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Rubber or Plastic Crumb Convert into Finished Product

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 Friday, 19 June 2020
1. Rubber Crumb: or Plastic Crumb:
Convert into Finished Product

Produce Molded Products by addition of just 3 % of an additive that we have developed

Convert your Rubber Scrap into value added Products for Construction Industry.

How does it help to creative design, using crumb Rubber / Plastic?

• different colors
• different combinations and patterns longer life cycle
• chemical resistance
• easy to repair
• improved mechanical properties Granules of different origin can be used:
. Natural Rubber
• Styrene Butadiene Rubber (SBR)
• Ethylene Propylene Diene Monomer (EPDM)
• Ethylene Vinyl Acetate copolymer (EVA)

• Attention Rubber / Plastic Factory Owners , Product Development In charge , R& D guys We bring
you Innovative Technology , for the first time in India
• Convert your Rubber Scrap into value added Products
• Now do not sell your scrap at through away price to Scrap dealers , us it and make use of it to
manufacture Products for Construction Industry , such as
• Rubber Tiles
• Paver Blocks
• Speed Breakers
• Caster Wheels / Trolly wheels
Comparison of Sales Price of Value-added Products vs scrap sale price

2. The Manufacturing Process

A. The Raw materials required
1. Rubber Crumb
Or
2. Plastic Crumb
3. Our One Component Adhesive ( Binder )
4. Soft Water

B. The Processing Equipment required

1. Mixing Kettle
2. Hydraulic Molding Press

C. The Actual Process

1. Mixing of Rubber or Plastic crumb with our One Component PU Adhesive at approx. 3 to 4 % , add
soft distilled water at approx. 2.3 to 3 % and mix the same for about 5-10 minutes.
2. Charge the mix into a desired Rubber Mold and move the mold inside a Hydraulic Rubber Molding
press . maintain the molding temperature at approx. 140-150 deg C. for a duration of about 5 minutes.
3. Release hydraulic pressure and open the mold and take out the molded component and charge another
batch.

Here are some details about our Innovative one component Adhesive / Binder.
One-component adhesive systems.
One-component adhesive systems are most used. The granules are tumbled in a mixer and coated with
the isocyanate. The isocyanates are cured by reaction with water that is either added, or more commonly
present in the atmosphere.

Prepolymer adhesives for wet-lay process .

We offer to formulators several isocyanates for in-house variant production. Rather than pure MDI,
liquid pure MDIs are used to produce prepolymers as they improve liquid stability and facilitate storage
and handling conditions.
We offer Polyurethane , one component adhesive to your needs
Contact us on : psatechno@gmail.com , Whatsapp : 0091 9850242282 / 0091 98956621

Our Plant is based in India near Mumbai. Our Polyurethanes warrants only that its products meet the
specifications agreed with the buyer. Typical properties,
where stated, are to be considered as representative of current
production and should not be treated as specifications.

Products may be toxic and require special precautions in

handling. The user should obtain Safety Data Sheets from us.
Our Polyurethanes Performance additives or adhesives
containing detailed information on toxicity, together with proper shipping, handling, and storage
procedures, and should comply with all applicable safety and environmental standards.
Hazards, toxicity and behaviour of the products may differ when used with other materials and are
dependent on the manufacturing circumstances or other processes. Such hazards, toxicity and
behaviour should be determined by the user and made known to handlers, processors, and end users.

Adhesives
Adhesives based on Our Proprietary Polyurethanes' technology bond an extensive range of materials and
resist a wide variety of adverse physical conditions and chemical environments.
Their versatility makes them a raw material of Choice for the formulation of sealants, Rubber crumb,
Plastic panel laminating, flexible packaging.

Rubber/ Plastic crumb adhesives Moisture-cured polyurethane adhesives are used to bind re-milled
rubber waste or rubber / plastic crumb. Designed to meet the specific needs of a variety of applications,
from running tracks to garden tiles, rubber crumb adhesives need to suit a range of processing
conditions, including wet-lay and molding processes.
Each demands a different adhesives mix – from high flexibility to rigid, low to high viscosity -and very
low to highly reactive types. All these Mixes are covered by the MDI*-based product range from

Our Polyurethanes.
* Methylene di-isocyanate

Application techniques
To manufacture these polyurethane composites the rubber granules are wetted with a prepolymer and
transferred to a mold or press, where the mix is compressed and cured. Or for sports/play surfaces laid
directly at the building site, by processes like those employed in road construction
for the laying of asphalt. The properties of the composites depend on the particle size of the rubber
granules, the constitution, and the amount of the polyurethane one-component adhesive and in case of
the molding process also on the degree of compaction during curing.

Advantages
Bonding Rubber / Plastic granules with polyurethane adhesives opens possibilities to create high
attractive products for improved comfort
• noise and vibration dampening
• slip resistance
• shock absorption
While all the information and recommendations in this publication are to the best of our knowledge,
information, and belief accurate at the date of publication, No Guaranty, Warranty Or
Representation Is Made, Intended, or Implied as To the Correctness or Sufficiency of Any Information
or Recommendation or As to The Merchantability, Suitability or Fitness of Any Products for Any
Particular Use or Purpose. In All Cases, It Is the Responsibility of The User to Determine the
Applicability of Such Information and Recommendations and The Suitability of Any Product for Its
Own Particular Purpose.
Nothing in This Publication Is to Be Construed as Recommending the Infringement of Any Patent Or
Other Intellectual Property Right and No Liability Arising from Any Such Infringement Is Assumed.
Nothing in This Publication Is to Be Viewed as A License Under Any Intellectual Property Right.

B. The Processing Equipment required

1. Mixing Kettle

2. Hydraulic Molding Press

Value addition with Vulcanized Scrap

• Rubber Tiles

• Rubber Speed Breakers

• Rubber Paver Block

• High Tack Waterproof Membranes

• Caster Wheels / Trolly wheels

Value addition with Vulcanized Scrap
✓ Rubber Sealant

✓ Tire Repair Compound

✓ Stop water leakage Patches

✓ High Peel Adhesive Tape

2.0. A Review on the Effect of Crumb
Rubber Addition to the Rheology of
Crumb Rubber Modified Bitumen
Mohd Rasdan Ibrahim,1 Herda Yati Katman,1,2 Mohamed
Rehan Karim,1 Suhana Koting,1 and Nuha S. Mashaan1
1Centre for Transportation Research, Faculty of Engineering, University of Malaya, 50603 Kuala Lumpur,
Malaysia
2Universiti Tenaga Nasional, Putrajaya Campus, Jalan Ikram-Uniten, 43000 Kajang, Selangor, Malaysia
Received 31 May 2013; Accepted 11 September 2013
Academic Editor: John W. Gillespie

Crumb rubber modification has been proven to enhance the properties of pure bitumen. This paper looks at
some of the international standards for producing crumb rubber modified bitumen (CRMB) and reviews the
effect of crumb rubber to the rheology of crumb rubber modified bitumen. The review shows that the
rheology of CRMB depends on internal factors such as crumb rubber quantity, particle size, and pure
bitumen composition, and external factors such as the mixing time, temperature, and the modification
technique.
These factors govern the swelling process of crumb rubber particles that lead to the increase of viscosity of
the modified bitumen. However, the mixing temperature and duration can cause rubber particles to
depolymerize and subsequently cause loss of viscosity. Crumb rubber modification also improves the
properties of bitumen by increasing the storage and loss modulus and enhancing the high and low
temperature susceptibility. The effect of crumb rubber to aging properties of CRMB is also discussed.
Finally, several techniques of chemical modification to terminal blends of CRMB and the subsequent
improvement to the settling property of CRMB are explained.

2.1. Introduction
Crumb rubber from waste tyres has been used in pavement construction since the 1930s. The usage has
currently increased due the potential it offers in improving the performance of the asphaltic mixes and the
potential solution in reducing waste tyres in landfills. Rubber crumbs can be mixed with aggregates within
the asphaltic mix (dry process) or blended in bitumen at a specific temperature where rubber crumbs serve
as a binder modifier (wet process).
Crumb rubber modification by the wet process has been shown to have the ability to help improve the
rutting resistance, resilience modulus, and fatigue cracking resistance of asphaltic mixes. This is due to the
alteration to the property of the bituminous binder in terms of the viscosity, softening point, loss modulus,
and storage modulus. The improvement is governed by the swelling process of rubber particles that
interacted with bitumen.
Rubber crumbs can swell up to 3 to 5 times its original size due to the absorption of maltenes component of
the bitumen.
This left a higher proportion of asphaltenes in the binder,
therefore increasing its viscosity. The properties of crumb
rubber modified bitumen (CRMB) is very sensitive and are
highly governed by the mixing process which is dependent on
external factors such as the mixing temperature, mixing
duration, and type and internal factors such as type of bitumen,
crumb rubber quantity, particle size, and type. Accurate
selection of the processing variables is the key to successful
CRMB production. Table 1 lists the key parameters in for
preparing CRMB that are suggested by American Society of
Testing Material (ASTM), California Department of
Transportation (Caltrans), South African Bitumen Association
(Sabita), and Association of Australian and New Zealand Road Transport and Traffic Authorities
(Austroads) .

Table 1: Important parameters in

manufacturing CRMB according to several
specifications around the world. In recent
developments, terminal blend CRMB has
gained popularity due to a higher quality
product. Unlike conventional wet mix that
creates gel-like rubber particles through
swelling, terminal blend process uses high
shear mechanism to completely
depolmerize rubber particles, therefore
achieving total digestion of crumb rubber
into bitumen. Although the viscosity of
such mix is reduced, total digestion of
crumb rubber resolves the problem of
crumb rubber settlement in CRMB.
However, some researches argue that too much digestion can cause CRMB to lose its stiffening and elastic
effect on the mix, thus eliminating the benefit of rubber modification.
This paper reviews the effect of crumb rubber to the rheology of crumb rubber modified bitumen. The
interaction between bitumen and crumb rubber and the factors governing the interaction process such the
modification technique, mixing time, temperature, and crumb rubber characteristics are also being discussed
along with the properties of the resulting CRMB. This is to give a comprehensive review on the effect of
each factor to the property of the resulting crumb rubber modified bitumen.

2.2. External Factors

The mixing temperature and duration of crumb rubber modified bitumen are very crucial and will affect the
performance of the binder. Due to the unique and delicate interaction process
and the number of parameters involved, it is important that the mixing process of bitumen with rubber is
handled with extra precautions and care. For instance, coarser rubber particles
and higher rubber concentrations would require a higher mixing temperature where a more stable binder
against rubber segregation and settling can be achieved.
However, rubber will be depolymerized and dispersed into the mix if the temperature is too high and the
duration is too long. Crumb rubber mesh size, curing time, temperature, and mixing rate are the factors that
affect the rubber depolymerisation rate.
Table 2 summarises the mixing parameters by some of Transportation Agencies in the United States and
Canada.

The rate of swelling and the

extent of swelling are highly
dependent on the
temperature of the
interaction process. The rate
of swelling increases when
the temperature is increased;
however, with the increase
in temperature, the extent of
swelling on the other hand
decreases. Lalwani et al.
reported that, at lower
temperatures, the rubber-
asphalt mix is non
homogenous and has a
higher viscosity; however,
when the temperature is
increased beyond 200°C,
depolymerisation occurs
causing undesirable
hardening of the binder.
Depolymerisation process occurs slowly when the temperature is between 150°C and 200°C and proceeds
rapidly (within several hours) when the temperature is above 200°C.
Viscosity increases continually at 150°C and at 175°C or 200°C, and the viscosity initially increases rapidly,
then reduces its pace, and subsequently decreases. At higher temperatures, (225°C) the viscosity reaches a
maximum value within 5 min and decreases rapidly thereafter.
Shen and Amirkhanian concluded that a mixing process for 15 minutes at 177°C is adequate for 15% of
rubber crumb addition sizing between 30 and 40 mesh size to fully interact with the binder.
Jeong et al. on the other hand, concluded that, for a 10% crumb rubber mixture, a longer blending time up
to 60 minutes and mixing temperature up to 177°C can contribute to a higher failure temperature and
viscosity of binder at 135°C. However, while releasing harmful
gases into the environment, longer mixing duration and higher
mixing and storage temperature have been shown to cause a
higher rubber particles size reduction which leads to
depolymerisation and subsequently leads to loss in viscosity. To
balance performance and storage compatibility of crumb rubber
modified bitumen, Attia and Abdelrahman suggested the use of
fine rubber crumb to produce terminal blends of CRM. This
approach saves energy as only 8% of the total interaction time
requires high temperature of 200°C and lower temperature can be
used for the storage period. Billiter et al. also suggested that by
increasing the mixing temperature, mixing time and shear rate
can be reduced and this can in fact produce a homogenous and truly elastic terminal blend that have an
enhanced performance.
At higher temperatures, the viscosity of CRMB was found to increase quite dramatically. According to
Jeong et al. compared to binder that was mixed at 177°C, at 200°C the viscosity is 5% higher, and at 223°C
the viscosity increased 41%. With regards of the blending
time, it was found that the viscosity of binder that was
mixed for 5 minutes increases 11%, while at 480 minutes
the viscosity increased to 46%. On the other hand, the
failure temperature between binder mixed at 177°C and
200°C was found to be negligible. However, the failure
temperature increased with blending time up to 60 minutes.
Beyond the 60-minute period, the fail temperature was
found not to be affected by blending time.
Mixing type too can affect the properties of crumb rubber
modified bitumen. Low temperature properties, for instance, were improved with high shear mixing, while
low shear mixing improves medium and high temperature properties and its resistance to fatigue cracking.
Dynamic viscosity, however, is not affected by blending type. For high shear mixing technique, to produce
optimal results for softening point and penetration values for modified binder with less than 25% crumb
rubber, Li et al. had suggested a shearing time of 40 min and a shearing temperature of 180°C with a
shearing rotational speed of 7000 rpm. High shear mixing will reduce the size of coarser rubber, thus
speeding the interaction process. Storage stability and rubber particle dispersal can also be improved with
high speed shear mixing. Attia and Abdelrahman had proven that 88% (0.6% remaining from 5% rubber by
the weight of bitumen) of the rubber particle can be digested by the end of the interaction process. The shape
of the impeller, on the other hand, does not contribute to any changes to the rheology of binders. Celauro et
al., however, mentioned that a low shear mixing can also produce the best performing CRMB provided that
the base bitumen and crumb rubber are appropriately selected.
2.3. Internal Factor: Crumb Rubber Quantity and Type of Bitumen
The addition of crumb rubber has been shown to increase the properties of the bitumen such as the softening
point, penetration, and the viscosity in proportion of the amount of the rubber.
Table 3 shows the properties of AC-20 asphalt blended with up to 21% of 1.18 mm whole tire crumb rubber
size with mixing time of 90 minutes at 176°C. Bitumen with higher viscosity will generally
have a higher failure temperature and therefore have a longer service life due to higher temperature stability.
Comparing crumb rubber addition of 10% and 20%, Jeong et al. show that the
20% crumb rubber addition increased the viscosity by 550% and (stiffness) value by 225%. However, when
subjected to Rolling Thin Film Oven test (RTFOT) which simulated short-term aging,
it is found that the viscosity decreases with increasing rubber concentration. This is probably due to higher
rubber dissolution as demonstrated by Billiter et al.
Apart from increasing the viscosity at high temperature, crumb rubber also contributes to a lower creep
stiffness of the asphaltic mix which increases the low temperature cracking resistance of asphaltic pavement
and lowering the aging index. Wang et al. recommended 15% to 20% crumb rubber addition for a
significant improvement in aging effects, creep stiffness, and economic factors. Shen and Amirkhanian on
the other hand showed that 10% of CRM addition increased the performance grade of bitumen from 64°C to
70°C and 15% CRM addition increased at least two high temperature performance grades from 64°C to
76°C. However, Khalid and Artamendi highlight that an addition of crumb rubber of more than 10% would
produce a binder that is too viscous for field mixing operations.
Crumb rubber modified bitumen, however, can have storage problems due the settling of the rubber crumbs.
Shearing the mix in high temperature until the rubber particles depolymerize is one of the options that can
eliminate sedimentation problems and subsequently improve the properties of the bitumen if properly
manufactured. Exceptionally fine rubber particles (100 to 500 mesh) on the other hand have nonsettling
properties when processed with high shear mixing. This can reduce the mixing time and temperature and
therefore reduce depolymerisation and enhance aging resistance. Cong et al. showed that a high amount of
rubber (e.g., 25%), with a high swelling rate and a high lightweight fraction bitumen can improve the
storage stability of CRMB. This is due to the reduction of the nondissolved rubber particle, thus reducing the
sedimentation trend of the rubber particles.
Navarro et al. on the other hand, reported that crumb rubber modified bitumen is stable for particles that are
sized 0.29 mm or less.
Crumb rubber from waste tyres typically contains several types of compounds such as synthetic rubber
content, natural rubber content, total rubber hydrocarbon content,
and acetone extractables. This is due to the
different proportion of natural rubber,
synthetic rubber, and other components
between truck tyres and passenger car tyres.
For instance, truck tyres contain more natural
rubber when compared to passenger cars
(which is higher in synthetic rubber) and this
can affect the interaction between bitumen and
rubber particles. Higher dissolution of crumb
rubber that contains a mixture of truck and
passenger car tyres can improve the
viscoelastic properties of bitumen, while higher dissolution of crumb rubber solely sourced from truck tyres
does not enhance the properties of the modified binder.
Table 4 shows the chemical composition
of passenger car tire and truck tires. Thodesen et al., however, showed that CRMB produced using truck tire
crumb poses the highest viscosity, and Cao and Bai reported that crumb rubber that comes from truck tires
gives a better performance in terms of a better fatigue resistance and high temperature performance.
The properties of pure bitumen used to produce CRMB also are particularly important to the quality of the
modified binder. Softer bitumen with higher lightweight fraction gives a higher swelling rate to the rubber
particles and thus displays a better high and low temperature properties compared to harder bitumen with the
same amount of rubber modification. Stiffer bitumen will typically show better high temperature stiffness
compared to CRMB produced with softer bitumen that have improved low temperature stiffness. Bitumen
with a lower lightweight fraction will also produce CRMB that has lower viscosities and lesser degree of
modification properties. Ould Henia and Dumont studied the effect of pure bitumen with different
composition of saturates, aromatics, resin, and asphaltenes to the viscoelastic properties and the extent of
crumb rubber swelling in CRMB. The study shows that aromatic oils perform as lubricant for asphaltenes,
hence bitumen with higher aromatic content has a higher viscosity and displays a higher sensitivity to
temperature than harder bitumen. The quantity of aromatics in the bitumen is also important to be
determined prior to the mixing process to obtain the optimum amount of swelling in the rubber particles and
subsequently ensuring the consistency of the physical properties of the mix.

2.4. Internal Factor: Crumb Rubber Type and Particle Size

Crumb rubber sizes can be classified into four groups, which are coarse (9.5 mm and 6.3 mm); medium size
(10–30 mesh or 2 mm to 600 μm); fine (40–80 mesh or 425 μm to 180 μm); and superfine (100–200 mesh
or 150 μm to 75 μm) . Like mixing time and temperature, crumb rubber mesh size is one of the important
factors that govern the rubber depolymerization rate. Finer crumb rubber will swell faster due to a larger
specific area and therefore gives higher viscosities compared to coarser size. CRMB produced from fine
rubber particles will also have a faster viscosity reduction in the heating process due to its faster swelling
rate and thus a faster depolymerisation process. Sun and Li mentioned that the factors that influence the
viscosity of CRMA according to their order of significance are crumb rubber content, mixing temperature,
rubber particle size, and mixing time.
Apart from its sizing, crumb rubber properties can also differ in terms of its microstructure. Several methods
have been used to improve the microstructure of crumb rubber surface.
Microwave irradiation of crumb rubber surface method cleft the surface of the vulcanization network, giving
crumb rubber higher surface activity, and therefore improves its viscoelastic nature and storage stability.
Shatanawi et al. explore the possibility of using hot water to activate the surfaces of crumb rubber. This
process removes light oil fractions in the crumb rubber particles, where it reduces segregation between
rubber particles and binder, thus improving its compatibility. Although the process does improve the settling
properties of CRMB, it does not improve the rheology of the binder.
The difference in the crumb rubber surface microstructure can also differ due to the method the crumb
rubber is manufactured. Rubber crumbs that are produced using the cryogenic method have angular, smooth,
and cracked appearance, while crumbs that were produced using ambient grinding have a rather porous
surface. This gives the crumb rubber that was produced using the ambient grinding twice the amount of
surface area when compared with its cryogenic counterpart.
Due to its larger surface area and subsequent swelling rate, ambient processed crumb rubber will generally
give a better performance than its cryogenic counterpart. CRMB produced from ambient crumb rubber gives
a higher viscosity, complex modulus, and phase angle and thus gives better rutting resistance and higher
elasticity. Porous surface of ambient crumb rubber assisted the absorption of higher light constituents from
the asphalt, thus increasing its failure temperature regardless of the mixing time. Lee et al. showed that CRM
binders produced with ambient CRM also showed a better resistance on low temperature cracking than those
with cryogenic CRM.
Crumb rubber particle size also plays an important role in determining the outcome performance of CRMB.
Smaller particle size produces modified bitumen that has higher viscosity, softening point, and resilience due
to a higher surface area and aspect ratio. Wang et al. reported that finer crumb rubber attains higher
viscosity at high temperature and lower creep stiffness at low temperature. Higher viscosity also leads to a
better rutting resistance as shown by C. C. Wong and W.-g. Wong. Cao and Bai on the other hand showed
that larger crumb rubber gives a better high temperature performance and similar low temperature cracking
resistance between CRMB manufactured with smaller crumb rubber particle size.
Similar results are demonstrated by Sebaaly et al. where the authors mentioned that while crumb rubber size
does not have a significant effect on the low temperature properties of bitumen, different combinations of
crumb rubber size and content can either improve or jeopardize the low temperature performance grade of
the CRMB. A separate design of optimum rubber content is therefore required for each crumb rubber size
and bitumen grade to ensure a professionally designed CRMB.
Attia and Abdelrahman and Navarro et al. focused on a wide variety of crumb rubber sizes in their attempt
to study the effect of crumb rubber particle size to the rheology of bitumen.
Their study concluded that the incorporation of coarser rubber into bitumen increases the value and
subsequently increases the value of storage and loss moduli especially at low frequencies.
However, according to Tayebali et al., the coefficient of variance for the values obtained from samples
modified with 40 mesh crumb rubber size is statistically in close approximate with
the one modified with an 80-mesh crumb rubber. Liu et al. also mentioned that there is no significant
difference between basic performances of bitumen modified with different crumb rubber size.
However, it is important to note that in this research, the crumb rubber sizes used are 60 mesh and 80 mesh
size which is rather closely spaced.
2.5. Aging Properties of CRMB
Binder aging is a process of oxidation and loss of lightweight constituents in bitumen that leads to hardening
of the material. There are two types of aging, namely, short-term aging and long-term aging.
Short-term aging occurs during the mixing period of aggregate and bitumen, while long-term aging occurs in
a longer time after the construction process. In the oxidation process, polar aromatics component of the
bitumen is converted into asphaltenes, and this can be indicated by carbonyl formation and resulted in a
binder that has a higher viscosity. For this reason, it is important that the selection of pure bitumen to
produce CRMB is done correctly since the short-term aging of CRMB manufactured using harder bitumen
can create a binder that is too hard and cannot be used for paving applications .
Rubber addition can help to reduce the hardening rate and susceptibility of bitumen. Rubber also helps in
lowering viscosity build-up with aging at low temperatures.
Gel permeation chromatography analysis shows that a higher proportion of crumb rubber (15% to 20%) in
the bitumen contributes to the reduction of large molecular size value of the binder.
This is due to the ejection of lighter constituents that were earlier absorbed by the rubber from the bitumen.
This helps in reducing the rate of asphaltenes formation, therefore slowing the aging process. To further
improve the aging characteristics of CRMB, Chipps et al. recommend the use of low-asphaltene bitumen
processed with high-cure (terminal blend)
CRMB with minimum rubber content of 10%. Although hardening of asphalt cannot be avoided, there are
ways that aged bitumen can be rejuvenated to its original properties with the help of rejuvenating agent or
other substance such as recycled waste cooking oil. This technology has the potential to be an excellent
solution in using recycled asphaltic pavement.
2.6. Chemical Modification of CRMB
Chemical modification of CRMB aims to alter the typical chemical bonding between bitumen and rubber
particles. This is typically achieved with terminal blending process enhanced with certain chemicals or
activators. Kocevski et al. use grafting process to improve the properties of CRMB. In this process, the
surface of crumb rubber is modified by bulk polymerization of acrylic acid. This process also can increase
the viscosity and failure temperature of the CRMB. Chemical modifications that generate free radicals on
the surface of crumb rubber are used by the US Federal Highway Administration where better interactions
with bitumen are achieved resulting in a homogenous CRMB mix, therefore improving storage stability of
the mix.
Yadollahi and Sabbagh Mollahosseini on the other hand uses polyphosphoric acid and an additive known as
Vestenamer to achieve crosslinking between the sulphur elements in the asphaltenes and maltenes in the
bitumen to produce macropolymer network. This produces a CRMB that has better elastic properties at high
temperatures and lower creep stiffness at low temperatures. Shatanawi et al. showed that storage stability of
CRMB can be highly improved with the addition of furfural as an activation agent in the mix. Better storage
stability is also achieved by Cheng et al. that uses polymeric compatibilizer containing conjugated diene
that reacts as a crosslinking agent. In addition to that, the CRMB produced also has an improved permanent
deformation and thermal cracking resistance.
2.7. Conclusion
Crumb rubber modifications of bitumen have been proven to improve characteristics of bituminous binder
such as the viscosity, softening point, loss modulus, and storage modulus.
This subsequently improves the rutting resistance, resilience, and improving fatigue cracking resistance of
asphaltic mixes. In order to achieve a superior and balanced CRMB in term of high and low temperature
properties, factors such as the mixing time, temperature, characteristics, and source of the crumb rubber and
bitumen type must be considered since these are the factors that govern the resulting performance of
asphaltic mixes. Aging mechanism of CRMB is also important to be considered in order that the resulting
CRMB has a workable viscosity to be applied in the construction process. Finally, chemical modification of
CRMB is a new area that has promising possibilities in the future to further enhance the properties of CRMB
and at the same time eliminate rubber particle settling problem that is one of the limiting factor in the current
application of crumb rubber modified bitumen.

3.Use of Rubber Crumb in Asphalt

modification for covering Roads
What is Asphalt-Rubber?
rubber, and certain additives in which the rubber component
is at least 15% by weight of the total blend and has reacted
in the hot asphalt cement sufficiently to cause swelling of
the rubber particles". However common practice in Arizona,
California, and Texas use at least 18% rubber.

Rubberized asphalt concrete (RAC), also known as asphalt rubber or just

rubberized asphalt, is pavement material that consists of regular asphalt
concrete mixed with crumb rubber– ground. Asphalt rubber is the largest
single market for ground rubber in the United States, consuming an
estimated 220,000,000 pounds (100,000,000 kg), or approximately 12
million tires annually.

Asphalt concrete mixed with crumb rubber–ground Asphalt concrete mixed

with crumb rubber–ground
The terms "asphalt (or asphaltic) concrete", "bituminous asphalt concrete", and "bituminous mixture" are
typically used only in engineering and construction documents, which define concrete as any composite
material composed of mineral aggregate adhered with a binder. The abbreviation "AC” is sometimes used
for "asphalt concrete" but can also denote "asphalt content" or "asphalt cement", referring to the liquid
asphalt portion of the composite material.

When was A-R invented?

Engineers and chemists have been trying to incorporate rubber into asphalt since the 1920's. However, most
attempts were without success. In the 1960s, Charles McDonald, a former Federal Bureau of Highways
(now FHWA) employee and later the Engineering Supervisor Materials

Testing Section for the city of Phoenix, Arizona, developed the first successful time/temperature formula for
incorporating scrap tire rubber into an asphalt paving material. This process is often referred to as the
McDonald process, the "Arizona" process, or the "wet" process.
 Why isn't A-R more widely used?
There are several obstacles the industry needs to
overcome:
1. Formerly a patented process prevented industry
development. Last of patents expired in 1992.
2. Long held in "experimental" status.
3. ISTEA mandate for use caused political fallout. RPA
does not support mandates. A-R should be used by free
choice based on its superior qualities.
5. "Impostors" (processes with non-reacted rubber additives) failures associated with A-R. F. Some
specialized equipment is required.
6. A-R lowers life cycle costs but initial costs can be an obstacle.

How many tires are recycled with A-R?

It depends on the mix design specified. A two-inch thick overlay of A-R Hot Mix will use about 2,000 tires
per lane mile. In a spray applied method (seal coats), about 500 tires will be used each lane mile. About ten
million tires are recycled each year in paving applications.
Depending on the application selected, between 500 and
2,000 scrap tires can be used in each lane mile of pavement.
This means that for a one-mile section of a four-lane
highway, anywhere between 2,000 and 8,000 tires can be
used in creating a safer, quieter, longer-lasting road.

The passenger tires are composed of in total about 70%

rubber. The rubber is composed of synthetic rubber (27%), natural rubber (15%) and carbon black (28%).
Other components include 15% steel and 16% fabric.
So, here is the formula how we calculate that about 1,000 tires are used in one lane mile one inch thick: 383
tons of GG mix are needed to pave one lane mile one inch thick. If the binder is 8% by weight of mix, then
30.64 tons of binders are needed per lane mile inch. If rubber content is 20% of the binder, then it is 6.12
tons of rubber. The 6.12 tons of rubber is equal to 12,256 pounds, if 12 pounds of rubber are recovered from
each passenger tire, then divide 12,256 by 12 = 1021 tires.

How much does it cost?

High Oil Prices have driven up
the cost of asphalt over 250%
since the mid 1990’ s. According
to some state DOT figures,
asphalt was going for $140 a ton
in the 1990‘s and is now over
$500 per ton of liquid.
 Asphalt has gone from 7 cents to 30 cents a pound. Recycled
tire rubber has held steady between 12 to 17 cents a pound
($240 to $340 a ton) in the same period.
Adding 20% rubber in the asphalt binder can lower raw
material costs. The Cost Savings also comes from the long-life
cycle, decreased maintenance, and use of less material.
In most cases due to the flexibility and strength of A-R, only
half of the material is required when compared to regular
asphalt concrete.

What are the benefits of using A-R?

There are many diverse benefits associated with asphalt rubber. It can be applied in reduced thickness. In the
age of conservation of natural resources and recycling, the reduced thickness of A-R can save on the amount
of aggregate required to resurface a road.
That means less material will be mined from diminishing reserves and transported to the job site. Another
benefit is the reduction of traffic noise. International studies have
shown that A-R pavements can reduce traffic noise up to 85% in
some cases. Generally, A-R will provide a 50% reduction in noise.
(Also see Noise Study) The noise reduction can also reduce costs
regarding the construction of sound walls, which run between
$200.00 to $400.00 per linear foot.

The most notable side benefit of using A-R rubber is that it

consumes scrap tires. If 5% of the nation's roads were surfaced with A-R annually nearly all the nation’s
discarded tires
could be completely removed from the waste stream.
Waste tires cause problems. If buried whole in a landfill, they can "float" to the surface, break the "cap" or
cover on the landfill and expose once buried waste to the environment.
In whole tire stockpiles, they are ideal breeding ground for a variety of pests, such as mosquitoes. The EPA
estimates that over $5,500,000 is spent each year to combat mosquito borne diseases such as encephalitis
and yellow fever.
In shredded tire stockpiles there is danger of fires which
create environmental disasters. Another benefit which is
seldom mentioned is the “thermal blanket” effect it has on
helping to preserve the underlying concrete pavement.

Concrete pavements, which represent a substantial taxpayer

investment, are subjected daily to stresses caused by the top
and bottom of the slab not being the same temperature.
These thermal stresses can be just as damaging to the
structure as traffic loads and any method to mitigate these stresses will lead to a longer life of the
investment. A thin, easily renewed layer of asphalt rubber open graded friction course mitigates the
temperature differentials and it has been estimated this can reduce these stresses by as much as 20 percent.
Not bad for a construction product that also recycles as many as 1,000 scrap tires per lane mile!

How much does it save?

When A-R rehabilitation strategies are used on deteriorated Portland Concrete Cement Pavements, the
savings have been substantial, often in the millions. When used as an alternative to reconstruction, the A-R
can often cost one fourth the reconstruction costs.
Keep watch for the Life Cycle Cost Analysis due out in late 1998. (See also the report by George Way)

What kind of equipment is needed to make A-R?

Conventional paving equipment is used to apply A-R, the only specialized equipment required is the "rubber
plant" which blends rubber with asphalt at the asphalt plant. These units are portable and are set up and
operating on site in as little as one to three days. In spray applications, the tips of the spray bars must be
enlarged to accommodate the viscous material.

What is the RPA?

It is a non-profit industry association comprised of crumb rubber producers, A-R contractors, equipment
manufacturers, engineering consulting firms, testing laboratories, crack sealant manufacturers, and asphalt
suppliers. Member companies are international with offices in Barbados, Brazil, Canada, China, Colombia,
Germany, Italy, Mexico, Pakistan, Poland, Portugal, Saudi Arabia, Slovenia, South Africa, Sweden, and the
USA. The RPA promotes the greater usage of high quality, cost effective asphalt pavements
containing recycled tire rubber. The RPA disseminates technology through seminars, field tours, research,
and publications.

What is the RPA?

The RPA has dedicated resources to provide an expansive reference library on asphalt rubber related reports,
monitoring tire issues and laws and provides guidance to agencies and policy makers in the use or crumb
rubber modified asphalt. A thirty-member board of directors governs the RPA. The RPA has an advisory
committee comprised of the nation's leading experts in CRM Asphalt Pavements.
In addition, a technical advisory committee has been established comprised of Professional Engineers
experienced in the application of A-R. The technical committee has Materials Engineers and Pavement
Services Engineers from various transportation agencies to assist other agencies in the initial use of A-R. it

Is A-R proven and reliable?

The RPA recommends only those A-R processes that have been subjected to extensive laboratory research
and analysis, construction evaluated research, successful field performance and are routinely used by two or
more states.
The Asphalt-Rubber Wet process is the only one that currently meets this criterion. Many processes have
been developed that use rubber, not all are successful. Unfortunately, they are often confused with A-R but
do not have the same proven credentials.
Asphalt-Rubber has been studied extensively by the FHWA, many Universities, States, and the industry
since the late 1960's. It is the most extensively researched modifier for asphalt pavements.

How long does it last?

There are many projects in Arizona where A-R was developed that have been in service for 20 years. A
comprehensive life cycle cost analysis, comparing A-R to other paving materials has been done the study
was done by Dr. Gary Hicks, Oregon State University with assistance from Dr. J.R. Lundy, OSU and Dr.
Jon Epps, University of Nevada Reno. The final report is available through our library.

What makes it last longer?

The chemicals contained in the rubber retard the aging and oxidation of the asphalt preventing it from
becoming brittle and cracking. Because of the flexibility of rubber in asphalt, A-R resists and reduces
cracking. Cracks allow water and pressure to act on sub-surfaces which creates potholes and deterioration
of the road surface. 22,937,600 rubber particles per ton of mix help fight cracking. A-R allows substantially
higher binder contents in hot mix and greater application rates in spray applications. These higher binder
quantities dramatically increase the life of the pavement structure.

Is it quieter to drive on?

Traffic noise studies have been conducted on all types of pavement surfaces. A-R has been proven to reduce
the decibel level substantially as much as 85% when compared to concrete. A significant factor in traffic
noise is the "grooves" cut in concrete to add traction and the joints and seems between concrete slabs.
Tires make less noise on A-R. (See also noise study report)

Does the use of rubber cause dangerous emissions?

The federal government has funded comprehensive emissions testing program of asphalt and asphalt rubber
fumes at seven sites through the U.S. Initially reports indicate the emissions caused by using tire rubber in
asphalt are no greater the conventional asphalt. The study was conducted by NIOSH. All asphalt plants are
held to stringent air quality standards. Responsible contractors have no unusual problem with emissions
related to A-R. The only noticeable difference is the aroma of heated rubber.

Can A-R be recycled?

Many agencies engage in the recycling of paving materials. A-R has been successfully recycled on many
occasions. One of the reports is by the City of Los Angeles. LA., recycled a 12-year-old A-R pavement on
Olympic Blvd. They also performed an air quality impact of grinding, transporting, and processing the
asphalt rubber. The results of the testing showed that the recycled A-R reclaimed from Olympic
Blvd. Met specifications and passed all test and is recyclable using either microwave technology or
conventional mix design technology.
The Air Quality testing report employee exposure to air contaminants well below the CAL/OSHA
permissible exposure limits (PEL) and in most cases, below the detection limit.

Is A-R safe to use?

In the reconstruction of concrete roadways, less time is required to get the road back in a safe condition.
Which means less time of congestion because of construction and less time that maintenance crews are
working near moving traffic. The emissions of an A-R plant are nearly the same as a regular asphalt plant.

Can A-R be used in cold climates?

A-R has been tested in many cold regions. The State of Arizona routinely uses a combination of gap graded
A-R Hot Mix and an open graded A-R friction course in the Flagstaff area. The elevation is over 7,000 ft in
that area of the state and the winters are extremely harsh with temperatures dipping to -20°
F. The State of California has also successfully used A-R in the high Sierra Mountains. It has performed
remarkably well. In Sweden, which we think anyone would agree is a challenging, cold climate, engineers
have developed a special gradation using asphalt rubber which has proven to be very resistant to
wear from tire chains and snow plods.

Asphalt rubber is also currently being used in such states as Alaska, Massachusetts, and New Jersey as well
as the Provinces of Ontario and Saskatchewan in Canada. While we do not recommend placing asphalt
rubber in the cold, it performs very well in cold climates. It is just a matter of proper mix design and
following good construction practices.

RPA is a non-profit industry association comprised of:

o Crumb Rubber Producers
o Contractors who use crumb rubber in pavements
o Equipment manufacturers
o Consulting firms
o Testing laboratories
o Asphalt suppliers
o Governmental agencies
o Federal, State, and local organizations
o Persons interested in the objectives and purposes of the association
What We Do:
Technology Transfer Through:
o Field Tours
o Sponsoring Research
o Newsletters
o Publishing Reports
o Reference Library
o The RPA also monitors tire laws and provides guidance for agencies
o & policy makers in use of CRM Asphalt.

Reduces Reflective Cracking in Asphalt Overlays

Reflection cracks occur in asphalt overlays and reflect the crack pattern in the pavement structure
underneath. They are most frequently found in asphalt overlays over Portland cement concrete (PCC) and
cement-treated bases. These cracks are caused by vertical or horizontal movements in the pavement beneath
the overlay resulting from traffic loads, temperature, and earth movements.
Rubber-modified asphalt, specifically when used in Stress Absorbing Membranes (SAM) or Stress
Absorbing Membrane Interlayer's (SAMI), greatly reduces the
occurrence of reflective cracking because of its elastic
properties.
The SAM or SAMI can effectively stretch and move with the
underlying pavements rather than cracking from the stresses.

Before and after shots of I-40, 1998 Appearance after 8 years

on left, conventional overlay exhibiting reflective cracking on
right, rubber overlay with no reflective cracking

Reduces Maintenance Costs

Generally, roads paved with conventional asphalt require some
sort of maintenance every few years. Because of the resistance
to cracking and aging exhibited by rubber-modified asphalt,
roads paved with rubber-modified asphalt applications generally experience
longer service lives before maintenance is required.

Patch on a conventional asphalt pavement

Improves Resistance to Cracking in New Pavement

Pavements made from Rubber-modified Hot Mix Asphalt resist cracking
better than pavements made from conventional hot mix asphalt.
Rubberized asphalt pavement (10% Crumb Rubber Modified Test Section)
without cracking

Conventional asphalt pavement (Control Section) exhibiting cracking

Increases Pavement Life

After years of exposure to the elements, asphalt may lose some elasticity or
resiliency through oxidation.
During this process, the pavement materials
are also subjected to repeated stresses from expansion and contraction due to
temperature changes, and cracks begin to appear.
Rubberized hot mix asphalt (HMA) generally resists the formation of these
cracks better than conventional HMA. Not only does rubber-modified asphalt
exhibit more elasticity than unmodified asphalt, but it also shows a greater
resistance to aging.
This anti-aging effect is the result of antioxidants contained in the scrap tires,
which are processed into the crumb rubber
modifier used in rubber-modified asphalt.
Highway 395 - before rubberized asphalt overlay (SAMI)

Highway 395 - rubberized asphalt overlay (SAMI) after 16 years of

performance

Improves Skid Resistance

Rubberized hot mix asphalt (HMA) can also
improve the safety of highways. Pavements made
from rubberized HMA exhibit greater skid resistance than those made from
conventional HMA.

Decreases Noise Levels

Noise levels on highways and interstates continue to increase as traffic levels
increase. However, rubberized hot mix asphalt (HMA) has been proven to reduce noise levels by up to 5
decibels.

Benefits of Rubberized Asphalt

1. Reduces Reflective Cracking in Asphalt Overlays
2. Reduces Maintenance Costs
3. Improves Resistance to Cracking in New Pavements
4. Improves Resistance to Rutting in New Pavements
5. Increases Pavement Life
6. Improves Skid Resistance
7. Decreases Noise Levels
8. Beneficially Uses 500-2,000 scrap tires per lane mile
Conclusion
The mixing of crumb rubber to 60/70 grade bitumen.
1. The penetration, ductility, viscosity values are decreases significantly.
2. The values of softening point are increases.
3. The test result shows that 10% addition of rubber gives an optimum result to the certain extent. And as
well as it reduces the 10% bitumen cost.
4. The addition of crumb rubber to the bitumen it increases the properties of bitumen binder.
5. One more benefit of the using crumb rubber mixed with bitumen is to decrease pollution and save the
valuable land.

The advantage of adopting this Technology in India means, there will be atleast 10- 15% saving in the cost
and the same funds can be utilised for New Roads building. The other advantage is the saving in, the amount
spent on the repair of existing Roads is huge.

Another Hidden advantage is Decrease of pollution and storage space required for the old and non-useful
tires. The use of scrap tires is going to support the “Swatch Bharat Abhiyan” at a very phenomenal cost,
with big savings in the cost of New Road construction activity. The cost of building 4 lane Highway was
approximately 9-12 Crores in 2015, which must have gone up further by now. Imagine , if we can save 8-
10% of this cost ?
This will be a big amount that can be utilized for building new roads for a better and strong India by 2020.
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