ACKNOWLEDGEMENT

WE WOULD LIKE TO EXPRESS OUR, GRATITUDE AND INDEBTEDNESS

ON THE SUCCESS-FUL COMPLETION OF OUR PROJECT WORK, WHICH WOULD

BE INCOMPLETE WITHOUT THE MENTION OF THE PEOPLE WHO MADE IT

POSSIBLE, WHOSE PRECIOUS GUIDANCE, ENCOURAGEMENT, SUPERVISION

AND HELPFUL DISCUSSIONS MADE IT POSSIBLE.WE IRE GRATEFUL TO THE

DEPT.OF CIVIL ENGINEERING, ITT, CHOUDWAR FOR PROVIDING IS THE

OPPORTUNITY TO EXECUTE THIS PROJECT, WHICH IS AN INTEGRAL PART OF

CUR-BICULUM IN DIPLOMA PROGRAM AR STATE COUNCIL FOR TECHNICAL

EDUCATION & VO-SATIONAL TRAINING, ODISHA.WE WOULD ALSO LIKE TO

EXPRESS OUR GRATITUDE TO JURPROJECT GUIDES. DEPARTMENT OF CIVIL

ENGINEERING WHO HAVE CONTINUOUSLY JUPERVISED US, HAVE SHOWED

THE PROPER DIRECTION IN THE INVESTIGATION OF PRO-JECT AND ALSO HAS

FACILITATE US HELPFUL DISCUSSIONS, VALUABLE INPUTS, ENCOUR-

IGEMENT AT THE CRITICAL STAGES OF THE EXECUTION OF THIS PROJECT.

 INSTITUTE OF TEXTILE TECHNOLOGY

Department of civil engineering

CERTIFICATE

THIS IS TO CERTIFY THAT, THE PROJECT REPORT ENTITLED " USE

OF WASTE TYRES IN ROAD CONSTRUCTION " BY GROUP "2" 1.
BISWAJIT SAHOO-REGD NO-F22016001004, 2. RAJALAXMI SAHOO-
REGD NO- F22016001014, 3. BISWAJIT SWAIN-REGD No-
F22016001005, 4. MONALISHA NAYAK-REDG No, L23016001007, 5-
SUMIT KUMAR PRADHAN-REGD No. L230160010 HAS BEEN
CARRIED OUT UNDER MY GUIDANCE AND SUPERVI-SION IN
PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE DIPLOMA
IN CIVIL ENGINEERING DURING SESSION 2023-24 IN DEPARTMENT
OF CIVIL EN GINEERING OF INSTITUTE OF TEXTILE TECHNOLOGY,
CUTTACK, AND THIS WORK IS THE ORIGINAL WORK OF THE
STUDENTS.

Principal: Sri Kanhu charan Das

 CONTENTS

 INTRODUCTION
 HISTORY
 COMPONENT OF WASTE TYRE
 PROPERTIES OF WASTE TYRE IN ROAD CONSTRUCTION
 PROCESSING
 BENEFITS IN HIGHWAY CONSTRUCTION
 APPLICATION OF WASTE TYRE
 TWO PROCESS USED FOR ROAD CONSTRUCTION BY WASTE
TYRE
 WASTE TYRE IN DIFFERENT PAVEMENT
 ADVANTAGES & DISADVANTAGES
 CONCLUSION
 ABSTRACT

The growth rate of vehicles is the backbone of economic development of any country.
India is the second fast growing automobile industry in the world. In today’s era, solid waste
management is the thrust area. On the other side, the traffic intensity is also increasing. As a result,
amount of waste tires is also increasing. The increasing consumption of waste tire has generated many
problems such as increasing landfill space, environmental pollution and causing health hazards.
Parallel to this is the increasing of roads construction as a result of heavy traffic on roads. This study
reviews to the use of crumb rubber (waste tires in powder form) in bitumen using the wet process. The
study focuses on the crumb rubber as a replacement to the total weight of bitumen. The design or life
span for all highways and urban roads is 10 – 20 years. Unfortunately, damages or distresses on
pavements are still occurring before reaching the maximum period of the designed road serviceability.
Among the major influencing factor that is contributing to this distress is the repeated heavy traffic
loading on the road surfaces. Moreover, the use of waste crumb rubber in road construction as a
pavement surface has a better skid resistance, fatigue crack resistance and increased rut resistance.
The review includes physical tests that are used to determine the physical properties of bitumen and
modified crumb rubber mix. The physical tests involve penetration test, softening point test, and
ductility test. The expectations from the study are to develop bitumen with waste crumb rubber that
would minimize the costs of bitumen and providing better physical properties compared to the
convention bitumen based on the tests that was conducted.
 INTRODUCTION
Sustainable development, circular economy and recycling are terms appearing
frequently in recent years in world and domestic researches, which, among other things, are
related to civil engineering. All these terms are also incorporated in different ways in the
strategic documents of individual countries, in order to create preconditions for improving
living conditions. Two of such documents in Croatia are Law on Sustainable Waste
Management and Ordinance on waste tire management which regulate the management of
waste tires. According to Ordinance, the term “tires” is defined as all types of new or used
tires, and rubber tracks used in the household or by registered persons for the transport and
transfer of substances, objects and persons, including work, and to waste tires from these
products. The same Ordinance prescribes the annual recovery goal of the waste tires
recycling / recovering of at least 80% of the mass of separately collected waste tires in that
calendar year with prohibition of waste tires disposal on landfill according to. Given the
existing legal framework, there is a clear need to approach the problem of waste tires in a
broader scientific and professional sense, which is the goal of this paper.

During 2018, 5, 1 million tons of tires was produced in Europe and during 2019, 324 million
tires were sold in the EU representing 20% of the world tire market. In Croatia, there is a
continues increase in tons of tires placed on the Croatian market since 2012 and according to
the latest available data, there has been 30 714,05 t of new tires placed on the Croatian
market in 2018 . At the same time, the amount of recovered tires in Croatia over the years is
uniform, about 19,000 tons. As presented in, the difference in tons of tires placed on Croatian
market and recovered is growing. It can be concluded that over time, the need for waste tires
management will begin to increase due to the wear and tear of tires in use at the moment
since they are not allowed to be disposed of in landfills. The magnitude of the problem is also
emphasized by the data that the average lifespan of a standard passenger tire is approximately
4 years (for general use) and that a single passenger tire equates to 8 kg in weight. Annual
generation of waste tires is estimated to 1.5 billion whole-tires worldwide. High volume and
slow decomposition (it is a non-biodegradable material) are the main issues of waste tires
management. Landfill disposal is mainly prohibited due to a high endurance and slow
decomposition which can result in soil and groundwater pollution while uncontrolled burning
results in a carbon release and black smoke which pollutes air. Furthermore, disposed tires
serve as an ideal breeding ground for rodents and mosquitoes which are known to be a carrier
of various infectious diseases. According to some sources, automobile tires usage in civil
engineering dates back to the 19th century i.e. when automobiles were first invented but only
with the increase in waste tires quantity and environmental protection awareness in 1960s, era
of its civil engineering usage begun and one of crumb rubber first usages were for bitumen
modification, methodology introduced by Charles McDonalds . Great boost for waste tires
recycling in civil engineering industry; especially in highway construction was given during
1980s and 1990s by major research efforts and significant technology development. Over the
years, many ways of sustainable management were found such as waste tires rethreading,
manufacture of rubber - molded products, tire paralysis to produce carbon black and oil/gas
that can be used as a fuel, use as an alternate fuel in cement kilns, in geotechnical
applications such as sub-grade fill in roads and embankments, in rubber modified asphalt
pavements and as partial replacement of aggregates in concrete. For proper potential
application selection, tire composition can be a key element since it can influence the final
product characteristics. Generally, all tires are made of four basic materials although
composition is dependent on tire purpose (passenger car, truck). These are 40-45% of rubber
(natural and synthetic), 23-27 % of fillers (carbon black, silica, chalk, or carbon), 11-13%
reinforcing materials (metals and textiles) and facilitators (plasticizers, vulcanizing agents -
sulphur and zinc oxide and additives). As for any other waste materials to be used in civil
engineering, due to its chemical composition and constituent material toxicity, potential
environmental hazard within new tire rubber application, should be investigated. This is
particularly the case for heavy metals leaching potential, particularly zinc.

The main scope and purpose of this paper is to present overview of potential
application of waste rubber from used tires in road construction with special emphasizing on
Croatian researches within this topic. Review of latest international and domestic research is
presented with presentation of newest ongoing research in the field in Croatia.
 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 tires 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 tires 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 rubberized 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 rubberized asphalt pavements.
COMPONENT OF WASTE TYRE
PROPERTIES OF WASTE TYRE IN ROAD CONSTRUCTION
Physical properties:-

1. Lightweight: Reduced settlement and improved drainage.

2. High compressive strength: Resists deformation and rutting.

3. Elasticity: Absorbs vibrations, reducing road noise.

4. Permeability: Enhances drainage, reducing water accumulation.

5. Insulation: Reduces heat transfer, minimizing temperature fluctuations.

Mechanical Properties:-

1. High tensile strength: Resists cracking and breaking.

2. Flexural strength: Supports heavy loads and traffic

Environmental Properties:-

1. Recyclable: Conserves natural resources and reduces waste.

2. Low carbon footprint: Reduces greenhouse gas emissions.

3. Resistance to degradation: Minimizes environmental impact.

PROCESSING:-

Waste rubber tires collected from passenger vehicles, trucks, and off-road machinery are
required to undergo some form of recovery, as tires are prohibited from entering landfill sites
in Australia according to State Environmental Protection Agency Guidelines. In 2015, to
protect against the risk of tire fires, the Australian EPA introduced regulations that mandate
licenses for any site storing 40 tones or 5000 EPUs of waste tires (Storage of Waste Tires in
Victoria, 2020).

Material properties and behavior

Using recycled waste tires has been gaining popularity among researchers looking to explore
sustainable options in the design of substructures and sustainable replacement materials for
common construction materials. The increased demand for sustainable alternatives has led to
rapid exploration and numerous studies in this area.
The use of TDPs in soils has recently been the subject of numerous studies, with a strong
emphasis placed on comparing the behavioral characteristics of rubber soil with

Concrete applications

Several researchers have investigated whether waste rubber is a suitable partial replacement
material for use in concrete. These studies investigated concrete longevity with rubber
inclusions, in addition to what effects this would have on the compressive and material
properties. These studies are discussed in detail in this section.

Geotechnical applications

Lightweight materials, such as waste rubber, feature many desirable properties and
characteristics. The following section explores a range of applications that have utilised waste
rubber and assesses its performance against the conventional materials.
Environmental considerations

Rubber tires are considered to be a very durable material; however, once these materials have
expired from their intended use (e.g., bald vehicles tires) they are collected and stored in large
uncontrolled stockpiles often located outdoors in industrial areas or abandoned sites. Unlike
most organic matter, rubber waste tires contain synthetic fibers that are not bio-degradable.
The four major environmental concerns related to the accumulation of waste tires are tire
fires, lactates, breeding

Current practice

There are three major uses for waste tires. Shredding, energy recovery, and oil recovery.
Shredding is the process of reducing end-of-life tires into reusable products for a wide
selection of applications, some of which have been outlined in this paper.
Energy recovery is mainly utilized by cement producers where shredded or whole tires are
added to the slurry as it goes into the cement kiln. Tires burn at a high temperature and add
heat to the system allowing the manufacturer to reduce the main

Discussion

This paper analyses many solutions in regard to waste tire recovery by addressing the
abundance of rubber waste generated and the risks and implications associated with
stockpiling. The relationship between waste tire generation and waste tire recovery is through
the method of processing and manufacture. This process results in a wide selection of Tire
Derived Products (TDP) that enable continued benefit beyond disposal. Significant
contributions have been made by researchers, which have
BENEFITS IN HIGHWAY CONSTRUCTION:-
1. Improved drainage and reduced hydroplaning.

2. Increased durability and reduced maintenance.

3. Enhanced safety through better traction.

4. Reduced road noise and vibrations.

5. Cost-effective and environmentally friendly.

Applications in Highway Construction:

1. Base course material.

2. Sub base material.

3. Shoulder and embankment stabilization.

4. Drainage layers.

5. Pavement layers (asphalt, concrete).

Types of Tire-Derived Materials Used:-

1. Shredded tires (50-300 mm).

2. Tire chips (10-50 mm).

3. Tire crumbs (1-10 mm).

4. Rubber powder (0.1-1 mm).

 APPLICATION OF WASTE TYRE

 In Retaining wall
 For modification of soil
 In Highway Pavement
 In structural Engineering
 For Building Isolation

IN RETAINING WALL

• Performances of retaining walls under static and seismic loading conditions depend upon
the type of backfill soil.

• Generally, clean granular cohesion less 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.

• 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.
 FOR SOIL MODIFICATION

• 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 tire in desired quantity.

• Black cotton soils are inorganic clays of medium to high compressibility and are
characterized by high shrinkage and swelling properties.

• The shredded tire 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.

IN HIGHWAY PAVEMENT

• India has one of the largest networks of roads in the world.

• Compacted shredded tire 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.

• Tire 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.

ADVANTAGES IN HIGHWAY PAVEMENT

• This provides a stable road base for a longer time period than some other lightweight
materials.

• Because of their low density, tire 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.

• Deccan plateau, Malwa plateau and a portion of Gujarat poses challenging problems to
infrastructural development in this region.
 IN STRUCTURAL ENGINEERING

• 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.

• 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.
TWO PROCESS USED ROAD CONSTRUCTION BY WASTE TYRE

Wet Process

 In this procedure, the plastic and rubber waste is specifically blended with hot
bitumen at 160°C and this blend is then appropriately blended utilizing a mechanical
stirrer. This blend likewise contains extra stabilizers and requires legitimate cooling.
This strategy is very little famous in light of the fact that it needs colossal
speculations.

Dry Process

 To begin with the plastic and the rubber waste is gathered, isolated and put away.
The isolation is done in light of the fact that a few sorts of plastic like poly- vinyl
chloride (PVC) and flux sheets can’t be utilized as street developments for well-being
concerns. The following stride includes the cleaning of the rubber and plastic. This is
vital on the grounds that the vast majority of the rubber and plastic waste gathered
has been utilized for bundling (55% in India) and subsequently is probably going to
contain leftover substances.
 For examples, little bits of nourishment which must be expelled. After this the plastic
and rubber experiences the way toward destroying which lessens it to the right
thickness of 2mm- 4mm. The total is warmed to around 160 °C to 170 °C and
afterward the plastic and rubber are include and following 30 seconds -40 seconds, a
uniform covering is watched. This covering gives it a slick look. The bitumen is
included at a temperature of around 155 °C-163 °C. This temperature is deliberately
directed to ensure that the coupling is solid.
 TEST PERFORMED

 MODIFIED PROCTOR TEST

 The Modified Proctor Test, following the codal provisions of IS: 2720(Part -80) 1983
 was conducted to investigate the compaction properties of both soil aloneand soil
mixed with rubber tyre particles of greater size in various percentages.

 The test determines the Optimum Moisture Content (OMC) i.e. moisture content at
which the dry density is maximum as well as the Maximum Dry Density
(γd).

 In your experiment, the same test procedure was followed for both the soil alone and
the mixtures containing different percentages of tire crumbs. The proportions of tyre
crumbs used in the mixtures were 4%, 6%,8%, 12%, and 16%.

 By performing the Modified Proctor Test, you were able to determine the OMC and
MDD values for each combination of soil and tire crumbs. These values provide
insights into the compaction characteristics and the effect of the tire crumbs on then
egineering characteristics of the soil.

CALIFORNIA BEARING RATIOTEST

The California Bearing Ratio (CBR) test is widely used in transportation engineering to
assess the strength and suitability of sub grade materials for road pavement construction. It
was initially developed by O. J. Porter of the California Highway Department in the 1920s.
In this case, the CBR test was conducted according to the codal provisions outline
in the Indian Standard code IS: 2720(Part16)-1987. This standard provides guidelines and
procedures the CBR test for performing in India.
The CBR as value servers an important parameter in evacuating the strength and
Load –bearing capacity of soils, especially in the context of pavement design and
Construction. It helps engineers and designers determine the thickness of sub grade
Materials needed for road pavement construction, considering the soils ability to support the
load from the pavement structure.
 WASTE TYRE AND FLEXIBLE PAVEMENT

In Croatia during 2019 year, 2,62 million tons of hot and warm asphalt mixtures
were produced of which 63,7% is surface, 3,8% binder and 32,5 base course . During 2018,
in Europe, 297, 9 million tons of hot and warm asphalt mixtures were produced and in USA
353 million tons the price of asphalt depends on the price of bitumen as a binder, whose price
depends on the oil price, from which processing is produced. We are witnessing a constant oil
prices rise in the world market, which also caused a significant rise in the price of asphalt
produced for road construction. According to The Maryland Asphalt Association the price of
asphalt in the last 20 years has increased more than 300%, from $ 150 (January 2000) to $
473 (January 2020). Comparing, diesel fuel price in January 2002 was 1,688 $/gallon and in
January 2020 was 3,264 $/gallon or more than 190%. So, it is not surprising that there is a
significant number of world researches deals with the possibilities of applying alternative
materials in asphalt pavement. One research approach is replacing standard materials with
alternative, waste ones, such as waste rubber, and another research approach is expanding
pavement life (waste rubber utilization in cement stabilized base course). One of the most
researched and in practice most common application of crumb rubber in pavement design is
its application in asphalt. In asphalt mixtures crumb rubber can be used in three main
technologies. First, as an addition to the binder in the so-called wet process when fine
particles are added to and react with bitumen with the aim of producing an improved binder
for asphalt mixtures. Second, in a so-called dry process which includes crumb rubber addition
to heated aggregate as a filler at ambient temperature prior to bitumen addition .Third
process, so called terminal blend asphalt rubber include fully digested crumb rubber particles
in the asphalt binder and blended at the asphalt refinery. According to the, wet process
includes a minimum of 15% of rubber by weight of the total binder and it is pointed that dry
process usually include 3 to 4 % of crumb rubber by weight of total max.
Addition of crumb rubber to asphalt results in increased viscosity, lower penetration while
increasing the softening point and it gives the additional binding strength while increasing
elasticity. The addition of rubber to asphalt is equivalent to the addition of the polymer as it
reduces fatigue, increases stiffness and the resistance to rutting, retains good behavior at low
temperatures but also when exposed to a warm environment, and reduces traffic noise.
Studies show that bituminous binder with crumb rubber, with addition of modifiers, can also
be used in the production of warm mix asphalt, asphalt mixtures with recycled asphalt
aggregates in hot recycling process, or in the production of warm asphalt with significant
quantities of recycled aggregates.

In poroelastic road surface is presented composed of crushed stone aggregate,

rubber (20% by weight) and polyurethane binder. It is pointed out that for production and
laying and compacting of poroelastic asphalt mixture is possible by ordinary asphalt batch
plant and ordinary paving machine and rollers. One of the main features of this wearing
course is a potential to reduce pavement noise
by at least 10 dB. This innovative material is also applicable for urban roads in cold regions.
In it is also emphasized its promising safety issues in a case of spill fuel fires prohibiting the
spread of fire and giving a considerable time for the evacuation of passengers. However, the
application of rubber in asphalt also carries negative effects - increasing the cost of
production and construction (20-30% more than the cost of conventional mixtures, higher
production temperatures, which means higher energy consumption and the problem of
bitumen and rubber segregation during transport and storage. Also, by applying rubber in the
asphalt, due to high temperatures, pollutant emissions are significantly higher than in
conventional asphalt. In addition, using it in asphalt layers only a small amount of available
waste tire rubber is used because of limited thickness of these layers. For this reason, the
possibility of applying waste tires in other pavement layers has been investigated.

Someone investigated the applicability of crushed rubber in unbound layers from recycled
aggregate and crushed stone. Adding crumb rubber to aggregate, as expected led to lower
LA values (Los Angeles abrasion test) due to the elastic and deformable behavior of the
material. Measurement of the California Bearing Ratio (CBR) showed that small tire
fractions act as filler increasing CBR value and that the crumb rubber increases failure strain
in relation to the control samples. Addition of crumb rubber to the mixture of waste crushed
rock results in stiffness reduction but CBR still meet the conditions set for application in
base/sub base layers, whereas application in the base layers is not possible only when the 3%
by weight of crumb rubber coarse fraction is applied. In the greatest extent, Farhan and his
associates dealt with the application of crumb rubber in cement stabilized layers. Replacing
the part of the aggregate with crumb rubber causes a decrease in sample density. Namely, this
is the result of rubber lower specific weight and high elasticity that absorbs part of the
compaction energy resulting in lower compaction effect and consequently lower density.
Replacing part of the fine aggregate with rubber and increasing its content results in a drop in
compressive, indirect tensile and flexural strength. Strength decrease upon rubber addition, in
relation to the reference mixture, is greater with higher the cement content, that is, the higher
the strength and rigidity of the initial reference mixture. For mixtures with lower cement
content, such as stabilizations, differences in stiffness are lower and stresses are more
uniformly distributed across all mixture components. Although the application of a waste tyre
rubber reduces the strength of cement stabilized aggregate, the application of silicon dust or
the treatment of waste rubber with sodium hydroxide can result in improved interfacial
bonding of the rubber granules within the mixture. On the other hand, in stabilized mixtures,
due to the compaction, good contact with aggregate particles should be achieved and thus
eliminate the problem observed in the application of rubber in concrete mixtures. Aggregate
replacement by rubber also results in a less stiff material leading to decrease in ultrasound
velocity and dynamic modulus of elasticity. Addition of rubber increases capacity for energy
absorption, i.e. increases ductility. Cracks that occur at failure are thinner and develop as one
major and few smaller cracks leading to greater energy dissipation. It is believed that the
addition of rubber particles, having a smaller modulus of elasticity, reduces the propagation
of the cracks because it allows the release of part of created local stresses and also due to the
distribution of these weak particles, path of the crack lengthens. Toughness and fatigue life
are also enhanced and flexural-induced cracks tend to propagate through rubber aggregate. It
is found that addition of crushed rubber reduces the stresses that occur in cement stabilization
due to material shrinkage. Also, low water capillary absorption of rubberized cement treated
aggregates which is favorable characteristic for more durable pavement base layers contact
with aggregate particles should be achieved and thus eliminate the problem observed in the
application of rubber in concrete mixtures. Aggregate replacement by rubber also results in a
less stiff material leading to decrease in ultrasound velocity and dynamic modulus of
elasticity. Addition of rubber increases capacity for energy absorption, i.e. increases ductility.
Cracks that occur at failure are thinner and develop as one major and few smaller cracks
leading to greater energy dissipation. It is believed that the addition of rubber particles,
having a smaller modulus of elasticity, reduces the propagation of the cracks because it
allows the release of part of created local stresses and also due to the distribution of these
weak particles, path of the crack lengthens. Toughness and fatigue life are also enhanced and
flexural-induced cracks tend to propagate through rubber aggregate. It is found that addition
of crushed rubber reduces the stresses that occur in cement stabilization due to material
shrinkage. Also, low water capillary absorption of rubberized cement treated aggregates
which is favorable characteristic for more durable pavement base layers is pointed out as an
advantage.
Considering the dynamic nature of traffic loads, research has also been carried out over the last
couple Of years to explore the application of rubber in a conventional/normal or roller compacted
concrete For pavements.
The application of rubber in concrete presents the addition of elastic material to a rigid
concrete matrix that changes its properties. Numerous studies on use of crumb rubber in concrete
suggest that the addition of rubber and increase of its amounts in concrete usually has a negative effect
on mechanical properties such as compressive, indirect tensile and flexural strength, modulus of
elasticity and density. Strength reduction is described as a result of poor bonds between cement paste
and rubber particles and also because rubber with low modulus of elasticity that is imbedded in
concrete of high strengths acts like a void .But the rubber addition also increases the capacity of
concrete for energy absorption and ductility and reduces the possibility of brittle fracture. The addition
of rubber to concrete increases the number of load cycles that will lead to fracture or fatigue of the
material. The addition of rubber to the mortars makes them hydrophobic and reduces the penetration
of water, while also improving the resistance to freezing. Applying a fine aggregate of crushed rubber
as a volumetric sand replacement in concrete pavement results in satisfactory properties of fresh and
hardened concrete with a rubber share of up to 30% . With the addition and increase in rubber share,
the drop in compressive and indirect tensile strength was noted, but the samples were ductile, could
take higher deformations, and had residual load capacity after failure.
Methodology for measuring the deformations in concrete mixtures with crumb rubber, created to
evaluate mixtures for pavements under cyclic loads is presented in . It is found that 20% of rubber
aggregate significantly reduces mechanical properties but that up to 10% of the rubber of different
granulations achieves better deformability and performance of the material under cyclic load stresses
with an acceptable reduction in mechanical properties. Presence of rubber aggregates in mixtures of
roller compacted concrete for pavement application, while decreasing optimum moisture and dry
spatial mass, results in more available cement paste that improves workability, consistency and
compaction due to lower water absorption. The impact on strength is similar to that of conventional
concrete, where significant rubber contents reduce strength and elasticity, but improve the energy
absorption potential and the ductility of the material. Small amounts of rubber (5%) can also be
beneficial for strength properties. Finally, findings from 100 aggregate in normal concrete and self-
compacting concrete. When replacing sand by rubber particles 0,5-4 mm, compressive strength is
reduced with a linear relation to rubber content, rubberized concrete is more ductile than
100 research studies published in the last 30 years on 25 different rubber treatment methods to
Improve the mechanical properties of rubber concrete are presented in.
 ADVANTAGES OF WASTE TYRE IN ROAD CONSRTUCTION
 Waste tires can be used road construction to provide low cost and quieter roads.
 The tires are blended with bitumen to enhance pavement performance and make the
road more flexible during winters, resulting in a longer life.
 Waste tires can also be used as a sustainable road making materials, in a zero.
Waste solution to boost recycling and support the circular economy.
 Waste tires can be used to seal cracks & joints, be applied as a chip seal coat &
added to hot mineral aggregate to make a unique asphalt paving material.

DISADVANTAGES OF WASTE TYRE IN ROAD CONSTRUCTIO N

1. These waste tires are produces carbon by burning process.
2. This amount of tires is very large manner so it becomes dangerous as well as uncomfortable to
placing, because of Land problems to our country.
3. Potentially harmful substances were found exposed to highly acidic solutions.
4. Aside from the persistent annoyance, mosquitoes have been shown to spread various dangerous
diseases.
 CONCLUSION
Road construction is an activity mainly based on the application of natural materials,
primarily stone, gravel and sand, and binders (bitumen and cement) whose production
represents a significant environmental burden. Thus, it is necessary finding new ways of
making road construction sustainable and more environmentally acceptable. According to
world literature, the use of waste tires in road construction is possible but not trivial. It is
necessary to explore in detail the advantages and disadvantages of its application, which is
also the idea of RubSuPave scientific project. Although researches in the area of waste rubber
application in cement stabilized base layers of pavement structures are limited, there are
indications that its application could result in a reduction in shrinkage cracking. This could on
the other hand prolong asphalt wearing course lifespan and reduce need for its maintenance
resulting in a significant financial savings, environmental preservation and incorporation of
road construction into sustainable development frameworks. However, the optimum mix
composition (optimal amount of cement, optimum tire aggregate content), and in particular
the effect on behavior of asphalt courses in this kind of pavement structure, is not yet fully
explored. Also, to gain full insight in potential benefits or disadvantage caused by waste
rubber application in road construction, detailed cost-benefit and life cycle assessment is
required and should be conducted before making any decision on its practical usage. Results
of the research conducted within RubSuPave project will contribute to the creation of new
knowledge on the practical application of waste tires in cement stabilized base layers aiming
to solving and improving the practical goal: creating a sustainable roadway through the
application of waste material and extending pavement life.