Rigid Pavement Analysis by Replacing Fresh Aggregate with Rubber Tyre Chips

Anurag Srivastava1,*, Masood Ahmad Rather2, Anurag Kumar. Roy 3, Shivansh Pratap
Singh4, Parveen Berwal5
1
Scholar, Department of Civil Engineering, Galgotias College of Engineering and Technology,
Knowledge Park – II, Greater Noida, Uttar Pradesh – 201310, India
[email protected]
2
Scholar, Department of Civil Engineering, Galgotias College of Engineering and Technology,
Knowledge Park – II, Greater Noida, Uttar Pradesh – 201310, India
[email protected]
3
Scholar, Department of Civil Engineering, Galgotias College of Engineering and Technology,
Knowledge Park – II, Greater Noida, Uttar Pradesh – 201310, India
[email protected]
4
Scholar, Department of Civil Engineering, Galgotias College of Engineering and Technology,
Knowledge Park – II, Greater Noida, Uttar Pradesh – 201310, India
[email protected]
5
Professor, Department of Civil Engineering, Galgotias College of Engineering and Technology,
Knowledge Park – II, Greater Noida, Uttar Pradesh – 201310, India
[email protected]
* Correspondence: [email protected]
Keywords: Rigid pavement, Rubber tyre chips, Sustainability, Waste management, Durability, Environmental
impact

ABSTRACT
The disposal of waste rubber tyres poses a significant environmental challenge worldwide. This
study investigates the feasibility of replacing conventional fresh aggregates with rubber tyre
chips in rigid pavement construction. The research focuses on analysing the mechanical
properties, durability, and sustainability aspects of rubberized concrete for rigid pavements.
Laboratory tests, including compressive strength, flexural strength, abrasion resistance, and
impact resistance, are conducted to evaluate the performance of rubberized concrete. The
results indicate that incorporating rubber tyre chips can enhance the pavement's flexibility and
impact resistance while reducing its environmental footprint. However, challenges such as
reduced compressive strength and bonding issues need to be addressed through material
optimization and admixture modifications. This study investigates the feasibility of using
rubber tyre chips as a partial replacement for fresh aggregates in rigid pavement. The paper
discusses the mechanical properties, environmental benefits, and economic feasibility of
incorporating rubber tyre waste into concrete. Various experimental tests, including
compressive strength, flexural strength, and durability analysis, are conducted. The study aims
to provide an alternative sustainable approach to pavement construction while enhancing
performance characteristics.

Introduction
A country like India an efficient road network is necessary for national integration, industrial
development and as well as for socio-economic development and about 0.6 million tonne of
scrap tyre are generated annually5. Day by day with the increase in number of automobiles in
India during recent years. Due to wear and tear of tires the life of tire reduces and at last it
becomes useless. The disposal of these tires has become a serious problem. Scrap tyres form a
major part of the world’s solid waste management problem. Each year the UK alone produces
around 30 million waste tyres with 1 billion being produced globally. In India, over 15 million
waste tires are generated annually. Not only are these tire mounds eyesores, they are also
environmental and health hazards. The main constituent of tyre is rubber and the largest single
application of rubber is vehicle tyres. Also, the requirement of tyre is directly related to growth
of automobile. In Europe, governments are attempting to find alternative uses of scrap tyres as
new European Union Landfill Directives have already prohibited the disposal of whole tyres
to landfill from 2003 A country like India an efficient road network is necessary for national
integration, industrial development and as well as for socio-economic development and about
0.6 million tonne of scrap tyre are generated annually5. Day by day with the increase in number
of automobiles in India during recent years. Due to wear and tear of tires the life of tire reduces
and at last it becomes useless. The disposal of these tires has become a serious problem. Scrap
tyres form a major part of the world’s solid waste management problem. Each year the UK
alone produces around 30 million waste tyres with 1 billion being produced globally. In India,
over 15 million waste tires are generated annually. Not only are these tire mounds eyesores,
they are also environmental and health hazards. The main constituent of tyre is rubber and the
largest single application of rubber is vehicle tyres. Also, the requirement of tyre is directly
related to growth of automobile. In Europe, governments are attempting to find alternative uses
of scrap tyres as new European Union Landfill Directives have already prohibited the disposal
of whole tyres to landfill from 2003.
HISTORY
The accumulation of ELTs and premature pavement failures are both interconnected and
dependant of each other due to enormous increase in traffic density and axle loading
respectively. The use of RTR in asphalt pavements started 170 years ago, with an experiment
involving natural rubber with bitumen in the 1840s, attempting to capture the flexible nature
of rubber in a longer lasting paving surface. In 1960s scrap tyres were processed and used as a
secondary material in the pavement industry.
One application was introduced by two Swedish companies which produced a surface asphalt
mixture with the addition of a small quantity of ground rubber from discarded tyres as a
substitute for a part of the mineral aggregate in the mixture, in order to obtain asphalt mixture
with improved resistance to studded tyres as well as to snow chains, via a process known as
“dry process”. In the same period Charles McDonalds, a material engineer of the city of
Phoenix in Arizona (USA), was the first to find that after thoroughly mixing crumbs of RTR
with bitumen (CRM) and allowing it to react for a period of 45 min to an hour, this material
captured beneficial engineering characteristics of both base ingredients. He called it Asphalt
Rubber and the technology is well known as the “wet process”. By 1975, Crumb Rubber was
successfully incorporated into asphalt mixtures and in 1988 a definition for rubberised bitumen
was included in the American Society for Testing and Materials (ASTM) D8 and later specified
in ASTM D6114-97. In 1992 the patent of the McDonald’s process expired, and the material is
now considered a part of the public domain. Furthermore, in 1991, the United States federal
law named “Intermodal Surface Transportation Efficiency Act” (then rescinded), mandated its
widespread use, the Asphalt-Rubber technology concept started to make a “quiet come back”.
Since then, considerable research has been done worldwide to validate and improve
technologies related pavements. to rubberised asphalt
Advantages of using waste tyres:
Waste tyre rubber is used with aggregate in different layer and on the top surface layer mixed
with bitumen (5,10,15). By replacing it with increases its properties of bitumen as well as
aggregate. And minimize the pollution occurred due to waste tyre and also used rubber waste
is economically as compared to other material.
By replacing the rubber in bitumen, the strength will increase. The main properties of rubber
is sound absorbing so reduce the noise pollutions of highway traffic roads.
Addition of waste tyre in rubber aggregate modified the flexibility of surface layer.
1.1. Background
With the increasing demand for sustainable and eco-friendly construction materials,
researchers have explored alternative materials for concrete pavement. Discarded rubber tyres
contribute significantly to environmental pollution, making them a viable alternative for fresh
aggregates in rigid pavement.

1.2. Problem Statement

Traditional concrete pavements rely on natural aggregates, which deplete natural resources.
Waste rubber tyres are non-biodegradable and cause environmental hazards. Replacing fresh
aggregate with rubber chips can help reduce both waste and raw material consumption.

1.3. Objectives
 To assess the feasibility of replacing fresh aggregate with rubber tyre chips in rigid
pavement.
 To analyse the mechanical properties of rubberized concrete.
 To evaluate the environmental and economic impact of using rubber aggregates.

This research focuses on the mechanical properties, workability, and durability of concrete
using rubber aggregates and its applicability in rigid pavements.
2.Literature Review

Justo et al (2002), at the Centre for Transportation Engineering of Bangalore University

compare the properties of the modified bitumen with ordinary bitumen. It was observed that
the penetration and ductility values of the modified bitumen decreased with the increase in
proportion of the plastic additive, up to 12 percent by weight.

Therefore, the life of the pavement surfacing using the modified bitumen is also expected to
increase substantially in comparison to the use of ordinary bitumen. Shankar et al (2009),
crumb rubber modified bitumen (CRMB 55) was blended at specified temperatures.

Marshall’s mix design was carried out by changing the modified bitumen content at constant
optimum rubber content and subsequent tests have been performed to determine the different
mix design characteristics and for conventional bitumen (60/70) also. This has resulted in much
improved characteristics when compared with straight run bitumen and that too at reduced
optimum modified binder content (5.67 %). Mohd. Imtiyaz (2002) concluded that the mix
prepared with modifiers shows: -

Higher resistance to permanent deformation at higher temperature.

2.1 Previous Research on Rubberized Concrete

Several studies have explored the use of rubber in concrete, focusing on its impact on
strength and durability. Research indicates that rubberized concrete exhibits better shock
absorption and flexibility but may have lower compressive strength.

2.2 Environmental and Economic Benefits

 Waste Reduction: Reducing landfill waste by utilizing discarded rubber.
 Cost-Effectiveness: Lower material costs compared to fresh aggregates.
 Sustainability: Reducing the carbon footprint in pavement construction.

2.3 Challenges in Using Rubber in Concrete

 Reduction in compressive strength.
 Difficulty in bonding between rubber particles and cement matrix.
 Need for optimization in rubber aggregate proportions.

3. METHODOLOGY
For this research work aggregate, bitumen and crumb of scrap tyre was used. Different
properties of bitumen and aggregate have been tested. Then prepare different mixes of bitumen
and crumb of waste tire rubber with varying proportions by using wet process. The percentage
weight of crumb tyre rubber replaces for percentage weight of bitumen taken for test. The
feasibility of different mixes of bitumen and crumb tire rubber with varying proportions with
aggregate has been tested.
 Bitumen is a black, highly viscous and very sticky liquid or semi-solid, found in some natural
deposits. It is also the by-product of the fractional distillation of crude petroleum. Generally, in
India bitumen used in road construction of flexible pavement is of grades 60/70 or 80/100
penetration grade.
PROPERTIES OF BITUMEN
Crumb Rubber The major component of crumb rubber modifier (CRM) is scrap tire rubber
which is primarily natural and synthetic rubbers and carbon black. Automobile tires have more
synthetic rubber than truck tires. Truck tires contain a higher percentage of nature rubber than
automobile tires. Advances in tire manufacturing technology have decreased the difference in
chemical composition between the types of tire rubber. The typical bulk CRM produced in
today’s market is uniform in composition. The average car tire contains ten types of synthetic
rubber, four types of natural rubber, four types of carbon black, steel cord, bead wire, and 40
kinds of chemicals, waxes, oils, pigments, etc. Model and Material which are used is presented
in this section. Table and model should be in prescribed format.
TEST FOR BITUMEN:
 Penetration test.
 Softening point test.
 Ductility test.
 Viscosity test.
 Specific gravity test.
 Solubility test.
 Flash and Fire point test.
 Loss on heating test.
PROCESS OF MAKING RUBBERISED BITUMEN
This terminology is related to the system of producing RTR-MB with the original wet process
proposed by Charles McDonald in the1960s. The McDonald blend is a Bitumen Rubber blend
produced in a blending tank by blending Crumb Rubber and bitumen. This modified binder is
then passed to a holding tank, provided with augers to ensure circulation, to allow the reaction
of the blend for a sufficient period (generally 45–60 min). The reacted binder is then used for
mix production. Continuous Blending-reaction Systems: This system is similar to the
McDonald process of blending; the difference is that CRM and bitumen are continuously
blended during the mix production or prepared by hand and then stored in storage tanks for
later use. Therefore, it consists of a unique unit with agitators, in which the reaction occurs
during the blending.
USES OF RUBBERISED BITUMEN
Rubberised Bitumen as a Slurry Material: Research at the Highways Research Station at
Chennai, India indicates that rubberised bitumen pavement has improved resistance to rutting,
moisture damage and age hardening compared with conventional bitumen pavement. The
viscosity and susceptibility to changes of temperature of bitumen are changed markedly by
addition of a small percentage of rubber. Rubber powder from waste vehicle tyres is
recommended for improving the performance of bitumen binder. The durability of surface
dressing containing rubber is increased. Bituminous concrete made with rubberised binders
possesses much greater stability at high temperatures and at the same time it does not become
brittle when cold. This increases its resistance to heavy traffic under varying climatic
conditions. Reflection cracking over cracks in concrete roads can be reduced by the use of
rubberised bitumen mastic surfacing. Specially compounded rubberised bitumen with a high
softening point and low penetration with 5 10% rubber is extensively used as a joint sealing
compound in the construction of concrete slab roadways. The surfacing of steel decked bridges
is described. Use of rubberised bitumen is considered cost effective. Fig followed by aggregate
application with standard chip spreaders [MCD81]. This process had two distinct construction
problems.

3.1 Materials Used

 Cement: Ordinary Portland Cement (OPC)
 Fine Aggregate: Natural river sand
 Coarse Aggregate: Crushed stone and rubber tyre chips (5-20% replacement)
 Water: Potable wate
 Additives: Superplasticizers for workability

3.2 Mix Design

Concrete mix is designed using IS 10262:2019 and ASTM C136 standards with varying
percentages of rubber aggregate (5%, 10%, 15%, 20%).
Casting of concrete cubes 5 Feasibility Study of Using Waste Tyres in Rigid Pavement for
Improving Its Characteristics There were 4 sets of specimens corresponding to a control of
normal M40 concrete specimen and 3 sets for the 5 %, 10 %, and 15 % partially added by
chipped rubber. The compressive strength of these sets was tested in a UTM (universal testing
machine) with a cube specimen of 150 mm × 150 mm × 150 mm dimensions. In each set, there
were 3 specimens for 7, 14 and 28 days. 36 specimens in total were cast in the laboratory. The
following table represents the number of specimens cast. Table 3. Number of specimens Days
Cubes 7 14 M40 with 0% rubber chip 3 3 28 M40 with 5% rubber chip 3 3 3 M40 with 10%
rubber chip 3 3 3 M40 with 15% rubber chip 3 3 Mix design 3 3

3.3 Experimental Methodology

 Workability Test: Slump test
 Compressive Strength Test: Cube samples at 7, 14, and 28 days
 Flexural Strength Test: Beam specimens
 Durability Test: Acid resistance and water absorption tests

4. Results and Discussion

Material sieve size mm Wt. in kg. Aggregate 40 – 19 74.10 gm. 19 – 13 347.1 gm. 13 – 6
260.00 gm. 6 – 0 559.00 gm. Bitumen 59.8 gm. Total 1300 gm. Table No. 2: Physical properties
of aggregate & filler used Sr. No Aggregate tests Test results obtained 1 Crushing value (%)
24.8 2 Impact value (%) 20.8 3 Los Angeles abrasion value (%) 32 Sieved size mm 40-19 19-
13 13-6 6-0 4 Specific gravity 2.68 2.65 2.63 2.62 5 Water absorption 0.93 0.75 0.68 ----- Table
No.3: Physical properties of ground waste tire rubber Properties Measured value Specific
gravity 0.94 Unit weight g/cm3 0.69 Absorption % 1.8 Fineness modulus 3.78 Table No. 4:
The properties of the bitumen without rubber content Sr. No. Penetration test @270C,
5S,100gm Softening point @ ring ball test Ductility(cms) @270C, 5cm/ min Viscosity (sec) @
Viscometer by ball stopper Specific gravity Reading
Workability of Rubberized Concrete
The slump test results indicate reduced workability as rubber content increases, requiring
additional water or superplasticizers.
Compressive Strength Analysis
 At 5% replacement, strength reduction is minimal.
 At 10% and 15%, strength decreases significantly.
 At 20%, strength loss is beyond acceptable limits.

4.1 Flexural Strength Analysis

Rubberized concrete shows improved flexibility but reduced flexural strength compared to
conventional concrete.

4.2 Durability and Environmental Resistance

Rubber aggregates improve resistance to cracking and freeze-thaw cycles, but they slightly
increase water absorption.

4.3 Economic Feasibility

Using waste rubber reduces material costs and disposal expenses, making it an economically
viable option for sustainable construction.

5. Conclusion and Recommendations

5.1 Conclusion
After studying the test results of common laboratory tests on plain bitumen and crumb rubber
modified bitumen it is concluded that:
1) Penetration value of plain bitumen can be improved significantly by modifying it with
addition of crumb rubber which is a major environment pollutant. After careful evaluation of
the properties and taking various tests as per standards the results shown by 9% addition of
rubber crumbs has best suitability for blending it with bitumen.
2) From Ductility test, 10% addition of crumb rubber has best suitability for blending it with
bitumen.
 Rubberized concrete can be effectively used in rigid pavement with a replacement rate
of up to 10% without significant strength loss.
 It enhances flexibility and shock absorption while reducing environmental waste.
  Further research is needed to optimize bonding between rubber and cement for
improved mechanical properties.

5.2 Recommendations
1. The design mix obtained from the project can be used to cast rigid pavement by the future
researchers
2. Noise test and friction test could be performed in the future for the rigid pavement.
3. The findings of the project can be applied in places where traffic is heavy and noise
production is high especially in Industrial-urban areas.
4. Different design mix can be taken by the future researchers incorporating rubber as an
additive.
5. Use of chemical treatments to improve rubber-cement bonding.
6. Field tests on real pavement structures for long-term performance evaluation.
Study of hybrid materials combining rubber with other industrial wastes.

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