Scrap Tire Recycling

A Summary of Prevalent Disposal and Recycling Methods

by Kurt Reschner

INTRODUCTION

The technology to turn a potentially hazardous waste product (i.e., scrap tires) into a valuable
resource is available now. This article contains a concise summary of the most common scrap tire
recycling methods, as well as a discussion of prevalent uses for recycled tire rubber.

Problems associated with uncontrolled or illegal scrap tire disposal

As a rule of thumb, the scrap tire generation in industrialized countries is approximately one
passenger car tire equivalent (PTE, 20 lbs., 9 kg) per population and year. It is estimated that 2 to
3 billion scrap tires are stockpiled in illegal or abandoned piles throughout the U.S. This figure
represents the cumulative scrap tire generation of approximately ten years. For EU member states,
it is safe to assume illegal or semi-legal scrap tire piles
in the same order of magnitude.

The most obvious hazard associated with the

uncontrolled disposal and accumulation of large
amounts of tires outdoors is the potential for large fires
wich are extremely detrimental to the environment.
Once a large pile catches fire, it is very hard, if not
impossible, to extinguish.
In some instances, large tire piles have been burning for
several months with the fumes being visible for many
miles. Due to the intense heat and smoke generation,
fire fighters have a hard time extinguishing these fires
with conventional means. Also, air and soil pollution is
even worse if attempts are made to extinguish the fire
with foam or water. For this reason, scrap tire fires are
often allowed to burn out in a more or less controlled
manner until the entire pile is exhausted.
Even if large outside tire piles do not catch fire, they still
pose a serious problem for human health and the
environment: Disease carrying mosquitoes, find an ideal
breeding ground in the countless little puddles which
Figure 1: Tire Fire in Stanislaus Co. form in virtually each tire as it rains. Especially in areas
California (September 1999) with warmer climates mosquito-borne diseases like
encephalitis and dengue fever have been reported
around large tire piles.
In response to the environmental problems and health hazards caused the by countless illegal
scrap tire piles around the globe, most industrialized countries have instigated legal guidelines
addressing this issue. Regulations vary from country to country, but the main purpose of these
regulations is to provide for an environmentally safe disposal, limit the amount of tires being stored
at any given location, and to encourage the use of tire derived recycling products.
While grants and subsidies are sometimes instrumental for the implementation of a recycling
project, it is ultimately up to the ingenuity of business community to come up with economically
sound and market driven solutions. The key factors for a long term economic success in this field
are:
• Sound marketing for the recycled product
• Judicious selection of the appropriate recycling technology
• Innovative product development
• A local and national government that is supportive of recycling

Copyright: Kurt Reschner, Berlin, Germany

 Scrap Tire Recycling --- Page 2

HISTORICAL PERSPECTIVE
It is commonly believed that recycling gained momentum only in the past decades. At least in the
case of rubber recycling, this is not entirely true.

In the early 1900s, the average recycled content of

all rubber products was over 50%. In fact, is fair to
say that the rubber reclaiming industry is as old as
the industrial use of rubber itself. Figure 2 shows
the advertisement of a rubber recycling business in
Leipzig, Germany dating back to the year 1909.
It reads: “Grinding and separation of scrap rubber
of all kinds. Low rates. The largest company in the
industry. Custom grinding. Specialty: hard rubber
dust”
One reason for the flourishing rubber grinding and
reclaiming industry lies in the comparatively scarce
supply of rubber at that time. In 1910, one pound
of natural rubber cost nearly as much as one pound
of silver and it made perfect sense to reuse as
much of this valuable commodity as possible.
By 1960, the recycling content in the traditional
rubber manufacturing industry dropped to around
Figure 2: Advertisement of a Rubber
20%. Cheap oil imports, the more widespread use
Reclaiming Company from 1909
of synthetic rubber and the development of steel
belted radial tires have led to a steady decline of
rubber recycling. By the time the steel belted radial
tire was introduced in the late 1960ies and early 1970ies, it became increasingly difficult to grind
or slice old tires. As a consequence, the old infrastructure for regrinding and reusing waste tires
has been almost completely lost. As of 1995, the traditional tire and rubber industry used only
about 2% recycled material.
The low recycling content in conventional rubber products does not tell the whole story, however.
Technical developments in the past decade (like effective ambient and cryogenic grinding methods
and new environmentally friendly devulcanizing methods) make it very likely that the use of
recycled tire materials will increase significantly. Many new uses for recycled tire rubber outside the
traditional rubber manufacturing industry have become increasingly important. The author is of the
opinion that rubber recycling not only has a long past, but also a bright future.

Scrap Tire Disposal Statistics

The publicly available information on scrap tire generation and disposal is fairly intransparent.
Table 2 shows disposal and recovery data for scrap tires published by the European Tyre and
Rubber Manufacturers Association.

Copyright: Kurt Reschner, Berlin, Germany

 Table 2: Scrap Tyre Statistics for Europe 2006

Trade with Used Tyres Recovery Disposal

Scrap Tyre Generation in 1,000 t/a
Sale Export Retread Material Energy Landfill*
Austria 55 - - 4 16 35 -
Belgium and Lux. 82 - 2 3 28 35 14
Bulgaria 10 - - - - - 10
Croatia 15 - - - - - 15
Cyprus 5 - - - - - 5
Czech Republic 80 - - 12 - - 68
Denmark 45 1 - 5 38 1 -
Estonia 11 - - 2 2 - 7
Finland 45 - - 10 35 - -
France 398 20 20 55 157 106 40
Germany 585 15 38 60 124 310 38
Greece 48 1 - 2 5 8 32
Hungary 46 - - 5 18 16 7
Ireland 40 1 1 1 3 - 34
Italy 380 30 50 50 83 148 19
Latvia 9 - - 2 - - 7
Lithuania 9 - - 2 - - 7
Malta 1 - - - - - 1
Netherlands (car tires only) 47 - 13 - 13 21 -
Norway 47 - 1 7 23 16 -
Poland 146 1 1 21 10 56 57
Portugal 92 1 15 16 26 34 -
Romania 50 - - 5 10 10 25
Slovakia 20 - - - 5 2 13
Slovenia 23 - - 4 - - 19
Spain 305 10 20 37 42 52 144
Sweden 90 1 7 16 32 34 -
Switzerland 54 1 13 7 - 25 8
U.K. 475 32 34 55 212 72 70
Total: 3,213 114 215 381 882 981 640

Source: European Tyre and Rubber Manufacturers Association 2006. Summary by Kurt Reschner
*) This figure also includes unknown means or disposal
Copyright: Kurt Reschner, Berlin, Germany
Energy Recovery
The use of tire derived fuel (TDF) in cement kilns, paper mills or power plants is a perfectly
reasonable use for scrap tires, if recycling is not a viable option. While uncontrolled fires cause
substantial air and ground pollution, the incineration of whole tires or tire chips in a controlled
furnace is environmentally safe. On average, the BTU value of scrap tires or TDF exceeds that of
coal, while the sulfur content is in the same order of magnitude or even lower. Cement kilns are by
far the largest users of TDF. Some cement companies have the capacity to incinerate whole tires,
thus being able to omit the comparatively expensive size reduction process.

Rubber Recycling
A concise definition of recycling would be the re-use of a material for its originally intended purpose,
e.g. old aluminum cans are used to make new ones. In the case of scrap tires, recycling would
mean the use recycled tire rubber as a compounding ingredient for new tires.
In a broader sense, recycling is referred to as grinding scrap tires into crumb rubber while removing
steel, fiber and other contaminants. In North America, the markets and applications for recycled tire
rubber (“crumb rubber”) have developed tremendously in the past decade. The different markets
and uses for recycled tire rubber are discussed in greater detail in the section Products and
Applications.

Landfilling
Most landfills accept whole scrap tires only at a hefty tipping fee because tires are awkward to
handle and difficult to compact. In some instances, scrap tires have worked their way to the top of a
closed landfill, causing costly damages to the landfill cover.
Nonetheless, a significant part of the current scrap tire generation still ends up in landfills. Since a
ban on landfilling whole tires was implemented in most States, scrap tires are usually cut into pieces
or shredded before landfilling in the U.S.
The EU Landfill Directive similarly bans whole tires from landfills by 2003. By 2006, tires in any
shape or form will be banned from landfills in EU Member States. In order for the EU Landfill
Directive to be implemented in a timely manner, new disposal routes for scrap tires need to be
developed with great urgency in all EU Member States.
A variation of landfilling is monofilling, which means that scrap tires are not mixed with other waste
materials, but stored at a dedicated, licensed location. Once the monofill has reached its capacity, it
is covered like any other landfill to reduce the fire hazard and also prevent mosquito breeding.

Civil Engineering Applications

Tire derived products, mostly 1” tire chips are sometimes used to replace conventional construction
material, e.g., road fill, gravel, crushed rock or sand. The benefits of using tire chips instead of
conventional construction materials are amongst others: reduced density, improved drainage
properties and better thermal insulation. The following are examples of projects where scrap tire
chips have been successfully used in civil engineering applications:
• Lightweight fill for embankments and retaining walls
• Leachate drainage material at municipal solid waste landfills
• Alternative daily cover at municipal solid waste landfills
• Insulating layer beneath roads and behind retaining walls
Civil engineering applications of scrap tires are expected to become more widespread as more and
more applications can be proven to be technically and economically viable.

Copyright: Kurt Reschner, Berlin, Germany

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Export and Miscellaneous

From an environmental standpoint, the use of a waste material for its originally intended purpose is
the most preferential recycling method. The active international trade with used tires, mostly going
from industrialized countries to in lesser developed countries, is a clear sign that this route of
disposal is economically sensible well. It is a fair assumption that at least 10% of scrap tires
generated in industrialized countries are sold as used tires, especially to in Eastern Europe, Africa
and Latin America.
The downside of exporting scrap tires is that the receiving
countries end up with a disproportionate amount of scrap
tires. At the same time, these countries usually do not have
the legal framework and industrial infrastructure to address
the issue of scrap tire disposal in an environmentally safe
and economically sound manner. For this reason, some
Eastern European countries (e. g. Poland) have issues laws
that severely limit the cross-border transfer of waste tires.
Miscellaneous uses for scrap tires include a wide range of
applications like the ubiquitous silo covers, playground
swings, woven door mats from scrap tire strips, handicrafts,
shoe soles, die cut products, etc.
Figure shows a fairly inventive use for a scrap tire. First,
Figure 4: Waste bin made from an old the beads of a light truck tire were removed. Then, the tire
tire (seen in Thailand) was turned inside out and shaped into barrel-like container.
Two small segments serve as bottom and lid, while the
beads are used as a support. Two small strips are attached
to serve as handles. A blue coat of paint gives it a fresh, clean appearance. These waste bins can be
seen all over Thailand.

Environmental Assessment of Different Disposal Methods

When referring to incineration, some people use the term “energy recovery” or even “thermal
recycling”. While this sounds more impressive that “incineration” or “burning”, the fact remains that
the use of a material for its originally intended purpose more preferable, both from an environmental
and from an economic standpoint. This becomes obvious when we take a closer look at the typical
energy consumption to produce tire rubber and compare it to the energy gained by burning a tire:

Energy needed to manufacture a tire 32,0 kWh/kg

Energy needed to produce tire rubber compound 25,0 kWh/kg

Thermal energy released when incinerating scrap tires 9,0 kWh/kg

Energy consumed in the process of grinding scrap tires into

1,2 kWh/kg
crumb rubber (0.5 to 1,5 mm)

Table 3: Specific energy values. Sources: W. Dierks: Incorporating the Use of Recycled Rubber,
Robert Snyder: Scrap Tire Disposal and Reuse, compilation by Kurt Reschner.

As shown in the table above, it takes 3 – 4 times as much energy to produce tire rubber, compared
to the energy recovered by “thermal recycling”. Consequently, the use of recycled tire rubber for its
originally intended (or related) purpose makes by far more sense than incineration, both
environmentally and economically. The following list shows the main scrap tire disposal and recycling
methods, classified hierarchically, by environmental and economic preference.

Copyright: Kurt Reschner, Berlin, Germany

 Scrap Tire Recycling --- Page 6

Rank Application/Processing Method Examples

Design rubber compound and tire geometry for

Use PRODUCT for its originally
maximum durability. Keep tire properly inflated at all
1 intended purpose for as long as
times to ensure maximum service life. Reuse partly
possible.
word tires. Regroove or retread tire casings.

Use MATERIAL for its originally Grind scrap tires into crumb rubber, separate steel
2
intended purpose. and fiber. Sell rubber as raw material.

Use whole scrap tires for energy Burn whole scrap tires as fuel supplement in cement
3
recovery. kilns.

Use mechanically processed tires for Tire chips added to coal as fuel supplement in power
4
energy recovery. plants, paper mills, cement kilns, etc.

Alter the chemical structure of scrap

5 tires and use the products for energy Pyrolysis, Supercritical Extraction.
recovery.

Storage for possible recovery at a later

6 Monofilling.
time.

Disposal without any current or future

7 Landfilling.
use.

Table 4: Scrap tire disposal methods, ranked by environmental preference.

Some might argue that the preference list shown in Table 4 is the result of an environmentalist
agenda with little footing in the real world. In fact, the vibrant international trade with partly worn
tires and retreadable tire casings shows that market participants world wide-have similar priorities.
Market forces have a clear verdict on the next two options as well: recycled tire rubber (crumb
rubber) sells for 200 – 400 US$ per ton, whereas tire derived fuel (TDF) fetches one tenth of that
price. This is a clear indication that, sound environmental practices and market forces are not
necessarily opposites when it comes to tire disposal.

Copyright: Kurt Reschner, Berlin, Germany

 Scrap Tire Recycling --- Page 7

Size Reduction Technology

As discussed in the previous section, processing scrap tires into rubber granules is one of the most
useful disposal options, provided that there is a local and regional market for recycled rubber. In this
section, I will discuss the most common size reduction technologies for scrap tires.
Tires are built to be tough and durable. The very properties that ensure a long service life and a safe
ride, make size reduction both difficult and costly. Since the steel belted radial tire has become
commonplace in the 1970ies, grinding scrap tires into steel and fiber free crumb rubber requires
fairly complex machinery.
The purpose of size reduction is two-fold:
• Liberate and separate steel and fiber from rubber
• Process the rubber fraction into a sellable particle size
The typical product yield from scrap tires is as follows:

Product Yield from: Truck Tires EM Tires Car Tires

Crumb Rubber 70% 78% 70%

Steel 27% 15% 15%

Fiber and Scrap 3% 7% 15%

Table 5: Typical product yield from scrap tires.

Shredding
Nearly all processors first shredded the scrap tire into chips, mostly 2” in size. By shredding, the
volume of scrap tires can be reduced to about ¼, thus reducing space requirement and shipping
costs. At the same time, tire chips are easier to handle with standard equipment like front end
loaders or bobcats.

The most common machines used for pre-shredding

scrap tires are rotary shear shredders with two counter-
rotating shafts. The machines are designed to work at
low RPMs (20 to 40 RPM) and high torque and can
easily handle all sorts of tires, including truck tires,
super singles and farm equipment tires.
Some operators use a debeader to remove the steel
beads from truck tires prior to shredding. Debeading
significantly reduces wear and tear on the shredder and
consecutive size reduction machines. While the steel
bead represents only 10 – 15 % of the weight of a
truck tire, it is probably safe to state that the 1” thick
Figure 5: View inside the cutting chamber circular steel cables are responsible for 70% of the
of a shredder for scrap tires wear and tear in the shredder as well as in the
consecutive grinding machines.
Tire shredding can be considered a mature technology
and reliable machines are being offered by a number of reputable companies throughout North
America and Western Europe. Most shredders are powered by electric motors (approx. 200 – 300
HP) and have a capacity of 2 – 6 tons per hour, depending on the input material and the size of the
chips produced.

Copyright: Kurt Reschner, Berlin, Germany

 Scrap Tire Recycling --- Page 8

Ambient Scrap Tire Processing

The schematic in Figure 6 is an example of a typical ambient scrap tire recycling plant. The process
is called ambient, because all size reduction steps take place at or near ambient temperatures, i.e.
no cooling is applied to make the rubber brittle.

Figure 6: Schematic of an Ambient Scrap Tire Processing Plant

In this plant layout, the tires are first processed into chips of 2” (50 mm) in size in a preliminary
shredder (A). The tire chips then enter a granulator (B). In this processing step the chips are
reduced to a size of smaller than 3/8” (10 mm), while liberating most of the steel and fiber from the
rubber granules. After exiting the granulator, steel is removed magnetically and the fiber fraction is
removed by a combination of shaking screens and wind sifters (C).
While there is some demand for 3/8” rubber granules, most applications call for finer mesh material,
mostly in the range of 10 to 30 mesh. For this reason, most ambient grinding plants have a number
of consecutive grinding steps (D). The machines most commonly used for fine grinding in ambient
plants are:
• Secondary granulators
• High speed rotary mills
• Extruders or screw presses
• Cracker mills

Ambient grinding can be operated safely and economically if the bulk of the rubber output needs to
be relatively coarse material, i.e., down to approximately 20 mesh material.

Copyright: Kurt Reschner, Berlin, Germany

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Cryogenic Tire Recycling

This process is called “cryogenic” because whole tires or tire chips are cooled down to a temperature
of below –80 C (-112 F). Below this “glass transition temperature”, rubber becomes nearly as brittle
and glass and size reduction can be accomplished by crushing and breaking. This type of size
reduction requires less energy and fewer pieces of machinery when compared to ambient size
reduction. Another advantage of the cryogenic process is that steel and fiber liberation, is much
easier, leading to a cleaner end product. The drawback, of course, is the cost for liquid nitrogen
(LN2).

Figure 7: Schematic of a Cryogenic Scrap Tire Processing Plant

The preliminary treatment of scrap tires (debeading, pre-shredding) is pretty much the same as in
ambient plants. In the cryogenic process, the 2” (50 mm) tire chips are cooled in a continuously
operating freezing tunnel (B) to below –120°C and then dropped into a high RPM hammer mill (C).
In the hammer mill, chips are shattered into a wide range of particle sizes, while, at the same time,
liberating fiber and steel. Because the rubber granules may still be very cold upon exiting the
hammer mill, the material is dried (E) before classification into different, well defined particle sizes
(F). Generally speaking, cryogenic scrap tire processing is more economical if clean, fine mesh
rubber powder is required.

Comparison between Ambient and Cryogenic Technology

The question, which is “the best” processing technology for scrap tires, is often discussed in the
industry. As you may imagine, the answer to this question depends on a multitude of factors.
It must be emphasized that, crumb rubber is not a standard commodity and is rarely sold solely
based on specifications submitted in writing. In most cases, buyers of crumb rubber require samples
for field tests before purchasing larger batches. Some buyers are very specific about what type of
material (ambient or cryogenic) they require, whereas others do not have such preferences.
Thorough knowledge of the local and regional market requirement is a must before
The table below compares some of the most important parameters in cryogenic and ambient
grinding.

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 Scrap Tire Recycling --- Page 10

Parameter Ambient Cryogenic

Operating Temperature ambient, max. 120° C below - 80° C

Size Reduction Principle cutting, tearing, shearing braking cryogenically embrittled
rubber pieces
Particle Morphology spongy and rough, high specific even and smooth, low specific
surface surface
Particle Size Distribution relatively narrow particle size wide particle size distribution
distribution, only limited size (ranging 10 mm to 0.2 mm) in
reduction per grinding step just one processing step
Maintenance cost higher lower
Electricity Consumption higher lower
LN2 Consumption N/A 0.5 – 1.0 kgLN2 per kg tire input

Table 6: Comparison between Ambient and Cryogenic Processing

In the next section, I will discuss the most common applications for recycled tire rubber, commonly
referred to as crumb rubber or ground tire rubber.

Products and Applications

Especially in North America, commercial applications of recycled tire rubber (“crumb rubber”) have
experienced an enormous growth in the past decade. The Table below shows a market summary for
North America (United States and Canada) for 2001 classified by the main markets and applications.

Application/Market million lbs. metric tons

Rubber Modified Asphalt (RMA) 292 132,727

Molded Products 307 139,545

Athletic Surfaces 141 64,091

Tires/Automotive 112 50,909

Devulcanized and Surface Modified Rubber* 36 16,364

Plastic/Rubber Blends 38 17,273

Construction and Miscellaneous 70 31,818

Total 996 452,727

Table 7: Markets and applications for recycled tire rubber in North America in 2001. The figures
include buffings from retreading plants. *This category includes imported products. Source:
Recycling Research Institute.

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Crumb Rubber as a Filler in Virgin Rubber Compound

Since the tire industry consumes about 65% of all rubber compounds produced world wide, using
crumb rubber as a compounding ingredient for new tires is the most obvious application for this
recycled product. As the quality and supply of crumb rubber has become more reliable and
predictable in recent years, an increasing number of tire manufacturers add recycled material into
their compounds. If mixing and processing methods are chosen properly, substantial savings can be
achieved without compromising quality, safety or performance characteristics. Aside from lower
material cost, adding some crumb rubber (5 – 15%) to the virgin rubber compound offers the
following advantages:
• Better mixing properties and improved form stability of uncured parts
• Improved degassing during the vulcanization process
• Improved mold release
• Increased plant efficiency due to reduced cure times
• In some applications, abrasion resistance is also significantly improved
Based on these benefits, some tire manufacturers routinely use crumb rubber as a filler, especially
for tread compounds and whenever speed and high performance is not crucial, e.g. for farm
equipment or solid rubber tires. The growth potential in this market segment is substantial.

Devulcanization
In chemical terms, devulcanization means reverting rubber from its thermoset, elastic state back into
a plastic, moldable state. This is accomplished by severing the sulfur bonds in the molecular
structure. With the proper devulcanization method, a much higher percentage of crumb rubber old
tires can be used as compounding.
Traditional devulcanization methods involved exposing cured rubber to elevated temperatures for an
extended period of time. However, this “thermal reclaim process” not only severs the sulfur bonds in
the polymer matrix, but also breaks the polymer chains, causing a significant decrease in physical
properties. Because of questionable economics and environmental concerns, thermal devulcanization
is rarely used today.
The current price increase of virtually all types of polymers, including natural rubber, means that for
most rubber manufacturers, reprocessing rubber scrap is no longer an interesting alternative, but an
economic necessity.

Figure 8: Ten year price chart for Natural Rubber (RSS3) in US$ per kg.
Source: Singapore Commodity Exchange, www.sicom.com.sg

Copyright: Kurt Reschner, Berlin, Germany

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The following Table lists the most common devulcanization methods.

Devulcanization Process Description

Thermal Reclaim Process Rubber is exposed to elevated temperatures over an extended

period of time in order to break the sulfur bonds as well as the
polymer back bone. This process was first patented by H. L. Hall in
1858, but is rarely used today due to environmental concerns and
relatively severe degradation of the material.

Mechanical Devulcanization Vulcanized rubber is exposed to intense mechanical work

(mastication) in order to selectively break the sulfur bonds in the
polymer matrix. The machines used are two roll mills, high shear
mixers and extruders. Mechanical devulcanization method leads to
good results and may be economically viable in the near future.

Devulcanization with Technically speaking, this is a special form of mechanical

Ultrasound devulcanization. First research results on this subject are
encouraging.

Bacterial Devulcanization Fine rubber powder is exposed to an aqueous suspension with

bacteria that consume sulfur and sulfur compounds, e.g.,
thilbacillus, rodococcus und sulfolobus. Technically viable, but
questionable economics due to the complexity of the process.

Table 6: Important Devulcanization Methods

Surface Activation
Surface activation increases the adhesiveness of crumb rubber particles. The increased adhesiveness
makes it possible to use a larger percentage of recycled material without the detrimental effects
commonly experienced when untreated fillers are added. This method may prove to be a good
compromise between using crumb rubber as a mere filler versus complete devulcanization. In some
applications, surface activated crumb rubber can be molded by itself, without binders or other
additives. Like with devulcanized material, the economic viability of surface activated crumb rubber
depends to a large extent on the market price of virgin rubber compound.

Molded Products
In the past few years, the increasing supply of crumb rubber and a newly developed moisture-curing
urethane binder has led to a rapid increase in the number of products made by simple compression
molding. Typically, this method is used to produce high-volume, low-tech products, such as livestock
mats, railroad crossings, removable speed bumps and athletic mats.
Using crumb rubber in combination with urethane binder to produce molded products enables
manufacturers to significantly reduce the processing time and material costs. However, this
application is limited to products where only moderate tensile strength and abrasion resistance is
required.

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Pyrolysis
Pyrolysis is the thermal decomposition of an organic material under the exclusion of ambient oxygen.
The typical products of scrap tire pyrolysis are:

• hydrocarbon gases (mostly used to fuel the process itself)

• pyrolysis oil (properties similar to that of heavy fuel oil)
• carbon black (may be used as pigment or filler)
• scrap steel

While pyrolysis of scrap tires has been proven to be technically viable, the author is not aware of any
company in the world that has operated a pyrolysis plant for a sustained period of time.

Wet Poured Layers

Playgrounds and athletic surfaces are frequently covered with a layer of rubber granules in order to
help prevent injuries. Many stadiums throughout the industrialized world have running tracks that
consist of recycled material. Most commonly, a moisture- curing urethane is mixed with 4-10 mesh
crumb rubber and applied in a similar way as other poured pavements. These layers are usually
softer than hot cured, compression molded mats. In most cases, the top layers of poured in place
athletic surfaces are made of UV-resistant, colored EPDM granules.

Thermoplastic-Elastomer Compounds
Combining crumb rubber with a thermoplastic binder at high temperatures yields a material that can
be processed more like a thermoplastic compound, but still has some of the elasticity of rubber. This
is a very cost effective method of producing high volume products such as acoustic insulation in cars,
pallets, railroad crossings, etc.

Sprayed Layers of Crumb Rubber

In combination with a moisture curing urethane binder, crumb rubber can be sprayed onto surfaces
where elastic, waterproof, corrosion resistant or vibration and impact dampening properties are
desirable. This method has a wide range of possible application and has a good potential for growth.

RUBBER MODIFIED ASPHALT (RMA)

Rubber pavements date back to around 1870. At that time, the area around St. Pancreas Station in
London was paved with a rubber compound. This rubber pavement was widely praised because “the
horses’ hooves were silent”, it also was reported to be durable and easy to keep clean.
More widespread commercial applications of rubber modified asphalt (RMA) pavements date back to
the 1960ies and were first introduced by Charles McDonald in Arizona. Apart form recycled tire
rubber, SBS block co-polymers (thermoplastic elastomers) are often added to the hot bitumen to
improve the performance characteristics of asphalt pavements. Experience with thousands of
highway miles paved RMA prove the engineering merits as well as the economic benefits of using
recycled tire rubber in asphalt.
Increased resistance to rutting, reflective and thermal cracking are the main benefits of RMA. Other
advantages include better de-icing properties, reduced traffic noise and, most importantly, a
significantly increased service life and thus a lower life cycle cost.

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Figure 9 a: I 40 near Flagstaff, AZ paved Figure 9 b: I 40 near Flagstaff, AZ

with conventional Asphalt paved with RMA

Images 9 a and 9 b show two stretches of I 40 near Flagstaff, AZ. Both pavements were laid in
1990, the pictures were taken in 1998. While the conventional pavement (left image) is already
severely cracked, the RMA pavement (right image) is in much better shape. (Photos Courtesy of Mr.
George Way, of the Arizona Department Transportation).
The main advantages of Rubber Modifies Asphalt can be summarized as follows:

• Reduced thermal cracking (due to cold temperatures) and rutting (usually caused by hot
temperatures) can be reduced with one and the same asphalt mix. RMA is specifically useful
in areas with extreme climates, i.e. high temperatures in summer and severe frost in winter.
• Severely cracked pavements can be paved over with RMA or with a stress absorbing
membrane interlayer (SAMI) because the more elastic properties of RMA or SAMI
significantly reduces reflective cracking.
• Due to lower maintenance costs and increased durability, the live cycle cost of RMA is
significantly lower when compared to conventional asphalt pavements.
• Other advantages include increased traffic safety due to a better deicing property, increased
skid resistance and fewer construction sites.

Based on the proven technical and economic advantages of RMA, the use recycled tire rubber nearly
doubled from 1995 to 1999 in North America. It is very likely that this growth rate will continue
world-wide.

Copyright: Kurt Reschner, Berlin, Germany

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Frequently Asked Questions

Q: Who buys my scrap tires?

A: Unless you have retreadable truck tire casings or car tires in good condition, nobody will take
your tires for free, let alone “buy” them.
Typically, scrap tire haulers and processors charge a tipping fee of 65 to 150 US$ per ton. Actual
tipping fees vary depending on volume, transportation costs and a number of other factors. For
example, if you have purchases a piece of land and find an abandoned pile of scrap tires filled with
dirt, disposal may become fairly expensive.
To find out who hauls scrap tires in your region, please contact your local Environmental Protection
Agency or Department of Environmental Control. The entity may have a different name where you
live, but they should have a list of licensed tire haulers and processors.

Q: Which is the best way to process scrap tires?

A: As you may imagine, the answer to this question depends on a wide range of factors. First and
foremost, you should have a pretty good idea of the market demand in your area. Only after you
have decided what products you intend make, should you approach the question of technology
selection.
For example, it would make little sense to set up a cryogenic plant and produce fine rubber powder if
the demand in your area is mostly for coarser rubber granules. Also, there could be some particular
circumstances at your location that may favor one specific technology and impede another. Thorough
market research and prudent technology selection are the two key factors to success in this industry.

Q: How much do I need to invest for a scrap tire recycling plant if I want to produce crumb
rubber?
A: As an order of magnitude, expect an investment volume 5 Million US$ for a complete turnkey
plant with a capacity approx. 2 - 3 tons of tires per hour. Actual numbers vary widely depending on
supplier, type of equipment, quality of end product, etc.

Q: I want to keep my investment at a minimum in the initial phase. Does it make sense to
purchase equipment with a lower capacity?
A: Not really. Most shredders and subsequent grinding machines are built to process tires at a rate
of 2 - 4 tons per hour. Even if you purchase a smaller plant with a lower hourly throughput, you still
need a building, ancillary equipment like conveyors, screens, magnetic separators, a dust collection
system, etc. In other words, a substantially downgraded plant capacity will only moderately reduce
the overall investment sum. You may be able to source used equipment for far less money, but it is
extremely important to find out why this equipment is for sale.

Q: Where do I obtain information about grants and business development loans?

A: Since each country, state, or province has a host of different programs, I am not in the position to
answer this question exhaustively. The best place to obtain preliminary information is your local or
state government, specifically the Department of Economic Development and the Department of
Environmental Control.

Copyright: Kurt Reschner, Berlin, Germany

 Scrap Tire Recycling --- Page 16

Q: I intend to start a scrap tire recycling business. Why should I retain the services of a
consultant?
A: In the past decade, there have been numerous start-up ventures and this industry has been
blessed with a multitude of “revolutionary” technologies. However, only a small fraction of these new
businesses survive long term. If one accounts for the investment moneys lost in ill-fated ventures, it
is a fair statement that in this industry as a whole, there is more money being lost than made.
Investing in overpriced and/or inadequate equipment is a prime reason for business failure in this
industry. Because of the many innovative but not always viable technologies and applications,
thorough due diligence is crucial for every lender or entrepreneur who intends to become active in
this industry.
Based on my in-depth knowledge experience in this industry I can help my clients stay away from
proposals with questionable economics. By the same token, I have a solid track record of facilitating
the implementation of economically viable projects world-wide. I provide the following services:

• General due diligence on behalf of lending institutions, investors or entrepreneurs.

• Feasibility studies for scrap tire recycling projects.
• Independent advice on technology selection.
• Market studies and assistance with initial marketing in the region where the plant is to be
built.
• Product development
• Assistance with disposal and/or reprocessing of factory scrap rubber

Kurt Reschner
Langobardenallee 6
14052 Berlin, Germany
Tel. +49 30 30 11 11 94
K.Reschner@EnTire-Engineering.de

Last updated: July 2008

Copyright: Kurt Reschner, Berlin, Germany