Fatigue behaviour of recycled tyre rubber-lled concrete and

its implications in the design of rigid pavements

F. Hernandez-Olivares
a,
*
, G. Barluenga
b
, B. Parga-Landa
c
, M. Bollati
d
, B. Witoszek
e
a
Departamento de Construccio n y Tecnologa Arquitecto nicas, Escuela Te cnica Superior de Arquitectura,
Universidad Polite cnica de Madrid, Avda. Juan de Herrera, 4, Madrid 28040, Spain
b
Departamento de Arquitectura, Escuela Te cnica Superior de Arquitectura y Geodesia, Universidad de Alcala ,
C/Santa U

rsula, 8, 28801 Alcala de Henares, Madrid, Spain

c
Departamento de Arquitectura y Construcciones Navales, Escuela Te cnica Superior de Igenieros Navales,
Universidad Polite cnica de Madrid, Arco de la Victoria, Ciudad Universitaria, Madrid 28040, Spain
d
Composites I+D, Pena Sacra, 30, Galapagar, 28260 Madrid, Spain
e
Pavimentos Asfa lticos de Salamanca, S.L. Avda. de Salamanca, 264-268, Salamanca 37004, Spain
Received 27 September 2005; received in revised form 19 June 2006; accepted 28 June 2006
Available online 22 September 2006
Abstract
This paper presents the results of fatigue bending tests on prismatic samples of recycled tyre rubber-lled concrete (RRFC) with dif-
ferent volumetric fractions (VF) of rubber (0%, 3.5% and 5%) after a long term exposition to natural weathering in Madrid (Spain) (one
year ageing). From these experimental results, an analytical model based on classical Westergaard well known equations has been devel-
oped to calculate the minimum thickness of RRFC for rigid pavements subjected to high density trac, in order to obtain a durability of
these rigid pavements of 10
6
cycles of 13 tons (127 kN) axle load. In this investigation any value of the modulus of subgrade reaction for
rigid pavement design have been considered.
2006 Elsevier Ltd. All rights reserved.
Keywords: Mechanical properties; Fatigue; Recycled rubber-lled concrete; Rigid pavements
1. Introduction
Recycled tyre rubber-lled concrete (RRFC) has
become a matter of interest in the last few years, due to
its good performance and as an alternative for tyre recy-
cling [1]. This new material provides a good mechanical
behaviour under static and dynamic actions and is being
used for road pavement applications. In a previous paper
[2], the static and dynamic mechanical behaviour and per-
formance of RRFC from crumbed used tyres was assessed.
The main conclusions were referred to the optimum crum-
bed rubber bre content, the compatibility and stability of
cementrubber interface, the dynamic energy dissipation
and its better damping capacity and the stiness reduction
of the concreterubber composite, in relation with similar
concrete samples without rubber.
There have also been proposed other uses for architec-
tural and building applications [3]. Besides, it has been
experimentally shown that crumbed tyre rubber additions
in structural high strength concrete slabs improved its re
resistance, reducing its spalling damage under re [4].
This paper presents the results of fatigue laboratory tests
on prismatic samples of similar rubber-lled concrete
described in [2,3] cut o from slabs of 90 60 5 cm, after
a long term exposition to natural weathering in Madrid
(Spain) (one year ageing) are presented. From these exper-
imental results, a mechanical analysis based on Westerg-
aard well known theory over at plates on elastic
foundation [5] has been developed to calculate the mini-
mum thickness of RRFC for rigid pavements subjected
to high density trac, in order to assess the durability of
0950-0618/$ - see front matter 2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.conbuildmat.2006.06.030
*
Corresponding author. Tel.: +34 913364245; fax: +34 913366560.
E-mail address: f.hernandez@upm.es (F. Hernandez-Olivares).
www.elsevier.com/locate/conbuildmat
Construction and Building Materials 21 (2007) 19181927
Construction
and Building
MATERIALS
this rigid pavements under 10
6
cycles of 13 tons axle load,
according with the generally established design rules based
on AASHTO test [6].
The Westergaard analysis has been previously success-
fully applied by other authors who compared it with nite
elements methods and with AASTHO road experimental
data from rigid concrete pavements [7].
The results here presented are limited to N = 10
6
cycles
because the laboratory tests have been restrained to that
limit conditions.
Fatigue behaviour of both conventional and porous
concrete for rigid pavements has been widely studied,
mainly under fracture mechanic analysis [810]. Neverthe-
less, RRFC cannot be classied as a simple porous con-
crete, mainly due to its dissipative and damping
properties previously studied [2].
2. Materials and specimen preparation
A plain concrete without crumbed rubber tyre has been
done in order to fabricate the control slabs. The composi-
tion of this concrete labelled as reference or plain con-
crete is presented in Table 1 (per cubic meter of
concrete). The aggregates gradation is non-continuous in
order to obtain voids in the concrete for the easy arrange
of crumbed tyre rubber particles in the mix, and to obtain
also good drainage and noise absorbent concrete pave-
ments. The polypropylene (PP) bres (0.1% volumetric
fraction) were added and mixed to reduce the early crack-
ing of fresh concrete due to plastic shrinkage.
Afterwards, increasing volumetric fractions (VF), from
0% to 13%, of bre-shaped crumbed tyre rubber were
added to fresh concrete fabricated with the reference con-
crete mix. Nevertheless, bending fatigue tests were accom-
plished only on concrete samples containing 0%, 3.5% and
5% VF of crumbed tyre rubber.
The main physical properties of PP ber and crumbed
rubber tyres have been already presented [4]. That paper
also contains a scanning electronic microscopy analysis
(SEM) on the rubber-hydrated cement paste interface that
shows good compatibility between those components.
The nominal properties of truck tyre rubber are summa-
rized in Table 2.
The concrete slabs were cast in laboratory to perform
the Kraai test of cracking of concrete due to plastic shrink-
age, as described by Balaguru and Shah [11]. Each slab of
90 60 5 cm
3
was demoulded after 24 h. During the rst
8 h from the beginning of setting, the slabs into its own
moulds were subjected to wind ow on its free face under
room temperature and humidity conditions (22 C and
62% relative humidity, respectively). The wind velocity
was 3.5 m/s measured on the middle of the slabs free sur-
faces position by mean of a calibrated anemometer. Sur-
face temperature and humidity of slabs was continuously
registered (Fig. 1).
After demoulding, each slab was stored in laboratory
for 28 days and in outer conditions for 11 months. Pris-
matic specimens of 5 5 25 cm
3
were cut o from these
aged slabs to be tested in fatigue bending.
3. Bending fatigue tests and results
Bending fatigue tests were run in the CEDEX (Road
Research Center) Laboratory (Spain) on a servohydraulic
dynamic test facility MTS 810 (Fig. 2). Prismatic specimens
of 5 5 25 cm
3
were cut o from Kraai test slabs (0%,
3.5% and 5% volumetric fractions of recycled tyre rubber)
exposed to natural weathering for one year.
Three point bending fatigue tests were accomplished
with load control, supports span 20 cm, and frequency of
Table 1
Reference concrete composition per cubic meter
Cement CEM I-42.5R 360 kg
Coarse aggregate, 1218 mm 1103 kg
Sand, 36 mm 699 kg
Water (w/c = 0.4) 147 kg
Water reducing admixture (Sikament 500) 7.20 kg
Set retarding admixture (Bettoretard) 1.07 kg
Polypropylene ber bermesh (0.1% vol) 900 g
Table 2
Some nominal properties of truck tyre rubber (after Waddell and Evans
[14])
Young modulus (vulcanized properties)
@ 100% 1.97 MPa
@ 300% 10 MPa
@ 500% 22.36 MPa
Tensile strength 28.1 MPa
Elongation to break 590%
Rebound resilience
@ 23 C 44%
@ 75 C 55%
Fig. 1. RRFC slab (90 60 5 cm
3
) into its mould and under wind of a
small fan (wind velocity 3.5 m/s) during the Kraai test (see text).
Temperature and humidity data loggers were placed on the slab.
F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927 1919
load 10 Hz. In order to avoid stress concentrations near the
bearings and the load head, three metallic pieces cut from
hollow tubes of mild steel (2 2 cm
2
, 2 mm thickness) were
epoxy-bonded to the specimens for load transmission as it
is shown in Fig. 3. This gure also shows a specimen after
failure by complete cracking.
Due to the rigid behaviour of RRFC (with regard to
high modulus bituminous mixtures) a load controlled pro-
cedure was used on fatigue tests. Load head longitudinal
displacement was measured, and a 50-mm gage-length
MTS extensometer was placed on the lower side of the
specimen to register transversal strain (longitudinal in the
main specimen dimension). Each fatigue test was immedi-
ately stopped after complete cracking of the respective
specimen been tested.
Three series of ten (10) concrete specimens for each recy-
cled crumbed tyre rubber VF composition (0%, 3.5% and
5%) were tested in bending. Fatigue strain on the lower face
of each specimen was measured and registered; exural
strength and Young modulus were registered every ten load
cycles.
The results obtained are presented below for each sam-
ples batch.
3.1. Concrete specimens without recycled tyre rubber (0%
VF)
Fig. 4 depicts the relationship between failure exural
strength and the number of load cycles of the concrete
specimens without crumbed rubber (plain concrete). The
scatter of these experimental measurements is usual in sim-
ilar data presented by other researchers (see, for instance,
the results collected by Lee and Barr on plain and bre
reinforced concrete [10]). In any case a linear regression
plot is included into the chart of Fig. 4, that corresponds
to the following equation:
r
flexural strength; 95%
MPa 0:2Log
10
N
Cycles
5:4 1
If this fatigue law is strictly applied, it asserts that our
plain concrete could resist 10
6
loading cycles of 4.2 MPa
exural stress. It must be pointed out that this Eq. (1)
is not representative of the mechanical fatigue behaviour
of all the specimens tested, due to the wide scatter of
the experimental results, obtained by testing under ex-
ural stress dierent samples cut from the same slab.
Because of this, it should be wrong to consider Eq. (1)
as the right law to describe the fatigue behaviour of the
plain concrete. To be sure about the exural fatigue
strength of plain concrete a condence percentage must
be introduced. Here it is proposed to consider a con-
dence percentage of 95%, in such a way that under this
assumption, the new fatigue law for plain concrete is
the following (see Fig. 4):
r
flexural strength; 95%
MPa 0:2Log
10
N
Cycles
5:1 2
Then, it can be considered that the plain concrete exural
failure stress for 10
6
cycles of load is 3.9 MPa, with a con-
dence interval of 95%.
Similar analysis is applied to Young modulus measure-
ments for the three points fatigue bending tests of the
concrete specimens without recycled rubber (plain con-
crete) which are collected in Fig. 5. The mean value keeps
practically constant, independently of the number of load
cycles. Nevertheless, the linear regression presents a very
low value for R
2
= 0.0003, which shows the great scatter
of the Young modulus measurements for the dierent spec-
imens tested. Again, it is proposed here to consider not the
linear regression equation for the Young modulus E of
plain concrete, that is to say
Fig. 2. Dynamic MTS 810 facility from CEDEX Laboratory (Madrid)
used in this research for fatigue bending tests. A three point bending
RRFC sample (3.5% VF crumbed rubber content) is on place. Supports
span: 20 cm.
Fig. 3. RRFC specimen (5 5 25 cm
3
) before and after fatigue bending
test with strain control. Metallic epoxy-bonded hollow tubes 2 2 cm
2
square section, made of mild steel 2 mm thickness.
1920 F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927
E
flexural
GPa 0:03Log
10
N
Cycles
23:7 3
but, the following Eq. (4), that incorporates a condence
interval of 95%:
E
flexural
GPa 0:03Log
10
N
Cycles
25:0 4
As the stier concrete transmits greater exural tensile
stress. Because of that, the Young modulus value of plain
concrete that has to be considered for rigid pavement de-
sign must be dened by mean of the upper limit equation
of the 95% condence interval (25.1 GPa). This criterion
corresponds to the worst case. It must be notice that the
exural failure stress value was determined for the lower
limit equation of the 95% condence interval.
Fig. 6 depicts the relationship between the failure ex-
ural strain and the number of loading cycles obtained in
bending fatigue tests on plain concrete specimens (without
rubber additions). Each maximum strain value represents
the maximum admissible plain concrete exural strain for
its linked number of load cycles. The linear regression
equation is as follows:
e
flexural
ldef 7:2Log
10
N
Cycles
_ _
225:6 5
Again, the scatter of data collected suggests to use a 95%
condence interval for the design strain. The following
equation represents this lower limit (see Fig. 6) for the max-
imum exural strain related to the corresponding number
of load cycles:
e
flexural; 95%
ldef 7:2Log
10
N
Cycles
212:0 6
Under this criterion, the plain concrete exural failure
strain for 10
6
cycles of load is 169 ldef.
y = -0.2x + 5.4
R2 = 0.2044
y0.95 (dashed)= -0.2x + 5.1
0
1
2
3
4
5
6
0 1 2 3 4 5 6 7
log10(N. Cycles)
F
l
e
x
u
r
a
l

S
t
r
e
s
s

(
M
P
a
)
Fig. 4. Relationship between failure exural stress and the number of loading cycles obtained in the three points bending fatigue tests on plain concrete
specimens (without rubber additions). The continuous line indicates the linear regression and the dashed line shows the lower limit for a condence interval
of 95%.
y= 0.03x + 23.7
R2 = 0.0003
y0.95 (dashed) = 0.03x + 25.0
10
15
20
25
30
35
0 1 2 3 4 5 6 7
Log10(N.Cycles)
E

(
G
P
a
)
Fig. 5. Relationship between dynamic Young modulus and number of loading cycles obtained in the exural fatigue tests on plain concrete specimens
(without rubber additions). The continuous line indicates the linear regression and the dashed line shows the upper limit for a condence interval of 95%.
F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927 1921
3.2. Concrete specimens with 3.5% VF of recycled tyre
rubber
The reasoning above can be repeated here to study the
fatigue behaviour of the rubberconcrete specimens. The
particular values obtained for this new batch of samples
are simply shown here, omitting those paragraphs which
are similar.
Fig. 7 depicts the relationship between the failure stress
and the number of cycles obtained in the bending fatigue
tests on RRFC specimens (3.5% VF). The continuous line
indicates the linear regression and the dashed line shows
the lower limit for a condence interval of 95%.
As described for the reference concrete results, the fati-
gue law for exural strength of RRFC with 3.5% VF of
recycled crumbed tyre rubber is better described using the
lower limit equation of the 95% condence interval of the
linear regression t
r
flexural strength; 95%
MPa 0:3Log
10
N
Cycles
5:4 7
According with this equation, the bending failure stress for
10
6
cycles of load is 3.8 MPa, this value is slightly lower
than the one obtained for plain concrete without rubber.
Fig. 8 depicts the Young modulus results obtained from
of the fatigue bending tests of the concrete specimens with
3.5% VF of recycled rubber.
Again, the Young modulus considered for a rigid pave-
ment design is dened by the upper limit equation of the
95% condence interval of the linear regression t, as
described above
E
3:5; flexural; 95%
GPa 1:9Log
10
N
Cycles
16:1 8
y = -7.2x + 225.6
R2 = 0.171
y0.95 (dashed) = -7.2x + 212.0
0
50
100
150
200
250
300
0 1 2 3 4 5 6 7
Log10(N.Cycles)
F
l
e
x
u
r
a
l

S
t
r
a
i
n

(

d
e
f
)
Fig. 6. Relationship between failure exural strain and number of loading cycles obtained in bending fatigue tests on plain concrete specimens (without
rubber additions). The continuous line is the linear regression and the dashed line shows the lower limit for a condence interval of 95%.
y = -0.3x + 5.8
R2 = 0.1891
y0.95 (dashed) = -0.3x + 5.4
0
1
2
3
4
5
6
7
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
F
l
e
x
u
r
a
l

S
t
r
e
s
s

(
M
P
a
)
Fig. 7. Relationship between failure stress and number of cycles obtained in the bending fatigue tests on RRFC specimens (3.5% VF). The continuous line
indicates the linear regression and the dashed line shows the lower limit for a condence interval of 95%.
1922 F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927
Therefore, the Young modulus for 10
6
cycles of load is
27.4 GPa. This value ts with the dynamic Young modulus
obtained in compression dynamic tests at 60 C [4].
The maximum exural strain measured in the fatigue
bending tests of the concrete specimens with 3.5 VF of
recycled rubber are presented in Fig. 9. Once more, it is
considered the lower limit equation of the 95% condence
interval, that is to say, the following equation:
e
3:5; flexural; 95%
ldef 32:4Log
10
N
Cycles
340:8 9
Under this criterion, the 3.5% VF rubber concrete exural
failure strain for 10
6
cycles of load is 146 ldef.
3.3. Concrete specimens with 5% VF of recycled crumbed
tyre rubber
Following the same scheme the fatigue behaviour of the
5% VF rubberconcrete specimens is presented below.
Fig. 10 depicts the fatigue exural stress test results of
the concrete specimens with 3.5% VF of recycled crumbed
tyre rubber.
As for the plain concrete and the 3.5% rubberconcrete
results, the fatigue law for exural strength of RRFC with
5% VF of recycled crumbed tyre rubber is better described
using the lower limit equation of the 95% condence inter-
val of the linear regression t
r
flexural strength; 95%
MPa 0:1Log
10
N
Cycles
3:6 10
According to this equation, the bending failure stress for
10
6
cycles of load is 3.0 MPa. This value is much lower
than the one obtained for plain concrete without rubber
(3.9 MPa) and RRFC with 3.5% VF of recycled rubber
(3.8 MPa).
Fig. 11 depicts the Young modulus results obtained
from the fatigue bending tests of the concrete specimens
with 5% VF of recycled crumbed tyres rubber. Again, the
y = 1.9x + 13.5
R2 = 0.2553
y0.95 (dashed) = 1.9x + 16.1
0
5
10
15
20
25
30
35
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
E

(
G
P
a
)
Fig. 8. Relationship between dynamic Young modulus (E) and number of cycles obtained in the bending fatigue tests on RRFC specimens (3.5% VF). The
continuous line indicates the linear regression and the dashed lines shows the upper limit for a condence interval of 95%.
y = -32.4x + 363.5
R2 = 0.5991
y0.95 (dashed)= -32.4x + 340.8
0
50
100
150
200
250
300
350
400
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
F
l
e
x
u
r
a
l

S
t
r
a
i
n

(

d
e
f
)
Fig. 9. Relationship between failure tension strain and number of cycles obtained in the bending fatigue tests on RRFC specimens (3.5% VF). The
continuous line indicates the linear regression and the dashed line shows the lower limit for a condence interval of 95%.
F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927 1923
y = -0.1x + 3.9
R2 = 0.0917
y0.95 (dashed) = -0.1x + 3.6
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
F
l
e
x
u
r
a
l

S
t
r
e
s
s

(
M
P
a
)
Fig. 10. Relationship between failure tension stress and number of cycles obtained in the bending fatigue tests on RRFC specimens (5% VF). The
continuous line indicates the linear regression and the dashed line shows the lower limit for a condence interval of 95%.
y = 1.1x + 12.4
R2 = 0.0785
y0.95 (dashed) = 1.1x + 15.0
0
5
10
15
20
25
30
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
E

(
G
P
a
)
Fig. 11. Relationship between dynamic Young modulus (E) and number of cycles obtained in the three points bending fatigue tests on RRFC specimens
(5% VF). The continuous line indicates the linear regression and the dashed lines shows the upper limit for a condence interval of 95%.
y = -23.1x + 307.4
R2 = 0.2063
y0.95 (dashed) = -23.1x + 293.3
0
50
100
150
200
250
300
350
0 1 2 3 4 5 6 7 8
Log10(N.Cycles)
F
l
e
x
u
r
a
l

S
t
r
a
i
n

(
m
d
e
f
)
Fig. 12. Relationship between failure tension strain and number of cycles obtained in the bending fatigue tests on RRFC specimens (5% VF). The
continuous line indicates the linear regression and the dashed line shows the lower limit for a condence interval of 95%.
1924 F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927
Young modulus considered for a rigid pavement design is
also dened by the upper limit equation of the 95% con-
dence interval of the linear regression t
E
5; flexural; 95%
GPa 1:1Log
10
N
Cycles
15:0 11
Therefore, the Young modulus for 10
6
cycles of load is
21.6 GPa. This value is clearly lower than the dynamic
Young modulus obtained in compression dynamic tests
at any testing temperature [4].
As it has been shown for the 3.5% VF of recycled rubber
concrete depicted in Fig. 8, Young modulus increases with
the number of load cycles.
Comparison of Fig. 5 with Figs. 8 and 11 shows that
stiness increases under cyclic load for those concretes
lled with recycled crumbed tyres rubber. The reference
concrete (Fig. 5) shows no stiness increase under cyclic
load.
Fig. 12 depicts the maximum exural strain measured in
the fatigue bending tests of the concrete specimens with 5
VF of recycled rubber. It has been also considered the
lower limit equation of the 95% condence interval, that
is to say, the following equation:
e
3:5; flexural; 95%
ldef 23:1Log
10
N
Cycles
293:3 12
Under this criterion, the 5% VF rubber concrete exural
failure strain for 10
6
cycles of load is 155 ldef.
4. Design implications for rigid pavements
In order to determine design implications for rigid pave-
ments of RRFC, the maximum tensile stress produced by a
13 tons simple axle of a truck (127 kN) was evaluated, con-
sidering the most adverse load location.
The rigid pavement was modelled as a plate placed on
an elastic subgrade. Several values for the modulus of elas-
tic reaction for the foundation, from 50 to 150 MPa/m,
were used. A tyre pressure of 7 bar (0.7 MPa) was consid-
ered for evaluating the radius of the load circle on the con-
crete slab, according to the Westergaard method.
The Westergaard theoretical equations [5] evaluate the
load congurations that produce the maximum tensile
stress r
max
on the concrete slab pavements, comparing
the application point of the load. Three dierent cases
can be evaluated [12]:
Case I: load applied on the center of the slab
r
max I

3 W 1 m
2pt
2
ln
L
e
R
0
_ _
0:6159
_ _
13
Case II: load applied on the edge of the slab
r
max II

0:863W 1 m
t
2
ln
L
e
R
0
0:207
_ _
14
Case III: load applied on the vertex of the slab
r
max III

3W
t
2
1 1:083
R
0
L
e
_ _
0:6
_ _
15
where W is the load applied, t is the concrete slab thickness,
m is the concrete Poisson ratio, L
e
is the characteristic
length and R
0
is the contact radius between tyre and pave-
ment.
L
e
can be calculated using equation [12]
L
e

Et
3
121 m
2
k
4

16
where k is the modulus of subgrade reaction, E is the con-
crete Young modulus, t is the concrete slab thickness and m
is the concrete Poisson ratio.
R
0
can be obtained from the applied load W and the tyre
pressure, r
P
using the next equation [8]
R
0

W
pr
P
_
17
However, when considering a concrete rigid pavement
mad, as the RRFC described, R
0
can be substituted by
R, by means of the following equation [13, p. 372 in Span-
ish Edition]:
R R
0

2
3
t 18
As a result of the previous equations, and according with
the fatigue behaviour test results, a systematic calculation
of the maximum tensional stress on a RRFC slab of any
thickness and on several elastic foundation with dierent
modulus subgrade reaction can be run.
The maximum tensional stress on the RRFC corre-
sponds to the load Case II described above (load applied
on the edge of the slab). Thus, the results of such a system-
atic calculation for Case II are represented in Fig. 13, for a
RRFC with the three dierent VF of recycled rubber (0%,
3.5% and 5%) and three values of the modulus of subgrade
reaction have been considered.
It is shown in Fig. 13 the relationship between the Max-
imum tension stress on the edge of the concrete slab (West-
ergaard equations, Case II) and the thickness of the slab
for dierent VF of recycled rubber (0%, 3.5% and 5%)
and three dierent values of the Modulus of Subgrade
Reaction (k = 50, 100 and 150 MPa/m, respectively), for
applied load of 127 kN.
Fig. 13 shows that the modulus of subgrade reaction has
a great inuence on the slab thickness necessary to limit the
maximum tensional stress achieved: the lower the modulus
of subgrade reaction, the larger the maximum tensional
stress. This feature is according to the rigid behaviour of
the RRFC pavement.
It is also observed a dependence of the maximum ten-
sional stress on the volume fraction and thus on the Young
modulus. RRFC with a 3.5% VF of recycled rubber show
the largest tensional stress for a xed modulus of subgrade
reaction and slab thickness. This value is slightly higher
than that shown by the reference concrete.
It must be taken into account that the Young modulus
considered in the Westergaard equations corresponds to
F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927 1925
10
6
load cycles. RRFC (3.5% VF) shows a stiness increase
tendency (Fig. 8) that makes its Young modulus at 10
6
load
cycles higher than that exhibited by the reference concrete
at 106 cycles (25.1 GPa) depicted in Fig. 5.
According to the experimental fatigue results and the
analytical study presented, the relations obtained can be
used for the calculation of RRFC pavement thickness, as
a function of the modulus of subgrade reaction, for 10
6
cycles of a 13 tons simple axle load.
For dierent load trac density, the equivalent durabil-
ity in years can be also calculated.
4.1. Example of design implication. Application to a rubber-
lled concrete rigid pavement
The slab thickness should be dened to guarantee a
maximum tensile stress lower than 2.9 MPa, the maximum
achieved in the bending fatigue tests for a rigid pavement
of RRFC with a 5% VF of recycled rubber on an elastic
foundation with a modulus of subgrade reaction of
150 MPa/m, with a 95% condence level, for 10
6
cycles
of a 13 tons simple axle load.
From Fig. 13, a good tted curve (R
2
= 0.999) can be
obtained for a RRFC with a 5% VF and a modulus of sub-
grade reaction of 150 MPa/m
r
max II
MPa 258:43t
1:405
t cm
258:43
r
max II
MPa
_ _ 1
1:405 19
A pavement slab thickness of 24.3 cm is obtained from the
data and equations shown above.
The same problem can be solved for a rigid pavement of
RRFC with a 3.5% VF of recycled rubber on an elastic
foundation with a modulus of subgrade reaction of
150 MPa/m. In this case, the maximum tensile stress in
0
5
10
15
20
25
30
0 1 2 3 4 5 6
Recycled Rubber VF (%)
C
o
n
c
r
e
t
e

s
l
a
b

t
h
i
c
k
n
e
s
s

(
c
m
)
Fig. 14. Design values of the concrete slab thickness for dierent recycled rubber VF, for N = 10
6
load cycles (13 tons simple axle load). Modulus of
subgrade reaction: 150 MPa/m.
Fig. 13. Relationship between the Maximum tension stress on the edge of the concrete slab (Westergaard equations, Case II) and the thickness of the slab
for dierent VF of recycled rubber (0%, 3.5% and 5%) and three dierent values of the Modulus of Subgrade Reaction (k = 50, 100 and 150 MPa/m,
respectively). Applied load 127 kN.
1926 F. Herna ndez-Olivares et al. / Construction and Building Materials 21 (2007) 19181927
the bending fatigue tests is 3.8 MPa, with a 95% condence
level, for 10
6
cycles of a 13 tons simple axle load is.
Again, from Fig. 13, a good t (R
2
= 0.999) can be
obtained to relate maximum tensile stress with the pave-
ment thickness for a RRFC with a 3.5% VF and a modulus
of subgrade reaction of 150 MPa/m
r
max II
MPa 294:62t
1:4312
t cm
294:62
r
max II
MPa
_ _ 1
1:4312 20
Now, the pavement slab thickness obtained, is 21.1 cm.
From a design point of view, an improvement of the fati-
gue behaviour of RRFC with 3.5% VF of recycled rubber
with regard to 5% VF is obtained. The slab thickness is
3 cm thinner for the same conditions and durability.
The better t (R
2
= 0.999), from Fig. 13, between max-
imum tensile stress and concrete thickness for the reference
concrete and a modulus of subgrade reaction of 150 MPa/m
is
r
max II
MPa 280:45t
1:4213
t cm
280:45
r
max II
MPa
_ _ 1
1:4213 21
For the maximum tensional stress in fatigue of 4.0 MPa
(10
6
cycles of a 13 tons simple axle load) the pavement slab
thickness obtained is 19.9 cm. From a design point of view
this value means a reduction of thickness of only 1 cm with
regard to RRFC with 3.5% VF of recycled rubber.
Fig. 14 depicts the results of this example of design.
5. Conclusions
The methodology presented in this paper for rigid pave-
ments design of road construction is based on experimental
results obtained from laboratory tests and analytical calcu-
lations, according to Westergaard equations for at plates
on elastic foundations, that here are recovery. It has be
shown that it is a powerful design tool.
The results of recycled tyre rubber-lled concrete
(RRFC) under fatigue loads and the analytical study pre-
sented in this paper show the feasibility of using this
cement based composite material as a rigid pavement for
roads on elastic subgrade.
The scatter of fatigue experimental results that is usual
in the concrete laboratory tests, has been overcome by
means of the utilization of a 95% condence level in the
analytical calculations for the strength and stiness of the
concrete pavement. It can be used too for maximum strain
design implications.
The stiness increase due to fatigue load implies a slight
increase of the slab pavement thickness with RRFC (3.5%
VF) with regard to concrete without rubber of around 5%.
Nevertheless, it can be compensated by the recycling of the
used tyres, the low cost of this solid waste and the better
damping capacity of the rubberconcrete composite.
Acknowledgements
The authors want to acknowledge J. Garc a Carretero of
the Roads Laboratory of CEDEX (Spain) his collabora-
tion in performing the fatigue tests.
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