Usage of waste tyres in Civil Engineering

1. Project on the topic
of
Usage of waste tyres
in
Civil Engineering
Under the Guidance of – Om Prakash
( Asst. Professor )

2. INTRODUCTION
2
• Rapid urbanization, industrial and infrastructural
development at a large scale in the world results a huge
scarcity of construction material and tremendous
increase in environmental pollution day by day.
• Today it is a challenge to dispose the waste material like
waste tyre, plastic etc. Some of this material is not bio-
degradable since it affects the human life as well as the
surrounding environment.
• So it is required to use waste materials as an alternative
source for construction material
• Several researchers are exploring the possibility of using
different by-products or waste materials like fly ash, fibre,
rice husk ash and recycled tire materials as geo-materials.

3. WASTE TYRE
3
• The use of waste tyre in civil engineering applications is based
upon their unique characteristics like lightweight, good insulation
properties, very high ability to resist water, good long term
durability and high compressibility.
• Design of various geo-engineering structures like retaining walls,
embankments, and foundations requires index and engineering
properties of the waste tyre and their inclusion with soil.
• Beyond the economical and environmental concern, these
materials can help solving problems with low shear strength
soils.
• The Minnesota Department of Transportation determined that
the use of waste tires is both cost effective and technical feasible
after utilizing rubber chips at twenty-three different sites.

4. • Since several researchers (Edil and Bosscher 1994,
Foose et al. 1996, Ghazavi 2004, Hataf and Rahimi
2005, Kawata et al. 2007, Lee et al. 1996,2007, Masad
et al. 1996, Mashiri et al. 2015, Rao and Dutta 2006,
Sheikh et al. 2013, Tatlisoz et al. 1998, Youai and
Bergado 2003, Zornberg et al. 2004) investigated the
monotonic behaviour of sand-scrap tyres
4

5. OBJECTIVE
5
• Elimination of the need for disposal of scrap tyres
in landfills.
• Mitigation of the problems of fill settlement
and instability due to the lighter weight of tyre
chips.
• Reduction of the use of valuable natural
aggregates.

6. L i t e r at u r e Review
6
AUTHOR’S NAME YEAR WORK
S. B. REDDY and A.
M. KRISHNA
2015 Recycled Tire Chips Mixed with
Sand as Lightweight Backfill
Material in Retaining wall
Application: AN Experimental
Investigation
G.V.RAO and R.K. DUTTA 2006 Compressibility and strength
behaviour of sand–tire chips
mixtures
R. LAMB 1992 Using shredded rubber tires as
lightweight fill material for road
sub- grades.
G. J. FOOSE 1996 Sand reinforced with shredded
waste tire
H. H. TSANG et al. 2008 QUSHION:EARTHQUAKE
PROTECTION BY RUBBER-SOIL
MIXTURES
MOHAMED K. ISMAIL et al. 2016 Ductility and Cracking Behaviour
of Reinforced Self-
Consolidating Rubberized
Concrete Beams

7. COMPONENTOFWASTE TYRE
7

8. TYPESOFWASTETYRE
8
• Scrap-tire-derived materials are being used in civil
engineering applications in three forms as per ASTM
D6270 (ASTM 2008), namely tire crumbs (length < 10mm),
tire chips (length = 10- 50mm) and tire shreds (length >
50m
(Tyre crumbs)

9. (Tyre
Shred)
(Tyre
Chips)
9

10. CHALLENGES
10
• Waste tyre are categorised as solid or hazardous waste.
• In India top 7 large tyre companies are responsible for 85%
tyre productions. The sale of automobile tyres was 8.8
million units in 1982 which had increased to 17.7 million in
the year of 1991, representing the growth rate of more than
100% in ten years.
• Developed and industrialized countries are facing a
monumental problem in the disposal of used tyre.
• The volume of waste tyre generated is 1.5 billion per year
owing to the increase in the number of vehicles worldwide
(ETRMA 2011).
• A huge volume of scrap tires has been stockpiled in many
countries (Genan Business & Development A/S 2012)
causing adverse impact on the environment.

11. • The disposal of these used tyres has become a global
problem.
• Disposing of these waste tyres became a global problem
for every countries because the stockpiling of theses tyres
threats to health hazard as well as environmental hazard (C
Clark et al. 1991, Liu H et al. 1998, C Hermann et al. 2001)
due to the following three reasons: (1) they occupy large
volumes (2) waste tyre storage can be a dangerous fire risk
(3) waste tyre dumps provide the breeding ground for
vermin, including rats and mosquitoes.
11

12. STOCKPILING OFWASTE TYRE
12

13. CRITICAL REMARKS
13
• Mechanics is unavailable
to explain the
phenomenon completely.
• A few physical test
• Effect of surcharge
• Absence of numerical modeling to evaluate exact
earth pressure distribution.
• Absence of design details in literature.
• Need to use more accurate calculation methods in
design practice which permits improving the
economic indices.

14. WHY WASTE TYRE
14
 Waste tyre is used in highway construction because of their
following properties:-
1. Light weight
2. Free Drainage
3. Low Earth Pressure
4. Good Thermal Insulator
5. Good Durability
6. Low Compressibility
7. Vibration Damping
8. Low Cost

15. ENGINEERING PROPERTY OFTYRE CHIPS
15
S. NO. PROPERTY VALUE
1. SPECIFIC GRAVITY 1.08
2 MINIMUM UNIT WEIGHT (KN/m3) 5.39
3 COMPACTED UNIT WEIGHT (KN/m3) 6.45
4 FRICTION ANGLE 15-38°

16. ENGINEERING PROPERTY OFTYRE SHREDS
16
S.NO. SHREDS (%) SPECIF
IC
GRAVIT
Y
UNIT WEIGHT
(max) (KN/m3)
UNIT WEIGHT
(min) (KN/m3)
1. 0 2.68 17.66 15.33
2. 10 2.44 14.23 12.18
3 30 2.15 9.76 7.45
4. 50 1.86 7.87 5.38
5 100 1.14 5.21 2.88

17. CHEMICAL COMPOSITIONOFWASTE
TYRE
17
S. NO. COMPOSITION % BY WEIGHT
1. ZINC 1.52
2. CALCIUM 0.378
3. IRON 0.321
4. CHLORINE 0.149
5. CHROMIUM 0.0097
6. FLUORIDE 0.0010
7. CADMIUM 0.0006
8. LEAD 0.0065

18. PROPERTIES OFRUBBER WITH RESPECT TO
SAND
( TAKEN FROM CWA 14243-2002)
APPLICATION OF WASTE TYRE IN CIVIL
ENGINEERING
18

19. APPLICATION OFWASTE
TYRE
• In Retaining Wall
• For modification of soil
• In Highway Pavement
• In structural Engineering
• For Building Isolation
19

20. In retaining w a l l
20
• Performances of retaining walls under static and seismic
loading conditions depend upon the type of backfill
soil.
• Generally, clean granular cohesionless backfill materials
are preferred. However, new lightweight fills materials
like shredded tire chips, geo-foam, fly ash, plastic
bottles etc are being explored as alternative backfill
materials now-a-days.
• These lightweight materials are beneficial in reducing
earth pressures and lateral displacements of the
retaining walls.
• The experimental results indicate that the horizontal
displacements and lateral earth pressures are reduced
to about 50–60 % of that of control case by using sand-
tyre chips mixture which functioned as light weight
backfill materials.

21. • Cecich et al. (1996) explained the applicability of pure tire
chips in retaining wall backfill by achieving the higher
factors of safety against sliding, overturning compared to
the sand as backfill under static loading conditions.
• Lee and Roh (2006) proved that the dynamic earth
pressures behind a retaining wall were reduced on using a
backfill material having lesser elastic modulus and higher
damping ratio and demonstrated that tire chips possesses
these reliable properties.
• Ravichandran and Huggins (2014) showed that the
bending moments, shear forces and the displacements of
the walls backfilled with tire chips were reduced
significantly than that of walls backfilled with sand
considered.
21

22. AN EXPERIMENTAL INVESTIGATION
22
 Bali Reddy and A. Murli Krishna (2015):- used recycled
tyre shreds in sand-tyre chips (STC) mixtures for rigid
retaining wall application as a backfill material. They
obtained data with different STC mixtures on 600 mm
high rigid retaining model which is constructed in a
Perspex container. STC mixtures were prepared with
different tyre chips mixtures proportions such as 10, 20,
30, 40, and 50%. Static surcharge load up-to 10KPa was
applied using concrete blocks. The results were obtained
in the form of wall displacement (Fig. No. 1) and reduced
lateral earth pressure (Fig. No.2), they found that
displacement and lateral earth pressure are reduced to
about 50-60% by using STC mixtures.

23. RESULTS
23
(Displacement profile with different STC
mixtures)
(Lateral Earth Pressure Profile with different
STC
mixtures)

24. IN HIGHWAY PAVEMENT
24
• India has one of the largest networks of roads in the
world.
• Compacted shredded tyre material is more porous
than washed gravel. When used in road base or sub-
base, shredded type will improve the drainage below
the pavement and therefore should extend the life of
the roadway.
• Tyre shreds are very elastic. This property enables the
tyre material to better distribute the roadway loads over
unstable soils
• Shredded type also posses vibration damping properties,
a benefit in situations where vibratory compaction is
hazardous to the surroundings.
• Shredded tyre are easily compacted and consolidated.

25. • Vasudevan et al. (2006) stated rubber coated aggregate
bi-tumen makes better material for pavement
construction as mix shows higher Marshall stability
value.
• Niraj D Baraiya (2013) suggested addition of waste tyres
reduce thermal cracking and permanent deformation in
hot temperature region and also decreases the sound
pollution.
• Mc. Donald (1996) developed rubber-bitumen
compositions containing up to 25% cryogenically
recovered rubber tyre. It has been reported that at high
temperatures, jelly like material with improved elastic
properties is produced. The blends were recommended
for prevention of reflection cracking in bituminous
pavements.
25

26. • It also improves the CBR
value
26

27. ADVANTAGE IN HIGHWAY PAVEMENT
27
• This provides a stable road base for a longer time period
than some other lightweight materials.
• Because of their low density, tyre shreds can be used to
build roads over unstable soils.
• It can be easily handled and transported on the desired
site and display excellent porosity features.
• It is also helpful in proper drainage of highway base-
course.
• An alternative source of landfill for highway construction.
• It is relatively inexpensive.

28. CASE STUDY
28
• Near Finland, Minnesota, the Lake County Highway Department
reconstructed a gravel road section on County State Aid Hghway-
7 using 3,900 cubic yards (3,000 cubic meters) of shredded waste
tyre. The road section, located at a bridge approach, was
originally built over very unstable soils (peat) and experienced
excessive settlements annually.
• To minimize the settlement problem in 1990, the county decided
to reconstruct the road segment using a lightweight fill material.
After reviewing the available option, the county selected
shredded tyre because of their low cast and durability.
• The road reconstructed over the existing grade with 4 foot
(1.2m) layer of shredded tyre and capped with a layer of geo-
textile fabric.
• Peat run gravel was then placed to a depth of approximately 1
foot (0.3m) and topped off with about 6 inches (15cm) of
class 5 Aggregate. The tyre shreds were quite large, ranging in
size from 4*12 inches (10*30cm) up to ¼ of a whole tyre.
• Compaction was completed with a dozer. To date, the county
reports no noticeable settlement on the road segment.

29. FORSOILMODIFICATION
29
• In India there are so many variations in soil state to state.
• Some soil having very low load bearing capacity like black
cotton soil because it absorbs water, swells and lose their
strength so in that areas it is essential to improve the
quality of soil by mixing of waste tyre in desired quantity.
• Black cotton soils are inorganic clays of medium to high
compressibility and are characterised by high shrinkage and
swelling properties.
• The shredded tyre waste in improving the geotechnical
properties of expansive black cotton soil.
• Deccan plateau, Malwa plateau and a portion of Gujarat
poses challenging problems to infrastructural development
in this region.

30. • Oikonomou and Mavridou (2009) explained when tyre waste is
mixed with soil, it provides light weight construction material
with improved engineering properties such as strength,
compared with those of soil alone.
• Cetin et al. (2006) concluded that the dry densities of clayey
soil mixed with tyre waste are reduced as the amount of tyre
increases.
• Atterberg’s limits (decreased as the percentage of tyre
increased or the clay content decreased) (Cetin et al. 2006),
(ii) permeability (increased as normal pressure reduced and
as the tyre content increased) (Oikonomou and Mavridou
2009), (iii) shear strength of sand (increased, up to 30%
shredded tyre waste mixed) (Foose et al. 1996) and clayey
soil (improved 20–30% with addition of tyre waste) (Cetin et
al. 2006) and (iv) consolidation (decreases while using tyre
chips) (Humphrey 1995).
30

31. AN EXPERIMENTAL INVESTIGATION
31
• Binod Tiwari et al. (2012) :- modify the soil with shredded
rubber tyres coarser than 2.75 mm were obtained from
Home Depot. They used different types of soils SP, SW, SM,
SC, SP-SM and CH based on the USCS system mixed with
three proportions of shredded rubber tyres 10%, 20% and
30% of the soil mass by weight to obtain the reduction in
the amount of water required for the compaction effort to
maintain good maximum dry density with the help of
Modified Proctor Test outlined by ASTM D 1557 as well as
providing a solution for the disposal of used rubber tyres.
This paper evaluates the effectiveness of shredded rubber
tyres in compaction fills. They reported that the maximum
dry unit weight increased with an increase in the amount of
rubber tyre up to 10%.

32. RESULTS
32
(Change in Maximum Dry Unit
Weight of soil with Different
proportion of
Rubber)
(Change in OMC of soil with
Different proportion of
Rubber)

33. AS SEISMIC BASE ISOLATORS
33
• Seismic isolation systems involve the installation of
isolators beneath the supporting points of structure.
• For buildings, the isolators are usually located between
the superstructure and the foundations.
• The isolators must be capable of undergoing the
movements imposed by the ground shaking, while
maintain their ability to carry gravity loads from the
superstructure to the ground.
• The utilization of recycled scrap rubber tyre chips in
seismic isolation of structure is a low cost earthquake
mitigation technique which can potentially reduce the
intensity of seismic shock propagation into the
structure.

34. • In China there are at least three buildings on sliding
systems that use specially selected sand at the sliding
interface (Kelly1997).
• Compacted sand layers are often used as an energy
dissipating layer Xiao et al (2004).
• Ansari et al. (2011) studied the numerical assessment
of vibration damping effect of soil bags.
• Yegian et al (2004) conducted studies on foundation
isolation for seismic protection using a smooth
synthetic liner placed underneath foundations which
provides seismic protection by absorbing energy
through sliding .
• The damping ratio of the structure on sand layer
increased due to sliding of the structure; and thus a
good amount of the excitation energy is dissipated in
friction. Thus structure experiences lesser
accelerations as compared to fixed base structure
34

35. MECHANISM OFBASE ISOLATORS
35

36. RESULTS
APPLICATION OF WASTE TYRE IN CIVIL
ENGINEERING
37

37. IN STRUCTURAL ENGINEERING
38
• Concrete is the second most widely used material in the
world, which can consume large amount of waste rubber
tires by replacing them with natural aggregate of concrete.
• In addition, waste tires can be used in cement kilns as
feedstock for energetic purposes and to produce carbon
black by tire pyrolysis.
• They are usually used to substitute part of natural
aggregates or as additive of concrete mixture.
• The size of waste rubber tires to be used in the construction
industry is as follows: Chipped tire aggregate with the size
of 25 mm to 50 mm is generated by mechanical grinding at
ambient temperature and considered as coarse aggregate.

38. • Tire rubber particle pullout and internal tire rubber
micro cracking are two toughening mechanisms for
energy consumption in the rubber-concrete matrix
that cannot be observed in ordinary concrete.
• Some researchers related the strength reduction of the
rubberized concrete with increasing rubber content to
two reasons: First, initiated cracks around of the
rubber particles due to the softy of rubber particles
can accelerate the failure of the rubber–cement
matrix. Secondly, because of the lack of bond strength
and adhesion between the rubber particles and
cement paste, soft rubber particles may behave as
voids in the concrete matrix .
• Pelisser et al. [27] determined the morphology and
porosity of the interface between the rubber and the
cement matrix by scanning electron microscopy (SEM).
39

39. EXPERIMENTAL INVESTIGATION
40
• Mohamed K. Ismail et al. (2016):- investigates the
applicability of using optimized self-consolidating
rubberized concrete (SCRC) and vibrated rubberized
concrete (VRC) mixtures in structural applications. The
curvature ductility, ultimate flexural strength, and
cracking characteristics of different SCRC and VRC
mixtures were tested using large-scale reinforced
concrete beams. The variables were crumb rubber (CR)
percentage (0–50% by volume of sand), different binder
contents (500–550 kg/m3), inclusion of metakaolin
(MK), use of air entrainment, and concrete type. The
results indicated that although the flexural capacity of
the tested beams decreased with the addition of CR,
adding CR improved the beams’ curvature ductility and
reduced its self-weight. In general, the obtained results
from the present work indicate promising potential for
SCRC and VRC use in structural applications

40. MIX DESIGN FORTESTED MIXTURE
41

41. RESULT
(Moment-Curvature Curve for tested
beam)
42

42. Sustainability issues and l i f e
cycle assessment
43
• The public, governments and industry are all greatly interested in
green design and engineering approaches towards better
environmental quality and sustainable development. A life cycle
assessment (LCA) is a detailed analysis dealing with the
interaction between a product and the environment. In particular,
LCA calculates raw materials and energy used in order to
produce a particular product (inputs) and the negative impacts of
the resulting release of pollutants into the environment and, as a
result, impacts on human health (outputs). LCA is conducted in
order to produce more ‘green’ products with the least
environmental impact. This can be achieved with studies on the
effects of each phase of the LCA on the environment. At the
same time, these studies can help producers to take conservative
action aimed at making the environmental impact less harmful.

43. o In order to eliminate the environmental impact of the life cycle
of a tyre, several recommendations should be carried out in
each phase of the LCA. Raw materials acquisition for a car tyre
is characterised by a high water requirement. The use of
polyester, which has already replaced rayon to a certain extent,
results in a reduction in the water requirements. Moreover,
this phase is characterised by a high incidence of waste. The
use of synthetic fibres instead of steel cord could reduce the
amount of waste generated, assuming that the environmental
impact from the production of fibres does not cancel out the
benefits of waste reduction.
44
o Result showed that the use of tyre as a fuel in cement kilns
combustion in a conventional waste-to-energy process are
very satisfactory in terms of reducing the negative effects
associated with the use of conventional fuels, with the first
one to be better than the second one. The other two filling
material processes showed worse results because of the
high energy consumption related to the pulverisation
processes.

44. CONCLUSION
45
• Waste tyre management is a serious global concern. Millions
of waste tyres are generated and stockpiled every year, often
in an uncontrolled manner, causing a major environmental
problem.
• Rubber tyres, in different shapes and sizes can be used in
many civil and non-civil engineering applications – such as
in the production of rubber composites, as a fuel in cement
kilns, by incineration for the production of electricity, as an
aggregate or additive in cement products, in road
construction, as lightweight fill for embankments or as
backfill material for retaining walls.
• The use of crumb rubber and tyre granules in Portland
cement concrete has bee the subject of many research
projects in recent years. The results of these studies show
that concrete modified with tyre rubber can be used in
applications where mechanical properties are not of prime
importance.

45. • Moreover, tyre rubber can be used as a bitumen modifier or
as aggregate in asphalt mixtures. This can be done either by
the wet or by the dry process. Pavements made of
rubberised asphalt mixed with aggregates have been
constructed widely with great success. Such sections have
better skid and rutting resistance, and improved fatigue
cracking resistance, while their service life can be greater
than that of conventional sections.
• Tyre chips are advantageous for use in geotechnical
applications because of their low density and high
durability, shear strength and thermal insulation; in many
cases they are also cheaper compared with other fill
materials. The use of tyre rubber as a lightweight geo-
material for embankments or as backfill against retaining
walls is very promising and should be promoted.
• In conclusion, tyre rubber can be used in a substantial
number of civil engineering works. It has good potential for
development but this depends largely on the ability of the
building and construction designers involved to convince
the authorities and the relevant constructors of the
advantages of these applications.
46

46. REFERENCES
47
•
•
•
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49. THANK
YOU..