A study of the durability properties of waste tire rubber applied to self-compacting concrete

(1)

A study of the durability properties of waste tire rubber applied

to self-compacting concrete

Wang Her Yung

a,

⇑

_{, Lin Chin Yung}

a

_{, Lee Hsien Hua}

b

a

Department of Civil Engineering and Disaster Mitigation Technology, National Kaohsiung University of Applied Sciences, Kaohsiung 807, Taiwan, ROC

b

Department of Marine Environment and Engineering, National Sun Yat-sen University, Kaohsiung, Taiwan, ROC

h i g h l i g h t s

"_{We provide the feasibility of concrete containing waste tire rubber powder in situ.} "_{The optimal amount of rubber replacement is suggested for concerning of strength.} "_{The addition of 5% waste tire rubber powder could increase in anti-sulfate corrosion.} "_{By comparing to the ordinary concrete, SCRC had high electrical resistance properties.} "_{Using waste tire rubber powder can enhance the durability of SCRC.}

a r t i c l e

i n f o

Article history: Received 24 May 2012

Received in revised form 11 November 2012 Accepted 15 November 2012

Available online 30 January 2013 Keywords:

Waste tire rubber powder

Self-compacting rubber concrete (SCRC) Durability

Recycled materials

a b s t r a c t

This study used waste tire rubber as a recycled material and replaced part of the fine aggregate by waste tire rubber powder filtered through #30 and #50 sieves to produce self-compacting rubber concrete (SCRC). Part of the fine aggregate was replaced with waste tire rubber powder that had been passed through sieves at volume ratios of 5%, 10%, 15% and 20%, respectively, to produce cylinder specimens and obtain the optimal replacement value. Replacing part of the normal sand with waste tire rubber pow-der of different degrees of fineness at different ratios is discussed.

The results showed that when 5% waste tire rubber powder that had been passed through a #50 sieve was added, the 91 day compressive strength was higher than the control group by 10%. Additionally, the shrinkage was higher with an increase in the amount of waste rubber, and reached its maximum at 20%. The ultrasonic pulse velocity decreased when more powder was added, and the 56 day electrical resis-tance exceeded 20 k

X

-cm and was increased with the addition of more powder. Meanwhile, both the ultrasonic pulse velocity and the electrical resistance were in a favorable linear relationship with the compressive strength. The addition of 5% waste tire rubber powder brought about a signiﬁcant increase in anti-sulfate corrosion. Using waste tire rubber powder can enhance the durability of self-compacting rubber concrete.

1. Introduction

Energy saving and carbon reduction have become a global

movement. The optimal application of resources, efﬁcient

con-struction, quality improvements and economical construction

costs have become urgent issues as Taiwan promotes overall

eco-nomic development, strives to improve living standards and solves

the problems of shortages in sandstone resources and the labor

market.

Along with the development of ready-mixed concrete industry

throughout the world, other industries have also shown progress

re-lated to this industry. One of the most important of them is the

admixture sector. Concrete has gained improved properties with

chemical and mineral admixtures

[1,2]

. Self-compacting concrete

(SCC) is a special type of concrete material where

vibration/compac-tion is avoided by adding super plasticizers into the fresh mixtures

to achieve a similar level of compaction. This relatively new

technol-ogy is gaining increased popularity in the construction industry as it

provides an environmentally friendly and safer way of producing

concrete without compromising its quality

[3–8]

. With limited

sandstone resources, adding recycled materials to SCC has positive

effects, such as replacing the sand with reservoir silt and waste

li-quid crystal glass

[9–11]

. In recent decades, worldwide growth of

⇑

Corresponding author. Tel.: +886 7 3814526x5237; fax: +886 7 3961321. E-mail addresses:wangho@kuas.edu.tw(W.H. Yung),hhlee@mail.nsysu.edu.tw (L.H. Hua).

Construction and Building Materials 41 (2013) 665–672

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Construction and Building Materials

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automobile industry and increasing use of car as the main means of

transport have tremendously boosted tyre production. This has

gen-erated massive stockpiles of used tyres. In the early 1990s, extensive

research projects were carried out on how to use used tyres in

dif-ferent applications

[12]

. Over 1,00,000 tons of waste tires are

annu-ally generated in Taiwan, and this number is increasing, but there is

no solution for disposing of waste tires at present. The US ranks ﬁrst

in the world with 270 million waste tires generated annually,

fol-lowed by Japan with over 110 million waste tires generated each

year

[13]

. Because of the environmental threat associated with

waste tires, their proper disposal has attracted signiﬁcant attention

in recent years. In the United States alone, 290 million tires are

gen-erated per year, along with an existing 275 million tires currently

stockpiled throughout the nation

[14]

.

Waste tires need a larger storage space than other waste due to

their large volume and ﬁxed shape. They are unlikely to be

decom-posed, as burying the waste tires would shorten the service life of

the burial ground and have low economic beneﬁt. In addition,

long-term buried waste tires often emerge from the burial ground

surface or destroy the anti-leakage cover of the burial ground

[15]

,

and the exposed waste tires accumulate water that may breed

bac-teria, molds, insects or mice. In the case of ﬁre, waste tires generate

toxic gases, such as dioxin, that could result in severe pollution

problems

[16]

. Therefore, effectively recovering and reusing waste

tires is an urgent and important issue

[17]

. Landﬁll disposal, which

is the most common method, will be drastically reduced in the

near future due to the recent introduction of European Union

directives that include signiﬁcant restrictions on this practice in

fa-vor of alternatives oriented toward material and energy recovery.

Furthermore, the disposal of used tires in landﬁlls, stockpiles or

illegal dumping grounds increases the risk of accidental ﬁres with

uncontrolled emissions of potentially harmful compounds. In order

to properly dispose of these millions of tires, the use of innovative

techniques to recycle them is important. Rubber tire can be used in

a variety of civil and non-civil engineering applications such as in

road construction, in geotechnical works, as a fuel in cement kilns

and incineration for production of electricity or as an aggregate in

cement-based products

[18]

. And rubber wastes can be used as fuel

for cement kilns, as feedstock for making carbon black and as reefs

in marine environments

[19–21]

. Concerning the reuse of recycled

rubber in mortars and concrete, extensive studies have been

con-ducted on used tyre modiﬁed concrete and mortars. Results have

indicated that rubberized concrete mixtures show lower density,

increased toughness and ductility, higher impact resistance, lower

compressive and splitting tensile strength, and more efﬁcient

sound insulation

[22,23]

. However, some authors have suggested

that the loss in strength might be minimized by prior surface

treat-ment of the rubber particles

[24]

. The introduction of rubber

parti-cles signiﬁcantly increases the strain capacity of materials.

However, rubber in cement paste enhances the toughness of the

composite. Although the mechanical strengths are reduced,

com-posites containing 50% rubber particles satisfy the basic

require-ment of lightweight construction materials and correspond to

‘‘class II’’ according to the RILEM classiﬁcation system

[16]

. Several

studies have indicated that the presence of crumb rubber in

con-crete lowers the mechanical properties (compressive and ﬂexural

strength) compared to those of conventional concrete. The lower

strength is due to the lack of bonding between the rubber crumb

and Portland cement. This decrease in strength was found to be

di-rectly proportional to the rubber content. The sizes of the rubber

crumbs also appear to have inﬂuence on the strength. The coarse

grading of rubber crumbs lowers the compressive strength in

com-parison with ﬁner grades

[25]

.

Self-compacting concrete is considered as a concrete that can be

placed and compacted under its own weight without any vibration,

assuring the complete ﬁlling of formworks, even when access is

hindered by narrow gaps between reinforcement bars. In order

to achieve such behavior, the fresh concrete must show both high

ﬂuidity and good cohesiveness

[26]

. The high ﬂuidity of the

con-crete is obtained by adding a super plasticizer

[27]

. Apart from

reli-ability and constructreli-ability, advantages such as the elimination of

noise in processing plants and a reduction in construction time and

labor costs have been cited as beneﬁts of self-compacting concrete

[28]

. On site, delivery delays are frequent and ambient

tempera-tures have been found to inﬂuence the workability of the concrete

[29]

. The stability of SCC can be enhanced by incorporating ﬁne

materials such as limestone powder, ﬂy ash and ground granulated

blast furnace slag. The addition of these materials increases the

ce-ment content, leading to a signiﬁcant increase in material costs and

other negative effects on the concrete properties

[30]

. However, in

spite of the ﬁne ﬁller presence (usually with an average size of

about 10–30

l

m), when promoting the formation of a very

com-pact microstructure and reaching high values of compressive

strength, the failure behavior of SCC is still brittle

[31]

. Due to

the difference in mixture design and placement and consolidation

techniques, the durability of SCC may be different than that of

nor-mal concrete, and thus needs thorough investigation

[32]

.

In order to solve the above problem, this study replaced part of

the sand with waste tire rubber powder, which was then mixed

into SCRC. We tested the fresh properties and hardening properties

of SCRC based on different ratios of added waste tire rubber to ﬁnd

out the optimal replacement level. The proposed method can

pro-vide a sandstone source and solve the problem of sandstone

short-ages, as well as recycle waste materials.

2. Experimental plan 2.1. Material

Type I cement of a Taiwan brand was used that conformed to ASTM C150 spec-ifications. F type fly ash was used that conformed to ASTM C618 specspec-ifications. The slag used was produced by the China Hi-Ment Corp. and conformed to CNS 12549 specifications.Table 1shows the physical and chemical characteristics of the ce-ment, fly ash and slag. The aggregate used was from the Li-gang River and con-formed to ASTM C33 specifications for concrete material. The waste tire rubber powder was produced by the Taiwan Water–jet Company. As shown inFig. 1, Waste tire rubber powder passing No. #30 sieves (0.6 mm) and No. #50 sieves (0.3 mm). The water used conformed to ASTM C94 for water for concrete mixing. Carboxylic acid was used as a high flow agent and conformed to SCRC requirements.

2.2. Test variable

In this study, #30, #50 and #30 + #50 sieved waste tire rubber powder was added to the SCC. #30 + #50 sieved waste tire rubber powder half and half. The ﬁxed water-binder ratio was 0.35, and the ﬁxed binding agent was 600 kg/m3

. Table 1

Chemical components and physical properties of cement, ﬂy ash and slag.

Test item Cement Fly ash Slag

Chemical analysis (%) SiO2(S) 21.41 48.27 33.35 Al2O3(A) 5.53 38.23 14.76 Fe2O3(F) 2.66 4.58 0.59 S + A + F 30.0 91.08 48.7 CaO 64.16 2.84 40.64 MgO 1.33 2.92 7.12 SO3 2.60 0.75 0.50 TiO2 – 1.42 – Na2O – 0.21 – K2O – 1.16 – LOI – 5.38 0.16 Physical properties Fineness (m2_/kg) ₃₄₉ ₄₃₅ ₄₀₅ Speciﬁc gravity 3.14 2.00 2.89 #325 Residues (%) 5.9 – 2.0

Note: Cement C3S, C2S, C3A and C4AF: 60.8%, 12.29%, 7.74%, 10.1%; C3S + C3A: 20.03%.

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The sand was replaced with 0%, 5%, 10%, 15% and 20% waste tire rubber powder (Table 2shows the mix proportions) to make the cylinder specimens. The fresh property tests were carried out ﬁrst, and the hardening property tests and durabil-ity property tests were carried out at different times. Mixing the waste tire rubber powder of different degrees of ﬁneness would result in preferable results according to Sukontasukkul[32]. Thus, the third mix proportion of this study used mixed waste tire rubber powder from #30 and #50 sieves as the variable.

2.3. Experimental method

The dimensions of the specimens for the compressive strength, ultrasonic, elec-tric resistivity and sulfate attack tests were 100 200 mm. In addition, 285 mm 750 mm 750 mm cylinders were used in the shrinkage tests.

In this study, compressive strength tests were conducted according to ASTM C39 and ASTM C192 at 7, 28 and 91 days, respectively, and the ultrasonic tests were performed according to ASTM C597 at 7, 28, and 91 days. Shrinkage of the mortar after drying was assessed according to ASTM C827 at 1, 7, 28 and 91 days. The

surface resistivity tests were performed according to ASTM C876 and employed four-point resistance meters made by Swiss Proceed to measure the resistivity upon contact with different concrete sections at 7, 28 and 91 days. The anti-corrosion properties of concrete that had been cured for three days were examined according to ASTM C1012 in terms of weight loss after eight cycles of alternate drying and soaking in sulfate solution.

3. Results and analysis

3.1. Properties of waste tire rubber powder

A waste tire is composed of rubber, carbon black, steel wire and

nylon ﬁber. The main components include rubber, vulcanizing

agent, vulcanization accelerator, accelerator, antioxidant,

reinforc-ing agent, ﬁller, softener and stain. Among these, rubber accounts

for about 70.53% of the whole tire, and this rubber is composed

of natural and synthetic organic compounds of petroleum.

Cur-rently, synthetic rubber is generally used. This synthetic rubber is

composed of styrene–butadiene rubber (SBR) and butadiene

rub-ber

[33]

. Carbon black is ﬁlled in the tire for reinforcing the

vulca-nized rubber; it is the ﬁller for reinforcing the stabilization of the

combination. Thermo-gravimetric analysis (TGA) of the waste tire

rubber powder is shown in

Fig. 2

. The sieving analysis and physical

properties are shown in

Table 3

.

3.2. Compressive strength

Table 4

and

Fig. 3

shows that the compressive strength of three

degrees of ﬁneness and mix proportions reached a maximum on

the 28th day. However, when 5% of the #50 sieved waste tire

rub-bers were added, the compressive strength was 96% of the control

group. The compressive strength of other addition levels was low

Fig. 1. Waste tire rubber powder passing No. #30 and No. #50 sieves.

Table 2

Mixture proportions of SCRC. Unit: kg/m3

.

No. Binding materials Coarse aggregate Fine aggregate Water Admixture

Cement Slag Fly ash Sand Rubber

SCRC 0% 885 0

SCRC30 5% 840.75 16.29

SCRC50 10% 300 150 150 888 796.5 32.58 210 7.8

SCRC3050 15% 752.25 48.87

20% 708 65.16

Fig. 2. TGA of the waste tire rubber powder.

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(5) Taking the ﬁfth recycling as an example, 5% waste tire

rub-ber powder had the least weight loss, and adding waste tire

rubber powder that had been passed through a #30 sieve led

to anti-sulfate corrosion resistance.

(6) The addition of 5% waste tire rubber powder that had been

passed through a #50 sieve added was the best level of

replacement.

Acknowledgments

The authors would like to thank the National Science Council of

the Republic of China, Taiwan, for ﬁnancially supporting this

re-search under Contract No. NSC 101-2221-E-151-063.

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