Mo u n t He le n Ca m p u s

S c h o o l o f S c i e n c e , En g i n e e ri n g a n d
In f o r m a t i o n T e c h n o l o g y

Mas te r o f En g in e e rin g
Te c h n o lo g y D e g re e

Re s e arch Pro je ct The s is

2023

“Us e d o f Crus he d/ Po w de re d
Crum b Tyre s Us e d In Ro ad
Pave m e nt Co ns tructio n”

S u b m it t e d b y : Rit e s h S h a rm a

S t u d e n t ID : 3 0 4 1 3 3 9 9

S t re a m : En g in e e rin g Te c h n o lo g y

S u p e rv i s o r: S a m u d ra J a y a s e k e ra

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Abstract

Waste tyres pose environmental and health hazards while rapidly accumulating due to limited
recycling. Converting tyres into crumb rubber for incorporation into construction materials could
provide a sustainable waste management solution. Five blended aggregate samples were
prepared with crumb tyre percentages of 0%, 3%, 5%, 10% and 20% by weight. Laboratory
testing analyzed the impact crumb rubber has on the California Bearing Ratio (CBR), water
absorption of pavement materials and modified LA abrasion test. CBR and water absorption tests
were performed on all samples per standard test methods. The sample blended with 3% crumb
rubber improved CBR value by 15% and reduced water absorption by 10% compared to standard
aggregate, indicating enhanced mechanical strength and durability. The 10% and 20% crumb
rubber samples exhibited 3.2% and 3.8% mass loss respectively in the LA test. The 0% sample
lost 4.84%, indicating additional crumb rubber boosts abrasion resistance. CBR and absorption
improved with 3% rubber content. The study demonstrates blending a small percentage of crumb
rubber from waste tyres can improve pavement performance. This research identifies a
sustainable application for recycled tyres that also enhances road construction materials.

Keywords used in literature:

Road pavement construction, Crumb Tyres, recycled materials, aggregate replacement, courses
at the basic, sub-base, and grade levels, and concrete waste.

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Acknowledgement

I would like to express my sincere gratitude to my academic supervisor Samudra Jayasekera for
providing guidance and support throughout my research journey. Additionally, I would like to
thank Matt lee and Phil Jarvis for assisting me in using lab facilities.

Mt. Helen Campus provided me with all the support, research, and assistance, I needed for my
research project. I am thankful to Mt. Helen Campus for this great support which directly
facilitated in my project. I would also like to express my gratitude to all the friends, colleagues,
faculties, and staffs who provided and offered their invaluable assistance during my project.

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Declaration of Originality

I, Ritesh Sharma, declare that the report is completely original work of the author alone (except
for the portions of works which have been properly referenced and acknowledged as cited work)
under the guidance of Samudra Jayasekera, Mt. Helen Campus. All the content of this thesis is
the work of this thesis report has been carried out since the official date of commencement of
project. I state that this dissertation is the result of my own independent investigation, except
where otherwise stated. I hereby give consent for my dissertation, if accepted, to be available for
any kind of reproducing and understand that any reference to or quotation from my thesis will
receive an Acknowledgement.

Ritesh Sharma

29-11-2023

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Table of Contents

Abstract............................................................................................................................................1

Keywords used in literature:............................................................................................................2

Acknowledgement...........................................................................................................................3

Declaration of Originality................................................................................................................4

Table of Contents.............................................................................................................................5

List of Figures..................................................................................................................................7

List of Tables...................................................................................................................................7

1. Introduction:.............................................................................................................................0

1.1. Overview:..........................................................................................................................0

1.2. Pavement Engineering......................................................................................................2

1.3. Waste Tyre........................................................................................................................3

1.4. Recycling Waste Products for Sustainable Roads:...........................................................4

1.5. Thesis Objective:...............................................................................................................4

1.6. Scope of the Thesis:..........................................................................................................5

1.7. Organization of Study:......................................................................................................6

2. Literature review:.....................................................................................................................7

2.1. Identified Research gaps:................................................................................................12

3. Problem statement:.................................................................................................................12

3.1. Crumb Tyres...................................................................................................................15

4. Research Methodology:..........................................................................................................16

4.1. Research questions..........................................................................................................17

4.2. Testing Method...............................................................................................................19

4.2.1. Equipment Measurement and Weight:....................................................................19

4.2.2. Normal CBR Test without Adding Crumb Tire:.....................................................19

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 4.2.3. CBR Test with Crumb Tire Addition:.....................................................................19

4.2.4. Water Absorption Test.............................................................................................19

4.3. Qualitative Data Collection.............................................................................................20

4.4. Data Analysis..................................................................................................................20

4.4.1. Quantitative Analysis:.............................................................................................20

4.4.2. Qualitative Analysis:...............................................................................................20

4.4.3. Integration of Quantitative and Qualitative Analysis:.............................................20

4.4.4. Presentation of Results:...........................................................................................21

5. Testing and Results:...............................................................................................................21

5.1. California Bearing Ratio (CBR) Test:............................................................................21

5.1.1. Introduction:............................................................................................................21

5.1.2. Apparatus used in CBR Test:..................................................................................21

5.1.3. Procedure for CBR Test:.........................................................................................22

5.1.4. Observations and Calculations:...............................................................................28

5.1.5. Results of CBR Test:...............................................................................................32

5.2. Water Absorption Test....................................................................................................35

5.2.1. Introduction:............................................................................................................35

5.2.2. Apparatus Used........................................................................................................36

5.2.3. Specimen Preparation..............................................................................................36

5.2.4. Procedure for Water Absorption Test......................................................................36

5.2.5. Observations and Calculation:.................................................................................37

5.2.6. Result:......................................................................................................................38

5.3. Modified LA Abrasion test.............................................................................................41

5.3.1. Apparatus Used:.......................................................................................................41

5.3.2. Sample Preparation:.................................................................................................41

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 5.3.3. Procedure for modified LA Abrasion Test:.............................................................41

5.3.4 Observations and Calculations..........................................................................................42

5.3.5 Results and Discussion......................................................................................................42

5.4. Risk identification...........................................................................................................44

6. Conclusion..............................................................................................................................45

7. Recommendation for Future Works.......................................................................................48

8. References..............................................................................................................................49

List of Figures

Figure 1: Pavement Structure Evolution in China ........................................................................10

Figure 2: Typical Cross section of Pavement Layer......................................................................11
Figure 3: Equipment measurement and weight.............................................................................29
Figure 4:Moulds and Weight (Apparatus for CBR Test)..............................................................32
Figure 5: Specimen Preparation.....................................................................................................32
Figure 6: Penetration Ttesting.......................................................................................................33
Figure 7: Test for 0 % mix.............................................................................................................34
Figure 8: Tests for 5 % mix...........................................................................................................35
Figure 9: Observation on aggregate mix with 5 % tyre.................................................................36
Figure 10: Observation on aggregate mix with 10 % tyre.............................................................37
Figure 11: Observation on aggregate mix with 20 % tyre.............................................................38
Figure 12: Load-Penetration Curve for various mixes..................................................................41
Figure 13 : Water Absorption Test................................................................................................43
Figure 14: CBR VS %Mix Graph..................................................................................................45
Figure 15: Regression Graph for Water Absorption Data.............................................................46

List of Tables

Table 1: Sample and tyre crumb percentage composition.............................................................33

Table 2 Recorded observation of the penetration test...................................................................39

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Table 3: CBR Value of Samples....................................................................................................40
Table 4: Result of Water Absorption test on Different Mix Samples...........................................43
Table 5: CBR Test Result..............................................................................................................44
Table 6: Results of Water Absorption Test...................................................................................46

8
1. Introduction:

1.1. Overview:

Roadway transportation is the primary and most widely used means of transportation. This
mode is affordable for people of all type of financial as well as socio-cultural backgrounds. It
also links residential areas, industries, markets, and any other tourism, historic as well as
religious places without affecting much of the original aesthetic and with lesser area. It also
the cheapest means of transport.

Roadways have seen significant development throughout history [1]. Beginning with earthen
roads in ancient times, to stone pavements, now various concrete as well as bituminous
pavement, roadways have been constantly evolving. Many alternatives are being researched
in order to make the road surface more strong, durable, flexible and nature-friendly. In
Australia, the earliest roads were constructed in 1788 AD in European –Style. Some of these
ancient roads are paved and used even in today’s time. It has seen a significant growth in
recent times.

Taking a reference of China, road pavements have been evolving since earlier than 1066 BC,
when the trackways were due to compaction of soil from traffic movement. Slowly after the
advancement of civilisation, various animal driven transportation was introduced to
humanity. These transports slowly developed a fixed route for moving from one place to
another that provided the foundation for the concept of road. Slowly, the various
development in road pavement were seen in the history. Some single layered stone pavements
were found dating between 1066BC to 1949 AD. In the 1900s, China had a rapid growth in
automobile users, which resulted in increasing demand of better-quality roads to provide
safer, convenient and economic travel for the automobile users. After 1949, with growth in
use of automobiles, various asphalt pavements were introduced. If we refer to the Figure 1 we
can see chronological development of the roads. The asphalt pavements have also seen
developments throughout history [2]. With increasing traffic load in modern times, the
thickness of pavement and its entire cross-sectional design have been increasing to provide
adequate strength required to support the heavy traffic load and are currently the most widely
used pavements.
 Figure 1: Pavement Structure Evolution in China
In recent times, roadways are booming worldwide. They have proven to be the backbone of
development in any country as they facilitate the transport of various goods and services as
well as any other infrastructures. We need easier and cheap mode of transportation in order to
develop any other infrastructure, which is easily provided by roadways. Thus, it is very
essential that these roadways are of top quality, highly durable and most efficient. These
roadways are to be designed to provide maximum safety and serviceability for heavy traffic
loads for a very long duration of time. Pavement of these roads take most of the load and
damage as they are directly exposed to environment and the traffic [3]. Thus, they must be
designed and constructed with high quality materials providing adequate safety and
serviceability.

With recent advancement in technologies, uplifting of people’s life standards, and

development of automobile industries, vehicle ownership is seeing an exponential growth
throughout the world. Due to this reason, the Annual Average Daily Traffic (AADT) is
increasing, resulting in the requirement of more strong, durable pavements to support the

1
traffic need with proper durability and sufficient safety and serviceability, while also
controlling the environmental impact [4]. In addition to this, the growth in use of automobile
and other industries, various tyre waste is being produced worldwide in an ever-growing rate.
This increment in the tyre waste is resulting in various environmental and health hazards,
necessitating an innovative method of recycling and reusing these waste tyres in sort of way.

There are various research going on in the world that dive deep into improving road’s
performance through use of recycled products and waste materials. Plastic roads are currently
the most talked about innovation in the world. Various other research is being done in soil
stabilization using powered glass, rubber, tyres and other materials and reinforcing the road’s
subbase and subgrade. However, this study mainly aims to incorporate the tyre wastes into
pavement construction by mixing them with the aggregates used in the construction of these
pavements.

1.2. Pavement Engineering

Pavement engineering is referred to the field of civil engineering which mainly deals with the
process of creation and maintenance of road pavements’ structure in order to meet the traffic
and environmental needs. Roadways are the major facilitator in the development of any
country or society. With the rapid development of society and global economy, need for
roadways sustainable, more serviceable, and eco-friendly pavement are skyrocketing. Along
with the development in science and technology, pavement engineering is seeing significant
changes and development.

A typical pavement cross-section is made up of 5 layers, Surface course, Binder Course, base
course, sub-base course, and compacted subgrade. Each layer serves a specific function in
ensuring the strength, stability, and usability of the road. The surface course and binder
course can be categorized as a single layer called ‘road surface’ and ensures a slick and
secure travel surface. The base and sub-base courses offer structural support and load
distribution. The foundation of the road is the road subgrade, which distributes loads to the
underpinning soil or rock layers. The interconnected design and construction of these layers

Figure 2: Typical Cross section of Pavement Layer

2
contribute to the effectiveness and efficiency of the road system, facilitating transportation
and progressing society.

In these layers, the aggregates used contribute most to the strength of the pavement. While
mainly used as fillers, concrete serve purpose far beyond that. The mix proportion, texture,
shape and size of aggregate have direct impact on the workability, serviceability, and
durability of the mix. In recent times, various alternatives for aggregates are being researched
and tested in order to amplify the mechanical and physical properties of the mix [5]. Among
these alternatives, I am conducting a quantitative and qualitative research on a composite
aggregate formed by mixing aggregate with various proportion of crushed/powdered tyre.

1.3. Waste Tyre

With increase in use of automobile and various industries and machinery, tyre production is
increasing worldwide. Along with increase in production, there is a proportionate waste
generation as well. An estimated amount of 1.5 Billion end-of-life tyres (ELT) are discarded
every year. These ELTs are hard to reprocess as they are designed to provide maximum
durability and abrasion resistance [6]. For this reason, the amount of waste tyres is
accumulating globally in a extremely high rate causing a major problem worldwide. Earlier,
traditional methods were adopted for disposal of these wastes ELTs which included
landfilling and/or incineration, but they are now proving to be a direct risk and hazard to the
environment whose effects are not limited to a single region.

Landfilling required a significant amount of space in an already scare land of urban areas. On
top of that, these tyres can accumulate water in their grooves, providing a perfect breeding
ground for mosquitoes and various other disease spreading pests. The ever-growing demand
of tyres in combination with the non-biodegradable nature of these tyres are causing various
environmental problems and are proving landfill method to be a non-sustainable waste
management process. On the other hand, the carbon rich tyres when burnt produce huge
amount of carbon dioxide and carbon monoxide which is extremely dangerous. Also, tyre
fires have extremely high energy content and get a huge supply of oxygen through their
voids, resulting in a long-lasting fire that is difficult to extinguish [7]. An example of how
devastating these tyre fires can be is the fire that took place in Tyre King Recycling in
Canada on 12 February 1990, which lasted for 17 days. With passing days, it is getting harder
and more expensive to dispose these waste tyres safely without causing any threat to human

3
health and the environment as a whole. Thus, proper disposal and innovative ways of
disposing and recycling these tyre wastes are of high need.

1.4. Recycling Waste Products for Sustainable Roads:

Various researches and experiments are being conducted in order to find a way to introduce
waste plastic, tyres, and various other waste products in to aggregates, base, subbase,
bitumen, etc. in order to increase the overall performance of road pavements. As road in the
most widely available and rapidly developing infrastructure, finding a way to introduce waste
tyres into the pavement and/or in the base or subbase provides a major solution to the waste
tyre problem while also significantly improving the performance of road pavements. This
method will help transform the discarded ELT into a valuable resource to be used in order to
improve the quality of construction. We can transform these tyres into valuable construction
materials which can simultaneously improve the physical, chemical and mechanical
properties of the pavements while also addressing the environmental impact of these waste
tyres’ disposal.

Tyres have some elastic characteristics and can be very durable. These two properties are
very significant for the improvement of toughness of road pavements. When we effectively
mix the rubber particles with the asphalt mix, there is a potential of improving pavement
performance in terms of its flexibility, durability and various other distresses [8]. It also helps
improve abrasion resistance. This technique not only aligns with the objectives of sustainable
waste reduction, but also helps conserve resources and improve the longevity of roadway
infrastructure.

1.5. Thesis Objective:

The main aim of this paper is to highlight the environmental risks of tyre wastes and the
necessity of recycling them through various innovative technologies. Among various
innovative technologies, this paper is focused on use of these ELTs in the road pavements
construction. The results of this paper should provide an overview of the impact of mixing
crumb tyres into the asphalt mix, feasibility of these mixes and optimum mix proportion of
tyres. Some other objectives can be listed as:

- To determine the load bearing capacity of aggregate with various mix proportion of
crumb tyres and find the best suited mix proportion that will help improve road
pavements’ performance, durability and overall serviceability.

4
 - To determine the water absorption property of aggregate with various mix proportion
of crumb tyres and find the best suited mix proportion that will help improve road
pavements’ performance, durability and overall serviceability.
- Comparing these properties of samples with the natural aggregates in order to
determine if mixing tyre wastes into the aggregate is indeed a viable option or not.
- Qualitative and quantitative analysis of test results and study of feasibility.

1.6. Scope of the Thesis:

The proposed study is to evaluate the use of scrap rubber from discarded tires as an
alternative aggregate in road construction. Crumb rubber is evaluated through laboratory tests
to determine mechanical properties such as stiffness, strength and resistance to deformation
under traffic loads.[9] The tests simulate field conditions, including repeated load changes
and environmental conditions. A life cycle analysis also assesses the environmental impact
and potential health risks of using scrap rubber.

The study also looks at economic feasibility by examining the costs of collection, processing
and disposal. Recommendations for the use of waste rubber in carpet are based on
performance, cost-effectiveness, environmental characteristics, and suitability to climatic and
soil conditions. the exploration Waste, promoting sustainability. Research results can
influence industrial decisions and infrastructure development by addressing waste
management issues and supporting a circular economy. If possible by testing mechanical
properties, environmental effects and economic conditions, scrap recycled tires can bring
environmental sustainability to the construction sector [10]. It's the opposite.

This has important implications for shifting practices from landfill to recycling. This study
aims to evaluate the opportunities and limitations of the assets considered at the end of their
life.

1.7. Organization of Study:

The organization of this thesis is as follows:

- Introduction: This section provides the general overview of the thesis topic and
background information relevant to the study. Objective and scope of thesis are also
explained in this section.

5
 - Problem Statement: This section provides reasoning and sets the problems that are
dealt by the research conducted in this thesis.
- Literature Review: This section provides a thorough review of various relevant
literatures, research papers, journals, and other students’ thesis paper. It also identifies
the research gaps.
- Research Methodology: This section provides information about how the thesis
research is being conducted. The questions that are to be answered by this thesis are
also set in this section. It also describes the test methods for the tests that are
conducted during this research and how the data are analysed in this study.
- Testing and Results: This section dives deep into the testing methods. Detailed
information about the conduction of tests is explained and the results of the tests are
recorded in this section.
- Findings and Discussions: This section deals with the detailed analysis of data and
information extracted from the tests results. Various risks associated with the thesis
subject are also discussed.
- Conclusion: This section summarizes the result of the research and provides what can
be information can be concluded from the research.
- Recommendation for Future Works: This section provides information and
explanation for what additional works are to be conducted in addition to the works
done in thesis to support the results and conclusion drawn from this research and get a
more reliable outcome.

2. Literature review:

There have been various research looking at the use of repurposed materials in road
pavements, according to a detailed literature analysis on the use of waste materials in road
pavement construction. According to studies, recycled glass, plastic trash, and tires can be
utilized in place of conventional aggregates when making road pavement. Industrial slag is a
viable alternative for use on road pavements due to its strong compressive strength and
longevity as well.

The use of leftover materials in the making of road pavement has caught increased attention
in recent years because of growing environmental consciousness and the drive for more
environmentally conscious building techniques. Based on studies looking at the usage of

6
leftover materials in making road surfaces. Utilizing these waste materials might lessen the
need for conventional aggregates and cut down on the amount of rubbish dumped in landfills.

The waste materials function as modifiers, improving properties of asphalt and supplying
green technology with an environmentally friendly setting. The engineering qualities of
asphalt pavements are improved by using waste as an asphalt binder, which is also thought to
be a wise sustainable development strategy. Researchers have found that combining waste
with asphalt to create a pavement achieves the properties and performance of asphalt
mixtures while minimizing damage, failure, and deformation to the pavement [11]. This
strategy can reduce pollution and is economical, productive, cost-effective, and efficient.
Numerous studies have looked into the use of waste plastic in building supplies.

Recycled glass, for example, has been shown to have good mechanical properties, including
high compressive strength and good abrasion resistance. These properties make it a suitable
option for use in road pavement construction as a replacement for traditional aggregates.
Similarly, plastic waste has been found to have good mechanical properties and can be used
in road pavement construction as a replacement for traditional binding materials [12]. The
volume of plastic trash that would otherwise wind up in landfills can be decreased by using
plastic waste in the creation of road pavement.

Tires are another type of waste product that has been investigated for use in road pavement
construction. Tires have high compressive strength and durability, which make them suitable
for use as a replacement for traditional aggregates [13]. The use of tires in road pavement
construction can help to reduce the number of tires that would otherwise end up in landfills
and reduce the demand for traditional aggregates.

Industrial slag is another type of waste product that has been found to have high compressive
strength and durability. This makes it a suitable option for use in road pavement construction.
Industrial slag can help to lessen the need for conventional aggregates and the amount of
waste dumped in landfills by being used in the construction of road pavement. Recycled
glass, plastic debris, tires, and metallurgical slag can all be utilized as substitutes for standard
aggregates in road pavement construction, according to studies on the subject [14]. The use of
these waste products can help to reduce the demand for traditional aggregates, minimize
waste disposal, and promote more sustainable construction practices.

Additionally, the use of industrial slag in road pavement construction can also have a positive
impact on the environment, as it reduces the need for virgin materials and reduces the carbon

7
footprint associated with their production and transportation. The studies also suggest that the
use of waste products can help to reduce the overall cost of construction, as waste products
are often cheaper than traditional aggregates and can reduce the need for disposal costs.
Furthermore, using waste products in road pavement construction can help to conserve
natural resources, as fewer virgin materials are needed, and the amount of waste disposed of
in landfills is reduced [15].

It is important to note that while the studies show the potential benefits of using waste
products in road pavement construction, there is also a need for further research to assess the
long-term performance of these materials and to determine their suitability for use in different
types of roads, soil types, and climatic conditions. Additionally, it is essential to consider any
potential health and environmental concerns connected to the usage of waste materials and to
guarantee that the necessary safety precautions are taken to safeguard both the environment
and workers. Overall, the findings highlight the need for more investigation and research into
this interesting subject and offer encouraging evidence regarding the use of waste products in
the creation of road pavement.

In recent years, the building industry's contribution to the environment has come into closer
examination. As a result, there is gaining awareness in using waste materials to construct road
pavement as a means of enhancing industry sustainability [16]. There must be action made to
lessen the impact of the building sector, which consumes the most natural resources and
contributes significantly to environmental deterioration. The demand for renewable resources
and the amount of garbage disposed of can both be significantly reduced by the use of waste
products in the construction of road pavement, which will assist to lessen the construction
industry's negative environmental effects. The incorporation of waste materials into the
production of road paving can also assist a more sustainable supply chain, where recyclables
are used to create new products and reduce the demand for virgin materials. By promoting the
use of discarded materials in the manufacturing of road pavement, it is possible to reduce the
negative environmental consequences of the development business and to increase
sustainability in the industry [17].

Moreover, the use of waste products can also result in cost savings, as the use of traditional
aggregates can be reduced, and waste products that would otherwise end up in landfills can
be reused. The use of waste products can also have a positive impact on the economy, as the

8
recycling and reuse of waste products can create new job opportunities and support the
development of new industries.

Additionally, it is economically advantageous to employ waste materials for building road

pavement. Construction costs can be decreased, resulting in a large financial gain, by
lowering the demand for conventional aggregates and recycling waste materials that would
ordinarily be disposed of in landfills [18]. Additionally, the recycle and reuse of waste
materials can encourage the growth of new companies that are focused on the manufacturing
of recycled materials while also opening up new job opportunities. This can promote
economic expansion and generate fresh revenue streams, both of which can enhance a
community's general well-being. Additionally, the government can encourage the growth of a
circular economy, where resources are constant and waste is significantly lowered, thereby
promoting sustainable development and minimizing the environmental impact of the
construction industry, by encouraging the use of by products in road pavement construction.

In terms of performance, the use of waste products in road pavement construction has shown
promising results. Several studies have reported that the use of recycled glass, plastic waste,
tires, and industrial slag in road pavement construction has resulted in improved durability
and compressive strength. Furthermore, the use of waste products has also been shown to
have a positive impact on the skid resistance and ride quality of road pavements [19]. The
resistance to warping, fracturing, and permanent deformation, which is a major problem in
the construction of road pavement.

It is essential to consider the suitability of waste products in different climatic conditions and
soil types. For instance, the use of waste products may not be suitable in areas with heavy
rainfall or high humidity, as these conditions can affect the stability and durability of road
pavements [20]. In addition, the suitability of waste products in different soil types must also
be considered, as the suitability of waste products in road pavement construction may vary
depending on the soil type and the presence of contaminants.

The potential safety and health problems connected with the utilization of waste materials in
the construction of road pavement must also be considered. Tires in particular have sparked
worries about the potential release of hazardous compounds into the environment due to their
use. The health of personnel engaged in the building of highway pavements may also be at
risk due to the use of waste products.

9
Finally, it's crucial to consider how cost-effective it is to use waste materials when building
road pavement. If waste materials are costlier to manufacture or transport than conventional
aggregates, they may raise the expense of road paving even while their use may lessen the
requirement for natural resources. The feasibility of employing waste materials in the
construction of road pavement must be evaluated, as well as any potential trade-offs between
sustainable development and economic viability. In conclusion, using waste materials in the
construction of road pavement has the potential to lower the consumption of natural resources
and help to produce sustainable infrastructure.

In conclusion, the literature review revealed that the use of waste products in road pavement
construction has shown promising results in terms of performance and cost-effectiveness.
However, it is essential to consider the suitability of waste products in different climatic
conditions and soil types, and the potential environmental and health risks associated with
their use. The study aims to address these concerns and provide valuable insights into the use
of waste products in road pavement construction.

2.1. Identified Research gaps:

The use of crumb tyres in road pavement construction is an emerging area of research that
holds great promise for sustainable and cost-effective road construction. Crumb tyres, which
is obtained from recycled tires, is increasingly being used as an additive in asphalt concrete
mixtures due to its numerous benefits. These benefits include improved pavement
performance, reduced maintenance costs, and environmental sustainability.

However, despite the growing interest in the use of crumb tyres in road construction, there is
still a significant research gap in this field. While there have been several studies on the
properties and benefits of crumb tyres as a road material additive, there is still a need for
further research. Another research gap is the need for more extensive research on the
environmental impact and cost-effectiveness of using crumb tyres in road construction. While
the use of crumb tyres can potentially reduce waste and pollution associated with discarded
tires. Moreover, there is also a need for cost-benefit analyses that compare the use of crumb
tyres to traditional road construction methods. This information can help policymakers and
stakeholders make informed decisions on the feasibility and potential economic benefits of
using crumb tyres in road pavement construction.

10
In conclusion, the research gap in the use of crushed/powdered crumb tyres in road pavement
construction highlights the need for further investigation into this promising application of
recycled tire materials. Addressing these research gaps can help unlock the full potential of
crumb tyres as a sustainable and cost-effective road construction material [21].

3. Problem statement:

The construction of roads is a crucial aspect of infrastructure development in any economy.

Natural resources such as soil and aggregates are the primary materials used in road
pavement construction. However, the increasing demand for these resources is putting a
strain on the environment and natural habitats [22]. Moreover, the extraction of these
resources can lead to large-scale excavation and environmental degradation. Hence, there is a
need to investigate alternative materials that can be utilized for the reduction use of natural
resources in road pavement construction.

The construction industry is a significant contributor to waste generation, and finding ways to
manage and recycle waste materials is crucial for sustainable infrastructure development. The
use of waste materials in construction has gained attention in recent years, as it offers several
potential benefits, such as reducing waste and creating a more sustainable construction
industry. Crumb tires are one such waste material that has gained attention as a potential
solution for road pavement construction.

Crumb tyres are produced by grinding scrap tires into small pieces, typically between 2 and 6
mm in size. The resulting material can be used in a range of applications, including road
pavement construction. The use of crumb tyres in road pavement construction has several
potential benefits. For example, it can reduce the amount of waste generated by the tire
industry, reduce the demand for traditional aggregates, and provide a more cost-effective
alternative.

Despite the potential benefits, the feasibility of using crumb tyres in road pavement
construction remains largely unknown. While some studies have investigated the mechanical
properties of crumb tyres, there is still a lack of understanding of their suitability for use in
road pavements. This lack of research has hindered the wider adoption of crumb tyres in road
pavement construction.

Therefore, the problem statement of this study is to investigate the feasibility of using
crushed/powdered crumb tyres in road pavement construction and provide valuable insights

11
into their mechanical properties, cost-effectiveness, and environmental impact. The study
aims to address the research gap by conducting laboratory testing and field trials to determine
the mechanical properties of crumb tyres and compare their performance with traditional
aggregates used in road pavement construction. In addition, the study will also employ
qualitative research methods to gather information on the practicalities of using crumb tyres
in road pavement construction, including any technical challenges and the availability of the
material.

The findings of this study will contribute to the development of sustainable infrastructure in
the construction industry by providing valuable insights into the feasibility of using crumb
tyres in road pavement construction. The study's results will help inform decision-making in
the industry and support the wider adoption of crumb tyres in road pavement construction.
Additionally, the study will identify any gaps in the existing research and suggest areas for
future research to build a more comprehensive understanding of the potential and limitations
of using crumb tyres in road pavement construction.

The problem statement is the core of any research project and sets the foundation for the
entire proposal. The issue of natural resource depletion and environmental degradation has
become a major concern in recent times. Due to the massive use of mineral wealth, such as
gravel and rocks, in the building of highways, the construction area, in especially, has a
significant negative influence on the surroundings. Large-scale mining and damage to natural
habitats have resulted from the rising demand for these commodities. Hence, there is an
immediate need to find alternative materials that can reduce the use of natural resources in
road pavement construction.

The planned research project, which intends to examine the possibilities of employing
crushed mixed-powered waste materials in the construction of road pavement, is founded on
the problem statement. Road construction is a crucial component of infrastructure investment,
and pavement for roads is often built using mineral wealth like soil and aggregates. However,
the rapid depletion of these resources is a significant concern, as it puts a strain on the
environment and leads to environmental degradation.

The study project will investigate the use of substitute materials in the construction of road
pavement to lessen this issue. The waste products that will be studied include recycled
crushed glass, recycled plastic waste, industrial slag, recycled tires, coal combustion
products, and recycled concrete and masonry.

12
The research project will evaluate the suitability of these waste products as replacements for
traditional aggregates in road pavement construction. The theme of this study is to encourage
the development of sustainable infrastructure while minimizing the use of resources in the
production of road pavement. The study will contribute to the creation of more ecologically
friendly and sustainable building methods and offer insightful information regarding the
usage of waste materials in the construction of road pavement. By investigating the
possibilities for using broken and supercharged waste products in the creation of road
pavement, this study seeks to alleviate this issue. The study will evaluate the suitability of
these waste products as replacements for traditional aggregates in road pavement
construction.

To mitigate the bad effects of the construction industry on the surrounding, this research
proposal will specifically focus on finding alternative materials to traditional aggregates in
road pavement construction. The study will examine the potential of crushed and powered
waste products as replacements for natural resources such as soil and aggregates. The waste
products being evaluated include recycled crushed glass, recycled plastic waste, industrial
slag, recycled tires, coal combustion products, and recycled concrete and masonry.

This study has the ability to have a substantial environmental impact by identifying substitute
materials that can lower the use of natural resources and offer a more viable solution for
building roadways.

In order to make sure that the most recent discoveries are considered in the research, the
study will look into the most recent advancements in the field in 2018. The research will offer
recommendations on how to utilize solid waste in the road construction pavement while
being mindful of their impact on performance, pricing, health and environmental dangers,
and suitability in different climates and soil types. It is anticipated that the study will provide
informative data on the use of waste materials in the manufacturing of blacktop pavements
and contribute to the development of infrastructure in the construction industry.

3.1. Crumb Tyres

The use of crumb tires as a waste product in road pavement construction has gained
significant attention in recent years. Crumb tires are a byproduct of tire recycling processes,
in which scrap tires are shredded and ground into small pieces or powder. Crumb tyres
derived from tires has been used as an alternative material in various road construction

13
applications, including as a partial replacement for traditional aggregates in the production of
asphalt and concrete mixtures.

Crumb tyres has unique properties that make it suitable for use in road pavement
construction. It has good elasticity, which allows it to withstand deformation and cracks, and
it can improve the performance and longevity of road surfaces by increasing their resistance
to wear and tear. Additionally, crumb tyres have been shown to enhance the skid resistance of
road surfaces, making them safer for drivers.

The use of crumb tyres in road pavement construction also has environmental benefits. Tires
are a significant source of waste, and their disposal poses challenges due to their large size
and potential to cause environmental damage. Recycling scrap tires into crumb tyres provides
a solution to this waste problem and reduces the demand for traditional aggregates, which can
have negative environmental impacts from quarrying and transportation.

Research has been conducted to evaluate the effectiveness of crumb tyres in road pavement
construction. Studies have shown that the addition of crumb tyres to asphalt mixtures can
improve their mechanical properties and durability, resulting in longer-lasting road surfaces.
Furthermore, the use of crumb tyres has been found to reduce road noise, which can have
positive impacts on nearby communities.

Despite the benefits of crumb tyres, there are also some challenges associated with its use.
One of the main challenges is the variability of the material, as the properties of crumb tyres
can vary depending on the tire source and recycling process used. This variability can make it
difficult to achieve consistent performance and quality of road surfaces produced using
crumb tyres.

Another challenge is the cost of producing crumb tyres and incorporating it into road
pavement construction. While the use of crumb tyres can provide cost savings over the long-
term through increased road longevity and reduced maintenance costs, there are initial
expenses associated with the collection, processing, and transportation of scrap tires and the
production of crumb tyres.

In conclusion, the use of crumb tyres derived from scrap tires in road pavement construction
has the potential to provide numerous benefits, including improved road performance,
environmental benefits, and cost savings over the long-term. While there are challenges
associated with the variability and cost of the material, continued research and development

14
of crumb tyres use in road construction can help to address these challenges and expand the
adoption of this innovative material.

4. Research Methodology:

The proposed study aims to investigate the feasibility of using crushed/powdered crumb tyres
in road pavement construction, employing a mixed-method research methodology that
combines both quantitative and qualitative approaches. The study will begin with a thorough
literature review of recent advances in the use of waste materials in road pavement
construction to establish the current knowledge and understanding of the field, identify
research gaps, and inform the study's aims and research questions.

To determine the mechanical properties and suitability of crumb tyres for use in road
pavements, laboratory testing conducted. The testing will include determining the
compressive strength, tensile strength, and abrasion resistance of the crumb tyre material, as
well as its performance in different climatic conditions and soil types. The findings will be
compared with traditional aggregates used in road pavement construction to evaluate the
potential benefits of using crumb tyres.

4.1. Research questions

To address the research gaps identified in the literature review, a set of research questions
have been developed to guide the study. These research questions will help to provide more
detailed insights into the use of crumb tyres in road pavement construction and help to fill the
gaps in the existing knowledge. The following research questions have been identified:

1. What is the optimal proportion of crumb tyres to be used in concrete mixtures for
road pavement construction?
One of the key research questions related to the use of crumb tyres in road pavement
construction is determining the optimal proportion of crumb tyres to be used in base
course mixtures. This question is important because using too much or too little
crumb tyres can negatively affect the performance and durability of the pavement.
Therefore, it is essential to determine the right balance of crumb tyres and other
materials in the asphalt mixture to achieve the desired benefits while maintaining
pavement performance.

2. How does the use of crumb tyres affect the mechanical properties and performance of
aggregate mixtures for road pavement construction?

15
 Another important research question related to the use of crumb tyres in road
pavement construction is understanding how it affects the mechanical properties and
performance of the asphalt mixtures. For example, crumb tyres can improve the
elasticity and flexibility of asphalt mixtures, but it can also affect the stiffness, fatigue
resistance, and rutting resistance of the pavement. Therefore, it is crucial to
investigate the effects of crumb tyres on various mechanical properties of the
pavement to optimize its use.

3. What is the long-term durability and performance of crumb tyres aggregate

pavements in comparison to traditional road construction methods?
A significant research question related to the use of crumb tyres in road pavement
construction is determining the long-term durability and performance of crumb tyres-
modified asphalt pavements in comparison to traditional road construction methods.
Although crumb tyres-modified asphalt pavements have shown improved
performance in the short term, it is essential to investigate their long-term
performance and durability, such as resistance to cracking, ravelling, and rutting, to
determine their sustainability and cost-effectiveness.

4. What is the environmental impact of using crumb tyres in road pavement

construction, and how does it compare to traditional road construction methods?
Another important research question related to the use of crumb tyres in road
pavement construction is understanding its environmental impact and comparing it to
traditional road construction methods. For example, using crumb tyres can potentially
reduce the environmental impact of discarded tires, but it can also have other
environmental consequences, such as increased energy consumption and emissions
during production and transportation. Therefore, it is essential to investigate the life
cycle environmental impacts of using crumb tyres in road construction and compare it
to traditional road construction methods.

5. What is the cost-effectiveness of using crumb tyres in road pavement construction,

and how does it compare to traditional road construction methods?
Finally, a critical research question related to the use of crumb tyres in road pavement
construction is determining its cost-effectiveness and comparing it to traditional road
construction methods. While using crumb tyres can potentially reduce maintenance
costs and extend pavement life, it can also increase initial construction costs.

16
 Therefore, it is crucial to investigate the cost-effectiveness of using crumb tyres in
road construction and compare it to traditional road construction methods to help
inform decision-makers and stakeholders in the road construction industry.

4.2. Testing Method

The study's testing phase included field experiments to gauge the crumb tire material's
performance in actual use and laboratory test (CBR, LA Abrasion and Water Absorption
Test) to gauge its mechanical characteristics. The subsequent testing techniques used are:

4.2.1. Equipment Measurement and Weight:

Figure 3: Equipment measurement and weight

To achieve precise and trustworthy findings, the testing apparatus, specimens, and other
related equipment were all meticulously measured and weighed before the tests.

4.2.2. Normal CBR Test without Adding Crumb Tire:

Standard specimens of conventional aggregates utilized in the building of road paving
pavement were used for the California Bearing Ratio (CBR) test. The baseline measurement
from this test was used to compare the samples from the crumb tires.

4.2.3. CBR Test with Crumb Tire Addition:

Three separate sets of specimens were created, each of which had a different weight
proportion of crumb tires. The amounts of crumb tyre content employed were 3 %, 5 %, 10
%, and 20 %, with standard aggregates making up the remainder.

4.2.4. Water Absorption Test

Sample were weighed and immersed in water in room temperature in a wire mesh bucket and
left in water for 24 hours. The sample is then removed and dried with absorbent cloth. This

17
dried sample is weighed and recorded as W1. The aggregate is then oven dried and the sample
of oven-dried sample is weighed and recorded as W 2. Water absorption is calculated as
difference of these two recorded weights expressed as percentage of oven-dried weight (W2).

4.3. Data Analysis

Using quantitative data analysis methods, the information gathered from laboratory tests,
field studies, interviews was reviewed to establish the effectiveness and cost-efficiency of
using crumb tires to create road pavement. We investigated the possibility and potential
advantages of employing crumb tires as pavement reinforcement.

4.3.1. Quantitative Analysis:

The quantitative analysis aimed to evaluate the crumb tyre material's compressive strength,
tensile strength, and abrasion resistance. The performance of the crumb tire material to
common aggregates that are frequently used in the construction of road surfaces could be
more easily compared thanks to this experiment [23]. The purpose was to weigh the benefits
and drawbacks of utilizing crumb tires on paved roads.

4.3.2. Presentation of Results:

The results of the data analysis were organized and laid out understandably. The outcomes of
the quantitative investigation were presented using graphs, mean values, standard deviations,
and other appropriate measurement methods. The key conclusions were graphically
represented using tables, graphs, and charts.

5. Testing and Results:

5.1. California Bearing Ratio (CBR) Test:

5.1.1. Introduction:
Developed by California State Highway Department for evaluation of the strength of
subgrade soil and other pavement materials with the purpose of design and construction of
flexible pavements, the California Bearing Ratio (CBR) test provides a measurement of
resistance to penetration of pavement material. The major process of CBR test is creating a
penetration at the rate of 1.25 mm per minute using a cylindrical plunger having a diameter of
50 mm. At a penetration of 2.5 mm and 5.0 mm, the loads required to cause corresponding
penetration are recorded and the CBR value of test material is evaluated in terms of

18
percentage of standard load value of a standard material. A standard material sample is tested
for aforementioned penetration level in order to establish the standard load values.

Penetration, mm Standard load, kg

2.5 1370

5.0 2055

7.5 2630

Standard load values of CBR test for crushed stones

Table 8-1: Standard load values of CBR test

5.1.2. Apparatus used in CBR Test:

The CBR apparatus consists of a loading machine having a moveable base or head that
allows the plunger to penetrate the specimen kept at the rate of 1.25 mm/minute.

5.1.2.1. Moulds:
A cylindrical mould having 50 mm internal diameter and 175 mm height in combination with
detachable perforated base plate of diameter 235 mm and thickness 10 mm a and a detachable
collar of 60 mm height. The weight of the mould is 3.84 kg, as shown.

Figure 4:Moulds and Weight (Apparatus for CBR Test)

19
The weight of the mould is 3.84 kg, as shown. A metal weight of weight 4.89 kg is used to
compact the sample by dropping it from a height of 450 mm.

5.1.3. Procedure for CBR Test:

5.1.3.1. Specimen Preparation:

Figure 5: Specimen Preparation

Aggregates of size 20 mm were used for the tests. Various mix proportions of crumb tyres
were used in the aggregate making 5 different samples having different percentage of crumb
tyre. These specimens filled into the mould in three steps. First one-third of the mould is
filled, then hammered with the weight and then the process is repeated for next two steps to
completely fill the mould.

Table 1: Sample and tyre crumb percentage composition

Sampl
% of Tyre Crumb
e

A 0%

B 3%

C 5%

D 10 %

E 20 %

20
5.1.3.2. Penetration Testing:
After preparation of each specimen, they were kept in the penetration testing machine. In
order to prevent upheaval of sample. 2.5 kg annular weight was placed on the sample surface
before keeping the plunger. The penetration resistance of the specimens was measured as the
amount of load required for the specimen to be penetrated by 50 mm diameter plunger into
the specimen at the rate of 1.5 mm per minute. The load required to make the corresponding
penetrations were measured and recorded.

Figure 6: Penetration Testing

5.1.3.3. Observations and recording:

5.1.3.3.1 Normal CBR Test without using crumb tyre:
Pure aggregates (0 % tyre mix) were taken as the first specimen. Following the procedure,
penetration tests were performed in the sample and the observations were recorded. This
observation serves as the baseline for the all the comparison between the samples with
different tyre mix proportion and the regularly used aggregates in road pavement
construction.

21
5.1.3.3.2 CBR Test using 3 % crumb tyre:
Aggregates with 3 % crumb tyre were taken as the second specimen. Following the above
procedure, penetration tests were performed in the sample and the observations were
recorded.

Certain increase in the resistance against penetration of the aggregate specimen can be clearly
seen in this sample as the load required to make the same depth of penetration in the sample
as the normal aggregate has a huge difference in magnitude.

Figure 8: Tests for 5 % mix

5.1.3.3.3 CBR Test using 5 % crumb tyre:

22
Aggregates with 5 % crumb tyre were taken as the third specimen. Following the
aforementioned procedure, penetration tests were performed in the sample and the
observations were recorded.

The trend of increasing resistance continued in the mix proportion of 5 % tyre for 2.5 mm
penetration. But as the penetration level increases, the difference seemed to be lowering as at
5 mm penetration, the load required is lesser than that in 3 % mix.

Figure 9: Observation on aggregate mix with 5 % tyre

5.1.3.3.4 CBR Test using 10 % crumb tyre:

23
Aggregates with 10 % crumb tyre were taken as the fourth specimen. Following the
aforementioned procedure, penetration tests were performed in the sample and the
observations were recorded.

Figure 10: Observation on aggregate mix with 10 % tyre

The trend of increasing resistance is no longer going on in this mix. The load required to
make a penetration of both, 2.5 mm as well as 5 mm has decreased from what it was for 5 %
mix. Further increase in penetration required relatively lesser force than that in previous
samples.

5.1.3.3.5 CBR Test using 20 % crumb tyre:

Aggregates with 20 % crumb tyre were taken as the fifth specimen. Following the
aforementioned procedure, penetration tests were performed in the sample and the
observations were recorded.
24
The trend of decreasing resistance continues form 10 % mix to 20 % mix. The load required

Figure 11: Observation on aggregate mix with 20 % tyre.

to make a penetration of both, 2.5 mm as well as 5 mm has decreased further from what it
was for 10 % mix. Further increase in penetration required relatively lesser force than that in
previous A metal weight of weight 4.89 kg is used to compact the sample by dropping it from
a height of 450 mm.

5.1.4. Observations and Calculations:

5.1.4.1. Recording:
Following are the readings recorded from the experiments:

Table 2 Recorded observation of the penetration test

Sample % mix Penetration Load Load

25
 (mm) (N) (kg)

2.5 40 4.08

A 0 5 945 96.33

7.5 2520 256.88

2.5 195 19.88

B 3 5 2525 257.39

7.5 5350 545.36

2.5 310 31.60

C 5 5 1290 131.50

7.5 3465 353.21

2.5 290 29.56

D 10 5 1035 105.50

7.5 3105 316.51

E 20 2.5 275 28.03

5 935 95.31

7.5 2150 219.96

5.1.4.2. CBR Value Calculation:

The CBR value of the specimen were calculated using following equation:

Where, Pt = load corresponding to certain penetration in sample.

Ps = Standard load for same penetration.

The calculated CBR values for each penetration and the CBR to be taken as the design value
of the samples are tabulated below. For design value of the sample, we take the highest
among the CBR value of 2.5 mm, 5 mm and 7.5 mm penetration. The standard load for 2.5
mm, 5 mm and 7.5 mm penetration are 1370kg, 2055 kg and 2630 kg respectively.

26
Table 3: CBR Value of Samples

Sampl % Penetration Load Load CBR Value CBR Value

e mix (mm) (kg)

(N) (Calculated) [ %] (Design Value) [ %]

2.5 40 4.08 0.30

A 0 5 945 96.33 4.69 4.69

7.5 2520 256.88 9.76

2.5 195 19.88 1.45

B 3 5 2525 257.39 12.53 12.53

7.5 5350 545.36 20.73

2.5 310 31.60 2.31

C 5 5 1290 131.50 6.40 6.40

7.5 3465 353.21 13.43

2.5 290 29.56 2.16

D 10 5 1035 105.50 5.13 5.13

7.5 3105 316.51 12.03

2.5 275 28.03 2.05

E 20 5 935 95.31 4.64 4.64

7.5 2150 219.16 8.33

27
5.1.4.3. Load-Penetration Graph

Load-Penetration Graph for 0 % Tire mix

Load-Penetration Graph for 3 % Tire mix

Load-Penetration Graph for 5 % Tyre mix

Load-Penetration Graph for 10 % Tire mix:

Load-Penetration Graph for 20 % Tire mix

28
 500
450
400
350
300

Load, kg
250
200
150
100
50
0 Sample A Sample B Sample C Sample D
0 1 2 3 4 5 6 7 8
Sample E
Penetration, mm

Figure 12: Load-Penetration Curve for various mixes

5.1.5 Results of CBR Test:

In the table 3 of CBR sample calculations, we have worked on the assessment of five distinct
sample mixes denoted as A, B, C, D, and E, each characterized by varying proportions of
crumb tire content. The table details essential parameters for each sample, notably the depth
of penetration (in millimetres), the corresponding load necessary to obtain that depth
(measured in Newtons), the CBR value made at the specific penetration point, and the design
CBR value, specifically focused on a penetration depth of 5 mm.

In sample A, there is no crumb tire mix, and the results show a notable disparity between the
calculated CBR values and the design CBR value at 5 mm penetration. At a depth of 2.5 mm,
the load requirement was 40 N, yielding a calculated CBR value of 0.30%, which is
significantly below the design target of 4.69%. As the penetration reached 5 mm, the load
substantially increased to 945 N, resulting in a calculated CBR value of 4.69%. At 7.5 mm
penetration, the load continued to rise, reaching 2520 N, and the calculated CBR value
climbed to 9.76%. Moving on to Sample B, with a 3% crumb tire mix, similar deviations
from the design CBR value were observed. At 2.5 mm penetration, the load registered at 195
N, resulting in a calculated CBR value of 1.45%, which fell well below the design value of
12.53%. However, at 5 mm penetration, the load increased dramatically to 2525 N, leading to
a calculated CBR value of 12.53%. At 7.5 mm penetration, the load further intensified,
reaching 5350 N, and the calculated CBR value reached 20.73%.

29
Sample C, with a 5% crumb tire mix, exhibited a similar trend. At 2.5 mm penetration, the
load stood at 310 N, resulting in a calculated CBR value of 2.31%, which was below the
design CBR value of 6.40%. As the penetration increased to 5 mm, the load rose to 1290 N,
resulting in a calculated CBR value of 6.40%. At 7.5 mm penetration, the load further
increased to 3465 N, yielding a calculated CBR value of 13.43%. Sample D, containing 10%
crumb tire mix, displayed a comparable pattern. At 2.5 mm penetration, the load was 290 N,
resulting in a calculated CBR value of 2.16%, below the design CBR value of 5.13%. At 5
mm penetration, the load reached 1035 N, producing a calculated CBR value of 5.13%. At
7.5 mm penetration, the load further intensified to 3105 N, with the calculated CBR value
equal to 12.03%. Finally, Sample E, with a 20% crumb tire mix, showed a similar
relationship between penetration depth, load, and CBR values. At 2.5 mm penetration, the
load was 275 N, leading to a calculated CBR value of 2.05%, below the design CBR value of
4.64%. At 5 mm penetration, the load increased to 935 N, leading to a calculated CBR value
of 4.64%. At 7.5 mm penetration, the load further reached to 2150 N, and the calculated CBR
value reached 8.33%.

These results collectively highlights the influence of crumb tire content on subgrade strength,
with higher percentages generally linked with improved CBR values. Nonetheless, it's
important to recognize that specific crumb tire ratios may be required to meet or exceed
design expectations, and the findings hold practical importance for informed decision-making
in construction projects.

The results obtained from the CBR (California Bearing Ratio) tests give valuable insights
into the influence of variation in percentages of crumb tire mix on subgrade strength. These
findings have results for construction projects and can guide decisions on the choice of
subgrade materials [24]. Firstly, it is confirmed from the results that increasing the percentage
of crumb tires in the samples generally results in higher CBR values. This is a crucial
observation as it indicates an enhancement in subgrade strength. The CBR value works as a
significant indicator of a subgrade's load-bearing capacity, and higher CBR values are
normally desirable for construction purposes. However, it's worth noting a notable aspect of
the results.

Some samples with crumb tire percentages below 10% still fell short of the design CBR
values at a penetration depth of 5 mm. This finding suggests that while the addition of crumb

30
tires generally improves subgrade strength, there may be a threshold percentage below which
the desired CBR values may not be achieved. This is an essential consideration for selecting
the appropriate subgrade materials for construction projects. For detailed examination, we
can look at the results of some samples in the testing. For sample B, which contained a 3%
crumb tire mix, displayed a remarkable increase in CBR values as penetration depth
increased. These values not only surpassed the design expectations but also indicated the
potential for substantial improvements in subgrade strength with a relatively small crumb tire
content. Similarly, for sample C, with a 5% crumb tire mix, also exhibited improved CBR
values, particularly at a penetration of 7.5 mm. These results suggest favourable subgrade
conditions and support the idea that crumb tire inclusion can be beneficial. In addition,
sample D demonstrated an increase in CBR values, though they did not quite reach the
expected levels at a penetration of 5 mm. Nevertheless, the proximity of these values to the
design expectations implies that a 10% crumb tire mix might be a practical choice for
projects aiming for specific CBR targets. Sample E showcased enhanced CBR values, albeit
slightly below the design values at 5 mm penetration. This outcome suggests that a higher
crumb tire percentage can indeed further improve subgrade strength.

These findings collectively indicate that the crumb tires can enhance subgrade strength.
However, the precise percentage required to meet design expectations varies, with higher
crumb tire percentages generally resulting in better CBR values. These insights are invaluable

14
12.53
12

10
CBR Value

8
6.4
f(x) = − 0.163433931484502 x + 7.92009787928222
6 R² = 0.146111314699493 5.13
4.69 4.64
4

0
0 2 4 6 8 10 12 14 16 18 20 22

% Mix

for informed decision-making in construction projects, where the selection of subgrade

materials can significantly impact project success and cost-effectiveness. Careful

31
consideration of these results can help in tailoring the choice of subgrade materials to meet
specific project requirements and goals.

From the results above, we can see that the CBR value shows a significant rise in the 3 % mix
sample and then has a decreasing trend on further increase of the mix proportion of crumb
tyres. Based on this result, we can say that the optimum amount of tyre mix for the pavement
lies in between 3 % mix and 5 % mix. The specimen showed excellent resistance to the
penetration force of the plunger within this range of mix. While other mixes also have a CBR
value higher than that of normal aggregate, this 3 - 5 % range has the potential to be the most
efficient mix proportion for strengthening the road pavements. Based on all these results and
findings, we can, with no doubts, say that adding crumb tyres to the aggregate mix has
resulted into a significant rise in strength of the aggregate mix, and can help in making
stronger and more sustaining roads.

It is clear that the CBR Value of sample B, with 3 % mix of crumb tyre has the highest value
of CBR. This means that this mix has the highest load to penetration value. CBR value shows
an increasing trend from 0 to 3 % mix. Thus, based on this result, we can consider 3 % mix as
the best suited mix proportion of crumb tyre in the pavement structure.

The thickness of pavement required when using this crumb tyre mix is inversely proportional
to the CBR value. Thus, the sample B will require least pavement thickness compared to
other samples. It also results in reduction of materials required as the overall volume
requirement will reduce due to the reduction in thickness. Thus, from both strength and
economy, Sample B can be considered most viable option. However, in the samples after 3
%, this value has a declining trend. In the sample containing 5 % and 10 % mix, the CBR
values are still greater than the normal aggregates, so, we can still consider them as possible
alternatives, because CBR test alone cannot be taken as the main decision-making criteria.

5.2. Water Absorption Test

This is another test conducted in addition to CBR test. This test helps us study about the
internal structure of the aggregate mix and provide an overview of efficiency of the pavement
in humid conditions. It is explained in detail along with the data recorded in the sub-section
below.

32
5.2.1. Introduction:
Water absorption provides a general indication about the porosity of aggregates and their
internal structure. Higher water absorption indicates higher porosity whereas lower indicates
a lower porosity [25]. In case of asphalt mix, increase in porosity of aggregate results in water
entering the mix and taking up space ultimately increasing the binder absorption, and
resulting in dryness and decrease in cohesion of the asphalt mix.

5.2.2. Apparatus Used

Wire mesh Bucket was used to keep the sample immersed in water for 24 hours. Mass were
weighed using an electronic balance and oven was used for drying of the wet sample.

5.2.3. Specimen Preparation

For this test, five different types of samples having different mix proportions were prepared
in a similar manner as mentioned in above (except the use of mould).

5.2.4. Procedure for Water Absorption Test

This test was conducted based on the procedure mentioned in the Australian Standards AS
1141.6.1 (2000). For this test, we measured the amount of water that was absorbed by the dry
sample having various mix proportion of crumb tyre. In order to do so, we first immersed the
sample into water. The sample was then taken out and weighed after surface drying using
water absorbent cloth. The sample was then kept dried in oven at 110 °C and weighed again
to get the

33
dry mass. These mass data were recorded and water absorption was calculated as:

Wet mass−Dry Mass

Water absorption %= ×100 %
Dry Mass

Figure 13 : Water Absorption Test

5.2.5. Observations and Calculation:
The mass of different samples and their calculated water absorption values are tabulated
below:

Table 4: Result of Water Absorption test on Different Mix Samples

34
 Wet mass after Dry Mass Water
Sample % Mix
immersion in after oven Absorptio
Name of Tyre
water (gm) drying (gm) n ( %)

A 0 2079.5 2014 3.25

B 3 2099.1 2034.7 3.17

C 5 2131.9 2062.1 3.38

D 10 2168.4 2098.2 3.35

E 20 2221.1 2141.2 3.73

5.2.6. Result:
In the table 4, we have comprehensive data pertaining to five distinct sample mixes, each
denoted as A, B, C, D, and E, with distinguishing percentages of crumb tire content
incorporated into the samples. The table notably features information regarding the wet mass
of these samples after immersion in water, measured in grams, the subsequent dry mass
achieved following oven drying, also in grams, and the consequential water absorption
percentages, which are pivotal for understanding the moisture-related characteristics of these
materials.

Sample A represents a reference point with a 0% mix of crumb tires where the results reveal
a clear picture. After immersion in water, the sample had a wet mass of 2079.5 grams, and
subsequent oven drying reduced this to a dry mass of 2014 grams. The water absorption
percentage calculated for this sample stood at 3.25%, providing a baseline for comparison
against the other sample mixes. Sample B, featuring a 3% mix of crumb tires, exhibited
similar trends. Post-immersion, the sample's wet mass measured 2099.1 grams, which,
following the drying process, yielded a dry mass of 2034.7 grams. The calculated water
absorption percentage for this mix was slightly lower at 3.17%, suggesting that even a
minimal addition of crumb tire content can mitigate water absorption. Sample C, with a 5%
mix of crumb tires, displayed a distinctive pattern. After immersion in water, the sample's wet
mass increased to 2131.9 grams, and subsequent drying reduced it to 2062.1 grams. The
water absorption percentage for this mix was 3.38%, indicating that a higher crumb tire
content led to a minor increase in water absorption compared to the reference Sample A.

35
Moving on to Sample D, incorporating a 10% mix of crumb tires, the data showed consistent
trends. Following immersion, the wet mass was measured at 2168.4 grams, and the drying
process reduced this to 2098.2 grams. The water absorption percentage for this sample was
3.35%, reaffirming the stability of water absorption percentages within the range of 3% to
3.4%. Lastly, Sample E, with a substantial 20% mix of crumb tires, displayed distinctive
characteristics. After immersion, the sample's wet mass significantly increased to 2221.1
grams. Subsequent drying brought the dry mass down to 2141.2 grams, resulting in the
highest water absorption percentage of all the samples at 3.73%. This finding underline that a
higher crumb tire content tends to intensify water absorption, offering a clear contrast to the
reference Sample A.

These results give a clear understanding of the water absorption properties of these sample
mixes with different percentages of crumb tire content. The data are vital for making
informed decisions in construction and engineering, where materials that show low water
absorption are often preferred due to their enhanced durability and long-term performance in
moist conditions. Careful analysis of these findings is vital for material selection, tailored to
meet specific project requirements and objectives [26]. The results showed in this study offer
significant insights into the water absorption characteristics of subgrade materials, each
containing different percentages of crumb tire content. This exploration of the data displays a
notable relationship between crumb tire content and water absorption, with a few key
observations. Foremost, there is a discernible trend where an increase in the percentage of
crumb tire content corresponds to a higher water absorption percentage. This pattern is
confirmed in Sample E, which boasts the highest crumb tire content at 20% and demonstrates
the highest water absorption percentage at 3.73%. In contrast, Sample A, devoid of any
crumb tire mix (0%), displays the lowest water absorption percentage at 3.25%. This
association highlights the significant influence of crumb tires in augmenting the water
absorption capacity of the subgrade materials. The understanding of crumb tires enhances the
material's ability to retain moisture, a critical factor to consider in construction projects.
Notably, the differences in water absorption percentages among the several samples are
relatively modest, falling within the range of 3.17% to 3.73%. While the percentage of crumb
tire mix does impact water absorption, the variations are not extreme. This finding suggests
that the addition of crumb tire content can offer a degree of moisture resistance without
dramatically cooperating the material's structural integrity. The test result shows a high value
for all samples which is higher than the standard Australian limits. Thus, from the water

36
absorption point of view, the use of given aggregates is not feasible for pavement
construction. However, if these aggregates are to be employed, the 3 % mix is the most
feasible sample as it has the least water absorption (lesser than the virgin aggregates) among
all samples.

3.80 3.73
3.70
f(x) = 0.0253828580480333 x + 3.18298954255101
3.60 R² = 0.843837055520704
Water Absorption ( %)

3.50
3.38
3.40 3.35
3.25
3.30
3.20 3.17

3.10
3.00
2.90
2.80
0 2 4 6 8 10 12 14 16 18 20

% Mix

Figure 14: Regression Graph for Water Absorption Data

The Australian Standard has made the allowable water absorption limit to 2 %, but all
samples in our test, such as the virgin aggregates have a value above the allowable limit. So,
we need to find a better alternative in terms of water absorption, as the pavement will have
more porosity and the asphalt may also not be as adhesive as it needs to be, which can have a
significant effect on the pavement’s performance. However, if we talk about the water
absorption of pure aggregates with 0 % mix of crumb tyres, we can consider the 3 % mix to
be the best-suited alternative to normal aggregates. This is because the sample has the least
water absorption compared to all other samples. After the 3 % mix, the water absorption can
be seen to have an increasing trend. Thus, this sample will have the least porosity, and the
highest adhesion in the asphalt. We can consider this mix as the most feasible option will be
the 3 % mix, as it is also the mix with highest CBR Value.

From a practical standpoint, these results contain substantial implications for construction and
engineering projects. A higher water absorption percentage may imply a heightened
susceptibility to moisture, which, in turn, could affect the long-term durability and overall

37
performance of the subgrade material [27]. A lower water absorption percentage may be
preferred in situations where moisture resistance is paramount, such as regions with high
groundwater levels or areas subject to heavy rainfall. These findings provide vital data that
can guide the selection of subgrade materials with varying crumb tire content. They
highlights the necessity of a meticulous assessment of water absorption characteristics when
choosing materials for construction projects. These selections must be aligned with the
project's unique needs and the specific environmental conditions it will face. The relatively
minor fluctuations in water absorption percentages among the samples give the need for a
thoughtful balance between structural strength and moisture resistance, ensuring materials are
tailored to meet project-specific demands effectively.

5.3. Modified LA Abrasion test

Wear testing is a material testing technique in a variety of industries, including construction,

manufacturing, engineering, aerospace and mining. Analyzes the material's ability to
withstand mechanical friction and abrasion during daily use or extreme environments.
Durable strength ensures stable and long-lasting performance [28]. This test is important for
applications that require robust materials. It is also necessary for road wear because
aggregates and pavements often experience significant wear due to high volumes of traffic.

This study uses a Los Angeles (LA) abrasion test. It was modified to evaluate the abrasion
resistance of pavement material. LA tests are widely used to determine hardness and wear
properties. In this test, the sample is subjected to the rotating action of steel balls in a rotating
drum. The sample is sieved on a sieve of the specified size and the percentage of weight lost
during the test indicates the abrasion resistance. In this study, we modified the standard LA
test method.

5.3.1. Apparatus Used:

A 2.00 mm sieve and weighing balance are the major apparatus required for the test.

5.3.2. Sample Preparation:

5 types samples with 0 %, 3 %, 5 %, 10 % and 20 % mix of crumb tyres were prepared and
named as Sample A, B, C, D and E respectively.

5.3.3. Procedure for modified LA Abrasion Test:

In the modified LA wear test method, aggregated and fragmented rubber mixture samples
were obtained first. The samples were washed thoroughly, dried in an oven for 2 h, and

38
placed in a mechanical LA drum. The drum made a series of revolutions as the abrasive force
of the steel balls was released. Samples were taken in three layers for a total of 26 times to
compare exposure to continuous rolling. It is then sieved with a 2.00 mm sieve, and the
percentage of weight loss indicates resistance to abrasion. To determine the weight retained
after dressing, the samples were dried in an oven for 24 hours to remove the remaining
moisture before measuring the final weight.Comparison of the weight before and after the
explosive test shows the loss due to wear. By measuring the ratio, you can analyze the
amount of wear resistance. It depends on the content of crumb rubber. Less weight loss
means more wear resistance. By testing five different mixing ratios, it can be determined
whether crumb rubber improves pavement abrasion resistance.

The LA abrasion test is a method adopted here with method modifications to analyze
different dressing materials. Using waste rubber as an additive can be beneficial for both the
environment and the economy. However, compatibility should be evaluated by resistance to
abrasion and other mechanical properties, approach to sustainable and circular
manufacturing. However, different types of rubber will reduce performance or long-term
performance. This is why laboratory testing and simulated wear conditions are essential
before evaluating effectiveness in the field. Finding the optimal mixing ratio to improve
crumb rubber in certain properties such as wear resistance without affecting other
requirements is the ultimate goal. tires against high wear stresses due to contact with the road
surface. When it comes to you, start with the basics, like breaking the dress code. Aggregates
mixed with crumb rubber must be able to withstand strong wind forces over time through
environmental awareness and continuity. The material testing methods used in ceramic
rubber enhance the integration of standard wear resistance technologies into new and non-
conventional composite mat solutions. Before accepting demolition waste, you must
demonstrate your technical knowledge and good for the construction, like this study. Check
carefully. The LA wear filter has been modified. However, certification can promote the
adoption of sustainable products that support recycling and circularity. The examples here,
with different proportions of scrap rubber, show whether additives from scrap tires enhance
wear resistance or performance. . Comparison of the model with existing aggregates will
determine whether abrasion resistance levels are maintained. Effectiveness depends on
optimizing the rubber content without weakening important mechanical properties.
Establishing compatibility is only the first step, which includes further evaluation of strength,
stiffness, access, etc. as needed. We offer international validation through long-term field

39
testing. Widespread implementation still requires quality testing and significant policy
development, but demonstrating effectiveness through a controlled resource trial is a first
sign of commitment that is critical to further investment [29].

Reuse, recovery and recycling in waste processing. It is important to move slowly into the
life cycle. Sustainable development. However, when materials are disposed of or considered
end-of-life, they must demonstrate their continued usefulness and a test method must exist to
verify new applications. It's like adding worn tires to make a durable road surface. Through
scientific analysis and new technologies, it shows how waste from one industry can become a
valuable resource for another.

The LA Abrasion Value is then calculated and expressed in terms of percentage loss as:

Initial Mass−Final Mass

Loss= ×100 %
Initial Mass

5.3.4 Observations and Calculations

Final mass
after LA
Sample % Mix Initial mass of
compaction Abrasion
Name of Tyre the sample (gm)
and drying Value ( %)
(gm)

A 0 1993.1 1896.6 4.84

B 3 2029 1921.5 5.3

C 5 2050.2 1938.5 5.45

D 10 2122.8 2054.9 3.2

E 20 2192.1 2108.7 3.8

5.3.5 Results and Discussion

The given table provides a detailed overview of the results for five distinct sample mixes,
denoted as A, B, C, D, and E, each denoted by varying percentages of crumb tire content.
These results focus on important parameters, such as the initial mass of the sample (measured
in grams), the final mass following compaction and drying, and the LA (Los Angeles)
Abrasion Value, expressed as a percentage. From the Sample A, which featured no crumb tire

40
mix (0% mix), the initial mass of the sample was measured at 1993.1 grams. Then, the final
mass is reduced to 1896.6 grams that shows a loss of 4.84%. This loss in mass works as an
indicator of abrasion susceptibility, where a higher percentage displays greater wear and
reduced resistance to abrasion [30]. Sample B had the initial mass of 2029 grams. After the
works of compaction and drying, the final mass was decreased to 1921.5 grams that led to a
slightly higher loss of 5.3%. This uptick in the loss of mass in comparison to Sample A
implies that the inclusion of a 3% crumb tire mix may result in a slightly reduced resistance
to abrasion. In sample C, the initial mass of the sample was measured at 2050.2 grams. The
final mass decreased to 1938.5 grams, showed a loss of 5.45%. This increased loss further
shows the notion that the addition of crumb tire content may aid to a reduction in abrasion
resistance. Sample D demonstrated an initial mass of 2122.8 grams. After compaction and
drying, the final mass was 2054.9 grams, with a comparatively minimal loss of 3.2%. This
finding implies that the 10% crumb tire mix offers improved resistance to abrasion compared
to the lower percentage mixes, as shown by the reduced loss in mass. Sample E, which
contained a 20% crumb tire mix, started with an initial mass of 2192.1 grams. After the
compaction and drying process, the final mass was decreased to 2108.7 grams, resulting in a
loss of 3.8%. This outcome suggests that the 20% crumb tire mix provides improved
resistance to abrasion compared to the lower percentage mixes.

These results make the emphasis on the impact of crumb tire content on abrasion resistance.
The findings imply that, in general, an increase in the percentage of crumb tire content
contributes to improved abrasion resistance, with the most substantial enhancements
observed in samples with higher crumb tire percentages. These insights are very important for
construction projects, aiding in the selection of materials that offer the desired abrasion
resistance while considering specific project requirements and objectives [31]. Sample A,
without any crumb tire mix, experienced a 4.84% loss in mass after compaction and drying,
indicative of its vulnerability to abrasion. As we progress to Sample B, featuring a 3% crumb
tire mix, the loss of mass increased to 5.3%, signifying a slightly diminished resistance to
abrasion in comparison to the reference sample, Sample A. A parallel trend is observed with
Sample C, comprising a 5% crumb tire mix, where the loss in mass after compaction and
drying escalated to 5.45%.

However, a significant deviation from this trend is observed with Sample D, which includes a
10% crumb tire mix. This sample showed a notably lower loss of 3.2%, signifying enhanced
abrasion resistance compared to its counterparts. Sample E, encompassing a 20% crumb tire

41
mix, reinforced this observation, revealing a lower loss of 3.8%, further indicating superior
abrasion resistance compared to the samples with lower crumb tire percentages. The findings
highlight the beneficial impact of incorporating crumb tire content in the sample mixes on
abrasion resistance. The trend points to the most substantial improvements in samples
featuring higher crumb tire percentages [32]. These insights has great practical significance
for construction projects, as they can aid in the selection of materials that not only meet but
also exceed the required abrasion resistance standards, thereby accepting the specific
requirements and goals of each project.

5.4. Risk identification

The proposed study is subject to a number of concerns, including the supply of solid waste
for use in making road pavement, the cost-effectiveness of doing so, and possible health and
safety risks. Additionally, there may be regulatory barriers to the wider use of waste products
in road pavement construction, which could impact the outcomes of the study. The level of
expertise of the researcher can also be considered as one of the major risks in this study as it
is a very complex study and requires a precise and well-informed researcher to extract
reliable data from the experiments.

Apart from the risk in conducting the study, use of tyres in the pavements have it own set of
risk in construction phase. Making of road pavement asphalt mix requires melting of asphalt
and other materials in high temperature [33]. In this process, a portion of tyre may be lost
through vaporisation or they may not be properly mixed causing disturbances in the flow and
mixing of asphalt.

To minimize these risks, the study will adopt a thorough risk management approach, which
will involve identifying the potential risks and developing strategies to mitigate them. The
study will also adopt a cost-benefit analysis approach to determine the economic viability of
using waste products in road pavement construction, considering the costs of collection,
processing, and transportation, as well as the benefits of reducing the demand for traditional
aggregates and minimizing waste disposal. The study will also involve close collaboration
with relevant regulatory bodies and industry stakeholders to ensure that the outcomes of the
study are aligned with their needs and objectives. Furthermore, the study will be designed by
the highest health and safety standards to minimize the risk of harm to workers involved in

42
field trials. In order to ensure that any possible health or environmental concerns related with
the use of waste materials in the construction of road pavement are reduced and handled
effectively, the study will also include a detailed assessment of those risks.

43
6. Conclusion

Based on all the literature review and their analysis, we can conclude that the use of wasted
ELTs in the road pavement construction can be a viable solution to the very alarming waste
tyre problem of today’s world while also improving the overall performance of the road
pavement. From the test results, we saw CBR value increasing form 4.69 in virgin aggregates
to 12.53 in 3 % mix of crumb tyres. Also, the water absorption value also 3.25 % in virgin
aggregates to 3.17 % in the 3 % mix of crumb tyre. The improvement in CBR value and
reduction in water absorption can be attributed to the smaller size of the crumb tyres. It also
fills the voids between the aggregates which improves the physical as well as mechanical
characteristics of the pavement. Tyre particles are more flexible and elastic, improving the
ductility of the pavement and assisting in uniform load transfer from the traffic to the
pavement. These tyre particles can act independently and provide higher abrasion resistance
and lesser water absorption as the tyre particles on themselves are non-porous and non-
absorbent. The results of the CBR tests showed a general trend where increasing the
percentage of crumb tires in the samples leads to higher CBR values, signifying an
improvement in subgrade strength. However, an essential consideration is the threshold
effect, as some samples with crumb tire percentages below 10% did not meet the desired
CBR values, underscoring the importance of selecting an appropriate mix for specific project
requirements. Sample B, featuring a 3% crumb tire mix, stands out with exceptional CBR
values that exceed the design expectations, showcasing the potential for substantial subgrade
strength improvements even with a relatively small crumb tire content. Sample C, with a 5%
crumb tire mix, also displays favorable CBR values, particularly at a penetration of 7.5 mm.
Sample D, incorporating a 10% crumb tire mix, approaches the design expectations closely,
making it a practical choice for projects with specific CBR targets. Sample E, with a 20%
crumb tire mix, demonstrates enhanced CBR values, although they slightly fall short of the
design values at 5 mm penetration. These results collectively emphasize the significant role
of crumb tire inclusion in enhancing subgrade strength, with higher percentages generally
yielding better CBR values. For practical applications, the 3% mix shows promise, striking a
balance between strength and economic efficiency, while other percentages also present
potential as alternatives. The findings highlights the critical importance of material selection
in construction projects, where tailored choices can optimize subgrade strength, ensuring
project success and cost-effectiveness.

44
From the results of water absorption, we found that the water absorption percentage is indeed
higher than the standard value limit provided in the Australian standard. However, the
integration of crumb tyres have proven to decrease the water absorption of natural aggregates.
If we consider other form of natural aggregates that provide low water absorption than the
ones used in this test, like basalt, its water absorption can also be further decreased be the
addition of tyre particles in them. The addition of these tyre crumbs in the pavement provide
additional reinforcement to the pavement and improve its strength in tension and flexure. The
results and discussion provide valuable insights into the water absorption properties of
subgrade materials with varying crumb tire content, shown by different samples. The results
demonstrate a consistent trend where a higher percentage of crumb tire content aligns with an
increased water absorption percentage. Sample E, with the highest 20% crumb tire mix,
exhibits the highest water absorption at 3.73%, while Sample Sample A records the lowest at
3.25%. Notably, all samples surpass the allowable water absorption limit of 2% as per the
Australian Standard, prompting concerns about their suitability for pavement construction.
However, the 3% crumb tire mix emerges as the most practical choice, offering a
compromise between structural strength and moisture resistance, alongside the highest CBR
Value. These findings highlight the critical need to consider water absorption characteristics
when selecting construction materials and carry vital practical implications for material
choices in a variety of project scenarios. From a practical standpoint, these results show the
nuanced relationship between crumb tire content and water absorption, emphasizing the
importance of selecting materials tailored to particular project requirements and
environmental conditions. The relatively modest variations in water absorption percentages
among the samples highlights the delicate balance between structural integrity and moisture
resistance in construction materials. On the basis of these findings, project managers,
engineers, and material selectors are provided with essential knowledge to make informed
decisions, ensuring that construction materials meet the desired standards while resolving the
unique demands of each project.

The results shown regarding the modified LA abrasion test are based on the critical
relationship between the percentage of crumb tire content and abrasion resistance in
construction materials. The results are effective in guiding the selection of materials that meet
the required abrasion resistance standards while considering the unique project requirements
and objectives. The data highlights a consistent trend: as the proportion of crumb tire content
in the sample mixes increases, there is a significant enhancement in abrasion resistance. The

45
most significant improvements in resistance were determined in samples with higher crumb
tire percentages. Sample D, with a 10% crumb tire mix, and Sample E, with a 20% crumb tire
mix, displayed markedly lower losses in mass after compaction and drying, indicative of their
superior abrasion resistance. This observation implies that a higher crumb tire percentage can
lead to materials with exceptional resistance to abrasion, which is a valuable quality in
construction materials. These insights are of high practical importance for construction
projects. The findings empower project managers, engineers, and material selectors to make
informed decisions when it comes to the choice of construction materials. By strategically
adding crumb tire content in materials, they can meet and surpass the desired abrasion
resistance standards, aligning the construction materials with the particular needs and goals of
each project. Thus, the study shows the positive impact of crumb tire content on abrasion
resistance, with higher percentages yielding materials that are particularly well-suited for
construction uses where resistance to wear and abrasion is of paramount importance. These
findings give valuable guidance for optimizing material selection and improving the
performance of construction materials in various project scenarios.

Based on all these test results, we can make a conclusion that treating aggregates with crumb
tyres can be taken as a viable method to enhance the load bearing capacity and other
properties of road pavement, while also providing an effective solution to disposal of waste
tyres.

46
7. Recommendation for Future Works

It was possible for the researcher to carry out thorough studies of the mechanical
characteristics and functionality of crumb tire pavements because of the testing approach
used in this study. The results of these investigations, along with those from qualitative
research and cost analysis, will serve as the foundation for an in-depth assessment of the
viability and practicality of using crumb tires in the building of road pavement. However,
even though we saw promising improvement in aggregate performance at 3 % mix of the
crumb tyres, we cannot rely completely on the results simply based on CBR test and Water
Absorption test. There are various other mechanical and physical properties that play a vital
role in determining the performance of the pavement and drawing more reliable conclusion.
Following tests are recommended to be conducted in order to get a more reliable and more
confirmative result:

47
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