only the one layer of geotextile will separate the drainage blanket rock and the french drain rock.

3. Excavate Step 1 Excavation. This excavation step will have a 1.5:l backslope coming down from the shoulder of the Stage 1 traffic surface on the north side of the existing embankment. Use the excavated material to construct Step 1 of the counterbalance with a 1.5:l or flatter slope on the north (left) side. (Use standard embankment compaction specifications for the counterbalance.) Some of the excavated material may have to be hauled to a temporary storage area. Storage of materials on top of the counterbalance is allowable to a maximum height of 5 feet. However, the south (right) slope of the storage pile must not be steeper than 5:l.

4. Construct Step 2 French Drain Groins and Rock Drainage Blanket in the bottom of the Step 1 excavation. Connection must be made to the groins and rock blanket constructed under the Step 1 Counterbalance. At the north (left) boundary, the rock blanket extends up the 1.5:l slope in a 4-foot-wide section to an elevation that will intersect the 10:l slope from the toe of the ditch on the north (left) side of the existing embankment.

5. Construct the Step 2 Counterbalance and Embankment Toe using materials previously excavated and stored. The north boundary of the embankment constructed in Step 2 should have a 3:l slope. The point of intersection of the counterbalance and the embankment slope must be located for this construction step. The intersection is located at an elevation 13.5 feet below the elevation of the right edge of pavement. Temporary storage of materials will be allowed on

top of the counterbalance during this step, to a maximum height of 5 feet (8.5 feet below pavement).

(Items 3-5 above can be broken into multiple sub-steps to minimize offsite haul.)

6. Construct the Step 2 Shredded Tire Embankment and "Cap" Embankment. The north (left) slope of the embankment should be constructed at 1.5:l or flatter during this step. The "Cap" embankment can include base rock or ATB construction. Some settlement will occur due to consolidation of the tire embankment following placement of the "Cap." The surface of the embankment constructed in Step 2 will carry Stage 2 traffic.

A subgrade geotextile must be placed between the shredded tire embankment and the capping soil embankment.

The shredded tires shall be compacted in 2- to 3-foot lifts by 3 or more "full-coverage" passes by a D-8 or larger dozer (a "full-coverage" pass being a pass during which at least one track of the dozer passes over every portion of the lift surface being compacted). The tire volume can be expected to shrink approximately 35% during the compaction process. The density will increase from approximately 22 pcf "truck weight" to approximately 34 pcf "compacted weight." An additional 10 to 11% shrinkage can be expected under the load of the 3-foot-thick soil cap and the aggregate base, yielding a final in-place density of approximately 38 pcf. Prior to placement of the soil cap, the top of the shredded tire fill should be constructed with a top elevation approximately 12 inches above the design top elevation in order to make partial allowance for shrinkage that is expected to occur during and following placement of the soil cap and aggregate base. At least 3 weeks must be allowed for consolidation of the tires under the cap load prior to paving. (For purposes of estimating the quantity of tires required for construction, we recommend a 40 pcf in-place density be assumed.)

Normal compdction procedures can be used for compaction of the soil embankment "cap" above the shredded tires. Some deflection or "bouncing" can be expected during compaction of the fir& 8-inch lift above the subgrade geotextile and 90% compaction should be allowed for this first lift. However, subsequent lifts should be easily compacted to 95% of maximum density by normal procedures.

7. Construct base rock on Stage 2 traffic lanes at the top of the Step 2 embankment and move traffic to Stage 2 .

8. Excavate the Step 3 remaining original embankment (and "shoofly"). Some of this material may have to be hauled

' off-site for storage. The same 5-foot maximum height still applies to any materials temporarily stored on the

counterbalance. The bottom of the excavation should be on a 10:l slope down to the south (right) from a point one foot below original ground at the existing embankment toe.

9. Construct the Rock Drainage Blanket in the bottom of the Step 3 excavation. Connection must be zade to the Step 2 Rock Drainage Blanket. The blanket shall terminate 3 feet inside the toe of the new embankment in order to provide for a common embankment seal against surface water infiltration.

10. Construct the Step 3 Shredded Tire Embankment and "Cap" Embankment.

11. Wait at least 3 weeks to allow consolidation of the shredded tire embankment prior to final surfacing (paving).

12. Construct the final pavement surface. Pavement design may require adjustment to compensate for settlements that occurred during the Item 11 delay.

ATTACHMENT B

LIGHTWEIGHT RUBBER FILL SPECIFICATIONS

The lightweight fill shall consist of chipped rubber tire pieces meeting the following specifications:

80 percent of the material (by weight) must pass an 8" screen. At least 50 percent of the material (by weight) must be retained on a 4" screen. All pieces shall have at least one sidewall severed from the face of the tire. The largest allowable piece is ) circle in shape or 24" in length whichever is the lesser dimension. All metal fragments shall be firmly attached and 98% embedded in the tire sections from which they were cut. NO METAL PARTICLES SHALL BE PLACED IN THE FILL WITHOUT BEING CONTAINED WITHIN A RUBBER SEGMENT. Ends of metal belts and beads are expected to be exposed only in the cut faces of some tire chips. The lightweight fill material supplied shall weigh less than 600 pounds per cubic yard, truck measure. Unsuitable material delivered to the project shall be rejected in truckload quantities and removed from the site at no cost to ODOT. ODOT, by use of this material, does not absolve the supplier of the responsibility of proper disposal of the lightweight rubber fill material if the section should fail to perform as expected.

NOTE: These specifications do not adequately describe the material that has been experimented with to date. Many of the shred segments are incompletely severed from each other which results in long supple rubber pieces. Those pieces could be pulled through an 8" screen but would not necessarily fall through one. The processing for the chips has been a single pass through a rotary slow speed shear shredder equipped with 2" cutters. As long as the cutter tolerance is kept close and new cutters are installed as they wear, this produces an acceptable product for road construction. A hammermill process is not acceptable.

The Minnesota ~e'~artment of Natural Resources assumes no liability or responsibility for the use of these specifications

COMMENTARY

As indicated by the final paragraph, this specification was borrowed from the Minnesota Department of Natural Resources

As mentioned in the body of the foregoing report, some of the material used on the subject project was judged suitable although it did not meet some aspects of these specifications:

1. Some chips were larger than the maximum specified, but they were well "perforated" by cuts made during the shearing process. A few had both sidewalls attached.

2. Numerous chips had more wire exposed than the specifications intend. The Vendor #1 shredder especially did not meet the 98% embedment spec.

3. Specification "F" is not appropriate. The typical "truck" density of chips was measured to be over 700 pounds per cubic yard.

ATTACHMENT C

GDXEHNICAL INNOVi4TIONS ON TRANSPORTATION PRQSECI'S

Tne United States has an e s t h a t e d 2 b i l l i o n scrap tires stockpiled around the country. Another 240 mill ion tires a r e discarded each year. D i s p a l of waste tires is one of the country's mst pressing emriroilr~ntal problems.

Within the past few years, the Minnesota Department of Forestry has demonstrated t h e f e a s i b i l i t y of using shredded tires as lightweight f i l l i n gnbanknwt construction over s o f t ground. U s e of siuedded tires a s lightweight f i l l also has application on lnndslide repir projects.

T k use of shredded tires fo r lightweight f i l l provides the s ignif icant benef i t s of cost-effectively u t i l i z i n g a troublesare waste prcduct (scrap tires) i n a benef icial highway engineering appl ica t im. Further, the present mnnercial uses for scrap tires u t i l i z e only a small portion of the amount stockpiled and generated annually in t h e U S . me use of shredded tires i n emhnhwmts o f f e r s the benefit of dispsirq of la rge volurres of tires in a hurry i n shor t sec t ions of highway. For m l e , the use of an asphalt-rubber pavement overlay u t i l i z e s only about 3600 tires per mile of 2-lane road while a mile of 2-lane embankrrent 20-feet high muld u t i l i z e about 5 million tires (me tire equals approximtely one cubic foo t ) .

The use of shredded tires f o r lightweight f i l l represents a very newtechnology. There a r e m y questions t o be answered regarding the construction and pvformance of this t y p of structure. The objective of fAis evperimental evaluation is t o provide information t o help answer the fo l lming questions:

1. Is lightweight f i l l constructed of shredded tires effect ive in s t ab i l i z ing a landslide o r s o f t ground problem?

2. What special construction problems are associated with shredded t i r e embankments?. Can construction mthods (de t a i l s ) be improved? -

3. What is the density of the shredded tire mterial:

a. during haul (lcose "bulk" density I ? b. following mnpaction in an emkakwnt? c. following l b d i n q with 4-fcot "capping -t" and pavement?

4 . W i l l shredded tire f i l l i n gnbankments undergo continuing long-term ccmpression?

5. W i l l pavement over shredded tire emhnhen t s be subject to a b n o m d distress?

6. Are shredded tire f i l l s cost-effective?

m e s l i d e to be repaired is lwated at mile p i n t 59.3 on Highway U.S. 42 (Oregon Hwy 35), approximately 13 miles w e s t of Roseburg, Oregon. The s l i d e as shown on Figure 1 occurred in a 15-fcot-high highway e a h n h a t and the s l i d e block extends approximately 150-feet beyond the t o e of the embahmt t o a mall creek k l o w the highway.

m e f i r s t s l i d e symptoms appeared shor t ly a f t e r construction of new embanlarent that ra ised the previous highway e m t m h e n t 4-feet and widened it a b u t 20- feet . The or ig ina l highway embankirwt w a s approxiiMtely 11-feet high. 'Ihe or iginal ground is gently sloping a t a b u t 7:l below the BTlbankment and a b u t 15:l from the err93ankment to the creek. The s l i d e is a block s l i d e r iding on an old s l i p plane of an ancient s l ide . The highway enkmhen t is a t the head of the s l i d e an3 const i tutes the s l i d e "driving force." Geotechnical analyses indicate that a cost-effective repair scheme as shown on the attached drawings is r m v a l of s o x of the embankirwt w i g h t by replacerrent with shredded tires and use of the excavated embanknwt s o i l t o w n s t r u d a "counterbalance" berm b e t e n the? emhdmat toe and the creek. Suhurface drainage trenches w i l l also be installed in the foundation subsoil below the new f i l l and counterbalance. &sign drawings and specif icat ion and a description of the proposed construction sequerce are attached.

We propose the fo l lming instmm=ntation, monitoring an3 evaluation of the s l i d e repair:

V i s u a l observations and photographs by Sta te Construction personnel p i o r t o construction, during construction, and pst-construction. Observers wi l l doanrmtrnethods and d i f f i c u l t y of shredded-tire hauling, unloading, p l a ~ ~ n t and canpaction during construction. Following construction inspection w i l l be wade t o observe and docwp-nt any v is ib le signs of earth mvement o r pv-t d i s t r e s s .

.. 2. PiLlDensig- -

The shredded tires w i l l be hauled t o t h e project site i n 80 cubic yard chip trucks.

a. An average loose bulk density in the haul vehicle w i l l be determined by weighing a minimum of 3 trucks empty and loaded and physically wasuring the load volume.

b. Cunpacted density i n the emhdment w i l l be detennined by cross- sectioning before and a f t e r the shredded tires are placed cambined w i t h t h e truck weight masuranents.

c. Density following loading w i t h 4-foot capping f i l l a d pavement w i l l be determined from the 1-year post-construction monitoring using surface survey pints am3 foundation s e t t l a r w t plates.

1- Dm settlenent platffi w i l l be ins ta l led a t the bottom of the shredded tire f i l l . The p la tes w i l l be located under the outside edge of pavement approximately 100-feet in from each end of t h e s l i d e and be used to measure any foundation settlement b e l w - t h e tires. Internal settlement w i t h i n the tire f i l l can then be determined by the difference be- the roadway surface se t t lenent and the base settlement.

2. Three l i n e s of survey m n w w t s wi l l be installed nuvling pa ra l l e l to the center l ine of the highway: one on the centerline, one on ttre shoulder, and one a t the tw of the a b w h e n t . MonumPets w i l l be installed on 50-foot spacing a d wil l exten3 t o a t least 50-feet beyond each end of the s l i d e repir. Monuments w i l l be us& f o r measureaent of both horizontal and ve r t i ca l movemzmts.

3. Dm p las t i c slope i n c l i n o ~ t e r tubes w i l l be ins ta l led t o masure t h e l a t e r a l s t a b i l i t y of t h e emban)anent an3 t o serve as groundwater sampling wells: one a t the W t t o e , and one a t 75-feet from t h e toe, toward the creek. The inclinocreter tubes w i l l be located along the center cross-section of the s l ide and ins ta l led t o a depth of 35-feet (we11 below the s l i d e f a i lu re plane). The i n c l i n m t e r tubes w i l l be s lo t t ed fo r groundwater sampling and appropriately sealed against surface-water i n f i l t r a t ion . The t b w i l l be ins ta l led a f t e r f i l l construction has progressed t o the point where the tubes w i l l not be damaged by f i l l placement equipxnt .

Instturnentation (slope inclimKneters, settlement plates , ard survey mnurrents) w i l l be read on t h e following schedule by S ta te personnel:

a. I n i t i a l readings inmediately after ins ta l la t ion . b. Every.2-months fo r the f i r s t 6-mnths, i.e. @ 2 , 4 , and 6-msnths. c. Every 3-months f o r the next 6-rronths, i.e. @ 9 ard 12-msnths. -

The following reports w i l l be prepared by S ta t e personnel:

1. Within 60-days of completion of construction, a "post-construction" reprt w i l l be provided describing the construction prccess and any special

problems encountered. Photqlaphs of the pre-construction condition, the construction and q l e t e d c n b a k e n t wi l l be provided. Based on es&ted project scheduling this report should be delivered in Cctober, 1990.

2. An interim ps t - ams t ruc t ion report wi l l be provided w i t h i n 60 days after the 6-mnth ronitoring data has been obtained. This report w i l l i n d u d e instturnentation d a t a and visual observations of the pst-construct ion performance of the embankment and the pav-t. Photographs w i l l be included showing any v i s ib l e abnormal conditions. Based on es-ted project scheduling, this report should be delivered i n April, 1991.

3. A f i n a l report similar to the interim pst-cxnstruct ion report w i l l ix provided w i t h i n 60-days following the completion of the 12-mnth pst- construction tmnitoring gericd. The f i n a l report w i l l include conclusions and remrmendations. Based on estimated project scheduling, this should be delivered in October, 1991.

The principal investigators for the experimntal evaluation w i l l be M r . John Read, Oregon Department of Transpr ta t ion (OCCTr) Construction Project Manger and M r . Tim Dodson, Geotechnical Team Leader w i t h OCCTr Roadway Section Headquarters Geotechnicdl Unit. V i s u a l observations and ins t a l l a t ion and mni tor ing of a l l i n s ~ t a t i o n w i l l be by M r . Read's construction project s t a f f , u&er h i s close sqxrv i s ion , except that the slope incl inareter tubes w i l l ke i r s t a l l e d by t he OD3T Region 3 Soi l s and Geology prsonnel . The Geotechnical Unit s ta f f w i l l a l s o p f o r m periodic visual observation and a s s i s t i n data reduction. The two principal investigators wi l l jointly write the three reprts.

The prinziple investigators can be contacted a s f o l l o a :

M r . Tim Dodson M r . John Read Geotechnid Group Oregon Departrrent of Transportation Oregon Department of Transpr ta t ion Kighway Division Highway Division 1547 S.E. Jackson Street 800 Airp,rt Road S.E. P.O. Box 1128 Salem, Oregon 97310 Roseburg, Oregon 97470 PHR: (503) 373-7994 PH4: (503) 440-3429

The reports a s l i s t e d above.

EM_Zuatim Item

Ti re densi ty m u r e r r e n t s in haul veh ic le

I n s t a l l inclincxreters

Install survey r m n m t s

mnitor survey mn-ts

Monitor survey m n m t s

Monitor incl inometers

Monitor i n c l i n a n e t e r s

Visual observations

Prepare Post-construction Report

Prepare In ter im Report

Prepare F ina l Report

T i m Incuned Cbst - During construction $ 500

h d of construction $ 4 , W

En3 of m n s t r u c t i o n $ 500

At 2, 4 , an3 6 rronths $ 1,8W

A t 9 and 12 m n t h s $ 1,XX)

A t 2, 4, and 6 rronths $ 600

A t 9 and 12 mn"& $ 400

During and a f t e r const ruct ion $ 1,W

End of construction $ 1,503

h d of 6 m n t h s $ 1,533

End of 12 m n t h s $ 1,003

$14,500

Oregon S t a t e Kighway Division t o be reimbursed 70 =cent of t h e t o t a l mst upon FfiG acceptance of the post-construction repor t . The remining 30 p z c e n t w i l l be p i d upon FWWA acceptance of the f i n a l r epor t .

The F'HWA Field Technical Monitor w i l l be Mr. Ponald G. Chassie, Region 10 Geotechnical Engineer.

5203041 RON CHASSIE: li

( rev i sed May 21, 199(

ATTACHMENT D

OREGON DEPART?fENT OF -NVIRON?IE?ITAL QUALITY ADMIX~STRATIVE R h ~ s

DIVISION 62 - WASTE TIRES

REUTING TO REIAXBURSEMENTS TO USERS OF WASTE TIRES AND CLEANUP FUNDS FOR TIRE STORAGE SITES

Effecc ive November 8 . 1988

Def in i t i ons

3L0-62-010 A s used i n chese r u l e s unless ocherwise s p e c i f i e d :

(1) "Buffings" - - a producc of mechanically s c a r i f y i n g a c i r e s u r f a c e . removing a l l crace of che s u r f a c e t r e a d , t o prepare che cas ing t o be recreaded.

( 2 ) "Commission" - - t h e Envirorunencal Qua l i ty Commission.

( 3 ) "Deparcmenc" - - che Deparcmenc of Environmencal Qualicy

( "Direccor" - - che Direccor of che Deparmenc of Environmencal Qualicy.

( 5 ) "Dispose" - - co d e p o s i t , dump, s p i l l o r p l s c e cny wasze c i r e on any land o r inco nny v a c e r . a s def ined by ORS L68.705.

(6 ) "End use r " :

( a ) For energy recovery: che person who u c i l i z e s che hear concenc o r ocher forms of energy from che incineration o r py ro lys i s of wasce c i r e s . ch ips o r s i m i l a r m a t e r i a l s .

(b) For ocner e l i g i b l a uses of wasce c i r e s : the 1asc person uho uses che c i r e s . c n i p s , o r s i m i l a r macer ia l s co make a producc wich economic va lue . I f che wasce c i r e is processed by more chan one person i n becoming a producc, che "end use r " i s t h e l a s e person t o use che c i r e as a c i r e , a s c i r e c h i p s , o r as s i m i l a r mace r i a l s . A person who produces c i r e ch ips o r s i m i l a r macerials and g ives o r s e l l s chea co anocher person co use is noc an end u s e r .

(7 ) "Energy recovery" - - recovery i n which a l i o r a pare oE che waste c i r e is processed co u t i l i z e che heac concenc, o r ocher forms of energy , oE o r from che wasce t i r e .

( 8 ) " F i n a n c i a l assurance" - - a performance bond, l e c c e r of c r e d i c . cash d e p o s i t , insurance p o l i c y o r ocher inscrumenc acceptable co che Deparmenc.

( 9 ) "Land d i s p o s a l s i t e " - - a d i s p o s a l s i t e i n wnich che mechod of d ispos ing of s o l i d wasts is by l a n d f i l l . dump, p i t , pond o r lagoon.

(10) "Oversize waste c i r e " - - a wasee t i r e exceeding an 18-inch rim diamecer, o r a 35-inch o u t s i d e diamecer.

(11) "Person" - - t h e Unieed Scaces, che scace o r a pub l i c o r pr ivace co rpora t ion . l o c a l govermenc u n i c , pub l i c agency, i n d i v i d u a l , pa rcne r sh ip , a s s o c i a t i o n , f i rm. t r u s t , escace o r any ocher l e g a l enc icy .

(12) " P r i v a t e c a r r i e r " - - any person who operaces a mocor veh ic l e over che pub l i c highways of t h i s s c a r e f o r the purpose of craasporcing persons o r proper iy when che c ranspor t ac ion is i n c i d e n t a l co a primary bus iness enterprise, ocher chan c ranspor t ac ion , i n which such person is engaged.

(13) "PUC" - - che Pub l i c U t i l i c y Commission of Oregon.

(1L) "Retreader" - - a person engaged i n che bus iness of recapping t i r e cas ings ro produce recapped c i r e s f o r s a l e t o che p u b l i c .

(15) "Rick" - - co h o r i z o n t a l l y s t a c k t i r e s s ecu re ly by overlapping so chac che cencer of a e i r e f i c s over che edge of che e i r e below i c .

(16) "Score" o r " s to rage" - - che p l ac ing of wascs : i res i n a manner char does noc consc i tuce d i s p o s a l of che waste c i r e s .

(17) "T i re" - - a concinuous s o l i d o r pneumacfc rubber covering e n c i r c l i n g che wheei of a v e h i c l e i n which a person o r propercy is i r a n s p o r t e d o r by which they may be d r a m on a highway. This does noc inc lude c i r e s on the fo l lowing:

( a ) A device.moved only by human power

(b) A device used on ly upon f ixed r a i l s o r cracks

( c ) A motorcycle. (d) An a l l - t e r r a i n v e h i c l e .

( e ) A devic: used on ly f o r farming, except a farm eruck

~. -- (18) " T i r e c a r r i e r " - - a person uho p icks up o r cransporcs wasce c i r e s

f o r cne purpose o f scorage o r d i s p o s a l . This does not include che fol lowing:

< a ) Sol id ,zasce c o l l e c c o ~ s operac ing under a l i cense o r f r anch i se from a l o c a l government unic and who cransporc Eewer chan 10 c i r e s ac a cime.

(b! Persons who t r a n s p o r t fewer chan f i v e t i r e s wich che i r o w s o l i d wasce f o r d i s p o s a l .

(19) "Tire processor" - - a person engaged i n the processing of.wasce c i r e s . .

(20) "Tire r e t a i l e r " - - a person i n che business of s e l l i n g new replacemenc t i r e s .

(21) "Tire der ived produces" - - c i r e ch ips o r ocher usable macer ia l s produced from che phys ica l p rocess ing of a wasce c i r e .

(22) "Wasce c i r e " - - a c i r e t h a t i s no longer s u i t a b l e f o r i c s o r i g i n a l intended purpose because of wear, damage o r defecc , and i s f i e only f o r :

(a ) Remanufaccure inco scmeching e l s e , inc luding a recapped c i r e ; or

(b) Some ocher use which d i f f e r s subscanc ia l ly from i c s o r i g i n a l use

(23) "Wasce T i r e s Generated i n Oregon" - - Oregon is the p lace ac which che c i r e f i r s c becomes a wasce c i r e . A c i r e cas ing imporced inco Oregon f o r pocencia l recapping, buc which proves unusable f o r chac purpose, is noc a wasce c i r e generaced i n Oregon. Examples of waste c i r e s generaced i n Oregon inc lude buc a r e not l imiced t o :

( a ) T i r e s accepced by an Oregon t i r e r e t a i l e r i n exchange f o r new replacemenc c i r e s .

(b ) T i r e s removed from a junked auco a t an auco vrecking yard i~ Oregon.

Pol icy on Use of Uaste T i r e Recycl ing Account Funds

3b0-62-090 Wasce c i r e s have a resource value t o sociecy chac is l o s e i f chey a r e . landf;lled. One goal o f che Wasce T i r e Program is co concroL che cransporcacion and scorage of wasce c i r e s so chat i l l e g a l dumping is e l imina ted , and che t i r e s do noc cause environmencal hazards . The major cools f o r ch i s a re-che perrnicting requirements f o r c i r e s i c e s and c i r e c a r r i e r s , and c i + i l . p e n a l e i e s f o r i l l e g a l t i r e s torage/d isposa l .

Anocher program goal i s co enhance che markec f o r reuse of wasce c i r e s so chac t h e i r va lue is recovered, and che markec he lps d ive rc che scream of wasce c i r e s from being l a n d f i l l e d . For ch i s co happen, an economically accracc ive a l ce rnac ive co l a n d f i l l i n g muse be i n p l ace . The major cool Eor c h i s is a reimbursement t o u s e r s of wasce c i r e s Erom che Uasce T i r e RecycTing Accounc. However, some e x i s c i n g s i c e s w i l l need f i n a n c i a l h e l p . o r chey w i l l never be c leaned up. Tha Wasce T i re Recycling Accounc a l s o addresses ch i s need, buc under l imiced circumstances. The Oeparcmenc s h a l l

recommend o r determine use of a v a i l a b l e funds i n che Wasce T i r e Recycling Accoune. based on che fo l lowing p r i o r i c y o rde r :

( 1 ) Reimbursemenc co people who use wasce c i r e s .

(2 ) Cleanup of permiteed o r non-permicced vasce t i r e scorage s i t e s . fol lowing c r i c e r i a e s t a b l i s h e d i n OAR 340-62-155. P r i o r i c y s h a l l be given co abacing a danger o r nuisance c reaced by waste t i r e s , pursuanc co OAR 3L0- 62-155.

~eimbursem&nc f o r Use of Waste T i r e s

340-62-100 (1) Funds i n che Wasce T i r e Recycling Accounc may be used co reimburse persons f o r che coscs of us ing vasce c i r e s o r ch ips o r similar mace r i a l s .

(2) A person may apply co che Department f o r p a r t i a l reimbursemene from the Accoune f o r u s i n g waste c i r e s . To be e l i g i b l e f o r che reimbursemenc, che c i r e s muse:

( a ) Be waste c i r e s genera ted i n Oregon;

(b ) Be t i r e ch ips o r s i m i l a r m a t e r i a l s from waste c i r e s generaced i n Oregon; and

( c ) Be used f o r energy recovery o r ocher appropr i a t e uses a s s p e c i f i e d i n OAR 340-62-110.

Uses of Wasre T i r e s E l i g i b l e f o r Reimbursement

340-62-110 (1) Uses of wasce t i r e s which may be e l i g i b l e f o r che reimbursemenc inc lude:

( a ) Energy recovery . Energy recovery s h a l l inc lude:

( A ) Surning of whole o r chipped c i r e s as e i r e - d e r i v e d f u e l . The L i r e - der ived f u e l s h a l l be burned only i n b o i l e r s which have submitced cesc burn daca co t h e Deparcflenc and whose a i r qua l i cy permics a r e noc v i o l a t e d by burning c i r e - d e r i v e d f u e l i n che quanc ic i e s f o r which. reimbursemene is requested.

( B ) Incineration o r p y r o l y s i s of whole t i r e s o r c i r e ch ips co produce e l e c t r L c i t y o r process h e a t o r sceam, e i c h e r f o r use o n - s i c e , o r f o r s a l e .

(b) Other e l i g i b l e u s e s . Other e l i g i b l e uses s h a l l inc lude:

(A) Pyrolys is of c i r e s t o produce combustible hydrocarbons and ocher s a l a b l e produces.

( B ) Use of c i r e ch ips as road bed base . driveway cover , and che L i k e .

(C) Recycling of wasce c i r e s c r i p s , c h i p s , sh reds , o r crumbs to man.ufaceure a new producc. The new- producc may be produced by phys ica l or chemical processes such a s :

( i ) Weaving from s c r i p s of wasce c i r e s

( i i ) Scamping ouc produccs from che c i r e cas ing . ( i i i ) Phys ica l ly b lending c i r e ch ips wich anocher macerial such a s

asphalc .

( i v ) Phys ica l ly o r chemical ly bonding c i r e ch ips o r crumbs wich anocher macer ia l t o form a new product such as t i r e chocks.

(D) Use of whole c i r e s :

( i ) I n artificial f i s h i n s r e e f s , pursuanc co OAR 3LO-L6.

( i i ) For che manufacture of new produccs which have a market va lue such a s buoys.

( 2 ) I f a proposed use of wasce ; i r e s would i n the Deparmenc's opin ion cause environmenzal, s a f e t y o r healch haza rds , che Deparcmenc may d isa l lor r the p a r c i a l reimbursemenc. An example of a healch hazard would be use or^ c i r e ch ips f o r playground cover wichouc removing the s c e e l shreds .

(3) The fol lowing uses a r e nor considered appropriace f o r use of che reimbursemenc, and s h a l l noc be e l i g i b l e f o r che reimbursemenc:

( a ) Reuse a s a v e h i c l e c i r e .

( c ) Use of c i r e s a s r i p r a p

(d ) Use of whole o r s p l i c c i r e s f o r e ros ion concrol

( e ) Use of whole o r s p l i c t i r e s f o r t i r e fences , b a r r i e r s , dock and r a c e t r a c k bumpers, ornamental p l ance r s , agricultural uses such a s r a i s e d b e d s , o r ocher uses i n which che user i ncu r s l i r c l e o r no cosc . che use i s of l imiced economic v a l u e , and che use does nor cake place wichin a markec.

( f ) Use 0.f t i r e bu f f ings .

Who Hay Apply f o r a Reimbursement

3LO-62-115 (1) A person who uses wasce :,ires g€-neraced i n Oregon ma:r apply co the Deparcmenc f o r a p a r = i a l reimbursemenc.

( 2 ) To be e l i g i b l e f o r che reimbursemenc, che use r of a wasce c i r e s h a l l be the end u s e r of che wasce c i r e . ch ips o r s i m i l a r macerial f o r energy recovery o r ocher appropr i ace uses pursuanc co OAR 3L0-62-110. The end use r need noc be l o c a t e d i n Oregon.

( 3 ) For purposes of the reimbursement, che end user s h a l l documenc che number of pounds of waste c i r e s , ch ips o r s i n i l a r macer ia l s used by proof of purchase o r s a l e , a s a p p r o p r i a t e . of the w a s t e t i r e s , ch ips o r s i n i l a r macer ia l s co o r from ano the r person. I n o rde r t o q u a l i f y a s a purchase o r s a l e , che cransaccion cannot cake p l ace bemeen cvo persons ( inc lud ing a f i rm o r co rpora t ion ) i f :

( a ) One of the persons has a f i n a n c i a l i nce resc i n che ocher ;

( b ) One of t h e persons is a s u b s i d i a r y of che ocher ;

(c ) The family of one o f che persons has an ince resc i n che ocher f i rm o r co rpora t ion :

(d l The-two f i rms o r corporations have common o f f i c e r s o r common directors .

Appl i ca t ion f o r Reimbursement

360-62-120 (1) Application f o r reimbursement f o r use of wasce c i r e s s h a l l be made on a form provided by t h e Deparcmenc.

(2) An a p p l i c a n t may apply i n advance f o r c e r t i f i c a t i o n ("advance c e r t i f i c a t i o n " ) from t h e Deparrmenr chac h i s o r her proposed use of wasce c i r e s s h a l l be e l i g i b l e f o r reimbursemenc.

( a ) Such advance c e r t i f i c a c i o n may be i ssued by che Deparc~enc i f =he appl icanc proves co the Deparcmenc's s a c i s f a c c i o n chac:

( A ) The use be ing proposed i s an e l i g i b l e use under 0 . a 360-62-i10:

(B) The app l i canc is a n e l i g i b l e end use r under OAR 360-62-010 ( 6 ) and OAR 340-62-i15:

(C) The a p p l i c a n t w i l l be a b l e co documenc chac che ;rasce c i r e s used were genera ted i n Oregon; and

(D) The app l i can r w i l l be a b l e co document che number of nec pounds of wasce ; i r e s used.

(b ) The app l i canc mus: s c i l l apply co the Deparcmenc f o r reimbursement f o r wasce' c i r e s a c p a l l y used-and documenc che amounc of chac use , pursuanc co secc ions (3) and ( 6 ) of c h i s r u l e .

( c ) Advance c e r c i f i c a c i o n i s sued by the Department co an app l i canc s h a l l noc guarancee chac che app l i canc s h a l l rece ive any reimbursemenc funds. The burden of proof shaLL be on the applicanc co documenc chac :he

use f o r which reimbursemenc is requested accual ly cook p l a c e , and corresponds co the use desc r ibed i n che advance c e r t i f i c a t i o n .

(3) An a p p l i c a n t may apply t o che Depsriment d i r e c t l y f o r the reimbursement each q u a r t e r wichouc applying f o r advance c e r c i f i c a c i o n . The application s h a l l be on a form provided by che Deparcmenc.

(11) To apply f o r reimbursemenc f o r c h use of wasce t i r e s an appl icanc s h a l l :

( a ) Apply t o t h e Deparunenc no l a c e r than t h i r t y (30) days a f c e r che end of the q u a r t e r i n which che wasce t i r e s were used.

(b) Unless che app l i canc holds an advance c e r t i f i c a t i o n f o r che use of waste t i r e s f o r which they a r e apply ing , prove t o the Deparrmenc's s a c i s f a c c i o n thac:

(A) The use be ing proposed ' is an e l i g i b l e use under OAR 340-62-110; and

(B) The a p p l i c a n t is an e l i g i b l e end user under OAR 3110-62-010(6) and OAR 3110-62-115.

( c ) Provide documencacion accepcable co the Deparunenc, such a s b i l l s of l ad ing , thac t h e c i r e s , c h i p s o r s i m i l a r macerials used were from wasce t i r e s generated i n Oregon.

(d) Provide documentation acceptable K O the Deparcmenc of che nec amount of pounds of wasce c i r e s used ( inc lud ing embedded energy from wasce c i r e s ) i n the quanci ty of product s o l d , purchased o r used. Examples of accepcable documentation a r e :

( A ) For t i r e - d e r i v e d f u e l : rece ipcs showing cons of c i r e - d e r i v e d f u e l purchased.

( B ) For i n c i n e r a t i o n of vhole c i r e s producing process h e a t , sceam o r electricity: records showing n e t cons of rubber burned.

(C) For p y r o l y s i s . p l a n c s producing e l e c t r i c i c y o r process heac o r sceam: b i l l i ngs - showing s a l e s of k i l o w a t t hours o r cons of steam produced by the c i r e pyrolysis , ' calculations c e r t i f i e d by a p ro fes s iona l engineer showing how many nec pounds of c i r e s were requi red co generace char amounz of energy, and r e c e i p t s o r b i l l s of l ad ing f o r the number of wasce c i r e s a c t u a l l y used i o produce che .energy .

(D) For p y r o l y s i s technologies producing combustible hydrocarbons and o t h e r s a l a b l e products : b i l l i n g s t o customers showing amounts of p y r o l y s i s - der ived products s o l d ( g a l l o n s , pounds, e c c . ) wich c a l c u l a t i o n s c e r t i f i e d by a pro fes s iona l engineer showing che number of nec pounds of waste t i r e s , inc luding embedded energy , used co produce chose products .

(E) For end use r s of c i r e s c r i p s , chunks. rubber ch ips . crumbs and the l i k e i n che manufaccure o f anocher producc: b i l l i n g s t o purchasers f o r che producc s o l d . snowing nee pounds of rubber used t o manufaccure che amounc of producc so ld .

(F) For end u s e r s of t i r e ch ips i n rubber ized a s p h a l t , o r a s road bed mace r i a l , driveway cover and che l i k e : b i l l i n g s o r r e c e i p t s showing che nee pounds of rubber used. .

(G) For end use r s of whole c i r e s : ' documentation of che weighc of che c i r e s used, exc lus ive of any added m a t e r i a l s such a s b a l l a s c o r t i e s .

(5) The Departmenc may r e q u i r e any o t h e r information necessary co decermine whether che proposed use i s i n accordance wich Departmenc scacuces and r u l e s .

(6) An a p p l i c a n t f o r a reimbursemenc f o r use of waste c i r e s , and che person supplying t h e waste t i r e s , c i r e c h i p s o r s i m i l a r ma te r i a l s t o the app l i canc , f o r which che reimbursemenc i s requesced, a r e subjecc t o aud ic by che Departmenc ( o r S e c r e t a r y of Scace) and s h a l l a l low the Department access t o a l l records dur ing normal bus iness hours f o r t h e purpose of determining compliance wich t h i s r u l e .

(7 ) I n o rde r t o apply f o r a reimbursement, an applicanc must have used an equiva lent of a t l e a s t 10,000.pounds of waste c i r e s o r 500 passenger c i r e s a f c e r the e f f e c t i v e d a t e of c h i s r u l e . Waste t i r e s may be used i n more than one quarcer t o r each t h i s t h re sho ld amounc.

Basis of Reimbursemenr

3h0-62-130 (1) I n o r d e r to be e l i g i b l e f o r reimbursemenc. che use of wasce t i r e s must occur a f c e r ehe e f f e c t i v e d a t e of ch i s r u l e .

( 2 ) Any one waste c i r e s h a l l be sub jecc co only one reques t f o r reimbursemenc.

(3) The amounc of t h e reimbursement s h a l l be based on $ .Dl per pound f o r rubber der ived from waste t i r e s which i s used by an appl icanc .

( I i ) The amount of rubber used s h a l l be based on s a l e s oE producc conta in ing che zubber: o r i f t h e app l i canc is an end user who consumes and does not f u r t h e r . , s d l l che t i r e s , ch ips o r s i m i l a r materials, the reimbursement sha l l . be based on n e t pounds of macer ia l s purchased o r used.

Processing and Approval o f App l i ca t ions

3h0-62-135 (1) An app l i canc s h a l l submit a complece app l i cac ion Eor a reimbursemenc t o the Departmenc w i t h i n 30 days of the end of che q u a r t e r i n which che wasce c i r e s were used. The Department s h a l l a c t on an a p p l i c a t i o n only i f i c is complete.

( 2 ) I f an app l i cac ion is l a t e o r incomplete, che Deparcmenc s h a i l not ace on the appl icac ion .

( 3 ) The app l i can t may submic a d d i t i o n a l information requi red by the Deparmenc t o complete t h e app l i cac ion . However, the Deparcmenc s h a l l no t acc on such an a p p l i c a t i o n u n t i l che end of the fol lowing q u a r t e r .

(6 ) The Departmenc s h a i l review a complete reimbursement app l i cac ion form f o r o v e r a l l e l i g i b i l i t y . The Deparcment s h a l l then dersrmine t h e e l i g i b l e number of pounds of rubber used.

(5) When the Departmenc has rece ived and reviewed pursuant eo secc ion (6) of c h i s r u l e a l l completed applications f o r reimbursement f o r a qua ree r , t h e Departmenc s h a l l calculate che t o t a l d o l l a r amounc of e l i g i b l e reimbursements requested ac $ .01 per pound of rubber used.

( 6 ) The Department s h a l l decermine t h e amounc of a v a i l a b l e funds i n t h e Waste T i r e Recycling Account. I n determining the amount of funds a v a i l a b l e f o r the reimbursement i n a n y - q u a r c e r , che D e p a r n e n t s h a l l f i r s t deduc t . t he amounc of proraced reimbursement from t h e previous q u a r t e r "made whole" under secc ion (8) of ch i s r u l e .

( 7 I f che amounc of e l i g i b l e reimbursements reques ted exceeds t h e amounc of funds a v a i l a b l e f o r reimbursemenc, che Commission s h a l l p r o r a t e che amount of a l l reimbursements f o r e l i g i b l e uses rece ived f o r t h a t q u a r t e r . The time per iod f o r reimbursemenc a s s p e c i f i e d by che Commission s h a l l be a ca lendar q u a r t e r . The p r o r a t i o n s h a l l be done a s fol lows:

( a ) F i r s c . u s e s which reuse o r r ecyc le che waste t i r e s , ch ips o r s i m i l a r macer ia l s s h a l l r ece ive one hundred percent of the e l i g i b l e amount requesced up t o che amounc of funds a v a i l a b l e . Avai lab le funds i n the Wasce T i r e Recycling Accounc s h a l l be reduced by chat amounc.

(b ) Remaining a v a i l a b l * funds i n che Vasce T i r e Recycling Account s h a l l cnen be proraced among a l l e l i g i b l e appl icancs who have used waste c i r e s , ch ips o r s i m i l a r macer ia l s t o recover ' c n e i r energy v a l u e . This p r o r a t i o n s h a l l be based on an equal reduct ion per pound of rubber used by a l l remaining e l i g i b l e app l i cancs .

(8) When the f i n a l amount of reimbursemenc f o r a l l appl icancs under s e t c i o n ( 7 ) ( a ) and ( 7 ) ( b ) of ch i s ~ u l c has been determined, the Departmenc s h a l l make payment i n - c h a t amounc t o each a p p l i c a n t .

(9) The Department s h a l l keep crack of che amounc by which a prorac ion under s e c t i o n ( 7 ) ( b ) of c h i s r u l e has reduced an otherwise e l i g i b l e amounc of reimbursement f o r a n a p p l i c a n c . Before making reimbursernencs f o r che fol lowing quarcer . che Departmenc s h a l l f i r s t resen.e funds from t h e Wasce

Ti.re~Recy.cling_Account f o r appl icancs t o "make whole" any reduct ions i n c o s t s e l i g i b l e f o r che reimbursemenc caused by prorac ing i n che preceding q u a r t e r under seccion ( 7 ) ( b ) of ch i s r u l e .

(LO) Within 30 days of the f i l i n g of an app l i cac ion fo r advance c e r t i f i c a t i o n , the Departmenc s h a l l r eques t any a d d i t i o n a l informacion needed t o complece che a p p l i c a t i o n . The a p p l i c a t i o n i s not complete u n t i l such a d d i t i o n a l information requested by t h e Deparcmenc has been rece ived .

(11) I f che Deparcmenc datermines t h a t an a p p l i c a t i o n fo r advance c e r t i f i c a t i o n is e l i g i b l e , it s h a l l w i t h i n 60 days of rece ipc of a completed a p p l i c a t i o n i s sue an advance c e r c i f i c a c i o n . .

(12) The Departmenc s h a l l process a p p l i c a t i o n s f o r reinbursemenc which have "advance c e r c i f i c a c i o n " b e f o r e a c t i n g on ocher appl icac ions .

(13) To ensure cha t a use con t inues t o be e l i g i b l e f o r che reimbursemenc, t h e Department may review t h e e l i g i b i l i t y of an approved advance c e r t i f i c a t i o n form:

( a ) Annually;

(b) Af ter any r e v i s i o n of c h i s r u l e : o r

( c ) Afcer a f i n d i n g of t h e Commission chac a reimbursemenu is noc necessary co promote t h e use of waste c i r e s .

U s e of Waste T i r e S i t e Cleanup Funds

340-62-150 (1) The Deparmenc may use cleanup funds i n che Wasce T i r e Recycling Account to :

( a ) P a r t i a l l y pay t o remove o r p rocess waste c i r e s from a permi t ted waste c i r e scorage s i t e , i f t h e Commission f i n d s chac such use i s appropr i a t e pursuant co OAR 340-62-160.

(b) Pay f o r abacing a danger o r nuisance c r e a t e d by a wasce c i r e p i l e . sub jec t t o cosc recovery by the a t t o r n e y gene ra l pursuanc t o OM. 33Li0-62-165.

( c ) P a r t i a l l y reimburse a l o c a l _&overnmenc un ic f o r the cosc i t incurred i n abacing a waste c i r e danger o r nuisance .

(2) P r i o r i t y i n use of cleanup funds s h a l l go co s i t e s ranking h i s h i n c r i t e r i a making them an e n v i r m e n c a l r i s k . pursuanc t o OAR 340-62-155.

(3) For the Deparmenc co reimburse a l o c a l government f o r wasce c i r e danger o r nuisance abacemenc. che fo l lowing muse happen:

.. ( a ) The Departrnenc.must determine chac che s i t e ranks high i n p r i o r i c y

c r i t e r i a f o r use of cleanup funds. OAR 3L0-62-155.

. . . . .-.--(b) The l o c a l government and che Departmenc musr: have an agreernenc on how t h e wasce c i r e s s h a l l be p rope r ly d isposed o f .

C r i c e r i a f o r Use of Funds co Clean Up Pennicted Waste T i r e S i t e s

340-62-155 (1 ) The Oeparcmenc s h a l l base i ts recommendations on use of cleanup funds on pocenc ja l degree of environmental r i s k c reaced by the c i r e p i l e . The fo l lowing s p e c i a l circumstances s h a l l s e rve a s c r i c e r i a i n decermining the degree of environmencal r i s k . The c r i c e r i a , l i s c e d i n p r i o r i t y o r d e r , i nc lude b u t a r e n o t l imiced co: -

( a ) S u s c e p t i b i l i t y of the c i r e p i l e co f i r e . I n c h i s , che Department s h a l l cons ider :

(.A) The c h a r a c t e r i s t i c s of the p i l e ehac mighc make i c s u s c e p t i b l e t o f i r e , such a s how t h e t i r e s a r e s t o r e d (heighc and bulk of p i l e s ) , the absence of f i r e l a n e s , l a c k of emergency equipmenc, presence of e a s i l y combustible m a t e r i a l s , and l a c k of s i t e access concrol ;

(B) How a f i r e would impacc che l o c a l a i r q u a l i t y ; and

(c) How c l o s e t h e p i l e is t o nacura l resources o r propercy owned by t h i r d persons cha t would be a f f e c t e d by a f i r e ac che t i r e p i l e .

(b) Ocher c h a r a c t e r i s t i c s of che s i c e concribucing co environmencal r i s k , inc luding s u s c e p c i b i l i c y t o mosquico idescacion.

. (2) I n decermining t h e degree of environmenral r i s k involved i n che w o c r i t e r i a above, t h e Department s h a l l consider:

(a) Size of che t i r e p i l e (number of waste t i r e s ) .

(b) How c l o s e che t i r e p i l e is t o population cencers . The Deparcrnenc s h a l l e s p e c i a l l y cons ide r t h e population dens i ty wichin f i v e miles of che p i l e , and l o c a t i o n of any p a r t i c u l a r l y suscep t ib l e populations such a s h o s p i t a l s .

(3) F inanc ia l hardship on che p a r t of che permiccee s h a l l be an additional c r i t e r i o n i n the Department's decerminacion. F inanc ia l hardship means char s c r i c c compliance wi th OAR 360-62-005 through 360-62-045 would r e s u l c i n subscanc ia l curtailment o r c los ing of che permiczee's bus iness o r o p e r a t i o n , o r che bankruptcy of the permitrcee. The burden of proof of such f i n a n c i a l hardship is on t h e permi tcee .

Procedure f o r U s e o f Cleanup Funds f o r a Permitted Waste T i r e S torage S i t e <

3L0-62-160. (1) The Departmenc may rec'ommend co the Commission chzc cleanup funds be made a v a i l a b l e co p a r t i a l l y pay f o r cleanup of a permicced v a s t e c i r e scorage s i c e , i f a l l of che following a re rnec:

( a ) The s i c e ranks h igh i n t h e c r i c e r i a making i c an environmental r i s k , pursuanc t o 0- 360-62-155.

(b ) The permitcee submics t o che Deparcmenc a compliance p lan co remove o r process che waste c i r e s . The plan s h a l l inc lude:

(A) A d e t a i l e d d e s c r i p t i o n of t h e p e r m i t t e e ' s proposed a c t i o n s :

(0) A time schedule f o r t h e removal and o r process ing , inc luding incerim d a t e s by when p a r t of t h e t i r e s w i l l be removed o r processed .

(C) An es t ima te of the n e t c o s t of removing o r process ing che vasce t i r e s us ing the most c o s t - e f f e c t i v e a l t e r n a t i v e . This e s t ima te must be documented.

( c ) The p lan r e c e i v e s approval from t h e Department.

(2) A permi t tee c la iming f i n a n c i a l hardship under OAR 360-62-155 ( 3 ) must document such c la im through s u b m i t t a l of t h e pe rmi t t ee ' s s t a t e and f e d e r a l t ax r e t u r n s f o r t h e p a s t t h r e e y e a r s , bus iness s ta tement of nec vorch, and s i m i l a r m a t e r i a l s . If t h e pe rmi t t ee is a bus iness . ctIe income and n e t worth of o t h e r bus iness e n t e r p r i s e s i n which the p r i n c i p a l s of t h e pe rmi t t ee ' s bus iness have a l e g a l i n t e r e s t m u s t a l s o be submit ted.

(3) If the Commission f i n d s t h a t use of cleanup funds is appropriate the Department s h a l l ag ree t o pay parrr of t h e Department-approvsd coscs incurred by the pe rmi t t ee t o remove o r process t h e waste t i r e s . F ina l payment s h a l l be wi thhe ld u n t i l t h e Department 's f i n a l i n spec t ion and confirmation t h a t t h e t i r e s have been removed o r processed pursuant t o t h e compliance p lan .

Use of Cleanup Funds f o r Abatement by t h e Deparment

340-62-165. (1) The Department may use funds i n the Account t o concracc f o r t h e abarremenc o f :

( a ) A t i r e p i l e f o r which a person has f a i l e d t o apply f o r o r obca in a waste c i r e s to rage s i c e permi t .

(b) A permi t ted wasce c i r e s t o r a g e s i c e i f the permi t tee f a i l s t o mest the conditions of such pe rmi t .

(2 ) The Deparunenc may a b a t e any danger o r nuisance c r e a t e d by WaSKe t i r e s by removing o r p rocess ing t h e t i r e s . The Deparmenc s h a l l fol low c r i t e r i a i n OAR 3&0-62-155 i n de termining which s i t e s s h a l l be subjecc t o abatement .

(3) Before t ak ing any acc ion t o abace the danger o r nuisance . the Department ~ h a l l " ~ i v e any persons having t h e c a r e , cuscody o r c o n t r o l of t h e wasce t i r e s , o r owning t h e propercy upon which t h e t i r e s a r e l o c a t e d , noc ice of the Department's i n t e n t i o n s and o r d e r the person t o abace the danger o r nuisance i n a manner approved by the Department.

(4) Any o rde r i s sued by t h e Department under t h i s subsec t ion s h a l l be s u b j e c t to appeal t o the Commission and j u d i c i a l review of a f i n a l o rde r under the app l i cab le p rov i s ions of ORS 183.310 t o 183.550.

( 5 ) I f a person f a i l s t o cake acc ion a s requi red under subseccion ( 3 ) of ch is s e c t i o n wichin che rime s p e c i f i e d , che Direccor may concracc t o aba te che danger o r nuisance.

(6) The order i s sued under subseccion ( 3 ) of ch is secc ion may inc lude en te r ing che propercy where che danger o r nuisance is locaced , caking the c i r e s i n t o publ ic cuscody and provid ing f o r t h e i r processing o r removal. .

( 7 ) The Deparcment may requesc che accorney general co b r i n g an acc ion t o recover any reasonable and necessary expenses incurred by che Department f o r abacemenc c o s t s , i nc lud ing adminiscracive and l e g a l expenses. The Department's c e r c i f i c a c i o n of expenses s h a l l be prima f a c i e evidence char che expenses a r e reasonable and necessary . The Deparcmenc may cons ider t h e f i n a n c i a l s i t u a t i o n of che person i n determining the amounc of abaternenc c o s t s co be recovered.