GEOTECHNICAL CHARACTERIZATION OF CALACA, BATANGAS BOTTOM ASH

MIXED WITH COMMERCIALLY PROCESSED SCRAP TIRES

TIRAZONA, Sunseehray Alessandra B.

Adviser: Dr. Alexis A. Acacio

ABSTRACT

Bottom ash and processed scrap tires are considered wastes. Both materials have been separately studied for their
use in geotechnical engineering applications such as embankment and lightweight backfill. Bottom ash has been considered
satisfactory as embankment material when combined with fly ash (Yoon et. al., 2006) (Kim et. al, 2005). Processed scrap
tires or rubber tires have been studied as lightweight backfill for retaining structures (Cecich et. al., 1996) (Lee et. al.,
1999). Investigations were also made on rubber tires mixed with cohesive (Cetin et. al., 2006) and cohesionless soils (Lee
et. al., 1999).
The study investigates the geotechnical characteristics of Calaca, Batangas bottom ash mixed with commercially
processed scrap tires. The effect of grain size of processed scrap tires was examined. Proportioning was also examined.
Properties investigated include permeability, compressibility, and shear strength based on direct shear test. Effects were
compared for 100% processed scrap tires (PST), 100% bottom ash, and 1:1 PST and bottom ash mix.

1. INTRODUCTION sizes. Tire derived aggregates are prone to self combustion

primarily due to the oxidation of the steel components
exposed to air and water (Arroyo et al., 2011). ASTM
Bottom ash and processed scrap tires are considered
(D6070-08) has limited the height of fills derived from
wastes. In the Philippines, it is assumed that scrap tires are
scrap tires to only three meters and recommended that
generated at a rate of one tire per vehicle per annum. In
these should not be exposed to air and water.
Luzon alone, waste tires are produced at approximately
2,150,000 per annum (Danglos Ecosystems, 2003).
Pierce and Blackwell (2003) investigated the use of rubber
crumb in flowable backfill or controlled low-strength
Bottom ash, on another hand, is generated from the
material (CLSM) and found out that it performs just as
operation of coal-fired powerplants. It has engineering
well as the standard materials. They recommended to
properties that are similar to granular materials (Antonio
check the effect of grain size to the engineering properties
and Zarco, 2007). Together with fly ash, it has been found
of the material (Pierce and Blackwell, 2003).
suitable as embankment material (Kim et al., 2005) (Yoon,
et al., 2006).
This study generally aims to perform a geotechnical
characterization of bottom ash mixed with processed scrap
tires of different grain sizes. Specifically, it aims to (1)
Rubber crumbs processed from scrap tires were combined
determine the geotechnical properties of the specimens
with bottom ash. By using bottom ash with processed
generated, (2) examine the effects of the grain size of
scrap tires, recycling of waste is achieved twofold. The
processed scrap tire to these properties, and (3) analyze
geotechnical properties of these materials and their mix
the effects of mixing bottom ash and processed scrap tires.
were investigated.
Geotechnical properties include particle size distribution,
specific gravity, loose and compacted dry densities,
Investigations have already been made on the
permeability, direct shear strength and compressibility.
performance of tire shreds as backfill material. These
The behavior of the mix based on confined
include the studies of Lee et al (1999) and Cecich et al.
compressibility test prescribed in ASTM D6070 was also
(1996). They concluded that tire shreds were suitable as
examined. All methods used were based on American
backfill material (Lee et al., 1999) (Cecich et al., 1996);
Society of Testing and Materials (ASTM) Standards. Mix
however, Cecich et al. (1996) recommended further study
proportions of processed scrap tire to bottom ash was set
in terms of compressibility, inadequate load bearing
at 0.5 by volume.
capacity, and adverse leaching effects.

This study used rubber crumbs in three different grain

2. REVIEW OF RELATED LITERATURE 3. MATERIALS AND METHODS

The geotechnical characteristics of bottom ash mixed with

The engineering properties of bottom ash from Calaca,
Batangas, Philippines has been previously investigated by
Antonio and Zarco (2007). The properties they have
determined are summarized in Table 1.
Some applications of bottom ash are as aggregates in
lightweight concrete masonry units and material for
producing portland cement (Antonio and Zarco, 2007). It
has also been used in controlled low-strength materials
(CLSM) or flowable backfill (Pierce and Blackwell,
2003). Several studies have also found bottom ash as a
suitable material for highway embankments (Yoon et. al.,
2006) (Kim et. al., 2005).
Rubber crumb or processed scrap tires have also been
investigated by several authors. Lee et al (2009) made use
of a 40% by weight shredded tires to ottawa sand and
concluded that it is satisfactory and more economical than
typical backfill material. Cecich et. al. (1996) had the
same conclusions but recommended that further studies on
load bearing capacity, compressibility, and leachate effects
should be considered before application.
processed scrap tires were investigated. Among these
characteristics are specific gravity and grain size
distribution. Atterberg limits were not determined since
moisture content could not be measured due to lack of
information on the combustibility of the processed scrap
tires when subjected to oven drying. Shear strength was
also examined based on Direct Shear Test.
Compressibility was analyzed and measured using a
fabricated setup involving an 8-unit densification mold.
All tests were based on ASTM standard procedures. Some
modifications were necessary due to the nature of the
materials involved.
Laboratory tests were based on ASTM standards and are
summarized in Table2
Table 2. Laboratory Tests
Test Description Geotechnical
Parameters
Specific Gravity ASTM D854 or Specific Gravity
ASTM C127

Table 1. Engineering Properties of Calaca, Batangas Particle Size ASTM D422 Particle Size
Bototm Ash (Antonio and Zarco, 2007) Analysis and Soil ASTM D2487 Distribution
Classification AASHTO Curve
Property Value USCS Effective Size
Uniformity
Specific Gravity 1.9
Coefficient
3
Dry Unit Weight (kN/m ) 9.02-10.87 Coefficient of
Gradation
Maximum Dry Unit Weight 1221.8
(kg/m3) Density (Loose Based on ASTM Loose Dry
and Compacted) D698 with Density
Maximum Dry Unit Weight 11.68-11.98
modifications Compacted Dry
(kN/m3)
Density
Optimum Moisture Content 17-25
Permeability ASTM D2434 Coefficient of
(%)
Permeability
Coefficient of 10.87-65.4
Direct Shear ASTM D3080 Cohesion
Consolidation (mm2/min)
Angle of Internal
Internal Angle of Friction 42.41 Friction
(degrees)
Compressibility ASTM D6270 Stress-strain
Cohesion (kPa) 59.944 curves

Since effects of grain size were investigated, processed

As flowable backfill mixed with soil, cement, and bottom
ash, rubber crumbs have also been found suitable (Kim
and Kwang, 2011). Pierce and Blackwell (2003)
conducted an earlier study and recommended
investigating the effect of grain size to the properties of
the flowable backfill.
scrap tires were obtained in three different commercial
sizes. From largest to smallest grain size, these samples
were labeled as Type A, B, and C. Specimens were labeled
as 100A, 100B, 100C, 050A, 050B, 050C, and 000Y. The
first three digits denote the percentage of processed scrap
tires present. The last letter represents the type of
processed scrap tire used. Bottom ash was labeled as 000Y
for convenience.
The materials involved are considered engineered. That is, due to limitations in sieve. Some particles in the bottom
they are not naturally occurring. Bottom ash was sampled ash were larger than the maximum available sieve size of
by obtaining approximately 400 kg or 10 sacks weighing 25 mm. It should be noted that 90% of the bottom ash
around 40 kg each. It was then mixed using a concrete particles had grain size at or below 25 mm.
mixer. Specimens 050A, 050B, and 050C were then
prepared by combining equal amounts of bottom ash and
processed scrap tires by volume.

4. RESULTS AND DISCUSSION

Specific Gravity

The specific gravities were determined for pure samples

only. Specimens 000Y and 100A were determined based
on ASTM C127. Specimens 100B and 100C were tested
based on ASTM D854. It was found that the specific
gravity of the bottom ash sample was 1.45. This is lower
than the results of Antonio and Zarco (2007), which was
1.9.

The specific gravities of the processed scrap tires Type A, Fig. 1. Particle Size Distribution for Bottom Ash
B, and C are 1.00, 0.80, and 0.57, respectively. These
results indicate that although specific gravity is expected
to be constant, it decreased as the grain size decreased for
processed scrap tires. Differences may be accounted from
floating particles contributing to less accurate results.
Also, Type A and B had elongated particles which could
have contributed to less surface tension against water.
Type C processed scrap tires were more spherical and this
possibly contributed to the lower recorded specific
gravity. Table 3 summarizes the specific gravities for the
pure specimens.

Table 3. Specific Gravities of Bottom Ash and Processed

Scrap Tires

Specimen Specific Gravity

000Y 1.45
100A 1.00
100B 0.80
100C 0.57
Fig. 2. Particle Size Distribution for PST-A

Particle Size Analysis

Particle size analysis was performed for each specimen

following ASTM D 422. Since particles with sizes smaller
than 0.075 mm were less than 5%, hydrometer test was
not conducted. Moreover, processed scrap tires tend to
float in water. Gradation curves were generated and are
shown in Figures 3 to 4.

For bottom ash samples, 100% passing were not obtained

 Fig. 3. Particle Size Distribution for PST-B
Fig. 6. Particle Size Distribution for Mix using Type B

Fig. 4. Particle Size Distribution for PST-C Fig. 7. Particle Size Distribution for Mix using Type C

The effective size (D10), uniformity coefficient (Cu),

coefficient of gradation (Cc), and soil classification based
on USCS and AASHTO for each specimen are
summarized in Table 4 and 5. Bottom ash is considered
well-graded gravel based on USCS. It is classified as A-1-
a under AASHTO, which means it is excellent to good
quality as subgrade material.

Combining bottom ash with processed scrap tires did not

affect its AASHTO classification. However, with USCS,
mixing bottom ash with processed scrap tires Type A and
Type B turned it to poorly graded gravel. Combining
bottom ash with Type C turned it to well-graded sand.
Table 4. Gradation Parameters
Fig. 5. Particle Size Distribution for Mix using Type A
Specimen D10 (mm) Cu Cc
000Y 2.1 6.7 1.0
050A 1.7 7.9 0.7 Table 6. Loose and Compacted Dry Densities
050B 1.2 15.4 0.6 Specimen Compacted Dry Loose Dry
050C 0.2 26.0 1.0 Density Density
(g/cm3) (g/cm3)
100A 1.4 3.2 0.9
100A 0.699 0.450
100B 0.7 3.0 0.8
100B 0.574 0.349
100C 0.2 4.5 0.9
100C 0.599 0.361
050A 0.675 0.475
Table 5. Classification based on USCS and AASHTO 050B 0.733 0.514
050C 0.781 0.637
Specimen USCS AASHTO
000Y 0.948 0.722
000Y GW A-1-a
050A GP A-1-a
050B GP A-1-a Permeability
050C SW A-1-a Permeability of the specimens were measured and
100A SP A-1-a recorded. Due to the limitations of the permeameter used
the specimens were reduced to ½ inch size.
100B SP A-1-a
100C SP A-1-a Table 7 summarizes the values of permeability of bottom
ash, processed scrap tires and the mixed specimens. The
ratio of the specimen permeability to the maximum
Loose and Compacted Dry Densities average permeability is included. The permeability of all
specimens fall under “clean gravel” category (Das, 2006).
Compacted dry density was determined based on ASTM
D698 but with modifications. Moisture content was not The average permeability obtained for Bottom Ash was
considered due to lack of information on the 5.11 cm/s. Permeabilities for processed scrap tires were
combustibility of processed scrap tires when oven dried. 5.62, 3.45, and 2.71 cm/s for processed scrap tires type A,
Hence, optimum moisture content and maximum dry B, and C, respectively. From the graph, as presented in
density could not be determined. Table 6 summarizes the Figure 8, it is shown that the permeability decreases as
compacted and loose dry densities for each specimen in grain size decreased. Although PST-A had a lower
grams per cubic centimeters. effective size compared to bottom ash, the higher value of
its permeability may be attributed to the gradation.
From these results, there is a trend of increasing dry Bottom ash was classified as well-graded while PST-A
density as bottom ash content is increased. Hence, if was classified as poorly graded. The smaller particle sizes
lighter densities are required, processed scrap tire content in the bottom ash may have filled the void spaces resulting
must be increased. in its relatively lower K value.

Among the three types of processed scrap tires, Type A
produced lowest compacted dry density at 50% volume
replacement. This may be attributed to the nature of
settlement and orientation that occurs in the bottom ash
and PST-A mix. Since PST-A have larger-sized particles, it
would have been more difficult to fill in the voids formed
by bottom ash. Whereas using PST-B and PST-C, the
smaller-sized grains were able to enter the voids,
producing a denser mix.
Type C processed scrap tires had the lowest specific
gravity among the three. However, upon compaction, this
produced higher densities compared to Type A. This is due
to the smaller particles that were able to fill in the voids.
The permeability of bottom ash when mixed with
processed scrap tires type A was increased by 1.96%. On
the other hand, its permeability decreased by 1.17% and
13.3% when mixed with types B and C, respectively.
Replacing bottom ash with processed scrap tires type A
yielded an increase of 9.98% in permeability. Using type
B yielded a decrease of 32.5%. Type C yielded a decrease
of 47.0%.
These results show that the permeability of bottom ash
when mixed with processed scrap tires is affected by the
grain size as well as gradation. As grain size of PST was
increased, the permeability increased. Mix proportion also
affects permeability. Figure 9 shows a bar chart that
compares the values of the permeabilities by each type
and by percent content of processed scrap tires.
From the results of the consolidated-drained direct shear
test, a plot of the shear stress versus the horizontal
Table 7. Permeability of Bottom Ash, PST, and their Mix displacement was made for each specimen. From these,
the maximum shear stress corresponding to the normal
Specimen Permeability K/KA
stress was obtained by eyeball estimate.
(cm/s)
000Y 5.11 0.909 Normal stresses were initially set at 50, 100, and 200 kPa.
However, due to a decrease in shear stress corresponding
100A 5.62 1.000
to normal stress of 200 kPa for processed scrap tires types
100B 3.45 0.614 A, B, and C, tests were conducted at normal stress of 150
100C 2.71 0.482 kPa for verification.

050A 5.21 0.927 Table 8 summarizes the direct shear strength results for
050B 5.05 0.899 each specimen.

050C 4.43 0.788 Based on these results, bottom ash exhibits higher direct
shear strength compared to processed scrap tires.
Evaluating these at a normal load of 150 kPa, using Mohr-
Coloumb failure criterion, Type C had the highest strength
among the three types of processed scrap tires. This is
summarized in Table 9. Hence, to minimize decrease in
direct shear strength, small grain sized particles should be
used.

Figure 10 shows a trend of the decrease in shear strength

as proportion of processed scrap tire is increased. From
this figure, it can be seen that the decrease in shear
strength using Type C is linear. On the other hand, Type A
and Type B exhibited expontential decay. However, these
conclusions have to be further verified by performing tests
on different mix proportions.
Fig. 8. Permeability of Unmixed Specimens

Table 8. Direct Shear Test Results

Specimen Cohesion (kPa) Friction Angle

(Degrees)
Bottom Ash 40.4 35.8
PST-A 19.7 15.1
PST-B 9.7 26.3
PST-C 0.13 31.0
Mix Type A 34.2 14.7
Mix Type B 24.4 22.1
Mix Type C 17.4 32.9
Fig. 9. Comparison of K (cm/s) by Mix Proportion

Direct Shear Test Table 9. Shear Strength of Specimens at N = 150 kPa

In calculating the friction angle and cohesion of the Specimen Shear Strength S/SBottomAsh
samples, the maximum shear strength for each test is (kPa)
plotted against the normal stress. Linear regression was Bottom Ash 148.6 1.00
performed to determine the intercept and slope of the line
that best fits the data. This line represents the Mohr- PST-A 60.2 0.41
Coloumb failure criterion.
PST-B 83.8 0.56 and third cycle of loading, Type B exhibited the highest
vertical strains.
PST-C 90.3 0.61
Mix Type A 73.6 0.50
Mix Type B 85.3 0.57
Mix Type C 114.4 0.77

Fig. 11. Stress-strain First Cycle

Fig. 10. Reduction in Shear Strength using PST A, B, and

C

Compressibility

Compressibility test was conducted based on ASTM

D6070 with some modifications due to unavailable
resources. Only the vertical strain was measured. Hence,
lateral earth pressure coefficient could not be calculated.
Loading was done in three cycles to see if there were
changes in vertical strain in case of reloading.

Compression curves generally show large vertical strains

during initial loading. However, after the second and third
loading, vertical strains have stabilized. Figures 11 to 13
show the overlain stress-strain curves for bottom ash and
processed scrap tires for the first, second, and third cycles
of loading. Table 10 summarizes the maximum vertical Fig. 12. Stress-strain Second Cycle
strains recorded for each specimen in each cycle.

Bottom ash demonstrated lowest recorded vertical strains

for each cycle of loading. Among the three sizes of
processed scrap tires, Type C exhibited the lowest vertical
strain. Type A demonstrated higher vertical strains during
the first cycle compared to Type B. However, during the
second and third cycle, Type B had higher vertical strains
compared to Type A.

Figures 14 to 19 show the curves for bottom ash, PST, and

their mix during the first and second cycle of loading.

Mixing bottom ash with Type A resulted in the lowest

vertical strain recorded for the first cycle. For the second
 cycle of loading. It can be seen from this figure that
adding processed scrap tires to bottom ash significantly
increases its compressibility in terms of vertical strain. It
is also seen from the figure that combining bottom ash
with PST-C results in adverse vertical strains during the
first loading. This result should be verified with better
equipment that can accommodate larger particles since
this study made use of materials passing sieve No. 4. This
was due to the available size of the cylinders in the
equipment used.

Fig. 13. Stress-strain Third Cycle

Table 10. Maximum Vertical Strains in Percent (%)

Specimen First Cycle Second Third Cycle

Cycle
Bottom Ash 18.38 1.19 0.95
PST Type A 40.09 18.97 16.11
PST Type B 37.95 21.12 18.74
PST Type C 19.57 15.63 15.87
Mix Type A 19.69 15.87 15.75 Fig. 15. Stress-strain curves (second cycle) comparing
effects of Mix PST-A
Mix Type B 26.49 18.85 16.71
Mix Type C 32.70 14.08 13.60

There is high vertical strain observed in the first cycle for

the mix using Type C. This shows that mixing Bottom Ash
with smaller sized particles results in higher strains during
initial loading. However, from the results of the second
and third cycle of loading, the mix using Type C exhibits
lowest vertical strains among the three sizes of processed
scrap tires.

Figure 20 is a bar chart comparing the maximum vertical

stresses recorded for each type and for the first and second

Fig. 16. Stress-strain curves (first cycle) comparing effect

of Mix PST-B

Fig. 14. Stress-strain curves (first cycle) comparing

effects of Mix PST-A
 Fig. 20. Comparison of Maximum Vertical Strains

Fig. 17. Stress-strain curves (second cycle) comparing

effects of Mix PST-B 5. SUMMARY AND CONCLUSIONS

Bottom ash and commercially processed scrap tires were

investigated for their geotechnical properties. A mix of
both materials was also investigated at a proportion of
0.50 by volume. Among the properties investigated were
specific gravity, particle size distribution, loose and
compacted densities, permeability, direct shear strength,
and compressibility. Tests were conducted based on
ASTM standards with modifications due to the nature of
the materials.

From the specific gravity tests, bottom ash was found to

be a lightweight material. Its specific gravity was recorded
as 1.45. Processed scrap tires are also considered
lightweight with specific gravities of 1.0, 0.80 and 0.57
corresponding to effective sizes of 1.4 (type A), 0.7 (type
B) and 0.2 (type C).
Fig. 18. Stress-strain curves (first cycle) comparing effect
of Mix PST-C
From the particle size distribution, bottom ash was
classified as A-1-a based on AASHTO and well-graded
gravel according to USCS. Processed scrap tires were also
A-1-a based on AASHTO. However, with USCS, the
processed scrap tires were considered poorly graded sand.
Hence, combining bottom ash with the processed scrap
tires resulted in poorly graded gravel, except for the mix
with PST-C whose classification became well-graded
sand.

Using the setup of ASTM D698, compacted and loose

densities were determined for each specimen. It was found
that smaller grain-sized processed scrap tires had lower
loose density which is in accordance with the recorded
specific gravity. However, upon compaction at 0%
moisture content, larger grain-sized processed scrap tires
had lower densities. In combining bottom ash and
processed scrap tires, it was shown that for both loose and
Fig. 19. Stress-strain curves (second cycle) comapring
compacted cases, density increased with smaller grain
effect of Mix PST-C
sized processed scrap tires.

Permeability tests show that all specimens fall under the

clean gravel category (Das, 2006). PST-A had the highest
K of 5.62 cm/sec with bottom ash following second
having a K of 5.11 cm/sec. For processed scrap tires, K
values decreased as smaller grain-sized particles were
tested. When combining with bottom ash, the trend is the
same. At 50% volume replacement, the K values are
closer to the bottom ash value versus the processed scrap
tires. Using Type A, the mix had a K value that was 18%
higher than bottom ash. Using Type B, the mix had a K
value that was 10% lower. Using Type C, the mix had a K
value that was 12.1% lower.
Direct shear test was performed using a direct shear
apparatus under consolidated-drained conditions. It was
found that smaller grain-sized processed scrap tires had
higher shear strength. Bottom ash had higher direct shear
strength compared to all sizes of processed scrap tires.
When the processed scrap tire content was increased to
50% by volume, the values for direct shear strength,
measured in terms of cohesion and angle of internal
friction, decreased by as much as 50% for PST-A, 43% for
PST-B, and 23% for PST-C. With 100% PST-A, the
difference in shear strength was 59%. For PST-B, it was
44%. For PST-C, it was 39%.
Compressibility was measured in terms of a fabricated
setup. Lateral strains could not be measured. Hence, earth
pressure coefficients were not obtained. The behavior of
the materials were only examined based on confined
uniaxial compression. Loading was done in three cycles to
check the elastic behavior. Bottom ash was found to have
smaller vertical strains compared to processed scrap tires.
During the second and third cycles of loading, the vertical
strains for all specimens were significantly lower than the
first cycle. For processed scrap tires, smaller grain sizes
had lower vertical strains during the first cycle of loading.
At second and third cycles of loading, the strains for the
processed scrap tires tend to even out.
6. RECOMMENDATIONS
Tests involving moisture content were adjusted due to the
tendency of processed scrap tires to temperature-driven
chemical degradation beyond 90°C (Shaw et al., 2005).
Several tests had to be adjusted. Moisture content is
crucial in determining many of the geotechnical properties
of a material. Hence, this study was limited to tests that do
not include the determination of moisture content. It is
recommended to perform tests where moisture content can
be determined safely.
It is also recommended to perform a more accurate test in
determining the specific gravity. As processeed scrap tires
tend to float in water, a liquid with a lower specific gravity
should have been used. However, due to the lack of
information on the reaction of processed scrap tires with
liquids other than water, specific gravity results became
inaccurate.
For the shear strength, it is recommended to investigate
the behavior of the specimens using more accurate tests.
In the direct shear test, the specimens were forced to fail
at the horizontal plane which contributes to inaccuracy.
A more advanced apparatus should be used in examining
the compressibility of the specimens. This should be able
to measure the lateral strain so that earth pressure
coefficients could be calculated. Also, it should be able to
accommodate the larger-sized particles of the specimens.
Other sources of processed scrap tires could also be
examined to check for consistency of results. This study
may only be applicable to the particular commercial
processed scrap tires used. Bottom ash from other sources
can also be examined.
It is also recommended to investigate the same properties
at different mix proportions. Also, the properties of the
materials when the different sizes of processed scrap tires
are combined, can also be examined.
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