EXPERIMENTAL INVESTIGATION OF THE PERFORMANCE OF RUBBERIZED CONCRETE MIXTURES WITHOUT ADDITIVES

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Journal of Cement and Concrete Research (JCCR)
Volume 1, Issue 1, January-December 2022, pp. 1–15, Article ID: JCCR_01_01_001
Available online at https://iaeme.com/Home/issue/JCCR?Volume=1&Issue=1
DOI: https://doi.org/10.17605/OSF.IO/43WK6
© IAEME Publication
EXPERIMENTAL INVESTIGATION OF THE
PERFORMANCE OF RUBBERIZED CONCRETE
MIXTURES WITHOUT ADDITIVES
Steve Efe1, Ifeyinwa Ekeke2, Opeyemi Fadipe3
1,3
Civil Engineering Department, Morgan State University, MD. USA
2
Federal University of Technology, Owerri, Nigeria
ABSTRACT
Modern urbanization has contributed to an increase in the number of vehicles,
resulting in lots of tires ending up as waste every day. It is estimated that almost 1,000
million tires reach the end of their useful life every year, with more than half of them
being disposed of without being treated. One approach for making good use of
discarded tire rubber is to incorporate it into cement-based materials as natural
aggregate substitutes. In this work, scrap tire rubber was used as a partial replacement
for coarse aggregates in normal cement concrete in the form of crumb rubber. Three
different sizes of crumb tires were used in this experiment - 25.4mm (1 in) x 5mm (0.2in)
x 5 mm (0.2in), 50.8 mm (2 in) x 5mm (0.2in) x 5mm (0.2in) and 76.2 mm (3 in) x 5mm
(0.2in) x 5 mm (0.2in). The mix design consists of 15% of coarse aggregate content
replaced by the crumb rubbers in a mix ratio of 1: 1/2: 31/2: 2: 0.001 by weight,
corresponding to cement: water: gravel: sand: Sika® AIR content. Tests were
conducted to determine the compressive, tensile, modulus, and air content of the
concrete samples. From the test results, it could be concluded that the rubberized
concrete produced higher toughness, delayed crack opening width, and ductile failure
even though it had lower compressive and tensile strength than the control mix. The
geometry and stiffness of the fibers had an influence on the strength of the modified
concrete and the increasing aspect ratio of the crumb rubber fibers improved the post-
cracking behavior of the concrete matrix.
Key words: crumb rubber, concrete matrix, waste tire rubber
Cite this Article: Steve Efe, Ifeyinwa Ekeke and Opeyemi Fadipe, Experimental
Investigation of the Performance of Rubberized Concrete Mixtures without Additives,
Journal of Cement and Concrete Research (JCCR), 1(1), 2022, pp. 1–15.
https://iaeme.com/Home/issue/JCCR?Volume=1&Issue=1
1. INTRODUCTION
In recent years, there has been a growing need to incorporate "sustainable" techniques and
practices into the design and development of mortar and concrete. The use of recycled
resources, such as demolition wastes or industrial by-products, in place of natural aggregates is

Experimental Investigation of the Performance of Rubberized Concrete Mixtures without
Additives
a simple and practical solution to prevent the rapid depletion of natural source quarries (sand,
gravel, and crushed stone) and maintain the ecological balance. The environmental aspects are
not the only reason for the use of alternative aggregates. Indeed, a lot of waste products,
including waste glass powder [1]–[5], plastics [6]–[9], ground granulated blast furnace slag
[10]–[14], wood ash [15]–[17], and crumb rubber from scrap tires [18] have properties suitable
for being incorporated into cementitious matrices, bringing potential engineering
functionalization in concrete materials, such as lightweight, higher durability, better shock
absorption, and improved thermo-acoustic insulation properties. Many waste products, such as
plastics, ground granulated blast furnace slag, wood ash, and crumb rubber from scrap tires,
have properties that make them suitable for incorporation into cementitious matrices for
lightweight, higher durability, energy absorption and improved acoustic resistance applications.
Currently, more than 300 million scrap tires are stored in the US [19]. Modern urbanization has
contributed to an ever-increasing demand for the automobile industry, resulting in an increase
in tire demand of almost 1500 million tires each year [20]. As a result, approximately one billion
end-of-life tires are expected to be produced per year [21]. Landfill disposal and incineration
are the primary ways for managing waste tires in many nations. However, in terms of economic
impact, environmental repercussions, and detrimental effects on human health, these techniques
have proven to be ineffectual. The primary danger considerations in the context of tire disposal
include durability (difficult to process), non-degradability (difficult to break down and
decompose), high flammability, shape (large void space, poor space efficiency for storage and
transportation), volume (occupies a large volume, and the production of gases and toxic
compounds due to burning treatments [22]. In addition, the indiscriminate dumping or land
filling of scrap tires has several difficulties requiring a large amount of space, accumulation of
pests and high processing costs for shredding. As a result of the problems associated with
landfill disposal of tires, the most feasible option left is recycling and utilization of the recycled
products. Recycling of scrap tires is a promising prospect for reducing the number of scrap tires
added to or residing in dumps/landfills. In United States, Europe and Asia (Japan) scrap tires
have been recycled through various methods including ground rubber, tire derived fuel (TDF),
reuse and retreading [23].
Rubber concrete (RC) technology, which uses crumb tire rubber (CTR) as a concrete
aggregate replacement, has been the subject of numerous small-scale or laboratory research
over the last 30 years [24]–[27]. Improved energy absorption capacity and ductility, greater
thermo-acoustic insulation, higher sound absorption, improved freeze-thaw resistance, higher
permeability, and drainage properties were some of the common comments made about the
effect of CTR on the technological properties of cementitious materials. Furthermore, new
applications of RC technology have recently been proposed, such as the production of 3D-
printable rubber-cement composites [28]–[30] and use in environmentally friendly Geopolymer
concretes [31]. However, the applicability of cement-based materials modified with recycled
rubber is still not well consolidated and limited for civil or architectural applications. The main
drawback is related to the remarkable loss in mechanical strength, which depends on the weak
rubber-cement bonding condition, the softness, and lightweight properties of polymer
aggregates. This work is part of an ongoing study to examine the long-term performance of a
rubber-functionalized cementitious mixtures in aggressive environments for strength
requirements, noise attenuation, energy absorption and permeability, for application in
lightweight wall construction. Unlike most of the works published in the literature, the strength
and air content of portland-based rubberized formulations without pozzolans or additives. were
investigated in this study.

Steve Efe, Ifeyinwa Ekeke and Opeyemi Fadipe
2. LITERATURE REVIEW
Concrete is one of the two most used structural materials [32]. During the 1970’s with the onset
of the energy crisis and along with the increase in environmental consciousness a lot of focus
was placed on the use of industrial waste products such as waste tire as an additive to concrete
[33]. The addition of recycled waste materials has been shown to affect the strength of fresh
and hardened concrete properties [34]–[38]. Experiment was conducted by Ali et al. [39] to
examine the strength and toughness properties of rubberized concrete mixtures. Tire–rubber
particles composed of tire chips, crumb rubber, and a combination of tire chips and crumb
rubber, were used to replace mineral aggregates in concrete. These particles were used to
replace 12.5%, 25%, 37.5%, and 50% of the total mineral aggregate’s volume in concrete.
Cylindrical shape concrete specimens 15 cm in diameter and 30 cm in height were fabricated
and cured. The fresh rubberized concrete exhibited lower unit weight and acceptable
workability compared to plain concrete. Due to considerable decrease in ultimate strength of
hardened concrete specimens from the results of a uniaxial compressive strain control test,
rubber concentrations exceeding 25% are not recommended. Also, their results indicated a
significant decrease in the brittle behavior of concrete with increasing rubber content.
Recycled waste tire rubber was also investigated as an additive to twenty-four concrete
mixes [40]. Different coarse and fine aggregate rubber particle sizes were evaluated: 19-mm
tire chips (TCs) and 30-mesh crumb rubber (CR). TCs were used to replace coarse aggregates,
while CR was used to replace fine aggregate in the concrete mixtures in increments of 10% by
volume. Concrete strength loss was reduced with a fine aggregate replacement with CR as
opposed to greater losses of strength exhibited by a coarse aggregate replacement with TCs.
Adequate strengths were achieved at replacement levels as high as 40% by volume with CR,
whereas satisfactory strengths were achieved with only a 10% replacement of coarse aggregates
with TCs. Acceptable strengths were obtained from mixtures utilizing a combination of the two
rubber sizes. Cement content was observed to have greater influence on rubberized concrete
compressive strength at lower rubber contents than higher levels. Al-Fadhli [41] also noted that
the compressive strength experienced an 85% reduction when all coarse aggregate was replaced
with TC. Only a 65% reduction in compressive strength was observed when 100% of the fine
aggregates were replaced with CR.
Researchers have tried to gain different advantages from the use of waste tire in concrete.
High-strength concrete (HSC) with silica fume has been modified with different amounts of
crumbed truck tires [42]–[44]. Samples containing 0%, 3%, 5% and 8% waste tires were made.
Their aim was to reduce the stiffness of HSC to make it compatible with other materials and
building elements, unexpected displacement of building foundations and improving the fire
performance of the buildings. They found that volume fractions up to 3% do not significantly
reduce the strength of the composite, although it does reduce the stiffness. Higher volumes of
rubber indicate a reduction of strength but improve the dynamic behavior of the concrete [45].
According to He et al. [46], the performance of the composite material is dependent on the
physical properties of the fibers and the matrix, and the strength of their bond. Several authors
have suggested that the loss in strength might be minimized by prior surface treatment of the
waste tire [36], [46]–[49]. The bonding between concrete matrix and waste tire is not very
strong. When fibers are smaller than the critical length, The maximum fiber stress is typically
less than the average fiber strength when fibers are smaller than the critical length. Composite
failure occurs when the matrix or interface fails as a result of stress concentrates at the fiber
ends [50]. The shape and size of the rubber particles impact the workability of the rubberized
concrete mixes. Stalling [40] found lower slump values for rubberized concrete mixtures that
replaced fine aggregates with CR in comparison to mixtures with TC replacement of coarse
aggregate. All rubberized concrete mixtures produced slump values less than the control

Additives
mixture. Agreement from several studies suggests the addition of rubber particles in concrete
mixtures increases the air content of the sample even without the help of air-entraining
admixtures [8], [13], [19], [20]. Bing and Ning [51]suggested in their study that increasing
rubber aggregate content in 25% increments resulted in water content increase. The rubberized
concrete mixture consisting of a 100% replacement of coarse aggregates with TCs had an air
content of 6.0% while the control mixture with a water-to-cement ratio (w/c) of 0.45 and no
rubber aggregates had an air content of 2.5%. It is believed the rough surface of the rubber
aggregates is the cause of increased air contents in rubberized concrete mixtures. The non-polar
nature of the rubber particles pushes away water molecules, while simultaneously trapping air
on the surface of the rubber [40].
3. METHODOLOGY
3.1. Materials and Specimen Preparation
Concrete strength is greatly affected by the properties of its constituents and the mixture design
parameters. In performance of the experiments, the raw materials used included ordinary
portland cement, Sika® AIR (meets the ASTM C260 requirement), mixture of aggregates
(coarse and medium), sand, water, and tire fibers. 3 different sizes of crumb tires were used in
this experiment (see Table 1) - 25.4mm (1in) x 5mm (0.2in) x 5 mm (0.2in), 50.8 mm (2in) x
5mm (0.2in) x 5mm (0.2in) and 76.2 mm (3in) x 5mm (0.2in) x 5 mm (0.2in). Concrete mixture
samples of dimension of 6-inch diameter by 12-inch length were cured for 28 days in a
controlled environment between 50°F and 75°F. The mixing process consist of 15% of coarse
aggregate content replaced by uniform fiber distribution in a mix ratio of 1: 1/2: 31/2: 2: 0.001
by weight corresponding to cement: water: gravel: sand: Sika® AIR content. Three different
samples of each mix were made to determine the ultimate strength of concrete at 28 days.
3.2. Batch Specifications
Seven batches of six-inch radius by twelve-inch height cylinders were prepared. One batch was
made without waste tires to be the control while six batches were prepared using waste tire
chips or fibers. Thirty were prepared using fibers of lengths one inches, two inches and three
inches while one batch was made using chips. Chips used were from light duty vehicle and
heavy truck wires (see Table and Fig. 1a). Different fiber lengths were used to determine the
effect of fiber aspect ratio on the properties of concrete such as stiffness and strength (see Fig.
1b).
Table 1 The dimensions and distribution of tires and chips in each batch.
Batch
Number
Waste Tire shape Fiber/ chip length
(in)
Fiber/ chip width
(in)
Fiber/chip height
(in)
1 None None None None
2 Truck and car rubber
chips with steel wires
1 1 0.2
3 Car tires without steel
wires
1 0.2 0.2
wires
2 0.2 0.2
wires
3 0.2 0.2
6 Car tires with steel wires 2 0.2 0.2
7 Truck and car tires with
steel wires
2 0.2 0.2

3.3. Testing Procedures
After being cured, the samples were subjected to split tensile strength, compressive strength,
and compressive modulus tests. An Instron Universal Testing machine was used to perform
these tests. Samples from each of the batches were tested. ASTM C 39 Standard was used in
conducting compressive tests (see Fig. 2a) while ASTM C496-86 Standard was used for the
split tensile strength tests (see Fig. 2b). Slump tests were conducted to measure the workability
or consistency of concrete according to ASTM C 143 (see Fig. 3).
(a) (b)
Figure 1. (a) chips and (b) fibers used in the experiments
(a) (b)
Figure 2 (a) Concrete in compression test (b) Split tensile strength testing of concrete.
Figure 3. Slump testing concrete

Additives
4. RESULTS AND DISCUSSION
4.1. Compressive and Tensile Strength of Concrete
The relationship between density and compressive strength can be seen in Fig. 4. There was a
significant and almost consistent decrease in the compressive strength of the rubberized
concrete batches. Of all the batches tested the control batch had the highest compressive
strength. There was approximately 43% decrease in the compressive strength with the addition
of the waste tire chips. This behavior indicated that the crumb rubber had a significant influence
on the compressive strength. Batch 7, which was composed of the waste mixed tire in a fibrous
form, had the highest compressive strength of all the modified samples. The control samples
had the highest split tensile strength. Batches 3-5, which consisted of waste tires without steel
wire, had the lowest split tensile strengths (Fig. 5). Batch 7 had the highest split tensile strength
of all the rubberized concrete samples. This batch consisted of the waste tires with the highest
modulus of elasticity and had the most steel wires included. A possible solution to increase the
mechanical properties while maintaining or even reducing the density and without
compromising the mechanical properties of the concrete could be to create a more densely
graded fine aggregate (i.e. greater variation in particle size) that would help with the flowability
of the concrete, so that less or no air entraining agent would be necessary.
The findings also indicated it is advantageous to include waste tires with wires and high
modulus of elasticity into the concrete. This is further supported by the fact that batch 6 which
contained car tires with wires had a higher split tensile strength than batches 3-5 which
contained car tires without wires. The introduction of waste tires into concrete reduced its split
tensile strength. The reduction of strength can however be minimized by including tires with
higher elastic modulus such as truck tires and specifically tires that contain wires. The strength
was reduced in waste tire modified concrete for several reasons such as the waste tires acting
like voids in the matrix resulting in weak bond between the waste tire and concrete matrix. With
the increase in void content of the concrete, there will be a corresponding decrease in strength.
Also, the elastic deformability tendency of waste in the matrix could have resulted in reduced
strength, cracks at the location of the fibers. This can also be observed in the lower tensile
strength compared to the compressive strength of the concrete mixes.
4.2. Modulus of Elasticity
The general deviation in values of the modulus of elasticity for the rubberized samples was
small. The control sample has the highest modulus of elasticity. The 50 mm (2-inch) truck and
car tire with steel had the highest value of all the rubberized samples. The volume and modulus
of the aggregate are the factors that are mainly responsible for the modulus of elasticity of
concrete. Therefore, small additions of tire fiber would not be able to significantly change the
modulus of the composite. One of the concerns when adding waste tires to the concrete was
whether the workability of the concrete would be negatively affected. Workability refers to the
ability of the concrete to be easily molded.

Figure 4 Variation of the (a) compressive strength of concrete at 28 days
Figure 5 Variation of the split tensile strength of concrete at 28 days
1754
1623
1576
1587
1612
1598
1606
1 2 3 4 5 6 7
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0 Compressive Strength
28 days
Density
Batch Number
Compressive
Strength
(MPa)
1560
1580
1600
1620
1640
1660
1680
1700
1720
1740
1760
Density
(kg/m
3
)
1754
1623
1576
1587
1612
1598
1606
1 2 3 4 5 6 7
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
Split Tensile Strength
Density
Batch Number
Split
Tensile
Strength
(MPa)
1560
1580
1600
1620
1640
1660
1680
1700
1720
1740
1760
Density
(kg/m
3
)

Additives
Figure 6 Variation of modulus of elasticity of concrete
There was a variation of approximately +/- 0.7 between the slump of the control samples
and the rubberized concrete (see Fig. 7). Also, the variation of air content in the different batches
was not significant (see Fig. 8). These results imply that the workability of the concrete was not
adversely affected by the addition of waste tires.
Figure 7 Variation of slump of concrete batches
35.3
27.9
26.8
28.1 27.4
30.3
31.6
1 2 3 4 5 6 7
0
5
10
15
20
25
30
35
40
Modulus of Elasticity
Batch Number
Modulus
of
Elasticity
(MPa)
14.8
14.4 14.6
15.2
14
14.8 15.1
1 2 3 4 5 6 7
0
2
4
6
8
10
12
14
16
Slump
Batch Number
Slump
(cm)

Figure 8 Variation of air content for concrete batches.
4.3. Effect of Waste Tire on Toughness of Concrete
Figure 9 shows the applied load - displacement curves for split tensile testing of control sample
and a rubberized sample from batch 7. The concrete without waste tire failed a lot sooner than
the rubberized concrete. Toughness, which is the energy absorbed by the sample is measured
by the area under the curve. The area beneath the curve for the concrete without rubber is very
small compared to the area beneath the curve for the concrete with rubber. This implies that
concrete with rubber is much tougher than concrete without rubber. Toughness describes how
a material will react under sudden load. With its increased toughness, rubberized concrete will
be able to resist crack propagation, catastrophic failures and absorb dynamic loads more than
the control. It was observed that the samples tend to fail more gradually with the addition of
waste tires. Waste tire modified samples were able to undergo a higher deformation than the
control mix. The ability of the sample to deform elastically has thus increased. The high elastic
energy capacity of normal concrete was reduced after adding rubber while the plastic energy
capacities began to increase. As a result of their high plastic energy capacities, this concrete
showed high strains especially under impact effects. From Figure 7, it was seen that after
maximum stress (cracks growing inside concrete matrix), the graph continues when the
concrete contains fibers. In concrete without fibers, the first crack propagates immediately,
causing instant failure. In waste tire modified concrete the rubber maintained the sides of the
crack together, allowing the material to retain a part of the load at large displacement. The
portion OA and O’A’ are common to most type of composites. They represent the stage in
which the matrix carries the stress, and the role of the fibers is relatively unimportant. The
portions AB and A’B’ represent the stage in which stress is progressively transferred from the
matrix to the fibers. The former had a sudden and short decline because the matrix had no fibers
to carry the stress after the control sample reach its ultimate stress. A’B’ is typical of some
short, randomly oriented fiber. The shape of the curve A’B’ is controlled by many factors
4.5
4
4.8
5
4.7 4.6
4.9
1 2 3 4 5 6 7
0
1
2
3
4
5
Air Content
Batch Number
Air
Content
(%)

Additives
including the sliding friction bond strength for fibers at random angles, the aspect ratio of the
fibers, the fiber volume fraction, and the composition of the matrix. A’B’ is more desirable than
AB since the former implies increased toughness.
0 2 4 6 8 10
0
20
40
60
80
100
120
Applied
Load
(KN)
Displacement (mm)
Concrete without tires
Concrete with tires
A'
A
B
B'
Figure 9 Load displacement results for split tensile testing of rubberized and plain concrete.
Unlike the control concrete which disintegrated when the peak load was reached, the
rubberized concrete underwent a considerable deformation without disintegration. In fact, the
control concrete sample broke into two halves after unloading, while the rubberized concrete
sample kept its integrity and the crack opening width was reduced, and sometimes even closed.
This suggests that rubberized concrete offer a great potential for it to be used in wall
construction, sound/crash barriers, retaining structures, and pavement structures if its strength
is appropriate
5. CONCLUSION AND RECOMMENDATIONS
Concrete mixes were prepared both with and without waste tire rubber. For those with waste
tires, there was one batch made with waste tires in the form of chips while the others were made
with waste tires as fibers with different aspect ratios. Several conclusions were reached:
• The toughness of waste tire modified concrete was much greater than unmodified
concrete. It was thus able to absorb more energy when loaded than the control sample.
• Owing to the fibers bridging over the cracks, the crack opening width can be controlled.
In addition, the three-dimensional distribution of fibers in concrete provides the
reinforced concrete with improved performance in all directions.
• Waste tire modified concrete failed in a ductile manner rather than a brittle manner.
• The sample with waste tire as fibers performed better than those with chips thus, waste
tires should be used as fibers instead of chips.
• It is not very beneficial to include fibers in cement matrices to increase the first tensile
strength. The effect of the fibers on the concrete is not fully realized until cracking has
occurred, as this is when the load carrying ability of the fiber comes into effect.

• Waste tire modified concrete had lower compressive and tensile strength than the
control mix. It was however shown that it was advantageous to use stiffer fibers as
they had higher strengths.
• Waste tires can be included to increase the ductility in compressive failure. One of the
major benefits of waste tire fibers is the holding together of a cracked area after minor
impacts.
• From the results obtained from this study it was determined also that the geometry of
the fibers also had an influence on the strength of the concrete. The aspect ratio of the
waste tire fibers needs to be increased. In fiber reinforced concrete, the major effect of
the fibers has been noted in the post-cracking case, where the fibers bridge across the
cracked matrix.
The use of rubberized concrete should be considered seriously as it reduces the mount of
stockpiled or illegally dumped tire. This will help to solve the problem of health hazard posed
by waste tire disposal. The use of rubberized concrete can be considered in construction works
where increased impact resistance and post-cracking ductility will be beneficial such as in walls,
sound/crash barriers, retaining structures, and pavement structures. The next stage of work will
examine analysis of rubberized concrete using numerical methods and finite element analysis
to determine and predict the value of ultimate tensile strength, the critical fiber length, energy
absorption of the fiber reinforced concrete. The finite element model will clearly show the
development of microcracks in the concrete strength which can be compared to the
experimental result obtained.
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