Comparative analysis of the properties of composite mortar with addition of rubber powder from worn tires

José Aparecido Canova,Generoso De Angelis Neto,Rosangela Bergamasco,Philippe Jean Paul Gleize

doi:10.1590/s1678-86212012000100017

José Aparecido Canova, Generoso De Angelis Neto + Show 2 more

Open Access

https://doi.org/10.1590/s1678-86212012000100017

Copy DOI

Abstract

This study compares the performance of two plastering mortars. The first one was produced at a 1:6 proportion of quicklime powder and sand (by volume) and ripened. The second had the same proportion but underwent a water withdrawal process in the oven. The mortars were given the same content of cement, making the proportion 1:1.5:9 (by volume), and the addition of rubber powder from worn tires at the proportions of 6%, 8%, 10% and 12% by aggregate volume. Axial compressive strength, flexural strength, deformation energy, void content, water absorption by capillarity, restrained shrinkage, and tensile bond strength were measured. The results showed that the second mortar, with rubber waste, performed better than the ripened mortar. With a reduction in the absorption of water by capillarity in the restrained shrinkage and in the void content, it maintained the tensile bond strength. The energy of deformation rose, although the compressive strength dropped.

Highlights

The tire has a fundamental role in modern society and is irreplaceable in the wheels of vehicles, both in road transportation of cargo and passengers
This study aimed to compare the properties of two types of rendering mortar, one conventional and the other dried in oven, using the addition of 6%, 8%, 10%, and 12% of rubber powder from worn tires
The materials used in the composition of the plastering mortar were: Class 32 compound Portland cement (CP II Z - 32), common lime powder (CV - C), fine washed river sand, and ground rubber powder from worn tires with a particle diameter of less than 0.5 mm

Summary

Introduction

The tire has a fundamental role in modern society and is irreplaceable in the wheels of vehicles, both in road transportation of cargo and passengers. After it becomes useless it turns into an environmental liability. In Brazil, about 22 million tires are replaced per year. Of this total, 47 % can be reused and 53 % are considered scrap tires. Some ways of minimizing the environmental impacts are to reduce the number of tires generated in the first place and to reuse or recycle the materials, reducing the extraction of natural (JANG et al, 1998)

Objectives

Methods

Results

Conclusion