• Proceedings of the IEEK Conference
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• 2001.10a
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• pp.230-235
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• 2001

There are more than 15 millions cars or motors in Taiwan. According to the statistics from Environmental Protection Administration, the number of resulting scrap tires are near 110 thousand tons each year. The tire recycle programs in Taiwan were first conducted in 1989 and executed by ROC Scrap Tire Foundation. However, the current efficiency of the tire recycling industry still needs to be improved to minimize the environmental problem or fire hazards caused by scrap tires storage. Ten major tire-recycling factories are surveyed in this study. The investigations include the source of scrap tire, the shredding process, the market of products, the management of wastes disposal, and the difficulties of these sectors. As the varieties of the shredding machines of the recycle factories, there are three kinds of final products which include powder, granular, and chips. The wastes, wires and fibers, produced by the shredding process are the major problems fur all the factories. The percentage of the wire and fiber removal from rubbers still needs to be increased. The best approaches found in this study to increase the efficiency of scrap tire recycling processes are proposed which include the improvement of magnetic separation system fiber/rubber separation system and the minimization of waste disposal. A categorized standard of the processing outputs is suggested as a reference for the decision-making of the tire-recycling factories.

• Proceedings of the IEEK Conference
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• 2001.10a
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• pp.225-229
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• 2001

There are about 41% (by weight) of scrap tires were pulverized to produce rubber powder and granules in the tire recycling industry of Taiwan. However, the reuse of the by-products, steel and fiber, of the scrap tires still needs to be improved. It is difficult to remove the remaining rubber on the surface of steel or fiber. This problem reduce the availability for further reuse of steel and fiber. In addition to the improvement of magnetic, gravity separation techniques or carbonization process, using cryogenic shredding process to separate rubber and fiber (or steel) had been used as another alternative. Cryogenic shredding process for scrap tires showed many advantages, the objective of this paper is to explore the mechanisms for the cryogenic shredding process of scrap tires. Cryo-SEM is used to investigate the topographic information, in-situ, from room temperature to -195$^{\circ}C$ . One square inch shredded tire chips are prepared for SEM study. The percentage of the shrinkage of rubber is also estimated, ca. 6.7%. Mechanisms of cryogenic shredding effects on the tire chips are discussed. The proper practice of cryogenic shredding process far scrap tires is also suggested.

• Geotechnical Engineering
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• v.14 no.1
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• pp.49-58
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• 1998

It was investigated whether the scrap tire can be recycled as a construction material for controlling the frost heave of the ground. Some frost heave tests and a frost penetration depth test in the laboratory were performed on the weathered granite soil mitred with variable amount of scrap tire powder under the atmospheric temperature at -$17^{\circ}$ to find the basic effects of the scrap tire on the control of frost. The frost heave control layer of the crushed stone mixed with scrap tire chips directly below thin subbass in the bituminous pavement was found to be effective for practical use. And the equation for the required thickness of this frost heave control layer with freezing index was suggested.

• Proceedings of the IEEK Conference
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• 2001.10a
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• pp.220-224
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• 2001

Waste tires are a significant problem with the increasing in number of automobiles. Therefore, many researches have been studied on this field. Recycling is the one of the popular method aspect to environmental and economical in the treatment methods of the waste tire, which loads that the reuse of scrap tire rubber has been a challenge in the past. However, it is not easy method to melt down and mold into new products because the in rubber is a cross-linked polymer. Most difficulty in recycling is the recycled product is not economic. Therefore, the goal of this study is to develop the high valuable products for reused waste tires. In this paper, we try to make an economic recycled technology using scrapped waste tires. This technology may applied for manufacturing the end products such as a rubber block and a ballast mat for high-speed train.

• Elastomers and Composites
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• v.33 no.4
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• pp.290-296
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• 1998

Recycling of waste tire has been limited and very simple, few applications have been observed. This study introduces a new elastic and permeable pavement made of scrap tire. Experimental results showed that key factors affecting the compressive strength were the size of scrap tire, size of aggregate, amounts and property of binder. Also, the water permeability depended on the size of aggregate and scrap tire. The compressive strength and water permeability of the samples were 1.4 and 116 times higher than those of the conventional porous cement concrete, respectively.

• Elastomers and Composites
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• v.31 no.2
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• pp.95-103
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• 1996

Nowadays, recycling of waste materials is one of great attention among all industries. Especially, the waste tires become a significant problem with increasing in a number of automobiles. For recycling of the waste tires, a polyurethane binder was mixed with the scrapped rubber powders obtained from tread part of the waste tire. This study covered the effect of processing conditions;curing temperature and curing time;on the mechanical properties of the blend. We also compared the experimental results from labors-tory scale with those from scale-up.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1756-1767
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• 2008

Recently, a global trend has been established to facilitate the use of waste materials in geotechnical engineering applications. In Korea, where there is the need to save natural resources as these may become scare in the near future and to prevent excessive ground excavation for natural aggregates. The annual production of scrap tire and bottom ash has sharply increased in recent years. Therefore, it will be good waste resource recycling, if we can utilize the above wastes as fill materials in soft ground. In this study, based on the proven feasibility of bottom ash and tire shred-soil mixtures as lightweight fill materials, tire shred-bottom ash mixtures were suggested as a new lightweight fill material to replace the conventional construction material(soil) with bottom ash. Therefore, the main objective of this research is to investigate the feasibility of tire shred-bottom ash mixtures in order to estimate their suitability for the use of lightweight fill materials. So we carried out the performance tests of 2 large scale embankment which were made with tire shred-bottom ash mixture and the conventional fill material(weathered soil) respectively.

• Elastomers and Composites
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• v.29 no.5
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• pp.431-435
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• 1994

For recycling of the waste tires, polyurethane binder mixed with the scrapped rubber powders which obtained from tread part of waste tire. This study covered the effect of the binder contents on the mechanical properties of the blend. We also studied the change of the properties after aging on properties compared with those of before aging. The curing reaction of the binder was also investigated in this study. We obtained conclusions the suitable binder content was 15phr in this system.

• International Journal of Highway Engineering
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• v.18 no.4
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• pp.29-35
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• 2016

PURPOSES : The new waste management policy of South Korea encourages the recycling of waste materials. One material being recycled currently is tire-derived fuel (TDF) ash. TDF is composed of shredded scrap tires and is used as fuel in power plants and industrials plants, resulting in TDF ash, which has a chemical composition similar to that of the fly ash produced from coal. The purpose of this study was to evaluate the properties of an asphalt concrete mix that used TDF ash as the mineral filler. METHODS : The properties of the asphalt concrete were evaluated for different mineral filler types and contents using various measurement techniques. The fundamental physical properties of the asphalt concrete specimens such as their gradation and antistripping characteristics were measured in accordance with the KS F 3501 standard. The Marshall stability test was performed to measure the maximum load that could be supported by the specimens. The wheel tracking test was used to evaluate the rutting resistance. To investigate the moisture susceptibility of the specimens, dynamic immersion and tensile strength ratio (TSR) measurements were performed. RESULTS : The test results showed that the asphalt concrete containing TDF ash satisfied all the criteria listed in the Guide for Production and Construction of Asphalt Mixtures (Ministry of Land, Infrastructure and Transport, South Korea). In addition, TDF ash exhibited better performance than that of portland cement. The Marshall stability of the asphalt concrete with TDF ash was higher than 7500 N. Further, its dynamic stability was also higher than that listed in the guide. The results of the dynamic water immersion and the TSR showed that TDF ash shows better moisture resistance than does portland cement. CONCLUSIONS : TDF ash can be effectively recycled by being used as a mineral filler in asphalt, as it exhibits desirable physical properties. The optimal TDF ash content in asphalt concrete based on this study was determined to be 5%. In future works, the research team will compare the characteristics of asphalt concrete as function of the mineral filler types.