THESIS

INVESTIGATION OF
BEHAVIOUR OF
CONCRETE ON ADDING
CRUMB RUBBER
2013-2014
SUBMITTED TO-
DEPARTMENT OF
CIVIL ENGINEERING
SHARDA
UNIVERSITY
SUBMITTED BY-
ABHISHEK DIXIT
ANIL KUMAR
ABHIMANYU SARASWAT
HARSHIT RAJ

INVESTIGATION OF BEHAVIOUR OF CONCRETE ON ADDING CRUMB RUBBER
1SHARDA UNIVERSITY
COURSE PROJECT
2013-2014
SUBMITTED BY:-
ABHISHEK DIXIT 100107004
ANIL KUMAR 100107025
ABHIMANYU SARASWAT 100107003
HARSHIT RAJ 100107075
B-TECH CIVIL ENGINEERING
4TH
YEAR
DEPARTMENT OF CIVIL ENGINEERING
SHARDA UNIVERSITY, GREATER NOIDA
INVESTIGATION OF BEHAVIOUR OF
CONCRETE ON ADDING CRUMB
RUBBER

2SHARDA UNIVERSITY
ABSTRACT
One of the major environmental challenges facing municipalities around the world is the
disposal of worn out automobile tyres. To address this global problem, several studies
have been conducted to examine various applications of tyre rubber (crumb rubber). Civil
engineers around the world are in search of new alternative materials, which are required
both for cost effective solutions and for conservation of scarce natural resources like sand,
aggregate etc. The various types of aggregates presently used in the manufacturing of
concrete are depleting day by day due to non-availability and scarcity in some region in
the country. Further with the boom of multistoried complexes in India, emphasis is on
lightweight materials. Concrete technologists are continuously striving for finding new
materials of construction or the composite materials which can replace aggregates to save
cost. It is thus required that new concrete materials like blast furnace slag, fly ash, silica
fumes, waste glasses, plastic strips, scrap tyres etc are being studied. Studies on the use of
these materials revealed that their use improved certain specific properties of concrete. In
India, large-scale use of these wastes is not yet made on a wider scale, perhaps due to lack
of conclusive evidence and lack of information. Present day research reveals that if tyres
are reused as a construction material instead of being burnt (as fuel for cement kilns), the
unique properties (flexibility, light weight etc.) of tyres can once again be exploited in a
beneficial manner.
It is with this intention; an experimental study is proposed to be conducted by using
crumb rubber as partial replacement of sand in cement concrete. The present work
examined strengths (compressive, and split tensile). There were noticeable decline in the
compressive strength of the rubberized concrete strength (with M30 grade of concrete and
PPC-43 grade cement) than normal concrete; however ductility of concrete increased
when crumb rubber were added to the mixture.
Rubberized concrete mixes may be suitable for structural and nonstructural purposes such
as lightweight concrete walls, building facades and architectural units. The use of crumb
rubber in lightweight concrete is considered a potentially significant avenue. Due to
above said characteristics, the crumb rubber with concrete will find new areas of usage in
highway construction as a shock absorber, in sound barriers as a sound absorber, and also
in buildings as an earthquake shock-wave absorber.

3SHARDA UNIVERSITY
CERTIFICATE OF COMPLETION
This is to certify that the project report entitled “INVESTIGATION OF
BEHAVIOUR OF CONCRETE ON ADDING CRUMB RUBBER”
submitted by Mr. ABHISHEK DIXIT, Mr. ANIL KUMAR,
Mr. ABHIMANYU SARASWAT, and Mr. HARSHIT RAJ in partial
fulfillment of the requirements for the award of Bachelor of Technology
Degree in Civil Engineering at Sharda University, Greater Noida is an
authentic work carried out by them under my supervision and guidance.
PROJECT GUIDE (SIGNATURE OF THE EXAMINER)
PROF. MEENU KALRA
SHARDA UNIVERSITY

4SHARDA UNIVERSITY
CONTRIBUTION OF AUTHORS
In our group all the members participated very attentively and dynamically.
ABHISHEK DIXIT: casting, testing, mix design, arrangement of rubber and report
making.
ANIL KUMAR: casting, testing, mix design, arrangement of rubber and report making.
ABHIMANYU SARASWAT: casting, testing, mix design, arrangement of rubber and
report making
HARSHIT RAJ: casting, testing, mix design, arrangement of rubber and report making.
Each and every member was present at the time of each and every activity.

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ACKNOWLEDGEMENT
Apart from the efforts of our group, the success of any project depends largely on the
encouragement and guidelines of many others. We take this opportunity to express our
gratitude to the people who have been instrumental in the successful completion of this
project.
We would like to show our greatest appreciation to Prof. MEENU KALRA. We can’t
say thank you enough for her tremendous support and help. We feel motivated and
encouraged every time we attend her meeting. Without her encouragement and guidance
this project would not have been materialized.
The guidance and support received from all the members who contributed and who are
contributing to this project, was vital for the success of the project. We are grateful for
their constant support and help.

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TABLE OF CONTENTS
TOPIC PAGE NO.
CHAPTER 1 10
CHAPTER 2 14
CHAPTER 3 33
CHAPTER 4 41
CHAPTER 5 46
CONCLUSION 49
FUTURE SCOPE FOR STUDY 50
BIBLIOGRAPHY 51

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LIST OF FIGURES AND TABLES
Fig. 1.1 Used tyre waste in an open area
Fig. 1.2 Waste tyre dump on fire
Fig. 2.1 Behavior of rubber concrete specimens under compression
Fig. 2.2 Crumb rubber
Fig. 2.3 Typical shredding waste tyre machine
Fig. 2.4 Effect of crumb rubber on slump value
Fig. 2.5 Effect of crumb rubber on unit weight
Fig. 2.6 Effect of crumb rubber on air content
Fig. 2.7 Effect of crumb rubber on compressive strength
Table 3.2: Sieve analysis of fine aggregate
Table 3.3: Physical properties of fine aggregate
Table 3.5: Sieve analysis of coarse aggregate (max size 20mm)
Table 3.6: Physical properties of coarse aggregate

8SHARDA UNIVERSITY
Table5.1 Average value of cube compression
Table5.2 Average value of split tensile test compression
Fig. 2.9 Shredded scrap tyres used as road base
Fig. 2.1 Reef ball
Fig. 4.1 Rotating drum type mixer
Fig 4.1.a PVC cylindrical moulds
Fig 4.1.b Casting and vibrating

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ABBREVIATIONS USED
fc =Target mean strength of mix design
fck = Characteristic compressive strength at 28 days
t = Statistical value based on expected proportions of low result risk
V = Absolute volume of fresh concrete.
W = Mass of water per m3
of concrete.
C = Mass of cement (in Kg) per m3
of concrete
.
Sc = Specific gravity of cement.
FA, C.A = Total mass of FA and C.A (in Kg) per m3
of concrete.
SFA, CC.A = Specific gravity of FA and C.A (in Kg) per m3
of concrete.
Sc = 3.14
SFA = 2.64
SC.A = 2.68
KN = kilo Newton
mm = millimeter
cm = centimeters
Kg = kilogram
Kj = kilo joules
gm = grams

10SHARDA UNIVERSITY
CHAPTER-1
INTRODUCTION
1.1 GENERAL
The history of the cementing material is as old as the history of engineering construction.
Concrete is one of the most widely used construction material today. More than 90% of
the structures ranging from building, bridges, roads, dams, retaining walls etc. utilize the
concrete for their construction. The versatility and mould ability of this material, its high
compressive strength and discovery of reinforcing and prestressing technique has gained
its widespread use. This is the popular construction material where strength, durability,
impermeability, fire resistance and abrasion resistance are required. Strength, durability
and workability may be considered as main properties of concrete. In addition, good
concrete should be able to resist wear and corrosion and it should be water-tight, and
economical. The concrete must be strong enough to withstand without injury all the
imposed stresses with the required factor of safety. When the concrete mix has been
designed on the basis of maximum permissible water-cement ratio, keeping in view the
requirements of durability, it will develop the required strength if properly placed in
position and cured. After placing, concrete should not be allowed to dry rapidly because
moisture is very much essential for the development for its high strength. To develop a
given strength, longer time of moist curing is required at lower temperature than is
necessary while curing is done at higher temperature.
Concrete is a homogeneous mixture of binder (cement), fine aggregates, coarse
aggregates and water in some specified proportion. The properties of concrete in plastic
state/ hardened state are dependent on the properties and the type of ingredients used. So
in order to get the required type of concrete quality, it is necessary to control the
properties of the ingredient materials. A thorough knowledge of interaction of various
knowledge of interaction of various ingredients of concrete is required to be known to
manufacture a concrete with stipulated characteristics. Concrete is very good in
compression but weak in tension. Concrete can be made durable by using good quality of
materials i.e. Cement aggregates and water, by reducing the extent of voids by suitable
grading and proportionate the materials, by using adequate quantity of cement and low
water-cement ratio thereby ensuring concrete of increased impermeability. In addition,
thorough mixing, desired placing, adequate compaction and curing of the concrete is
equally important to have durable concrete.
Modifications of construction materials have an important bearing on the building sector.
Several attempts have been therefore made in the building material industry to put to use
waste material products, e.g., worn-out tyres, into useful and cost effective items. Success

11SHARDA UNIVERSITY
in this regard will contribute to the reduction of waste material dumping problems by
utilizing the waste materials as raw material for other products. The waste problem
considered as one of the most crucial problems facing the world as a source of the
environmental pollution. It is contributing as a direct form in pollution that includes the
negative effects on the health by increasing the diseases, diseases vector, percentage of
mortality and lowering the standard of living. The waste usually defined as the all
remains things resulted from production, transfer and uses processes, and in general all
transmitted things and resources that the owner or the producer wants to dispose or must
dispose to prevent the risk on the health of the human and save the environment in
general.
The proposed work presents an experimental study of effect of use of solid waste material
(crumb rubber) in concrete by volume variation of crumb rubber. One of the important
types of remains is waste tyres which have been classified as a part of municipal solid
waste (MSW), resulted from the increase of vehicle ownership and traffic volume within
the Palestinian territories. This eventually will increase consumption of tyres over time.
Current practices show that residents throw it randomly in different places such as
valleys, road sides, open areas, and waste dumpsites in improper ways taking the means
of open fire, and without consideration of risk on human health and environment.
Figurers 1.1 and 1.2 show some of the forms of dumping and wrong practices for waste
tyres.
Fig. 1.1 Used tyre waste in an open area

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Fig. 1.2 Waste tyre dump on fire
1.2 NEED AND OBJECTIVE OF THE PRESENT WORK
Hazardous waste materials are being generated and accumulated in vast quantities
causing an increasing threat to the environment. Hazardous materials can be classified as
chemical, toxic or non-decaying material accumulating with time. The accumulation of
rubber and plastic can be considered non-decaying materials that disturb the surrounding
environment. However, a positive method for disposing of this non-decaying material,
such as reuse in concrete mixes, would have a beneficial effect. One of the major
environmental challenges facing municipalities around the world is the disposal of worn
out automobile tyres. Most discarded tyres are buried in the landfills. Only fewer are used
as fuel or as raw materials for the manufacture of rubber goods. Burying scrap tyres in
landfills is both wasteful and costly. Disposal of whole tyres has
been banned in the most landfills because they are bulky and tend to flow to the surface
with time, so tyres are often shredded. If tyres are reused as a construction material
instead of being burnt, the unique properties of tyres can once again be exploited in a
beneficial manner. In this context, the use of tyre chips in lightweight concrete is
considered a potentially significant avenue. Thus, the use of scrap tyres in concrete
manufacturing is a necessity than a desire. The use of scrap tyres in concrete is a concept
applied extensively over the world. The use of scrap tyres rubber in normal strength
concrete is a new dimension in concrete mix design and if applied on a large scale would

13SHARDA UNIVERSITY
revolutionize the construction industry, by economizing the construction cost and
increasing the worn out tyre disposal. It is with this intension, an experimental study is
proposed to be conducted by using crumb rubber as sand in cement concrete.
1.2.1 Objective
The present proposal involves a comprehensive laboratory study for the newer application
of this waste material in the preparation of fibrous concrete. The primary objective of
investigation is to study the strength behavior i.e. compressive and flexural strength, and
impact resistance of rubberized concrete with different volume of crumb rubber.
Parameter to be varied in Investigation:
I. Volume variation of crumb rubber.
The proposed work is aimed to study the effect of volume variation of crumb rubber on:-
 Compressive Strength
 Split Tensile Strength
 Slump Value

14SHARDA UNIVERSITY
CHAPTER-2
LITERATURE REVIEW
2.1 GENERAL
This part presents a review of most recent literature to bring out the background of the
study to be undertaken in the present work. The research contributions, which have direct
relevance and have contributed greatly to the understanding of the behavior of the fibrous
concrete, when tyre chips and waste plastic strips are used in concrete, are described.
Early studies on the use of scrap tyres in asphalt mixes were very promising. They
showed that rubberized asphalt had better skid resistance, reduced fatigue cracking, and
achieved longer pavement life than conventional asphalt. Large benefits can result from
the use of scrap tyre rubber in Portland cement concrete (pcc) mixtures, especially in
circumstances where properties like lower density, increased toughness and ductility,
higher impact resistance, and more efficient heat and sound insulation are desired.
Although the reduction· in strength of rubberized mixtures may limit their use in some
structural applications, one can rather appreciate their future potential in their enhanced
toughness and failure mode.
Eldin and Senouci (1993), on the basis of test results, showed that there was about 85%
reduction in compressive strength and 50% reduction in tensile strength when the coarse
aggregate was fully replaced by coarse rubber chips. However, specimens lost up to 65%
of their compressive strength and up to 50% of their tensile strength when the fine
aggregate was fully replaced by fine crumb rubber. He also showed that when loaded in
compression specimens containing rubber did not exhibit brittle failure. A more gradual
failure was observed, either of a splitting (for coarse tyre chips) or a shear mode (for fine
crumb rubber). It was argued that since the cement paste is much weaker in tension than
in compression the rubberized specimen containing coarse tyre chips would start failing
in tension before it reaches its compression limit The generated tensile stress
concentrations at the top and bottom of the rubber aggregates result in many tensile micro
cracks that form along the tested specimen .These micro cracks will rapidly propagate in
the cement paste. Until they encounter a rubber aggregate. Because of their ability to
withstand large tensile deformations, the rubber particles will act as springs delaying the
widening of cracks and preventing full disintegration of the concrete mass. The
continuous application of the compressive load will cause generation of more cracks as
well as widening of existing ones. During this process, the failing specimen is capable of
absorbing significant plastic energy and withstanding large deformations without full
disintegration. This process will continue until the stresses overcome the bond between
the cement paste and the rubber aggregates.

15SHARDA UNIVERSITY
Neil N. Eldin (1993)2, analyzed the results of compressive and splitting tensile strengths
on rubberized concrete after 7 and 28 days curing and observed that there was least
change in the compressive and tensile strengths between the seventh and twenty eighth
day, when the coarse aggregates were replaced by rubber chips by a large volume i.e. for
the specimens containing 75% and 100% tyre chips. Reduction of up to 85% of
compressive and 50% of tensile strength was observed when the coarse aggregate was
replaced by rubber. A smaller reduction was observed when sand was replaced by crumb
rubber. The specimens exhibited high capacity for absorbing plastic energy under both
compression and tension loadings.
Topcu (1995)3, analyzed the results of compression tests conducted on ordinary and
rubberized concrete and observed that the compressive strength of ordinary concrete
obtained from cube tests is higher than that obtained from cylinder tests. However, the
results for rubberized concretes unexpectedly indicated the reverse. This indicates that the
mechanical strength of rubberized mixtures is greatly affected by the size, proportion, and
surface texture of rubber particles and the type of cement used in such mixtures.
Biel and Lee (1996)4, reported that the failure of plain concrete cylinder’s resulted in
explosive conical separations of cylinders, leaving the specimens in several pieces. As the
amount of rubber in concrete was increased, the severity and explosiveness of the failures
decreased. Failure of concrete specimens with 30, 45 and 60% replacement of fine
aggregate with rubber particles occurred as a gradual shear that resulted in a diagonal
failure plane. The cylinders did not separate and continued to sustain load after the initial
failure. Upon release of the load, the cylinders rebounded back to near their original
shape. The samples containing 75 and 90% fine aggregate substitution with rubber failed
through a gradual compression that appeared like a true crushing resulting in a post
failure material that was sponge-like and elastic in nature.
B.Z.Savas and D. Fedroff (1996)5, investigated the freezing and thawing durability of
rubberized. Various mixtures were obtained by adding 10, 15, 20, and 30% ground rubber
by weight of Cement to the control concrete mixture. Freezing and thawing tests in
accordance with ASTM C 666. Procedure A, Test Method for Resistance of Concrete to
Rapid Freezing and Thawing were conducted on the various mixtures. The following
conclusions were drawn:

16SHARDA UNIVERSITY
(i) As the percentage of mechanically ground waste tyre rubber in concrete was increased,
the freezing and thawing durability was decreased. Rubberized mixtures with 10 and 15%
ground tyre rubber by weight of cement exhibited durability factors higher than 60%·
after 300 freezing and thawing cycles. However, mixtures with 20 and 30% ground tyre
rubber by weight of cement did not meet this minimum acceptable limit set forth by the
ASTM standard.
(ii) For rubberized mixtures with 10, 20, and 30% ground tyre rubber, air entrainment did
not provide significant improvements in freezing and thawing durability.
(iii) During freezing and thawing tests, scaling (as measured by the reduction in weight)
increased with the increase in the number of freezing and thawing cycles and amount of
ground rubber in concrete.
A target air content of 5 to 7% is often selected to provide adequate freezing and thawing
resistance for ordinary concrete mixtures. However, it was found that rubberized mixtures
with compressive strength lower than 28 MPa (4000 psi) are not considered resistant to
freezing and thawing whether they are air-entrained or not (ACI 1991). It should be noted
that although rubberized mixtures usually have high air contents, the large-size and no
uniform distribution of trapped air voids might be a possible reason for their lack of
freezing and thawing resistance, especially for mixtures with high contents of rubber
(Topcu and Avcular 1997b).
According to D. Fedroff (1996)6, the air content increased in rubberized mixtures with
increased amounts of ground tyre rubber (Figure.2.3). Although no air entraining agent
(AEA) was used in rubberized rnixtures, higher air contents were measured as compared
to control mixtures made with an AEA (Fedroff et al. 1996). The higher air content of
rubberized mixtures may be due to the nonpolar nature of rubber particles and their ability
to entrap air in their jagged surface texture. When the nonpolar rubber is added to the
concrete mixture, it may attract air as it repels water. The air may adhere to the rubber
particles or perhaps gets trapped in their jagged texture. Therefore increasing the rubber
content results in higher air contents of rubberized mixtures (Fedroff 1995). When a
mixture of rubber, sand and water was placed in a roll-a-meter, a large portion of the
rubber floated to the top of the meter (Fedroff et al. 1996): Since rubber has a specific
gravity of 1.14, it is expected to sink rather than float. However, if air gets trapped in the
jagged surface of the rubber particles, it could cause them to float, which supports the
theory discussed above.

17SHARDA UNIVERSITY
Various studies show that the rougher the rubber particles used in concrete mixtures the
better the bonding they develop with the surrounding matrix, and therefore the higher the
compressive strength achieved. Eldin and Senouci (1993) soaked and thoroughly washed
rubber aggregates with water in order to remove any contaminants, while Rostami et al.
(1993) attempted to clean the rubber using water, water and carbon tetrachloride (CCL4)
solvent, and water and a latex admixture cleaner. Results show that concrete containing
washed rubber particles achieved about 16% higher compressive strength than concrete
containing untreated rubber aggregates. A much larger improvement in compressive
strength (about 57%) was obtained when rubber aggregates treated with CCL4 were used.
Topcu and Avcular (1997)8, studied that, the impact resistance of concrete increased
when rubber aggregates were added to the mixture. It was argued that this increased
resistance was derived from an increased ability of the material to absorb energy and
insulate sound during impact. The increase became more prominent in concrete samples
containing larger-size rubber aggregates.
It was expected that acoustical tests would substantiate the applicability of rubberized
mixtures for roadway sound barriers to reduce the effects of acoustic emissions (Tantala
et al. 1996). Wisconsin and Pennsylvania Departments of Transportation (DOTs) have
studied the noise-absorption properties of whole rubber tyres as sound barriers with
moderate success (Tantala et al. 1996). More research is required to study the sound
insulation effects of rubberized in buildings and other structures. Rubber inclusion in
concrete also makes the material a better thermal insulator, which could be very useful
especially in the wake of energy conservation requirements (Tantala et al. 1996). Also,
fire tests (Topcu and Avcular 1997a) indicated that the flammability of rubber in
rubberized mixtures (if any) was much reduced by the presence of cement and aggregates.
Although more testing is needed, it is believed that the fire resistance of rubberized
mixtures is satisfactory.
Goulias and Ali (1997)9,on basis of test results using different parameters, it was found
that the dynamic moduli of elasticity and rigidity decreased with an increase in the rubber
content, indicating that a less stiff and less brittle material was obtained. The damping
capacity of concrete (a measure of the ability of the material to decrease the amplitude of
free vibrations in its body) seemed to decrease with an increase in the rubber content.
Conversely, Topcu and Avcular (1997a), and Fatuhi and Clark (1996) recommended
using rubberized concretes in circumstances where vibration damping is required, such as
in buildings as an earthquake shock-wave absorber, in foundation pads for machinery,
and in railway stations. Results of Poisson's ratio measurements indicated that cylinders
with 20% rubber had a larger ratio of lateral strain to the corresponding axial strain than
that of 30% rubber concrete cylinders (Goulias and Ali 1997a). It was also found (Goulias

18SHARDA UNIVERSITY
and Ali 1997) that the higher the rubber content, the higher the ratio of the dynamic
modulus of elasticity to the static modulus of elasticity.
The dynamic modulus was then related to compressive strength, providing a high degree
of correlation between the two parameters. This suggests that nondestructive
measurements of the dynamic modulus of elasticity may be used for estimating the
compressive strength of rubberized. A good correlation between compressive strength
and the damping coefficient calculated from transverse frequency was also found,
indicating that the damping coefficient of rubberized may likewise be used for predicting
the compressive strength. Thus more research is required before such recommendations
can be made.
Khatib and Bayomy (1999)10, develop an experimental program to use two types of tyre
rubber in PCC mixtures and observed that as the rubber content increased, rubberized
specimens tended to fail gradually in either a conical or columnar shape failure mode.
The samples sustained much higher deformations than the control mix without rubber.
With a rubber content of 60% by total aggregate volume (fine and/or coarse), the samples
exhibited significant elastic deformation, which was retained upon unloading. Thus
flexibility and ability to deform at peak load were increased significantly by rubber
addition. Experimental results of Schimizze (1994) showed that the elastic modulus of a
concrete mixture containing coarse rubber granules replacing 100% of the coarse
aggregate volume was reduced to about 72% of that of the control mixture, whereas for a
concrete containing fine rubber granules replacing 100% of the fine aggregate volume,
the elastic modulus was reduced to about 47% of that of the control mixture. The
reduction in the elastic modulus indicates higher: flexibility, which may be viewed as a
positive gain in rubberized mixtures that could be used in stabilized base layers of flexible
pavements. Tantala (1996)' conducted a comparative study of the toughness of a control
concrete mixture and rubberized mixtures with 5 and 10% buff rubber by volume of
coarse aggregate. It was found that the toughness of both rubberized mixtures was higher
than that of the ordinary concrete mixture. However, the toughness of the rubberized
mixture with 10% bull rubber was lower than that of the rubberized mixture with 5% buff
rubber because of the decreasing ultimate compressive strength. It was also found
(Tantala et al. 1996) that acid etching of rubber particles replacing the coarse aggregate
lowered the toughness of rubberized mixtures.
Results by Topcu and Ozcclikors (1991) show that 10% rubber-chip addition increased
the toughness of concrete by 23%. They also investigated the workability of rubberized
mixtures. They observed a decrease in slump with increased rubber content by total
aggregate volume. Their results show that at rubber contents of 40% by total aggregate
volume, the slump was near zero and the concrete was not workable by hand. Such
mixtures had to be compacted using a mechanical vibrator. Mixtures containing fine
crumb rubber were, however, more workable than mixtures containing either coarse tyre
chips or crumb rubber or a combination of them.

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2.2 MATERIAL CHARACTERISTICS
2.2.1 PHYSICAL PROPERTIES
2.2.1.1 Waste tyre
According to the American society of testing and materials (ASTM) [1997c], a "waste
tyre" is defined as a tyre, which is no longer capable of being used for its original
purpose, but which has been disposed of in such a manner that it can not be used for any
other purpose. "Tyre shreds" are pieces of scrap tyres that have a basic geometrical shape
and are generally between 50 mm (2 in.) and 300 mm (12 in.). The reduction in tyre size
is commonly accomplished by a mechanical processing device called a "shredder". Tyres
retain their basic chemical properties and physical shape even when shredded into smaller
pieces.
Scrap tyres can be managed as a whole tyre, a slit tyre, a shredded or chipped tyre, as
ground rubber or a crumb rubber product.
2.2.1.2 Whole tyres
A typical scrapped automobile tyre weighs 9.1 kg (20 Ib). Roughly 5.4 kg (12 Ib) to 5.9
kg (13 Ib) consists of recoverable rubber, composed of 35 percent natural rubber and 65
percent synthetic rubber. Steel-belted radial tyres are the predominant type of tyre
currently produced in the United States. A typical truck tyre weighs 18.2 kg (40 Ib) and
also contains from 60 to 70 percent recoverable rubber. Truck tyres typically contain 65
percent natural rubber and 35 percent synthetic rubber. Although a majority of truck tyres
are steel-belted radials, there are still a number of bias ply truck tyres, which contain
either Nylon or polyester belt material.
2.2.1.3 Slit tyres
Slit tyres are produced in tyre cutting machines. These cutting machines can slit the tyre
into two halves or can separate the sidewalls from the tread of the tyre.
2.2.1.4 Crumb rubber
Crumb rubber usually consists of particles ranging in size from 4.75 mm (No.4 sieve) to
less than 0.075 mm (No. 200 sieve). Most processes that incorporate crumb rubber as an
asphalt modifier use particles ranging in size from 0.6 mm to 0.15 mm (No. 30 to No. 100
sieve). Three methods are currently used to convert scrap tyres to crumb rubber. The
cracker mill process is the most commonly used method. The cracker mill process tears
apart or reduces the size of tyre. Rubber by passing the material between rotating

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corrugated steel drums. This process creates an irregularly shaped torn particle with a
large surface area. These particles range in size from approximately 5 mm to 0.5 mm
(No.4 to No. 40 sieve) and are commonly referred to as ground crumb rubber. The second
method is the granulator process, which shears apart the rubber with
Fig. 2.2 Crumb rubber
revolving steel plates that pass at close tolerance, producing granulated crumb rubber
particles, ranging in size from 9.5 mm (3/8 inch) to 0.5 mm (No. 40 sieve). The third
process is the micro-mill process, which produces a very fine ground crumb rubber in the
size range from 0.5 mm (No. 40 sieve) to as small as 0.075 mm (No. 200 sieve). In some
cases, cryogenic techniques are also used for size reduction. Essentially, this involves
using liquid nitrogen to reduce the temperature of the rubber particles to minus 87°C (-
125°F), making the particles quite brittle and easy to shatter into small particles. This
technique is sometimes used before final grinding.

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2.2.1.4.1 Manufacturing of crumb rubber
Crumb rubber is made by a combination or application of several size reduction
technologies. These technologies may be divided into two major processing categories,
mechanical grinding and cryogenic reduction.
2.2.1.4.2 Mechanical grinding
Mechanical grinding is the most commonly used process. The method consists of
mechanically breaking down the rubber into small particles using a variety of grinding
techniques, such as cracker mills, granulators, etc. The steel components are removed by
a magnetic separator (sieve shakers and conventional separators, such as centrifugal, air
classification, density etc. are also used). The fiber components are separated by air
classifiers or other separation equipment. These systems are well established and can
produce crumb rubber (varying particle size, grades, quality etc.) at relatively low cost.
The system is easy to maintain and requires few people to operate and service.
Replacement parts are generally easy to obtain and install. The other important advantage
of mechanical grinding relates to the shape and physical properties of the crumb rubber
particles. The shape and surface texture of the crumb rubber particles are relatively
rounded and smooth, and are able to form molecular cross-links with virgin rubber
material. The rubber particles are broken down under high shear stress. Since the tyre
compound consists of a carbon-sulphur cross linked matrix, the grinding process causes
'de-linking' of the material. The resulting 'de-linked' material is more viscous compared to
virgin rubber and is a unique characteristic of mechanically ground crumb rubber. For
applications involving compounding with virgin rubber or plastic, crumb rubber provides
some advantageous attributes to the visco elastic compound. The crumb rubber particles
do not cause a deterioration of tensile strength at low to moderate loading (Blumenthal
1998). The main disadvantage is related to cost. Figure 2.3 shows a typical waste tyre
machine.

22SHARDA UNIVERSITY
Fig. 2.3 Typical shredding waste tyre machine
2.2.1.4.2 Cryogenics
The cryogenic process consists of freezing the shredded rubber at an extremely low
temperature (far below the glass transition temperature of the compound). The frozen
rubber compound is then easily shattered into small particles. The fiber and steel are
removed in the same fashion as in mechanical grinding. The advantages of the system are
cleaner and faster operation resulting in the production of fine mesh size. The most
significant disadvantage is the slightly higher cost due to the added cost of cooling (liquid
nitrogen, etc.) (Blumenthal 1998).
2.2.1.5 Shredded or Chipped tyres
In most cases the production of tyre shreds or tyre chips involves primary and secondary
shredding. A tyre shredder is a machine with a series of oscillating or reciprocating
cutting edges, moving back and forth in opposite directions to create a shearing motion,
that effectively cuts or shreds tyres as they are fed into the machine. The size of the tyre
shreds produced in the primary shredding process can vary from as large as 300 to 460
mm (12 to 18 in) long by 100 to 230 mm (4 to 9 in) as wide, down to as small as 100 to
150 mm (4 to 6 in) in length, depending on the manufacturer, model, and condition of the
cutting edges. The shredding process results in exposure of steel belt fragments along the

23SHARDA UNIVERSITY
edges of the tyre shreds. Production of tyre chips, which are normally sized from 76 mm
(3 in) down to 13 mm (1/2 in), requires two-stage processing of the tyre shreds (i.e.,
primary and secondary shredding) to achieve adequate size reduction. Secondary
shredding results in the production of chips that are more equidimensional than the larger
size shreds that are generated by the primary shredder, but exposed steel fragments will
still occur along the edges of the chips.
2.2.1.6 Ground rubber
Ground rubber may be sized from particles as large as 19 mm (3/4 in) to as fine as 0.15
mm (No. 100 sieve) depending on the type of size reduction equipment and the intended
application. The production of ground rubber is achieved by granulators, hammer mills,
or fine grinding machines. Granulators typically produce particles that are regularly
shaped and cubical with a comparatively low surface area. The steel belt fragments are
removed by a magnetic separator.
Fiberglass belts or fibers are separated from the finer rubber particles, usually by an air
separator. Ground rubber particles are subjected to a dual cycle of magnetic separation,
then screened and recovered in various size fractions.
2.2.2 CHEMICAL PROPERTIES
Crumb rubber is not reactive under normal environmental conditions. The principal
chemical component of tyres is a blend of natural and synthetic rubber, but additional
components include carbon black, sulfur, polymers, oil, paraffin’s, pigments, fabrics, and
bead or belt materials.
2.2.3 MECHANICAL PROPERTIES
Limited data are available on the shear strength of crumb rubber. The small size of crumb
rubber makes it difficult, is not virtually impossible, to find a large enough apparatus to
perform a meaningful shear test. Although the shear strength characteristics of tyre chips
vary according to the size and shape of the chips, internal friction angles were found to
range from 19° to 26°. Crumb rubber has a permeability coefficient ranging from 1.5 to
15cm/sec.

24SHARDA UNIVERSITY
2.2.4 OTHER PROPERTIES
Scrap tyres have a heating value ranging from 28,000 kJ/kg to 35,000 kJ/. As a result,
given appropriate conditions, scrap tyre combustion is possible and must be considered in
any application. Crumb rubber can also be expected to exhibit high insulating properties.
If crumb rubber is used as a fill material in subgrade applications, reduced depth of frost
penetration compared with that of granular soil can be expected.
2.3 ENGINEERING PROPERTIES OF CRUMB RUBBER
2.3.1 Specific gravity
The specific gravity of tyre shreds is the ratio of unit weight of solids of the shreds
divided by the unit weight of water (material, whose unit weight of solids equals the unit
weight of water, has a specific gravity of 1.0.). The specific gravity is evaluated in
accordance with ASTM 127 [ASTM, 1997a]. (Note, that the specific gravity of tyre
shreds is usually less than half the values obtained from common earthern materials
usually tested by this method, so it is permissible to use a minimum weight of test sample
that is half of the specified value [Humphrey, 1996b].) The apparent specific gravities of
tyre shreds depend on the amount of glass belting or steel wire in the tyre, and range from
1.02 to 1.27, meaning that tyre shreds are heavier than water and will sink in water. (The
high end of the range generally has a greater proportion of steel belted shreds.) For
comparison, the specific gravity for soil typically ranges between 2.6 to 2.8, which are
more than twice as heavy as tyre shreds [Humphrey, 1996b].
2.3.2 Water absorption
Absorption capacity is the amount of water absorbed onto the surface of the crumb rubber
and is expressed as the percent (%) water (based on the dry weight of the crumb rubber).
Water absorption capacity of crumb rubber generally ranges from 2% to 4.3%

25SHARDA UNIVERSITY
2.3.3 Gradation
Tyre shreds are generally relatively uniformly graded (Le. mostly the same size). The
whole tyres are cut by shredder knives. The required size is achieved by adjusting the
screen size on a slow rotating shredder screen (Le. trammel).
Typically, multiple passes through the shredder are required for tyre shred sizes of less
than 12 in. (305 mm).
The gradation of tyre shreds is evaluated in accordance with ASTM 422 [ASTM, 1997b).
The sample size should be large enough to contain a representative selection of particle
sizes (Note, that since the specific gravity of tyre shreds is usually less than half the
values obtained from common earthern materials usually tested by this method, it is
permissible to use a minimum weight of test sample that is half of the specified value
[Humphrey, 1996b].)
2.3.4 Compressibility
The compressibility of tyre shreds is applicable in evaluating landfill airspace. Tyre
shreds less than 3-in. (75-mm) in size indicate that vertical strains of up to approximately
25% may occur in the tyre shreds under low vertical stress of up to approximately 7
Ibf/in2 (48 kpa) [Nickels, 1995] and that vertical strains of up to approximately 40% may
occur under high vertical stress of up to 60 Ibf/in2 (414 kpa)
2.3.5 Shear strength
Tyre shreds placed as distinctive layers within a municipal solid waste (MSW) landfill
could influence the internal stability of the landfill. The shear strengths of tyre shreds and
tyre shred/concrete mixtures are variable. However, it appears that they have shear
strength properties' such that no detrimental effect on landfill stability should occur.

26SHARDA UNIVERSITY
2.4 PROPERTIES OF FRESH RUBBERISED CONCRETE
2.4.1 Slump
Khatib and Bayomy (1999) investigated the workability of rubberized mixtures. They
observed a decrease in slump with increased rubber content by total aggregate volume.
Their results show that at rubber contents of 40% by total aggregate volume, the slump
was near zero and the concrete was not workable by hand. Such mixtures had to be
compacted using a mechanical vibrator. Mixtures containing fine crumb rubber were,
however more workable than mixtures containing either coarse tyre chips or a
combination of crumb rubber and tyre chips. In another study conducted by Raghavan et
al. (1998), it was found that mortars containing rubber shreds achieved workability
comparable to or better than a control mortar without rubber particles. It is not clear,
however whether the effect of rubber particles on the workability of concrete is attributed
to a reduction in the density of concrete or to actual changes in the yield value and plastic
viscosity of the mixture. Rheological measurements using fundamental techniques (e.g.,
rheometers) rather than the highly empirical slump test are therefore needed to clarify the
effect of the rubber-aggregate content and particle size distribution on the rheology of
fresh concrete.
Fig. 2.4 Effect of crumb rubber on slump value
0
10
20
30
40
50
60
70
80
90
0 10 20 30 40 50 60 70
Slump(mm)
Crumb rubber content by total fine aggregate volume(%)

27SHARDA UNIVERSITY
2.4.2 Unit weight
Due to the low specific gravity of rubber, the unit weight of rubberized mixtures
decreases as the percentage of rubber increases (Figure. 2.5). In addition, the increase in
rubber content increases the air content (see section below), which in turn further reduces
the unit weight (Fedroff 1995). However, the decrease is almost negligible for rubber
contents lower than 10 to 20% of the total aggregate volume. Figure 2.5 shows that data
of unit weight versus rubber addition for rubberized concrete fits a straight-line curve
when fine crumb rubber, coarse tyre chips, or a combination of these is used as fine
and/or coarse aggregate replacement in concrete.
Fig. 2.5 Effect of crumb rubber on unit weight
2.4.3 Air content
According to Fedroff et al. (1996), and Khatib and Bayomy (1999), the air content
increased in rubberized mixtures with increased amounts of ground tyre rubber (Figure.
2.6). Although no air entraining agent (AEA) was used in rubberized mixtures, higher air
contents were measured as compared to control mixtures made with an AEA (Fedroff et
al. 1996). The higher air content of rubberized mixtures may be due to the nonpolar
nature of rubber particles and their ability to entrap air in their jagged surface texture.
0
0.5
1
1.5
2
2.5
3
0 10 20 30 40 50 60 70
UnitweightKg/m3X1000
Crumb Rubber content by total fine aggregate volume(%)

28SHARDA UNIVERSITY
When the nonpolar rubber is added to the concrete mixture, it may attract air as it repels
water. The air may adhere to the rubber particles or perhaps gets trapped in their jagged
texture. Therefore increasing the rubber content results in higher air contents of
rubberized mixtures (Fedroff 1995). When a mixture of rubber, sand and water was
placed in a roll-a-meter, a large portion of the rubber floated to the top of the meter
(Fedroff et al. 1996). Since rubber has a specific gravity of 1.14, it is expected to sink
rather than float. However, if air gets trapped in the jagged surface of the rubber particles,
it could cause them to float, which supports the theory discussed above.
Fig. 2.6 Effect of crumb rubber on air content
2.4.4 Plastic shrinkage
Preliminary results of a study conducted by Raghavan et al. (1998) suggest that the
addition of rubber shreds to mortar reduced plastic shrinkage cracking compared to a
control mortar. The use of rubber shreds in mortar allowed multiple cracking to occur
over the width of mortar specimens compared to a single crack in a mortar specimen
without rubber shreds. In spite of the occurrence of multiple cracking, the total crack area
in the case of the rubber-filled mortar decreased with an increase in the rubber mass
fraction. Despite their apparently weak bonding to the cement paste, rubber shreds
provided sufficient restraint to prevent microcracks from propagating. It was observed
(Raghaven et al. 1998) that the control mortar specimen developed a crack having an
average width of about 0.9 mm, while the average crack width for specimens with a mass
fraction of 5% rubber shreds was about 0.4 to 0.6 mm. It was also found that the onset
time of cracking was delayed by the addition of rubber shreds; the mortar without rubber
0
0.5
1
1.5
2
2.5
3
0 10 20 30 40 50 60 70
Aircontent(%)

29SHARDA UNIVERSITY
shreds cracked within 30 min, while the mortar with a mass fraction of 15% rubber shreds
cracked after 1 h. The higher the content of rubber shreds, the smaller the crack length
and crack width, and the more the onset time of cracking was delayed. Although
additional studies are necessary to confirm these observations, it appears that the addition
of rubber shreds could be beneficial for reducing plastic shrinkage cracks of mortar and
probably of concrete.
2.4.5 Compressive strength
The compressive strength of rubberized concretes was studied using different sizes and
shapes of specimens. Cylindrical specimens of 75, 100, or 150 mm in diameter were used
by Rostami et al. (1993), Ali et al. (1993), and Eldin and Senouci (1993), respectively.
Topcu (1995) used both 150 mm diameter cylinders and 150mm cubes. The compressive
strength of ordinary concrete obtained from cube tests is higher than that obtained from
cylinder tests (Neville 1997). Indeed, standards such as the European ENV-206 1992
include tables of equivalence of strengths for the two types of specimens. However,
Topcu’s (1995) results for rubberized concretes unexpectedly indicated the reverse. This
discrepancy remains to be explained. Results of various studies indicate that the
mechanical strength of rubberized mixtures is greatly affected by the size, proportion, and
surface texture of rubber particles and the type of cement used in such mixtures.
Fig. 2.7 Effect of crumb rubber on compressive strength
0
5
10
15
20
25
30
35
40
45
0 20 40 60 80 100 120
Compressivestrength(MPa)

30SHARDA UNIVERSITY
2.5 CIVIL ENGINEERING APPLICATIONS OF RECYCLED
RUBBER FROM SCRAP TYRES
Scrap tyre chips and their granular counterpart, crumb rubber, have been successfully
used in a number of civil engineering applications. Tyre chips consist of tyre pieces that
are roughly shredded into 2.5 to 30 cm lengths. They often contain fabric and steel belts
that are exposed at the cut edge of the tyre chip. Tyre chips have been researched
extensively as lightweight fill for embankments and retaining walls (Tweedie et al. 1998,
Bosscher et al. 1997, Masad et al. 1996, Upton and Machan 1993, Humphrey and Manion
1992), but have also been used as drainage layers for roads and in septic tank leach fields
(Humphrey 1999). According to Humphrey (1999), some of the advantageous properties
of tyre chips in civil engineering applications include low material density, high bulk
permeability, high thermal insulation, high durability, and high bulk compressibility. In
many cases, scrap tyre chips may also represent the least expensive alternative to other
fill materials.
Crumb rubber is a finely ground tyre rubber from which the fabric and steel belts have
been removed. It has a granular texture and ranges in size from very fine powder to sand-
sized particles. Crumb rubber has been successfully used as an alternative aggregate
source in both asphalt concrete and PCC.
This waste material has been used in several engineering structures like highway Base-
courses, embankments, etc. No local experience have been recorded any utilization or
management of this waste material, on the contrary, several cases of fatal and hazardous
conditions occur on daily bases as a result of ignorance and bad handling of this waste
material. It is important to note that the generation of this material on daily basis locally
and worldwide is beyond tolerated level, which makes it an urgent and a standing issue to
deal with.
2.5.1 Subgrade insulation for roads
Excess water is released when subgrade soils thaw in the spring. Placing a 15 to 30 cm
thick tyre shred layer under the road cab prevents the subgrade soils from freezing in the
first place. In addition, the high permeability of tyre shreds allows water to drain from
beneath the roads, preventing damage to road surfaces (ASTM D6270-98). Figurers
shows a typical layout of shredded tyres for highway construction. (Tyres manufacture's
Association, 2003).

31SHARDA UNIVERSITY
2.5.2 Subgrade fill and embankments
Tyre shreds can be used to construct embankments on weak, compressible foundation
soils. Tyre shreds are viable in this application due to their light weight. For most
projects, using tyre shreds as a lightweight fill material is significantly a cheaper
alternative. (Tyres manufacture's Association, 2003).
Fig. 2.9 Shredded scrap tyres used as road base
2.5.3 Backfill for walls and bridge abutments
Tyre shreds can be useful as backfill for walls and bridge abutments. The weight of the
tyre shreds reduces horizontal pressures and allows for construction of thinner, less
expensive walls. Tyre shreds can also reduce problems with water and frost build-up
behind walls because tyre shreds are free draining and provide good thermal insulation.
Recent research has demonstrated the benefits of using tyre shreds in backfill for walls
and bridge abutments. (Tyres manufacture's Association, 2003).
2.5.4 Landfills
Landfill construction and operation is a growing market application for tyre shreds. Scrap
tyre shreds can replace other construction materials that would have to be purchased.
Scrap tyres may be used as a lightweight backfill in gas venting systems, in leachate

32SHARDA UNIVERSITY
collection systems, and in operational liners. They may also be used in landfill capping
and closures, and as a material for daily cover. (Tyres manufacture's Association, 2003).
2.3.5 Other uses
The following are also some examples on using scrap tyres:
- Playground surface material.
- Gravel substitute.
- Drainage around building foundations and building foundation insulation.
- Erosion control/rainwater runoff barriers (whole tyres).
- Wetlands/marsh establishment (whole tyres).
- Crash barriers around race tracks (whole tyres).
- Boat bumpers at marinas (whole tyres).
- Artificial reefs (whole tyres).
Fig. 2.1 Reef ball

33SHARDA UNIVERSITY
CHAPTER-3
EXPERIMENTAL PROGRAM
3.1 Introduction
This thesis aims at utilizing rubber waste tyres as a constituent in concrete mixes and its
products as a partial replacement of natural and artificial fine aggregate components.
3.2 Work Procedure
The following represents the methodology by which to study the effect of utilizing waste
crumb tyres in concrete mixes were done.
No. of cubes = 9
No. of cylinders = 9
3.2.1 Materials
The materials used in this thesis were obtained from Dadri road Ghaziabad. The source of
crushed coarse aggregate and fine aggregate from Sharda University, and grinded tyres
(crumb) was obtained from Dadri road Ghaziabad near lalkuan. Though, large amounts of
waste tyres exist in the north area, no industries exist yet for the availability waste tyres
crumbs.
The basic ingredients of rubberized concrete and its products, which were used in this
research work are:
1- OPC-43 grade ultra tech cement.
2- Natural Coarse aggregate (sedimentary rock source).
3- Natural Fine aggregate (sand).
4- Water
5- Fine crumb rubber (sieve size <4.75mm)

34SHARDA UNIVERSITY
3.2.2 Raw material tests
The raw materials used in this research work were tested for the purpose of Identification
of basic physical characteristics using the following tests:
- Sieve analysis of Fine and Coarse Aggregate
- Specific Gravity of Fine and Coarse Aggregate
- Water Absorption and Moisture Content.
Tests results of the raw materials used will be presented in the following chapter of this
thesis.
3.2.3 Cement
Fresh OPC was used throughout the investigation. It was stored in an airtight cement bag.
The cement was tested in accordance with the methods of test specified in IS: 12269-
1989. Cements are selected for preparation of desired concrete required for structures
placed under special conditions of loading, and exposure. For Ordinary Portland Cement,
we had casted 3 cement cubes for nearly 70.6x70.6x70.6 mm. The ratio was taken 1 for
opc, 3 for standard sand.
3.2.4 Fine aggregate
Locally available river sand was used. The sand was obtained from Sharda University
campus and it is mixed with the coarse sand in 50: 50 proportions to achieve the grading
of sand. The sand used was cleaned from all inorganic impurities and the sand, which
passed through 2.36 mm sieve and retained on 150micron had been used. The sieve
analysis of sand is presented in Table3.2 and physical properties of fine aggregate in table
3.3.

35SHARDA UNIVERSITY
Table 3.2: Sieve analysis of fine aggregate
IS sieve size wt. retained
(gm)
Cumulative wt.
retained(gm)
Cumulative
% retained
Cumulative %
passing
20mm 0 0 0 100
10mm 0 0 0 100
4.75mm 42 42 8.4 91.6
2.36 mm 72 114 22.8 77.2
1.18mm 80.5 194.5 38.9 61.1
600urn 87 281.5 56.3 43.7
300urn 117.5 399 79.8 20.2
150urn 81 480 96 4
pan 20 500 -
Total 500 302.2
Fineness Modulus = 302.2/100 = 3.022
Table 3.3: Physical properties of fine aggregate
S.No Characteristics Requirement as per
IS 383 : 1970
Tested values
1. Specific Gravity 2.6-2.7 2.64
2. Fineness Modulus 2-3.5 3.022
3. Water Absorption (%) - 1.78
4. Moisture Content (%) - 0.50
5. Grading - Zone II(IS 383-1970)
3.2.5 Coarse aggregates
Locally available coarse aggregate was used. The coarse aggregate used were a mixture
of two available crushed stones of 10 mm and 20 mm size in 50: 50 proportion. An
aggregate heap containing particles of one or many sizes is designated by the maximum
size of the particles present in substantial amount according to I.S.:460-1962.

36SHARDA UNIVERSITY
Table 3.5: Sieve analysis of coarse aggregate (max size 20mm)
IS sieve size
(mm)
wt. retained
(Kg)
Cumulative wt.
retained (Kg)
Cumulative %
retained
Cumulative %
passing
80 Nil Nil Nil 100
40 Nil Nil Nil 100
20 Nil Nil Nil 100
10 4.237 4.237 84.75 15.25
4.75 0.715 4.953 99.06 .94
<4.75 .0468 5 100 0.00
Total 5Kg 183.81
Fineness Modulus = 6.83
Table 3.6: Physical properties of coarse aggregate
S.No Characteristics
Requirement as per IS
383 : 1970 Tested values
1. Specific Gravity 2.6-2.7 2.68
2. Fineness Modulus 5.5-8 6.55
3. Water Absorption (%) - 0.50
4. Moisture Content (%) - Nil
5. Texture - Rough
3.2.6 Water
The mixing water should be clean, fresh and potable. The water should be relatively free
from organic matter. Water as available from the tap in the laboratory was used for
mixing the ingredients of concrete and curing the specimens.

37SHARDA UNIVERSITY
3.3 Concrete mix design
3.3.1 M30 mix design by Indian standard method (IS: 10262-1982)
In the present investigation the existing method as per IS: 10262-1982 has been used for
selecting the reference mix (M30), however new information given in IS 456 -2000 have been
incorporated, procedure is modified to the extent. In order to get the final mix proportion for the
reference mix design, three trial mixes had been prepared earlier and tested at 28 days.
MIX DESIGN
For M30, OPC, (DESIGN CODE IS <10262::1982>AND <IS383>)
FOR 1 m3 cube
I) Target mean strength of mix design (fc) :
fc = fck + t.s
Where
fck = Characteristic compressive strength at 28 days
t = Statistical value based on expected proportions of low result risk
Factor as per IS 456-2000 & 1343-1980.
= 1.65
s = Standard deviation for each grade of concrete (depending upon degree of
control)
= 5 N/mm2
.
fck = 30 + 1.65 x 5 = 38.25 N/mm2
i) Estimation of entrapped air :
For maximum size of 20 mm for coarse aggregates entrapper air = 2.0% of
volume of concrete.
ii) Selection of water content and fine aggregates (FA) to total aggregate :
For maximum size of coarse aggregates (C.A) 20mm (as per IS 383-1970) and
based on:
Sand Zone II
iii) Water cement ratio = .42(adjusted from .38 to attain proper workability and
consistency)

38SHARDA UNIVERSITY
(From curve D from table)
Corrections from IS 10262 (TABLE GIVEN BELOW)
iv) Correction for water ∆w = 5.58kg/m2
v) ∆p% for the aggregate = -3.6%
Change in condition
Adjustment required
In water content In %age sand in total
aggregates
For zone II -
Workability (C.F0.80) [(0.90-0.80)/0.10] x 3
= +3%
-
W/C ratio from 0.6 to 0.40 - [(0.6-0.40)/0.05] = -4%
vi) Calculation of aggregate content:
V=[W+ ]x
& C.A = x
Where, V = Absolute volume of fresh concrete.
W = Mass of water per m3
of concrete.
C = Mass of cement (in Kg) per m3
of concrete.
Sc = Specific gravity of cement.
FA, C.A = Total mass of FA and C.A (in Kg) per m3
of concrete.
SFA, CC.A = Specific gravity of FA and C.A (in Kg) per m3
of concrete.
W = 191.58 Kg/m3
C = 478.95 Kg/m3
Sc = 3.14
P = 0.31
SFA = 2.64
SC.A = 2.68
V = 0.98

39SHARDA UNIVERSITY
Cement content= 191.58/.42=456.142kg/m3
Water content = 191.58 kg/m 3
Fine aggregate = 337.5003 kg /m3
Coarse aggregate = 1147.91521kg /m3
Multiplication factor for the MATERIALS FOR CONVERTING IN THE WET
VOLUME
Multiplication factor for the cement and water is =1.54
Multiplication factor for coarse and fine aggregate =1.3
Volumes:
 Volume in 1 cylinder = .005530 m3
 Volume in 1 cube = .003575 m3
 Contents for 1 cubical mould of (150x150x150)mm
Coarse aggregate 5.03 kg Percentage of crumb
rubber
Fine 1.48 kg 5% of F.A = .075 kg
10 % of F.A=.150 kg
Cement 2.37079 kg
water .98 kg

40SHARDA UNIVERSITY
Volumes
Contents for 1 cylindrical mould of 150x 300 mm
Coarse aggregate 9.3718 kg Percentage of crumb
rubber
Fine aggregate 2.3553 kg 5% of F.A 0.116 kg
10% of F.A. 0.232 kg
Cement 3.72305 kg
water 1.5636 kg

41SHARDA UNIVERSITY
CHAPTER-4
CASTING AND TESTING OF SPECIMENS
4.1 CASTING OF SPECIMENS
The mixing of concrete is done to have a homogeneous mixture of all ingredients in
concrete including crumb rubber. The mixing of ingredients was done in the concrete
mixer. The known quantities of fine aggregate were replaced by crumb rubber like 5%,
10%, 15%, and 20%. Required quantity of water was added in dry mixture of cement,
sand coarse aggregate and crumb rubber. They were mixed vigorously till the resulting
mix become homogeneous and uniform in appearance. Rotating drum type batch mixer
was used for the mixing the concrete ingredient as shown in the Figure.4.1. Before each
batching the mixer was cleaned and washed with the fresh water so that there should not be
any chemical agent adheres to it which could have used before.
Fig. 4.1 Rotating drum type mixer

42SHARDA UNIVERSITY
While making the concrete, around 50 percents of the fine and coarse aggregate was poured
into the mixer and then whole cement was added so that cement should be sandwiched
between the aggregates. After adding the all dry ingredients, 5 to 6 rotation were given to
the mixer to ensure the proper mixing of the all the ingredients in dry condition.
Water was added into the mixer while it was rotating. Sufficient numbers of rotation were
given to ensure the proper mixing for getting the homogeneous mix sufficient numbers of
rotation were given to the mixer and then remaining water was added.
The sample of concrete was taken for casting of cubes, beams and cylinders in the
following manner:
For cubes the mould of 150mm size were cleaned, tightened and oiled before filling. One
cube was cast for each percentage replacement of fine aggregates with crumb rubber.
Total number of cubes was 50 cubes. After the is concrete was filled in mould in three
equal layers and bottom layer was compacted by tamping rod to provide a proper
formation of corners and base then second and third layer were placed and compacted
properly. After these moulds were placed on vibrating table for compaction and a heavy
steel plate was placed over the cubes so as to ensure proper compaction of the concrete.
After this, cubes were lifted from the vibrating table and finished by using steel float and
then identifying the code words marked on them.
For cylinders the mould of 150X300 mm size were cleaned, tightened and oiled before
filling. These were also cast by same percentage replacement of fine aggregate with
crumb rubber. After this mould were placed on vibrating table for compaction and a
heavy steel plate was placed over the cylinders and beams and identifying the code words
marked on them.
After 24 hours of casting cubes, beams and cylinders were taken out from the mould and
then submerged in water tank for curing.
PVC cylindrical moulds

43SHARDA UNIVERSITY

44SHARDA UNIVERSITY
4.2 Testing of specimens
Structural performance of the concrete mainly depends upon its strength in compression
and flexure so it is essential to carry out tests to determine these properties.
The following tests was carried out on concrete and summarized as below:
Compression Strength
Split Tensile Strength
4.2.1 Compression strength testing
The compression strength of the concrete is very important parameter as it decides the
other parameters like tension and flexure. So it is very necessary to carry out the test
carefully on the specified testing machine. The testing machine may be of any reliable
type, of sufficient capacity for the tests and capable of applying the load rate at the
specified rate. The permissible error shall be not greater than ± 2 percent of the maximum
load. The compressive strength of concrete is generally determined by testing cubes or
cylinder made in laboratory. If the maximum size of the aggregate does not exceed 30
mm, the size of the cube should be 150 mm x 150 mm x150 mm.
Compressive strength test were carried out on 150 mm x 150 mm x150 mm cubes with
compression testing machine of 2000KN capacity. The specimen, after removal from
curing tank was cleaned and dried. The surface of the testing machine was cleaned. The
specimen was placed at the centre of the compression testing machine and load was
applied continuously, uniformly and without shocks and the rate of loading was 14
N/mm2
(140Kg/cm2
)/ minute i.e. at constant rate of stress. The load was increased until
the specimen failed. The maximum load taken by each specimen during the test was
recorded. As shown in Figure 4.3. The compressive strength was found after 7 and 28
days in order to compare the strengths for different percentage of fibers in concrete.

45SHARDA UNIVERSITY
Fig. 4.3: Experimental setup for testing of cube specimen

46SHARDA UNIVERSITY
CHAPTER-5
RESULTS AND DISCUSSION
5.1 INTRODUCTION
This chapter aims at analysing the tests results to show how concrete behaviour will
change as a result of the volumetric replacement of sand with crumb waste tyres.
5.1 AVERAGE VALUE OF CUBE COMPRESSION
SNO. %AGE OF
CRUMB RUBBER
7TH
DAY
COMPRESSION
VALUES
14TH
DAY
COMPRESSION
VALUES
28TH
DAY
COMPRESSION
VALUES
1 0% 849 KN 934 KN 1004 KN
2 5% 748 KN 809 KN 949 KN
3 10% 704 KN 784 KN 820 KN

47SHARDA UNIVERSITY
5.2 AVERAGE VALUE OF SPLIT TENSILE TEST COMPRESSION
SNO. %AGE OF
CRUMB
RUBBER
7TH
DAY
COMPRESSION
VALUES
14TH
DAY
COMPRESSION
VALUES
28TH
DAY
COMPRESSION
VALUES
1 0% 450KN 505KN 539KN
2 5% 443KN 496KN 528KN
3 10% 439KN 489KN 504KN

48SHARDA UNIVERSITY
GRAPH

49SHARDA UNIVERSITY
CONCLUSION AND FUTURE SCOPE OF STUDY
CONCLUSION
The test results of this study indicate that there is great potential for the utilization of
waste tyres in concrete mixes in several percentages, ranging from 0% to 10%. Based on
present study, the following can be concluded:
1) The strength of modified concrete is reduced with an increase in the rubber
content; however lower unit weight meets the criteria of light weight concrete
that fulfil the strength requirements as per given in table
2) Concrete with higher percentage of crumb rubber possess high toughness The
slump of the modified concrete increases about 1.08%, with the use of 1 to 5%
of crumb rubber.
3) Energy generated in the modified concrete is mainly plastic.
4) Stress strain shows that concrete with a higher percentage of crumb rubber
possess high toughness, since the generated energy is mainly plastic.
5) Failure of plain and rubberized concrete in compression and split tension
shows that rubberized concrete has higher toughness.
6) The split tensile strength of the concrete decreases about 30% when 20% sand
is replaced by crumb rubber.
7) The flexural strength of the concrete decreases about 69% when 20% sand is
replaced by crumb rubber.
8) The compressive strength of the concrete decreases about 37% when 20%
sand is replaced by crumb rubber.
9) For large percentage of crumb rubber the compressive strength gain rate is
lower than that of plain concrete.

50SHARDA UNIVERSITY
FUTURE SCOPE OF STUDY
The present work was undertaken to study the investigation on crumb rubber modified
concrete by replacing up to 10% of fine aggregate with crumb rubber. However, further
studies may be planned to cover the following aspects particularly of rubberized concrete
1) Durability and plastic shrinkage of rubberized concrete.
2) Properties of fresh concrete and hardened concrete with tyre chips of different size
as an addition to the concrete rather than its replacement with aggregates.
3) Effect of surface texture of rubber particles and effect of different curing methods
on rubberized concrete.
4) Effects of size of crumb rubber on behavior of modified concrete.
5) The combination of two different types of fiber such as crumb rubber and steel
fiber may tend to provide better performance.
6) Effects of volume variation of crumb rubber on concrete when more than 20%
sand is replaced by crumb rubber.
7) Properties of hardened modified concrete with different curing periods.
8) Effects on the properties of the hardened modified concrete with different types of
loading (cyclic and monotonic).
9) Properties of the self-compacting rubberized concrete.
10) Effects of different water cement ratios with different aspect ratio of aggregates on
the properties of rubberized concrete.
11) Durability of rubberized concrete under freeze thaw cycles.
12) Fire performance of rubberized concrete.
13) Effect of crumb rubber in asphaltic applications.

51SHARDA UNIVERSITY
BIBLIOGRAPHY
 Al-Tabbaa, A., & Aravinthan, A. (1998). Natural clay-shredded tire
mixtures as landfill barrier materials.Waste Management. Waste
Management, 18(1), 9-16.
 Ayers, C. (2009, September 29) State Tire Dumps Deemed Hazardous.
http://www.thedenverchannel.com/news/21154774/detail.html.
 Carol Carder, Rocky Mountain Construction. (2004, June 28).
Rubberized Concrete, Colorado research and pilot projects. Milliken,
CO 80543.
 Cataldo, F., Ursini, O., & Angelini, G. (2010, February 3). Surface
oxidation of rubber crumb with ozone. Polymer Degradation and
Stability, 95, 803-810. Rome, Italy: Elsevier.
 City and County of Denver, Department of Public Works (2010)
(Typical Alley Cross-Section) Chung, C.-W., Shon, C.-S., & Kim, Y.-S.
(2010). Chloride ion diffusivity of fly ash and silica fume concretes
exposed to freeze–thaw cycles. Construction and Building Materials,
24, 1739-1745. Elsevier Ltd.
 Eldin, Neil N. & Senouci, A. B., "Rubber-tired Particles as Concrete
Aggregate," Journal of Materials in Civil Engineering, 5(4), 478-496,
1993.
 Fedroff, D., Ahmad, S., and Savas, B.Z., "Mechanical Properties of
Concrete with Ground Waste Tire Rubber", Transportation Research
Record, 1532, 66-72, 1996.
 Schimizze, R.R., Nelson, J.K., Amirkhanian, S.N., & Murden, J.A. "Use
of waste rubber in light-duty concrete pavements." Proceedings of
the Third Material Engineering Conference, Infrastructure: New
Materials and Methods of Repair, San Diego, CA, 367-374. 1994.
 4. Biel, Timothy D., and Lee, H., "Use of Recycled Tire Rubbers in
Concrete." Proceedings of the Third Material Engineering Conference,
Infrastructure: New Materials and Methods of Repair, p351-358, San
Diego, CA, 1994.
 Journal homepage: www.elsevier.com
 Lectures by IIT site
 IS 10262
 IS 383
 GOOGLE
 A.K. JAIN DESIGN OF CONCRETE STRUCTURES
 IS 456 FOR CONCRETE DESIGN

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