Construction and Building Materials 73 (2014) 544–550
Contents lists available at ScienceDirect
Construction and Building Materials journal homepage: www.elsevier.com/locate/conbuildmat
Mechanical properties of lightweight mortar modified with oil palm fruit fibre and tire crumb Farah Nora Aznieta Abd. Aziz ⇑, Sani Mohammed Bida, Noor Azline Mohd. Nasir, Mohd Saleh Jaafar Department of Civil Engineering, Faculty of Engineering, Universiti Putra Malaysia, 43400 Selangor, Malaysia
h i g h l i g h t s Mechanical properties of mortar with tire crumb replacement and OPFF addition. We examine changes of tire crumb from 0% to 40% replacement of fine aggregates. We examine changes of addition of OPFF from 1% to 1.5%. Increase compressive, split tensile and flexural strengths when 0.5% OPFF added.
a r t i c l e
i n f o
Article history: Received 2 May 2014 Received in revised form 11 September 2014 Accepted 24 September 2014
Keywords: Lightweight mortar Lightweight concrete Lightweight aggregate Tire crumb Oil palm fruit fibre Fibre reinforced composites
a b s t r a c t This research use oil palm fruit fibre (OPFF) as a greener and more cost-effective approach to improve the tire crumb mortar composite strengths. The mechanical properties of tire crumb and oil palm fruit fibre lightweight mortar with addition of 0%, 0.5%, 1% and 1.5% OPFF and tire-crumb replacement of 0–40% by volume of aggregate were studied. The composite mixtures were subjected to the compression, split tensile and flexural tests. The addition of 0.5% OPFF to the composite was found to improve the compressive strength, split tensile strength and flexural strength of the mortar composites. Ó 2014 Elsevier Ltd. All rights reserved.
1. Introduction The benefits derived from the incorporation of lightweight aggregate in concrete in the 20th century have led to the quest for additional lightweight aggregate materials due to their low density. Lightweight aggregate concrete (LWAC) material has a low density and will subsequently reduce the total dead weight on lower structural members, which reduces construction time and overall construction cost [1]. LWAC has been used for over 2000 years, and its use has been widespread for the past 90 years. Its structural efficacy has contributed to sustainable development by optimisation of design and construction effectiveness, increased durability of the products during their service life and reduced transportation requirements [2]. Narayanan and Ramamurthy [3] indicated that by employing suitable methods, lightweight concrete with a wide range of densities could be produced, which would offer flexibility in the development of composite products for numerous civil engineering applications. ⇑ Corresponding author. E-mail address:
[email protected] (F.N.A. Abd. Aziz). http://dx.doi.org/10.1016/j.conbuildmat.2014.09.100 0950-0618/Ó 2014 Elsevier Ltd. All rights reserved.
Several attempts have been made to incorporate waste tire particles in the form of coarse, fine and a combination of both in concretes and mortars for the past two decades and recently in the form of ash. Improved efficiency in the performance of the composite has been recorded, especially in terms of density, thermal conductivity, electrical resistivity, ductility, etc. The substitution of waste tire particles in concrete has shown good potential in terms of toughness, ductility and energy dissipation capacity [4]. Khatib and Bayomy [5] reported that an increase in the waste tire content could lower the density of concrete to as low as 75% of the normal concrete weight. However, a reduction in the mechanical properties of waste-tire-incorporated concretes has been reported by many researchers. Reductions in compressive strength, split tensile strength, flexural strength and elastic modulus have been reported by [5–14]. 2. Research background The decrease in the mechanical properties of waste-tireincorporated concrete called for the need to recoup these losses.
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
There have been on-going efforts to reverse or at least mitigate the effects of the losses in mechanical properties of the resulting concrete. These have included pre-treating the waste tire particles with chemicals, cement and additives. Pelisser et al. [15] investigated the effect of waste-tire concrete formulated by pre-treating the tire waste with sodium hydroxide (1 M NaOH) and silica fume at 15% along with lignosulphonate admixture alkaline activation and silica fume addition to improve the mechanical properties of the concrete. Chou et al. [16] studied the influence of treating waste tire aggregate with organic sulphur compounds from a petroleum refining factory to modify the surface texture of waste tire aggregate. Colom et al. [17] used tire waste treated with various mineral acids, namely H2SO4, HNO3 and HClO4. These were used in high-density polyethylene (HDPE) tire composites. Segre and Joekes [18] attempted to improve the properties of waste-tire-incorporated concrete by pre-treating the waste tire particles with saturated NaOH aqueous solutions. In 1998, Li et al. [9] investigated the effect of waste tire pre-treated with cement paste and Methocel cellulose ethers in concrete. Lee et al. [19] studied tire-added latex concrete (TALC) by incorporating waste-tire particles in the concrete, and in 1996, Biel and Lee [20] investigated the effect of Portland cement or magnesium oxychloride cement as binders in waste-tire-incorporated concrete. Some of these pre-treatment techniques yield substantial results; however, the chemicals and additives used are quite expensive and could increase the overall cost of the resulting concrete or mortar produced. This paper presents a greener and cost-effective alternative approach by employing oil palm fruit fibre (OPFF) in the matrix, which could transfer its strength to the composite to improve the mechanical performance of the composite. The OPFF is fibre that is derived from oil palm fruit bunches that are disposed of in landfills after the extraction of crude oil palm in the refineries. These are obtained free of charge at present. An incorporation of waste tire particles in concrete and mortars had reported to produce low mechanical properties of the composite mixtures. Thus, chemicals and additives are introduced to improve the strengths but the mixture become more expensive. This research substitute chemicals with oil palm fruit fibre (OPFF) as a greener and more cost effective approach to improve the composite strengths. The mortar is studied as fulfilling the potential of real applications such as bricks and precast lightweight wall. 3. Materials and methods 3.1. Materials The fine aggregate used in this experiment consisted mainly of stone dust with a maximum particle size passing a 4.75 mm sieve. This aggregate was supplied from quarries around Malaysia and conforms to ASTM C33 (2004) [21]. The specific gravity, density, fineness modulus and the absorption of the fine aggregate are 2.63, 1702 kg/m3, 0.9 and 3%, respectively.
545
The tire crumb aggregate used in this experiment was supplied by Arajaya Enterprise Sdn. Bhd Malaysia and was graded in the same particle size distribution as the quarry dust passing sieve size 4.75 mm to enable convenient volumetric substitution. The tire crumb particles were observed to be clean as supplied, and the compacted density and fineness modulus were measured to be 589 kg/m3 and 0.9, respectively. The oil palm fruit fibre was obtained free of charge from Seri Ulu Langat Palm Oil Mill Sdn. Bhd, Dengkil, Malaysia. The fibre was washed with water in a concrete mixer by allowing the mixer to roll continuously while changing the water until clean and colourless water was observed in the mixer. The fibre was then dried and cut into 3–5 cm lengths and stored for use in the experiment. Fig. 1 shows the oil palm fruit bunch and oil palm fruit fibre as received from the factory and OPFF after washing before use in this study. The mortar specimens were prepared from locally available Portland cement Type II conforming to (ASTM C150, Type II) [22], and pipe-borne potable water available in the Universiti Putra Malaysia was used for all of the mixtures and curing. 3.2. Mix proportions Twenty mix designs were prepared in this research work, and volumetric substitution of fine aggregate with tire crumb was carried out at 0%, 10%, 20%, 30% and 40% using a water–cement ratio of 0.485 and cement-to-aggregate ratio of 1:2.75 in accordance with the requirement of ASTM C109-05 [23] for hydraulic cement mortars. The oil palm fruit fibre was added to the mixtures at 0.5%, 1% and 1.5% by mass of the cement content except the control, which does not contain the fibre. The details of the mix proportions are shown in Table 1. Note that the water content stated in Table 1 is including 3% water absorption from fine aggregates. 3.3. Mixing procedure The mixing was carried out by placing the fine aggregate, cement and the tire crumb aggregate in the bowl mixer and allowing it to mix for 2 min. One-third (1/3) of the water and the OPFF were added and allowed to mix for an additional 2 min. The remaining water was added for the final mixing until a consistent mix was achieved throughout the mass. This procedure was used to prevent the balling effect experienced using the conventional approach. 3.4. Test program The workability test for the various mixes was carried out in accordance with the standard test method for the flow of hydraulic cement mortar specified in ASTM C1437 [24]. Flow table test apparatus used in this work is in line with the specification of ASTM C230 [25]. The density and absorption test by immersion was conducted in this experiment in accordance with ASTM C642 [26] by producing and curing 60 mortar specimens of size 50 50 50 mm. The compressive strength test was conducted by using 180 cubes of size 50 50 50 mm produced from hydraulic cement mortar in accordance with the requirement of ASTM C109 [23]. The cube specimens were water cured and tested in compression using a universal testing machine for curing periods of 3, 7 and 28-days under similar conditions at a loading rate of 0.75 kN/s. The split tensile test was conducted by using the principles and procedure outlined in ASTM C 496 [27], and the specimens were water cured for 7 and 28-days before testing. Cylindrical samples 100 200 mm in size were produced and tested using a universal testing machine at a loading rate of 2.35 kN/s until failure. The flexural test was conducted on 40 test specimens 40 40 160 mm in size supported at 100 mm centre-to-centre in accordance with the requirement of ASTM C348 [28], referred to as the third point method and tested at deflection rate of 0.5 mm/min until failure. The machine recorded automatically the load displacement readings.
Fig. 1. (a) Palm oil fruit bunch, (b) OPFF as obtained from factory and (c) OPFF after washing.
546
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
Table 1 Mix proportions of mortar samples used in the experiment. Designation
Cement (kg/m3)
Fine aggregate (kg/m3)
Tire crumb aggregate (kg/m3)
Water (kg/m3)
Fibre (kg/m3)
F0 F0CR10 F0CR20 F0CR30 F0CR40 F5 F5CR10 F5CR20 F5CR30 F5CR40 F10 F10CR10 F10CR20 F10CR30 F10CR40 F15 F15CR10 F15CR20 F15CR30 F15CR40
740 740 740 740 740 740 740 740 740 740 740 740 740 740 740 740 740 740 740 740
2035.0 1831.5 1628.0 1424.5 1221.0 2035.0 1831.5 1628.0 1424.5 1221.0 2035.0 1831.5 1628.0 1424.5 1221.0 2035.0 1831.5 1628.0 1424.5 1221.0
0.0 70.4 140.8 211.3 281.7 0.0 70.4 140.8 211.3 281.7 0.0 70.4 140.8 211.3 281.7 0.0 70.4 140.8 211.3 281.7
420 414 408 402 396 420 414 408 402 396 420 414 408 402 396 420 414 408 402 396
– – – – – 3.7 3.7 3.7 3.7 3.7 7.4 7.4 7.4 7.4 7.4 11.1 11.1 11.1 11.1 11.1
4. Results and discussion
4.2. Density
4.1. Workability
Fig. 3 shows the result of density by immersion of tirecrumb-incorporated mortars containing OPFF at 0%, 0.5%, 1% and 1.5%. It was observed that the density decreases with an increase in tire crumb content due to the low density of the tire crumb aggregate used, which was approximately 1/3 of the density of normal weight aggregate. It could be observed that the density decreased by 0–17% for tire crumb substitution of 0–40% by volume of aggregate. The addition of the fibre does not affect the density of the resulting hardened mortar specimen significantly. This is due to the nature of the fibre, as it has a variable thickness along its length and hence a variation in density in the volumetric quantity of the space occupied by the fibre in the matrix, resulting in a negligible differences in density for the same mix design.
The result for the workability of tire-crumb-incorporated mortars is shown in Fig. 2. This revealed a decrease in the workability with an increase in tire crumb content. The flow increased by approximately 7% at 10% tire crumb content as compare to the control sample before it gradually decreased as the tire crumb content increased. The increase in workability at 10% tire crumb content is due to the volume of the mineral aggregate which dominates the sample and permits water to flow between it grains leading to the increments. The reduction in workability with increase tire crumb content is due to the nature of tire crumb particles which repels water. This is in agreement and consistent with the finding by researchers such as Khatib and Bayomy [5], Cairns and Kenny [11], Guneyisi et al. [29] and Khaloo et al. [13]. The addition of oil palm fruit fibre (OPFF) in the matrix further reduces the workability for all of the tire-crumb-incorporated mixes. The decrease in workability due to addition of OPFF is as a result of the high water absorption nature of OPFF, which tends to absorb the available water during mixing. The decrease in workability becomes more pronounced at higher tire crumb content. The behaviour exhibited by the samples containing tire crumb moves towards zero slump at a 50% tire crumb content and this is similar to results by Khatib and Bayomy [5], Cairns and Kenny [11], and Guneyisi et al. [29].
The results for water absorption of mortar mixes are shown in Fig. 4. It was discovered that the water absorption of the control mortar specimen reaches its peak absorption of 10.3% at approximately 20% tire crumb content, which similar to result obtained by Bravo and de Brito [30] for specimens with 0–20% tire crumb content. This shows that 20% tire crumb mortar can achieve 9.57% higher water absorption than the normal mortar due to the pores created by the tire particles during hydration in the hardened mortar. Further substitution of tire crumb above 20% leads to
2100
160
2000
120 0% fibre
100 80
0.5% fibre
60
1% fibre
40
1.5% fibre
20 0
0
10
20
30
40
Tire crumb content by volume (%) Fig. 2. Workability of tire crumb samples containing 0–1.5% OPFF.
Oven dry density (kg/m3)
180 140
Flow (mm)
4.3. Water absorption
1900 1800
F0
1700
F5 F10
1600
F15
1500 1400
0
10
20
30
40
Tire crumb content by volume (%) Fig. 3. Density of waste tire and OPFF composite mortars.
547
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
50.00
10.5 10.0
F0 F5
9.5
F10 F15
9.0 8.5
0
10
20
30
Compressive strength (MPa)
Water absorpon (%)
11.0
45.00 40.00 F5
30.00
F5CR10
25.00
F5CR20
20.00
F5CR30
15.00 10.00
40
F0
35.00
Tire crumb content by volume (%)
F5CR40 0
5
10
15
20
25
30
Time (days)
Fig. 4. Water absorption by immersion of tire-crumb-incorporated mortars.
Fig. 6. Compressive strength of tire-crumb-incorporated mortars containing 0.5% OPFF.
45.00
40.00 35.00 F0
30.00
F0CR10
25.00
F0CR20
20.00
F0CR30
15.00
F0CR40
10.00
0
5
10
15
20
25
Compressive strength (MPa)
Compressive strength (MPa)
45.00
30
40.00 35.00 30.00
F0
25.00
F10
20.00
F10CR10
15.00
F10CR20
10.00
F10CR30
5.00
F10CR40
0.00
Time (days)
a reduction in water absorption due to the fact that tire crumb does not absorb water and only the hydrated parts of the matrix retain water. The addition of OPFF to the matrix result in an increase in the water absorption value for all fibre contents except at 0.5% OPFF which maintains an average of the same absorption at all tire crumb content except at 40%. The increase in absorption when OPFF are added is due to the high void content of the fibre causing more absorption of water during hydration. The best absorption recorded at 0.5% is due to the fact that the quantity of the fibre is insignificant in the matrix and hence does not affect the hydration. 4.4. Compressive strength The compressive strength results are shown in Figs. 5–8. Fig. 5 shows the compressive strength of tire-crumb-incorporated mortars without fibre, which revealed the general reduction in compressive strength with an increase in tire crumb content similar to most research reports on the compressive strength of waste-tire-incorporated concretes and mortars [6,31–34]. A compressive strength loss of 15.8–51.9% was recorded between tire crumb substitution of 10–40% at a 28-day curing period, which is lower than the losses recorded by [32] at the same percentages of waste tire substitution. The losses in compression recorded is due to compressible nature of tire crumb particles giving room for early failure and the smaller particles sizes of the aggregates used in this research work leads to lower losses than the [32] earlier mentioned. The addition of OPFF at 0%, 0.5%, 1% and 1.5% in the matrix exhibited different behaviour compared with the samples containing the tire waste only without the OPFF. Fig. 6 shows the result of
5
10
15
20
25
30
Time (days) Fig. 7. Compressive strength of tire-crumb-incorporated mortars containing 1% OPFF.
45.00
Compressive strength (MPa)
Fig. 5. Compressive strength of tire-crumb-incorporated mortar samples without OPFF.
0
40.00 35.00 30.00
F0
25.00
F15
20.00
F15CR10
15.00
F15CR20
10.00
F15CR30
5.00
F15CR40
0.00
0
5
10
15
20
25
30
Time (days) Fig. 8. Compressive strength of tire-crumb-incorporated mortars containing 1.5% OPFF.
the addition of OPFF at 0.5% in the matrix when no tire crumbs was added. In which, an improvement in the compressive strength by 4.2% at 28 days was measured. However, when tire crumbs were added, the strength drops drastically except when 0.5% OPFF was added to 10% tire crumb, in which the drop is 14%, while without OPFF the addition of 10% tire crumb gives about 17% drop in strength as compare to control sample. This result proofed a bond strength improvement with addition of OPFF that interconnecting the matrix in the composites. However, no improvement in compressive strength was observed in the 20–40% tire crumb samples containing OPFF at 0.5%. Figs. 7 and 8 show the result obtained with an OPFF addition of 1% and 1.5%, respectively, at a tire crumb content of 0–40%. This also did not improve the compressive strength of the composite. This reduction in compressive strength
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
3.0
3500
2.5
3000
2.0 No fibre
1.5
0.5% fibre
1.0
1% fibre 1.5% fibre
0.5 0.0
0.0
10.0
20.0
30.0
Flexure Load (N)
Split Tensile strength (MPa)
548
2500 CR10
1500
CR20
1000
CR30
500
CR40
0
40.0
Control
2000
0
0.2
0.4
0.6
0.8
1
Deflecon (mm)
Tire crumb content by volume (%) Fig. 9. Split tensile strength of tire-crumb-incorporated mortars at 7 days.
Fig. 11. Flexural strength of tire crumb mortars without OPFF at 28 day curing period.
Split Tensile strength (MPa)
3.5 3.0 2.5 2.0
No fibre
1.5
0.5% fibre 1% fibre
1.0
1.5% fibre
0.5 0.0 0.0
10.0
20.0
30.0
40.0
Tire crumb content by volume (%) Fig. 10. Split tensile strength of tire-crumb-incorporated mortars at 28 days.
at a higher volume of the OPFF is due to a higher void volume content within the fibres themselves, which leaves room for more compressibility of the samples and results in early failure of the specimens. 4.5. Split tensile test The results for the split tensile tests for 7 and 28 days are shown in Figs. 9 and 10, respectively. It was observed that substitution of tire crumb in mortar reduces its tensile strength and that the reduction in strength is proportional to the volume of tire crumb substituted. A reduction in the split tensile strength with increasing tire crumb content was observed in the control sample, and the addition of OPFF was found to influence this behaviour [33]. However, not much improvement was observed early in curing at an age of 7 days as shown in Fig. 9. On the other hand, Fig. 10 revealed the split tensile test result for 28 days, which shows an increase in the split tensile strength at 0.5% OPFF content for all tire crumb substitutions showing a better bond strength between the fibre and the mortar matrix, which due to resistance of OPFF to early crack. An insufficient bond strength between the fibre and the matrix could result in slippage, leading to lower split tensile strength. The addition of OPFF more than 0.5% does not improve the split tensile strength of the specimens because a higher void volume in the matrix and results in easy slippage between the congested fibre materials. 4.6. Flexural strength test Figs. 11–16 show the results obtained for the flexural strength tests carried out on mortars containing tire crumb and OPFF. In all cases the reduction in stiffness was observed in the mixes showing the impact of low density mixtures as compare to the
Fig. 12. Flexural strength of plain mortars without tire crumb at the 28-day curing period.
normal weight specimens that demonstrated by the concave upward curve in all figures. Apart from that, all composite mixes specimens have achieved larger deflection than the normal weight mortars specimens presenting more ductile behaviour due to tire crumb and oil palm fruit fibre additions. The effect of tire crumbs on the flexural behaviour of mortars is shown in Fig. 11. The decreases in flexural strengths were recorded as the percentages of tire crumbs is increasing due to internal frictions between the tire crumbs aggregate as a result of less interfacial bond in the composite matrix. Similar finding was reported by Aiello and Leuzzi [31]. However, increased ductility was observed, which makes room for more flexure before failure and this is in contrast to the brittle behaviour of plain mortars [35]. In contrary, Fig. 12 shows the flexural behaviour of a plain mortar specimen reinforced with OPFF, which revealed an increase in both flexural strength and ductility with an increase in OPFF content between 0.5% and 1% OPFF. When the OPFF was increased to 1.5%, only the ductility was improved. This reduced the flexural strength slightly below the control. The improvement in flexural strength and ductility is due the reinforcement of the mortar composite with OPFF which transfer its tensile strength to the composite thereby resisting more tensile stress. This behaviour prevents sudden failure and improves the peak load capacity of the composite under tension. Figs. 13–16 show the results obtained for the addition of OPFF (0–1.5%) in tire-crumb-incorporated mortars 10–40% by volume of aggregate. It was discovered that the flexural strength and ductility tire crumb mortar at 10%, 20%, 30% and 40% by volume were improved for all OPFF additions, however, at 20% tire crumb, only the ductility was improved by the addition of the OPFF compared
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
3000
Flexural Load (N)
2500 2000 F0
1500
F5
1000
F10 F15
500 0
0
0.1
0.2
0.3
0.4
0.5
549
with the control at each level of tire crumb substitution. An improvement of over 20% was achieved at 1.5% OPFF content as shown in Fig. 15. The improvement recorded was due to the interwoven nature and the tensile strength of the OPFF which help to resist early failure. It also bridges the interface between the tire crumb and the mortar matrix that is usually weak which result to better performance. The flexural strength and ductility behaviour observed in these results are similar to the result reported by Sukontasukkul and Chaikaew [35] and Ling [36].
5. Conclusions and recommendations
0.6
Deflecon (mm) Fig. 13. Flexural strength of 10% tire crumb mortars at the 28-day curing period.
2500
Flexure Load (N)
2000 1500
F0 F5
1000
F10 F15
500 0
0
0.2
0.4
0.6
0.8
Deflecon (mm)
Flexure Load (N)
Fig. 14. Flexural strength of 20% tire crumb mortars at the 28-day curing period.
2500
References
2000
[1] Kidalova L, Stevulova N, Terpakova E, Sicakova A. Utilization of alternative materials in lightweight composites. J Clean Prod 2012;34:116–9. [2] Ries J, SPECH J, Harmon K. Lightweight aggregate optimizes the sustainability of concrete. In: Concrete sustainability conference; 2010. [3] Narayanan N, Ramamurthy K. Structure and properties of aerated concrete: a review. Cem Concr Compos 2000;22(5):321–9. [4] Marques A, Correia J, de Brito J. Post-fire residual mechanical properties of concrete made with recycled rubber aggregate. Fire Saf J 2013;58:49–57. [5] Khatib ZK, Bayomy FM. Rubberized Portland cement concrete. J Mater Civ Eng 1999;11(3):206–13. [6] Eldin NN, Senouci AB. Rubber–tire particles as concrete aggregate. J Mater Civ Eng 1993;5(4):478–96. [7] Topcu IB. The properties of rubberized concretes. Cem Concr Res 1995;25(2):304–10. [8] Fattuhi N, Clark L. Cement-based materials containing shredded scrap truck tyre rubber. Constr Build Mater 1996;10(4):229–36. [9] Li Z, Li F, Li J. Properties of concrete incorporating rubber tyre particles. Mag Concr Res 1998;50(4):297–304. [10] Hernandez-Olivares F, Barluenga G, Bollatib M, Witoszek B. Static and dynamic behaviour of recycled tyre rubber-filled concrete. Cem Concr Res 2002;32(10):1587–96. [11] Cairns R, Kenny M. The use of recycled rubber tyres in concrete. In: Sustainable waste management and recycling: used/post-consumer tyres: proceedings of the international conference organised by the concrete and masonry research group and held at Kingston University-London on 14–15 September 2004. Thomas Telford; 2004. p. 136–42. [12] Siddique R, Naik TR. Properties of concrete containing scrap-tire rubber – an overview. Waste Manage 2004;24(6):563–9. [13] Khaloo AR, Dehestani M, Rahmatabadi P. Mechanical properties of concrete containing a high volume of tire–rubber particles. Waste Manage 2008;28(12):2472–82. [14] Turatsinze A, Garros M. On the modulus of elasticity and strain capacity of selfcompacting concrete incorporating rubber aggregates. Resour Conserv Recycl 2008;52(10):1209–15. [15] Pelisser F, Zavarise N, Longo TA, Bernardin AM. Concrete made with recycled tire rubber: effect of alkaline activation and silica fume addition. J Clean Prod 2011;19(6):757–63. [16] Chou L-H et al. Improving rubber concrete by waste organic sulfur compounds. Waste Manage Res 2010;28(1):29–35.
1500
F0 F5
1000
F10 500 0
F15
0
0.2
0.4
0.6
0.8
1
Deflecon (mm) Fig. 15. Flexural strength of 30% tire crumb mortars at the 28-day curing period.
2000 1800 1600
Flexure Load (N)
In this research, the mechanical properties of tire crumb and oil palm fruit fibre lightweight mortar with addition of 0%, 0.5%, 1% and 1.5% OPFF and tire-crumb replacement of 0–40% by volume of aggregate were studied. The addition of OPFF to the matrix result in an increase in the water absorption value due to the high void content of the fibre causing more absorption of water during hydration. The best absorption recorded at 0.5% OPFF showing insignificant influence of fibres matrix. The 28 days compressive strength of samples with tire crumbs and more than 0.5% OPFF dropped drastically as compare to control specimen. However when 0.5% OPFF was added to 10% tire crumb, the improvement of 5% was recorded as compare to tire crumb sample without OPFF. This result proofed a bond strength improvement with addition of OPFF that interconnecting the matrix in the composites. The split tensile test shows an increase in the strength at 0.5% OPFF content for all tire crumb which due to good resistance of OPFF to early crack. The flexural performance of tire crumb-incorporated mortars was improved by the addition of OPFF at 0.5–1.5% by weight of cement content. Both the flexural peak load capacity and ductility of the mortars were increased significantly.
1400 1200
F0
1000
F5
800
F10
600
F15
400 200 0
0
0.2
0.4
0.6
0.8
Deflecon (mm) Fig. 16. Flexural strength of 40% tire crumb mortars at the 28-day curing period.
550
F.N.A. Abd. Aziz et al. / Construction and Building Materials 73 (2014) 544–550
[17] Colom X, Carrillo F, Canavate J. Composites reinforced with reused tyres: surface oxidant treatment to improve the interfacial compatibility. Compos Part A – Appl Sci Manuf 2007;38(1):44–50. [18] Segre N, Joekes I. Use of tire rubber particles as addition to cement paste. Cem Concr Res 2000;30(9):1421–5. [19] Lee HS, Lee H, Moon JS, Jung HW. Development of tire added latex concrete. ACI Mater J 1998;95(4):356–64. [20] Biel TD, Lee H. Magnesium oxychloride cement concrete with recycled tire rubber. Transport Res Rec 1996;1561(1):6–12. [21] ASTM C33-04. Standard specification for concrete aggregates. West Conshohocken, PA: American Society for Testing and Material; 2004. [22] ASTM C150-1. Standard specification for Portland cement. Philadelphia, PA: American Society for Testing and Material; 2001. [23] ASTM C109-05. Standard test method for compressive strength of hydraulic cement mortars (Using 2-in. or [50-mm] cube specimens). West Conshohocken, PA: American Society for Testing and Material; 2005. [24] ASTM C1437. Standard test method for flow of hydraulic cement mortar. West Conshohocken, PA: American Society for Testing and Material; 2007. [25] ASTM C230. Standard specification for flow table for use in tests of hydraulic cement. Philadelphia, PA: American Society for Testing and Material; 2008. [26] ASTM C642-97. Standard test method for density, absorption, and voids in hardened concrete. Philadelphia, PA: American Society for Testing and Material; 1997.
[27] ASTM C496-04. Standard specification for split tensile strength of cylindrical concrete specimens. West Conshohocken, PA: American Society for Testing and Material; 2004. [28] ASTM C348-08. Standard specification for flexural strength of hydrauliccement mortars. West Conshohocken, PA: American Society for Testing and Material; 2008. [29] Guneyisi E, Gesoglu M, Ozturan T. Properties of rubberized concretes containing silica fume. Cem Concr Res 2004;34(12):2309–17. [30] Bravo M, de Brito J. Concrete made with used tyre aggregate: durabilityrelated performance. J Clean Prod 2012;25:42–50. [31] Aiello MA, Leuzzi F. Waste tyre rubberized concrete: properties at fresh and hardened state. Waste Manage 2010;30(8):1696–704. [32] Mavroulidou M, Figueiredo J. Discarded tyre rubber as concrete aggregate: a possible outlet for used tyres. Glob Nest J 2010;12(4):359–67. [33] Batayneh MK, Marie I, Asi I. Promoting the use of crumb rubber concrete in developing countries. Waste Manage 2008;28(11):2171–6. [34] Fedroff D, Ahmad S, Savas BZ. Mechanical properties of concrete with ground waste tire rubber. Transport Res Rec 1996;1532(1):66–72. [35] Sukontasukkul P, Chaikaew C. Properties of concrete pedestrian block mixed with crumb rubber. Constr Build Mater 2006;20(7):450–7. [36] Ling T-C. Effects of compaction method and rubber content on the properties of concrete paving blocks. Constr Build Mater 2012;28(1):164–75.