SURIGAO EDUCATION CENTER

Km. 2, 8400 Surigao City, Philippines

EXPLORING THE VIABILITY AND PERFORMANCE OF SUSTAINABLE

PAVEMENT SOLUTIONS: A STUDY ON THE IMPLEMENTATION OF
RECYCLED USED CAR TIRES AS A PARTIAL REPLACEMENT ELEMENT
ON BRICK PRODUCTION FOR SIDEWALKS AND PAVEMENTS

By

Jade Philip G. Taruc

Kevin B. Eduyan
Kristine-Joy L. Bergas
Feven Brian N. Fortaleza
Bachelor of Science in Civil Engineering
Surigao Education Center, 2024

A Thesis Report Submitted to the College of Engineering and Architecture

in Partial Fulfilment of the Requirements for the Degree

Civil Engineering Program

Surigao Education Center
April 2024
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Chapter 1

INTRODUCTION

Almost one billion tires globally reach the end of their useful lives each year,

posing serious risks to human health and the environment. With roughly 10 million

registered cars, the Philippines produces about 10 million end-of-life tires a year. In

contrast to Europe, the US, and Japan which have a recovery rates between 84 and 90%,

the Philippines has difficulty managing tires that have a lifespan of only two to four years

since there are no laws or specified End-of-life (ELT) recovery rates. When tires are

disposed improperly, they obstruct creeks and drainage systems or are uselessly piled up

in landfills, where their size takes up a valuable space and traps harmful gases like

methane, providing mosquito breeding grounds for disease-carrying organisms.

In light of this, we propose utilizing used automobile tires for brick production

by shredding and combining them. One of the goals of this study is to determine the

feasibility and effectiveness of employing recycled car tires as an additional component

in creating concrete bricks for pavements and walkways.

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Previous studies have indicated the potential benefits of utilizing recycled

materials in pavement construction, focusing primarily on the ideal proportion of rubber

tires to cement and the overall strength of the concrete mixture intended for use in

pavements rather than bricks.

The advantages of using recycled materials in pavement construction

have been demonstrated by earlier studies. Recycled rubber from automobile tires has

been proposed as a way to extend pavement lifetime, reduce maintenance costs, and have

positive environmental effects when added to concrete bricks. Further research is

required to fully comprehend how these sustainable pavement solutions work in various

contexts and to evaluate their long-term sustainability.

Significantly, this study adds to the growing body of knowledge regarding eco-

friendly paving alternatives, especially when it comes to building urban infrastructure.

Lawmakers, urban planners, and construction professionals looking to adopt more

sustainable techniques can all benefit from the study's useful conclusions. The results of

this study may also spur additional research and developments in sustainable

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infrastructure, which will eventually lessen the number of old tires that end up in landfills

and lessen the harm that incorrect disposal causes to the environment. infrastructure.

This study focuses specifically on evaluating the performance of pavement bricks

constructed from recycled used automobile tires in terms of ratio of 5%, 10% 15%, and

20%. One of the goals of the study is to evaluate the paving bricks' mechanical, physical,

and practical performance through testing in the field and in the lab. In order to minimize

landfill waste and enhance brick performance.

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REVIEW OF RELATED LITERATURE

2.1 Introduction to Car tires

Nowadays, the amount of waste generated is considered large, occupying much

space in landfills, and its transportation, depending on the volume and weight, also

contributes to environmental pollution. As a way to address this issue, several researchers

have explored the use of recycled materials in the construction industry. In the case of

pavement solutions, the utilization of recycled materials such as used car tires for making

bricks for sidewalks or pavements has been gaining attention.

In addition to their large volume and sluggish rate of decomposition, end-of-life

tires, or ELTs, are commonly referred to as disposed car tires and represent a serious

environmental threat on a global scale. The World Business Council for Sustainable

Development (WBCSD) estimates that every year, 1.5 billion tires reach the end of their

useful lives, posing a health and environmental risk. Environmental problems are further

exacerbated by the harmful compounds from ELTs seeping into soil and water systems

(Mowbray, 2023).

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Tires from abandoned cars constitute a serious environmental risk because of

their quantity as well as possible health risks. Research has indicated that neglected tires

serve as perfect habitats for mosquitoes that spread disease, raising the possibility of

contracting dengue fever and malaria (Alex jackson, 2015). It's critical to discover long-

term solutions for disposing of used auto tires for reasons related to public health and the

environment. Due to the high space and resource requirements, disposing of used auto

tires in landfills poses financial difficulties. The possible loss of priceless resources from

tires that have been trashed is substantial, on top of the expenses related to landfill

management. For instance, a study conducted in 2017 by Peggy Deichstetter et al.

calculated that the worldwide disposal of ELTs wastes around 3.5 million tons of rubber

that could be repurposed or converted into valuable items.

2.2 Introduction: Brick making

With over a thousand years of history, brickmaking is a crucial step in

construction. Clay is fired in kilns during the traditional brick-making process, a process

that uses a lot of energy and produces carbon emissions. Growing interest has been seen

in creating creative and environmentally friendly methods of producing bricks in recent

years. This section examines the literature on a range of creative brick-making concepts

that seek to minimize their negative effects on the environment, increase productivity,

and improve brick performance.

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The use of sustainable materials is one of the main areas of innovation in brick

manufacturing. For instance, (abbas., saleem,. Et al 2017) investigated replacing some of

the clay used in the manufacture of bricks with agricultural waste, such as rice husk ash.

They discovered that adding rice husk ash enhanced the bricks' mechanical qualities

while simultaneously lessening their negative environmental effects.

Utilizing recycled materials in the production of bricks is another creative

strategy. Qin, Hu And Li (2021), for example, looked into the viability of using recycled

glass in place of sand when creating bricks. According to their research, adding recycled

glass to bricks enhanced their ability to insulate against heat loss while simultaneously

lowering the need for natural resources.

Enhancing energy efficiency has also been a primary emphasis of technological

advancements in the brick industry. The usage of solar-powered brick kilns as an

alternative to conventional fire techniques was covered by Solgi, Gitinavard and

Moghaddam (2020). They observed that brick makers' operational expenses were also

decreased by solar-powered kilns, in addition to the reduction of carbon emissions.

2.3 Used car tires in Bricks

The used car tires potential for reducing environmental effect and support

sustainable development, the use of recycled materials in building has attracted a lot of
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interest recently. Tires from old cars are one such resource that has been researched for

use in pavements.

A review of the literature on incorporating waste tire rubber into construction

materials reveals several key findings. Al-Attar (2021) and Helmy (2023) both note that

the addition of waste tire rubber can improve the properties of masonry and concrete,

respectively, by reducing density and increasing thermal and impact resistance.

Karslioğlu (2021) further emphasizes the potential of waste rubber in brick production,

particularly for its thermal and sound insulation properties. Siddika (2019) highlights the

benefits of using recycled rubber aggregate in concrete, including improved fatigue life

and toughness. These studies collectively suggest that the incorporation of waste tire

rubber into construction materials can enhance their performance and contribute to

sustainable development.

In addition to their massive annual generation and non-biodegradable nature, used

car tires provide a serious environmental concern. However, a number of studies have

looked into the possibility of adding crushed or shredded rubber from these tires to bricks

being made for use in pavement construction. Reducing the amount of tires disposed of

in landfills could reduce the threat to the environment and advance the ideas of the

sustainable economy by incorporating old car tires into bricks (Smith et al., 2018). In a

similar vein, rubber-infused bricks are more resilient to weather and have a longer

lifespan, according to Wang and Lee's (2019) observations.

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According to T. C. Ling*, H. M. Nor, and S. K. Lim’s (2010) research suggest

that although the inclusion of rubber reduces the block’s overall strength compare to

standard concrete, the resulting material is lighter and offers improved flexibility. This

makes it suitable for applications where lower load-bearing requirements are accepted,

such as footpaths and low-traffic areas.

Despite all of the benefits, there are certain difficulties and factors to take into

account while using used vehicle tires to make bricks. Martinez et al. (2020) drew

attention to the variation in tire rubber properties, which might affect the bricks' quality

and consistency and call for careful material processing and selection. Furthermore, there

are worries that rubberized bricks may eventually leak dangerous substances, which

highlights the necessity of thorough testing and certification (Jones et al., 2021).

The performance and sustainability of pavements can be enhanced while

addressing environmental issues related to tire disposal when employed in the production

of bricks for pavement. To assure the bricks' long-term performance, address potential

health and environmental risks, and optimize the production process, more research is

necessary.

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2.3 Economic benefits of using used car tires in brick making

The possible cost savings in raw material procurement are one of the main

financial advantages of employing old vehicle tires in brick manufacturing for pavement.

Clay and other natural resource extraction are frequently used in traditional brick making,

which can be expensive and harmful to the environment. Manufacturers can save money

by utilizing used vehicle tire rubber as an additive and lowering their dependency on

virgin materials (Martinez et al., 2018).

Lower manufacturing costs may also result from the usage of old auto tires in

brick production. Based on research, using recycled rubber in brick mixtures can reduce

energy consumption during manufacture, increase workability, and cut total production

costs (Smith and Jones, 2019).

Using recycled materials in building is one example of how adopting sustainable

practices may help with job creation and economic development. Governments and

corporations can encourage the expansion of the recycling industry and generate new job

opportunities by endorsing the use of recycled automobile tires in the production of

bricks for pavement (Lee, 2020).

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Long-term cost savings can result from constructing pavement with bricks

manufactured from recycled automobile tire rubber. Compared to conventional bricks,

these bricks are frequently more resilient and require less upkeep, which saves money

over the course of the pavement's life (Jones et al., 2021).

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Conceptual Framework

Input Process Output

• 5% with shred Specimen Analysis on the

car tires Preparation and viability and
Specimen Test performance of the
• 10% with shred based on. paving brick mixed
car tires with 5%, 10%,
Water Absorption 15%, and 20%
• 15% with shred Test shredded car tire.
car tires
Compressive
Strength Test
• 20% with shred
car tires Abrasion Test

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Statement of the Problem

The growing worldwide number of waste tires causes huge environmental issues,

with millions of tires wasted each year. Traditional disposal techniques, such as

landfilling and incineration, frequently have negative environmental consequences,

including soil and water contamination, air pollution, and the proliferation of disease-

carrying pests (Aminuddin et al., 2020; Adhikari et al., 2022). As a result, there is an

urgent need for innovative and sustainable tire waste management solutions (Singh et

al., 2021).

At the same time, there has been an increase in the need for long-lasting and

environmentally friendly building materials, especially for paving bricks. Conventional

materials can result in substantial environmental costs and resource depletion (Hossain

et al., 2019). Thus, there is an urgent need to investigate alternative materials that not

only minimize waste but also improve the performance of construction goods (Sharma

& Kumar, 2020).

T. C. Ling, H. M. Nor, and S. K. Lim’s (2010), their results on testing their paving

blocks revealed that rubber substation should not exceed 20% by sand volume in order

to avoid excessive reductions in compressive strength of the brick.

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As a result, research and assessment are required to determine the performance

and viability of sustainable paving solutions that use recycled automobile tires for

production of bricks from 20% down to 5%. The following important issues are the focus

of this study:

1. The effect on the bricks by mixing shredded rubber car tire based on

weight.

2. The comparison based on performance between normal paving bricks and

paving bricks mixed with recycled car tires with a ratio of 5%, 10%, 15%, and 20% being

mixed.

3. Physical Appearance of mixing the car tire into the concrete brick.

In order to further sustainable infrastructure development, this study aims to

answer these concerns and offer insights into the viability and sustainability of employing

used auto tires to make bricks for pavement building.

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Significance of the Study

The primary goal of this study is to determine whether using recycled used car

tires as an partial replacement ingredient when producing bricks for pathways or

pavements can be both viable and efficient. The research being conducted aims to

improve by assessing these sustainable paving alternatives and providing practical

recommendations for their implementation. By investigating the possibility of using

recycled automobile tires to create bricks for pavements or walkways, this reduces

negative environmental impact of tire disposal and promotes sustainable waste

management.

Scope and Limitations of the Study

The study aims to investigate the feasibility and effectiveness of adding used car

tires into brick production to be used on sidewalks and pavements. This research is

limited to examining how well the recycled used car tires functions as an additional

element in the production of bricks for sidewalks and pavements.

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Definition of Terms

Automobile Tires – are rubber components affixed to the wheels of vehicles (cars),

enabling movement by providing traction and support while absorbing shocks from the

road surface.

Viability – refers to the capacity of something to sustain itself or the ability to work

successfully.

Yield – represents the outpost, return, or result obtained from a particular process.

Feasible/Feasibility – possible to be done or to be made.

ELTs – refers to the expiration or the end-of-life of a car tire. Commonly referred to

as disposed car tires.

Biodegrade – refers to an object as to be decomposed by bacteria or other living

organisms.

Compressive Strength – the resistance of a material to breaking under compression.

Crumb Rubber – Shredded car tires

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Chapter 2

RESEARCH METHODOLOGY

This chapter discusses the methodology employed in this study to investigate the

viability and performance of sustainable pavement solutions utilizing recycled used car

tires in brick production. The technique is intended to offer methodical and thorough

means of assessing whether using recycled tires in pavement construction is feasible,

with an emphasis on the material’s mechanical qualities, longevity, and environmental

impact.

A detailed examination of the body of current literature, material selection,

experimental design, field testing, laboratory testing, data analysis, sustainability

evaluation, and economic analysis are some of the methodology’s main constituents.

This approach aims to give a comprehensive picture of how sustainable pavement

mixtures behave in various scenarios by combining field research and laboratory

testing. The combination of these methods provides useful information for analysis and

interpretation by enabling a thorough evaluation of the sustainable pavement solutions'

mechanical qualities, longevity, and environmental impact. By employing this

methodology, the study hopes to advance the field of civil engineering knowledge by

providing useful suggestions for the creation and application of sustainable pavement

solutions. This research aims to further the objective of sustainable infrastructure

development by bridging the theory-practice gap and encouraging the use of

environmentally friendly construction practices.

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To start the process the researchers first need to gather the materials that is

essential on the production of brick. The following materials are needed:

* Shredded Automobile Car Tire (4.75 mm Purchased Online)

* Portland Cement

* Potable Water

* Sand

* Stone (10 mm)

Project Flow will Start at Top flowing to the bottom of the Flow.

Project Flow

Gathering of Materials

Sieve Test on Rubber Crumb

Mixing and Casting of Concrete Bricks

Curing of Specimen

Water Absorption Test

Compressive Strength Test

Abrasion Resistance Test

Results and Evaluation

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2.1 Car Tire and Brick Production Process

Shredded automobile tires that are intended for usage are combined with the

brick mixture. The tires are shredded to a size of 4.75mm following the standard ASTM

Gradation Specifications for Fine Aggregates. To enhance the mixture's overall quality,

pre-casted bricks will thereafter be created. Determining the ratio of tire-derived

aggregate (TDA) to other materials, such as asphalt or concrete, in pavement

construction, is one frequent use. This ratio is determined by the pavement's intended

strength and cost-effectiveness, among other things. The ratio of shredded tire material

to other components, such as sand, cement, and water, would be crucial when employing

tires to build bricks. The bricks' environmental sustainability, insulating qualities, and

structural integrity are all impacted by this ratio. The newly made bricks is then

subjected to curing period following the ASTM C150 for Portland Cement, which

specifies an initial curing period of 24 hours that would be maintained for a

period of 28 days to ensure proper hydration and strength development. It is

ensured that the final bricks or pavement satisfy the necessary standards for strength,

durability, and environmental impact by knowing the proper ratios and proportions. In

order to test this, we'll use shredded automobile tires at weight ratios of 5%, 10%, 15%,

and 20% with respect to brick weight. For the number of bricks to be made, a total of

20, 4 of which would be made per ratio of shredded rubber and another 4 for the normal

mixture which gives us to a total of 20 bricks to be made.

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The Water-Cement Ratio that is used in the mixture was 0.40. The cement that

we have added per brick was 288 grams, so the water that is needed would be 115.2

grams or ml. In the figure below shows the amount of mixture that was added on the

creation of the concrete bricks.

Concrete Brick Mixture Ratio

Ratio 0% 5% 10% 15% 20%
Cement (g) 288 288 288 288 288
3
Sand (cm ) 400 380 360 340 320
3
Coarse Aggregate (cm ) 600 600 600 600 600
Water (g) 115.2 115.2 115.2 115.2 115.2
Rubber (cm3) 0 20 40 60 80

We acheived this mixture by calculating the exact parts inside the mold which is

1200 𝑐𝑚3 we choose a 1:2:3 concrete mix ratio (1 part cement, 2 parts sand, 3 parts

coarse aggregate) to be implemented on the concrete mixture.

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2.2 Brick Design

Following the ASTM C936-19 Standard Specification for solid concrete

Interlocking Paving Units specifies the following dimensions of the bricks to be used for

testing:

The researcher’s dimension from the said brick design will be implemented on the

making of brick.

• Length = 200mm or 100mm

• Width = 100 mm or 200 mm

• Thickness = 60mm

Using the 5%, 10%, 15 %, and 20% amount of shredded car tires to be mixed on

the brick a total of 3 bricks per percentage will be made for testing.

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The design of the brick also follows below the said image applied with the

researcher’s dimension:

Source:
https://gtstoneworks.com.ph/index.php?body=prod
uct_details&clid=48&pgid=193&plid=3330

Lab Experiment

The researchers will be conducting an experiment on determining the quality of

the brick specifying on ASTM:

1. Compressive Strength following the with the said procedure:

a. The brick is put in a Universal Testing Machine

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b. The pressure is applied until the bricks fail

c. The maximum pressure is recorded

d. Use a formula based on ASTM to calculate the compressive strength of the

concrete brick

𝑃𝑚𝑎𝑥
𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑣𝑒 𝑆𝑡𝑟𝑒𝑛𝑔𝑡ℎ (𝑀𝑃𝑎) =
𝐴𝑛

Where: An = Area net of the concrete brick (L x W)

Pmax = Maximum Load applied on the brick

2. Water Absorption Test

a. The designed brick is first dried in the ventilated oven at a temperature from

105 Degrees Celsius to 115 Degrees Celsius until the specimen attains a

constant mass. It is then allowed to cool at room temperature.

b. The brick is weighed and its mass recorded.

c. Then the brick is immersed in water at room temperature for 24 hours. It is

then taken out from the water and wiped with a clean cloth to remove the traces

of water that may be present.

d. The brick’s is weighed and its mass recorded after it was immersed in water.

e. The experiment will be taken based on the ASTM standard formula.

𝑊𝑠 – 𝑊𝑑
𝐴𝑏𝑠𝑜𝑟𝑝𝑡𝑖𝑜𝑛, % = [ ] 𝑥 100
𝑊𝑑

Where: Ws = Saturated Weight of specimen. lb (kg)

Wd = oven-dry weight of specimen, lb (kg)

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3. Abrasion Resistance Test.

a. Following the ASTM C131/C131M – 20 standard test, the coarse aggregates

is first cleaned to remove any dirt or debris. Ensure that the aggregate is dry

before testing. A 5 kg of 10mm sample of coarse aggregate is used.

b. Using the Los Angeles abrasion testing machine from the Department of

Public Works and Highways (DPWH) equipped with steel spheres with a

diameter ranging from 44 to 48 mm with weighing of 390 to 445 grams

respectively. The machine should be capable of applying specified load and

rotating the abrasives against the surface of the brick for a specified number of

cycles.

c. After the 500 number of cycles, remove the specimen from the machine and

measure the amount of material lost due to abrasion. This can be done by using

sieve test (No.12) and weigh the retained aggregates and subtracted to the

original weight.

d. Calculate the abrasion resistance of the brick using the formula provided in the

ASTM Standard. The abrasion resistance of the coarse aggregate using a

formula provided in the ASTM Standard which is typically expressed in terms

of weight loss of the coarse aggregate.

These series of test will determine the quality of our research.

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Calculation of Compression Strength

The figure below shows the calculation of the normal mixture for a 28-day

curing period. The average compressive strength of the 3 specimens is 37.35 MPa.

Sample Specimen Age in Days Compressive Strength

(MPa)

1 28 761 kN = 38.05 MPa

2 28 724 kN = 36.2 MPa

3 28 756 kN = 37.8 MPa

Table 1: Compressive Test of Normal Paving Brick

Table 2 shows the relation of 5% incorporated on the brick results to an average

compressive strength of 35.667 MPa.

Sample Specimen Age in Days Compressive Strength

(MPa)

1 28 699 kN = 34.95 MPa

2 28 727 kN = 36.35 MPa

3 28 714 kN = 35.7 MPa

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Table 2: Compressive Test of 10% RubberPaving Brick

Table 3 shows the relation of 10% incorporated on the brick results to an average

compressive strength of 30.317 MPa.

Sample Specimen Age in Days Compressive Strength

(MPa)

1 28 581 kN = 29.05 MPa

2 28 621 kN = 31.05 MPa

3 28 617 kN = 30.85 MPa

Table 3: Compressive Test of 10% Rubber Paving Brick

Table 4 Shows the relation of 15% incorporated on the brick results to an

average compressive strength of 25.967 MPa.

Sample Specimen Age in Days Compressive Strength

(MPa)

1 28 528 kN = 26.40 MPa

2 28 519 kN = 25.95 MPa

3 28 511 kN = 25.55 MPa

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Table 4: Compressive Test of 15% Rubber Paving Brick

Table 5 shows the relation of 20% incorporated on the brick results to an average

compressive strength of 24.283 MPa.

Sample Specimen Age in Days Compressive Strength

(MPa)

1 28 489 kN = 24.45 MPa

2 28 471 kN = 23.55 MPa

3 28 497 kN = 24.85 MPa

Table 5: Compressive Test of 20% Rubber Paving Brick

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Chapter 3

Results and Discussion

3.1 Weights of each brick ratioed

Each concrete brick has been weighed before the initial testing of the water

absorption test. The results showed that from normal brick to bricks ratioed to 5%, 10%,

15%, and 20%, the weight of each brick have drastically increased respectively. This may

be due to the density of the rubber contents that have been mixed inside the mixture.

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3.2 Physical Appearance on Bricks

The figure below where concrete bricks mixed with car tire incorporating 5%,

10%, 15%, and 20% have a slight small bump that only appear on the bottom face of the

brick. This slight changes on the surface of the brick will not affect any significant

problems in paving applications.

0% 5% 10% 15% 20%

Crumb Rubber Particles

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3.3 Water Absorption

The Figure below shows the relationship between the crumb rubber content with

the water absorption values of the concrete brick. The increase in crumb rubber in the 10%

and 15% bar has significantly increased than the other 3 mixtures. This may be due to the

natural state of the crumb rubber where it expands and creates pore spaces inside the brick.

While in the 20%, with more crumb rubber been added it goes back below 10% absorption

rate, this may be because due mixing it thoroughly the crumb rubber has evenly scattered

across the mold.

3.4 Compressive Strength Analysis

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The figure above shows the relationship between the crumb rubber tire and the

compressive strength after the 28-day curing period. As may have seen from the plotted

data, 5% and 10% results have established a good strength gain compared to the 15% and

20%. Therefore, the amount of crumb rubber significantly affected the development of

compressive strength in concrete paving bricks.

3.5 Abrasion Resistance Test

Abrasion resistance is one of the requirements in the production of concrete brick,

therefore the abrasive resistance of a product should be place on the coarse aggregate

section where the aggregate used on the production needs to achieve no more than 25%

loss of aggregate to the 10 mm sieve. The figure below shows the results upon testing the

coarse aggregate.

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Abrasion Resistance
Original weight of aggregates M1 (g) 5000
Aggregates retained after 1.7 mm sieve
test M2 (g) 4159
Loss of wieght due to abrasion M1-M2 (g) 841
(M1-M2)/M1
Abrasion loss value in % (100) 16.82%

The results showed that the coarse aggregates used in concrete production passed

the test and will be used. This signifies that the source of our coarse aggregate is viable

for the mixture.

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Chapter 4

Conclusions and Recommendations

This paper signifies the potential use of recycled shredded car tires (crumb rubber)

as a partial replacement additive in the concrete paving block production for pedestrian

pavement. 5 different percentages including the normal mix were designed for concrete

brick production. It is found that 5% to 10% were the most suitable ratio than the 15%

and 20%, therefore the 5% and 10% is to be used for pavement applications.

Crumb rubber is a fine material close to that of a coarse sand. Therefore,

replacement of sand is most suitable choice than other particles in concrete brick

production. The rubber particles showed in the data that were close to that of a basic

concrete paving block was the 5% and 10%. For this reason, it is suggested that the rubber

replacement should not exceed more than 10% for pedestrian paving applications.

Therefore, Rubber Concrete Paving Bricks products can be introduced for pedestrian

pavement only.

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References

American Society of Testing and Materials. Standard Test Method for Resistance

to Degradation of Small-Size Coarse Aggregate by Abrasion and Impact in the Los

Angeles Machine. ASTM C131

American Society of Testing and Materials. Standard Test Methods for Sampling

and Testing Concrete Masonry Units and Related Units. ASTM C140

American Society of Testing and Materials. Standard Specification for Solid

Concrete Interlocking Paving Units. ASTM C936/C936M-23

American Society of Testing and Materials. Standard Specification for Concrete

Aggregates. ASTM C33/C33M-23

T. C. Ling, H. M. Nor, and S. K. Lim’s (2010), Using recycled waste tyres in

concrete paving blocks

Ling, T. C. Engineering Properties and Structural Performance of Rubberized

Concrete Paving Blocks. PhD Thesis, Universiti Teknologi Malaysia, 2008.

Naik, T. R. & Siddique, R. (2004). Properties of concrete containing scrap-tire

rubber – an overview.

Phinyocheep, N. Structural Performance of Lightly Trafficked Flexible Pavements

Using Different Types of Interlocking Paving Blocks.

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Km. 2, 8400 Surigao City, Philippines

Sukonrasukkul, P. & Chaikaew, C. (2006). Properties of concrete pedestrian block

mixed with crumb rubber.

Ling, T. C., Nor, H. M. & Hainin, M. R. (2009). Properties of concrete paving

blocks incorporating crumb rubber and SBR latex.

Lam, C. S., Poon, C. S. & Chan, D. (2007). Enhancing the performance of pre-

cast concrete blocks by incorporating waste glass – ASR consideration.

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Km. 2, 8400 Surigao City, Philippines

Appendix 1. Compressive Strength Results

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 SURIGAO EDUCATION CENTER
Km. 2, 8400 Surigao City, Philippines

Appendix 2: Preparation of Materials

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 SURIGAO EDUCATION CENTER
Km. 2, 8400 Surigao City, Philippines

Appendix 3: Water Absorption

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 SURIGAO EDUCATION CENTER
Km. 2, 8400 Surigao City, Philippines

Appendix 4: Abrasion Resistance Test

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