An-Najah National University 
Faculty of Graduate Studies 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Utilization of Waste Tires in the Production of Non-
Structural Portland Cement Concrete 

 
 
 
 
 
 
 
 
 
 
 
 

By 
Saleem Mohammed Saleem Shtayeh 

 
 

Supervisor 
Dr. Osama Abaza 

 
 
 
 
 
 
 
 
 
 
 
 

Submitted in Partial Fulfillment of the Requirements for the Degree of 
Master in Transportation Engineering, Faculty of Graduate Studies, at 
An-Najah National University, Nablus, Palestine 

2007 





 iii

DEDICATION 
 

To the owners of the glowing hearts and burning vigor.………………. 

To those who sacrificed their money, souls and blood for their faith..... 

To those who faced the devil of evil and the devil of craving…………. 

To my tender mother, honored father, dear my wife, my daughter,    

brothers and sisters. 

To all of them, 

I dedicate this work 

 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 



 iv

ACKNOWLEDGMENT 
 
 

Thank God for the blessing granted to us………………….................... 

I feel obliged to extend my sincere thanks to my instructors at An-

Najah National University, who were helpful and brace. They were really 

that burning candles to illuminate our path. 

And special thanks to Dr. Osama Abaza who saved no effort in 

supporting me to complete this work in spite of the difficult circumstances. 

I also would like to thank the discussion committee instructors Dr. 

Khaled Al-Sahili and Dr. Sami Hijjawi who had a great effect in achieving 

the benefit. 

Finally many heartfelt thanks go to my dear brothers, sisters and 

friends who helped me in this modest work. 

 

 
 
 
 



 v
TABLE OF CONTENTS  

Number Content Page 
Number

 LIST OF TABLES  vii 
 LIST OF FIGURES viii 
 LIST OF APPENDICES x 
 ABSTRACT  xi 
 CHAPTER ONE: INTRODUCTION 1 

1.1 Background  2 
1.2 Problem Statement 4 
1.3 Goals and Objectives 6 
 CHAPTER TWO: LIBRARY SEARCH 8 
2.1 Background 9 
2.2 Tire Manufacturing 9 
2.2.1 Manufacture of crumb tire 10 
2.2.1.1 Mechanical Grinding 12 
2.2.1.2 Cryogenics 14 
2.3 Civil Engineering Applications of Recycled Rubber 

from Scrap Tires 
15 

2.3.1 Sub-grade Insulation for Roads 16 
2.3.2 Sub-grade Fill and Embankments 16 
2.3.3 Backfill for Walls and Bridge Abutments 17 
2.3.4 Landfills 17 
2.3.5 Other Uses 18 
2.4 Studies and Research 20 
2.5 Fresh concrete Properties Containing Scrap-rubber 

Tires 
25 

2.5.1 Slump 25 
2.5.2 Air Content 26 
2.5.3 Unit Weight 26 
2.5.4 Hardened Properties 26 
2.5.5 Shrinkage 30 
2.5.6 Toughness and Impact Resistance 31 
2.5.7 Freezing and thawing resistance 33
 CHAPTER THREE: METHODOLOGY 36 
3.1 Introduction 37 
3.2 Work Procedure 37 
3.2.1 Materials 37 
3.2.2 Raw Material tests 38 
3.2.3 Plain Portland cement concrete mixes 38 
3.2.4 Crumb Portland cement concrete mixes 40 
3.3 Tests on PCC 43 



 vi
3.4 Thermal and sound insulation testing 44 
 CHAPTER FOUR: EXPERIMENTAL TESTS 

RESULTS 
48 

4.1 Introduction 49 
4.2 Materials testing results 49 
4.3 Concrete Compressive strength and slump tests 

results 
52 

4.4 Density test results 53 
4.5 Water Absorption test results 54 
4.6 Abrasion resistance of concrete test results 55 
4.7 Modulus of elasticity test results 56 
4.8 Noise insulation test results 57 
4.9 Thermal insulation test results 58 
 CHAPTER FIVE: ANALYSIS OF RESULTS 59 
5.1 Introduction 60 
5.2 Compressive strength 60
5.3 Density 65 
5.4 Water absorption 67 
5.5 Slump (consistency) 69 
5.6 Abrasion 69 
5.7 Modulus of elasticity 71 
5.8 Noise insulation 72 
5.9 Thermal insulation 76 
5.10 Particles distribution  77 
 CHAPTER SIX: CONCLUSIONS AND 

RECOMMENDATIONS 
79 

6.1 Introduction 80 
6.2 Conclusions  80 
6.3 Recommendations 81 
 REFERENCES 83
 APPENDICES  90 
 ب  الملخص 

 



 vii
LIST OF TABLES 

Table 
Number 

 Page 
Number 

Table 1.1 Weights of scrap tires for different classes of 
vehicles in the West Bank 

5 

Table 2.1 Typical materials used in manufacturing tire 12 
Table 3.1 Concrete mix design by weight of mix 

ingredients (kg/m3 of PCC) 
39 

Table 3.2 Mix ingredients (kg/0.01m3 of PCC) 39 
Table 3.3 Grade B-150 of PCC for batch mix 41 
Table 3.4 Grade B-200 of PCC for batch mix 41 
Table 3.5 Grade B-250 of PCC for batch mix 42 
Table 3.6 Grade B-300 of PCC for batch mix 42
Table 3.7 Grade B-450 of PCC for batch mix 43 
Table 4.1 Materials tests results 50 
Table 4.2 Concrete compressive strength test results 52 
Table 4.3 Density test results 53 
Table 4.4 Concrete water absorption test results 54 
Table 4.5 Concrete abrasion test results 55 
Table 4.6 Modulus of elasticity test results 56
Table 4.7 Noise insulation test results 57 
Table 4.8 Thermal insulation test results 58 

 



 viii

LIST OF FIGURES 
Figure 

Number 
Contents Page 

Number
Figure 1.1 Used tires waste in an open area 3 
Figure 1.2 Waste tire dump on fire 4 
Figure 1.3 Weights chart of scrap tires 5 
Figure 1.4 Weight fraction Chart of total weight of scrap 

tires 
5 

Figure 2.1 Flow Chart Summarizing Tire Manufacturing 
Process   

11 

Figure 2.2 Typical Shredding Waste Tire Machine 14 
Figure 2.3 Shredded scrap tires used as road base 17 
Figure 3.1 Concrete mold (15x15x15cm Dimension) 44 
Figure 3.2 Wooden box face with two opening one for 

source and the other for measuring 
(40x40x100cm Dimension)   

45 

Figure 3.3 Wooden box back (the other face) with one 
opening for measuring. 

46 

Figure 3.4 Specimen location (at the middle of the wooden 
box) with frame dimension 15x15x15 cm 

46 

Figure 4.1 Particle size distribution 51 
Figure 5.1 Percent replacement by crumb waste tires versus 

compressive strength for PCC-150  
60 

Figure 5.2 Percent replacement by crumb waste tires versus 
compressive strength for PCC-150+200

62 

Figure 5.3 Percent replacement by crumb waste tires versus 
compressive strength for various PCC categories 

63 

Figure 5.4 Compressive strength of Portland cement 
concrete for various percentages of replacement 
of crumbed waste tires 

64 

Figure 5.5 Percent replacement by crumb waste tires versus 
density for PCC-150 

65 

Figure 5.6 Percent replacement by crumb waste tires versus 
density for various categories of concrete 

66 

Figure 5.7 Percent replacement by crumb waste tires versus 
Water Absorption for PCC-150 

67 

Figure 5.8 Percent replacement by crumb waste tires versus 
Water Absorption for various categories of 
concrete 

68 

Figure 5.9 Percent replacement by crumb waste tires versus 
slump for various PCC categories

69 



 ix
Figure 5.10 Percent replacement by crumb waste tires versus 

abrasion for PCC-150
70 

Figure 5.11 Percent replacement by crumb waste tires versus 
abrasion for various PCC categories 

71 

Figure 5.12 Stress versus strain for PCC-300 71 
Figure 5.13 Percent replacement by crumb waste tires versus 

elasticity for various PCC categories 
72 

Figure 5.14 Percent replacement by crumb waste tires versus 
reduction of noise at low level for various PCC 
categories 

73 

Figure 5.15 Percent replacement by crumb waste tires versus 
reduction of noise at high level for various PCC 
categories 

74 

Figure 5.16 Percent replacement by crumb waste tires versus 
average reduction of noise at low and high level 

75 

Figure 5.17 Percent replacement by crumb waste tires versus 
temperature reduction for various PCC 
categories

76 

Figure 5.18 Percent replacement by crumb waste tires versus 
average temperature reduction for various PCC 
categories 

77 

Figure 5.19 Particles distribution 78 
 



 x
 LIST OF APPENDICES 

Appendix Contents Page 
Number

Appendix A Compressive strength test results tables 91
Appendix B Stress – strain figures 105 



 xi
Utilization of Waste Tires in the Production of Non-Structural Portland 

Cement Concrete 
By 

Saleem Mohammed Saleem Shtayeh 
Supervisor 

Dr. Osama A. Abaza 
Abstract 

This thesis, generally, aims to explore the potential utilization of waste 

crumb tires in various Portland Cement Concrete categories for the 

production of non-structural Portland cement concrete to study the 

structural behavior of concrete, and to help partially solving environmental 

problem produced from disposing waste tires. 

Raw materials of coarse and fine aggregate used in this thesis were tested, 

fine aggregate (sand) was replaced using volumetric method by waste 

crumb tires with 0, 25, 50, 75, and 100% replacements for the various PCC 

categories of B-150, 200, 250, 300, and B-450 kg/cm2. Several tests were 

made on fresh and hardened concrete, like compressive strength, slump, 

water absorption, density, modulus of elasticity, noise and thermal 

insulation tests, and abrasion resistance, 

Compressive strength, density, and modulus of elasticity decreased as the 

percent replacement by waste crumb tires increased; water absorption 

initially decreased and started to increase after an increasing in the percent 

of replacement, slump showed no significant change. Abrasion resistance, 

noise and thermal insulation increased as the percent replacement 

increased. 



 xii

Finally it is recommended to use waste crumb tires for non-structural 

Portland cement concrete, such as floor rips, partitions, back stone 

concrete, concrete blocks, and other non-structural uses. 

Key words:   Portland cement concrete, waste crumb tire, physical 

properties, utilization, non-structural concrete. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



   

 

 

 

 

 

 

 

 

 

 

CHAPTER ONE 

INTRODUCTION 

 

 

 

 

 

 

 



 2
CHAPTER ONE 

INTRODUCTION 

1.1 Background 

Modifications of construction materials have an important bearing on the 

building sector. Several attempts have been therefore made in the building 

material industry to put to use waste material products, e.g., worn-out tires, 

into useful and cost effective items. Success in this regard will contribute to 

the reduction of waste material dumping problems by utilizing the waste 

materials as raw material for other products.  

The waste problem considered as one of the most crucial problems facing 

the world as a source of the environmental pollution. It is contributing as a 

direct form in pollution that includes the negative effects on the health by 

increasing the diseases, diseases vector, percentage of mortality and 

lowering the standard of living. 

The waste usually defined as the all remains things resulted from 

production, transfer and uses processes, and in general all transmitted 

things and resources that the owner or the producer wants to dispose or 

must dispose to prevent the risk on the health of the human and save the 

environment in general. 

During last recent years, many improvements in West Bank have occurred 

in all parts of life such as social, industrial, economical etc. Like all 

countries in the world, this will lead to generate new ways of living and 



 3

increase the human requirements, and will also increase types and 

quantities of the waste in the West Bank, without any active processes to 

provide solution to this problem. 

One of the important types of remains is waste tires which have been 

classified as a part of municipal solid waste (MSW), resulted from the 

increase of vehicle ownership and traffic volume within the Palestinian 

territories. This eventually will increase consumption of tires over time. 

Current practices show that residents throw it randomly in different places 

such as valleys, road sides, open areas, and waste dumpsites in improper 

ways taking the means of open fire, and without consideration of risk on 

human health and environment. Figures 1.1 and 1.2 show some of the 

forms of dumping and wrong practices for waste tires. 

 

 
Figure 1.1: Used tires waste in an open area 



 4

 
Figure 1.2: Waste tire dump on fire 

 

1.2 Problem Statement  

In presenting the properties of tires, it can be seen that tire is a rubber 

article with a complex structure, in which rubber represents approximately 

(85%) of the weight of car or truck tires (DiChristina 1994). 

The average tire life is 50,000 km, after which it must be replaced 

(DiChristina 1994). In the assessment of the size of this environmental 

problem, the weights of scrap tires generating in the West Bank is given in 

Table 1.1 and Figs.1.3, and 1.4 (Israeli Central Bureau of Statistics, 2005). 

 



 5
Table (1.1): Weights of scrap tires for different classes of vehicles in the 
                    West Bank                                                      

Type of Vehicles Weight of tires (Ton/Year) 
Private car 2500 

Light truck up to 10 ton 2000 
Heavy trucks and buses 2300 

Agriculture and heavy equipment 700 
Other vehicles 500 

Total 8000 
Source: Israeli Central Bureau of statistics, 2005 
 

 
Figure 1.3: Weights chart of scrap tires  
 

 
Figure 1.4: Weight fraction chart of total weight of scrap tires 

 

Waste rubber tires cause serious environmental problems all over the 

world. One of the potential means of utilizing the waste tires is to process 

this waste material for the protection of the environment and society. It is 

2500

2000

2300

700 500
private cars

Heavy trucks up 10 ton

Heavy trucks and buses

Agriculture and heavy
equipment
Other vehicles

31%

25%

29%

9% 6%

Private cars
Heavy trucks up 10 ton
Heavy trucks and buses
Agriculture and heavy equipment
Other vehicles



 6

suggested to use this waste tires as an additive in Portland cement concrete 

(PCC) mixes for non-structural applications, which would partially help in 

solving this problem. 

 

1.3 Goals and Objectives 

This research aims to help in assisting partially the environmental issue 

resulted from disposing waste vehicle tires. The objective of this research is 

to investigate the utilization of rubber tires in the form of shredded tires 

(crumbs) in PCC for non-structural concrete through investigating its 

impact on the physical characteristics of PCC as compressive strength, 

workability, water absorption (porosity), noise insulation, thermal 

insulation, and abrasion. 

Detailed review of different studies and researches about utilizing waste 

tires in several applications is presented in Chapter Two. This chapter 

includes background about waste tire as an environmental problem, civil 

engineering application of recycled rubber from scrap tires, properties of 

concrete containing scrap tires, tires manufacturing, typical chemical 

composition and crumb manufacturing. 

Chapter Three presents the methodology of utilizing rubber waste tires by 

using this waste as a constituent of the PCC mixes by partial or full 

replacement of fine aggregate (sand), and the experimental tests used in 

this thesis to identify the materials and the tests on the concrete mixes. 



 7

Experimental tests results are presented in Chapter Four. Chapter Five 

illustrated the analysis of the results. Chapter Six concludes the work done 

in this thesis, it emphasizes on the importance of studying the utilization of 

waste tires in the production of these kinds of concrete mixes, and the 

recommendations of the future working is also presented in this chapter. 



 8
 

 

 

 

 

 

 

 

 

CHAPTER TWO 

LIBRARY SEARCH 

 

 

 

 

 

 

 

 



 9
CHAPTER TWO 

LIBRARY SEARCH 

2.1 Background 

Solid waste management is one of the major environmental concerns in the 

world. Each year thousands of tires are added to stockpiles, landfills, and 

illegal dumps across the West Bank and Gaza Strip, which causes extensive 

environmental and hazardous problems. 

Waste tires stockpiles are dangerous not only due to potential 

environmental threat, but also from fire hazards and creating a breeding 

grounds for rats, mice, vermin’s and mosquitoes (Naik and Singh 1991, 

Singh 1993). Over the years, disposal of tires has become one of the serious 

problems for the environment. Land-filling is becoming unacceptable for 

waste tires because of the rapid depletion of available sites for waste 

disposal.  

In France, which produces over 10 million scrap-tires per year will have a 

dwindling supply of landfills starting from July 2002; due to a new law that 

forbids any new landfill in the country. Used tires are required to be 

shredded before land-filling. Innovative solutions to meet the challenge of 

tire disposal problem have long been in development. 

2.2 Tire Manufacturing 

The tire manufacturing process includes the manufacture of rubber and 

placing additives in the rubber.  It also includes the coating of fabrics for 



 10

the radial belts and bias plies and integrating them into the rubber.  Rayon, 

nylon, and now more commonly polyester in addition to building wire bead 

stock, make up the structural components of tires.  The fabric with rubber, 

the bead stock with rubber, and the rubber tread is combined on a drum by 

layering (the tread is put on last).  There can be as many as 40 layers of 

fabric and steel bead wire on a truck tire.  Once the layers are put on, the 

tire stock is put into a mold over an inflatable steam heated tube.  The tube 

is inflated and the mold is closed.  The tire is heated and cured and the 

excess rubber extrudes out of weep holes in the mold.  Curing times and 

temperatures vary widely between manufacturers and tire compositions.  

Typical curing times are around 20 minutes with temperatures around 

160°F.  The curing is the vulcanization takes place (CIWMB 1994). Figure 

2.1 shows a flow chart of the process of manufacturing and Table 2.1 gives 

the typical materials used in manufacturing tires. 

2.2.1 Manufacture of Crumb Rubber 

Crumb rubber is made by a combination or application of several size 

reduction technologies. These technologies may be divided into two major 

processing categories, mechanical grinding and cryogenic reduction. 



 11
 

 

synthetic rubber

natural rubber

carbon black

plasticizers

accelerators

nylon fabric

rayon fabric
sheet processer 

tread extruder

bead wire builder 

tire building 
ply layering

curing

mixer 

compound rubber 

polyester fabric

brass coated steel wire 

steel wire

finished tire 

 
 
Source: (CIWMB 1994) 
Figure 2.1: Flow Chart Summarizing Tire Manufacturing Process   



 

 

12
Table 2.1 Typical materials used in manufacturing tire 
1. Synthetic rubber 
2. Natural rubber 
3. Sulfur and sulfur compounds 
4. Phenolic resin 
5. Oil 
(i) Aromatic 
(ii) Naphthenic 
(iii) Paraffinic 
6. Fabric 
(i) Polyester 
(ii) Nylon 
7. Petroleum waxes 
8. Pigments 
(i) Zinc oxide 
(ii) Titanium dioxide 
9. Carbon black 
10. Fatty acids 
11. Inert materials 
12. Steel wires 
Source: (Siddique et al 2004) 
 

2.2.1.1 Mechanical Grinding  

Mechanical grinding is the most commonly used process. The method 

consists of mechanically breaking down the rubber into small particles 

using a variety of grinding techniques, such as cracker mills, granulators, 

etc. The steel components are removed by a magnetic separator (sieve 

shakers and conventional separators, such as centrifugal, air classification, 

density etc. are also used). The fiber components are separated by air 

classifiers or other separation equipment. These systems are well 

established and can produce crumb rubber (varying particle size, grades, 



 

 

13

quality etc.) at relatively low cost. The system is easy to maintain and 

requires few people to operate and service. Replacement parts are generally 

easy to obtain and install. The other important advantage of mechanical 

grinding relates to the shape and physical properties of the crumb rubber 

particles. The shape and surface texture of the crumb rubber particles are 

relatively rounded and smooth, and are able to form molecular cross-links 

with virgin rubber material. The rubber particles are broken down under 

high shear stress. Since the tire compound consists of a carbon-sulfur cross-

linked matrix, the grinding process causes 'de-linking' of the material. The 

resulting 'de-linked' material is more viscous compared to virgin rubber and 

is a unique characteristic of mechanically ground crumb rubber. For 

applications involving compounding with virgin rubber or plastic, crumb 

rubber provides some advantageous attributes to the viscoelastic 

compound. The crumb rubber particles do not cause a deterioration of 

tensile strength at low to moderate loading (Blumenthal 1998). 

The main disadvantage is related to cost. Figure 2.2 shows a typical waste 

tire machine. 

 



 

 

14

 

Figure 2.2: Typical Shredding Waste Tire Machine 

 

2.2.1.2 Cryogenics  

The cryogenic process consists of freezing the shredded rubber at an 

extremely low temperature (far below the glass transition temperature of 

the compound). The frozen rubber compound is then easily shattered into 

small particles. The fiber and steel are removed in the same fashion as in 

mechanical grinding. The advantages of the system are cleaner and faster 

operation resulting in the production of fine mesh size. The most 

significant disadvantage is the slightly higher cost due to the added cost of 

cooling (liquid nitrogen, etc.) (Blumenthal 1998). 

 



 

 

15

2.3 Civil Engineering Applications of Recycled Rubber from Scrap 

Tires 

Scrap tire chips and their granular counterpart, crumb rubber, have been 

successfully used in a number of civil engineering applications. Tire chips 

consist of tire pieces that are roughly shredded into 2.5 to 30 cm lengths. 

They often contain fabric and steel belts that are exposed at the cut edge of 

the tire chip. Tire chips have been researched extensively as lightweight fill 

for embankments and retaining walls (Tweedie et al. 1998, Bosscher et al. 

1997, Masad et al. 1996, Upton and Machan 1993, Humphrey and Manion 

1992), but have also been used as drainage layers for roads and in septic 

tank leach fields (Humphrey 1999). According to Humphrey (1999), some 

of the advantageous properties of tire chips in civil engineering 

applications include low material density, high bulk permeability, high 

thermal insulation, high durability, and high bulk compressibility. In many 

cases, scrap tire chips may also represent the least expensive alternative to 

other fill materials.  

Crumb rubber is a finely ground tire rubber from which the fabric and steel 

belts have been removed. It has a granular texture and ranges in size from 

very fine powder to sand-sized particles. Crumb rubber has been 

successfully used as an alternative aggregate source in both asphalt 

concrete and PCC. 

This waste material has been used in several engineering structures like 

highway Base-courses, embankments, etc. No local experience have been 



 

 

16

recorded any utilization or management of this waste material, on the 

contrary, several cases of fatal and hazardous conditions occur on daily 

bases as a result of ignorance and bad handling of this waste material. It is 

important to note that the generation of this material on daily basis locally 

and world wide is beyond tolerated level, which makes it an urgent and a 

standing issue to deal with. 

2.3.1 Subgrade Insulation for Roads  

Excess water is released when subgrade soils thaw in the spring. Placing a 

15 to 30 cm thick tire shred layer under the road cab prevents the subgrade 

soils from freezing in the first place. In addition, the high permeability of 

tire shreds allows water to drain from beneath the roads, preventing 

damage to road surfaces (ASTM D6270-98). Figure 2.3 shows a typical 

layout of shredded tires for highway construction. (Tires manufacture's 

Association, 2003). 

2.3.2 Subgrade Fill and Embankments 

Tire shreds can be used to construct embankments on weak, compressible 

foundation soils. Tire shreds are viable in this application due to their light 

weight. For most projects, using tire shreds as a lightweight fill material is 

significantly a cheaper alternative. (Tires manufacture's Association, 2003).  



 

 

17

 

Figure 2.3: Shredded scrap tires used as road base 
 

2.3.3 Backfill for Walls and Bridge Abutments 

Tire shreds can be useful as backfill for walls and bridge abutments. The 

weight of the tire shreds reduces horizontal pressures and allows for 

construction of thinner, less expensive walls. Tire shreds can also reduce 

problems with water and frost build-up behind walls because tire shreds are 

free draining and provide good thermal insulation. Recent research has 

demonstrated the benefits of using tire shreds in backfill for walls and 

bridge abutments. (Tires manufacture's Association, 2003).  

2.3.4 Landfills 

Landfill construction and operation is a growing market application for tire 

shreds. Scrap tire shreds can replace other construction materials that 

would have to be purchased. Scrap tires may be used as a lightweight 



 

 

18

backfill in gas venting systems, in leachate collection systems, and in 

operational liners. They may also be used in landfill capping and closures, 

and as a material for daily cover. (Tires manufacture's Association, 2003). 

2.3.5 Other Uses 

Fattuhi and Clark (1996) have suggested that rubcrete could possibly be 

used in the following areas:  

1. Where vibration damping is needed, such as in foundation pad for 

rotating machinery and in railway stations,  

2. For trench filling and pipe bedding, pile heads, and paving slabs, and 

3. For resistance to impact or blast is required such as in railway 

buffers, jersey barriers (a protective concrete barrier used as a 

highway divider and a means of preventing access to a prohibited 

area) and bunkers. Rubcrete, because of its light unit weight (density 

ranges from 900 to 1600 kg/m3) may also be suitable for 

architectural applications such as: (1) Nailing concrete, (2) False 

facades, (3) Stone backing and (4) Interior construction. 

Topcu and Avcular (1997) have suggested that rubber-concrete may be 

used in highway construction as: (1) Shock absorber in sound barriers, (2) 

Sound boaster (which controls the sound effectively), and (3) in buildings 

as an earthquake shock-wave absorber. However, research is needed before 

definite recommendations can be made. 



 

 

19

Al-Akhras and Smadi (2002) studied the properties of tire-rubber ash 

(TRA) mortar. Tire rubber chips were obtained and burned at a controlled 

temperature of 850 Cº for 72 hours. The residue of tire-rubber chips (ash) 

was collected. TRA was utilized as partial replacement of sand in five 

percentages ranging from 0% to 10% with an increment of 2.5% by weight 

of sand. Based on the test results, they concluded that: as the TRA content 

increased, the workability of the fresh mortar decreased. This behavior is 

due to the increase in the cementitiouse materials in the mortar mix, due 

particularly to the large surface area of the added TRA. In addition both 

initial and final setting time increased with the increase in TRA content. 

The initial setting time increased from 145 min for the control paste mix to 

220 min for 10% TRA paste mix. The final setting time increased from 270 

min for control paste mix to 390 min for 10% TRA paste mix. Further more 

the TRA specimens showed higher compressive strengths at various curing 

periods up to 90 days compared with those of the control specimens. Also, 

the tensile and flexural strengths of the TRA mortar specimens were higher 

than those of the control specimens. 

Pierce and Blackwell (2003) in their paper highlighted the use of crumb 

rubber in flowable fill. In their investigation, they replaced sand with 

crumb rubber to produce flowable fill. Experimental results indicated that 

crumb rubber can be successfully used to produce a lightweight (1.2–1.6 

g/cm3) flowable fill with excavatable 28-day compressive strengths ranging 

from 0.02 to 0.09 MPa. Based on their investigation, they concluded that a 

crumb rubber-based flowable fill can be used in a substantial number of 



 

 

20

construction applications, such as bridge abutment fills, trench fills and 

foundation fills. 

The following are also some examples on using scrap tires: 

- Playground surface material. 

- Gravel substitute. 

- Drainage around building foundations and building foundation      

insulation.  

- Erosion control/rainwater runoff barriers (whole tires).  

- Wetlands/marsh establishment (whole tires). 

- Crash barriers around race tracks (whole tires). 

- Boat bumpers at marinas (whole tires). 

- Artificial reefs (whole tires). 

2.4 Studies and Research 

The use of rubber waste shredded tires was studied in the past by many 

researchers.  

Chunk rubber from recycled tires was used as a road construction material; 

the feasibility of using large rubber chunks from shredded tires as 

aggregates in cold-mixes for road construction was investigated (Hossain 

1995). The research was directed toward development of a chunk rubber 



 

 

21

asphalt concrete mix design for low volume road construction using local 

aggregate, shredded tire rubber chunks and a cationic emulsion. A set of 

mixes using different combinations of chunk rubber content, emulsion 

content and fly ash content were tested. Based on the Marshall Stability 

results, some of these mixes appeared to be suitable as binder courses or 

stabilized drainable bases for low volume roads.  

In asphalt rubber pavement for the purpose of producing asphalt rubber 

pavements, old tires are shredded to make crumbs of rubber about the size 

of coarse sand. This rubber is then mixed with asphalt and cement. The 

resulting mix is then blended with aggregates such as sand or crushed 

gravel using conventional methods to produce the mixture of paving 

material. 

A research in construction of a test embankment using a sand–tire shred 

mixture as fill material was made (Sungmin et al. 2005). Use of tire shreds 

in construction projects, such as highway embankments, is becoming an 

accepted way of beneficially recycling scrap tires. Sungmin indicated that 

mixtures of tire shreds and sand are viable materials for embankment 

construction. 

Another research work was made for the determination of the optimum 

conditions for tire rubber in asphalt concrete (Ahmet et al. 2004). Tire 

rubber waste recycling in self-compacting concrete, the rubber waste tire 

was used in this kind of concrete and the mechanical and micro structural 

behavior were investigated in the study.  



 

 

22

A systematic experimental study was performed recently for improving 

strength and toughness of Rubber Modified Concrete (RMC) (Xi et al. 

2003). Two types of rubber particles of different sizes (large and small) 

were used to study the size effect on mechanical properties of RMC. Result 

of tension test, fatigue test, and ultrasound velocity test showed that the 

RMC has higher energy dissipation capacities than regular concrete, that is, 

the RMC has high toughness and high ductility. As a result, there is an 

increase in the toughness and ductility. The failure modes of the RMC 

indicate that the RMC samples can withhold very large deformation and 

still keep their integrity.    

Waste tire steel beads were also used in PCC. The experimental results 

indicate that although the compressive strength is reduced when steel beads 

are used, the toughness of the material greatly increases. Moreover, the 

workability of the mixtures fabricated was not significantly affected 

(Christos and Matthew 2006) 

In the study of the development of waste tire modified concrete, two types 

of waste tire configurations were evaluated (Guoqiang et al. 2004). One 

was in the form of chips, or particles and the other was in the form of 

fibers. Conclusions showed that fibers performed better than chips do. 

Although thinner fibers perform better than thicker fibers do, the effect was 

not very significant. Steel belt wires in waste tires had a positive effect on 

increasing the strength of rubberized concrete. Truck tires performed better 

than car tires did. 



 

 

23

Another research was done using Chopped Worn-Out Tires in production 

of light weight concrete masonry units (Al-Hadithi et al. 1999). This 

research, generally aimed at defining the possibility of using chopped 

worn-out tires to produce lightweight concrete building units.  

Many experimental mixtures were made with different percentages of 

chopped worn-out tires after identifying the importance of produced 

characteristics of the mixtures.  

For producing lightweight Chopped worn-out tires concrete mixes, many 

trials were adopted in selecting the required mixes.  

The methodology of aggregate replacement was to substitute a certain 

volume of aggregate by the same volume of Chopped worn-out tires, but 

with different partial replacement ratios (PRR'S) for the sand and the 

gravel. For production and testing Chopped worn-out tires in Hollow-

Concrete blocks units with a new suggested geometry, in addition to the 

conventional units, to enhance the structural properties of walls and the 

other properties which are provided by using Chopped worn-out tires, five 

short walls were built from fine-block using both Chopped worn-out tires 

(concrete and mortar) mixes with their corresponding plain mixes (without 

Chopped worn-out tires). Also two short walls were built from traditional 

Hollow-Concrete block with two holes using plain mixes (without chopped 

worn-out tires).  



 

 

24

These walls were tested to study the structural behavior of such walls. All 

the mixes used Ordinary Portland Cement. The sand was a washed and 

dried natural river sand with a size range of (0.15-4.75mm), with bulk 

specific gravity 2.6. The gravel was washed and dried natural gravel with a 

size range of 1.18 to 9.5 mm, with specific gravity of 2.7.  

The Chopped worn-out tires used in this work had a maximum size of 

6.35mm and a specific gravity of 0.95. The dry constituents were initially 

mixed for 1.0 minute with Chopped worn-out tires mixes, the Chopped 

worn-out tires were then incorporated into the dry mix through a dispenser, 

and the mixing continued for another 1.0 minute to allow uniform 

distribution of the Chopped worn-out tires in the mixture. After adding the 

water, the constituents were then mixed for a further 2.0 minutes to 

produce a homogeneous mixture. Different specimens were prepared and a 

number of tests were made, the tests included compressive strength, axially 

load capacity of walls and prisms, measurement of longitudinal and 

traverse strains were made on both faces of walls using mechanical 

extensometers with high sensitivity.  

The main conclusions from this investigations were incorporating Chopped 

worn-out tires into the mortar and concrete mixes as a partial replacement 

of aggregate reduced its unit weight, compressive strength and flexural 

strength and increased its thermal insulation significantly, the Chopped 

worn-out tires concrete masonry wall had numerous benefits especially in 

the reduction of the dead loads, improving the thermal insulation and 



 

 

25

provided a satisfactory structural function, the absorption of the Chopped 

worn-out tires concrete units was within the range of ACI 531-83 

requirements for the corresponding lightweight masonry unit, the 

performance of fin-blocks was superior as compared with that of 

conventional blocks, and cracks occurred simultaneously in masonry units 

and mortar, these cracks which developed in a masonry wall before failure 

were visible to the naked eye. 

 

2.5 Fresh Concrete Properties Containing Scrap-rubber Tires 

2.5.1 Slump 

Raghvan et al. (1998) reported that mortars incorporating rubber shreds 

achieved workability (defined as the ease with which mortar/concrete can 

be mixed, transported and placed) comparable to or better than a control 

mortar without rubber particles. 

Khatib and Bayomy (1999) investigated the workability of rubber concrete 

and reported that there was a decrease in slump with increase in rubber 

content as a percentage of total aggregate volume. They further noted that 

at rubber contents of 40%, slump was almost zero and concrete was not 

workable manually. It was also observed that mixtures made with fine 

crumb rubber were more workable than those with coarse tire chips or a 

combination of tire chips and crumb rubber. 



 

 

26

2.5.2 Air Content 

Fedro et al. (1996) have reported higher air content in rubber concrete 

mixtures than control mixtures even without the use of air-entraining 

admixture (AEA). Similar observations were also made by Khatib and 

Bayomy (1999). This may be due to the non-polar nature of rubber 

particles and their tendency to entrap air in their out surfaces. Also when 

rubber was added to a concrete mixture, it might attract air as it had the 

tendency to repel water, and then air might adhere to the rubber particles. 

Therefore, increasing the rubber content results in higher air contents in 

rubber concrete mixtures, there by, decreasing the unit weight of the 

mixtures. 

2.5.3 Unit Weight 

Because of low specific gravity of rubber particles, unit weight of mixtures 

containing rubber decreases with the increase in the percentage of rubber 

content. Moreover, increase in rubber content increased the air content, 

which in turn reduced the unit weight of the mixtures. The decrease in unit 

weight of rubber concrete was negligible when rubber content is lower than 

10–20% of the total aggregate volume (Khatib and Bayomy 1999). 

2.5.4 Hardened Properties 

Several authors (Ali et al. 1993, Rostami et al. 1993, Eldin and Senouci 

1993, Topcu 1995) reported the compressive strength results of rubberized 

concrete. Results of various studies indicated that the size, proportions and 



 

 

27

surface texture of rubber particles noticeably affected compressive strength 

of rubber concrete mixtures. Eldin and Senouci (1993) reported that 

concrete mixtures with tire chips and crumb rubber aggregates exhibited 

lower compressive and splitting tensile strengths than regular PCC. There 

was approximately 85% reduction in compressive strength and 50% 

reduction in splitting tensile strength when coarse aggregate was fully 

replaced by coarse crumb rubber chips. However, a reduction of about 65% 

in compressive strength and up to 50% in splitting tensile strength was 

observed when fine aggregate was fully replaced by fine crumb rubber. 

Both of these mixtures demonstrated a ductile failure and had the ability to 

absorb a large amount of energy under compressive and tensile loads 

Khatib and Bayomy (1999).  

Topcu (1995) also showed that the addition of coarse rubber-chips in 

concrete lowered the compressive strength more than the addition of fine 

crumb rubber. However, results reported by Ali et al (1993) and Fattuhi 

and Clark (1996) indicated the opposite trend. Studies have indicated that if 

the rubber particles have rougher surface or given a pretreatment, then 

better and improved bonding may develop with the surrounding matrix, 

and, therefore, that may result in higher compressive strength. 

Pretreatments may vary from washing rubber particles with water to acid 

etching, plasma pretreatment and various coupling agents (Naik and Singh 

1991).  



 

 

28

In acid pretreatment, rubber particles are soaked in an alkaline solution 

(NaOH) for 5 minutes and then rinsed with water. This treatment enhances 

the strength of concrete containing rubber particles through a microscopic 

(a very small) increase in the surface texture of the rubber particles.  

Eldin and Senouci (1993) soaked and thoroughly washed rubber aggregates 

with water to remove contaminants, while Rostami et al. (1993) used water, 

water and carbon tetrachloride solvent, and water and a latex admixture 

cleaner. Results showed that concrete containing water washed rubber 

particles achieved about 16% higher compressive strength than concrete 

containing untreated rubber aggregates, whereas this improvement in 

compressive strength was 57% when rubber aggregates treated with carbon 

tetrachloride were used.  

Segre and Joekes (2000) worked on the use of tire rubber particles as 

addition to cement paste. In their work, the surface of powdered tire rubber 

(particles of maximum size 35 mesh, 500 μm) was modified to increase its 

adhesion to cement paste. Low-cost procedures and reagents were used in 

the surface treatment to minimize the final cost of the modified material. 

Among the surface treatments tested to enhance the hydrophilicity of the 

rubber surface, a sodium hydroxide (NaOH) solution gave the best result. 

The particles were surface-treated with NaOH saturated aqueous solutions 

for 20 minutes before using them in concrete. Then, scanning electron 

microscopy (SEM) and measurements of water absorption, density, flexural 

strength, compressive strength, abrasion resistance, modulus of elasticity 



 

 

29

and fracture energy were performed using test specimens (W/C, water-to 

cementitiouse materials ratio as 0.36) containing 10% of powdered rubber 

or rubber treated with 10% NaOH. The test results showed that the NaOH 

treatment enhances the adhesion of tire rubber particles to cement paste, 

and mechanical properties such as flexural strength and fracture energy 

were improved with the use of tire rubber particles as addition instead of 

substitution for aggregate. The reduction in the compressive strength (33%) 

was observed, which is lower than that reported in the literature.  

Lee et al. (1998) developed ‘‘tire-added latex concrete’’ to incorporate 

recycled tire rubber as a part of concrete. Crumb rubber from used tires was 

used in TALC (tire-added latex concrete) as a substitute for fine aggregates 

or styrene–butadiene rubber (SBR) latex while maintaining the same water 

cementitiouse materials ratio. TALC showed higher flexural and impact 

strengths than those of Portland cement, latex modified concrete and rubber 

added concrete. Pictures taken using the SEM seem to support that there 

was better bonding between crumb rubber and Portland cement paste due to 

latex. TALC showed potential as a viable construction material that is less 

brittle than other types of concrete.  

Biel and Lee (1996) reported that the type of cement noticeably affects the 

compressive strength of rubcrete. They used two types of cement, 

magnesium oxychloride cement and Portland cement, in making rubcrete. 

The percentage of fine aggregate substitution varied from 0 to 90% by 

weight. It was observed that 90% loss in compressive strength occurred for 



 

 

30

both Portland cement rubber concrete (PCRC) and magnesium oxychloride 

cement rubber concrete (MOCRC) when aggregates (90% of fine aggregate 

and 25% of total aggregate) were replaced by untreated rubber. Magnesium 

oxychloride cement concrete exhibited approximately 2.5 times the 

compressive strength of PCC for both inclusions of rubber and without 

inclusion of rubber in the concrete. In terms of splitting tensile strength, 

PCC specimens made with 25% of rubber by total aggregate volume 

retained 20% of their splitting tensile strength after initial failure, whereas 

the magnesium oxychloride cement concrete specimens with the same 

rubber content retained 34% of their splitting tensile strength. They further 

noted that use of magnesium oxychloride cement may provide high 

strength and better bonding characteristics to rubber concrete, and rubber 

concrete made with magnesium oxychloride cement could possibly be used 

in structural applications if rubber content is limited to 17% of the total 

volume of the aggregate. 

2.5.5 Shrinkage 

A limited amount of literature is available concerning the plastic shrinkage 

of concrete containing rubber particles. Preliminary results reported by 

Raghvan et al. (1998) suggested that incorporation of rubber shreds (two 

different shapes of rubber particles as constituents of mortar: (1) granules, 

about 2 mm in diameter and (2) shreds having two sizes which were, 

nominally, 5.5 mm to 1.2 mm and 10.8 mm to 1.8 mm (length diameter) to 

mortar help in reducing plastic shrinkage cracking in comparison to control 



 

 

31

mortar. Raghvan et al. (1998) further reported that control specimens 

developed cracks having an average width of about 0.9 mm, while the 

average crack width for specimens with a mass fraction of 5% rubber 

shreds was about 0.4 to 0.6 mm. It was also reported that onset time of 

cracking was delayed by the addition of 5% rubber shreds. Mortar without 

rubber 566 R. Siddique, T.R. Naik/Waste Management 24 (2004) 563–569 

shreds cracked within 30 minutes, while mortar with 15% fraction by mass 

cracked after 1 hour. It was further indicated that the higher the content of 

rubber shreds, the smaller the crack length and width, and the onset time of 

cracking was more delayed. 

2.5.6 Toughness and Impact Resistance 

Tantala et al. (1996) investigated the toughness (toughness is also known as 

energy absorption capacity and is generally defined as the area under load 

deflection curve of a flexural specimen) of a control concrete mixture and 

rubcrete mixtures with 5% and 10% buff rubber by volume of coarse 

aggregate. They reported that toughness of both rubcrete mixtures was 

higher than the control concrete mixture. However, the toughness of 

rubcrete mixture with 10% buff rubber (2 to 6 mm) was lower than that of 

rubcrete with 5% buff rubber because of the decrease in compressive 

strength. Tantala et al. (1996) Based on their investigations on use of 

rubber shreds (having two sizes which were, nominally, 5.5 mm to 1.2 mm 

and 10.8 mm to 1.8 mm) and granular (about 2 mm in diameter) rubber in 

mortar, Raghvan et al. (1998) reported that mortar specimens with rubber 



 

 

32

shreds were able to withstand additional load after peak load. The 

specimens were not separated into two pieces under the failure flexural 

load because of bridging of cracks by rubber shreds, but specimens made 

with granular rubber particles broke into two pieces at the failure load. This 

indicates that post-crack strength seemed to be enhanced when rubber 

shreds are used instead of granular rubber. 

Khatib and Bayomy (1999) reported that as the rubber content is increased, 

rubcrete specimens tend to fail gradually and failure mode shape of the test 

specimen is either a conical or columnar (conical failure is gradual, 

whereas columnar is more of shreds having two sizes which were, 

nominally, 5.5 mm to 1.2 mm and 10.8 mm to 1.8 mm (length diameter) 

sudden failure). At a rubber content of 60%, by total aggregate volume, the 

specimens exhibited elastic deformations, which the specimens retained 

after unloading. 

Eldin and Senouci (1993) demonstrated that the failure mode of specimens 

containing rubber particles was gradual as opposed to brittle. Biel and Lee 

(1996) reported that failure of concrete specimens with 30, 45, and 60% 

replacement of fine aggregate with rubber particles occurred as a gradual 

shear that resulted in a diagonal failure, whereas failure of plain (control) 

concrete specimens was explosive, leaving specimens in several pieces. 

Goulias and Ali (1997) found that the dynamic modulus of elasticity and 

rigidity decreased with an increase in the rubber content, indicating a less 

stiff and less brittle material. They further reported that dampening capacity 



 

 

33

of concrete (a measure of the ability of the material to decrease the 

amplitude of free vibrations in its body) seemed to decrease with an 

increase in rubber content. However, Topcu and Avcular (1997) 

recommended the use of rubberized concrete in circumstances where 

vibration damping is required. 

Similar observations were also made by Fattuhi and Clark (1996), and 

Topcu and Avcular (1997) reported that the impact resistance of concrete 

increased when rubber aggregates were incorporated into the concrete 

mixtures. The increase in resistance was derived from the enhanced ability 

of the material to absorb energy. Eldin and Senouci (1993), and Topcu 

(1995) also reported similar results. 

Olivares et al. (2002) have reported that addition of crumb tire rubber 

volume fractions up to 5% in a cement matrix did not yield a significant 

variation of the concrete mechanical features, either maximum stress or 

elastic modulus. 

2.5.7 Freezing and Thawing Resistance 

Savas et al. (1996) carried out investigations to study the rapid freezing and 

thawing (ASTM C 666, Procedure A) durability of rubber concrete. 

Various mixtures were made by incorporating 10, 15, 20, and 30% ground 

rubber by weight of cement used for the control mixture. Based on their 

studies, they concluded that: (1) Rubcrete mixtures with 10% and 15% 

ground rubber (2 to 6 mm in size) exhibited durability factors higher than 



 

 

34

60% after 300 freezing and thawing cycles, but mixtures with 20% and 

30% ground rubber by weight of cement could not meet the ASTM 

standards (durability factor), (2) Air-entrainment did not provide 

improvements in freezing and thawing durability for concrete mixtures 

with 10, 20 and 30% ground tire rubber, and (3) Increase in scaling (scaling 

gives an evaluation of the surface exposed to freezing and thawing cycles 

as measured by the loss of weight) increased with the increase in freezing 

and thawing cycles. 

Benazzouk and Queneudec (2002) studied the freeze–thaw durability of 

cement–rubber composites through the use of two types of rubber 

aggregates. The types of the aggregates were: compact rubber aggregate 

(CRA) and expanded rubber aggregates (ERA). Volume-ratio of the 

aggregates ranged from 9% to 40%. The results showed improvements in 

the durability of the composite containing 30% and 40% rubber by volume. 

Improvement in the durability of the composite containing ERA type 

aggregates is better than composite made with CRA aggregates. The 

finding is more distinct for ERA type. 

Paine et al. (2002) investigated the use of crumb rubber as an alternative to 

air-entrainment for providing freeze–thaw resisting concrete. Three sizes of 

crumb rubber, 0.5 to 1.5, 2–8 and 5 to 25 mm were used. Test results 

showed that there is potential for using crumb rubber as a freeze–thaw 

resisting agent in concrete. The R. Siddique, T.R. Naik / Waste 

Management 24 (2004) 563–569 567 crumb rubber concrete performed 



 

 

35

significantly better under freeze–thaw conditions than plain concrete, and 

the performance of crumb rubber concrete in terms of scaling was similar 

to that of air-entrained concrete. 

Studies presented in this chapter deals with the behavior of concrete and 

asphalt mixes after adding additives through replacement in different 

procedures, this leads to study more about the physical characteristics of 

concrete mixes in a different proportions and help in setting the 

methodology for this thesis as well as make a comparable analysis with the 

outcome of this thesis. 

 

 

 

 

 

 

 

 

 

 

 

 



 

 

36
 

 

 

 

 

 

 

 

CHAPTER THREE 

METHODOLOGY 

 

 

 

 

 

 

 

 



 

 

37

CHAPTER THREE 

METHODOLOGY 

3.1 Introduction 

This thesis aims at utilizing rubber waste tires as a constituent in Portland 

cement concrete mixes and its products as a partial replacement of natural 

and artificial aggregate components. 

 

3.2 Work Procedure 

The following represents the methodology by which to study the effect of 

utilizing waste crumb tires in Portland cement concrete mixes were done.  

3.2.1 Materials  

The materials used in this thesis were obtained from Mawasi concrete plant 

in Nablus city (Nablus industrial area near Beit-Eiba village). The original 

source of crushed coarse aggregate are Abu Shusheh Crusher Corporation 

and Daymoona (Naqap desert area) for fine aggregate (sand), and grinded 

tires (crumb) was obtained from ALLOCK and SONS LTD (UK). Though, 

large amounts of waste tires exist in the West Bank area, no industries exist 

yet for the availability waste tires crumbs. 

The basic ingredients of PCC and its products, which were used in this 

research work, are: 



 

 

38

1- Normal Portland cement (Cement type 1).  

2- Natural Coarse aggregate (sedimentary rock source). 

3- Natural Fine aggregate (sand). 

4- Water (fresh drinkable water). 

5- Grinded tires (fine crumb tires). 

3.2.2 Raw Material Tests 

The raw materials used in this research work were tested for the purpose of 

identification of basic physical characteristics using the following tests: 

- Sieve analysis. (ASTM C-136)  

- Specific gravity and water absorption. (ASTM C-127) 

- Abrasion (Lose Angles abrasion test). (ASTM C-88) 

- Amount of fines and injurious particles (Sand equivalent) (ASTM 

D-2419). 

 Tests results of the raw materials used will be presented in the following 

chapter of this thesis. 

3.2.3 Plain Portland Cement Concrete Mixes  

Standard Portland cement concrete mixes without crumb rubber were made 

with different grades and different water cement ratios. These mixes were 



 

 

39

used as a reference standard comparison mixes. Such mixes reflect the 

local design mixes used by the ready mix plants.  

Table 3.1 shows the proportions of the raw materials used for each grade 

for one cubic meter of Portland cement concrete. Table 3.2 shows the mix 

ingredients for a batch of 0.01 cubic meters. 

 
Table (3.1): Concrete mix design by weight of mix ingredients (kg/m3 of 
                     PCC)                  

B-450B-300 B-250B-200B-150Concrete Grade 

590 590 590 650 650 Coarse aggregate 
(size1) 

220 220 220 220 220 Coarse aggregate 
(size2) 

440 440 440 425 425 Coarse aggregate 
size3) 

590580 580520500Sand 
470 290 260 220 200 Cement 
180-
200 

180-
200 

180-
200 

180-
200 180-200Water 

Source: Mawasi Palestine Company for Concrete (2006) 
 

 
Table (3.2): Mix ingredients (kg/0.01m3 of PCC) 

B-450B-300 B-250B-200B-150Concrete Grade 
12.50 12.50 12.50 12.95 12.95 Coarse aggregate  

5.5 5.8 5.8 5.2 5.0 Fine aggregate (sand)
4.7 2.9 2.6 2.2 2.0 Cement 
2.0 1.8 1.9 1.95 1.9 Water 
0.430.62 0.730.890.95W/C 

 



 

 

40

3.2.4 Crumb Portland Cement Concrete Mixes 

Portland cement concrete mixes utilizing crumb waste tires by volumetric 

replacement of sand with different proportions of replacements, basically 

25, 50, 75, and 100% replacements were made. Tables 3.3 through 3.7 

show the replacement of fine aggregate (sand) in different proportions by 

the crumb waste tires volumetric. 

By dividing the weight of sand to be replaced by crumb waste tires by its 

specific gravity, the volume of sand was obtained; this volume is to be 

replaced by volume of crumb tire waste converted to weight using the 

following physical characteristics which was tested as a part of this thesis: 

• Dry Rodded Weight of Sand = 1.431 g/cm3 

• Dry Rodded Weight of crumbed tires waste = 0.640 g/cm3 

• Specific Gravity of Sand = 2.644 g/cm3  

• Specific Gravity of crumbed waste tires = 1.140 g/cm3  

 

 

 

 

 

 

 



 

 

41
Table (3.3):  Grade B-150 of PCC for batch mix 

B-150  
0.0% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm)  Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg)  

5000 1893.9 0.0  
25% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg)  

1250 473.5 0.540 
50% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

2500  947.0 1.080 
75% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

3750  1420.5 1.619 
100% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5000  1893.9 2.159 
 
 
 Table (3.4): Grade B-200 of PCC for batch mix 

B-200  
0.0% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm)  Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5200 1969.7 0.0 
25% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

1300  492.4 0.561 
50% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

2600 984.8 1.123 
75% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

3900 1477.3 1.684 
100% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm)  Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg)

5200  1969.7 2.245 
 



 

 

42
Table (3.5): Grade B-250 of PCC for batch mix 

B-250  
0.0% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5800 2197.0 0.0 
25% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

1450 549.2 0.626 
50% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

2900 1098.5 1.252  
75% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

4350 1647.7 1.878 
100% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5800  2197.0 2.505 
 
 
Table (3.6): Grade B-300 of PCC for batch mix 

B-300  
0.0% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5800 2197.0 0.0 
25% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

1450 549.2 0.626 
50% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

2900 1098.5 1.252 
75% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

4350 1647.7 1.878 
100% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5800 2197.0 2.505 



 

 

43
Table (3.7): Grade B-450 of PCC for batch mix 

B-450 
0.0% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5900 2234.8  0.0  
25% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm)  Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

1475 558.7  0.637  
50% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

2950 1117.4  1.274  
75% of sand by weight is to be replaced by shredded tires 

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

4425 1676.1  1.911  
100% of sand by weight is to be replaced by shredded tires  

Weight of sand (gm) Volume of sand (cm3) Equivalent Weight of 
shredded tires (Kg) 

5900 2234.8  2.548 
 

3.3 Tests on PCC  

Slump test was made on fresh concrete to measure the effect of change in 

ingredients on workability according to the addition of crumb waste tires. 

The following tests on hardened concrete were made using four specimens 

(cubes) from each proportion made: 

- Compressive Strength (PS-55): It is worth to note that the Palestinian 

standard requires a 7 days curing while the ASTM standards require a 

curing conditions 28 days curing after casting the molds. 

- Water Absorption (ASTM C-642). 



 

 

44

- Abrasion (ASTM C-944). 

- Modulus of Elasticity (ASTM C-469). 

- Weight before replacement and weight after replacement. 

 

3.4 Thermal and Sound Insulation testing 

For sound and thermal insulation, a concrete wood mold having a 

dimension of 15x15x5cm was made, three specimens of each proportion 

were made as shown in Figure 3.1 with 0.0%, 25%, 50%, 75% and 100% 

crumbed waste tires  with properties same as that of concrete cubes mixes. 

 

Figure 3.1: Concrete mold (15x15x5cm Dimension) 



 

 

45

A wooden box was made in a way that the heat will be directly move or 

transfer from one chamber having constant temperature exposed on one of 

the faces of the specimen for a period of time through the specimen to 

another chamber. The temperature was measured until the temperature 

became constant in the two faces of concrete specimen using a laser 

thermometer (High Temperature Infrared Thermometer, Type K/J/T/E/R). 

Figures 3.2, 3.3, and 3.4 show the mechanism of the testing. 

 

 
Figure 3.2: Wooden box face with two opening one for source and the 
other for measuring (40x40x100cm Dimension)   



 

 

46

 
Figure 3.3: Wooden box back (the other face) with one opening for 
measuring. 
 

 

Figure 3.4: Specimen location (at the middle of the wooden box) with 
frame dimension 15x15x15 cm  



 

 

47

The same procedure was made for testing the sound insulation using a 

constant noise source and a noise measuring device (Sound Level Meter 

Auto range, RS – 232). 

      

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



 

 

48
 

 

 

 

 

 

 

 

 

CHAPTER FOUR 

EXPERIMENTAL TESTS RESULTS 

 

 

 

 

 

 

 

 



 

 

49

CHAPTER FOUR 

EXPERIMENTAL TESTS RESULTS 

4.1 Introduction 

This chapter presents a summary of the results which were obtained from 

laboratory tests that have been done on the samples. Tests were done on 

materials (fine and coarse aggregates), fresh and hardened concrete.    

 

4.2 Materials Testing Results 

Table 4.1 summarizes the tests results of the properties of materials used in 

this thesis. Notice that these materials are used locally in West Bank by 

concrete plants, and Figure 4.1 gives the specification of aggregates used in 

the mixes. 



 

 

50

            Table (4.1): Materials tests results 

RESULTS OF AGGREGATE TESTING  
1- Gradation (ASTM C-136) 
Sieve No. 1" 3/4" 1/2" 3/8" # 4 # 8 # 16 # 30 # 50 # 100 # 200 

Coarse aggregate  
Pe

rc
en

t 
Pa

ss
in

g 100 75 59 54 26 11 3.9 3.3 2.8 2.5 2.4 

Fine aggregate - - 100 100 99.0 97.0 92.2 64.6 26.3 6.1 3.9 
Crumb tires - - - - - - - 100 47.4 26.7 0.0 

No. Type of test Standard Unit 
Result 

Coarse aggregate Fine aggregate Shredded 
tires 

2. Bulk specific gravity 

ASTM C-127 

- 2.560 2.521 1.131 

3. Specific gravity (Saturated surface Dry 
– SSD) - 2.621 2.640 1.140 

4. Specific gravity. (Apparent)  - 2.716 2.734 1.152 

5. Water absorption  % 1.02 0.5 - 

6. Los Angeles abrasion  ASTM C-88 % 30.1 - - 

7. Sand equivalent  ASTM D-2419 - - 66.0 - 

8. Clay lumps and friable particles ASTM-C142 % 1.1 - - 



 

 

51

Figure 4.1: Particle size distribution

0 10 20 30 40 50 60 70 80 90
1000.01

0.1
1

10
100

Sieve size (m
m

)

P ercen t P a ssin g  (% )
crumb waste tires

fine agregate (sand)

Coarse aggregate



 

 

52

4.3 Concrete Compressive Strength and Slump Tests Results 

Table 4.2 summarizes concrete compressive strength and slump tests 

results for different types of concrete with and without replacement of 

sand. 

 
 Table (4.2): Concrete compressive strength test results 

Concrete 
Grade 

Percent 
replacement 

(%) 

Average 
compressive 

strength at 28 
days (kg/cm2) 

Slump (mm) 

B-150 

0.0 159.1 23.0 
25 117.0 24.0 
50 92.4 23.0 
75 69.8 25.0 

100 53.6 24.0 

B-200 

0.0 178.2 26.0 
25 154.9 25.0 
50 111.4 27.0 
75 77.9 26.0 

100 60.9 28.0 

B-250 

0.0 290.1 25.0 
25 238.1 30.0 
50 152.5 28.0 
75 102.3 26.0 

100 74.4 27.0 

B-300 

0.0 313.5 29.0 
25 235.1 30.0 
50 156.0 28.0 
75 98.5 26.0 

100 67.1 29.0 

B-450 

0.0 472.6 25.0 
25 284.8 30.0 
50 227.7 29.0 
75 144.6 26.0 

100 92.6 25.0 
 



 

 

53

4.4 Density Test Results 

Table 4.3 summarizes densities for different categories of PCC with and 

without replacement. 

  
  Table (4.3): Density test results 

Concrete 
Grade 

Percent 
replacement 

(%) 

Density 
 

(Kg/m3) 

B-150 

0.0 2336.0 
25 2196.0 
50 2153.0 
75 2065.0 

100 1961.0 

B-200 

0.0 2378.0 
25 2214.0 
50 2174.0 
75 2078.0 

100 2002.0 

B-250 

0.0 2406.0 
25 2258.0 
50 2148.0 
75 2089.0 

100 1949.0 

B-300 

0.0 2395.0 
25 2259.0 
50 2095.0 
75 2083.0 

100 1941.0 

B-450 

0.0 2430.0 
25 2190.0 
50 2155.0 
75 2028.0 

100 1949.0 
 

 



 

 

54

4.5 Water Absorption Test Results 

Table 4.4 summarizes concrete water absorption test results for different 

types of concrete with and without replacement of sand. 

Table (4.4): Concrete water absorption test results 

Concrete 
grade 

Percent 
replacement 

by crumb tires

Saturated 
surface dry 

weight 

Oven dry 
weight 

Water 
absorption 

-  (%)  (gm) (gm) (%) 

B-150 

0.0 2555.0 2414.4 5.8 
25.0 2304.0 2188.7 5.3 
50.0 2323.0 2193.5 5.9 
75.0 2192.0 2060.6 6.4 
100 2094.0 1955.8 7.1 

 

B-200 

0.0 2664.0 2519.4 5.7 
25.0 2420.0 2294.4 5.5 
50.0 2395.0 2263.7 5.8 
75.0 2203.0 2074.4 6.2 
100 2124.0 1986.5 6.9 

 

B-250 

0.0 2534.0 2392.0 5.9 
25.0 2415.0 2295.5 5.2 
50.0 2260.0 2134.4 5.9 
75.0 2230.0 2101.5 6.1 

100.0 2073.0 1940.7 6.8 
 

B-300 

0.0 2484.0 2347.2 5.8 
25.0 2481.0 2349.2 5.6 
50.0 2359.0 2230.2 5.8 
75.0 2282.0 2152.5 6.0 

100.0 2071.0 1941.4 6.7 
 

B-450 

0.0 2629.0 2485.1 5.8 
25.0 2462.0 2334.4 5.5 
50.0 2412.0 2275.1 6.0 
75.0 2241.0 2100.1 6.7 

100.0 2012.0 1861.4 8.1 



 

 

55

4.6 Abrasion Test Results 

Table 4.5 summarizes Abrasion test results.  

  Table (4.5): Concrete abrasion test results 

Concrete 
Grade 

Percent 
replacement 

(%) 

Average loss 
 

(gm) 

B-150 

0.0 3.0 
25 3.4 
50 4.2 
75 4.9 

100 5.4 

B-200 

0.0 2.6 
25 2.7 
50 3.0 
75 4.1 

100 4.5 

B-250 

0.0 2.5 
25 5.7 
50 7.6 
75 7.7 

100 10.3 

B-300 

0.0 2.0 
25 6.6 
50 6.9 
75 7.2 

100 9.6 

B-450 

0.0 1.4 
25 3.2 
50 3.8 
75 6.3 

100 7.4 
 

 

 

 



 

 

56

4.7 Modulus of Elasticity Test Results (E) 

Table 4.6 summarizes modulus of elasticity test results for various PCC 

categories. 

  Table (4.6): Modulus of elasticity test results 

Concrete 
Grade 

Percent 
replacement 

(%) 

Modulus of 
elasticity 

E 
(KN/mm) 

B-150 

0.0 131.3 
25 100.5 
50 76.2 
75 45.5 

100 24.1 

B-200 

0.0 143.2 
25 113.4 
50 94.6 
75 60.5 

100 34.2 

B-250 

0.0 232.0 
25 186.1 
50 122.4 
75 75.9 

100 48.5 

B-300 

0.0 234.2 
25 196.3 
50 126.3 
75 86.1 

100 53.9 

B-450 

0.0 379.2 
25 231.6 
50 177.6 
75 120.3 

100 74.6 
 

 



 

 

57

4.8 Noise Insulation Test Results 

Table 4.7 consists of test results of noise insulation in percent reduction of 

noise as an expression of noise insulation at low and high noise levels for 

various PCC categories. 

  Table (4.7): Noise insulation test results 

Concrete 
Grade 

Percent 
replacement 

 
(%) 

Percent 
reduction 

(Low) 
(%) 

Percent 
reduction 

(High) 
(%) 

B-150 

0.0 14.6 13.7 
25 15.1 13.9 
50 16.3 14.6 
75 17.4 15.1 

100 18.8 17.7 

B-200 

0.0 14.1 13.5 
25 15.3 14.1 
50 16.5 14.7 
75 17.6 16.4 

100 18.6 17.2 

B-250 

0.0 13.9 13.5 
25 15.4 13.8 
50 16.7 14.4 
75 17.9 15.5 

100 18.3 17.8 

B-300 

0.0 14.4 13.3 
25 15.0 13.9 
50 16.1 14.3 
75 16.8 14.9 

100 17.9 17.1 

B-450 

0.0 14.3 13.6 
25 14.9 14.2 
50 15.8 15.1 
75 17.1 16.6 

100 18.2 18.1 
 



 

 

58

4.9 Thermal Insulation Test Results 

Table 4.8 consists of test results of thermal insulation in percent reduction 

of temperature as an expression of thermal insulation at a constant source 

of heat for various PCC categories. 

  Table (4.8): Thermal insulation test results 

Concrete 
Grade 

Percent 
replacement 

 
(%) 

Percent 
reduction 

Of temperature
(%) 

B-150 

0.0 24.3 
25 25.1 
50 27.8 
75 30.5 

100 32.6 

B-200 

0.0 24.5 
25 25.2 
50 28.0 
75 30.7 

100 32.8 

B-250 

0.0 22.9 
25 23.6 
50 25.5 
75 27.8 

100 29.6 

B-300 

0.0 23.3 
25 23.8 
50 26.1 
75 28.6 

100 30.1 

B-450 

0.0 22.7 
25 24.3 
50 26.2 
75 27.5 

100 29.3 
 



 

 

59
 

  

 

 

 

 

 

 

 

CHAPTER FIVE 

ANALYSIS OF RESULTS 

 

 

 

 

 

 

 

 



 

 

60

CHAPTER FIVE 

ANALYSIS OF RESULTS 

5.1 Introduction 

This chapter aims at analyzing the tests results to show how concrete 

behavior will change as a result of the volumetric replacement of sand with 

crumb waste tires when compared to standard mixes of PCC containing no 

crumb waste tires. 

 

5.2 Compressive Strength 

In the analysis of the laboratory results for compressive strength, Figure 5.1 

gives the basic relationship of the percentage of replacement by crumb 

waste tires with the compressive strength for concrete category of B-150. 

 

Figure 5.1: Percent replacement by crumb waste tires 
versus compressive strength for PCC-150

0
20
40
60
80

100
120
140
160
180

0 20 40 60 80 100
Percent replacement

C
om

pr
es

si
ve

 
st

re
ng

th
 k

g/
cm

2

 



 

 

61

As a result of a volumetric replacement of sand by crumb waste tires, 

compressive strength decreases as percent of crumb waste tires increases as 

shown in Figure 5.1, at zero replacement, compressive strength is 159.0 

kg/cm2, while at 25% replacement the compressive strength decreases to 

117.0 kg/cm2 that is a decrease of 26.4%. At 50% replacement, 

compressive strength is 92.4 kg/cm2 that is a decrease of 41.9% from the 

original value. For the replacements of 75 and 100% replacement, the 

compressive strength drops to 56 and 66.3% respectively from the original 

reference value. 

Figure 5.2 shows compressive strength for concrete grade B-150 and B-200 

versus percent replacement by crumb waste tires. For concrete grade of B-

200 the compressive strength is 178.2, 154.9, 111.4, 77.9, 60.9 kg/cm2 for 

replacement values of 0, 25, 50, 75, and 100% respectively. The percentage 

drop reflecting those percentages is 13, 37.5, 56.3, and 65.8% respectively. 

In comparison between the concrete grades of B-150 and B-200, it can be 

noticed that differences are 24.5, 17.1, 10.4, and 12% for 25, 50, 75, and 

100% replacements respectively. This implies that as the percentage 

replacement increases, the percentage difference between the two 

categories decreases with higher overall drop in compressive strength for 

concrete category for B-250. 



 

 

62

Figure 5.2: Percent replacement by crumb waste tires 
versus compressive strength for PCC-150+200

0

50

100

150

200

0 20 40 60 80 100 120
Percent replacement

C
om

pr
es

siv
e 

st
re

ng
th

 k
g/

cm
2

B-150

B-200

 

 

Figure 5.3 shows the compressive strength for concrete grades B-150, B-

200, B-250, B-300, and B-450 versus percent replacement by crumb waste 

tires. For concrete grade B-250 with zero replacement the compressive 

strength is 290.0 kg/cm2. At 25% replacement the compressive strength is 

238.1 kg/cm2 that is a decreases of 17.9% from the original value, while for 

50, 75, and 100% replacement the compressive strength decreases to 47.4, 

64.7, and 74.3% respectively. 

Comparing B-150 and B-250, B-150 as a reference, for a 25% replacement 

the compressive strength decreases to 50.9%, while for 50, 75, and 100% 

replacements, the compressive strength decreases to 39.4, 31.7, and 28% 

from those of concrete B-250 grade. 

For PCC B-300 the compressive strengths are 313.5, 235.1, 156.0, 98.5, 

67.1 kg/cm2 for 0, 25, 50, 75 and 100% replacement respectively, giving 



 

 

63

decreases in compressive strength of 25, 50, 68.6, and 78.6% respectively 

from the original value. When comparing B-250 with B-300 it is noticed 

that at 25, 50, 75, and 100% replacements the difference is 1.3, 2.3, 3.7, 

and 9.8% respectively.  It is also noticed that concrete grade B-250 is 

slightly better for compressive strength compared to B-300. 

For B-450 the compressive strength is 472.6, 284.8, 227.7, 144.6, 92.6 

kg/cm2 for replacements values of 0, 25, 50, 75, and 100% respectively. 

The percentage drop reflecting those percentages is 39.7, 51.8, 69.4, and 

80.4% respectively. In comparing B-300 with B-450, it is noticed that at 

25, 50, 75, and 100% the differences are 21, 46, 46.8, and 38.0% 

respectively.  

Figure 5.3: Percent replacement by crumb waste tires 
versus compressive strength for various PCC categories

0

100

200

300

400

500

0 20 40 60 80 100
Percent replacement

C
om

pr
es

siv
e 

st
re

ng
th

 k
g/

cm
2

B-150
B-200
B-250
B-300
B-450

 
 

Figure 5.4 shows also how compressive strength changed with percent of 

volumetric replacement of sand by waste crumb tires relative to the 

specified compressive strength. 



 

 

64

Notice actual compressive strength at 0, 25, 50, 75, and 100% replacement 

for grades B-150, 200, 250, 300, and B-450, actual compressive strength 

differences are less decreased at concrete grades B-150 and B-200 versus 

replacement, differences of compressive strength increases at concrete 

grades B-250, 300, and B-450 versus replacement. 

As an example; for concrete grade of B-450 the differences between 

compressive strengths are 39.7, 20.0, 36.5, and 36.0%, while for concrete 

grade of B-200 the differences are 13.1, 28.1, 30.1, and 21.8%. 

 

Figure 5.4: Compressive strength of  Portland cement 
concrete for various percentages of replacements of 
crumbed waste tires

0
50

100
150
200
250
300
350
400
450
500

150 200 250 300 350 400 450
Specified compressive strength (kg/cm2)

A
ct

ua
l 

co
m

pr
es

si
ve

 
st

re
ng

th
 (k

g/
cm

2)

0% Replacement 25% Replacement
50% Replacement 75% Replacement
100% Replacement

 
 
 

Figure 5.4 shows how actual compressive strength decreased at specified 

compressive strength with increasing percent of replacement of waste 

crumb tires. This happened because as replacement increases, bonding 

between aggregate particles and cement decrease, and because of the 

weakness of waste crumb rubber particles with comparison to sand.    



 

 

65

5.3 Density 

Density of concrete also decreases as crumb waste tires increases, see 

Figure 5.5 which presents how density decreases when crumb waste tires 

increases for PCC-150. 

Densities are 2330, 2196, 2153, 2065, and 1961 kg/m3 for replacement of 

0, 25, 50, 75, and 100% respectively. Those replacement shows decrease of 

density in which the density decreases to 5.8, 7.6, 11.4, and 15.8% with 

reference to zero replacement. 

 

Figure 5.5: Perecent replacement by crumb waste tire 
versus density for PCC-150

1900

2000

2100

2200

2300

2400

0 20 40 60 80 100
Percent replacement

D
en

si
ty

 k
g/

m
3

 

Note that the difference of densities for various PCC versus replacement in 

Figure 5.6. In addition, Notice the difference between B-150 and B-200, at 

0, 25, 50, 75, and 100% replacement are 1.8, 0.8, 0.9, 0.6, and 2.1% 

respectively. 



 

 

66

For B-200 and B-250, the differences are 1.2, 2, 1.2, 0.5, and 2.6%. For B-

250 and B300 comparison differences are 0.5, 0.04, 2.5, 0.3, and 0.4%. 

Finally for B-300 with comparison by B-450 differences are 1.5, 3.1, 2.9, 

2.6, and 0.4%.  

Theses differences show slight differences in densities between different 

PCC categories versus replacement, but the decreases for each type on 

density reaches between (16-19%) at 100% replacement.  

 

Figure 5.6: Perecent replacement by crumb waste tire 
versus density for various categories of concrete

1900

2000

2100

2200

2300

2400

2500

0 20 40 60 80 100
Percent replacement

D
en

sit
y 

kg
/m

3

PCC 150
PCC 200
PCC 250
PCC 300
PCC 450

 

Generally, density decreases as percent replacement increases since waste 

crumb rubber has less specific gravity than sand. 

 



 

 

67

5.4 Water Absorption 

To analyze tests results of water absorption see Figure 5.7 that shows the 

basic relation between water absorption versus percent replacement of 

waste crumb tires for PCC-150. 

Notice how water absorption behaves as replacement increase at 0, 25, 50, 

75, and 100. 

 

Figure 5.7: Perecent replacement by crumb waste tire 
versus Water Absorption for PCC-150

5

6

7

8

0 20 40 60 80 100
Percent replacement

W
at

er
 A

bs
or

pt
io

n 
(%

)

 

Water absorption decreases at 25% replacement and pounces back 

approximately to its original value at 50% replacement and starts to 

increase as waste crumb tires increases (see Figure 5.7 for PCC-150). 

Figure 5.8 shows the differences between water absorption for different 

PCC categories versus replacement. For B-150 and B-200 the differences 

are 1.7, 3.6, 1.7, 3.1, and 2.8% for 0, 25, 50, 75, and 100% replacements 

respectively. 



 

 

68

For B-200 and B-250 differences are 3.3, 5.5, 1.7, 1.6, and 1.4% for 0, 25, 

50, 75, and 100% replacements respectively. For B-250 and B-300 

differences are 1.7, 7.1, 1.7, 1.6, and 1.5 for 0, 25, 50, 75, and 100% 

replacement respectively. For B-300 and B-450 differences are 0.0, 1.8, 

3.3, 10.4, and 17.3 for 0, 25, 50, 75, and 100% replacement respectively.  

 

Figure 5.8: Perecent replacement by crumb waste tire 
versus Water Absorption for various categories of concrete

5

6

7

8

9

0 20 40 60 80 100
Percent replacement

W
at

er
 A

bs
or

pt
io

n 
(%

)

PCC 150
PCC 200
PCC 250
PCC 300
PCC 450

 

This leads to the idea that water absorption decreased at 25% replacement 

since voids are decreased but occasional vacuums existed when waste 

crumb tires replacement increased which causes an increase in water 

absorption. In addition, weakness of bonding between particles will 

increase absorption which permits water to enter through voids in the 

interface between the crumbs and the cement paste as a result of increasing 

waste crumb tires. It is worth to note that the waste crumb tires have 

smaller particle size compared to that of sand as seen in Figure 4.1.  



 

 

69

5.5 Slump (Consistency) 

Slump is an expression of consistency, as slump increases the concrete 

blend is more consistent. Figure 5.9 shows slump versus replacement for 

different PCC categories. 

 

Figure 5.9: Percent replacement by crumb waste tires 
versus slump for various PCC categories

10

15

20

25

30

35

0 20 40 60 80 100
Percent replacement

Sl
um

p 
(m

m
)

B-150
B-200
B-250
B-300
B-450

 

Slump showed little change in consistency during all mixing; slump ranges 

from 20-30 mm, there was no effect of increasing waste crumb tires 

replacement on consistency. This is because of the coarseness of the mixes 

and the existence of high adhesion forces between waste crumb particles 

and aggregate particles which prevents mixes to be more consistent. 

 

5.6 Abrasion 

Figure 5.10 represents abrasion test results for concrete versus percent 

replacement for PCC-150. 



 

 

70
 

Figure 5.10: Percent replacement by crumb waste tires 
versus abrasion for PCC-150

2
2.5

3
3.5

4
4.5

5
5.5

6

0 20 40 60 80 100
Percent replacement

A
br

as
io

n 
(g

m
)

 

It is noticed that abrasion increases when replacement increases for grade 

B-150, this is because of the increase of waste crumb tires replacement. 

This happened because of the existing of fine crumb waste tires which has 

a weak resistance and of the weakness of bonding between the blend 

particles due to increasing of waste crumb tires percent replacement. On 

the other hand sand has a coarse surface texture and because of the nature 

micro structures of sand (silica quarts) that made bonding stronger with 

comparison to rubber. 

For 0, 25, 50, 75, and 100% replacement, the average loss by weight was 

increasing 13.3, 40, 63.3, and 80% respectively from the zero replacement. 

Figure 5.11 shows abrasion resistance versus replacement for different 

PCC categories. 

 



 

 

71

Figure 5.11: Percent replacement by crumb waste tires 
versus abrasion for various PCC categories

0

2

4

6

8

10

12

0 20 40 60 80 100
Percent replacement

A
br

as
io

n 
(g

m
)

B-150
B-200
B-250
B-300
B-450

   

Figure 5.11 shows obviously that abrasion increases as waste crumb tires 

increase because of the reasons mentioned above.  

 
5.7 Modulus of Elasticity 

The modulus of elasticity is a measure of the stiffness of a material, or in 

this case it is a measure of the deformation of the rubberized concrete. 

Figure 5.12 shows stress versus strain relation. 

Figure 5.12: Stress versus strain for PCC-300

0

50

100

150

200

250

300

0 1 2 3 4 5 6 7 8Strain (mm)

St
re

ss
 K

N

25% 50% 75%

100% 0.0%

 



 

 

72

From the above Figure modulus of elasticity can be calculated by finding 

the slope which presents stress divided by strain for the first half of the 

curve, notice how the mode of failure changes when replacement of waste 

crumb tires increases. This means that the lower the modulus of elasticity 

of the sample, the lower the amount of deformation it could withstand 

before breaking.    

Figure 5.13 shows modulus of elasticity versus replacement of waste crumb 

tires for different categories of PCC. 

Modulus of elasticity decreased as waste crumb tires replacement 

increased. 
 

Figure 5.13: Percent replacement by crumb 
waste tires versus elasticity for various PCC 

0
50

100
150
200
250
300
350
400

0 20 40 60 80 100

Percent replacement

E
la

st
ic

ity
 (K

N
/m

m
) B-150

B-200
B-250
B-300
B-450

 

5.8 Noise Insulation 

Figure 5.14 shows results of noise insulation at low level of noise (86.5 

dp), this Figure presents percent replacement of waste crumb tires versus 

percent reduction of noise at low level for various PCC categories. 



 

 

73

Figure 5.14: Percent replacement of waste crumb tires 
versus reduction of noise at low level for various PCC 
categories

13

14

15

16

17

18

19

0 20 40 60 80 100
Replacement

%
 R

ed
uc

tio
n

150 low 200 low

250 low 300 low

450 low Average Low

 
 

Figure 5.14 shows obviously the behavior of noise, as replacement 

increased, higher reduction of noise, this means that when replacement 

increased insulation increased. 

From the above Figure the reduction increased from 14% at 0% 

replacement to approximately 19% at 100% replacement. 

Figure 5.15 also presents percent replacement of waste crumb tires versus 

percent reduction of noise at high noise level (98.6 dp) for various PCC 

categories. 

 



 

 

74

Figure 5.15: Percent replacement of waste crumb tires 
versus noise reduction at high level for various PCC 
categories

13
14
15
16
17
18
19

0 20 40 60 80 100
Replacement

%
 R

ed
uc

tio
n

150 high 200 high

250 high 300 high

450 high Average High

 

 

The above Figure shows the same behavior as low noise level but with less 

noise reduction or less insulation. Reduction of noise increased from 13.5% 

approximately at 0.0% replacement to 18% at 100% replacement. 

Figure 5.16 shows percent replacement versus averages of noise reduction 

at low and high levels. 

 



 

 

75

Figure 5.16: Percent replacement of waste crumb tires 
versus average reduction of noise at low and high level

13

14

15

16

17

18

19

0 20 40 60 80 100
Replacement

%
 R

ed
uc

tio
n

Average High
Average Low

 

At low noise level higher insulation of noise occurred than high level of 

noise which easily noticed from Figure 5.16.  

The difference between reduction of noise at low level and high level, at 0, 

25, 50, 75, and 100% is 0.74, 1.16, 1.66, 1.66, and 0.78 respectively, that 

gives higher increasing at low level of 5.5, 8.3, 11.4, 10.6, and 4.4% than 

the high noise level with an overall average of 8.0%. 

The more the material is brittle it will have lower noise insulation; the more 

the material is elastic it will have higher noise insulation. This means that 

when percent replacement increased concrete absorption of noise increased.     

Concrete with different percent replacement can isolate noise at low level 

better than high noise level, since concrete can absorb vibration at low level 

better than high level. 

 



 

 

76

5.9 Thermal Insulation 

Figure 5.17 shows results of thermal insulation at a constant source of heat 

(54 C°), this Figure presents percent replacement of waste crumb tires 

versus percent reduction of temperature for various PCC categories. 

Figure 5.17 shows that percent reduction in temperature increased as waste 

crumb tires replacement increased, that leads the fact that thermal 

insulation increased as the percent replacement increased. No significant 

changes can be noticed between various PCC categories. 

 

Figure 5.17: Percent replacement of waste crumb tires 
versus temperature reduction for various PCC categories

22

24

26

28

30

32

34

0 20 40 60 80 100
Replacement

%
 R

ed
uc

tio
n

150 200 250

300 450 Average

 

 

Figure 5.18 shows the average percent reduction of temperature versus 

percent replacement of waste crumb tires for all PCC categories. 

Average reduction increased as percent replacement increased, at 0, 25, 50, 

75, and 100% replacement percent reduction is 23.5, 24.4, 26.7, 29.0, and 



 

 

77

30.9% respectively, which means that thermal insulation increased 3.8, 

13.6, 23.4, and 31.5% from zero percent replacement. 

Figure 5.18: Percent replacement of waste crumb tires 
versus average temperature reduction for various PCC 
categories

22
24
26
28
30
32
34

0 20 40 60 80 100
Replacement

%
 R

ed
uc

tio
n

Average

 

This behavior happened because when the material density is lowered 

thermal insulation increased, and because of lower conductivity that rubber 

has with comparison of concrete. 

 

5.10 Particles Distributions 

Particles were distributed homogeneously in all mixes for 0, 25, 50, 75, and 

100% replacement. In 25% replacement concrete blending was dense. It 

can be noticed that concrete blending is denser in 75% and 100% 

replacement, but still with homogeneous distribution of the particles 

through all percent replacement of mixes (See Figure 5.19). 

 



 

 

78

 

Figure 5.19: Particles distribution (0, 25, 50, 75, and 100 % 

replacement from right to left) 

 

 

 

 

 

 

 

 

 

 



 

 

79
 

 

 

 

 

 

CHAPTER SIX 

CONCLUSIONS AND RECOMMENDATIONS 

 

 

 

 

 

 

 

 

 



 

 

80

CHAPTER SIX 

CONCLUSIONS AND RECOMMENDATIONS 

6.1 Introduction 

This thesis aims to investigate the behavior of PCC mixes and the effect of 

utilizing waste crumb tires in these mixes. 

 

6.2  Conclusions 

Based on the results and analysis done as a part of this research thesis, the 

following can be concluded: 

1. Compressive strength decreases as the percent of waste crumb tire 

replacement increases for various PCC categories. 

2. Density decreases as the percent of waste crumb tire replacement 

increases for various PCC categories. 

3.  Water absorption decreases at 25% replacement and pounces back 

approximately to its original value at 50% replacement, and then 

starts to increase as waste crumb tires increases. 

4. Slump test results showed no change in consistency during all mixes; 

there was no effect of increasing waste crumb tires replacement on 

consistency. 



 

 

81

5. Abrasion increases as waste crumb tires increases. 

6. Modulus of elasticity decreases as waste crumb tires replacement 

increases. 

7. Noise insulation increases as percent of crumb waste tires increases. 

At low noise levels, higher insulation of noise occurred than that of 

high levels of noise. 

8.  Thermal insulation increases as waste crumb tires percent increases. 

 

6.3  Recommendations 

Based on the conclusions drawn above and the laboratory observations, the 

following are recommended: 

1. Since the addition of crumb tires decreases compressive strength, it 

is recommended to use waste crumb tires for non structural Portland 

cement concrete in buildings such as floor slabs, floor ribs, under 

ground slabs, behind building stones and in partitions etc. 

2. It is recommended to use percent of replacements in the vicinity of 

25% in the PCC, since compressive strength still within the 

acceptable range, also good thermal and noise insulation can be 

achieved.  



 

 

82

3. It is recommended to use replacements in an increment of 10% for 

better identification behavioral changes in the physical 

characteristics in future research.  

4. It is recommended to study the effect of larger sizes of shredded tires 

on PCC. 

5. It is recommended to further test the physical characteristics of PCC 

through shrinkage limit, permeability etc. 

6. It is recommended to explore the effect of other raw materials in 

these mixes and study the changes in physical characteristics. 

7. Using waste crumb tires in the production of concrete blocks, ribbed 

concrete block, and for paving is strongly recommended.  

 



 

 

83

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APPENDICES 

 

 

 

 

 

 

 

 

 

 

 

 



 

 

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APPENDIX A 

COMPRESSIVE STRENGTH TEST RESULTS TABLES 

 

 

 

 

 

 

 
 



 

 

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Table 1: CONCRETE COMPRESSIVE STRENGTH TEST 

RESULTS (B-150) 
Sample Type Cubes 10x10x10 cm 
Place of Curing An - Najah Labs Standard Method PS-55 

Concrete Type Standard mix with 0.0% volumetric replacement of sand 

No. Del. 
No. Weight Casting 

date 
Testing 

date Age Slump Crushing 
load 

Comp. 
strength 

تاريخ الصب الوزن االرسالية الرقم تاريخ 
مقاومة  حمل الكسر التھدل العمر الفحص

 الضغط
- - (g) - - (day) (mm) (KN) (Kg/cm2)
1 

- 
2329 

5.12.06 6.1.07 32 20-30 
152.0 155.0 

2 2342 154.0 157.1 
3 2338 162.0 165.2 

  Summaryملخص النتيجة
يوماً  28المقاومة بعد معدل   

28 day strength (kg/cm2) 
 النسبة من المقاومة المطلوبة

% of required strength 
159.1 106% 

 
 
 

Table 2: CONCRETE COMPRESSIVE STRENGTH TEST 
RESULTS (B-150) 

Sample Type Cubes 10x10x10 cm 
Place of Curing An - Najah Labs Standard Method PS-55 

Concrete Type Standard mix with 25% volumetric replacement of sand 

No. Del. 
No. Weight Casting 

date 
Testing 

date Age Slump Crushing 
load 

Comp. 
strength 

الصب تاريخ الوزن االرسالية الرقم تاريخ 
مقاومة  حمل الكسر التھدل العمر الفحص

 الضغط
- - (g) - - (day) (mm) (KN) (Kg/cm2) 
1 

- 

2250 

3.2.07 3.3.07 28 20-30 

125.0 127.5 
2 2173 104.0 106.1 
3 2142 109.0 111.2 
4 2219 120.6 123.0 

  Summaryملخص النتيجة
يوماً  28المقاومة بعد معدل   

28 day strength (kg/cm2) 
 النسبة من المقاومة المطلوبة

% of required strength 
117.0 80% 

 
 
 
 
 
 



 

 

93
Table 3: CONCRETE COMPRESSIVE STRENGTH TEST 

RESULTS (B-150) 
Sample Type Cubes 10x10x10 cm 
Place of Curing An - Najah Labs Standard Method PS-55 

Concrete Type Standard mix with 50% volumetric replacement of sand 

No. Del. 
No. Weight Casting 

date 
Testing 

date Age Slump Crushing 
load 

Comp. 
strength 

تاريخ الصب الوزن االرسالية الرقم تاريخ 
مقاومة  حمل الكسر التھدل العمر الفحص

 الضغط
- - (g) - - (day) (mm) (KN) (Kg/cm2) 
1 

- 

2195 

3.2.07 3.3.07 28 20-30 

90.7 92.5 
2 2154 88.7 90.5 
3 2125 92.4 94.2 
4 2141 90.7 92.5 

  Summaryملخص النتيجة
يوماً  28المقاومة بعد معدل   

28 day strength (kg/cm2) 
 النسبة من المقاومة المطلوبة

% of required strengt