Engineering Recycled Asphalt Shingles into Hot Mix Asphalt Mixes:

An Ontario Perspective

Riyad-UL-Islam
M.A.Sc. Candidate, Department of Civil and Environmental Engineering, University of Waterloo
Waterloo, Ontario Canada, N2L 3G1

Shirley J. Ddamba
M.A.Sc. Candidate, Department of Civil and Environmental Engineering, University of Waterloo,
Waterloo, Ontario Canada, N2L 3G1

Susan L. Tighe (PhD, PEng)

Professor and Canada Research Chair in Sustainable Pavement and Infrastructure Management
Department of Civil and Environmental Engineering, University of Waterloo
Waterloo, Ontario Canada, N2L 3G1

Ryan Essex (P.Eng, MBA)

Vice President, Miller Paving Limited, 287 Ram Forest Road, GorAnmley, ON, L0H 1G0

Narayan Hanasoge (B.E)

Materials Manager GTA, Miller Paving Limited, 287 Ram Forest Road, GorAnmley, ON, L0H 1G0

Acknowledgement

The authors gratefully acknowledge the support of Steve Colbert at Ontario Centres of Excellence and
Peter Loukes Director of Engineering Town of Markham. We also appreciate the support of Jodi Norris,
Vimy Henderson, Mohab El Hakim, Peter Chan and Antonin Du Tertre at the CPATT, University of
Waterloo.
2 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT MIXES:
AN ONTARIO PERSPECTIVE

ABSTRACT

The University of Waterloo’s Centre for Pavement and Transportation Technology (CPATT) is committed
to working with public and private sector partners to develop sustainable technologies. Recycled Asphalt
Shingles (RAS) is a product that contains approximately 30% asphalt cement by mass weight. Sources of
RAS include trimmings from shingle insulation and decommissioned shingle roofs. Reuse of these
materials leads to financial savings through avoidance of disposal costs and reduction of the amount of
virgin asphalt binder required in HMA. This paper presents results from a recent study involving Miller
Paving Limited, CPATT, and Materials Manufacturing Ontario (MMO) on the usage of RAS in common
Ontario HMA.

In 2006, CPATT undertook an investigation of the use of recycled asphalt shingles (RAS) in a HL8 base
course mix. The findings recommended that 1.4% RAS and 20 % RAP in the HL8 performed the best in
terms of the dynamic modulus, resilient modulus, Thermal Stress Restrained Specimen Tensile Strength
Test (TSRST), and French wheel rutting results. After getting a very encouraging test result in phase 1 and
also completed several field placements in the town of Markham, Ontario it was decided to investigate
the performance of RAS in other common Ontario HMA.

This paper involves an evaluation of the properties of surface course mix HL3 which contains 1.5 % RAS.
This mix was placed at the CPATT Test Track in 2009. In addition, a comprehensive performance
comparison of the streets that were paved in the Town of Markham, ON in 2007 is presented in this paper.
Finally, an environmental life cycle assessment also is presented which uses the PaLATE software.
Overall, this paper shares some best practices on key aspects of effectively using Recycled Asphalt
Shingles.

RÉSUMÉ

Abstracts provided in English will be translated to French and vice versa.

 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 3

1.0 INTRODUCTION

Today, one of the major debris generated from the replacement of the residential and commercial rooves is
asphalt shingles. However, shingles can offer a significant potential savings through recycling and
recovery as an alternative construction material in flexible pavement. The incorporation of Recycled
Asphalt Shingle (RAS) with conventional mix designs can be green and environment friendly. According
to a natural resources of Canada study in 2007 “Enhancing the Recovery of End of-Life Roofing
Materials”, the use of five percent of the annual waste asphalt shingles in Hot Mix Asphalt (HMA) can
save 900,000 tons of Green House Gas (GHG) emission. In the United States , over the last 10 years there
has been a significant increase of the use of RAS in Hot Mix Asphalt (HMA) but limited use in Canada. In
Canada, RAS is still experimental so this research is directed at quantifying the technical, economic, and
environmental cost and benefits.

2.0 BACKGROUND

2.1 Recycled Asphalt Shingles (RAS)

Asphalt Shingles are primarily composed of asphalt cement, high quality hard rock granules, fillers and
fibers and intended for 15–20 years of service. Since poly-fibre shingles contain approximately 30%
asphalt cement by mass, using RAS in HMA decreases the amount of virgin asphalt cement required, thus
decreasing input costs to produce HMA. Studies have also found an improvement in HMA properties
when small amounts of RAS, such as five percent are incorporated. However, this improvement is
dependent upon the source of the shingles (Foo [1]) and on adding them in an engineered manner. The
granules which are exposed in the roofing application are composed of crushed rock, coated with ceramic
metal oxides, and coal slag. Aggregates in RAS are uniformed in size, ranging from 0.3mm - 2.36 mm,
hard and angular (Newcomb [8]). Powdered limestone (70% passing the No. 200 sieve) is also added as a
stabilizer.

Tear-off shingles usually contain a greater percentage of asphalt than new shingles, due to the loss of a
portion of the surface granules from weathering. The asphalt cement in tear-off shingles is hardened from
oxidation and the volatilization of the lighter organic compounds. Tear-off shingles are often
contaminated with nails, paper, wood and other debris (Mallick [9]). Care should be taken when RAS is
added to HMA due to this potential contamination.

2.2 Benefits of RAS in HMA

Potential benefits of using RAS in HMA include financial savings, environmental preservation, and
improved performance. Using RAS in HMA avoids the expense associated with disposing of shingle
waste which reduces the amount of material entering landfill sites, benefiting the environment. The
amount of virgin asphalt cement required in HMA mixes is also reduced by incorporating RAS, creating a
cost savings. A small percentage of shingles such as five percent of the weight of aggregate can displace a
large percentage of asphalt binder, approximately twenty percent. Studies have also found increased
resistance to low temperature cracking and high temperature rutting in HMA contains factory waste RAS
(Foo [1]).
4 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE

2.3 Use of Roofing Shingles in HMA: USA Experience

In the United States, over the last 20 years , laboratory testing of RAS in HMA has been performed in
Florida, Georgia, Maine, Massachusetts, Missouri, Minnesota, Nevada, New Jersey, New York,
Pennsylvania, Maryland, North Carolina, Indiana, Michigan, Tennessee and Texas (Button [10]). An
overview of that research is presented below:

• The Georgia Department of Transportation paved two test sections of road using RAS-HMA in 1994
(Watson [11]).The first test involved the 1994 widening and reconstruction of the Chatham Parkway
in Savannah. A 477 metre length of the northbound lane was repaved with a 60 mm RAS-HMA base
course, overlaid with a 50 mm RAS-HMA wearing course. Conventional techniques were used in
placement and no significant problems were encountered. Mix sampling at the time indicated that the
RAS-HMA material properties were similar, or slightly improved, as compared to the conventional
HMA mix. Six core samples, two from the control section and four from the RAS-HMA section, were
obtained after approximately one year of service; and four additional RAS-HMA cores were obtained
after two and half years. Testing revealed that the RAS-HMA cores compared well with the job mix
formulas and plant mix tests. The only unexpected result showed that the greater viscosity of the
RAS-HMA, which may indicate that the RAS-HMA modified mix, hardens at a faster rate than
conventional HMA. Field observations demonstrate that the RAS-HMA is showing minimum distress,
and is performing comparable to the control sections.

• In 1993, the University of Minnesota conducted research on the use of roofing shingles in a number of
HMA (Newcomb [8]). From the previous work of others, the researchers noted that the hardness of
the asphalt cement in roofing shingles tends to create a stiffer paving mixture. This stiffness could be
problematic in cold climates such as Minnesota due to increased tendency of cracking. The study
therefore focused on cold temperature properties of RAS-HMA which concluded that:

• The use of roofing shingles in the HMA mix required less compaction effort to meet desired
density.

• A mix using five percent of factory scrap shingles resulted in a substantial decrease in cold
temperature susceptibility.

• Mixtures containing more than five percent shingles may have a marked decrease in mixture
stiffness without a corresponding positive influence on cold temperature susceptibility. This
may result in an unacceptable stress at high temperatures and high traffic volumes.

• Moisture sensitivity did not appear to be influenced by the inclusion of shingles in the mixes.

• The mixes containing felt-backed shingle showed large deformation in cold temperatures
before thermal cracking occurred. Neither the tear-off nor the fibreglass backed shingle mixes
exhibited similar behaviour.

• Creep compliance analysis concluded that deformation was reduced when shingles were
added to a mix prepared with softer (120/150 penetration) asphalt cement, but that the
opposite was true when shingles were added to mixtures using harder (85/100 penetration)
asphalt cements.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 5

3.0 EVALUATION OF RAS IN ONTARIO MIXES

3.1 Research Approach

In Canada, the use of RAS in HMA mixes has been limited. In 2006, the Centre for Pavement and
Transportation Technology (CPATT) at the University of Waterloo in cooperation with Miller Group Inc
and Ontario Centre of Excellence Materials Manufacturing Ontario (OCEMMO) as well as subcontractor
École de Technologie Superieure (ETS) in Montreal undertook an investigation of the use of RAS in a Hot
Laid 8 (HL8) base course mix (Tighe [2]).This is a standard base/binder course of Ontario mixes. In that
study, five asphalt pavement mix designs were considered, incorporating varying quantities of Reclaimed
Asphalt Pavement (RAP) and RAS. Mix designs were compared using the results of dynamic modulus
testing and resilient modulus testing which were both performed at CPATT laboratory. Thermal Stress
Restrained Specimen Tensile Strength Testing (TSRST) and French wheel rutting test were also used and
run at ETS (Tighe [2]). Five asphalt pavement mix designs were considered:

1. Mix 1 (control) - HL8, Virgin Material

2. Mix 2 - HL8, 20% RAP Material

3. Mix 3 - HL8, 20% RAP Material, 1.4% RAS

4. Mix 4 - HL8, 20% RAP Material, 3.0% RAS

5. Mix 5 - HL8, 3.0% RAS

3.2 Laboratory Test Results for RAS in Base Course Mix

By analyzing the various laboratory test results it was found that the performance of the mixes varied for
various tests. Mix 1 and Mix 2 were found to have the lowest susceptibility to fatigue, while Mix 3, Mix 4
and Mix 5 were found to have the lowest susceptibility to rutting, Mix 4 being the best in terms of rutting
resistance. Mix 1 performed the best according to the resilient modulus testing, a test of fatigue and
thermal cracking susceptibility, followed by Mix 2 and Mix 3. The TSRST test, a test of low temperature
cracking susceptibility, found Mix 3 to be the most resistant to thermal cracking followed by Mix 1 and
Mix 2. The rut testing indicated that Mix 4 had the best overall performance, while Mix 2 had the worst.
However, relatively speaking, all mixes performed well under the various laboratory tests and it would be
expected that there would be limited rutting in the field as all of the mixes displayed less than four percent
rutting.

The laboratory analysis indicated that Mix 3 was the optimum mix based on all test results (Tighe [2])
when compared to Mix 4 and Mix 5, the other mixes containing RAS.

The results of the CPATT analysis recommended that proper care should be taken during the addition of
RAS in the mix and also proper engineering should be carried out prior to adding shingles. It was also
suggested that the RAS and RAP blend needed to be optimized to ensure both thermal and rutting
resistance.
6 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE

3.3 Laboratory Test Results for RAS in Surface Course mix

As part of the research project “Evaluation of Recycled Asphalt Shingles (RAS) in Asphalt Pavement
Roads and Pavement: Building a Sustainable Future”, a 414 metre HL3 RAS test section was paved in
October 2009. This test section is located at the south end of the of Test Track.

3.3.1 CPATT Test Track

The CPATT Test Track is located in the south-east corner of the Regional Municipality of Waterloo’s
Waste Management Facility. The Test track was constructed as an access road to the various landfill cells.
The first portion, the Flexible Sections contains two control sections and three flexible test sections and
this was constructed in 2002. The Rigid Section contains one control section and three sections with
varying percentages of Recycled Concrete Aggregate (RCA). This Rigid section was constructed in 2007.
Also in 2007, three Interlocking Concrete Paver Crosswalks were installed in the flexible pavement
section. An additional crosswalk section was installed in July, 2009. The location of CPATT Test Track is
shown in Figure 1.

Figure 1 CPATT Test Track Satellite View (Ref: Google Maps)

3.3.2 HL3 RAS Test Section

The total CPATT Test Track prior to placing the RAS Section was 880 metres long and 8 metres wide.
The new section started from 0+880 and extends southerly 210 metres and then turns right and continues
another 214 metres. A shoulder parking pad was also constructed at 0+997 to 0+1018 on the west shoulder
of the southbound lane (Islam [5]). The complete CPATT Test Track layout is shown in Figure 2.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 7

Figure 2 CPATT Test Track Layout

3.3.3 Pavement Design
The surface course Hot Laid 3 (HL3) contained 1.5% RAS and 13.5% Reclaimed Asphalt Pavement
(RAP). It was placed over a conventional HL8 which contained 20% RAP. The first 90 mm is a
conventional HL8 with 20% RAP mix was placed over 150 mm Granular A over 450 mm Granular B. A
geotextile is placed directly on top of the subgrade. Then 50 mm of the HL3 RAS was placed directly over
the HL8. There was no tack coat used between HL8 and HL3 RAS. Figure 3 shows the cross section of
the newly paved Test Track section. The construction of this pavement containing RAS is part to a larger
study. The construction of the new pavement sections and associated asphalt samples that were collected
from the plant and site will provide the opportunity to compare the laboratory test results of different
percentages of RAS in typical Ontario mixes.

Figure 3 Cross Section of Newly Paved Section with HL3 RAS over HL8
8 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE

3.3.4 Mix Design of HL3 RAS

The Job Mix Formula (JMF) and other design features of the HL3 RAS mix which was used to pave the
new test section are presented below in Table 1and the complete mix design information is found in Table
2.

Table 1: Gradation of the HL3 RAS mix

JOB MIX FORMULA—GRADATION PERCENT PASSING

%
%
AC/Sieve 26.5 19.0 16.0 13.2 9.5 6.7 4.75 2.36 1.18 0.60 0.30 0.15 0.075
AC
Size (mm)

JMF 5* 100 100 100 99 82.7 64.8 55 43.7 30.3 20.2 11.5 6.8 4.6

Table 2: Design Features of HL3 RAS

Marshall Test Result Requirements Selected
Percentage Air Voids 4.0+/-0.5 4.0
Flow (min)[0.25mm]@ 3.5% Air Voids 8 10.5
Stability(min) N 8900 16750
Percentage Voids in Mineral Aggregates 15.0 15
Aggregate Types Percentage Mix Properties Percentage
Coarse Aggregate #1 40.3 Asphalt Cement (A.C) in RAP 6.87
Fine Aggregate # 1 8.0 Bulk Relative Density, BRD 2.41
Fine Aggregate # 2 36.7 Maximum Relative Density ,MRD 2.51
RAP 15.0** Specific Gravity, Gb 2.70
Aggregate Types Source
Coarse Aggregate # 1 Hiedelberg (HL3 stone)
Fine Aggregate # 1 Hiedelberg (Screening)
Fine Aggregate # 2 Hiedelberg (Asphalt Sand)
RAP # 1 Hiedelberg (16 mm RAP)
Shingles Miller Paving Ltd
Asphalt Cement McAsphalt (PG 58-28)
*AC from RAP=1.3%; New AC=4.0%%
**% RAP indicated contains 13.5% RAP and 1.5% RAS
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 9

3.5 Laboratory Testing for HL3 RAS

3.5.1 Dynamic Modulus

The dynamic modulus │E*│which represents the elastic properties of a material is obtained by applying a
frequency sweep of uniaxial compressive sinusoidal load to the asphalt mix (Pellinen [3]). Loading
frequency and temperature are the important factors that influence the values of the test (Tighe [2]). For
rutting resistance a low dynamic modulus at a high temperature is desirabl, where as to reduce fatigue
cracking a high dynamic modulus at a low temperature is desirable.

The dynamic modulus testing involved preparation of 150mm diameter specimens in accordance with the
AASHTO TP62-07 standard using the CPATT Superpave Gyratory Compactor. Dynamic modulus test
specimens, 100 mm in diameter, were then cored from the 150mm specimens and the average air void was
determined to be 7.3 percent. A Material Testing System (MTS 810) with pre-programmed software was
then used to determine the dynamic modulus of HL3 at five testing temperatures (-10, 4.4, 21.1, 37.8, and
54.4 °C) and at six loading frequencies (0.1, 0.5, 1.0, 5.0, 10.0, and 25.0 Hz). AASHTO TP62-07
procedures were used to determine the dynamic modulus │E*│over the last five loading cycles using
Equation as follows (Witczak [12]):

|E*| = σo / ε 0
where: |E*| = Dynamic Modulus

σo = peak stress amplitude(applied load / sample cross sectional area)

ε0 = Peak amplitude of recoverable axial strain, either measured directly with strain
gauges or calculated from displacements measured with linear variable
displacement transducers (LVDTs).

The HL3 RAS Dynamic Modulus test results are summarized in Table 3.

Figure 4 and Figure 5 shows the variation of |E*| of tested specimens in different temperature and
frequency.

Table 3: Dynamic Modulus Test Result

Loading Frequency
Dynamic Modulus (MPa)
(Hz)
-10°C 4.4°C 21.1°C 37.8°C 54.4°C
25 16294 12003 5985 3016 826
10 16133 11579 5343 2473 643
5 15739 11157 4812 2095 550
1 14098 9111 3603 1494 409
0.5 13435 8381 3223 1323 370
0.1 11838 6652 2398 1038 309
10 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE

Figure 4: Dynamic Modulus vs. Frequency of HL3 RAS mix

Figure 5: Dynamic Modulus vs. Temperature of HL3 RAS mix

The Dynamic Modulus test results for HL3 RAS can be compared with the virgin HL3 mix which was
carried out by Uzarowski (Uzarowski [4]) in 2006 at CPATT. The test results are summarized in Table 4.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 11

Table 4: Dynamic Modulus Test Results – Uzarowski

Loading Frequency
Dynamic Modulus (MPa)
(Hz)
-10°C 4.4°C 21.1°C 37.8°C 54.4°C
25 29035 18234 8517 3677 1772
10 26141 15782 6724. 2531 1241
5 23758 14155 5632 2001 1062
1 19464 8970 3567 1324 789
0.5 17024 8410 2903 1139 723
0.1 12462 5904 1923 876 543

3.5.2 Statistical Analysis of Dynamic Modulus for HL3 RAS and Conventional HL3 Mix

The t-test has been performed for comparing the Dynamic Modulus of HL3 RAS and Conventional HL3
Mix. The hypothesis of the t-test is

Ho : µD= 0
Ho : µD≠ 0

Where D is the difference between the Dynamic Modulus results for HL3 RAS and conventional HL3
Mix. The results found in t- test are summarized in Table 5

Table 5: t-Test results for |E*| comparison

Loading Differences in Dynamic Modulus (Mpa)
Frequency
(Hz) -10°C 4.4°C 21.1°C 37.8°C 54.4°C
25 9846 3778 739 -484 415
10 10007 4202 1381 58 597
5 8019 2997 819 -93 512
1 5365 -141 -35 -170 380
0.5 3589 28 -319 -184 352
0.1 624 -747 -475 -161 233
Mean, μ1- μ2 6242.2 1686.5 351.6 -172.4 415.1
SD 3733.6 2210.9 736.7 177.4 127.2
Var 13940098 4888431 542699 31475 16192
tobserved 4.1 1.9 1.2 -2.4 7.9

Tcritical: t(5,0.025) 2.57

So for highest and lowest temperature hypothesis H0 can be rejected as t observed > t critical. This indicates
there are statistical difference between the HL3 and HL3 RAS at the high (54.4 °C) and low (-10°C)
12 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE
temperatures. But at 4.4°C, 21.1°C and 37.8 °C they are statistically same .However, the magnitude of the
dynamic modulus at both -10°C and 54.4°C indicate they will perform well. In addition, it should be noted
that the mix design, air voids, testing equipments and testing procedure are the major factors that influence
the |E*| testing and the two mixes are different. They do not use the some aggregate and have slightly
different gradations.

3.6 Resilient Modulus

The fatigue and thermal cracking susceptibility of a pavement and the quality of the materials in the
asphalt mix can be evaluated using the resilient modulus (Tighe [2] ) .This test was performed on the HL3
RAS mix at the University of Waterloo’s CPATT laboratory following the AASHTO TP31-96, Standard
Test Method for Determining the Resilient Modulus of Bituminous Mixtures by Indirect Tension.

For determining Indirect Tensile Test (IDT) ASTM D 6391-07, Standard Test Method for Indirect Tensile
Strength of Bituminous Mixtures procedures use a 100 mm (4 inch) diameter specimen as 25°C water
bath. The IDT is calculated as follows

St = (2 x P)/ (Π x t x D)
Where: St = IDT strength, KPa

P = maximum load, N

t = specimen height immediately before test, mm

D = specimen diameter, mm

The summary of IDT test results are found in Table 6

Table 6: IDT Test Results

Specimens D(mm) t(mm) P(kN) IDT(Kpa)
1 100.3 53.7 10.9 1.3
2 100.2 55.1 11.4 1.3
3 100.4 52.9 10.8 1.3
4 100.3 53.1 11.3 1.4

The Average IDT of HL3 RAS was determined to be 1.3 KPa.

During resilient modulus testing, Material Testing System (MTS 810) with pre-programmed software was
used at three specimens of HL3 RAS mix and each specimen was run two times each at two different
orientations. To ensure resilient modulus test results were independents of orientation the second
orientation was involved by 900 rotations of the samples.

The results of the resilient modulus for the HL3 RAS mix are shown in Table 7. It can be observed that
the orientations of the samples were a factor for the test results.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 13

Table 7: Resilient Modulus Test Results for HL3 RAS Mix

Sample Resilient Modulus (MPa)

1 3254
2 3394
3 3332

4.0 PERFORMANCE EVALUATION AND ENVIRONMENT BENEFITS OF RAS IN HMA

4.1 Construction Background

4.1.1 CPATT Test Section

On October 20, 2009 CPATT Test Track was paved with 400 tons of HL3 surface course containing 1.5%
of RAS over the HL8. Steed and Evans Limited carried out the construction over a two day period (Islam
[5]).

4.1.2 Town of Markham Sections

In 2007, on the basis of the phase 1 laboratory testing carried out by CPATT, Miller Paving Ltd and the
Town of Markham, ON partnered to construct three residential streets to test the performance of the
overlays that incorporated with RAS.

Ida Street

On November 14, 2007 Ida Street was paved with 242 tons of SP12.5 FC1 surface course containing 3.5%
of RAS. Quality control test results for this mix generally fell within the design mix parameters, with the
exception of material passing the 9.5 mm and 2.36 mm sieve which were lower than the lower limit
specified (Eyers [6]) .The length and the width of the street is 188 metre and 8 metre respectively.

Paul Street and Vintage Lane

On November 7, 2007 Paul Street and Vintage lane was paved with 719 tons of SP12.5 surface course
containing 13.5% RAP and 1.5% RAS. Quality control test results for this mix generally fell within the
design mix parameters. The material passing the larger sieves were slightly lower than the lower limit
specified while the material passing the smallest sieve (0.075 mm) was slightly higher than the design
limit (Eyers [6]).The length and the width of the street is 508 metre and 8 metre respectively.

Thornhill Summit Drive

On November 8, 2007 Thornhill Summit Drive was paved with 292 tons of SP12.5 surface course
containing 13.5% RAP and 1.5% of RAS. The mix design specification of this street is the same as Paul
Street and Vintage Lane. The length and width of the street is 197 metre and 8 metre respectively.
14 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE

4.2 Pavement Performance Evaluation To Date

On June 01, 2010, a condition survey was carried out to evaluate the overall condition of the pavements.
For the survey the MTO (Ministry of Transportation Ontario) flexible pavement condition evaluation form
was used for CPATT Test Track and the three test section in Town of Markham.

4.2.1 Performance Evaluation of CPATT Test Track

After facing one winter the CPATT Test Track is performing very well. No noticeable surface distress or
cracks were observed. Only in a few places segregations of aggregates were observed which were present
just after the construction of the section in 2009. Figure 6 and Figure 7 shows the condition of the sections
before and after the winter 2010.

Figure 6: CPATT Test Track 2009 Figure 7: CPATT Test Track 2010

4.2.2 Performance Evaluation of Town of Markham Sections

The Ida Street section showed slight coarse aggregate loss as shown in Figure 8. These pop outs are small
(largest is approximately10 mm to 15 mm) and less than those noticed on neighbouring sections that do
not contain RAS. In addition few transverse and longitudinal cracks that were observed with 3 mm to 5
mm wide. At the end of cul-de-sac, a few longitudinal cracks were observed. These are very slight
cracking at 5 mm to 7 mm wide. The quantity of slight aggregate loss and the cracking showing slight
increases from the 2009 observations as shown in Figure 9. Overall the section is still in good condition as
there are no major cracks or distress observed.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 15

Figure 8: Ida Street 2010 Figure 9: Ida Sreet 2009

Figure 10: Paul St and Vintage Lane 2010 Figure 11: Thornhill Summit Drive 2010
The Paul Street and Vintage Lane Section are both performing very well as shown in Figure 10. Overall
the performance of Paul Street is better as compared to Ida Street as no transverse or longitudinal cracks
were observed. A few ravelled areas were noted and slight depressions were found in between the two
maintenance holes, likely related to poor compaction. Since the 2009 observation, there were no
significant surface distresses or crack developed. In one place very slight rutting noted which was not
found in 2009 observations. Otherwise the section was in excellent condition.
16 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE
The Thornhill Summit Drive was also paved with the same mix SP12.5, with 1.5% RAS and 13.5% RAP
so the performance of this road would be expected to be similar to the Paul Street and Vintage Lane given
also it has similar traffic and subgrade conditions. The rutting which was noted near the curve and the
catch basin during the 2009 observations still remains in the same condition. The slight depression that
was noted near the drainage outlet and pavement edge in the 2009 observation is still in same condition.
Figure 11 shows the overall excellent condition of this street and it is in the same condition as 2009.

4.3 Environmental Evaluation of Town of Markham Sections

Following the Earth Summit in 1992 at Rio-de-Jenerio, there was a recognition that Global Warming has
become the highest challenge to reduce the adverse affects of human activity on the environment.
Environmental impact factors are considered a priority by many public agencies.

In this study, a 40 year life-cycle environmental benefit analysis of the RAS mixes that were used in the
Town of Markham has been carried out. This evaluation involved an environmental benefits analysis
software package Pavement Life-cycle Assessment Tool for Environmental and Economic Effects
(PaLATE) which was developed by University of California, Berkeley (Horvath [7]).

The results showed the effects of using RAS with RAP explicitly .The Software does not include RAS,
however, approximate adjustment to the RAP content were included instead. These were developed using
engineering experience.

Environmental Impact Factors analyzed by PaLATE are categorized by the following;

Consumption: Energy, Water

Air Emissions: NOx, SO2, CO2, PM10, CO

Toxic Releases: Pb, Hg

Using the information from the Town of Markham, 1253 tons of HMA which contained 23 tons of RAS
and 130 tons of RAP the PaLATE analysis was performed.

From this analysis, it has been determined that the Town of Markham saved 40% energy consumption for
the production and transportation of 153 tons of virgin aggregates which were replaced by RAS and RAP.
Figure 12 shows the savings of energy and water consumption in the Town of Markham sections.

From the analysis, it has also been observed that the Town of Markham produced 60% less SO2, 38% less
CO2, 45% less NOx, and 65% less PM10 in the environment than the conventional mix which is shown in
Figure 13.
 ISLAM, DDAMBA, TIGHE, ESSEX AND HANASOGE 17

Figure 12: Energy and water savings Figure 13: Environmental emission saving

5.0 CONCLUSIONS AND RECOMMENDATIONS

5.1 Conclusions

This paper summarizes an integrated laboratory and field evaluation of RAS usage in HMA. Based on a
preliminary Phase 1 laboratory analysis, with 20% RAP with 1.4% RAS showed the overall best result.
The results were so encouraging that more studies and trials were perused as presented in this paper. The
environmental analysis showed that RAS and RAP can provide significant environmental savings.

The HL3 RAS laboratory results for the recent CPATT Test Track placement indicated the mix showing
the similar Dynamic and Resilient Modulus in comparison with conventional HL3 Mix. The field
performance of the new test section is also very encouraging as no distress or cracks developed yet.

From the field observations after three years at the Town of Markham, 3% RAS in SP 12.5 FC1 with
virgin aggregate does perform well.

5.2 Recommendations

1. Continue to work on optimizing RAS and RAP into typical Ontario mixes through combined field and
laboratory research.

2. Develop a comprehensive Life Cycle Cost Analysis (LCCA) and Environmental Cost Benefits (ECB).

3. Evaluate the use of RAS in base and subbases of medium and high traffic volume roads.

4. Continue to monitor field sections to quantify long term performance.

18 ENGINEERING RECYCLED ASPHALT SHINGLES INTO HOT MIX ASPHALT
MIXES: AN ONTARIO PERSPECTIVE
6.0 REFERENCES

Paper in a Journal or Proceedings

[1] Foo K Y , Hanson D L and Lynn T A . “Evaluation of Roofing Shingles in Hot Mix Asphalt”,
Journal of materials in Civil Engineering, 11(1), 15-20 (1999).

[2] Tighe S, Rodriguez V, Hanasgoe N, Essex R, Eyers B “ Who Thought Recycled Asphalt Shingles
(RAS) Needed to Be Landfill: Using RAS is Asphalt “, Transportation Association of Canada
(TAC) Conference, ON, Canada, 348-363 (2008).

[3] Pellinen T K, Xiao S and Raval S Y . “Dynamic Modulus Testing of Thin Pavement Cores “Journal
of ASTM International April, 3( 4) Paper ID JAI12258,142-155 (2006).

Books or Pages in a Book

[4] Uzarowski, L .The Development of Asphalt Mix Creep Parameters and Finite Element Modeling of
Asphalt Rutting, PhD Thesis, University of Waterloo, (2006).

[5] Islam R, Tighe S , HL3 Recycled Asphalt Shingles (RAS) Construction Report at the
CPATT Test Track ,University of Waterloo,(2009).

[6] Eyers B, Evaluation of Recycled Asphalt shingles (RAS) in to Asphalt Mixes, Report prepared for
Miller Paving Ltd, (2007).

[7] Horvath A, Pavement Life-cycle Assessment Tool for Environmental and Economic Effects
(PaLATE), User Manual, Assistant Professor, Department of Civil and Environmental Engineering,
University of California, Berkeley, USA, (2004).

Government Report

[8] Newcomb D. “Influence of Roofing Shingles on Asphalt Concrete Mixture Properties”, Report
MN/RC- 93/09, University of Minnesota, Minnesota, USA ( 1993).

[9] Mallick R, Teto M. R and Mogawer W S. “Evaluation of Use of Manufactured Waste Asphalt
Shingles in Hot Mix Asphalt”, Chelsea Center for Recycling and Economic Development
University of Massachusetts, Technical Report #26, pp. 1-3 (2000).

[10] Button Joe W. “ Roofing Shingles and Toner in Asphalt Pavements”, Research Report, Texas
Transportation Institute, 1344-2F, College Station, Texas, USA ( 1995).

[11] Watson and Donald E. “Georgia’s Experience with Recycled Roofing Shingles in Asphaltic
Concrete”, Georgia Department of Transportation, Forest Park, Georgia, USA (1998).

[12] Witczak, M. W., Kaloush, K., Pellinen, T., El-Basyouny, M., and Quintus, H. V.. "Simple
Performance Test for Superpave Mix Design." Report No. NCHRP Report 465, National
Cooperative Highway Research Program, (2002).