Analysis of Rubberized Concrete

B. Tech. Project Report

Submitted in partial fulfillment of the requirements for the degree of

Bachelor of Technology
in

Civil Engineering
Submitted by

Roll No. Name of Students

G013

Adish Gupta

G036

Karan Rathi

G051

Siddharth Singh

G073

Nihar Vora

Under the guidance of

Prof. Anand Awathe

Department of Civil Engineering

MPSTME, NMIMS
Mumbai 400056
2015-16

This is to certify that following students:

Roll No.

Name of Students

G013

Adish Gupta

G036

Karan Rathi

G051

Siddharth Singh

G073

Nihar Vora

Have submitted the report titled:

ANALYSIS OF RUBBERIZED CONCRETE

As a partial fulfilment of the curriculum for VIII Semester,
B.Tech Project during the academic year 2015-2016.

Faculty Mentor

Examiner

HOD

Dean
9

Declaration
We, Aadish Gupta Karan Rathi Siddharth Singh Nihar Vora; Roll Nos.
G008,G036,G051,G0073 respectively, understand that plagiarism is defined as
anyone or combination of the following:
1. Un-credited verbatim copying of individual sentences, paragraphs or
illustrations (such as graphs, diagrams, etc.) from any source published
or unpublished, including the Internet.
2. Un-credited improper paraphrasing of pages or paragraphs (changing a
few words or phrases, or rearranging the original sentence order).
3. Credited verbatim copying of a major portion of a paper (or thesis
chapter) without clear delineation of who did or wrote what. We have
made sure that all the ideas, expressions, graphs, diagrams, etc. that are
not a result of our work, are properly credited, wherever applicable.
Long phrases or sentences that had to be used verbatim have been clearly
identified using quotation marks. We affirm that no portion of our work
can be considered as plagiarism and we take full responsibility if such a
complaint occurs. We understand fully well that the guide of the
seminar/project may not be in a position to check for the possibility of
such incidences of plagiarism in this body of work.

Name:Adish Gupta
Roll No.:G013

Name:Karan Rathi
Roll No.:G036

Name:Siddharth Singh
Roll No.:G051

Name:Nihar Vora
Roll No.:G073

10

TABLE OFCONTENT

Sr.

CONTENTS

Page No.

No.
Title page

I.
II.

Declaration

III.

Certificate

IV.
V.

Acknowledgement

VI.
Abstract

VII.
VIII.

Table of content
List of figure

INTRODUCTION

1.1

(page 20starts)

History

19

1.1.1

General information

20

1.1.2

Discovery of rubber........................................

20

Types of rubber.

21

Synthetic rubber

21

1.2
1.2.1

11

1.2.2

Types of synthetic rubber...

24

i. Styrene butadienerubber

ii. Polybutadienerubber

iii. Butylrubber

iv. Ethylene-propylene polymers

v. Neoprene

1.3

Production

28

Outcome of rubber as a waste

29

1.4

Detail description of problem.

33

1.5

Objectives

34

1.5.1

Tyre pyrolysis

34

1.5.2

Landfill disposal

35

1.5.3

Stockpiles and illlegal dumping

36

1.3.1

12

1.6.1

Rubberised concrete

37

1.6.2

Roughness, Impact Resistance, Heat And Sound Insulation.

38

1.6.3

Benefits Of Using Rubber As Concrete.

39

2.LITERATURE REVIEW

2.1

Use of recycled tyres as Partial Replacement of Course Aggregate in the

40

Production of Concrete By Michelle Danko, Edgar Cano, Jose.A. Pena

Purdue University Calumet
2.2

Strength and Durability studies of Self Compacting Rubberised

43

Concrete (SCRC) By N.Ganesan, Bharti Rajj & A.p. Shashikala

2.3

Utilization of Waste Tires in the Production of Non-Structural Portland

44

Cement Concrete By Prof. Osama A. Abaza..

2.4

Process For Preparing A Rubber Scrap Composition By

46

Steven S. Lalwani, William G. Pursell, Charles J. Horner.

2.5

Method For Effectively Utilizing Waste Tires By

49

AkikazuTsuda, Motokazu Kikuchi, TadatoshiShimazaki.

3. MATERIALS OF RUBBER CONCRETE...............

13

3.1

Introduction.

50

Coarse&Fine aggregate

50

3.2

Effect of shape and texture..

53

3.3

Effect of aggregate characteristics..

55

3.4

Effect of grading

55

3.5

Cement characteristics

56

3.6

Concrete properties

57

3.7

Admixture compatibility.

57

3.8

Strength gain.

58

3.9

Rubber characteristics.

59

3.10

Technical Analysis

62

Problem statement

67

Test For the compressive strength of the concrete with cubical

68

3.1.1

aggregates.
6

Test For the compressive strength of the concrete with angular

73

aggregates..
7

Test For the compressive strength of the concrete with standard

76

aggregates..
8

Comparative analysis of compressive strength of the three

78

samples

14

Graphical Comparison of the compressive strength for 7 and 28

80

days..
10

Conclusion

81

11

References.

82

12

Bibliography .

83

15

Table of

Page No.

figures

Flow of chart of rubber areas

21

Pie chart of production of rubber

29

Tyre pyrolysis

33

Landfill disposal

36

Stockpiles and illegal dumping

36

Materials of concrete

48

Shape of aggregates

51

Strength gain diagram

57

Rubber samples before cutting

62

10

Rubber of tyre manually cut

62

11

Chip rubber samples

64

12

Coarse aggregate replaced by cubes

66

13

Tamping the concrete

68

14

Angular rubber aggregates

69

16

ACKNOWLEDGEMENT
Every project is a masterpiece of hard work and sincere effort of all those who are
involved in the project. Hard work and success are the two sides of the same coin. We
grateful to all of them who a part of our hard work and would definitely be an inevitable
part of our success.
It was an educational phase while studying at Mukesh Patel School of Technology
Management and Engineering, working with highly devoted civil teachers community
and will probably remain the most memorable experience of our life. Hence this
acknowledgement is a humble attempt to earnestly thank all those who were directly or
indirectly involved in our project work and were of immense help to us. With immense
pleasure, we present this report on the project assignment Analysis of Rubberized
Concrete
We are extremely grateful to Prof. Mr. Anand Awathe our Project Guide and Mr. Nitesh
Gupta (Senior Qty head at the site), for the tremendous help that he gave us in our
project. They provided us technical information, which helped us a lot during our project
for giving us administrative help. The encouragement and help received from our family
members, friends and colleagues cannot be expressed in terms of words.

17

ABSTRACT

It is estimated to be more than 1 billion of waste tyre rubber produced globally per year.
Total amount of rubber recycled at its end-of-life is just 315%, 20-30% of waste
rubber sent to landfill or stockpiled and only 14-6 % is used in civil. As the waste rubber
continues to accumulate, the availability and capacity of landfill spaces diminishes.
Hence efforts have been taken to identify the potential application of waste tyres in civil
engineering projects. The used rubber scraps are obtained from a mechanical process
of post-used tires from motor vehicles and trucks. Thus n this context, our present study
aims to investigate optimal use of waste tyre rubber as coarse aggregate in concrete
composite, i.e. how significant difference is observed in cubical and angular rubber.
Rubber-concrete provides a final product with different mechanical properties like
strength, permeability, weight and also represents an effective and inexpensive way of
recycling the discarded tires.A total of 18 cubes are casted of M20 grade by replacing
6 % of coarse aggregate with tyre aggregate and compared with regular (standardised)
M20 grade concrete. The size of the rubber aggregate taken is less 20mm. Fresh and
hardened concrete strength were identified. The experiments are done on a site using
equipments like Compressive Testing Machine (CTM) to get the results with efficiency.

18

INTRODUCTION

1.1. HISTORY

1.1.1. GeneralInformation
On October 11, 1927, when public interest in Fords upcoming Brazilian
plantation was high, Henry Ford announced that he would embark on a tour of
South America,including the site of the plantation, with Charles Lindbergh in
the pilots famous Spirit of St. Louis. The tour never happened.

Ford looked into the possibility of producing commercial quantities of products

other than rubber that were grown on the plantations to support the community
of workers. These products included teak, balsa, mahogany, eucalyptus, kapok,
tamarind, sisal, hemp, jute, cinnamon, ginger, coconut oil, palm, cacao tea,
pineapple, citrus fruits, bananas, soy beans, and coffee.

By 1940, Belterra had 7,000 inhabitants, more than 2,000 workers(including

261 women and 60 boys), 844 houses, and wooden barracks that could
accommodate 950 men.
Nicknamed Dearborn in the Jungle, Belterra was a model community with
three major and two outlying schools to serve more than one thousand students,
churches, stores, a recreation building, a golf course, a library, radio stations, a
power plant, a sanitary department, a water purification plant, and more.

By 1941, there were 3,651,500 rubber trees planted at Fordlandia an Belters.

19

Ford initially invested 2 million dollars to set up the Fordlandia plantation. By

the time custody of Fordlandia and Belterra was transferred to the Brazilian
government, the total investment had been 20 million dollars.

1.1.2.Discovery of rubber

The Para rubber tree initially grew in South America. Charles Marie de
La Condamine is credited with introducing samples of rubber to the Acadmie
Royale des Sciences of France in 1736.

In 1751, he presented a paper by Franois Fresneau to the Acadmie

(eventually published in 1755) which described many of the properties of
rubber. This has beenreferred to as the first scientific paper on rubber.

In England, it was observed by Joseph Priestley, in 1770, that a piece of the

material was extremely good for rubbing off pencil marks on paper, hence the
name rubber. Later it slowly made its way around England.

South America remained the main source of the limited amounts of latex rubber
that were used during much of the 19th century. In 1876, Henry Wickham
gathered thousands of Para rubber tree seeds from Brazil, and these were
germinated in Kew Gardens, England. The seedlings were then sent to Ceylon
(Sri Lanka), Indonesia, Singapore and British Malaya. Malaya (now
Malaysia) was later to become the biggest producer of rubber.

20

About 100 years ago, the Congo Free State in Africa was also a significant
source of natural rubber latex, mostly gathered by forced labour. Liberia and
Nigeria alsostarted production of rubber.

In India, commercial cultivation of natural rubber was introduced by the

British planters, although the experimental efforts to grow rubber on a
commercial scale in India were initiated as early as 1873 at the Botanical
Gardens, Calcutta. The first commercial Hevea plantations in India were
established at Thattekkadu in Kerala in 1902.

In the 19th and early 20th century, it was often called "India rubber." In 2010,
India's natural rubber consumption stood at 978 thousand tons per year, with
production at 893 thousand tons; the rest was imported with an import duty of
20% .

1.2.TYPES OF RUBBER

1.2.1Synthetic Rubber

The importance of the rubber industry ever since it first appeared and the decisive
role that it has played in the development of modern civilization prompted much
interest in discovering its chemical composition in order to synthesize this
product. Through these research projects, the tire industry saw the possibility of
breaking away from the grip of the world's natural rubber plantations.
The drop in natural rubber production in Brazil coincided with World War I
(1914-1918), triggering the need for lower-cost products with steadier supplies
in order to manufacture tires. The pressures imposed by the conquest of the
plantations of Asia by the Japanese prompted the development of a rubber

21

that was able to meet the extraordinarily high demands of the troops at that time,
although its structure differed somewhat from its natural counterpart.

This was how GR-S, Buna S, Hycar OS and SBR appeared, which styrene
and butadiene copolymers are. The launch-pad for the massive development
of the synthetic rubber industry, this product could be vulcanized easily, and
became theflagship of the world rubber industry, although its properties did not
correspond to all the qualities of natural rubber.
But its costs and main characteristics made it into an unbeatable competitor.
Although synthetic rubber had been known since 1875, its production had been
expensive and almost negligible.

Figure 1: Flow chart of rubber use

22

During World War II, a crucial historical episode altered the scenario for this market.
On December 7, 1941, the USA entered the War. Three months after the attack on
Pearl Harbour, the Japanese invaded Malaysia and the Dutch East Indies, desperate
to take over natural rubber production from the allies. This gave the Axis control
over 95% of world rubber supplies, plunging the USA into a crisis.

Each Sherman tank contained twenty tons of steel and half a ton of rubber. Each
warship contained 20,000 rubber parts. Rubber was used to coat every centimeter
of wire used in every factory, home, office and military facilities throughout the
USA. There was no synthetic alternative. Looking at all the possible sources, at
normal consumption levels, the nation had stocks for around one year. And these
reserves also had to supply the largest and most critical industry in the history of the
world during a time of rapid expansion: the arms segment.
The response of Washington was rapid and dramatic. Four days after PearlHarbor,
the use of rubber in any product that was not essential to the war drive was banned.

Speed limit on US highways fell to 35 miles an hour, in order to reduce wear and
tear on tires countrywide. Rubber chips were sold a penny or more per pound weight
at over 400,000 depots all over the country. Even President Franklin Roosevelt's pet
dog Fala saw his rubber toys melted. This was the largest recycling campaign
ever recorded in history, ensuring the success of the Allies through to 1942.

Under these circumstances, an order was sent to all chemists and engineers to develop
a synthetic rubber industry. In 1941, the total output of synthetic rubber barely topped
8,000 tons, consisting largely of products not suitable for tires.

The nation's survival depended on its capacity to manufacture over 800,000 tons of
products that had barely begun to be developed. There were few detailed instructions
on how the factories should organize themselves to produce this vast amount. No
23

facility had been built, nor was there any way of producing enough raw materials
to produce rubber.

The US industrial sector had never been called upon to shoulder such a massive task,
achieving so much so quickly. The engineers were given just two years to reach
this target. If the synthetic rubber program failed, the capacity of the USA to fight
the war would be blunted. This US drive was to help spread synthetic rubber
throughout the world's market, even in Brazil as it strove to consolidate its industrial
park during the post-War years.

1.2.1 TYPES OF SYNTHETIC RUBBER

i) Styrene Butadiene Rubber

The extensive development of the synthetic rubber industry originated with

the World War II emergency, but continued expansion has been the result
of the superiority of the various synthetic rubbers in certain properties and
applications.

The most important synthetic rubbers and the most widely used rubbers in
the entire world are the styrene-butadiene rubbers (SBR). Formerly
designated GR-S, SBRs are obtained by the emulsion polymerization of
butadiene and styrene in varying ratios.

When SBR is used in light-duty tires such as passenger car tires, the coldrubber compounds have proved equal or superior to natural rubber treads.
24

However, they are inferior to natural rubber for truck tires because of the
greater heat buildup during flexing.

The cold, oil extended type, prepared by the replacement of a portion of the
polymer by a heavy-traction oil, accounts for more than 50% of the cold
rubber production. Its advantage is primarily economicIn general, the
compounding and processing methods for all the SBR types are similar to
those of natural rubber. Although natural rubber is superior with respect to
lower heat buildup, resilience, and hot tear strength, the SBR types are more
resistant to abrasion and weathering.

However, carbon black or some other reinforcing fillers must be added to the
SBR to develop the best physical properties. Unlike natural rubber, SBR
does not crystallize on stretching and thus has low tensile strength unless
reinforced. The major use for SBR is in tires and tire products. Other uses
include belting, hose, wire and cable coatings, flooring, shoe products,
sponge, insulation, and molded goods.

ii) Poly Butadiene Rubber

Work on the duplication of natural rubber stimulated interest in stereo
regulated polymerization of butadiene, particularly of the high cis-l,4
structure.

Black-loaded vulcanizates of cis-1, 4- polybutadiene rubber exhibit good

physical properties, such as lower heat generation, higher resilience,
improved low-temperature properties, and greatly improved abrasion
resistance.

Processing properties are rather poor, but can be greatly

improved by employing blends with natural rubber or SBR.

Tests on retreaded passenger tires gave outstanding abrasion resistance and

increased resistance to cracking as compared with natural rubber. In
25

passenger tires, cis-1,4-polybutadiene improves tread wear by about 1% for

each percent of polybutadiene in the tread compound.

In truck tires, a blend with natural rubber gives 14% more wear than natural
rubber alone.

Isobutylene and isoprene or butadiene obtained from cracked refinery gases

are theprimary raw materials required for the manufacture of butyl rubber.

Neither neoprene nor butyl rubber requires carbon black to increase its
tensilestrength, but the reinforcement of butyl rubber by carbon black or
other fillers does improve the modulus and increases the resistance to tear and
abrasion.

The excellent resistance of butyl rubbers to oxygen, ozone, and weathering

can be attributed to the smaller amount of unsaturation present in the
polymer molecule. In addition, these rubbers exhibit good electrical
properties and high impermeability to gases.

The high impermeability to gases results in use of butyl as an inner liner in

tubeless tires. Other widespread uses are for wire and cable products,
injection-molded and extruded products, hose, gaskets, and sealants,
and where good damping characteristics are needed.

iv) Ethylene-Propylene Polymers

Stereo specific catalysts are employed to make synthetic rubbers

by the copolymerization of ethylene and propylene. Either monomer alone
26

polymerizes to a hard, crystallizable plastic, but copolymers containing 35

to 65% of either monomer are amorphous, rubbery solids.

Special catalysts must be employed because ethylene polymerizes many

times faster than propylene. Best results seem to be obtained with complex
catalysts derived from an aluminum alkyl and a vanadium chloride or ox
chloride.

Processing techniques and factory equipment used with other rubbers can
also be applied to these copolymers. The mechanical properties of their
vulcanizates are generally approximately equivalent to those of SBR.

Terpolymers containing ethylene, propylene, and a third monomer,

such as dicyclopentadiene, have become more popular because they contain
unsaturation and thus may be sulfur- cured by using more or less conventional
curing systems.

v) Neoprene
One of the first synthetic rubbers used commercially to the rubber industry,
neoprene is a polymer of chloroprene, 2-chlorobutadiene- 1, 3. In the
manufacturing process, acetylene, the basic raw material, is demonized to
vinyl acetylene and then hydrochlorinated to the chloroprene monomer.

Sulfur is used to vulcanize some types of neoprene, but most of the

neoprene are vulcanized by the addition of basic oxides such as magnesium
oxide and zinc oxide. The cure proceeds through reaction of the metal oxide
with

the

tertiary

allelic

chlorine

that arises from the small amount of 1,2-polymerization that occurs.

Other compounding and processing techniques follow similar procedures and

use the same equipment as for natural rubber. One of the outstanding
27

characteristics of neoprene is the good tensile strength without the

addition of carbon black filler. However, carbon black and other fillers can
be used when reinforcement is required for specific end-use applications that
require increased tear and abrasion resistance.

The neoprenes have exceptional resistance to weather, sun, ozone, and

abrasion. They are good in resilience, gas impermeability, and resistance to
heat, oil, and flame. They are fairly good in low temperature and electrical
properties.

This versatility makes them useful in many applications requiring oil,

weather, abrasion, or electrical resistance or combinations of these
properties, such as wire and cable, hose, belts, molded and extruded goods,
soles and heels, and adhesives.

1.3.PRODUCTION

World natural rubber production was 6.8 million tonnes during 19982000. It is projected to reach 7.9 million tonnes in 2010. The annual growth
rate would be 1.3 percent in the current decade, which is significantly below
the 2.9 percent during the past decade.

Rubber is produced entirely in developing countries and Asia is the largest

producing region. It is projected that total production in Asia would reach
6.8 million tones by 2010, more than 85 percent of world output, with an
annual growth rate of 1 percent. Compared with the fast growth last decade
of 2.7 percent, the slower growth is largely due to further contraction in
Malaysia and Sri Lanka, which have made efforts to diversify to more
remunerative crops. On the other hand, expansion would be less rapid in
almost all other countries except Viet Nam. Compared to 2001, production
in Thailand would even decline.
28

There are a number of reasons for this. First, a large part of the area was planted
in the 1980s and is now due for replanting and thus will to be out of production
for around six years. Second, the rate of replanting natural rubber is declining
as farmers and land shift to other employment because of the low prices seen in
recent years. Finally, there is not much new planting. Nevertheless,
Thailand is expected to retain its position as the world's largest supplier to
produce 2.2 million tones by 2010. In Indonesia, production should grow by
2.2 percent annually to reach 2.05 million tones by 2010.

While production in other major producing countries such as China and

India experience little growth, Viet Nam and the Philippines are likely
to see their production grow annually by 8.4 and 5.9 percent respectively, to
double their output by 2010.

Africa is expected to continue to increase its production to nearly 0.5 million

tonnes with an annual growth rate of 2.2 percent, which is slightly higher than
1.8 percent in the previous decade.

Latin America experienced more rapid expansion in production than other

regions. In the past decade, it grew by 8 percent annually, but growth is
expected to decline in the next decade to around 5 percent annually. Brazil is
the largest producing country in Latin America. Favourable agronomic
conditions, abundant land resources and lower labour costs are the major
factors driving the growth in production. However, given the very low
production base of only 31 000 tonnes in 1988-90, Brazil would still be a small
producing county in global terms with output of 0.12million tonnes by 2010.

29

Figure 2: Pie Chart of production of rubber

Table.1: Natural rubber, actual and projected production.

ACTUA

ESTIMATED

PROJECTED

GROWTH
RATES

1988-

1998

2001

1990
Average

2000
Average

000 tonnes

000 tonnes

WORLD
Asia
Thailand
Indonesia
Malaysia
India
Sri Lanka
Philippines
Viet Nam
China
Other Asia

6797
615
2226
1623
757
613
93
65
243
452
79

2010

1988-199

19982000

1998-2000

To 2010
% per Year

710
627
252
159
545
617
85
65
316
449
84

7870
6836
2241
2053
460
720
52
122
591
491
105

2.9
2.7
6.9
2.6
-6.3
7.8
-2.1
0.6
11.8
6.1
4.9

1.3
1.0
0.1
2.2
-4.4
1.5
-5.2
5.9
8.4
0.8
2.6
30

Africa
Liberia
Nigeria
Cote

376
101
71
115

359
109
50
109

476
157
89
126

1.8
2.6
-4.8
5.7

2.2
4.1
2.0
0.9

dIvoire
Cameroon
Other
Latin

59
31
130

60
31
144

62
42
236

5.2
4.9
8.0

0.4
2.9
5.5

America
Brazil
Other Latin

71
59

79
65

115
121

8.7
7.2

4.5
.7

America
Table.2: Natural rubber, actual and projected exports of producing countries.

ACTUAL
1988-1990
Average
000 tonnes
WORLD

ESTIMATED
19982001
Average
4 067

4 773

PROJECTED
GROWTH
2010
1988-90
19981998-2000
to 2010
Percent per year
5 020
1.6
1.3

Asia
Thailand
Indonesia
Malaysia
Sri Lanka
Vietnam
Other Asia
Africa
Liberia
Nigeria
Other Africa
Latin

3 727
1 053
1 120
1 372
91
33
59
300
84
96
120
8

4 161
1 964
1 505
352
39
230
70
338
93
49
196
9

4 046
2 059
1 420
162
32
293
80
335
109
30
196
10

1.1
6.4
3.0
-12.7
21.6
1.8
1.2
1.1
-6.4
5.0
1.2

0.9
0.0
2.1
-9.5
8.1
3.3
0.9
2.7
0.1
0.2
9.7

America
Characterized by flexibility strength and low temperature resistance as
well as excellent physical properties ideal for bonded rubber/metal elements.
Not suitable for petrol, grease, oils and ozone.

Table .3: Rubber introduction

International name:
Hardness available:

Nr
25-95 shoreA
31

Resistance to temperatures:
Short-time peak temperature:Tensile strength in
kp\sq cm(n\sq mm):
Tensile elongation in %:
Properties:
Abrasion:
Resistance to flex cracking:
Tensile strength:
Flexibility:
Strength of structure:
Resistance to light:
Resistance to oxidizing:
Resistance to ozone:
Resistance to wear and tear:
Weathering effect:
Resistance to:
Lyes:
Petrol:
Benzole:
Food stuffs:
Solvents,aliphatic:
Solvents,aromatic:
Solvents,halogene:
Oils and greases:
Acids:
Water:

-40c to +80c
+100c
250(25)
800
Good
Good
Excellent
Excellent
Excellent
Bad
Moderate
Moderate
Very good
Good
Good
Not suitable
Not suitable
Suitable
Not suitable
Not suitable
Not suitable
Not suitable
Conditional
Good

Table.4 : Nature of waste in India.

Method

23 Cities*

Land dumping

89.9

Composting

8.6

Others

1.6

Table.5 : Waste
disposal in

Indiancities (%)
32

Population

No. Of cities

Rubber, leather

(million)

surveyed

0.1 to 0.5
0.5 to 1.0
1.0 to 2.0
2.0 to 5.0
5.0 +

12
15
9
3
4

0.78
0.73
0.71
0.48
0.28

OUTCOME OF RUBBER AS A WASTE

On a global level, environmental issues include damage to the ozone layer, the increase
of atmospheric carbon dioxide because of fossil fuel use and forest destruction.
On a national level unsustainable land use causes soil erosion, air and water pollution,
etc.
Production and consumption of commodities generate social costs and social
benefits.Part of the total cost is private and internal to the producers of the
commodity, while others such as pollution are external to them but impact on others.

External costs for NR production are, for example, rubber factory effluents and
dust generation. Even continuous low prices of rubber can be a further
potential for environmental damage, as the steady fall in income may encourage
some commodity exporting countries to increase their production to maintain
revenue, and hence cause further environmental damage.

1.4 DETAIL DESCRIPTION OF PROBLEM

Throughout the world, the disposal of used tires is a major environmental problem
causing environmental hazards such as breeding ground for mosquitoes,
producing uncontrolled fire and they are contaminating the soil and vegetation.
33

Therefore, there is an urgent need to identify `alternative outlets for these tyres,
with the emphasis on recycling the waste tyre.

1.5 OBJECTIVES:
OPTIONAL SOLUTION
1.5.1. Tyre pyrolysis
The pyrolysis method for recycling used tires is a technique which heats
whole or shredded tires in a reactor vessel containing an oxygen free
atmosphere and a heat source. In the reactor the rubber is softened
after which the rubber polymers continuously breakdown into smaller
molecules. These smaller molecules eventually vaporize and exit from the
reactor.

They remain as a gas which can be burned as fuel. The minerals that were
part of the tire, about 40% by weight, are removed as a solid. When
performed well a tire pyrolysis process is a very clean operation and has
nearly no emissions or waste.

34

Fig.3:Tyre pyrolysis
The properties of the gas, liquid and solid output are determined by the type
of feed stock used and the process conditions. For instance whole tires
contain fibers and steel. Shredded tires have most of the steel and sometimes
most of the fiber removed. Processes can be either batch or continuous.
The energy required to drive the decomposition of the rubber include using
directly fired fuel (like a gas oven), electrical induction (like an electrically
heated oven) or by microwaves (like a microwave oven). Sometimes a
catalyst is used to accelerate the decomposition .
The solid stream also includes the minerals used in rubber manufacturing.
This high volume component of tire pyrolysis, until recently, has made the
economic viability very difficult to achieve. Over the past five years two
or three companies have discovered ways to recover the carbon in its
original form. These companies have been commercially producing and
selling recovered carbon black based products that successfully supplement
virgin carbon black in rubber and plastics .

1.5.2. Landfill disposal

Tires are not desired at landfills, due to their large volumes

and75%voidspace,which quickly consumes valuable space.

Tires can trap methane gases, causing them to become buoyant, or bubble
to the surface. This bubbling effect can damage landfill liners that have
been installed to help keep landfill contaminants from polluting local surface
and ground water.

35

Shredded tires are now being used in landfills, replacing other construction materials, for a lightweight backfill in gas venting systems, leachate

collection systems, and operational liners. Shredded tire material may also
be used to cap, close, or daily cover landfill sites.

Scrap tires as a backfill and cover material are also more cost-effective, since
tires can be shredded on-site instead of hauling in other fill materials.

1.5.3. Stockpiles and illlegal dumping

Tire stockpiles create a great health and safety risk. Tire fires can occur
easily,burning for months, creating substantial pollution in the air and
ground. Recycling helps to reduce the number of tires in storage.

An additional health risk, tire piles provide harborage for vermin and a
breeding ground for mosquitoes that may carry diseases. Illegal dumping of
scrap tires pollutes ravines, woods, deserts, and empty lots; which has led
many states to pass scrap tire regulations requiring proper management.

Tire amnesty day events, in which community members can deposit a limited
number of waste tires free of charge, can be funded by state scrap tire
programs, helping decrease illegal dumping and improper storage of scrap
tires.

36

Figure4 : Landfill Disposal

Figure.5: Stockpiles and illegal dumping.

1.6.RUBBERS AS A COMPONENT OF CONCRETE

1.6.1. Rubberised concrete

The concrete mixed with waste rubber added in different volume proportions
is called rubberized concrete and is an infant technology. Partially replacing
the coarse or fine aggregate of concrete with some quantity of small waste
37

tire cubes can improve qualities such as low unit weight, high resistance to
abrasion, absorbing the shocks and vibrations, high ductility and brittleness
and so on to the concrete.

Moreover the inclusion of rubber into concrete results in higher resilience,

durability and elasticity. In constructions that are subject to impact effects
the use of rubberized concrete will be beneficial due to the altered state of its
properties.

1.6.2. Roughness, Impact Resistance, Heat And Sound Insulation

Rubberized concrete did not exhibit brittle failure when specimens
loaded in compression. It is due to its ability to with stand large tensile
deformations, the rubber particles act as springs, delaying the widening
of cracks and preventing full disintegration of the concrete mass.

Rubberized concrete will give better performance than conventional

concrete where vibration dumping is required, such as in building as an
earthquakes shock-wave absorber, in foundation pads for machinery, and in
Railway stations.

When rubber aggregates were added to the mixture, the impact resistance of
concrete is increased, Rubber aggregates in concrete also make the material
a better thermal insulator, which could be very useful especially.

In the wake of energy conservation requirements. From fire test it was

observed that flammability of rubber in rubber concrete mixture was
reduced by the presence of cement mixture is satisfactory. In this connection
more testing is needed.

38

1.6.3.Benefits Of Using Rubber As Concrete

Recycling of scrap tires suggesting an environmental solution.
Reduction of plastic shrinkage cracking.
Diminishment of the vulnerability of concrete to catastrophic failure.

39

2. LITERATURE REVIEW

2.1 Use of Recycled Tires as Partial Replacement of Coarse Aggregate in the

Production of Concrete

Michelle Danko, Edgar Cano, Jose A. Pena

Purdue University Calumet

Abstract
The waste generated due to rubber in various forms such as tires, being nonbiodegradable poses severe fire, environmental and health risks. Aside from tire
derived fuel, the most promising use of recycled tires is in engineering
applications as artificial reefs, erosion control and aggregates for asphalt and
concrete. The use of recycled tire rubber as partial aggregate in concrete has
great potential to positively affect the properties of concrete in a wide spectrum.
Concrete is one of the most popular construction materials. Due to this fact, the
construction industry is always trying to increase its uses and applications and
improving its properties, while reducing cost. In general, concrete has low
tensile strength, low ductility, and low energy absorption. Concrete also tends
to shrink and crack during the hardening and curing process. These limitations
are constantly being tested with hopes of improvement by the introduction of
new admixtures and aggregates used in the mix. One such method may be the
introduction of rubber to the concrete mix. It is a perfect way to modify the
properties of concrete and recycle rubber tires at the same time. The objective
of this research is to test the properties of concrete when recycled rubber from
automotive tires is used as a partial

40

aggregate. Special attention is being given to the use of modified surface rubber.
Pre-treating the rubber with a sodium hydroxide (NaOH) solution modifies its
surface and allows the rubber to better adhere with the cement paste. For this
research, the recycled tires were surface-treated with a NaOH saturated aqueous
solution for 20 minutes, then washed under running water and left to air dry.
Compressive, splitting tensile and flexural strength was measured in concrete
mixes with 10%, 15% 1nd 20% substitution of natural aggregate by recycled
rubber with no pretreatment and with surface modification.

41

Experimentation
It consists of two tests.
Test program I consisted of four concrete mixes: one control mix with no
recycled shredded tire and three mixes with 10%, 15% and 20% replacement
of natural aggregate by volume.
Test program two consisted of three concrete mixes prepared with partial
replacement of natural aggregate on the amount of 10%, 15%, and 20% by
volume which was pretreated with a saturated sodium hydroxide (NaOH)
solution to modify the surface of the particles and improve the adhesion
between the cement paste and the rubber particles.

Conclusion Of the Experiment

The pretreated rubber concrete is able to achieve higher compressive

Strength.
The pretreated rubber concrete is able to achieve higher splitting tensile
strength
It was noted that the slump was reduced as the percentage of rubber was
increased.
Higher air content in concrete mixtures containing rubber when compared
to control mixtures, even without any air-entrainment admixtures being
introduced, has been reported.
Concrete containing rubber aggregate has a higher energy absorbing
capacity referred to as toughness.

42

2.2 Strength and Durability studies of Self Compacting

RubberisedConcrete(SCRC)
By: N. GANESAN, BHARATI RAJ.J & A.P. SHASHIKALA

Abstract

This paper emphasizes the need for MORE USEFUL applications of

WASTE RUBBER than as a material for Landfilling
Self CompactingRubberised Concrete can be used as a solution.
Use of SCRC has many economic and environmental advantages as scrap
rubber is effectively used in construction and also we can save cost of
Coarse of Fine aggregates.
SCRC requires slightly higher content of Superplasticizer than conventional
Self Compacting Concrete at the same water/cement ratio.

Materials used
OPC Grade 43 conforming to IS: 12269: 1987
Fly Ash with consistency of 45%
River sand passing through 4.75 mm sieve and having Specific Gravity of
2.54
Coarse aggregates of max size 12mm
Fine rubber of size 4-5 mm with Specific Gravity of 1.14
Addition of FINE RUBBER in SCRC was 15% by volume of FINE
AGGREGATES. The mix became less workable hence Superplasticizer
content was increased.
This paper reports Strength and durability characteristics of SCRC for
specimens of 30-50 Mpa. Water/cement ratio was changed accordingly for
different strength requirements. The mixes were also checked for Self
Compactability
43

Durability tests included tests for Water absorption, Abrasion Resistance,

Water permeability, etc.
Six specimens were caste
Conclusion
There was a reduction in Compressive strength of sample due to addition of
rubber
All evaluated durability tests were found out to be within limits permitted
by the codes for normal concrete.
SCRC has better durability than SCC

2.3.Utilization of Waste Tires in the Production of Non-Structural

Portland Cement Concrete By
Prof. Osama A. Abaza.

Abstract

This paper aims to explore the potential utilization of waste crumb tires in
various Portland Cement Concrete categories for the production of nonstructural Portland cement concrete. Fine aggregate (sand) was replaced using
volumetric method by waste crumb tires with 0, 25,50, 75, and 100%
replacements for the various PCC categories of B-150, 200, 250, 300, and B450 kg/cm2.Physical characteristics on fresh and hardened concrete were
studied by various tests.Concrete mixes which contained waste crumb were
compared with those that had0%replacement.Compressive strength, density,
and modulus of elasticity decreased as the percent replacement by waste
crumb tires increased; water absorption initially decreased and started to
increase after an increasing in the percent of replacement, slump showed no
significant change.Abrasion resistance, noise and thermal insulation increased
as the percent replacement increased.Finally it is recommended to use waste
crumb tires for non-structural Portland cementconcrete, such as floor rips,
44

partitions, back stone concrete, concrete blocks, and other non-structural uses.

Conclusions

Based on the results and analysis done as a part of this research, the
following can beconcluded:
1. Compressive strength decreases as the percent of waste crumb tire
replacement increases for various PCC categories.
2. Density decreases as the percent of waste crumb tire replacement
increases for various PCC categories.
3. Water absorption decreases at 25% replacement and pounces back
approximately to its original value at 50% replacement, and then starts to
increase as waste crumb tires increases.
4. Slump test results showed no change in consistency during all mixes;
there was no
effect of increasing waste crumb tires replacement on consistency.
5. Abrasion increases as waste crumb tires increases.
6. Modulus of elasticity decreases as waste crumb tires replacement
increases.
7. Noise insulation increases as percent of crumb waste tires increases. At
low noise
levels, higher insulation of noise occurred than that of high levels of noise.
8. Thermal insulation increases as waste crumb tires percent increases.

45

2.4.Process For Preparing A Rubber Scrap Composition By

Steven S. Lalwani, William G. Pursell, Charles J. Horner.

Abstract : A process and apparatus is provided for making a rubber-like product

from rubber scrap, such as recycled tire scrap. The process includes mixing the
rubber scrap with from 1 percent to 15 percent, with respect to the weight of the
rubber scrap, of added sulphur, and applying a pressure thereto of about 1000 to
3000 pounds per square inch for 1 to 10 minutes at a temperature of from about
250 degrees F. to about 450 degrees F. In addition, 1 to 8 percent, with respect to
the weight of the rubber scrap, of antioxidants and antiozonants are added to the
mixture of rubber scrap and sulphur.

Conclusions:
A process and apparatus is provided for making a rubber-like product from rubber
scrap, such as recycled tire scrap. The process includes mixing the rubber scrap
with from 1 percent to 15 percent, with respect to the weight of the rubber scrap,
of added sulphur, and applying a pressure thereto of about 1000 to 3000 pounds
per square inch for l to 10 minutes at a temperature of from about 250 degrees F.
to about 450 degrees F. In addition, 1 to 8 percent, with respect to the weight of
the rubber scrap, of antioxidants and antiozonants are added to the mixture of
rubber

scrap

and

sulphur.

The

sulphur

is

free

sulphur.

Derivative

sulphurcompounds,or like vulcanizing agents, can be added in place of the free

sulphur of about 1 to 45 percent of the weight of the rubber scrap. The rubber scrap
is buffing of recycled tire rubber, or powder made from recycled tire rubber.An
apparatus for carrying out the process is also provided. The apparatus includes a
heavy duty mixer for making the mixture of the rubber scrap and sulphur and
46

antioxidants and antiozonants. The apparatus also includes a compression molding

and heating apparatus for applying the pressure and temperature to the mixture.
The process is particularly suitable for making roofing products.

The rubber scrap is buffing of recycled tire rubber, or powder made from recycled
tire rubber.An apparatus for carrying out the process is also provided. The
apparatus includes a heavy duty mixer for making the mixture of the rubber scrap
and sulphur and antioxidants and antiozonants. The apparatus also includes a
compression molding and heating apparatus for applying the pressure and
temperature to the mixture. The process is particularly suitable for making roofing
products.

47

2.5.Method For Effectively Utilizing Waste Tires By

AkikazuTsuda, Motokazu Kikuchi, TadatoshiShimazaki.

Abstract

Waste tires are used in production of cement using arotary kiln for saving the use of
fuel by feeding waste tires as such or crushed waste tire pieces to the position where
the temperature of the exhaust gas in this apparatus is 600-1,400 C. in an amount
of not more than 60% of the total used fuel calculated as heat energy.

Conclusions.

The present invention has the following merits.

1. A large amount of waste tires can be treated.
2. Since waste tires are used as fuel, the heat energy of the rubber itself can be
effectively utilized.
3. A very large cost is needed for obtaining & divided tire powders but in the
method of the present invention the object can be attained by roughly crushed
pieces having a grain size of more than 5 mm, so that the treatment for obtaining
such crushed pieces is simple.
4. The quality of the cement obtained is not adverselyaffected.

5. The secondary public nuisance due to burning of waste tires does not occur.
Rather, the amount of NOx generated in the conventional burning of cement can
be
reduced.
48

6. Waste tires can be used directly without crushing waste tires, so that this method
is advantageous in view of noise of crushing and cost.
7. Waste tires including steel can be directly used in the apparatus for burning
cement.

49

3. MATERIALS
3.1.1.Coarse& Fine Aggregate
Properties of concrete
Though all Portland cement are basically the same, eight types of
cement are manufactured to meet different physical and chemical
requirements for specific applications. Type I Portland cement, which is a
general Portland cement suitable for most uses was selected for use in this
study. Portland cement is a powdery substance made by burning, at a high
temperature, a mixture of clay and limestone producing lumps called
clinkers which are ground into a fine powder consisting of hydraulic
calcium silicates.
Concrete is an artificial conglomerate stone made essentially of Portland
cement, water, and aggregates.

Fig.6 : Material of concrete

A literature review of the effect of aggregate characteristics on the

performance of Portland cement concrete, use of high-micro fines content
and some proportioning methods is presented in this chapter.
50

Portland cement concrete (PCC) is widely used in highway constructions.

It has excellent compressive strength but poor tensile strength and very low
toughness.
This is a phenomenon that is noticed with concrete, that is, if the strength
increases then the toughness decreases. It is desired that PCC should have
both high toughness and high tensile strength.
The binding quality of Portland cement is due to the chemical reaction
between
cement and water, called hydration. The less porous the cement paste, the
stronger the concrete. In mixing concrete, therefore no more water than is
necessary should be used to make the concrete plastic and workable.
Advantages of reducing water content:

1.Increase compressive strength.

2.Increase water tightness

3.Lower absorption

4.Increase resistance to weathering

5.Better bond between successive layers

ii) Shape

Shape is related to three different characteristics: sphericity, form, and

roundness [Galloway, 1994]. Sphericity is a measure of how nearly equal are
the three principal axes or dimensions of a particle. Form is the measure of
the relation between the three dimensions of a particle based on ratios between
51

the

proportions

of

the

long,

medium,

and short axes of the particle. Form, also called shape factor, is used to
distinguish between particles that have the same numerical sphericity
[Hudson, 1999].
However, different definitions exist that do not necessarily correlate.
Besides sphericity and shape factor, two more parameters have been
defined in order to describe the shape of aggregates better: the elongation
factor and the flatness factor. If the principal dimensions of a particle are L, I,
S (long, intermediate, short):

Elongation = I/L (2.4)

Flatness ratio = S/I (2.5)

According to Kwan [2001] there are two other characteristics which he

terms roundness and angularity. Angularity is related to the sharpness of
the edges and corners of a particle, while roundness attempts to describe the
outline of the particle, which may be measured in terms of convexity.
Angularity can be defined numerically as the ratio of the average radius of
curvature of the corners and edges of the particle to the radius of the
maximum inscribed circle, but descriptive terms are commonly used as the
following used in the U.S. [Popovers, 1992].
Angular : little evidence of wear on the particle surface
Sub angular : evidence of some wear, but faces untouched sub rounded :
considerable wear faces reduced in area
Rounded : faces almost gone

52

Fig.7 : Shape of aggregate.

3.2.EFFECT OF SHAPE AND TEXTURE

Effect of shape and texture of course aggregate

Shape and texture of coarse aggregate apparently are not as important as shape
and texture of fine aggregate, but they play a role on the behaviour of fresh and
hardened concrete. Shape and texture affect the demand for sand. Flaky,
elongated,

angular,

and

rough particles have high voids and require more sand to fill voids and to
provide workable concrete, thus increasing the demand for water [Legg, 1998].
Poorly shaped Aggregates may also increase segregation.

Flaky and elongated particles tend to produce harsh mixtures and affect finish
ability [Legg, 1998]. According to Shilstone [1990], flaky and elongated particles,
principally those of intermediate sizes (between 3/8 in. (9.5mm), and No. 8 (2.36
mm)), can affect the mobility of mixtures and contribute to harshness. An excess
of poorly shaped particles could reduce the strength of concrete through the
increase of water demand.
53

In addition, flat particles can be oriented in such a way that they could impair
the strength and the durability of concrete [Galloway, 1994; Popovers, 1979]. In
concrete pavements, flat particles near the surface inhibit bleed water from
entering mortar above particle, thus contributing to the deterioration of the
surface [Kosmatka, 1994].

Packing efficiency is also affected by shape of aggregate. More coarse particles

can be packed without interference when they are cubical or spherical
[Hudson, 1999],[Legg, 1998; Popovics, 1998]. Concrete made with poorly
shaped aggregate requires more cement paste because of the higher voids content.

Consequently, it is reasonable to expect savings in cement paste of about 4

to 5 percent when cubical aggregate is used instead of flaky and elongated
particles [Hudson, 1999]. To avoid these problems, some specifications limit
the amount of flaky and elongated particles. For example, the Spanish Concrete
Standard [Ramirez, 1999] prescribes that the percentage in weight of flat
particles should be less than 35 or that the shape coefficient determined by
Equation 2.9 should not be less than 0.20.

Effect of shape and texture of fine aggregate

Shape and texture of fine aggregate have an important effect on

workability of fresh concrete and have an effect on strength and durability of
hardened concrete. In fact, the effects of shape and texture of fine aggregate are
much more important than the effects of coarse aggregate.

Sequent (cubical) or spherical particles have less specific surface

area than flat and elongated particles. Consequently, cubical or spherical
particles require less paste and less water for workability [Shilstone,1999;
54

Dewar, 1992]. Flaky and elongatedparticles negatively affect workability,

producing very harsh mixtures. For givenwater content these poorly shaped
particles lead to less workable mixtures thancubical or spherical particles.

3.3.EFFECT OF AGGREGATE CHARACTERISTICS

Aggregate characteristics have a significant effect on the behaviour of fresh and
hardened concrete. Although these effects of aggregate characteristics change
continuously as a function of particle size, the following classification will be made
according to common practice: material retained in the N4 sieve will be considered
coarse aggregate, material passing No. 4 sieve and retained in the No. 200 sieve
(75 mm) will be considered fine aggregate, and material passing No. 200 sieve
will be called hereinafter micro fines. This classification is summarized in Table.
The impact of some particle characteristics on the performance of concrete is
different for microfines, fine and coarse aggregates as well as the characterization
tests required for each of these fractions.

3.4 EFFECT OF GRADING

Grading or particle size distribution affects significantly some characteristics of

concrete like packing density, voids content, and, consequently, workability,
segregation, durability and some other characteristics of concrete.

Both coarse aggregate and fine aggregate should be uniformly graded. If fine
aggregate is too coarse it will produce bleeding, segregation and harshness, but if it
is too fine, the demand for water will be increased [Galloway, 1994]. Proper
grading should depend on shape and texture of aggregates. For instance, suitable
grading for natural sands could lead to bad results when using manufactured sands
[Hudson, 1999; Johansson, 1979].

55

Grading should also be changed depending on the construction procedures. For

example, pump able concrete requires a high fine-aggregate content, just as hand
finishing requires more fines passing the N 50 sieve than mechanical finishing does
[Galloway, 1994]. The effect of grading on strength is controversial. Although,
according to some authors, a given strength can be achieved with both well-graded
mixtures and poorly graded mixtures [Shilstone, 1990], some studies indicate that
increased strength concrete can be achieved with well-graded mixtures [Cramer,
1995].

Permeability, one of the most important factors affecting concrete durability, is

significantly related to void content of aggregate mixture: the lesser the void content,
the lesser the permeability. In reducing permeability, it is desirable to have the highest
aggregate content possible. Consequently, well-graded mixtures produce concrete
that is more durable.

3.5 CEMENT CHARACTERISTICS

The hydration reactions by virtue of which Portland cement becomes a bonding agent
take place in a water-cement paste. In the presence of water the four major
constituents of cement (tricalcium silicate, tricalcium silicate, tricalcium aluminate
and tetra calcium aluminoferrite) form products of hydration, which in time produce
a firm and hard mass, the hydrated cement paste [Neville, 1996].

The physical properties of the calcium silicate hydrates are of interest in connection
with the setting and hardening properties of cement. Hardening in cement refers to
the gain of strength of a set cement paste. Mass hardens gradually due to the loss of
water either by external drying or by hydration of the inner anhydrite core of the
cement grains; in this manner cohesion is obtained. Attempts have been made to
generate strength prediction equations for mortar based on parameters that include,
in addition to the main compound composition, terms for SO3, CaO, MgO and the
water/cement ratio, but the reliability of prediction is marginal.
56

The strength of concrete depends on the cohesion of the cement paste, on its adhesion
to the aggregate particles, and to a certain extent on the strength of the aggregate itself
(i.e. its ability to resist the stresses applied to it). There are several forms of strength
tests: direct tension, direct compression, and flexure. Flexure determines the tensile
strength in bending because hydrated cement paste is considerably stronger in
compression than in tension. Strength of concrete is commonly considered its most
valuable property.

Strength usually gives an overall picture of the quality of concrete because strength
is directly related to the structure of the hydrated cement paste. Moreover, the
strength of concrete is almost invariably a vital element of structural design. The
shape of the solid particles and their modulus of elasticity also influence the stress
distribution and, therefore, stress concentration, within concrete.

3.6 CONCRETE PROPERTIES

Tracing some of the fresh and hardened concrete properties back to the influences
of the cement can often answer both fundamental questions and more complex
problems in concrete construction.

3.7 ADMIXTURE COMPATIBILITY

Admixtures are chemicals added to concrete in small quantities for a specific function
(for example water-reducing, set-retarding, or set-accelerating). These chemicals
affect the hydration and/or are absorbed by the cement particles. Certain combinations
of chemicals and cement properties may adversely affect the setting behavior and
be deemed incompatible. Examining the chemistry of the hydration reactions and
the components of the cement can give clues to the source of the incompatibility.

57

3.8.STRENGTH GAIN

The ultimate compressive strength and rate of strength development of concrete is

strongly influenced by the chemical reactivity of the portland cement. Varying
hydration rates of the different cement compounds can help explain how the relative
proportions of these compounds affect the rate of strength gain. For instance, the C2S
reacts slowly and contributes to long-term strength gain. C3S, on the other hand, has
a much faster hydration rate, and contributes to higher early-strength gain. Thus,
cement with a higher proportion of C3S - as is the case with most of todays cementswill tend to have a higher early strength, and allow for early form removal or posttensioning.

Fig.8 : Strength gain diagram.

3.9.RUBBERCHARACTERISTICS
Introduction
Research on cement-based products modified with tyre rubber - such as concrete and
mortar - has been carried out for many years in order to examine the potential
58

utilization of waste tyres in concrete production. Waste tyres have been used to
partially replace the aggregates in mortars and concrete. Tyre rubber can be used to
produce workable concrete for specific applications, provided that adequate selection
processes are undertaken - including the amount, gradation and shape of tyre particles.
This section deals with the properties of either mortar or concrete modified with waste
tyre rubber.

1.Specific weight

The specific weight of concrete modified with waste rubber reduces as the level of
substitution of aggregates with tyre particles increases. This reduction can be
attributed to the specific weight of tyre rubber being lower than that of traditional
aggregates (0.9-1.16 g/cm3 for tyre rubber compared with 2.65-2.67 g/cm3 for
aggregates). However, Khatib and Bayomy (1999) showed that the decrease in
specific weight is almost negligible for rubber contents lower than 10-20% of the total
aggregate volume.

2.Workability

The workability, defined as the ease with which concrete can be mixed, transported
and been put into moulds, is affected by the interactions of tyre rubber particles and
mineral aggregates. Rubberized concrete has been found to be less workable than
conventional concrete as the rubber content increases. It was also observed that
mixtures made with fine crumb rubber were more workable than those made with
coarse tyre chips or a combination of tyre chips and crumb rubber.

Conversely, studies by the current authors on cement mortars showed that the
workability of mortars with coarse rubber particles (maximum size of 4 mm) is better
that of mortars including fine rubber particles (0-1.18 mm). On the other hand,
Raghavan et al. (1998) reported that mortars modified with tyre shreds achieved
workability comparable with or better than conventional mortars.
59

3.Water absorption

The durability of a material is often related to its capacity to resist water absorption.
The primary transport mechanism by which water enters cement composites is the
use of waste tyre rubber in civil engineering works 217 capillarity by suction. The
smaller
the capillarity, the higher the durability of the composite. According to Segre and
Joekes (2000), cement paste modified with tyre rubber particles is characterised by
a decrease in both the amount of capillary water absorption and its speed with
an increase in rubber content.
This decrease can be attributed to the smaller volume of pores in the mortars and to
the fact that these pores can not be easily reached by the water. Moreover, Benzoic
etal. (2007) investigated the water absorption of cement composites containing
shredded rubber wastes; tyre rubber has been used as a partial replacement for cement
in order to develop lightweight construction materials.

Test results for the hydraulic transport properties showed that incorporation of tyre
rubber into such composites tends to reduce the water absorption of the composites.

4.Mechanical characteristics
Rubber aggregate substitution is found to decrease the strength of cement-based
products. This reduction varies depending upon the percentage, the size and the
surface texture of the rubber particles as well as the type of cement. Li et al. (2004)
concluded that concrete containing waste tyre rubber in the form of fibers has higher
strength compared with that made with larger rubber particles (chips).

Using crumb rubber (particles ranging in size from 4.75 mm to less than 0.075 mm)
to replace fine aggregates resulted in a reduction in concrete strength and this decrease
is even greater when crumb rubber was used to replace the coarse aggregates.
An increase in the crumb rubber percentage resulted in further decrease in
60

strength
properties.

This decrease is attributed to the weak bonding between the rubber particles and
the cement matrix. Further research to improve this bonding has therefore
been conducted.

Rubber particles were pre-treated/washed using various methods including water,

sate- rated aqueous solution of NaOH and coupling agent in addition, the following
admixtures were added to the concrete mixtures: an Underwater Concrete System
super plasticizer; a 60% anionic asphalt emulsion (Oikonomou et al., 2006); and SBR
latex (Lee et al., 1998; Oikonomou et al., 2006). It has been noted that concrete
containing water- washed rubber particles or rubber particles treated with carbon
tetrachloride showed a smaller reduction in compressive strength compared with
concrete containing untreated rubber particles.

Meanwhile, the addition of latex in cement- based products results in an even smaller
reduction in compressive strength because the latex enhances the adherence of the
rubber particles and the cement mixture.

As far as flexural and split tensile strengths are concerned, it was observed that these
properties decreased at a slower rate compared with compressive strength. As
expected, since the strength of cement composites modified with tyre rubber
decreases and given the fact that mechanical strength is closely related to the dynamic
modulus of elasticity, the dynamic modulus of elasticity decreases with the increase
in rubber percentage. This reduction results in the production of a less brittle.

5.Durability
There has not been a great deal of research on the durability of concrete modified with
waste rubber. Cement mortars containing waste rubber showed a decrease in chloride
ion penetration as the percentage of tyre rubber increases. There is a further decrease
61

in chloride ion penetration when adding commercial products comprising an anionic

bitumen emulsion and SBR. On the other hand, according to Google and Gurneys,
for a given water: cement ratio and with a moist curing period of 3 and 7 days, the
use of rubber increased the chloride ion penetration through concrete and the degree
of permeability depended on the rubber percentage used.

3.10.TECHNICAL ANALYSIS

Materials Used:
The basic material of concrete e.g. cement, sand,aggregate and scrap tyre rubber
are used.Portland-pozzolana cement can be produced either byintegrating
the predetermined quantities of Portlandcement clinker and pozzolana (15 to 35%
by mass ofPortland-pozzolana cement) together with small amountof gypsum, or
by intimately and uniformly blending Portland cement having predetermined
fineness and fine pozzolana. This cement produces less heat of hydration and offers
greater resistance to the sulphate attack and chloride-ion penetration due to
impurities in water than normal Portland cement. It is particularly useful in marine
and hydraulic construction, and other mass concrete structures like dam, bridge
piers and thick foundations.
Table .6.:( Physical Properties of Portland Pozzolana Cement)
Characteristics

Normal

Value

Value

obtained

specified by

30

NA

324

300 (min)

34
584
3.18

30 (min)
600 (max)
3.15

18.41

16 (min)

consistency (%)
Fineness (m2/kg)
Setting time
(minutes)
(a) Initial
(b) Final
Specific gravity
Compressive
strength (Mpa)
(a) 3 days

62

(b) 7 days
(b) 28 days

26.90
44.95

22 (min)
33(min)

(Courtesy of Scrap-Tyre-Rubber Replacement for Aggregate in Cement Concrete:

Experimental Study K. C. PANDA 1, P. S. PARHI 2 and T. JENA)
The cement used for the present investigation was Portland-PozzolanaCement.It is
conformed to the requirement of Indian Standard specification IS: 455 (1989).
The results are given in Table 1. The tests on cement were carried out as per IS:
4031(1988). Blaines apparatus and Le-Chaterlier flasks were used to find out
fineness and specific gravity of cement respectively.

The physical properties of Portland-pozzolana cement were determined according

toIS:455(1989), tested according to IS:4031(1999) and compared with
therequirements of IS: 455(1989). The physical properties of Portland pozzolana
cementare given in Table.

Scrap Tyre Rubber:

Tyre may be divided into two types - car and truck tyres. Car tyres are different
from truck tyres with regard to constituent materials (e.g. natural and synthetic
rubber).

Fig.9 : Rubber Samples (Before Cutting)

63

In the present study the old rubber from heavy vehicles,such as truck tyre was
used. The chipped rubber samples were obtained by cutting the tyre manually.

Fig.10: Rubber of tyre manually cut

The scrap tyre rubber chips passing through the 20 mm sieve size were used in
the study.
The physical property (specific gravity) of rubber was found to be1.114 from the
tyre companys website.
Rubber samples before cutting are as shown in Fig.
After Cutting, Chipped Rubber Samples are shown in Fig.

64

Fig.11 : Chipped Rubber Samples

Aggregate:
Natural river sand with a maximum size of 4.75 mm was used as fine aggregate.
Crushed stone with a maximum size of 20 mm was used as coarse aggregate.

It was tested as per Indian Standard specification IS: 83(1970)The physical

properties of aggregate were tested according to IS: 2386(1963).

The physical properties of fine and coarse aggregate are presented in table

Table .7:( Physical properties of fine and coarse aggregate)

Property

Bulk density

Material

Fine

Coarse

aggregate

Aggregate

1731

1547

(kg/m3)

65

Specific

2.55

2.88

3.48

6.44

0.42

1.54

gravity
Fineness
modulus
Water
absortion (%)

Mix Identity

Mix proportions

MC-OO

M35 concrete with 100% coarse aggregate

MCR 3

M35 concrete with 97% coarse aggregate + 3% tyre rubbe

MCR 6

M35 concrete with 94% coarse aggregate + 6% tyre rubbe

66

4.PROBLEM STATEMENT
The use of admixtures in the concrete has been limited due to
extreme changes in strength and stability. Inclusion
of rubber in concrete mix enhances the stability with
workable concrete, but results in lower strength as compare to
standard concrete strength. Additional measures
are required to compensate for the reduced strength of concrete.
In addition, using waste rubber promotes
the development of ecofriendly concrete and encourages sustainable
production, which is receiving greater attention nowadays. The objective of

the given study is to compare the Compressive Strengths of Standard M20

Concrete, Rubberized M20 Concrete having Cubical Aggregates and

Rubberized M20 Concrete having Angular Aggregates. To find the areas of

application of rubberized concrete based on the reports.

SITE VISIT FOR THE ON FIELD EXPERIMENT

Site:Kanankia Rainforest
Location: Marol,Andheri(East)
Assisted by :Nitesh Gupta, Quality Control Engineer
67

5. TEST FOR THE COMPRESSIVE STRENGH OF

THE CONCRETE WITH CUBICAL AGGREGATES
OF SIZE 20MM
Material Arrangement(Rubber)
Scrap Rubber tyres of cubical shape having size of 20mm
Specific gravity of Rubber 1.15
Avg Compacted Density 710 kg/ cubic meter

Figure 10:Coarse aggregates replaced by Cubical Rubber Aggregates

68

Samples & Mix Design for Cubical Rubber Sample 6% replacement of 20mm Coarse aggregates
Six cubes of 0.003375 cubic meter were casted
Cubes to be tested at 7 days and 28 days for Compressive Strength
Cement- 9.15 kg
Fly Ash- 3.66 kg
C/sand- 33.07 kg
20mm aggregates- 20.27 kg
10mm- 14.91 kg
Water- 7.48 kg
Rubber- 1.32 kg
Admixture- 0.147 grams
Admixture used : ASSOCIATE FRX FINE PLUS ( NAFTA BASE Product)
Note:Coarse Aggregates of 20mm having Angular Shape were replaced with
rubber cubes of 20mm. Therefore there will be a difference in the Bonding and
Strength as the bond with cubical rubber aggregates is not very strong. Further
experiment of casting cubes will be carried out by replacing Coarse aggregates
with Angular shaped scrap rubber.

69

PROCEDURE
1. The raw materials are weighed as per the requirements of the mix
design.
2. Then dry mixing of the aggregates along with cement is done in a
drum mixing machine.
3. After this water is added and the required dosage of Admixture is
added for the required Workability.
4. After mixing for reasonable amount of time, Slump Test is carried out
for the mix.
5. After this, the concrete is filled in casting cubes and then tamping is
carried out.
6. Six Concrete cubes of volume 0.003375 cubic meter are casted and the
samples have been given for testing their Compressive Strength at 7
and 28 days.

Figure 11: Mixing of the concrete

70

Figure 12: Tamping the concrete while casting the cubes

71

RESULT: Test Reports of M20 Rubberized Concrete having Cubical Rubber

Aggregrate.

72

6. TEST FOR THE COMPRESSIVE STRENGH OF THE

CONCRETE WITH ANGULAR AGGREGATES OF SIZE
LESS THAN 12 MM

Material Arrangement(Rubber) :
Scrap Rubber tyres of angular shape having size of less than 12mm
Specific gravity of Rubber 1.15
Average Compacted Density 710 kg/ cubic meter

Samples & Mix Design for Angular Rubber Sample 6% replacement of 20mm Coarse aggregates
Six cubes of 0.003375 cubic meter were casted
Cubes to be tested at 7 days and 28 days for Compressive Strength
Cement- 8.13 kg
Fly Ash- 3.25 kg
C/sand- 29.40 kg
20mm aggregates- 18.02 kg
10mm- 13.25 kg
Water- 6.65 kg
Rubber- 1.17 kg
Admixture- 0.131 grams
Admixture used: ASSOCIATE FRX FINE PLUS ( NAFTA BASE Product)
73

Note: Coarse Aggregates of 20mm having Angular Shape were replaced with angular
rubber aggregates of less than 12mm. Therefore there will be a difference in the
Bonding and Strength.

PROCEDURE:
1. The raw materials are weighed as per the requirements of the mix
design.
2. Then dry mixing of the aggregates along with cement is done in a
drum mixing machine.
3. After this water is added and the required dosage of Admixture is
added for the required Workability.
4. After mixing for reasonable amount of time, Slump Test is carried out
for the mix.
5. After this, the concrete is filled in casting cubes and then tamping is
carried out.
6. Six Concrete cubes of volume 0.003375 cubic meter are casted and the
samples have been given for testing their Compressive Strength at 7
and 28 days.

74

Figure 13: Angular rubber aggregates of less than 12mm

RESULT: Test Reports of M20 Rubberized Concrete having Angular Rubber

Aggregrate (less than 12mm)

75

7. TEST REPORT OF STANDARD M20 CONCRETE

Samples & Mix Design for Standard Sample Six cubes of 0.003375 cubic meter were casted
Cubes to be tested at 7 days and 28 days for Compressive Strength
Cement- 9.15 kg
Fly Ash- 3.66 kg
C/sand- 33.00 kg
20mm aggregates- 21.55 kg
10mm- 14.91 kg
Water- 7.59 kg
Admixture- 0.154 grams
Admixture used: ASSOCIATE FRX FINE PLUS (NAFTA BASE Product)

76

77

8.COMPARATIVE ANALYSIS OF THE COMPRESSIVE

STRENGTH OF THE THREE SAMPLES

At 7 Days:

Standard M20 Concrete :14.18 MPa

Concrete with Cubical Aggregates :12.56 MPa
Concrete with Cubical Aggregates:14.75 MPa

At 28 Days:

Standard M20 Concrete :24.80 MPa

M20 Concrete with Cubical Aggregates :22.25 MPa
M20 Concrete with Angular Aggregates:26.55 MPa

78

Table : Comparision of the compressive strength

Standard

Cubical

Angular

7 day

14.18

12.56

14.75

28 days

24.8

22.25

26.55

79

9.GRAPHICAL COMPARISON OF THE

COMPRESSIVE STRENGTH OF THE THREE
SAMPLES

30
25
20
STANDARD

15

CUBICAL
ANGULAR

10
5
0

7 DAYS

28 DAYS

Compressive Strength versus Time Period

X Axis: Time period (In days)

Y Axis: Compressive Strength (In MPa)

80

10. CONCLUSION

As seen in the test reports and graphical representation the compressive strength
of rubberized M20 concrete having angular aggregates was found out to be
higher than the compressive strength of standard M20 concrete and rubberized
M20 concrete having cubical aggregates .
Thus we conclude that ruberrized concrete can be used for the following
purposes:

PCC (Plain Cement Concrete)

Partition Walls: Light in weight than regular concrete therefore reducing dead
load of the structure.

Road Pavements : Due to high permeability the water can percolate inside the
soil and help in recharging the water table.

Reducing the cost of footing.

81

11. REFERENCES

IS: 516 (1959). Indian Standard Method of Tests for Strength of Concrete.
Bureau of Indian Standards, New Delhi.

Method For Effectively Utilizing Waste Tires By AkikazuTsuda, Motokazu

Kikuchi, TadatoshiShimazaki.

Process For Preparing A Rubber Scrap Composition By Steven S. Lalwani,

William G. Pursell, Charles J. Horner.

Utilization of Waste Tires in the Production of Non-Structural Portland Cement

Concrete By Prof. Osama A. Abaza. Process For Preparing A Rubber Scrap
Composition By Steven S. Lalwani, William G. Pursell, Charles J. Horne
Use of Recycled Tires as Partial Replacement of Coarse Aggregate in the Production
of Concrete ; Michelle Danko, Edgar Cano, Jose A. PenaPurdue University Calumet

82

13. BIBLIOGRAPHY
A.M.Neville ; Properties of Concrete , Pearson Education

M S Shetty; Concrete Technology , S.Chand Publication

New Delhi

M L Gambhir; Concrete Technology , Tata McGraw Hill

83