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The most common vulcanizing agent in natural rubber is sulfur used
in concert with an activator such as zinc oxide. The accelerators and
ultra-accelerators generally contain sulfur such as thiazoles, dithio-
carbamates, thiurams, and mercaptans but also include aldehyde-amine
condensation products. The fillers such as mineral clays, carbon blacks,
silica, and metal oxides not only impart strength to the elastomer but
can serve as a pigment to color the formulation. Antioxidants are usually
amines and substituted or hindered phenols, and in our present-day society
there is a need for antiozanants, which are phenylene diamines, quinoline
derivatives, and waxes. If a foam is desired, then a blowing agent can be
added, which decomposes during the heat cycle to liberate a gas which forms
a cellular foam. These blowing agents can be azocarbonamides, hydrazine
derivatives, or semicarbozide derivatives. Plasticizers and release
agents can share some common agents such as stearic acid, petrolatum,
paraffin, and finely powdered polymers.
The above components of rubber formulations are .quite descriptive and
do not require further comment regarding their applications or use.
Silicone Rubber
The formulations for silicone rubber could incorporate some of the
components described above, but for medical applications most additives
are generally avoided. The heat-vulcanized silicone elastomers used in
medicine generally have three components; the gum, filler, and vulcanizing
agent. The gum is usually a dimethyl polysiloxane containing less than
1-percent vinyl side groups which serve as free radical sinks. The filler,
a fine particle fumed silica, is required if the elastomer is to have
reasonable properties. The vulcanizing agent is a peroxide that decomposes
during the curing operation to yield a free radical by which mechanism the
cross!inking proceeds. The decomposition product of the vulcanizing agent
is removed during a postvulcanizing heating cycle necessary for the
elastomer to fully develop its properties. The final elastomer is then
a two component system composed of the crosslinked dimethyl polysiloxane
and silica filler.
Silicone elastomers used for other commercial applications such as
171
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food handling may also be utilized in the medical field. But, it is then
incumbent on the manufacturer to apply more extensive chemical and bio-
logical testing methods to qualify such a material. Most manufacturers
of products which utilize silicone elastomers are not the formulators of
these compounds and have little control over the additives present when
the basic polymer is formulated. These manufacturers may add components
to the compound, but components already present in the formulation can
only be removed with difficulty. Conversely, manufacturers using natural
rubber in their products have a wide choice of components that can be
incorporated into their formulations. These manufacturers also have the
advantage of closer control of their formulations by either compounding
the rubber inhouse or working in cooperation with a rubber compounder for
a custom formulation.
Tables 1 through 3 show some typical formulations of natural and
latex rubber using many of the classes of additives previously discussed.
The formula in table 1 is typical for a bottle closure with self-sealing
properties which must tolerate multiple penetrations with hypodermic
needles for drug administration (ref. 2). This formulation with some
modifications could also be utilized as a bottle stopper for I.V. solutions
and plunger tips for syringes. Tables 2 and-3 are typical latex formulas
for surgeons gloves and toy balloons respectively, both of which are
dipped goods (ref. 3). Again, with some modifications these formula
could also be utilized for the fabrication of prophylactics and the
products shown in figure ID. These products are balloon-tipped catheters
utilized for removing blood clots from arteries and veins and also to
float catheters into specific sites in the venous circulation. The
formulation for these small balloons has relatively large amounts of
antioxidants and antiozanants.
TOXICOLOGY
The toxicological requirements for elastomeric materials used in
medical applications are significantly different and more stringent than
those for other consumer elastomers. The elastomeric materials in medical
applications are either in direct contact with tissue and blood or in
172
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Table 1. Natural rubber formula typical for self-sealing
puncture-resistant stopper (ref. 2)
Natural Rubber 100
ZnO 5
Platy Talcum 20 - 30
Calcined Kaolin 30-20
Tetramethylthiuram Disulfide 1.0
Merca'ptobenzothiazole 0.5
Diethylene Glycol 2.0
Sulfur 1.25
Table 2. Latex rubber formula typical for surgeons gloves
(ref. 3)
Natural Latex 100
KOH 0.4
Stabilizer (Sulfonate) 1.0
Wax Dispersion 0.5
Sulfur 1.25
Zinc Dibenzyldithiocarbamate 0.25
Zinc 2-Mercaptobenzothiazole 0.35
ZnO 0.75
Alkylated Bisphenol 1.0
Table 3. Latex rubber formula typical for toy balloons
(ref. 3)
Natural Latex 100
Stabilizer (Sulfonate) 1.0
KOH 0.1
Alkylated Bisphenol 1.0
Sulfur 0.2
ZnO 0.2
Zinc Diethyldithiocarbamate 0.5
173
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contact with a fluid to be placed in the blood stream or under the skin.
The toxicology associated with most consumer elastomeric products is that
concerned with general industrial safety and welfare. The industrial
toxicity of elastomeric materials is most commonly associated with inhala-
tion, ingestion, and/or skin contact with the potentially harmful agent;
this is due to the usually large quantities of materials which are processed
by the manufacturer. The toxicity in this instance would be directed
tpward the individual working in an environment with large quantities of
chemicals.
The manufacturer of elastomers used in the medical field must face
a different set of problems. The production worker generally does not
face the same potential hazards as the quantities of materials handled at
any one time are quite small, measured in grams, pounds, or kilograms.
With medical elastomers it is the patient or the end user of the product
who faces the potential hazard associated with the material. As stated
earlier, most medical products come in contact with the end user either
directly or indirectly. Blood and tissue fluids are potent solvents for
extracting potentially toxic compounds from elastomers, particularly from
natural and latex rubbers, due to their complex formulation.
The toxicology of components which enter into rubber formulations
has been studied extensively 1n animals but is of limited value in the
medical field. These studies have generally dealt with oral, contact,
and/or Inhalation toxicity of these materials and the responses are subject
to numerous factors such as rate of absorption, dose administration,
species, variation, alteration in gastrointestinal tract, solvent, etc.
(refs. 4,5,6).
The National Formulary and the \L_ $_._ Pharmacopeia have specific
biological tests which must be performed on rubber closures for injections
and plastic containers (refs. 7,8). These tests are rather similar in
nature and are outlined in table 4. The mouse and rabbit are the test
animals used 1n these testing procedures and several different solvents
are used to prepare extracts for testing. The extracts are prepared by
mixing 20 ml of solvent with a sample having ah equivalent surface area
of 60 to 120 cm and heating for 1 hour at 121°C. The extracts are then
injected intravenously, intraperitoneally, or intracutaneously into the
174
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175
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animals and the animals are observed for 3 to 7 days and compared to blank
•
or negative control samples. In another test the material is implanted
into the back muscle of rabbits and the implant site compared to a negative
control after 3 to 7 days. These testing procedures are commonly utilized
in the testing of medical elastomers and are reasonably good indicators
of their biocompatibility.
Another set of tests commonly performed determine the compatibility
a material will have with blood as measured by its effect on blood
clotting and red blood cell damage. Briefly, extracts of the material
prepared in sodium chloride injection are mixed with, blood and allowed to
incubate for 1 to 2 hours. The red blood cells are separated by centrifu-
gation and if any damage has occurred, hemoglobin within the red cells will
be released into the supernatant solution. The amount of hemoglobin
released can be measured to indicate the extent of red cell damage. When
blood is removed from the body it will clot in a short period of time,
usually within 5 minutes. This factor is utilized in evaluating materials.
Again, extracts of the material are mixed with blood and the time required
for clot formation to occur is determined. An acceleration of the clotting
would be quite harmful whereas a slight increase in the clotting time
would be of little consequence and may in fact be advantageous.
Natural rubber formulations similar to that shown in figure 1 have
been subjected to Test 1 and Test V of table 4 prior to vulcanization and
after vulcanization on several occasions. The results of this testing
indicated that prior to vulcanization this formulation exhibited a toxic
response whereas after vulcanization a toxic response was not apparent.
In those cases where the rubber was tested prior to vulcanization there was
some necrosis and tissue hypersensitlvity in the rabbit I.M. test and some
of the mice in the test elicited a mild response, but there were no deaths
in the series. No attempt was made to identify the causative agent or
agents but it was apparent that a toxic material was extractable. Whether
this toxic material was formed as a result of the extraction procedure or
was extracted unchanged is not known. After vulcanization there was
apparently no extractable toxic material. This could be due to the
material having undergone an alteration to render it nontoxic, or the
176
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material could have become trapped in an insoluble matrix thereby being
unextractable.
A precured latex dipping compound similar to that in table 3 has been
subjected to Test 1 outlined above as well as to blood compatibility
testing. This formulation was subjected to biological testing only in
vulcanized form. The results indicated that no materials were extractable
which would elicit a toxic response in the animal system or in the blood
compatibility test, although a relatively large amount of material, up
to 25,000 ppm, was extractable.
The complexity of the natural and latex rubber formulas can be
sharply contrasted with the simplicity of the silicone rubber formulations.
The number and type of additives which can be incorporated into silicone
rubber is limited and includes fillers, pigments, heat stabilizers, blowing
agents, plasticizers, and vulcanizing agents. In medical applications
these additives are generally not utilized and the resultant functional
elastomer is a two-component system composed of the crosslinked dimethyl
polysiloxane and filler. The vulcanizing agent decomposes during the
curing process and is almost entirely lost on postcure. In certain
applications barium sulfate is added to the silicone rubber as a radio-
opaque agent to allow the material to visualized by X-rays.
The vulcanizing agent in heat-cured silicone rubber is a peroxide,
generally 2,4-dichlorobenzoyl peroxide, which decomposes during the curing
to 2,4-dichlorobenzoic acid. The acid is driven off during the postvulcani-
zation heat treatment. The acid present in postvulcanized silicone rubber
can be extracted with organic solvent such as chloroform and very small
quantities can be detected using gas chromatographic techniques. Generally
less than 100 ppm of the acid can be found in postvulcanized silicone
rubber samples. The acid has been subjected to biological testing using
the intraperitoneal test in mice and intracutaneous test in rabbits at
concentrations of 500, 1,000, and 1,500 ppm. It was found that the
solvent caused a slight reaction in both tests. The material at a dose
of 500 ppm gave essentially the same response as the control in both
tests; at 1,000 ppm the response in the mouse I.P. test was slightly
more severe than the control and was the same as the control in the rabbit
I.C. test. At 1,500 ppm the response was definitely more severe than
177
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the controls. These results indicate that somewhere between 500 and 1,000
ppm 2,4-dichlorobenzoic acid will possibly start to elicit a toxic response.
Whether this would also be true in man is unknown.
These are several factors which must be considered whenever results
of animal testing are to be interpreted. One, there are vast species to
species differences and the response in one species will not always be
paralleled or mimicked in another species.' Therefore, care must be ex-
ercised in transferring or correlating data between species. Two, the
extracts which are prepared or the compounds to be tested are administered
in a concentrated form. These components in actual practice would in most
instances be leached from the material rather slowly; therefore, the
total amount or dose would be spread over a prolonged period of time and
would not elicit a toxic response. Three, the anatomical site where the
material would be utilized would play a major role in the toxic effects.
Some sites, such as the skin, are relatively insensitive and can tolerate
a reasonable amount of insult, whereas other sites such as the bloodstream,
are extremely sensitive and will not tolerate the slightest inbalance.
A desirable situation in regard to toxicological evaluation of
material in animals would be to utilize the material in its functional
form at the intended anatomical site. This is not always possible or
feasible, particularly with the type of animals which have been under
discussion. These animals are quite small and it would be difficult to
implant a heart valve, insert a urethra! catheter, or test a pacemaker in
such animals because of their size and also their physiology, i.e.,
heart rates in excess of 150 beats per minute. In these instances larger
animals such as dogs, sheep, calves, and pigs are generally utilized.
SILICONE RUBBER FAILURE
As mentioned earlier, the effect of the biological environment on
materials is just as important as the converse when these materials are
used in medical devices. Silicone rubber was used successfully for many
years in contact with the blood stream as shunts to drain excess fluids
from the cranium of hydrocephalic patients (ref. 1).
With the development of heart valves in the early 1960's, this
178
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material was selected as one with proven biocompatibility and which could
prove useful as a poppet. Several years after Its Introduction as a ball
in a heart valve prosthesis, similar to that shcton 1n figure 2B, 1t was
reported the valve failed due to the ball escaping from the cage (ref. 9).
Shortly thereafter, several reports of failure of silicone rubber in
this application were also reported. The cause of the failure of silicone
rubber was soon found to be due to lipids being absorbed into the silicone
rubber (ref. 10). Lipids are not found free in the blood stream but are
transported as mi cellar lipoprotein complexes. Lipids have been the only
type of compounds isolated-and identified from failed silicone rubber
except for a recent report which cites evidence for the presence of free
amino acids (ref. 11). The amount of lipids extractable from a failed
silicone ball varies from 3 to 40 'percent with an average of approximately
18 percent (ref. 12). The sequence of events which occurs to cause
failure is not known but lipid absorption appears to be prerequisite to
ball variance. It would be reasonable to assume lipids enter the silicone
rubber ball and as the concentractIon increases, the ball begins to swell
and lose its physical properties such as tensile, elongation, and abrasion
resistance. The swelling and loss of physical properties can cause events
such as sticking in the cage, abrading of the silicone polymer, and/or
crack formation and propagation to occur either singly or in concert.
As the variant ball is returned to the laboratory the weight and
dimensions of the ball can be increased or decreased when compared to
an unimplanted ball. The variant ball is typically found to have acquired
a yellow creamy color, and is no longer spherical or translucent. The
surface shows significant damage, has lost its smooth, shiny appearance,
and may no longer be continuous. Examples of the types of variant balls
which are encountered are shown in figure 3 with an unused ball for
comparison.
A great deal of effort has been expended in attempting to determine
the cause of failure of silicone rubber when used in prosthetic heart
valves. An artificial system whereby lipids similar to those found in
the blood stream can be introduced into silicone rubber has been developed
(ref. 13). The amount of lipid absorbed by the silicone rubber is a
function of the exposure time and levels off at .approximately 2 percent
179
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Figure 3. Silicone rubber balls used in heart valve prostheses, lower right,
new silicone rubber ball, remainder implanted variant silicone rubber balls.
12- •
10- -
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8
10
12
14
16
18 20
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TIME WEEKS
CLOSED CIRCLES • * AERATED EMULSION
PLUS SIGNS + « NON- AERATED EMULSION
Figure 4. Weight gain in silicone rubber after exposure to unsaturated
fatty acids.
180
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in 90 days. This small amount of lipid is insufficient to cause the same
type of variance as noted clinically. The same authors have also pre-
sented evidence showing that oxidation products of lipids accumulate in
silicone rubber and may be the cause of the increase in weight (ref. 14).
Linoleic acid used as the model compound, was artificially introduced into
silicone rubber balls by swelling and then subjected to 100-percent oxygen
for 120 days. After this time the silicone balls assumed a physical ap-
pearance similar to a variant ball. The organic solvent extracts of the
in vivo variant ball showed the same type of oxidized polar compounds as
that observed with an in vivo variant, as determined by thin layer chroma-
tography, infared spectroscopy, nuclear magnetic resonance, and mass
spectroscopy.
A simple in vivo system was set up in attempts to duplicate the type
of weight increase and variance noted with clinical samples. A 4-percent
aqueous emulsion of unsaturated fatty acids was aerated by pulling air
through a gas washing bottle. Silicone balls were placed in this environ-
ment and weighed periodically. The media was changed approximately twice
weekly. In 20 weeks the weight gain-of the silicone balls had exceeded
10 percent and the samples had assumed a yellowish color. The percent
weight change as compared to a silicone rubber ball in an unaerated
e'mulsion is shown in figure 4. Aeration caused a twofold increase in
the weight uptake in a reasonably short period of time. Thus, there are
presently two methods for duplicating silicone ball variance to study and
attempt to understand the mechanism of this phenomenon.
Several years ago a theory was postulated to explain the phenomenon
of ball variance (ref. 15). The theory proposed that lipids carried in
the blood stream as lipoprotein complexes were degraded due to the capacity
of the environment in the vicinity of the valve to liberate free lipids.
The transient high concentration of free lipids in the vicinity of the
valve allowed the silicone rubber to absorb these lipids. This theory
taken with the observations of Carmen and Mutha becomes more feasible
because lipid oxidation could proceed in the presence of the high oxygen
content (Po2 = 110 mmg Hg) present in the arterial system (ref. 14). This
theory has not been proven but evidence to support it is being accumulated
in several laboratories,
181
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The failure of silicone rubber as a heart valve poppet has been
reported to occur with an early model valve used for aortic valve replace-
ment. This particular model of valve was used approximately *4 years and
there have been 250 reported instances of ball variance for an overall
incidence of less than 2 percent. This valve was redesigned approximately
9 years ago and since that time there has been a total of eight variant
silicone rubber balls from this prosthesis for an incidence of approxi-
mately 0.04 percent. Whether or not silicone rubber variance in heart
valves has been resolved by the valve design change cannot be stated with
certainty. The statement which can be made with a fair degree of con-,
fidence is that the incidence of silicone rubber failure in this model
of heart valve has been significantly delayed.
Silicone rubber variance is unique to humans as it has never been
demonstrated in experimental animals. This is an excellent example of two
of the precautions previously discussed regarding the species differences
and evaluation of a material in its intended form at the proper anatomic
site.
SUMMARY
A brief review of some of the elastomers used in the medical field
along with a few of their applications was presented. The requirement for
sophisticated toxicological testing and some test methods used to evaluate
'elastomers in the medical field were discussed. An indepth view of the
failure of silicone rubber as an occluder in heart valve prosthesis was
presented.
REFERENCES
1. S. Bral-ey, "The Si li cones of Subdemal Engineering Materials," Ann. N.Y.
Acad. Sci., Vol. 146 (-1968), p. 148:
i
2. J. W. Boretos (ed.), Concise Guide to Biomedical Polymers, Charles C.
Thomas, Springfield, Illinois, 1973, p. 6.
3". C. R. Peaker and B. F. Kroll, "Latex Compounding," Compounding Research
Report No. 45, Naugatuck Chemical Division of U. S. Rubber Company,
Naugatuck, Connecticut, p. 5.
4. Irving Sunshine (ed.), Handbook of Analytical Toxicology, Chemical
Rubber Co., Cleveland, Ohio, 1969.
182
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5. M. N. Gleason, R. E. Gosselin, H. D. Hodge, and R. P. Smith (eds.),
Clinical Toxicology of Commercial Products. Williams and Wilkins,
Baltimore, Maryland, 1969.
6. N. Irving Sax (ed.), Dangerous Properties of Industrial Materials,
Second Edition, Reinhold Publishing Corporation, New York, N. Y. 1963.
7. The National Formulary. Thirteenth Edition, American Pharmaceutical
Association, Washington, D. C., 1970, p. 860.
8. The United States Pharmacopeia, Eighteenth Edition, U. S. Pharmacopeial
Convention, Mack Printing Co., Easton, Pennsylvania, 1970.
9. A. Krosnick, "Death Due to Migration of a Ball from an Aortic Valve
Prosthesis," J. Amer. Med. Assoc.. Vol. 191 (1965), p. 1083.
10. A. Starr, W. R. Pierie, D. A. Raible, M. L. Edward, 6. G. Siposs,
and W. D. Hancock, "Cardiac Valve Replacement, Experience with the
Durability of Silicone Rubber," Circulation Suppl.. Vol. 33 (1966),
p. 115.
11. K. G. Mayhan, M. E. Biolsi, E. M. Simmons, and C. H. Almond, "Analyses
of a Silicone Elastomer Heart Ball Valve," J. Biomed. Mater. Res.,
Vol. 7 (1973), p. 405.
12. S. Koorajian, Unpublished Results, Edwards Laboratories, Santa Ana,
California.
13. R. Carmen and P. Kahn, "In vitro Testing of Silicone Rubber Heart Valve
Poppets for Lipid Absorption," J. Biomed. Mater. Res., Vol. 2 (1968),
p. 457.
14. R. Carmen and S. C. Mutha, "Lipid Absorption by Silicone Rubber Heart
Valve Poppets - In vivo and In vitro Results," J^ Biomed. Mater.' Res..
Vol. 6 (1972), p. 327.
15. M. R. Malinow, Personal Communication, Oregon Regional Primate
Research Center, Beaverton, Oregon.
DISCUSSION
MR. SUNDAR L. AGGARWAL: (The General Tire and Rubber Company, Akron, Ohio):
Of course, the silicone rubbers are rather comparatively older elastomers.
Recently, there have been many developments in elastomers, particularly
in the area of plastic elastomers, which require no external cloth stick-
ing. Now, I wonder if there is any effort that you know of where the
new developments in elastomers are being evaluated?
DR. KQORAJIAN: Yes, I am personally unaware of the system that you are
talking about. We are looking at another type of silicone rubber.
I did get into this, but we did develop a method for artifically
inducing a ball variance, and we utilized this method to test
183
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various materials. We are presently looking at a fluorosone rubber
which behaved very, very well in our vitro system. At present it is
undergoing in vivo evaluation in a dog. If this proves successful,
we will probably use a very limited number in clinical applications
to see how it goes. This is a very difficult question—silicone
rubber, after about 9 years now, has behaved very well in our new
model valve. We are reasonably hesitant to change a material right
now, because it would take a long time to qualify that material,
because silicone is behaving very well. I can't emphasize that it
is to date. The stuff might fall apart next year. We just don't
know, but it takes a long time to qualify material for these
applications.
184
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THE IDENTIFICATION OF EFFLUENTS
FROM RUBBER VULCANIZATION*
Stephen M. Rappaport, Ph.D.t
Abstract
From the viewpoint of occupational health, the vulcanization of rubber
presents an unknown factor. Since exposures are poorly defined, toxic re-
sponses are difficult to predict on the basis of either acute or chronic
effects. Likewise, the few published mortality and morbidity studies indi-
cate only possible problems, notably carcinogenesis.
This investigation supplies qualitative and quantitative analysis of
the Cff - C0 organic fraction discharged from an actual rubber stock during
V £jO
cure. Initially, vapors are generated and collected in the laboratory
whereupon the combined techniques of gas chromatography and mass spectrom-
etry are used to separate and to identify individual compounds. Then,
environmental sampling and analysis establish the airborne concentrations
of these substances in the manufacturing area.
Identified in the vulcanization effluent is an unusual assortment of
compounds, including styrene, butadiene oligomers, alkyl benzenes and naph-
thalenes, and several nitrogen and sulfur-containing substances. Most of
these are traced to individual formulation ingredients, i.e., the polymers 3
an aromatic oil, the antiozonant, and the accelerator. Air concentrations
for compounds confirmed in the curing area (a passenger tire press room)
range from a high of 1.5 ppm to 5 ppb and vary inversely with boiling point;
thus, the more abundant substances are in the Cfi to CK boiling range.
When considering rubber processing operations from an occupational
health viewpoint, the vulcanization stage represents an unknown factor.
During this phase, rubber stocks (formulations of technical compounding
*This study was submitted as a doctoral dissertation to the Graduate
School of the University of North Carolina at Chapel Hill. The work was
performed in the Department of Environmental Scie/ices and Engineering
in association with the Occupational Health Study Group.
tLos Alamos Scientific Laboratories
185
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ingredients) are subjected to high temperatures and a barrage of chemical
reactions designed to transform them into finished products. Concurrently,
a mixture of organic vapors is introduced into the workplace. Since the
identities and exposure concentrations of these substances are unknown,
process evaluation is impossible.
Epidemiological data concerning the relative health of vulcanization
personnel is inconclusive. What information is available gives the impres-
sion that a problem might exist, especially carcinogenesis. Unfortunately,
most published epidemiological studies of tht . ubber industry did not break
down the general population according to job category.
Investigations which did provide classification of curing personnel
gave mixed results. Parkes in Great Britain showed no unusual findings
as the result of absenteeism records of vulcanization workers in the rubber
and cablemaking industries of that country between 1958 and 1959 (ref. 1).
In an investigation of a small U.S. rubber company (producing passenger
tires), Mancuso et al. revealed that curing workers did have consistently
higher mortality rates than most other departmental groups, especially
from two causes: malignant neoplasms and diseases of the circulatory system
(ref. 2). The small sample size (91 total deaths of 655 persons in the
"curing and tire building" department) of this 1940-1964 cohort study
negated meaningful observation, however. Cancer was also found to be con-
sistently more prevalent among vulcanization workers in a recent cohort
of 40,867 subjects employed in Britain's rubber and cablemaking industries
as reported by Fox et al. (ref. 3). The most significant finding was a
consistently higher age standardized mortality rate for these individuals
from bronchial cancer (P<.05), although again the.small number of reported.
cases (15) rendered conclusions tenuous.
A review of toxicology literature also provides little information
concerning the health significance of vulcanization effluents. This stems
primarily from the fact that the extent of discharges of specific additives
(for which there is toxicological data) is unclear. If certain compounding
ingredients are released intact and in sufficient quantity, systemic health
effects might be suspected (refs. 4-13). Likewise, since several classes
of formulation additives have been associated with carcinogenesis (e.g.,
186
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aromatic amines and nitrosamlnes used as antidegradants and retarders,
respectively), the release of these substances could also be significant
(refs. 14-29).
Without concrete analytical data, however, any prediction of toxi-
cological significance is highly speculative. Bourne et al. commented
on this paucity of information and specifically recommended that fumes'
from curing moulds be investigated (ref. 13).
•Thus, there are several questions pertaining to vulcanization pro-
cesses that must be answered'to establish their health implications.
Which compounds are released from a stock during cure, and where do they
originate? This two-part question 'identifies the importance of deter-
mining not only which volatiles are driven from a specific processing
unit but also their origins within that unit. Thus, losses may be clas-
sified (i.e., volatilized additives, impurities of additives, reaction
products), and conclusions based upon analysis of a particular stock
may be generalized to other stocks and processes. What are the concen-
trations of these substances within the curing room? Obviously, the
coupling of qualitative and-quantitative data precedes any meaningful
evaluation. Do these exposures present a hazard to vulcanization per-
sonnel? This, the most important question, is also the most difficult
to answer. An answer presupposes that sufficient information concerning
acute and chronic health effects of known or suspected substances is
available. Unfortunately, this is rarely the case, especially regarding
carcinogenesis, which is little understood.
EXPERIMENTAL
The purpose of this investigation was to determine exposure concen-
trations of organic compounds released from a rubber stock during cure.
Toward this end, qualitative analysis identified individual substances,
and quantitative methods provided actual exposure levels.
The investigation was divided into several sections. First, methods
were developed for generating vulcanization effluents from an actual
"green" stock within the laboratory and for collecting the organic fraction.
Then, gas chromatographic techniques were coupled with mass spectrometry
187
-------
to separate individual compounds from the mixture, to associate them with
those discharged from individual rubber additives, and to identify them.
Finally, field air samples were collected in the manufacturing area, and
the presence of several previously identified compounds was confirmed.
The stock selected for study was the tread portion of a bias-ply
passenger tire produced by a large rubber manufacturer. It represents a
common stock of typical formulation cured in high volume by all major
rubber companies. Furthermore, due to the nature of the curing Process
4
and of the exposed tire surface, it was anticipated that this stock would
contribute a significant portion of the airborne materials released. The
formulation for this stock is given in table 1. It was prepared with bench
scale processing equipment, slabs being milled to a thickness of 1/4 in.
Table 1. Formulation of tread stock from a bias-ply
passenger tire use in this investigation
Percent by weight
Ingredient (approximate)
"~" ~ •—u~"1-— •— '- •• " : ^ -- ' —~ " -~ -" ~ -.--«!--,.._,_r _ _.. __ - - —-_.-. - '. .
Polymer
Styrene-butadiene rubber (1) 25
Styrene-butadiene rubber (2) 25
Polybutadiene rubber (cis) 10
Antidegradant3
' N-phenyl-N-sec_.butyl-p-phenylenediamine 0.5
Accelerator
N-t^.butyl-2-benzothiazble sulfenamide 0.5
Diphenyl guanidine 0.1
Oil
Aromatic (total ) 20
Carbon black
Furnace black 30
Miscellaneous
Sulfur 0.5
Activated zinc oxide 0.5
Stearic acid 0.5
Sunproof wax 0.5
M-phenyl-N'-sec.butyl-p-pheny1enediamine = Flexzone 5L.
N-t,.butyl-2-benzothiazole sulfenamide = Santocure NS.
cSince some oil is used to extend the SBR's, the' figure shown here.is
the total weight percent for all oils; this brings the total to greater
than 100 percent. ,00
loo
-------
and stored in 1 ft x 1 ft sections until ready for use. Portions of all
compounding ingredients were also stored for use in correlation experiments.
Generation and Collection of Volatiles
After considering important vulcanization parameters to be reproduced
(temperature/duration, reducing environment) and reviewing several papers
which described the heating of polymers within inert environments (refs.
30-35), the following generation technique was selected. A 50 gm piece of
uncured rubber was placed in a stainless steel curing vessel, which was
purged with nitrogen and sealed with toggle valves (figure 1-A). Free of
air, the vessel was heated in an oven to simulate the actual tire press
closing and vulcanization stages. As the stock cured over a 20-minute
period, volatiles were released from it and retained in the closed system.
Following the curing stage the vessel was slowly cooled and was con-
currently purged with air to wash the effluent into-a collection device
downstream (fig. 1-B). Adsorption on activated charcoal was selected
for this purpose because of the high collection efficiency for organic
compounds, the ease of solvent desorption (for the analysis stage which
followed), and the insensitivity to water (refs. 36-44). This portion of
the experimental cycle (analogous to the actual press opening and cooling
stage) lasted approximately 30 minutes and effectively trapped the Cfi and
greater organic fraction.
Prior to the separation and identification stages, a preliminary inves-
tigation determined the relationship between percent weight loss from the
stock and temperature. This data was used to assess the reproducibility
of the experimental cycle and to establish the level of emissions from the
stock over the relevant temperature range. Fourteen randomized trials were
conducted between 160 and 200°C at 10°C increments with a constant curing
duration of 20 minutes. Figure 2 shows the first order regression of per-
cent weight loss on temperature, which was significant (P<.001) with no
significant lack of fit (.10
-------
A. Generation Stage
CURING VESSEL
OVEN
AIR
B. Collection Stage
ACTIVATED CHARCOAL
u
,
CURING VESSEL3
OVEN
aStainless steel pressure filtration funnel, 200ml capacity (Gelman),
with 47 mm high-efficiency glass fiber filter at outlet.
Stainless steel tubing, 80 mm x 6.5 mm O.D. x 4 mm I.D., containing
200 mg of 80/100 mesh activated cocoanut charcoal (Fisher Scientific)
held by si lane-treated glass wool plugs.
Figure 1. Apparatus for generation and collection of volatiles
from curing tread stock.
190
-------
0.4
w 0.3
W
X
o
H
0.2
0.1
160
T - -0.15328 + 0.002121
r2 » 0.818
I
170
180
TEMPERATURE (°C)
190
200
Figure 2. First order regression of percent weight loss on temperature
of selected tread stock.
(Stock size of 50 gm, i.e., 2 pieces, each 6 in. x l in. x 1/4 in., heated
for 20 min. in N2 and cooled under continuous 70 ml/m'in air flow for 30 min
to room temperature.)
191
-------
Separation and Identification of Compounds
The materials adsorbed on the charcoal were eluted with 1.0 ml of
ethyl ether using the apparatus and procedure shown in figure 3. This
desorption method was tested with toluene (20 mg total adsorbate) and was
reproducible, averaging 89.2 percent recovery for triplicate trials. Prior
to gas chromatography the eluate was reduced in volume under dry nitrogen
from 1.0 ml to 50-75 yl, thereby increasing the relative concentration of
higher boiling compounds.
An aliquot of the eluate was injected into a gas chromatograph with
experimental parameters given in table 2. The column contained a methyl -
silicone oil liquid phase to effect a boiling point separation and to
allow temperature programming. It was prepared according to the procedures
outlined by Dunham and Liebrand (ref. 45) and had an efficiency of 21,000
theoretical plates for n-nonane under isothermal 100 °C operation.
Figure 4 shows typical chromatograms for the curing volatiles (B) and
a control (A) (obtained by carrying a charcoal tube through the procedure
Table 2. Parameters for gas chromatography
Apparatus
Instrument: Perkin Elmer Model 990 Gas Chromatograph
Detector type: Flame ionization
Recorder range: 1 mV full scale
Column
Length and diameter: 50 ft * 0.125 in. O.D. x 0.085 in. I.D.
(2 x 25 ft sections joined with a Swagelok 1/8 in. stainless
steel union)
Material: Stainless steel
Packing: 3.1. percent SP-2100 on 80/100 mesh Gas Chrom-Q
Temperatures, °C
Injection port: 200
Detector: 200
Column: Temperature programmed from 50 to 160 at 2°/min and
160 to 330 at 6°/min
Flow rates of gases
Carrier gas (He): 30 ral/min isorheic
Hydrogen: 35 ml/min
Air: 400 ml/min
Sample
Volume: 3 yl
Retention times: Relative to styrene
192
-------
Figure 3. Apparatus for elution of adsorbed curing volatiles
from activated charcoal.
(The charcoal tube was positioned with its inlet side down; 300 vl of
diethyl ether were then drawn through the absorbent bed by withdrawing
the gas-tight syringe a like volume. The tube was capped with Teflon
tape and allowed to stand for 30 min, whereupon an additional 1.0 v\
of diethyl ether was drawn through the tube and collected in the receiving
syringe.)
193
-------
A.. Chromatogram of Control Sample
B. Chromatograjn of Stock Volatileo
ID
11
21
28
'| 29 ||J'
TIME(MIN.) 0 ,10
TEMP. (°C.) 50 ?0
20 30 40. 50 60
SO 110 130. 150 • 190
70
250.
80 90'
310330
Figure 4. Gas chromatography of curing volatiles and a control sample
(parameters given in table 2).
194
-------
with no sample in the curing vessel). It reveals numerous peaks in the
experimental sample not present in the control. Compounds are abundant
throughout the temperature program with the major ones in the lower boil-
ing region. Analysis of a series of n-alkanes (Cg-C25) defined the approx-
imate boiling range for these peaks to be between 80 and 250 °C (peaks 3
to 32).
In order to compare volatiles released from the stock with those dis-
charged from specific rubber additives, each compounding ingredient was
carried through the heating, collecting, and separation stages individually
(using twice the amount contained within a 50-gm stock sample). A small
amount of styrene was added to the extracts prior to injection into the
gas chromatograph as an internal reference for determination of relative
retention times. It was not added to the two styrene-butadiene rubber
extracts since it was a natural component of them.
Figures 5 through 12 show the results of these experiments. In each
case the chromatogram of the total effluent (B) is placed directly below
that of the ingredient (A) for reference. Chromatograms of four ingre-
dients (sulfur, zinc oxide, stearic acid, and sunproof wax) are not in-
cluded since no significant peaks were resolved.
There is good correspondence between relative retention times of
peaks from the, ingredients and from the stock. Especially clear is the
comparison with the cis-polybutadiene rubber (fig. 7) which shows major
peaks matching quite closely. Other ingredients, including the styrene-
butadiene rubbers, diphenyl guanidine, and the antiozonant, generated
relatively few volatiles, but these, too, correlated well. The oil con-
tributed a series of low.abundance compounds, primarily in the higher
boiling region, while the sulfenamide accelerator produced several large
peaks, two of which matched those from the entire stock.
An aliquot of the stock vol.atiles eluate was subjected to combined
gas chromatography-mass spectrometry under parameters listed in table 3.
An identification was based upon the compound's mass spectrum and its
gas chromatographic retention time or an estimate of its boiling point,
depending upon the availability of an analytical standard.
195
-------
A. Chromatogram of Styrene-Butadiene Rubber (l) Volatiles
RR-.57
- RR=2.77
B. Chromatogram of Stock Volatileac
TIME(t!IN.) 0 10
7EMP.(°C.J 50 70
50
ISO
60
ISO
70
250
80 90
310 330
Figure 5. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
196
-------
A. Chromatograro of Styrene-Butadien* Rubber (2) Volatiles
RR-l.OO
B. Chromatogram of Stock Volatiles
9
R=1.0C
18
RR-2.00.
19
2.03,
20
,2.10
TJKE(MIN.) 0
TEKP.rc.) 50
10
70
20
90
30
110
4C1
130
SO
150
60 TO
190 250.
80 90 '
310330..
Figure 6. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
197
-------
A. Ckromatograro of cis-Pol/butadiene Rubber Volatiles
RR=.-82
RR~2.66
Btyrene (I.S.)
RR=1.16
RR-2.74,7.78.2.80
RR=.
B. Chromatogram of Stock Volatiles
6
RR=.82
11
RR=1.1(
26
RR-2.C6
24
B=2.S5
Mi-
27 28 29
RR-='2.7S,2.79,2.81
TIME (KIN.) 0 10
TEMP.( C.) 50 70
20
$0
30 40
110 130
50
ISO
60 70
190 250.
80 90
310 330
Figure 7. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
198
-------
A. Chromatogrom of Aromatic Oil Volatile^
styrenc (I.S.)
B. Chromatogram of Stock Volatile^
Ul
14
RR=1.49
TEMP.(°C.) 50
10
70
_ 20
SO
30
110
40
130.
50
ISO
60 70
190 250
'80 90
310 330..
Figure 8. Retention time comparison of volatiles from a rubber a,dditive
with those from the compounded stock (relative to styrene).
199
-------
A. Chromatogram of Furnace Black Volatilea*
Etyrene (I.S.)
B. Chromatogram of Stock Volatileer
TIME(KIN.) 0 10
TEMP.(°C.) 50 70
20 30 40.
90 110 130.
50 60 70 £0 90 '
ISO 190 250. 310 330..
Figure 9. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
200
-------
A. Chromatogram of K-Phenyl-N*-sec,butyl-p-phenylenediamino
(antiozonant) Volatiles
Btyrene (I.S.)
RR-2.40
B. Chromatograra of Stock.Volatiles
TIME(MIN.) 0
TEMP.(°C.) 50
10 20
70 - 90
30
110
40
130
50
150
60 70
190 250 .
80 90 '
310 330
Figure 10. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
201
-------
TIME(KIN.) 0
TEMP.(°C.) 50
A. Chroraatogram of N-t.l>utyl-2-'ben2othiazole sulfenamide
(accelerator) Volatilea
styrene (I,
10
70
B» Chromatogram of Stock Volatile®
I
A^^^
20 3D 40
90 110 130.
50
, 150
60 70 60 90 '
190 250 310 330.
Figure 11. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
202
-------
RR-1.29
styrcne
JL.
A. Chromatogram of Diphenyl Guanidine
(secondary accelerator) Volatiles-
RR=1.66
.S.)
B. Chromatogram'of Stock Volatilee
12
RR-1.29 '
IAJ
16
RR=1.69
TIKE(MIN.) 0
°C;) 50
10
70
20
>0
30 40
110 130.
50
ISO
60 70
190 250
80 90
310 330.
Figure 12. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
203
-------
Table 3. Parameters for gas chromatography-mass spectrometry
Gas Chromatograph
Model: Hewlett Packard 5700 A
Parameters: Same as given in table 2, except temperature program
from 50 to 180°C at 2°/imn
Separator: Single stage silicone membrane separator. Environ-
mental Devices, Inc., Model 210
Temperatures: Inlet, separator at 200°C
Mass Spectrometer
Model: Hewlett Packard 5930-A Dodecapole Mass Spectrometer with
5932-A Data System
Resolution: 4 times mass number over entire mass range
Mass range: 33-350 amu
Scan rate: 100 amu/sec plus 6 sec delay between scans (10.5 sec/
cycle)
Mass stability: ±0.1 amu
Detector: Bendix Continuous Dynode Electron Multiplier
Temperature: Ion source at 200°C, Mass Filter at 110°C
Ion source: 70 eV Tungsten-Rhenium Filament (magnetically
constrained), emission current at 250 uamp, target at
220 yamp (88 percent efficiency)
Table 4 lists the unusual assortment of compounds identified in the
stock effluent. The oligomers of butadiene are quite abundant, especially
the dimer, 4-vinyl-l-cyclohexene (which is primarily responsible for the
stock's characteristic odor). Other known oligomers present include
1,5-cyclooctadiene (dimer) and the 1,5,9-cyclododecatriene trimers. Peaks
27, 28, and 29 are listed as butadiene trimers, although structures cannot
be assigned. The general appearance of their spectra (especially the molec-
ular ion at m/e_ 162) and the cis-polybutadiene rubber suspected source
indicate this to be the case. The presence of toluene, which represents
the largest resolved peak (peak #5), was~also confirmed. Although its
particular spectrum is common of other C^Hg hydrocarbons, e.g., cyclohepta-
triene, the gas chromatographic retention times match perfectly. Other
confirmed compounds include styrene (residual monomer from the styrene-
butadiene rubbers), N-sec_.butylaniline (an impurity from the antiozonant),
benzothiazole (from the accelerator), and several alky! benzenes and naph-
thalenes (probably from the aromatic oil). One compound, jb. butyl isothio-
cyanate, was tentatively identified from its mass spectrum and the estimated
boiling point of the peak.
204
-------
Table 4. Compounds identified in the tread stock effluent.
Peak
No.
Compound
Method of
Identifi-
cation9
Probable source
5 toluene
6 4-vinyl-l-cyclohexene
7 ethyl benzene
8 m + p-xylene
9 styrene
10 t_. butyl isothiocyanate
11 1,5-cyclooctadiene
22 benzothiazole
23 N-sec.butyl aniline
24 1,5,9-cyclododecatriene
25 methyl naphthalenes
26 1,5,9-cyclododecatriene
27 butadiene trimer
28 butadiene trimer
29 butadiene trimer
30 ethyl naphthalene
31 dimethyl naphthalene
32 dimethyl naphthalene
MS + GC Polybutadiene rubber
MS + GC Polybutadiene rubber
MS + GC Aromatic oil
MS + GC Aromatic oil
MS + GC Styrene butadiene rubber
MS + BPest N-i. butyl-2-benzo-
1 thiazole sulfen-
amide
MS + GC Polybutadiene rubber
MS + GC N-t.. butyl-2-benzo-
thiazole sulfen-
ami de
MS + GC N-phenyl-N'-sec.butyl -
p-pheny1enedi ami ne
MS + GC Polybutadiene rubber
MS + GC' Aromatic oil
MS + GC Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + GC Aromatic oil
MS + BPest Aromatic oil
MS + BPest Aromatic oil
Identifications are based upon interpretation and/or comparison
of mass spectra with standard spectra (MS), upon comparison of gas
chromatographic retention times with those of analytical standards (GC),
and upon an estimation of the boiling point, derived from the gas
chromatogram and comparison with the known value (BPest).
205
-------
Field Sampling and Analysis
Field'sampling was performed using a charcoal tube method which has
A
served numerous industrial hygiene applications (refs. 36,40,41,46,47).
Glass tubes (70 mm x 4 mm I.D.) were packed with two sections of 25/40
mesh activated cocoanut charcoal (Fisher Scientific), weighing 100 +_ .2 mg
and 50 +^ .2 mg, respectively. Si lane-treated glass wool (2 mm length)
was used to separate the charcoal sections and to plug the ends of the
tubes, which were sealed with plastic caps. Uniformity tests showed the
prepared tubes to have a mean pressure drop at constant one liter/min flow
rate of 75.94 mm mercury and a standard.deviation of 2.52 mm or 3.32 percent.
Samples were collected in a press room where a large volume of bias-
ply passenger tires containing the selected tread stock were cured. On
the sampling dates, roughly 2/3 of the "Bag-0-Matic" presses in this area
were committed to these tires, the remaining ones being used for heavy
service tires. Two sampling locations were selected, one directly in the
center of the passenger tire curing area and the other at its periphery
(away from heavy service tire curing).
Four battery-operated personnel sampling pumps were attached to con-
venient structures, e.g., ladders and pipes, at each,of the two locations.
Randomly selected charcoal tubes were positioned vertically above each
pump (at eye level) with plastic tubing so that air entered the 100 mg
charcoal section. Nine samples were collected for 15-, 30-, and 45-minute
periods over 6 hours' at flow rates between 1.0 and 1.5 liter/minute.
Quantitative analyses were performed in the following manner. The
100 mg charcoal section of each tube was placed in a 1 ml.microreaction
vessel; 500 yl of spectral, grade CSp were added and the vessel was capped
with a Teflon-lined rubber septum. CS2 was selected as the eluting solvent
since it does not produce a quantitative response on the flame ionization
•
detector. After 4 hours duplicate 3 to 5 yl aliquots of each extract were
injected into the gas chromatograph under the same conditions as previously
established (table 2). A compound's presence was confirmed by comparing
its retention time with that of a standard; quantisation involved extrapo-
lation from a calibration curve based upon peak heights. Subsequent analysis
206
-------
of the 50 mg charcoal section defined the extent of breakthrough and the
reliability of the data.
Figure 13(A) is a typical chromatogram for a 100 mg charcoal section
(45 min. sample) eluted with CSr>. Note that attenuation covers two orders
of magnitude with the early eluting peaks being more abundant. Figures
13(B) and (C) are chromatograms of eluates of the 50 mg sample backup sec-
tion and 100 mg control sections, respectively. It is apparent that there
was no breakthrough for the sampling intervals selected.
The chromatograms indicate that the atmosphere within the plant was
more complex than that generated from the isolated tread stock. However,
several previously identified peaks were confirmed within the mixture.
These compounds are listed in table 5, once again in order of elution.
Substances released from the polymeric constituents of the stock predom-
inate in this group of compounds. The oligomers of butadiene, for instance,
are easily distinguished.
Table 5. Relative retention times3 and desorption efficiency factors
for selected compounds in a passenger tire press room
Relative
Compound Retentionf. ,,
tol uene
4-vinyl-l-cyclo-
hexene
ethyl benzene
styrene
1,5-cycloocta-
diene
1,5,9-cyclodo-
decatriene(l)
1,5,9-cyclodo-
decatriene(2)
0.60
0;82
0.89
1.00
1.13
2.53
2.69
Relative
Retentionstandard
0.62
0.83
0.92
1.00
1.16
2.55
2.66
Desorption
Efficiency .
99.7
103.0
101.3
85.5
102.0
71.4
71.4
Retention times relative to styrene.
Average efficiency of triplicate extractions (1.0 yl of compound from
100 mg 25/40 mesh charcoal with 500 yl C$2).
207
-------
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i 1 »
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208
-------
Table 5 also included CS« desorption efficiencies for those compounds
which were confirmed. These values were determined experimentally by trip-
licate desorption trials of 1.0 yl of each substance from 100 mg of charcoal
with 500 yl of solvent. The efficiencies are acceptable and range from
71.4 percent to 103.3 percent.
Table 6 lists airborne concentrations of the six compounds confirmed
in the press room. These values are based upon duplicate analysis of each
sample and incorporate desorption efficiency factors from table 5. On the
sampling dates, concentrations ranged from a high of approximately 1100 ppb
for toluene-to roughly 7 ppb for 1,5-cyclooctadiene. These data represent
greater than 99 percent confidence that the sample means were within one
standard deviation of the true mean concentrations. Standard deviations
for these samples are consistent, averaging 22.3 percent of the mean.
The substances selected for quantitative analysis were present through-
out the range of resolution of the gas chromatographic system. By judging
relative peak heights and attenuation factors for unknown peaks in figure
13-A and by assuming similar FID response and desorption efficiency factors,
it is possible to bracket concentration ranges of these substances. Thus,
the compounds in the highest attenuation group (X 640) would be between 0.3
and 1.5 ppm, those in the intermediate group (X 64) at 0.1 to 0.2 ppm, and
those in the lowest group (X 8) between 0.005 and 0.030 ppm.
CONCLUSIONS
This study indicated that an unusual assortment of compounds is dis-
charged during rubber vulcanization. Substances identified in the effluent
from an isolated tread stock included styrene, butadiene oligomers, alkyl
benzenes and naphthalenes, and some specific nitrogen and sulfur compounds.
The presence of several of these substances, principally the butadiene
oligomers, was confirmed in the tire plant where the stock was cured.
Regarding the source of these compounds, the results indicated that
primary discharges were released from individual additives and were not
products of chemical reactions within the rubber matrix. The largest single
source of volatiles in the stock w&s the blend of polymers which also repre-
sented the bulk on a weight basis. Contributing in lesser amounts were ac-
209
-------
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210
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celerators, activators, antidegradants, and oils. It is significant-that
for the tread stock tested, all identified substances were either impurities
or decomposition products.
Chromatoqrams of charcoal tube samples collected in the tire plant re-
vealed a substantial number of peaks not present in the isolated tread
stock effluent. Judging from their low boiling points, these substances
may, have been'volatilized from nonstock ingredients such as solvents used
in cements and bonding agents.
With regard to exposure levels, both laboratory and field data point
to low boiling compounds as being orders of magnitude more prevalent than
\
higher boiling components. Concentrations ranged between 1 and 2 ppm for
substances in the Cg to Cg boiling region, then dropped 'to roughly 0.1 to
0.2 ppm for those in the Cg to C-.Q range; higher boiling compounds (greater
than C-IQ) were found at parts per billion levels. Instantaneous exposures
may have been higher (e.g., immediately upon press opening) but were un-
doubtedly of short duration (seconds)» given the high degree of turbulence
and mixing.
For the stock and process investigated, the working environment did
not appear to be overtly hazardous. Concentrations were so low that acute
toxicity problems seem unlikely. On the bases of current toxicological data,
chronic health effects are also questionable at these exposure levels. How-
ever, since little has been published concerning the carcinogenic potential
of those compounds identified, significant health effects cannot be ruled
oat.
A comparable mixture of compounds would probably be discharged from
similar vulcanization processes. The presence of ^residual monomers and
other polymeric impurities, for instance, would be expected at the highest
concentrations. Impurities from other compounding ingredients, especially
the antidegradants, accelerators, and oils, may also be found at lower levels,
It appears likely that certain compound classes which 'have been associ-
ated with cancer may be discharged from curing processes. Aromatic amines
present as impurities in the phenylenediamine antiozonants serve as an'exam-
ple, since such a compound was identified in the selected stock effluent
(N-se!c_. butyl aniline). Future techniques which are specifically designed for
211
-------
the sampling and analysis of aromatic amines would be useful in assessing
this possibility.
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A. 0. Fox, D. C. Lindars,.and R. Owen, "A Survey of Occupational Can-
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Analysis, 1967-1971," Brit. J. Indust. Med., Vol. 31 (1974), pp. 140-151.
W. E. McCormick, "Environmental Health Control for the Rubber Industry,"
Rubber Chemistry and Technology, Vol. 44, No. 2 (April 1971), pp. 512-
_
5. W. E. McCormick, "Environmental Health Control for the Rubber Industry,"
Part II," Rubber Chemistry and Technology. Vol. 45, No. 3 (April 1972),
pp. 627-637.
6. G. Y. Kel'man, "Toxic Properties of Paroksineozon and Antox," Soviet
Rubber Technology, Vol. A (1965), pp. 43-44.
7. G. Y. KeVman, "Comparative Toxicity of Santoflex AW and Acetoheaniline,"
Soviet Rubber Technology, Vol. 24 (1965), pp. 40-41.
8. A. A. Kasparov et al., "Comparative Toxicity of Mercaptobenzimidazole
and N-phenyl-N-isopropylparaphenylamine," Sovi et Rubber Techno! ogy ,
Vol. 22 (1963), pp. 11-12.
9. N. V. Mezentseva 'and R. 5. Varobeva, "Toxicity of Sulfenamide Deriva-
tives of MBT Used as Vulcanization Accelerators," Soviet Rubber Tech-
nology. Vol. 21 (1962), pp. 14-15.
10. N. V. Mezentseva and R. S. Varobeva, "Study of the Toxicity of the Vul-
canization Accelerator, N,N-diisopropyl-2-faenzthiazylsulfenam1de (Dipak),
and the Vulcanizing Agent, Paraquinone Dioxime," Soviet Rubber Technol-
ogy. Vol. 22 (1963), p. 23.
11. A. A. Kasparov and N. A. Zhilova, "Toxicity of N-nitrosod1phenylamine,"
Soviet Rubber Technology, Vol. 22 (1963), .pp. 21-22.
12. E. Browning, Toxicity and Metabolism of Industrial Solvents, ls.t ed.,
Elsevler, New York
uy and
, 1965.
13. H. G. Bourne, H. T, Yee, and S. Sefarian, "The Toxicity of Rubber Ad-
ditives," Arch. Environ. Health, Vol. 16 (May 1968); pp. 700-705.
14. C. E. Searle, "Chemical Carcinogens," Chem. Industr., (London), 1972,
pp. 111-116.
212
-------
15. E. Boyland et al., "Carcinogenic Properties of Certain Rubber Additives,"
Europ. J. Cancer. Vol. 4 (1968), pp. 233-239.
16. W. D. Conway and W. C. Hueper, Chemical Carcinogenesis and Cancers, 1st
ed., Charles C. Thomas, Springfield, Illinois, 1964.
17. Z. Hadidian et al., "Tests for Chemical Carcinogens," J. Nat. Cancer Inst.,
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18. M. Greenblatt, S. Mirvish, and B. T. So, "Nltrosamine Studies: Induc-
tion of Lung Adenomas by Concurrent Administration of Sodium Nitrite
•and Secondary Amines in Swiss Mice," J. Nat. Cancer Inst., Vol. 46, No. 5
(May 1971), pp. 1029-1034. :
19. J. M. Barnes and P. N. Maoee, "Carcinogenic Nitroso Compounds," Ad-
vances Cancer Res., Vol. 10 (1967), pp. 163-246.
20. A. E. Wasserman and I. A. Wolff, "Nitrates, Nitrites, and N1trosam1nes,"
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21. S. S. Epstein, and W. Lijensky, "Nitrosamines as Environmental Carcino-
gens," Nature, Vol. 225, No. 5227 (Jan. 1970), pp. 21-23.
22. E. C. Miller and J. A. Miller, "The Metabolic Activation of Carcinogenic
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burgies, ed., S. Karger-Basel, New York, 1969.
23. E, C. Miller and J. A. Miller, "Chemical Carcinogenesis: Mechanisms
and Approaches to its Control," J. Nat. Cancer Inst., Vol. 47, No. 3 (Sept.
1971), pp. V-XIV.
24. J. A. Miller, "Carcinogenesis by Chemicals: An Overview," Cancer Res..
Vol. 30 (March 1970), pp. 559-576.
25. E. Farber, "Biochemistry of Carcinogenesis," Cancer Res.. Vol. 28
(Sept. 1968), pp. 1859-1869.
26. "Occurrence of Cancer-Producing Materials in Rubber Processing," Plas-
tics Design Process, Vol. 3, No. 8 (1963), p. 9.
27. A. Breslow et al., "Carcinogenic Hydrocarbons and Related Compounds in
Processed Rubber," Cancer Res., Vol. 11 (1951), pp. 318-321.
28. H. L. Falk and P. E. Steiner, "The Identification of Aromatic Polycy-
clic Hydrocarbons in Carbon Blacks," Cancer Res., Vol. 12 (1952), pp.
30-39.
29. H. L. Falk and P. E. Steiner, "The Adsorption of 3,4-Benzpyrene by Car-
bon Blacks," Cancer Res., Vol. 12 (1952), pp. 40-43.
30. I. G. Angert, A. S. Kuzminski, and A. I. Zencheijko, "Volatilization of
Phenyl-2-Naphthalene From Rubber," Rubber Chemistry and Technology,
Vol. 34, No. 3 (July-Sept. 1961), pp. 807-815.
31. B. Cleverley and R. Herrmann, "Rapid Identification of Elastomers and
Their Additives," Appl. Chem.. Vol. 10 (May 1965), pp. 192-195.
32. T. R. Cromption, "Identification of Polymers in Polyolefins and Poly-
styrenes," European Polymer Journal, Vol. 4 (1968), pp. 473-496).
213
-------
33. A. R. Jeffs, "The Gas Chromatographic Analysis of Volatile Constituents
in Polymers With Particular Reference to Moisture Content," Analyst,
Vol. 94, No. 1117 (April 1969), pp. 249-258.
34. 6. Bonomi and A. Fiorenza, "Identification of Elastomers by Infrared
Spectrophotometry," Rubber Chemistry and Technology, Vol. 36 (1963),
pp. 1129-1147.
35. H. 6. Nadeau and E. W. Neumann, "Analysis of Polyether and Polyolefin
Polymers by Gas Chromatographlc Determination of the Volatile Products
Resulting From Controlled Pyrolysis," Anal. Chem., Vol. 35, No. 10
(Sept. 1963), pp. 1454-1457.
36. W. R. Halpin and F. H. Reid, "Determination of Halogenated and Aromatic
Hydrocarbons in Air by Charcoal Tube and Gas Chromatography," Amer.
Industr. Hyg. Asso. J., Vol. 29 (July-Aug. 1968), pp. 390-396.
37. K. Grob and G. Grob, "Gas-Liquid Chromatographic-Mass Spectrometric
Investigation of Cg-Cgo Organic Compounds in ah Urban Atmosphere. An
Application of Ultra Trace Gas Analysis on Capillary Columns," J. Chromato-gr.,
Vol. 62 (1971), pp. 1-13.
38. R. E. Erickson et al., "The Isolation of Flavor Components From Foods by
Distillation and Adsorption," The Flavor Industry, Aug. 1971, pp. 465-
467.
39. N. A. Gibson, B. Sen, and P. W. West, "Gas Liquid Chromatographic An-
alysis Applied to A1r Pollution," Anal. Chem., Vol. 30, No. 8 (Aug.
1958), pp. 1390-1397.
40. C. L. Fraust and E. R. Hermann, "The Adsorption of Aliphatic Acetate
Vapors onto Activated Carbon," Amer. Industr. Hyg. Asso. J., Vol. 30, No.
5 (Sept.-Oct. 1969), pp. 494-495:
41. E. K. Kupel et al., "A Convenient Optimized Method for the Analysis of
Selected Solvent Vapors in the Industrial Atmosphere," Amer. Industr.
Hyg. Asso. J., Vol. 31, No. 2 (March-April 1970), pp. 225-232.
42. W. G, Jennings and C. S. Tang, "Volatile Components of Apricot," J. Agric.
Food Chem.. Vol. 15 (1967), pp. 24-28.
43. G. 0. Nelson arid C. A. Harder, "Respirator Cartridge Efficiency Studies.
V. Effect of Solvent Vapor," Amer. Industr. Hyg. Asso. J., Vol. 35, No.
7 (July 1974), pp. 391-410.
44. G. Guichon and A. Raymond, "Gas Chromatographic Analysis of CQ~C-]Q
Hydrocarbons in Paris Air," Environ. ScT. Tech., Vol. 8, No. 2 (Feb.
1974), pp. 143-148.
45. L. L. Dunham and J. L. Liebrand, "Preparing High Efficiency Packed Col-
umns," Research/Development, Vol. 24, No. 9 (Sept. 1973), pp. 32-38.
46. NIOSH Manual of Analytical Methods, Physical and Chemical Analysis Meth-
od 127 (Organic Solvents in Air), U.S.D.H.E.W., N.I.O.S.H., Cincinnati,
1974, 10 pp.
47. J. A. Miller-and F. X. Mueller, "Determination of Organic Vapors in
Industrial Atmospheres," American Laboratory, Vol. 6, No. 5 (1974), pp.
48-61.
214
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DISCUSSION
MR. PAUL KENT (Research Corporation of New England, Wethersfield, Conn.)
Your tire presses were discharging their emissions into the general
room ventilation in that building?
DR. RAPPAPORT: That is correct.
MR. KENT: Wouldn't it be much wiser if these were exhausting into in-
dividual units directly rather than into general ventilation?
DR. RAPPAPORT: I think the question is academic, but it is entirely
possible that if the effluents were released into specific ven-
tilation units, the concentrations remaining in the general room
air would be lower.
MR. KENT: I do not think it is academic. It is an especially common
situation in industrial ventilation because, if you capture the
emissions and get them out of the general ventilation, you not
only help solve your area pollution problem, but also an industrial
hygiene problem.
DR. RAPPAPORT: Well, I agree. I have never been in a tire plant where
the cure presses were differently ventilated, but I am sure it
would be possible.
MR. KENT; I suppose it would be a large capital outlay on the present
plants.
MR. RICHARD WALKER (Rubber World magazine. Akron, Ohio): Are there any
plans to continue this type of• study in those plants, where the
press operator has to be next to the press and is subjected
to a greater variety of material?
DR. RAPPAPORT: To my knowledge there are no plans at the present time
for extending this work to other processes. You might ask Dr.
Harris, who is with the University of North Carolina, if he does
plan to continue this study. You might also ask Dr. Burgess of
Harvard, which is conducting a similar study, if they plan to
extend their work to various types of processes. To my knowledge
there is no such work in progress at this date.
215
-------
DR. SAM CHA (Research Corporation of New England, Wethersfield, Conn.):
Have you made any indentifications of compounds with boiling points
lower than Cg?
DR. RAPPAPORT: No, I have not. We know that certain compounds are
going to be lost in the vulcanization process, including gases
and very volatile liquids. In this particular investigation
we did not pursue such identifications for* purposes of con-
venience. Since we did not have a gas chromatograph - mass
spectrometer system available on the project, we could not make
the necessary manifold modifications for gas analysis. However,
I think it is something that should be done in the future.
I believe the Harvard people are working on that particular
problem right now.
216
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AIRBORNE PARTICULATE DEBRIS FROM RUBBER TIRES
William R. Pierson, Ph.D., and Wanda W. Brachaczek*
Abstract
Airborne particulate matter from rubber tires has been detected
in the atmospheres of two vehicle tunnels and in the open air. The amount
is of the order of W percent as great as the amount of particulate matter
from vehicle exhausts3 and represents some 5 to 10 percent of the tread
material that disappears from tires in use.
Tread rubber was found on tunnel walls and in roadside dust3 dustfalls
and topsail. A material balance shows that most of the material lost by
\
tires in service is particulate matter^ of which only a small fraction is
airborne.
INTRODUCTION
i—
( The rate of wear of tire-tread rubber in the United States can be esti-
mated at some 600,000 metric tons per year. By comparison, exhaust emis-
sions of particulate matter from gasoline-powered vehicles in 1970 are
estimated at 270,000 metric tbnsx(ref. 1). In view of the tonnages just
cited and of the attention that has been paid to exhaust particulates, it
would seem appropriate to try to ascertain what happens to this tire-tread
material. The present work was undertaken for that purpose. We especially
wish to know whether rubber tires produce particulate matter that remains
airborne for long periods and hence constitutes an air pollutant in the
>usual sense.
It has been commonly assumed (refs. 2,3) that significant amounts of
such material are to be found. But until the recent work of Cardina (refs.
4,5), Brachaczek and Pierson (ref. 6), Pierson and Brachaczek (refs. 7,8),
and Dannis (ref. 9), there had been only a few efforts to test this assump-
tion. Investigations in earlier years have been as follows:
Thompson et al^ref. 10) reported evidence of tire-wear debris in
217
-------
sweepinqs from tunnels, recapping operations, the National Bureau of Stand-
ards tire-testing machine, and a parking garage, by means of pyrolytic gas
chromatography. They did not attempt a quantitative estimate, nor did they
determine what fraction of the particles were small enough to have remained
suspended for a significant time. They did not collect samples of airborne
material.
^ToTcRT (fef, 11 Msmp^oyed optical microscopy coupled with pyrolytic gas
Vr- -^ y«*''_^' '-•<" "^
chromatographyYto examine aerosol samples collected along California, road-
ways. He~£&tfnd- the following types of particles? ' ^
'!) Black particles about 40 microns * 100 microns, like wear parti-
cles from high-cornering wear. The pyrogram gave a strong SBR
signal. (SBR = styrenebutadiene rubber, a major copolymeric hy-
drocarbon used in tire treads.) Nearly all of these particles ap-
peared to be tread rubber particles.
2) Mixed rubber/nonrubber particles. The pyrogram gave a SBR signal
of intermediate strength.
3) Small (down to 1 micron) black particles. The pyrogram showed no
SBR.
Brbcfc estimated that less than 5 percent of the particles overall were
black and possibly rubber, some of these undoubtedly being nonrubber (oil,
soot, etc.)
—-—„_
Laboratory experiments (refs. 12,13,14,4) indicate that only a small
part of-the material from tread wear is in gaseous form. The bulk of the
material in those experiments evidently is emitted as particles, most of
them large and nonsuspendable. Laboratory studies, however,.are usually
unable to simulate the behavior of a tire on a vehicle driving down the
road, as is well known in the tire industry (ref. 15). It is clear from a
review of the literature on tire wear mechanisms and rates that there are
several wear modes and that these diverse modes will be very dissimilar
with respect to the amounts of particulate matter produced per unit dis-
tance traveled, the size distributions of the particles produced, and the
apportionment of the removed material between volatile products and parti-
cles. An investigation into the importance of airborne tire-particulate
debris as an air pollutant should take cognizance of this. For example,
218
-------
an experiment carried out where Schallamach patterns develop, indicating
severe conditions seldom experienced in the United States, can hardly be
expected to provide insight regarding the air in the United States.
METHOD
Roadway studies were chosen in preference to laboratory studies for
the reason just cited. The problem then is to distinguish between the
aerosol produced by vehicles and the aerosol produced by extraneous sources.
This distinction was accomplished at vehicle tunnels, which are continuous-
ly ventilated with large amounts of outside air, by sampling simultaneous-
ly the air at the intake and the air 1n the tunnel. The difference in con-
centration of any component between the two points is attributed to the
traffic 1n the tunnel. (This procedure has been employed before (refs.
16-20) to estimate atmospheric contaminants produced directly or in-
directly by motor vehicles).
The collected aerosol samples were chemically analyzed for substances
that signify tire-tread debris. They were analyzed also for substances
that signify exhaust partlculate from gasoline engines, to provide a bench-
mark for comparison between amounts of tire partlculate and gasoline-engine
exhaust particulate-tlre particulates from ail types of vehicles vs. ex-
haust particulates from automobiles and other gasoline-powered vehicles.-
The substances assayed as a measure of tire-wear debris were zinc, tot-
al carbon, and SBR (the commonest rubber hydrocarbon in tire treads).
Zinc is present in all truck and automobile tire treads (ref. 21) in
amounts approximating 1 percent. Carbon (free plus combined) constitutes
about 91 percent of a tire tread, by weight.
The substance assayed as a measure of exhaust particulate was lead.
Bromine was sometimes measured also. Both elements arise almost solely
from gasoline-engine exhaust, although the bromine in airborne exhaust
particulates does become depleted with time, as shown by our work and that
of others (refs. 22-24). Diesel trucks of course produce tire wear but
no lead or bromine.
Air sampling was also done at open-air sites, in order to cover a wider
range of conditions than is available in tunnels. Zinc measurements here
219
-------
are of little value, because of the high ambient Zn levels. SBR is still
a good indicator, however, since most of the SBR used in the United States
is used in tires (refs. 25,26,27). Lead is a reliable indicator of ex-
haust partlculates.
ANALYTICAL PROCEDURES
Zn, Br, Pb. Samples were analyzed for Pb by atomic absorption and anodic
stripping voltammetry; for Br by neutron activiation analysis: and for Zn
by atomic absorption, anodic stripping voltammetry, and neutron activation
analysis. The neutron activation analyses were carried out nondestructive-
ly by irradiation in the reactor at the University of Michigan followed by
X-ray spectrometry with a 6e(Li) detector and 4096-channel analyzer. In
the- later experiments, after the reliability of the Pb procedures had been
satisfactorily established, Br analysis was dispensed with. Similarly,
activation analysis for Zn was eventually discarded after the other two Zn
procedures became established.
SBR. Infrared spectroscopy was employed to analyze for SBR. The styrene-
butadiene copolymer, usually made for ttre treads in a formulation consist-
ing of 23.5 percent styrene by weight and the remainder of 1»3 butadiene
(ref. 21), has a distinctive infrared spectrum (figure 1). The SBR was
isolated and analyzed as described elsewhere (ref. 6). Briefly, Soxhlet
extraction into benzene removes most organic material plus any benzene-
soluble (devulcanized) SBR that is present. Subsequent Soxhlet extrac-
tion (s) with orthodichlorobenzene (=oCl2) in a stream of oxygen extracts
the vulcanized SBR. Infrared spectra of KBr pellets made from the benzene
and oClgt}) extracts yield the amount of SBR by measurement of the intensi-
ties of the absorption lines at 10.35 and 14.3y. Duplicate samples to
which a known amount of standard SBR tread vulcanizate (ASTM Standard E249-
66) has been added prior to extraction provide a check of good recovery.
The amount added is chosen in each case to be comparable to the amount
found without addition. Analysis by gel permeation chromatography shows
that the extraction in orthodichlorobenzene and oxygen results in signifi-
cant spreading of the molecular-weight distribution in the direction of
lower molecular weight, but no significant loss of copolymer.
220
-------
Pyrolytic gas chromatography was investigated as an alternative means
of identifying SBR in the filter samples. The pyrolysis of SBR gives sty-
rene among the products, and Thompson et al. (ref. 10) considered the de-
tection of styrene to signify the presence of SBR in their samples. Un-
fortunately, our samples often contain substantial quantities of Diesel
exhaust particulate which, we find, gives much styrene on pyrolysis.
Moreover, other features of the pyrogram of Diesel exhaust particulate
resemble that of SBR. Undoubtedly there are other substances in atmospheric
aerosols that will cause similar difficulties. Thus, the pyrolytic gas
chromatography technique seems inapplicable to our study.
Total Carbon. Analysis was carried out by Cu-catalyzed combustion with 02
in an induction furnace and assay of the C02 evolved. The COp was meas-
ured by an automatic CCU analyzer with a thermal-conductivity cell.
Specific Surface Area. These analyses were instituted to assess the capa-
city of aerosol particles to adsorb SBR molecules before or during the ex-
tractions. By the time it had become apparent that this potential source
of error in the infrared determination of SBR was probably not serious, it
had also become apparent that a knowledge of specific surfaces of the aero-
sols in this study was important in its own right, and therefore the
measurements were continued. These measurements were made by the conven-
tional Brunauer-Emmett-Teller method, from krypton adsorption at 77°k in a
known weight of sample preconditioned by pumping to an absolute pressure
of 10 torr at room temperature.
GRAVIMETRIC FACTORS FOR ZINC AND SBR
Zinc. Neutron activation analysis of automobile tire treads from a number
of manufacturers yielded an average Zn' content of 1.0 percent, somewhat
lower than the generally accepted average (1.7 percent, ref. 21). The val-
ue similarly found for the ASTM E249-66 standard tread vulcanizate is 1.01
percent, in agreement with the recipe value (1.08 percent); accordingly,
we believe that our measurement is reliable. Truck tire treads have ap-
proximately the same Zn content as automobile tire treads (ref. 21). We
therefore take 1.0 percent as the average Zn content of tire tread.
221
-------
Detergent lubricating oils contain about 0.12 percent Zn. Emis-
sion of Zn from this source "is said to result in a Zn/Pb mass ratio of 0.006
in the exhaust particulate matter from gasoline engines operating on leaded
fuel (ref. 28). Ratios ranging between 0.0013 and 0.011 have been reported
in chassis-dynamometer tests (ref. 29).
From neutron-activation results showing 0.2 and 0.03 ppm Zn in regular
and premium gasoline, respectively, we conclude that the detergent oil must
be the source of some 90 percent of the exhaust particulate Zn. But deter-
gent oils for Diesel engines also contain Zn (about 0.1 percent). Neutron
activation analysis of two Diesel exhaust particulate samples gave 44 and
96 ppm Zn, comparable with the 30 ppm or thereabouts reported by Frey and
Corn (ref. 30).
We shall-consider an amount of Zn corresponding to a Zn/Pb ratio of
0.006 to be attributable to gasoline-engine exhaust particulate in our sam-
ples. We shall ignore the Zn from Diesel exhaust, lacking a cognate by
which to estimate it.
SBR. Production and consumption figures (refs. 31-27) show that SBR com-
prises slightly more than 50 percent of the rubber hydrocarbon used in
tire treads. In turn, the aggregate rubber hydrocarbon in a tire tread is
about 50 percent of the finished material (ref. 21). Hence, the average
SBR content of tire tread is about 25 percent. This is the figure we adopt.
To check this adopted figure, we analyzed the treads of 47 tires, all
of different descriptions, and found the following averages: five passenger
tires, 24.6 percent SBR; 34 truck tires, 7.0 percent SBR; nine truck recaps,
22.7 percent SBR. The numbers of truck recap and nonrecap tires on the
road are comparable, and thus the average truck tire tread is effectively
15 percent SBR.
Production and consumption figures (refs. 26,27,33) indicate that poly-
butadiene constitutes about 16 percent of the rubber hydrocarbon in tire
treads. Transolefim'c linkages in polybutadiene will have the same 10.35-y
infrared absorption as SBR, thus enhancing the apparent amount of SBR in
the sample insofar as the 10.35-y line is used in the estimation. Much of
222
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the polybutadiene in treads is cis rather than trans, and thus the enhance-
ment is slight. We ignore this perturbation, especially since it comes
from tires anyway.
ALLEGHENY TUNNEL EXPERIMENTS
The Allegheny Mountain Tunnel of the Pennsylvania Turnpike is located
about 19 km east of Somerset, Pennsylvania, in a rural setting. It runs
approximately east-west through Allegheny Mountain some 125 meters beneath
the summit. It is a four-lane, two-tube tunnel (two eastbound lanes through
one tube, two v/estbound lanes through the other), 1.85 km long, with a
slight (ca. 0.5 percent) grade downward toward the east. The easternmost 45
meters of the eastbound tube is on, a curve (radius of curv-ature 332.8 meters)
to the left. The surface is asphalt and is always dry over most of its
length, even in the wettest weather. The speed limit was 50 mi/hr (80 km/hr)
during the 1970 experiments and 55 mi/hr during the subsequent experiments.
There is some braking but no legal lane-switching, i.e., only a minimal
amount of maneuvering in the tunnel.
( •
These conditions correspond to a mild-wear situation, with expected
rates between 0.002 and 0.004 mils per mile (refs. 35,36), or 0.01 to 0.03
grams per mile for automobile tires. Truck tire wear rates, in grams per
mile, will be slightly less than rates for standard-bias automobile tires.
(In contrast, the average wear rate for automobile tires in the United
States is about 0.15 grams per mile per tire, by our estimate.)
Automobile traffic in the tunnel fluctuates markedly with time, being
highest in summer, during daylight (figure 2), and on weekends (figure 3).
Truck traffic is relatively constant except for a weekend subsidence.
Truck traffic in the tunnel keeps to the right-hand lanes.
The ventilation system employs intake fans above each end of the tun-
nel. Ducts carry the intake air from each end toward the center, where it
enters the tunnel through overhead louvers. The air provide/d by this ven-
tilation system is augmented by air coming in through the vehicle entrance
portal of each tube under the influence of the ramming action of the traf-
fic, reinforced in the case of the eastbound tube by a natural flow from
the west. There is no exhaust system as such. All of the air outflow from
the tunnel issues from the vehicle exit portals, at velocities measured in
the eastbound tube between 6 and 9 meters per second.
223
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Traffic volume was monitored during these experiments by a traffic.
counter installed at the west end of the eastbound tube. Apportionment be-
tween automobiles, aasoline-powered trucks, and Diesel-powered trucks was
ascertained by frequent counting by eye (figure 2). Our own traffic obser-
vations were supplemented with traffic records from the Turnpike Commission.
Air Sampling Experiment 8/1/73 (Eastbound tunnel only)
Sample Collection. Air was sampled continuously for the'period August
1 through August 13, 1973, at each of four stations:
0 East (exit) portal of eastbound tunnel;
2) West (entrance) portal'of eastbound tunnel;
3) West intake fan room for eastbound tunnel;
4) East intake fan room for eastbound tunnel.
The portal stations were set up 5 to 7 meters inside the portals, 80 to 95
cm to the left of the left-hand lane, and 1.4 to 1.8 meters above the road-
way.
At each station, three samples were collected simultaneously:
1) 142 mm diameter mixed^cellulose-ester membrane filter, mean pore
flow diameter 0.2y, sampling rate about 100 liters/minute, for
determining specific surface, total carbon, and SBR;
2) 47 mm diameter cellulose-acetate membrane filter, pore size 0.2y,
, sampling rate about 12 liters/minute, for determining Pb and Zn;
3) Standard Hi-vo,l sampler with 8" x 10" glass fiber filter, sampling
o '
rate about 1 meter /minute, for determining total carbon and SBR.
The membrane filters were oriented with their col lection,surfaces down-
ward, and enclosed in settling chambers with multiple baffles to prevent ac-
cess by particles larger than an estimated 20 to 100 microns. The units in
the intake fan rooms were mounted in standard weather-station shelters.
Air velocity through -the membrane filters ranged up to 30 cm/second. Fil-
tration efficiency under these circumstances should be effectively 100'.per-
cent irrespective of aerosol particle size (ref. 37). Air was drawn through
the membrane filter by means of metal-bellows diaphragm pumps (which have
no leak to the outside) and exhausted through calibrated (±1 percent) tem-
perature-qompensated dry-test meters for determination of sample volume.
Owing to the design of the standard Hi-vol sampling units, some
224
-------
collection of particulate matter in the nonsuspendable size range (>10y)
occurs. Recent studies (refs. 38,39) have shown that large (20-200y)
particles generally make up much of the particulate mass collected near
ground level by such instruments.
The SBR size distribution at the East Portal was determined by means of
a standard Hi-vol cascade impactor with glass-fiber backup filter and im-
pingement surfaces, operated at a flow of approximately 570 liters per min-
ute as prescribed (refs. 40,41). Losses of particles within an instrument
of this design are said to be important under certain conditions (ref. 39).
Dustfall samples were collected at the end of the experiment from sur-
faces which had been clean at the outset.
Results. The airborne particulate collected at the East Portal is a
fine black fluffy cohesive powder. Some of its other properties are list-
ed in table 1. The diurnal and weekly variation of the airborne gross
particulate concentration (figure 4) follows the pattern of truck traffic
rather than automobile traffic (figures 2 and 3).
',
SBR was found in all East Portal samples, as exemplified by the spectra
shown in figure 5. The results from all the East Portal Hi-vol analyses
are plotted in figure 6. The average airborne SBR from these analyses is
3
0.61 yg/m . The SBR collected on the membrane filter is far lower, 0.20
3
yg/nr , than on the Hi-vols, suggesting that most of the SBR collected in
the Hi-vols consists of settleable material; the membrane filter would
collect almost none of the settleable material because of the (already de-
scribed) way it was set up. This speculation is supported by the size dis-
tribution (table 2), and by the SBR content of the dustfall (table 3), as
well as by the SBR content of the debris in the gutters (discussed later).
The specific surface after oCl9<£ extraction is comparable with that
2
of carbon black (60 to 120 meter /gram). Carbon black is capable of adsorb-
ing some 200 mg SBR per gram of sample even in boiling oClp^ (refs. 42-44).
Standard addition experiments on portions of each sample, using stand-
ard tread vulcam'zate (ASTM E249-66), indicated that the average SBR yield
was 65 percent for the East Portal Hi-vol samples and 70 percent for the
East Portal membrane samples. We consider these yields good, in view of
the specific surfaces shown in table 1. The yields of SBR on the cascade-
225
-------
Table 1. Properties of airborne participate matter collected
at East Portal of Allegheny Tunnel (Eastbound tube),
1-13 August 1973
Pb . 4.4%
Zn 0.08%
Total C (free and combined) . 56%
Residue after CCHC extraction 86%
0 O
after .02 + oC!20 extraction 76%
2
Specific surface, initial 31 meter /gram
o
after CCHC extraction 57 meter /gram
00
after 02 + od20 extraction 91 meter /gram
SBR (total all extracts) 0.1 to 0.5%
Table 2. Size distribution of airborne SBR collected at
East Portal of Allegheny Tunnel (Eastbound tube)
during August 1973 experiment
Aerodynamic diameter, Concentration of SBR in stated
microns3 size range
3
>7 0.07
3.3-7 0.02 vg/m3
2-3.3 0
1.1-2 0
0.13 yg/m3
Calibration is from Wood and Erickson (ref. 40) and Burton
et al. (ref. 41).
Owing to the low SBR recovery observed in standard-addition
experiments on portions of the impactor stages, these numbers are
subject to considerable uncertainty and should not be relied upon
except to indicate the dominance of very small and very large
particles.
226
-------
Table 3. Properties of dustfall collected inside East
Portal of Allegheny Tunnel (Eastbound tube),
1-13 August 1973
Pb
Zn
Total C (free and combined)
Redidue after CgHg extraction
after 02 + 6C120 extraction
Specific surface, initial
after CgHg extraction
after 02 + od20 extraction
SBR (total all extracts)
0.53%
0.187%
20%
87%
?(>52%)*
0.3 meter /gram
2
1.3 meter /gram
2
7.7 meter /gram
2.3%
*Some material was lost in transferring.
impactor stages, on the other hand, were low (down to 15 percent). No cor-
rection for yield is applied in reporting our results.
SBR could not be detected in any of the samples collected at the in-
takes. These are the only air samples in the entire program in which SBR
was not detected.
Average airborne concentrations of the various constituents are listed
in table 4. It can be seen that the injection of gross mass, Pb, C, and
SBR into the tunnel air by vehicles is considerable, relative to the re-
spective background values. The readings at the West Portal are inter-
mediate in character between background and East Portal values, as would
be expected.
Table 4 shows that much of the SBR is extracted by benzene. We ob-
serve that this is the rule for SBR in environmental samples. In contrast,
only 2 to 3 percent of the SBR in a sample of fresh tread vulcanizate
would have been extractable into benzene. This indicates that consider-
able chemical breakdown of the vulcanizate network occurs before the part-
icles are collected in the present experiment. The residence time of air
in the tunnel is of the order of. 2 minutes, and therefore the breakdown
227
-------
Table 4. Aerosol concentrations at Allegheny Tunnel, experiment
8/1/73, Eastbound tube
Average concentration, yg/nf
East (exit) Portal
Membrane filter
Hi-vol filters
West (entrance) Portal
Membrane filter
Hi-vol filters
Gross Pb Zn C
205 9.3 0.167 111
210
71 1.42 0.068 19.0
78
extract
0.141
0.255
0.04
SBR
;(0, + OC190)
£. L.
extracts
0.060
0.356
0.05
East intake fan room
West intake fan room
64 0.30 0.053
58 0.48 0.050
12.9
0(<0.'019) 0(<0.04)
0(<0.015) 0(<0.029)
would seem to be rapid, perhaps occurring during the abrasion process it-
self. There is essentially no sunlight in the tunnel, and presumably no
ozone (owing to the presence of nitric oxide); accordingly, rapid decomposi-
tion while airborne would seem unlikely. Samples analyzed for SBR months
after collection show no greater benzene-extractable fraction than dupli- '
cates analyzed immediately, and hence we doubt that the process occurs with-
in the deposit after collection.
Fan records and measurements of portal air velocities indicate that the
Q q .
total air flow through the tunnel during the experiment was 3.4 x 10 m ,
about 59 percent of it being through the fans. We multiply this figure by
the increase of each species over background (i.e., the East Portal concen-
trations minus the intake fan-room average concentrations) to obtain, for
each species, the amount generated in the tunnel during the experiment.
These amounts are listed in table 5. From the AZn/APb ratio we see that
nearly half of the AZn should be attributed to the lubricating-oil in gaso-
line engines, leaving a "residual" AZn/APb of 0.007. On the other hand,
Diesel exhaust cannot account for much of the observed Zn, since AZn/AGross
1s at least 10 times the Zn content of Diesel exhaust particulate.
228
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Table 5. Amounts of airborne participate species generated
inside the Allegheny Tunnel (Eastbound)
during the period 1-13 August 1973
Species9 Grams
4
AGross part icu late 5~x 10
APb 3 x lo3
AZn 40
AC 3 x lo4
ASBR (membrane filters) 69
• (Hi-vol filters) 210
AZn/APb = 0.0129
ASBR/APb =i°-022b
(0.068C
aThe notation A means that the respective background levels
(intake-fan-room levels) have been subtracted.
Using East Portal membrane filter values.
c(Jsing East Portal Hi-vol filter values.
It is immediately apparent in table 5 that airborne tire particulate
is minor compared to airborne exhaust particulate or airborne total parti-
culate from vehicles.
Traffic data indicate that light-duty vehicles (cars, motorcycles)
logged 152,500 vehicle-miles, and heavier vehicles (trucks, busses) logged
40,900 vehicle-miles, in the eastbound tube during the period of the experi-
ment. Using our observation that the latter category included almost no
gasoline driven vehicles but was dominated instead by 5-axle (18-tire)
Diesel trucks, we can estimate the following airborne particulate produc-
tion rates based on our measurements:
Gross mass = 0.27 g/mile per vehicle, all categories;
Pb = 3.0 x 10 g/mile per tire, all categories
(without motor-oil correction);
C = 0.17 g/mile per vehicle, all categories;
SBR = (5 to 16) x 10 g/mile per tire, all categories.
229
-------
With 1 percent as the Zn content and 25 percent as the SBR content of the
average tire,in the tunnel, it appears that the airborne tire-particulate
o
debris is of the order of only 10" gram/mile per tire. Clearly, the bull
of the tire debris in the tunnel is not airborne.
Gutter Experiment 9/12/73
The purpose of this experiment was to account for the rest of the tire-
wear material, the presumption being that it consists of larger particles
and-hence should be found at roadside. This experiment was carried out in
the eastbound tube to facilitate comparison to the results of the 8/1/73
experiment. We were fortunate that the tunnel maintenance schedule present-
ed the opportunity for this experiment at a time not too far removed from
the 8/1/73 experiment, although, in the interim, some shift in the makeup
of the traffic had already occurred (just after Labor Day).
The tunnel has gutters along each margin of the roadway running the
full length of the tunnel, divided by catch basins at intervals into sec-
tions (average length about 50 meters) that effectively cannot transfer
material between them. There*are also gutters at curb height running the
full length of the tunnel on each side, which served to drain the walkways
and walls. The latter set of gutters empties into, and contains far less
material than, the roadway gutters. It seems reasonable to assume that
nearly all settleable material will find its way into the roadway gutters,
except for smaller amounts swept or carried out through the exit portal or
attached to the wall tiles. '
Procedure. In principle, the roadway gutters can be completely clean-
ed out, then the debris permitted to accumulate in them for a period of
time during which a known number of vehicles traverse the tunnel, and then
the accumulated debris can be collected and analyzed for SBR. To make the
undertaking tractable, we concentrated on three sections marked off by
catch basins, owe near the West Portal, one at midtunnel, and one near the
East Portal, of average length 50.2 meters each (i.e., 150.5 meters total,
or 8.1 percent of the tunnel length). In each section we cleaned the gut-
ters thoroughly on both sides of the roadway. One week' later (9/19/73) we
collected the material from these sections into canvas bags using a gasoline-
230
-------
powered industrial vacuum cleaner. The samples from the three parts
of the tunnel were kept separate for analysis.
Each sample was sifted into three size fractions (2.38mm). The fraction 2.38mm was dealt with by culling out the rubber particles
and chopping them up for analysis, discarding the rest. Analyses for Pb,
Zn, and SBR followed the usual procedures.
Results. The analyses, in grams per meter of tunnel length, are listed
in table 6. Averaged over the length of the tunnel, about 84 percent of the
gross mass, 96 percent of the Pb and Zn, and 89 percent of the SBR are in
the sub-1000-y size range.
Traffic records indicate that 39,838 light-duty vehicles and 18,238
heavier vehicles traversed the eastbound tube during the 12-19 September
accumulation period. Equating the former quantity with the number of cars
and noting that the latter category is dominated by five-axle (18-tire)
Diesel trucks, we find the following production rates for settleable part-
iculate matter, averaged over the length of the tunnel:
/Gross mass = 13.7 g/mile per vehicle, all categories;
/ Pb = 0.037 g/mile per gasoline-powered vehicle;
/ 4
Zn = 5.6 x 10 g/mile per tire, all categories;
3
SBR = 1.41 x 10 g/mile per tire, all categories.
Table 6. Roadway gutter debris accumulated in Eastbound tube
of Allegheny Tunnel 12-19 September 1973
Total grams/meter
Pb grams/meter
Zn grams/meter
SBR grams/meter
West
(57.9 m)
811
1.08
0.24
0.44
Middle
(42.0 m)
401
1.14
0.16
0.49
East
(50.6 m)
212
0.54
0.10
0.36
Mean
(weighted)
495
0.91
0.17
0.43
231
-------
Comparison with the results of the 8/1/73 experiment shows that at least
10 times as much SBR settles out as remains airborne.
Earlier Experiments
Air sampling was carried out on three previous visits. During some of
these visits, air was sampled in the westbound tube. Background samples
were taken in the fan rooms, on the hillsides uphill from the fan rooms,
or in a radio tower atop the .mountain. The shielding against collection
of large particles was not as good in these earlier experiments.
Results are given in table 7. They are generally consistent with
those shown in table 4. The westbound readings are higher than the east-
bound readings, as would be expected from the prevailing wind and the road-
way grade. During the 8/6/71 experiment the samplers were shut off at night
to suppress the role of trucks; hence the unusually high Pb reading.
The average AZn/APb ratio for 5/30-5/31/70 and 8/6-8/16/71 (i.e., the
earlier experiments exclusive of "tunnel" samples collected actually out-
side the tunnel, or measurements where the* background is in doubt) was
0.013, in agreement with the 8/1/73 results. SBR was assayed by infrared •
analysis in one experiment (footnote b, table 7).
From the fan records, air-speed measurements, and traffic records of
the 8/6/71 experiment, airborne particulate generation rates were calculat-
ed:
Gross mass =0.31 g/mile per vehicle, all categories;
Pb = 0.029 g/mile per gasoline-powered vehicle;
Zn = 5.9 x 10 g/mile per tire, all categories
(without motor-oil correction);
in reasonable agreement with the results from the 8/1/73 experiment.
Analyses of other samples collected during the 8/6/71 experiment are
shown in table 8. The samples were obtained near the East Portal of the
eastbound tube. The walkway-gutter sample consisted of all debris 14.4 to
19., 4 meters inside the East Portal on each side of the tube. The wall
2
samples were obtained by scrubbing 6 meter of wall tile beginning 14.4
meters inside the portal. The roadside panels were framed glass-fiber
mats set 35 meters outside the portal at road level about 20 meters away
from the road.
232
-------
Table 7. Earlier aerosol measurements at Allegheny Tunnel
Aerosol concentration,
5/28/70 - 5/30/70
East portal eastbound
West portal westbound
East hillside
West hillside
Gross Pb
257
375
70
45
Br
4.10
7.39
0.10
0.046
yg/m
Zn
0.31
0.40
0.15
0.13
Znout- Znin
Pbout- Pbin
—
5/30/70 - 5/31/70
East portal eastbound 219 10.4
West portal westbound 221 10.9
East hillside 68 0.27
West hillside 66 0.14
5/31/70 - 6/2/70
East median
(10 m out of tunnel) 44
West median
(10 m out of tunnel) 61 1.14
East hillside 33 0.19
West hillside 34 0.10
9/14/70 - 9/16/70
East portal eastbound 193 3.78
West portal westbound 246 7.90
Radio tower9 60 0.20
9/17/70 - 9/20/70
East portal eastbound 128 4.86
West portal westbound 175 8.79
Radio tower9 40 0.19
4.22
5.27
0.046
0.020
1.02 0.22
0.39
0.024
0.015
1.18
3.59
0.018
0.18
0.16
0.023
0.023
0.046
0.052
0.027
0.022
0.19
0.21
0.20
1.87 0.18
3.60 0.18
0.017 0.16
0.015
0.013
0.024
O.Q28
<0
0.001
0.006
0.002
8/6/71 - 8/16/71
East portal eastboundb
East fan room
West fan room
264
61
71
17.2
0.61
0.83
0.286
0.079
0.087
0.012
Readings at the radio tower may not be a valid measure of
background—too far from the tunnel.
SBR readings were also obtained (but by an infrared method
shown by subsequent work (Brachaczek and Pierson, 1974) to lead to
losses); CgHe extract = 0.18 yg/m3, (02 + od20) extract (presence
not sure) =0.02 yg/m3.
233
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Table 8. Roadside debris near East Portal of eastbound
tube at Allegheny Tunnel in experiment 8/6/71
Roadway gutter
Gutter, along walk-
way, g/meter
Wall scrubbings,
yg/meter2
Roadside dustfall
panels
Total
Mass
--
10.6a'b
—
--
Pb
0.19%
0.030a>b
3025b'c
0.45%
Zn
0.04%
0.012a'b
685b'c
0.11%
C SBR
8.8% 0.185%
1.8a'b 0.154a'b
9478b'c
1.1%
Grams per meter length of tunnel, in the walkway gutters along
both sides of the tube.
The accumulation period for this material was 14 days.
cMicrograms per square meter of tunnel wall.
The size distribution of the roadway-gutter material is shown in
figure 7. To obtain this distribution, the sample was fractionated by
means of sieves and each fraction was analyzed for gross mass, Pb, Zn, and
SBR. The part of the distribution above lOOOy was obtained from the 9/12/73
gutter experiment. The SBR mass median diameter is seen to be approximately
140 microns.
From the geometry of the tunnel and the wall area scrubbed, and assum-
ing emission of SBR to be isotropic about the roadway centerline, we esti-
mate that the amount of SBR found on the walls corresponds to about 0.3
grams of SBR deposited on walls and ceiling per meter of tunnel length. In
the 14 days since the previous tunnel washing, 166,894 light-duty vehicles
and 38,117 heavier vehicles had traversed the eastbound tube. The tunnel
washing leaves the walls and walkway gutters reasonably clean. Thus we can
estimate the production rates per vehicle-mile, for material adhering to
the tunnel walls:
_3
Pb = 1 x 10 g/mile per gasoline-powered vehicle;
Zn = 3 x .10 g/fnile per tire, all categories;
SBR = 4 x 10 g/mile per tire, all categories.
234
-------
Similarly, for the walkway gutters:
Pb = 3 x 10 g/mile per gasoline-powered vehicle;
Zn = 1.5 x 10" g/mile per tire, all categories;
C = 0.014 g/mile per vehicle, all categories;
SBR = 2 x 10 g/mile per tire, all categories.
General
Table 9 summarizes the grams-per-mile estimates of participate
matter generated by vehicles iji the Allegheny Tunnel. Not included are
the unknown amounts of material swept out of the tunnel, dustfall on side-
walks, etc. It is immediately clear that 2 to 7 percent of the observed
SBR particulate debris is airborne. (This in turn implies that no more
than 2 to 7 percent of the SBR tread worn off takes the form of airborne
particulate matter.)
'The expected tire wear rate (0.01 to 0.03 grams per mile per tire) and
the SBR content of tire tread implies that SBR should be released in the
V tujonel at the rate of 0.002 to 0.007 grams per mile per tire. The observed
.rate (last row of table 9) is a substantial fraction of the expected figure.
A more detailed calculation, with 15 percent SBR for the average truck
tire tread and 25 percent SBR for the average automobile tire tread (see
earlier), indicates that the SBR we have found accounts for 50 percent to
100 percent of the estimated SBR worn off.
-4 -4
The expected wear rates also imply release of 10 to 3 x 10 grams
of Zn per mile per tire. Comparison with table 9, bearing in mind that
almost half of the airborne Zn shown there is probably due to gasoline-
engine exhaust, shows that
a) no more than 5 percent to 30 percent of the tire wear in the tun-
nel becomes airborne particulate matter (even assuming tires to
be the only source of airborne Zn in the tunnel aside from engine
lubricant);
b) some of the settleable Zn probably comes frorrf sources other than
ti res.
The second point is supported further by figure 7, which shows that the size
distribution of Zn in the roadway gutter resembles that of the gross material
rather than that of the SBR.
235
-------
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236
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It is obvious from table 9 and other data that SBR has a greater tend-
ency to settle than does exhaust particulate. There is a subtlety, however:
The SBR content of the walkway-gutter debris (1.5 percent) and dustfall
(2.3 percent) far exceeds that of the roadway gutters (0.27 percent); and
the SBR/Pb ratios in the wall scrubbings ("3), walkway gutters (~5), and
dustfall (4.3) far exceed the ratio in the roadway gutter ("0.5 to 1) (tables
3,6,8). The size distributions (figure 7) show the same trend: Evidently
the SBR, though predominantly nonsuspendable, is relatively deficient in
the larger particles of the settled distribution when compared with Pb or
gross mass.
DETROIT AND CANADA TUNNEL EXPERIMENTS
The "Windsor Tunnel," as it is often called, runs under the Detroit
River and connects downtown Detroit with Windsor, Dntario. It is a two-
lane, single-tube tunnel 1.57 km long, with substantial (up to ca. 5 per-
cent) grades. The pavement is asphalt. The speed limit is 30 mi/hr. Nor-
mally there is much truck traffic. The air in the tunnel is circulated in
four independent tunnel sections, each section having its own air-supply
and exhaust systems. The two sections on the ends are called the "land"
sections, and the two in the central part are called the "river" sections.
We sampled the air systems for the river and land sections on the American
side; there is a curve in the former section, and in the latter section the
road goes into a sharp spiral. Samplers were placed next to the intake
fans and in the exhaust chimneys at the vent building in Detroit, and in
the intake and outlet ducts. Air velocities in the ducts (cross sections
2
about 9 meter ) are 5 to 15 meters/second, and in the exhaust chimneys
o
(cross sections 11 to 14 meter ) 2 to 5 meters/second.
The wear conditions in the tunnel are expected to resemble those for
urban driving, where wear rates (ref. 45) are in the range of 0.02 to 0.04
mils per mile (0.1 to 0.3 grams per mile per tire). The intake fan room,
situated as it is in the heart of Detroit, also serves as an open-air site
16 meters above ground level for assessing tire debris generated in city
driving.
237
-------
Table 10. Average properties of airborne particulate
matter and tunnel wall deposits collected
at the Detroit & Canada Tunnel,
15 June-10 July 1973
Tunnel exhaust
River Land Intake Wall
Pb
Zn
Ca
Residue after
02 + oC!20 extract
Specific surface area
after 02 + OC120 extract
SBR (total all extracts)
6.8%
0.22%
31%
79%
m2
9
2
44.9^
0.71%
6.6%
0.24%
30%
76%
2
5-°5r
g
2
39.2—
0.61%
1.3%
0.25%
18.7%
78%
2
•j iOL_
g
2
11. 2|-
0.26%
0.35%
0.24%
18.8%
80%
2
0.45^-
g
2
9.1^-
2.4%
aTotal carbon, free and combined'.
Experiment 6/15/73
Air samples were collected in the exhaust chimneys and intake fan room
continuously over the period June 15 through July 10, 1973. At each station
there were 47-mm and 142-mm diameter membrane filters, pore size 0.2y ori-
ented with collection surfaces downward. In the chimneys the filters were
centered about 2 meters below the top; baffling to exclude large particles
consisted of only a single disk over the holder opening. In the intake fan
room the membrane filters were elaborately baffled. The intake air was
sampled throughout with a standard Hi-vol unit equipped with 8" x 10" glass
fiber filters. Material deposited on the tunnel walls was also sampled.
Properties of the materials collected are listed in table 10. Infrared
spectra (for example, figures 8,9,10) show SBR in all samples. Recalling
the average SBR content of tire tread, we see that 1 percent of the sus-
pended particulate loading in the Detroit ambient air sampled was tire
debris.
238
-------
Table 11. Aerosol concentrations at Detroit and Canada Tunnel,
experiment 15 June 1973
q
Average concentration, ug/m
SBR
OC10)
Gross Pb
Zn
extract extracts
River section
6/15-6/28
6/28-7/10
Land section
6/15-6/28
6/28-7/10
Intake fan room
6/15-6/21*
6/21-6/28a
6/28-7/5a
7/5-7/10a
6/15-7/10
membrane"
319
321
208
236
101
90
111
157
103
16.7
24.3
10.8
18.8
1.16
1.06
1.79
1.62
—
Intake SBR/Pb = 0.18
0.675
0.637
0.577
0.476
0.284
0.199
0.279
0.310
—
to 0.23
109
100
60
75
20.2
18.3
21.2
_.
—
(average
0.80
0.41
0.38
0.35
0.136
0.131
0.169
0.194
0.077
= 0.21)
1.62
0.94
0.88
0.50
0.149
0.110
0.224
0.203
0.138
aHi-vol and 47 mm membrane filters.
142 mm membrane filter.
Standard-addition experiments indicated essentially quantitative SBR
recovery in all cases. Many oC!24> extractions, however, were required to
remove all the SBR from the wall sample, which appears (table 10} to have a
tire-debris content of approximately 10 percent.
Table 11 shows the airborne concentrations of species of interest ob-
tained in this experiment. The Hi-vols generally gave about 13 percent
higher gross concentrations than the membranes. The 47- and 142-mm mem-
branes agree better.
239
-------
Earlier Experiments
Atmospheric concentrations measured in previous experiments at the
Detroit & Canada Tunnel are listed in table 12. The main differences from
the 6/15/73 experiment were that the earlier experiments (a) included some
sampling in the ducts, (b) had less effort to exclude larger particles, and
(c) had poorer sensitivity (related to sample size and analytical procedures).
The 4/10/70 experiment serves to indicate the extent of losses of sus-
pended particulate matter from the air stream as it moves through the sys-
tem. Comparing the loadings at the inlet fan room and in the inlet duct,
one sees little evidence for significant losses, other than possibly of Pb,
in the intake system. There seems to be a decrease in gross particulates
between the-outlet duct and exhaust chimney, which is expected since most
of the particulate matter generated by traffic is settleable judging by the
experience'in the Allegheny Tunnel (table 9); otherwise there seems to be no
significant loss occurring in the exhaust system.
Table 13 shows the relative concentrations of airborne particulate
matter generated within the Detroit & Canada Tunnel during all experiments,
obtained by subtracting the respective intake concentrations. The first and
last columns indicate that 2 percent to 4 percent is tire debris (^ percent
to 1 percent is SBR).
With the subtraction of 0.006 from the AZn/APb ratio to account for
the contribution of engine lubricant, the residual ratio ranges between
zero and 0.14 (average 0.026). The lowest ratios occur at the same time
of year in 1971 and 1973, and the 1973 ratio has low SBR values to support
it. The time happens to embrace two major holidays (one U.S., one Canadian)
in each case, and the Pb values themselves are high. Probably traffic
congestion in the tunnel is the explanation.
EXPERIMENTS AT ROTUNDA DRIVE, DEARBORN
The site is a sharp curve (radius of curvature about 64 meters, length
about 81 meters) in Rotunda Drive at the edge of the Ford Engineering Center
in Dearborn, Michigan. The setting is suburban. Rotunda Drive is an as-
phalt-surfaced four-lane artery about 19 meters wide carrying moderate
traffic, predominantly automobiles. There are curve warning signs suggesting
240
-------
Table 12. Earlier aerosol measurements at the
Detroit and Canada Tunnel
Average concentration, yg/nf
Gross
Pb
Br
Zn
3/4/70 River section
Outlet duct
Intake duct
3/5/70 River section
Outlet duct
Intake duct
4/10/70 River section3
Exhaust chimney
Intake fan room
Outlet duct
Intake duct
6/28/71-6/30/71 River section
Exhaust chimney
Intake fan room
6/30/71-7/4/71 River section
Exhaust chimney
Intake fan room
7/7/71-7/12/71 Land section
Exhaust chimney0
Intake fan room
666
148
864
34
2019
165
2386
174
337
134
206
74
249
118
57
3.2
26
3.0
52
8
52
4
21.1
1.5
28.1
2.0
27.2
2.1
31.9
0.9
12.9
1.2
22.1
1.5
24.4
1.4
2.2
0.49
0.96
0.66
2.9
0.28
3.0
0.26
3.41
0.52
0.265
0.158
0.497
0.298
aNo trucks (Teamsters strike).
SBR presence was also established, by an infrared method now
known (ref. 6) to lead to losses: CfiHfi extract = 0.31 yg/m3, (05 +
oCji2$) extract =0.51 yg/m3. *
CSBR presence was also established, '(02 + oCl20) extract =
0.38 yg/m3 (but see preceding footnote).
241
-------
Table 13. Relative amounts of airbgrne participate species
generated inside the Detroit and Canada Tunnel
3/4/70 River
3/5/70 River
4/10/70 River3 'b
6/28-6/30/71 River
6/30-7/4/71 River
7/7-7/12/71 Land
6/15-6/21/73 River
6/21-6/28/73 River
6/28-7/5/73 River
7/5-7/10/73 River
6/15-6/21/73 Land
6/21-6/28/73 Land
6/28-7/5/73 Land
7/5-7/10/73 Land
AGross
518
830
2033
203
132
131
177
233
175
184
64
176
126
96
Outlet minus
APb ABr •
54 31
23 11.7
46 22
19.6
26 /I
25.1
21.0
11.0
23.8
21.2
9.7
9.7
17.0
17.1
3
intake, ug/m
AZn AC
1.7
0.30
2.7
.2.9
0.11
0.20
0.388)
[ 92
0.479'
0.287)
(79)c
0.416»
0.312)
43
'0.357)
0.182)
(54)c
0.187)
ASBR
2.19
1.00
1.03
0.49
aAverage of chimney minus fan room and outlet duct minus
intake duct.
b.
No trucks (Teamsters strike).
Approximate; carbon loadin
5-10 July 1973 was not measured.
Approximate; carbon loading at intake during the interval
242
-------
slowing to 30 mi/hr from the posted 40 mi/hr speed limit. The suggest-
ed speed is frequently exceeded, and the wear on tires is undoubtedly
severe; at the speed limit, the centrifugal acceleration would be about
f\
325 cm/second , which should correspond (ref. 46) to a wear rate of some 1
to 6 mils per mile, or 7 to 40 grams per mile per tire. At that rate, a
tire would last only a few hundred miles.
Stop-and-go traffic prevails at this site for about 20 minutes each
weekday. This, together with occasional idling on nearby side streets,
operation of off-road vehicles, occasional testing of engines by Engineer-
ing Center personnel, and the incessant gasoline-powered lawnmowers in
season, will probably contribute a small amount of spurious exhaust part-
iculates with a commensurate overestimate of the relative importance of
the latter.
Sample Collection. The disposition of the sampling site and apparatus
is shown in figure 11. Samples were collected on 47- and 142-mm diameter
membrane filters (mean pore flow diameter 0.2y) and on standard Hi-vol samp-
lers equipped with 8" x 10" glass or quartz fiber filters. Glass and quartz
filters run concurrently on two Hi-vols showed no difference in their SBR
results.
The membrane filters were extensively baffled to exclude large particles
and installed in the weather shelters, collection surfaces downward. Run-
ning times were of the order of 5 days for the Hi-vols, and weeks for the
membranes. Soil samples (about 7 cm diameter x 5 cm deep) and dustfall
samples were also collected. The airborne SBR size distribution was ob-
tained with a standard Hi-vol cascade impactor with glass-fiber-filter
collection surfaces.
Results. SBR was found in all air samples, in dustfall, and in soil
(figures 12,13,14). Properties of the aerosol are listed in table 14. The
SBR/Pb ratios indicate that the generation of airborne tire debris here is
substantial. The SBR in the dustfall was 1.44 percent (indicating some 6
percent tire debris which may be compared with the value ~2 percent report-
ed by Cardina (ref. 4) near traffic).
The Hi-vols usually collected substantially more material, on a yg/m
basis, than did the membranes. We attribute this to the better shielding
243
-------
of the latter against large particles. The bias for greater SBR collection
in the Hi-vols was about the same as that for the gross particulates,
hence the agreement between membrane and Hi-vol SBR calculated as a per-
centage of gross mass. Supporting further the large-particle hypothesis is
the observation that a Hi-vol without the motor running collected 2-4 per-
cent as much SBR and 2.6 percent as much gross particulate--clearly not
aerosol—as a running, but otherwise-identical, Hi-vol next to it. The low-
est mass loading and the next-lowest SBR was observed in a sampling period
3/9-3/15/73 during which there occurred an exceptionally severe snowstorm
which covered everything for many days. In general, the SBR concentration
measured by the Hi-vols goes up when the total .particulate loading does
(figure 15), as would be expected if, for example, resuspension of dust by
wind were a controlling factor.
The size distribution of the airborne SBR (figure 16), the relatively
high SBR in the dustfall, the amount of SBR in the soil and its rapid de-
cline with distance away from the road (figure.17; the half-distance is
about 1 to 2 meters), and finally the higher SBR values obtained for the
Hi-vols relative to the membrane filters, all point to the predominance
of large particles. Extrapolation of figure 17 suggests that most of the
SBR particles settle initially onto the roadway itself. A reveiw of the
literature concerning tire-wear mechanisms would lead one to expect that
particles produced by severe wear should be large (ref. 15), in accord
with our evidence.
As at Allegheny Tunnel, a settling tendency that is greater for SBR
than for Pb particles is observed (compare SBR/Pb ratios in the air and at
the edge of the road, table 14 and figure 17).
At the high-speed turn in the Ford test track in Dearborn, the SBR
concentration in the soil varies with distance from the road, qualitatively
like that at Rotunda Drive, but on a longer distance scale (figure 18; the
asymmetry between the inside and outside of the curve may be wind-induced).
Standard-addition experiments show high SBR recoveries in the aerosol
and dustfall samples. Appropriate corrections were made. Sometimes sig-
nificant losses occurred in the soil and impactor-stage samples at the low-
er concentrations. We do not attempt to correct for this, and therefore
244
-------
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the SBR soil concentrations may actually be somewhat higher than shown in
figures 17 and 18.
ERRORS AND INTERFERENCES
Zinc. The importance of extraneous sources of Zn is obvious from some of
the data. Only in the wall deposits and dustfall in the tunnels, and in
the walkway gutter deposit at Allegheny, can tire debris account for as
much as half of the Zn, according to Zn/SBR ratios (tables 3,8,10). The
sporadic behavior of Zn concentrations at the Detroit & Canada Tunnel and
the high AZn/APb ratios there would probably be unattainable if tire wear
were the only Zn source. The tunnel-air AZn/APb ratios are in turn so much
lower than the atmospheric Zn/Pb ratios that it is evident that tires are
not a major source of atmospheric Zn.
One source which impairs the value of Zn as a tracer even in the tun-
nels is engine exhaust. The estimated amount of motor-oil Zn from gasoline-
engine exhaust alone is comparable to, and sometimes higher than, the total
Zn observed in the air of the tunnels. This estimate itself is uncertain
and should be regarded with reservation.
The Zn content of tire debris is assumed to be the same as in the par-
ent material. Agglomerations rich in Zn and up to 30y in diameter sometimes
form in tire tread material (refs. 47,48,49), and hence some segregation by
preferential settling is conceivable. To the extent that vaporization of
any other tread constituent occurs, the Zn found will exaggerate the amount
of tire particulate matter present, but will serve instead to indicate the
total amount of airborne tire debris, both gaseous and particulate.
SBR. The main concern with SBR is oxidation. This is probably not a
source of error in the tunnels. The open atmosphere is another matter.
Ozone attack would seem a certainty. Photochemical decomposition (by
ultraviolet light) and oxygen attack (refs. 50,51,52,21) can be expected
to occur in the daytime. Proximity of the sampling site to the source (as
at Rotunda Drive) might ameliorate the problem, but one must recognize
that the SBR found by infrared spectroscopy might underestimate the amount
of particulate tire debris actually present in the case of the open-air
samples.
246
-------
Decomposition during the wear process itself (thermal decomposition)
is probably not serious. Thermogravimetric analysis of decomposition" of
the standard E249-66 tread vulcanizate in air shows that temperatures at
the contact points between tire and roadway would have to reach ~380°C be-
fore the induction time for decomposition would be as short as the reaction
n
time available (~10~ seconds in the footprint, per revolution). The ma-
terial balance in SBR at the Allegheny Tunnel also argues against decom-
position errors.
Some deterioration with-the passage of time is known to occur in at
least some air samples, namely,-Hi-vol samples collected from the Detroit
air during the Detroit & Canada Tunnel 6/15/73 experiment. Portions ex-
tracted promptly after collection and duplicate portions extracted after
6 months' storage in the dark at room temperature showed good agreement
in the oC^tj) extracts, but the benzene extract of the stored sample showed
40 percent less SBR than was found in the earlier-extracted duplicate.
Overestimate of the amount of SBR seems unlikely. Some 65 percent of
the U.S. production of SBR during 1969-1971 was utilized in tires (refs. 25,
26,27); hence, the possibility of the influence of nontire SBR sources is
remote. Other substances can contribute to the lines in the SBR infrared
spectrum at 10.35y (trans-olefins) and 14.3y (monosubstituted aromatic
compounds). We have mentioned polybutadiene (olefinic linkages). Gasoline
contains 1,3 pentadiene and other olefins. In automobile exhaust particulate
samples we have measured a 10.35-y absorption equivalent to 0.2 percent
rubber in benzene extracts and <0.1 percent rubber in oClp extracts. Sam-
ples of Diesel-exhaust particulate extracted first with benzene and then
with oClp showed weak 10.35-y absorption in the latter. Linnell and Scott
(ref. 53) found no 10.35-y absorption in Diesel exhaust particulate. As-
phalt samples did not give the SBR spectrum.
Interfering compounds would probably appear primarily in the benzene
extracts. Fortunately, we find most (average about 65 percent) of the SBR
in the oC^ extracts, where, moreover, the likelihood of interferences is
easily gauged by comparing the 10.35/14.3-y intensity ratio with that for
SBR.
Absence of lines at 10.35 and 14.3y in the Allegheny Tunnel intake-air
247
-------
samples argues against presence of natural, sources that might interfere >in
air samples generally.
Gel permeation chromatography was performed on a sample collected in
»
a Hi-vol filter displaying a strong SBR infrared spectrum in the oCl24> ex-
tract. An aliquot of this extract was passed through the GPC column. At
the point in the elution where SBR comes off the column, the effluent was
trapped. Its infrared spectrum proved to be that of SBR. The amount of
SBR in the trapped stream as calculated from the spectral intensities agreed
with the amount present before injection onto the column. This, indicates
that we were dealing with one species, having the same infrared spectrum
as SBR and approximately the same molecular weight as SBR.
COMPARISON OF TIRE AND EXHAUST PARTICULATES
We wish to compare the amount of airborne tire particulates, from ve-
hicles of all types, against the amount of airborne exhaust particulates
from automobiles and other gasoline-powered vehicles.
The Pb content of airborne automobile exhaust particulate matter is
variously reported as 12 to 74 percent (refs. 54-68). Our measurements at
the Detroit & Canada Tunnel 6/30-7/4/71 and 7/7-7/12/71 show that the num-
ber is >20 percent. We adopt 40 percent as the yalue, as found by Mueller
et aj_. (refs. 62,63,64) at 60 mi/hr. Choice of a lower value would result
in lower estimates for the amount of tire particulates relative to exhaust.
The foregoing, together with 25 percent and 1.0 percent for the aver-
age SBR and Zn contents,' respectively, of tread rubber as already discuss-
ed, give relative amounts of airborne tire debris and gasoline-engine ex-
haust particulate shown in table 15. The sites are arranged in approxi-
mate order of increasing severity, from high speed cruise through urban
driving to cornering. A reasonable estimate at a nationwide average might
be 0.2 on the basis of this table.
«
Larson and Konopinski (ref. 18) found AZn/APb = 0.0167 in Boston's
Surnner Tunnel, similar to the values obtained in our tunnel experiments.
With the (0.006) correction for the Zn contributed by lubricating oil, their
result implies <0.43 as the maximum ratio between tire particulates and
gasoline-engine exhaust particulates at that tunnel.
Our SBR/Pb ratios at all sites taken together indicate that tire-
248
-------
Table 15. Mass ratios between airborne tire particulate
and airborne gasoline-engine exhaust participate
Participate
mass ratios
calculated
from Zn/Pb
Particulate
mass ratios
calculated
from SBR/Pb
Allegheny Tunnel
Eastbound
Westbound
Allegheny Mountain ambient
(intake fans)
Detroit and Canada Tunnel
U.S. River section
U.S. Land section
Detroit ambient
(intake fans)
Rotunda Drive
<0.30C
<0.27£
<0.7a'b
<0.5a'c
0.035-0.11
0(<0.2)
0.22d
0.17d
0.33
0.50-
From average Zn/Pb ratios with contribution of gasoline-
engine exhaust-particulate Zn (Zn/Pb = 0.006) subtracted out.
Minimum Zn/Pb at this site, with motor-oil correction applied,
tire particulates
would give = zero.
gasoline-engine exhaust particulates
cMinimum Zn/Pb at this site, with motor-oil correction applied,
tire particulates
would give
gasoline-engine exhaust particulates
= 0.08.
Data for the period of 15-28 June 1973 only. SBR/Pb ratios for
the period of 28 June to 10 July 1973 are believed to be anomalously
low because of traffic jams in the tunnel.
249
-------
participate levels in urban atmospheres should be generally on the order
3
of 0.5 to 1 yg/m , or 1 percent of the gross airborne particulate loading,
i.e., comparable to (say, one half of) current atmospheric Pb'levels. This
agrees with our measurements of the Detroit air (see tables 10,11).
If the rate of generation of airborne Pb particulates per mile from
gasoline-engine exhaust is of the same order at the other sites as it was
at the Allegheny Tunnel (and at the Sumner Tunnel), our SBR/Pb ratios imply
airborne tire-particulate generation rates around 0.004 grams per mile per
tire in the Detroit & Canada Tunnel, 0.006 in Detroit, and 0.009 at Rotunda
Drive—or, from wear estimates previously given, airborne tire-particulate
generation rates of ~2 percent of the total wear rate in the Detroit &
.Canada Tunnel, ~3 percent in Detroit, and 0.02-0.1 percent at Rotunda
Drive. We have seen that the figure was 2 to 7 percent at the Allegheny
Tunnel. Thus, though the amount of airborne tire particulate on a gram/mile
basis increases with increasing severity of wear, it probably remains a re-
latively constant fraction (~5 percent) of the total wear.
SUMMARY
We conclude that:
1) Airborne particulate matter from rubber tires is present in minor
amounts in the atmosphere;
2) This airborne particulate constitutes a small fraction of the
total tire wear—perhaps 5 to 10 percent on the average;
3) Most of the rest exists in the form of nonsuspendable particles
deposited near the road;
4) Tire debris comprises a small fraction (perhaps 1 to 4 percent)
of the total airborne particulate matter generated by road vehicles of all
categories in tunnels;
5) Depending on driving conditions, the amount of airborne tire
particulate matter is ~20 percent as great !as the amount of airborne ex-
haust particulate matter from gasoline engines burning leaded fuel (from
~5 percent under mild-wear conditions to 45 percent under severe condi-
tions);
6) The concentration of airborne tire particulate matter in urban
250
-------
areas is probably of the order of 1 yg/m or 1 percent of the total parti -
culate loading.
Item (2), as well as (5), suggests that the nationwide production of
airborne tire participates would not justify considering tire wear a major
source of air pollution. We have to stop short of dismissing it altogether,
for we lack detailed knowledge of the chemistry of the small amount that
does go into the atmosphere. No concrete roadways have been explicitly
examined in our study, and one may ask if they might differ from asphalt
in a pertinent way. At the moment, however, the possibility of showing
airborne tire particulates as a major air pollution problem seems remote.
' Evidence of silica or silicate'was occasionally noted in tunnel outlet
air, suggesting a role that mineral debris might play in the particulates
generated by vehicles. This prompts mention of the work of Thelin (ref. 69),
who rubbed a vulcanizate sample over a brass plate strewn with abrasive
particles that were free to roll (as in a roadway situation, and not as in
a laboratory tire test where the abrasive is fixed to the "road" surface)
and found that much more brass than rubber was abraded. It would therefore
seem pertinent to test the hypothesis that the important material resulting
from tire wear may be abraded from the roadway rather than from the tire.
ACKNOWLEDGMENTS
We wish to acknowledge the help of Mr. Daniel A. Meyer of the General
Tire & Rubber Company Research Staff for his guidance, for providing sam-
ples of various copolymers and vulcanized and unvulcanized tread formula-
tions, and for his encouragement and interest throughout. We thank Mr.
Charles R. Begeman, of the General Motors Research Laboratories, for pro-
viding us with information and samples of Diesel exhaust particulate matter.
We thank Mr. Ronald J. Delaney and his staff of the Detroit & Canada Tunnel
for permission for, and assistance in, the experiments there. We are in-
debted to Mr. Franklin V. Summers, former Director of Operations, Pennsyl-
vania Turnpike Commission; Mr. Robert K. Peffer, Administrative Coordinator;
Mr. Calvin L. Ewig, Jr., Division Maintenance Superintendent-Western; Mr. J.
R. Ciabocchi; and many other Pennsylvania Turnpike employees, for their
assistance with the Allegheny Tunnel experiments. We thank the crews of
251
-------
the Ford Nuclear Reactor at the University of Michigan for their assistance
with the neutron irradiations. Finally, we thank our Ford colleagues Mr.
James W. Butler, Dr. Robert H. Hammerle, Mr. John L. Parsons, Dr. Douglas
E. McKee, Dr. Richard H. Marsh, Dr. Marvin H. Weintraub, Dr. Robert Ullman,
Mr. Werner Bergman, Mr. Jack S. Ninomiya, and Dr. Kenneth C. Rusch for their
assistance, information, and criticism; and we are especially indebted to
Dr. Joseph T. Kummer for his guidance and his major role in the earlier
part of the work itself.
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252
-------
15. D. Bulgin and M. H. Walters, in Proceedings of the Fifth International
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~*
20. C. J. Conlee, P. A. Kenline, R. L. Cummins, and V. J. Konopinski,
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21. H. J. Stern, Rubber: Natural and Synthetic, 2nd edition, Maclaren &
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253
-------
38. D. A. Lundgren and H. J. Paulus, Paper No. 73-163, Air Pollution Con-
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f
39. G. A. Sehmel, Paper No. 73-162, Air Pollution Control Association
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40. 0. L. Wood and C. H. Erickson, Chemosphere, Vol. 2 (1973), p. 77.
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p. 754.
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50. L. Bateman, J. Polym. Sci.. Vol. 2 (1947), p. 1.
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- & Sons, New Yqrk, 1956, Ch. 18.
52. M. L. Kaplan and P. G*. Kelleher, J. Polym. Sci., Vol. 8 (1970), p.
3163; Rubber Chem. Techno!.. Vol. 44 (1971), p. 642.
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p. 102; J. Air Pollut. Contr. Ass., Vol. 12 (1962). p. 510.
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Report OP 72/5, December 1972.
55. W. Bergmanj Characterizing and Measuring Automotive Particulate Emis-
sions With Two Improved Sampling Techniques, paper presented at the
Central States Section Meeting of the Combustion Institute, Ann Arbor,
Michigan, March 23-24, 1971.
56. J. T. Ganley and G. S. Springer, Environ. Sci. Techno!.. Vol. 8 (1974),
p. 340. '
57. D. A. Hirschler, L. F. Gilbert, F. W. Lamb, and L. M. Niebylski,
•Ind. Eng. Chem.. Vol. 49 (1957), p. 1131.
254
-------
58. D. A. Hirschler and L. F. Gilbert, Arch. Environ. Health, Vol. 8
(1964), p. 297.
59. H. C. McKee and W. A. McMahon, Jr., J. Air Pollut. Contr. Ass., Vol.
10 (1960), p. 456.
60. J. B. Moran, 0. J. Manary, R. H. Fay, and M. J. Baldwin, Development
of Particulate Emission Control Techniques for Spark-Ignition Engines,
U.S. Environmental Protection Agency, Office of Air Programs Report
APTD-0949 (National Technical Information Service Report PB-207312),
July 1971.
61. J. B. Moran, M. J. Baldwin, 0. J. Manary, and J. C. Valenta, Effect
of Fuel Additives on the Chemical and Physical Characteristics of
Particulate Emissions in Automotive Exhaust, U.S. Environmental Pro-
tection Agency, Office of Research and Monitoring Report EPA-R2-72-066
(NTTS PB-222799), December 1972.
62. P. K. Mueller, H. L. Helwig, A. E. Alcocer, W. K. Gong, and E. E.
Jones, ASTM Special Publication No. 352, Symposium on Air Pollution
Measurement Methods, presented at the Fourth Pacific Area National
ASTM Meeting, Los Angeles, Oct. 5, 1962 (published 1963 by ASTM),
pp. 60-77.
63. P. K. Mueller, J. Air. Pollut. Contr. Ass., Vol. 17 (1967), p. 583.
64. P. K. Mueller, Environ. Sci. Techno!.. Vol. 4 (1970), p. 248.
65. R. E. Sampson and G. S. Springer, Environ. Sci. Techno!., Vol. 7
(1973), p. 55. ;
66. G. L. Ter Haar, D. L. Lenane, J. N. Hu, and M. Brandt, Paper No.
71-111, Air Pollution Control Association 64th Annual Meeting, At-
lantic City, N. J., June 27-July 2, 1971.
67. G. L. Ter Haar, D. L. Lenane, J. N. Hu, and M. Brandt, J. Air Pollut.
Contr. Ass.. Vol. 22 (1972), p. 39.
68. W. E. Wilson, Jr., D. F. Miller, A. Levy, and R. K. Stone, J. Air
Pollut. Contr. Ass.. Vol. 23 (1973), p. 949.
69. J. H. Thelin, Rubber Chem. Techno!., Vol. 43 (1970), p. 1503.
255
-------
0.0
WAVELENGTH (microns)
9 10 12 15
20
1200
1000
800
600
FREQUENCY (cm }
Figure 1. Infrared spectrum of SBR-1500. The lines at 13.3 and 14.3y
are from the aromatic rings of the styrene units of the co-
polymer chain. The other four indicated lines (one of which
cannot be seen in this spectrum) are associated with butadiene
units; of these four, the strong one at 10.35y is associated
with 1,4 addition in a trans configuration, the unobserved
one at 13.6y is associated with 1,4 addition in a cjs_ config-
uration, and those at 10.05 and 10.95y are associated with
1,2 addition. It can be seen that there is little of the
cis configuration in this material.
256
-------
100
10
E
a.
o
x
O.I
• V
.
•»'•
V
• •Automobiles
"Heovier V«hicl«m
I
•
WEDNESDAY
6/8
THURSDAY
8/9
FRIDAY
8/10
SATURDAY
8/4 S 8/11
SUNDAY
8/5 ft 8/12
MONDAY
8/6 & 8/13
TUESDAY
8/7
Figure 2. Visual counts of eastbound traffic, by categories, in the
Allegheny Tunnel during the 8/1/73 experiment. In the "Heavv
er Vehicles" category, about 72 percent are Diesel-powered.
257
-------
to
cr
25
a.
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
I I I I I \ I I
East bound
Westbound
\x' Classes 2-9 ~' _
8/1
THU
8/2
FRI
8/3
SUN
8/5
MON
8/6
IDE
8/7
WED.
8/8
THU
8/9
FRI.
fl/io!
SAT
8/11
SUN
8/12
HON.
8/13
TUE.
8/14
Figure 3. Eastbound (solid lines) and westbound (dashed lines) 24-hour
traffic totals at Allegheny Tunnel during the 8/1/73 experi-
ment. Class 1 consists of light vehicles, primarily automo-
biles, and Class 2-9 consists of heavier vehicles (trucks
and buses).
258
-------
300
10
U/
_J
| 200
Q.
UJ
Z
o:
o
CD
(T
w 100
CO
o
cc
o
0
II III 1
r-i
i
S
i
i
l—,
r~i r~~)
— J ! j ! !
i 1 ••»
1 1
i i _^_
i i
i ,
i f1 ,-»
u *-* j
t
J
i i
WED. THU. FRI. SAT. SUN. MON. TUE. WEft THl). FRI. SAT. SUN. HON.
8/1 8/2 8/3 8/4 8/5 8/6 8/7 8/8 8/9 8/10 8/11 8/12 8/13
Figure 4. Gross airborne participate loadings at Allegheny Tunnel East
Portal, eastbound tube, during the period 8/1/73 to 8/13/73,
Hi-vol samples.
259
-------
EXHAUST AIR-ALLEGHENY TUNNEL
WAVELENGTH (MICRONS)
8 9 IO 12 15
20
O.I
0.2
ui
o
z
) extract
0.2
0.4
1200 1000
800
600
FREQUENCY (cm"')
Figure 5. Infrared spectra of benzene and oCl2<|> extracts of aerosol in
the Allegheny Tunnel 8/1/73 experiment. These are from a
Hi-vol sample collected 0640-1912 EOT Sunday 12 August at
the East Portal station in the eastbound tube. As indicated,
the spectra correspond to 1/6 of the benzene extract and 1/2
of the oCl24> extract (from one half of the filter).
260
-------
1.5
1.0
cc
m
to
0.5
0
i-i n
WEO.
8/1
THU
8/2
FRI
8/3
SAT
8/4
SUK
8/5
MON
8/6
WED.
8/8
THU
8/9
FRI
8/10
SAT
8/1!
SUN
8/12
MOW
8/13
Figure 6. Airborne SBR concentrations at Allegheny Tunnel East Portal
during the period 8/1/73 to 8/13/73, Hi-vol samples.
261
-------
10
0.1 125 10 50 90 95 98 99 99.9
PERCENT OF MASS IN PARTICLES SMALLER THAN STATED SIZE
Figure 7. Size distributions of gross mass, Pb, Zn, and SBR in the
roadway gutters of the Allegheny Tunnel, eastbound tube,
r-ight-hand lane, near the East Portal.
262
-------
EXHAUST AIR - WINDSOR TUNNEL
WAVELENGTH ( MICRONS)
8 9 10 12 15 20
1200 1000 800 600
FREQUENCY (cm"1)
Figure 8. Infrared spectra of benzene and od2 extracts of aerosol in
the Detroit & Canada Tunnel. These are from a membrane-
filter sample collected from 1435 EOT 15 June through 1055
EOT 28 June 1973, in the exhaust chimney for the U. S. River
section.
263
-------
INTAKE AIR-WINDSOR TUNNEL
WAVELENGTH (MICRONS)
8 9 10 12 15 20
O.I
ui
0.2
m
o:
o
V)
0.4
ir i i i i i
10
-- (02+oCA2 <£) extract
J I l_
1200 1000 800 600
FREQUENCY (cm"1)
0.4
0.6
1.0
Figure 9. Infrared spectra of benzene and od24> extracts of aerosol at
the ambient-air intake of the Detroit & Canada Tunnel. These
are from a Hi-vol sample collected from 1304 EOT Thursday 28
June through 0938 EOT Thursday 5 July 1973.
264
-------
WALL SAMPLE-WINDSOR TUNNEL
WAVELENGTH (MICRONS)
8 9 10 12 15 20
'£
T
I I I I
0.2
LU '
o
z
<
CD 0.6
cc
o
V)
CO . _
< I.O
- ^| (Oz+oCl24> > extract
4T C6H6 extrOCt
0.2
0.4
0.6
1200
1000
800
600
-I,
FREQUENCY (cm1)
Figure 10. Infrared spectra of benzene and oClp extracts of dirt adher-
ing to the wall of the Detroit & Canada Tunnel. This sample
was collected from a spot 160 meters into the tunnel from the
U.S. end.
265
-------
Sampling Site in Dearborn
Guardhouse
Weather Stations
HiVol Samplers
~I2 Meters
i. Radius of
Curvature = 64 Meters
1
N
Sidewalk
~ 19 Meters Wide
Figure 11. Rotunda Drive sampling site, Dearborn, Michigan.
266
-------
AEROSOL- ROTUNDA DRIVE
WAVELENGTH (MICRONS)
8 9 10 12 15 20
O.I
80.2
z
<
CD
CC
O
) extract
- C6H6 extract
1200 1000 800 600
FREQUENCY (cm"1)
Figure 12. Infrared spectra of benzene and oCl2 extracts of aerosol at
Rotunda Drive. These are from a Hi-vol sample collected 1517
EST 23 April to 1509 EOT 30 April 1973.
267
-------
DUSTFALL - ROTUNDA DRIVE
WAVELENGTH (MICRONS )
.8 9 10 12 15 20
ui
o
O.I
0.2
CD
OC
O
v> 0.4
CD
0.6
1.0
1.5
oo
4- (02 + oCl2>) extract
extract
-L
1200
1000 800
FREQUENCY (cm"1)
600
Figure 13. Infrared spectra of benzene and oCl,,cf> extracts of dustfall 12
meters from the roadway at Rotunda Drive. This sample was
accumulated over the period of 21 March to 30 April 1973.
268
-------
SOIL- ROTUNDA DRIVE
WAVELENGTH (MICRONS)
.8 9 10 12 15 20
O.I
UJ
£0.2
<
CO
cc
o
to
m
< 0.4
0.6
T
T
i i n
extroct
I20O
IOOO
800
600
0.2
0.3
0.4
0.5
FREQUENCY (cm )
Figure 14. Infrared spectra of benzene and oClp^ extracts of soil at
Rotunda Drive. This was 20 grams from soil collected 1 meter
from the roadway 5 May 1973.
269
-------
1.51—i—i—i—i—i—i—i—i—i—i—i—i—i—r
1.0
ro
oc
CD
V)
0.5
i i i i
100 200
GROSS PARTICULATE
300
Figure 15. Airborne SBR vs. total participate concentrations at Rotunda
Drive. Line is drawn by eye (not a least-squares fit).
270
-------
lOO
50
o
a:
o
cc
ui
10
5
2
than 20y (aerodynamic diameter, -p ' d).
271
-------
I04
10s
E
a.
a.
10*
10
I ' I <"
KEY:
O • TOTAL SBR
i
0,+oCl,c£ Soihftt SBR
D • C«H, SmhJit SBR
Pb
2.
ROfcDWAY
ROAD ABOUT 19 METERS WIDE
V
I
I
intidei
o1 curve!
024
ipunlde
lot curve
10
DISTANCE FROM EDGE OF ROAD, METERS
Figure 17. SBR soil concentrations at various distances from the road-
way at Rotunda Drive. Dots on the inset, on a line normal
to the roadway, show the spots where the samples were taken.
The point 12-1/2 meters from the outside of the curve is next
to a paved turnaround area and probably should be ignored;
SBR was 20 ppm in soil 185 meters from the road. Dotted
curve shows Pb concentrations.
272
-------
U.Wf
0.06
0.05
o: 0.04
CD
en
^0.03
0.02
0.0!
n
II II
o
—
—
—
-
o
Roadway
II 1 i 1 i o i . 1 i A
10 0
inside
0 10
I outside
20
30
40
of curve of curve
DISTANCE FROM EDGE OF ROAD, METERS
Figure 18. SBR content of roadside topsoil 11/10/71 at various distances
from the high-speed "flat turn" of the Ford Motor Company
test track, Dearborn Proving Ground. Determined by infrared
spectra. Sum of SBR in benzene and oCl2 extractions.
273
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RUBBER DUST FROM THE NORMAL WEAR OF TIRES
Mark L. Dannis*
Abstract
Tires wear out in normal "use. Tread-rubber losses have been
studied to find out if the rubber abrades to particles, degrades to
an intermediate state., or oxidizes to volatile vapors and gases.
Particulate erosion seems to be the dominant mechanism.
Particles worn from tires were first collected on sticky panels
mounted under the car. The particles are not spherical, but approach
cylinders or sausage shapes as a limit. An isokinetic filter system
was later developed. The particles caught on filter plates were
examined, transferred to microscope slides, photographed, then
counted to obtain particle size distributions. Smooth distributions
were obtained, linear on logarithm of volume, cumulative probability
graphs. The geometric mean particle size is about 20\sm equivalent
diameter.
Special effort was devoted to a search for very small particles,
from about 1/2 to 3\an equivalent diameter. This is the diminishing
tail on the distribution curve. Very few of these particles could be
found.
Attempts were made to identify volatile emissions from a running
tire, using chromatographic techniques and a flame ionization detector
without success. Particular erosion seems to be the dominant loss
mechanism.
Tire dust particles have a high specific surface and are subject to
oxidation. Simple chemical oxidation is slow, but biochemical
oxidation at the soil surface under the combined influence of oxygen,
photoexcitation, and enzyme catalysis can be rapid, returning the
carbon content to the normal biological carbon cycle.
*Research Fellow, Research and Development Center
274
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INTRODUCTION
Background
Automobile and truck tires wear out. Recent reviews by Clark
(ref. 1), Schallamach (ref. 2), and others point out that frictional wear
and traction always accompany one another, but the relationship is
affected by the compounding of the rubber, the construction of the
carcass, the nature of the road surface, the speed of the car, and
other factors.
Very little has been published on the debris worn off the tire.
Tire debris is seldom visible during erosion or visible as accumula-
tion on the road. A few attempts have been made to look for tire
wear products in constricted traffic locations, such as tunnels,
where the ventilation system offers a convenient collection and
concentration system. Worn rubber can be identified chemically in
collected debris (ref. 3). However, the debris contains only minor
amounts of rubber contaminated by oil, exhaust fumes, and dirt from
many sources. Since indoor tests seldom match road performance and
since in many cases the abraded tire surface looks different from a
normally worn tire surface (ref. 4), the debris from accelerated tests
may not be representative of that generated at the road.
Cardina (ref. 5) has used the natural collection and concentra-
tion of debris by snowbanks along expressway routes to show that
rubber debris can be found and identified. The concentration of
rubber was low but unmistakable. Similarly, Pierson (ref. 6) collected
airborne dust close to a heavily traveled industrial highway and
chemically identified styrene-butadiene rubber (SBR), also at low
concentrations.
In this work4 we have tried (1) to collect debris worn off a
single tire in normal road use, (2) to characterize the losses as
to solids, vapors, or gases, (3) to find the effect of several
known tire-wear parameters on the generation of debris, and (4) to
determine the possible fate of that debris. In much" of what follows,
the term "tire dust" will mean "tire-wear debris."
275
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Estimates
A typical new passenger tire (G78-14) weighs about 11.8 kg (26 Ib).
Tread wear down to markerbar safety limits removes about 3.5 kg (7 Ib) of
tread rubber in a normal road life of 40,000 kilometers. This is
equivalent to an average loss about 90 mg/km over the life of the tire.
This average wear rate compares to a loss rate (ref. 2j of about 24
mg/km at 120 km/h (75 mph) in cruise driving, increasing to about 490
mg/km in cornering at 48 km/h (30 mph) at a 2° slip angle. Direct
measurements on the tires used in these experiments ranged from 60
to 120 g/1600 km, dependent upon both the tire itself and its position
on the car.
Since we attempted direct pickup of tire dust in road service,
we could expect sample sizes about 60 mg/km, even at the best. In
actual practice, we collected far less than this. As shown later,
we obtained what looked like reasonable aliquots, without ever
approaching a material balance.
Tire losses amounting to 87.mg/km seem small in magnitude. How-
ever, if one uses the estimate of 90 million cars on the road in the
United States (1970), each car driven about 22,500 km (14,000 miles)/yr,
the total tread loss amounts to 0.72 x 10^ kg/yr, (1.6 x 109 Ib/yr).
This amount of tire dust was a major fraction of new rubber
production in 1970, 1.6 x lo9 kg. The tread loss estimated above
includes carbon black and oil, so that the real rubber content is
about 60 percent of that indicated. Even so, roughly one. third of
all the new rubber produced in this country is worn off tires.
EXPERIMENTAL
Qualitative Demonstrations
Road collection. Tire dust can be collected during real road
service by mounting a sticky catchplate immediately downstream of
a tire. One such installation is shown in figure 1, mounted on a
front-drive car. Several factors prompted this initial attempt:
276
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Figure 1. Wheel Well and "sticky" catch plate.
(1) a conveniently located anchoring clamp was built into the car,
(2) normal driving torque provided for wearing abrasion, and (3)
availability.
Tire dust and associated road particles are generated during
"contact, then thrown back in a tangential pattern. The catch pad,
covered with glycol-wetted paper, is located midstream, but its
presence diverts the air stream and causes fractionation of particles.
Large particles have sufficient inertia to impinge on the pad; small
particles stay airborne as the wind sweeps across the surface and,
hence, are not found in their expected proportions. The accumulation
of debris on the catch pad was not uniform; rather, it was denser at the
bottom. The bottom of the catch pad frequently disappeared during test
runs, abraded off by simple erosion or lost abruptly during bumps. •
277
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Debris caught on the filter paper surface was examined under
the microscope, both in -situ and by transfer-mount techniques. The
debris was also washed off the catch paper by a water spray, concen-
trated on a'smaller filter pad, then analyzed chemically.
Identification. A photomicrograph of the debris caught this way is
shown in figure 2. The black irregular chunks are rubber particles worn
off the tread of the tire. Sand, silt, and other foreign matter are
also visible. Contrast can be sharpened, paper eliminated, and some
vertical concentration achieved by an Aroclor resin transfer technique,
as shown in figure 3. Both photos are at 150* magnification.
Particle sizes range from 100 to about 5ym, the "lower limit of
resolution for this system. Shapes range from "sausage rolls" to
rough spheres.
The irregular black particles are the tire-tread debris, identified
as follows: (1) They look like rubber particles obtained from laboratory
wear experiments. They are black, even at this small size, from the
Figure 2. Tire and road debris caught on sticky plate. Black
particles are rubber debris. Grit and cellulose are
also distinguishable.
278
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Figure 3. Tire debris transfered to Aroclor mount. Magnification
I50x. Sand and concrete are obvious.
reinforcing carbon content. (2) Individual particles swell in chloroform,
then deswell upon evaporation of the solvent. This proves that the
particles are not a soluble black tar. Only a crosslinked material
swells and deswells in this manner, i.e., rubber. (3) Individual
particles float in chloroform, while siliceous debris sinks. The
density of tread rubbers is about 1.18; chloroform, about 1.49, and
silica-rich materials, over 2. (4) Infrared spectroscopic techniques
affirm that SBR is in the collected tire debris. Agreement with
a sample cut from the tire is excellent. This particular tread is
an SBR compound without detectable amounts of either NR or CB blends.
The absence of these latter rubbers in the collected rubber dust shows
that tread dust from trucks or other modern cars is not a confusing
contamination from those sources. (5) Ignition about 450°-500°C leaves
a residue ranging from 50 to 80 percent. This agrees well with a visual
estimation of the amount of sandy grains, which have a density about
twice that of the rubber.
279
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Particle analysis. Particle size distribution of tire debris
affects subsequent reactions and disposal. Fine particles can
remain airborne, while coarse particles settle out, along with other
kinds of dust and dirt. Fine particles, with a high specific surface
area, would be expected to oxidize rapidly, while coarse particles
would oxidize more slowly.
While this tire debris collection technique is subject to
experimental criticisms and improvements, this sample was collected in
real service on the road from a moving car. Hence, despite limitations
these samples were measured, and particle sizes were counted to get a
distribution microscopically.
The volume in apparent mm3 was computed for each particle.
Particle size counts were made and summarized in logarithmic cell-
size ranges, each double its predecessor. At 150x magnification,
1 mm3 apparent volume is 295 mm3 real volume. Since the particles are
sausage shaped, an "equivalent diameter" is defined as the diameter
of a sphere having the same volume.
Particle size distributions for three runs are presented in
figure 4, on log volume, cumulative probability coordinates. Partial
identification is listed in table 1.
Several tentative conclusions can be drawn from this qualitative
presentation. (1) Tire dust in the size range 5 to lOOym equivalent
diameter can be found in actual road wear experiments. The geo-
metric mean particle is about 25um equivalent diameter. (2) Collection
efficiency is low. The quantities caught were about 1.9 mg/km,
Table 1. Identification of runs in qualitative demonstration
Distance, Speed,
Run Road miles mph
634B 1-271 NE
634C 1-77 S
634D 1-77 N
3.9
5.8
5.4
60
60
44
Particle
count
51
75
97
Amount Rubber Wear
collected, content, catch,
mg mg mg/mile
49
92
77
12
23
19
3
4
3.5
280
-------
14
12
10-
8
150
100-
80
! SO-
40
li! 30-
§20^
'I
I
I0[-
8-
0-
-4I_
6-
5-
4
3
_L
J L
I I I
X
10 20 50 80
CUMULATIVE PROBABILITY %
95
99
Figure 4. Particle-size distribution of tread debris from sticky plates.
compared to a computed average wear rate about 31 mg/km on this small
car. In addition, the collection plate system tends not to collect the
finer particles. (3) Particles below lOum equivalent diameter are
relatively sparse. Particles below 3ym were not detected. (4)
Improved technique of collection and improved particle size counts
are required in order to define the distributions better and the way
they vary with speed and load.
Quantitative Experiments
An improvement tried next involved a vacuum filter system in
which air was drawn through a glass fiber filter to capture the
particle.
281
-------
Figure 5. Close-up of modified filter system. Center!ine pick-
up 2 in off road. Vacuum cleaner mounted in trunk is not
visible here.
Revised techniques. It was ultimately realized that air entered
the front orifice of the collection duct at a ram-velocity faster
than the vacuum pump could pull it through the filter. Excess air
circulated around, then spilled out the sides, carrying with it
part of the road debris. While the portion caught on the filter
may be a true aliquot, such an assumption could not be proven. Roughly
only 1/20 of the air that enters the front can be pumped through the
filter.
Use of a small orifice about 2 x 4.5 cm was a simple way to achieve
isokinetic sampling. The modified pickup and filter system is shown
in figure 5. This is a rear-wheel installation on a conventional
sedan.
Road runs were continued on Interstate 77 near Brecksville,
Ohio. The restricting orifice resulted in smooth uniform distri-
butions of debris over the filter, but lowered the amount encountered
and retained. Hence, only the particle size measurements were made.
Transfer slides were made, photographs taken, and particles counted.
Distributions are plotted as figure 6.
282
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12
10
8
3?6
CM
§
4
2
0
-2
ISO
- KX>
80
»60
§
o
~ i 40
£30
a
£20
UJ
- j
$
^y
O^X
Sf
^fa X
^^
//
//
No. 656 )G/
WOffrW 50 flip* — •gy
^ No. 657
ox«t SOWTH 60mp»
°xS
/^
O/^
^x
X?^ AMBASSADOR RT. REAR
^y* F 70-14 BIAS PLY
°^V 1 1 1 1 1 1 1 I II 1
5 10 20 50 80 96 99
CUMULATIVE PROBABILITY %
Figure 6. Particle-size distribution of tire rubber debris,
"isokinetic."
Note that the eccentricity or sausage shape of the particles
does not enter into this discussion. While many of the rubber
particles are three to four times as long as wide, this information
has not been used as yet.
The particle size distributions shown in figure 6 are linear
within reasonable estimates of experimental error. This means that
the log size distribution is Gaussian. This happens also to be
283
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a common or widely encountered distribution for chip sizes in grind-
ing and crushing operations. The analogy may be coincidence, but
does offer some confidence in experimental procedures. This dis-
tribution has been reported for airborne particulates collected in
"dirty air" exposures, although much smaller particles are involved
(ref. 7).
The use of the log scale on the ordinate axis modifies some of
the statistical treatments normally derived from the use of the
probability-paper scale (ref. 8).
The midpoint or "half-life" value defines a geometric mean
anal-ogous to the simple arithmetic average. Similarly, the geometric
dispersion replaces the standard deviation a.
The geometric mean particle has an equivalent diameter about
12 vim. Particles ranging from half that diameter to twice that,
i.e., from 1/9 to 9x that volume, are within one dispersion unit,
or total about 2/3 of all the particles encountered. Particles
having more than -2g' dispersion, i.e., having equivalent diameters
less than 3 ym, are statistically rare, less than 1 percent. In a
physical sense, this implies ttiat their concentration is so low
as not to be important.
While separate lines, i.e., curve-fitting operations, were
drawn for runs 656 and 657, the dispersion of the data does not
justify it. The same particle size distribution, within experimental
error, -is obtained at nominal 80 (50 mph) and 97 km/h (60 mph)
cruising speeds. The amount eroded off at the higher speed is
larger, but the particle size distribution is the same. As,
shown later, a wider range of speeds (77-105 km/h), is needed to show
a significant change in the size distribution.
This discussion on distribution needs additional emphasis. The
distribution curves- are based on number fraction. The larger sizes
account for most of the weight lost from the tire. A single large
particle weighs more than a small particle by the ratio of cube
of the equivalent diameter. A particle having a dispersion +gt
or 2.1* the mean, 12 ym, has a volume nine times the mean. Similar-
ly, the .small particle at -g or (2.I)-1 x the mean has a volume
284
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Figure 7. Tire debris photo micrographs @ 350*. Particles labeled D
are dirt on the lens. Particles labeled S are road silt
or silica. Particles R may be rubber. No small black
particles less than 2ym diameter can be identified.
roughly 1/9 the mean. These large and small particles then compare
about 81 to 1, both volume and weight. In the opposite sense, a
few small particles have negligible weight. .
Mjcron size particles. Thompson (ref. 3) implies that small
airborne rubber particles might be small enough to escape nasal
filtering and hence could enter the lung structure. He states that
particles above about 5ym are efficiently filtered in the nasal
passages and should not cause any health problems.
Therefore, the importance attached to rubber particles having
an effective diameter less than 3jjm has required more than a
statistical search for their presence or absence on the microscope
slide. In one particular experiment, slides, used in the counts
of run 657, were reexamined both at high dry magnification and in
285
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oil immersion to look for particles too small to be easily visible
at the 150x magnification, which was used routinely. In figure 7,
two photomicrographs are presented showing many artifacts, which
could be eliminated by various tests to leave on each slide one
particle which might be rubber. Even so, these are within the
range expected or extrapolated from the co.unts at larger sizes.
If small particles of tire rubber do exist, this technique does
not catch and identify them.
For improved technique and a better experiment, a Mi Hi pore
filter was installed in the vacuum line to sample part of the air
stream. The regular glasscloth filter described earlier was used
as the roughing filter, backed up by a Mi Hi pore filter with a
nominal port size 0.45ym diameter. The residue on the Mi 11ipore
filter was examined directly in order to avoid problems of losses
in transfer. Particles from the glass-cloth filter are shown in
figure 8 at low magnification, emphasizing the sausage-shaped
particles. Figure 9 shows the rough surface of the larger particle
at higher magnification, showing also that road silt is imbedded
in or associated with the rubber.
Figure 8. S.E.M. @ 50x on initial filter.
286
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Figure 9. S.E.M. @ lOOOx, detail of large grain of figure 8.
A particle caught on the Millipore filter is shown in figure
10. This has a read size about 3x2x2 ym3. This was an isolated
particle and the smallest one found, but fairly typical in other
respects. The surface does not closely resemble that of the "rubber
sausage"; whether this is a tire-dust particle is not certain.
However, very few particles of this size or smaller can be found.
Hence, the concentration of small rubber particles, 3ym and below,
is below present limits of detection.
Effect of road variables. A wide range and variety of road and
tire variables affect the wear of tires and, presumably, the particle
size distribution. These experiments have been run under conditions
to minimize changes and were accordingly confined to a short stretch
of interstate concrete highway in order to standardize that condition.
Road surface affects tire wear rate (ref. 2} and would be expected
also to affect particle size distribution. It does.
Experimental investigation of this suspected effect was tried
in a set of three runs, labeled 672A, B,and C. The data are present-
ed in figure 11.
287
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Figure 10. S.E.M. @ 5000*. This is a single grain on
0.5m diam. mi 11ipore filer.
5 10 20 50 80
CUMULATIVE PROBABILITY %
95 99
Figure 11. Particle-size distribution of tire
rubber debris.
288
-------
The curves of runs 672A and 672B, on concrete, are linear and
have the same slope or dispersion as run 656 of figure 8. The
deviation from linearity of 672B at the upper end of the scale is
due to a few large particles which may be agglomerates. The mean
values of runs 672A and 672B differ slightly from the mean of run
656, figure 7, as shown in table 2.
Since runs 672A, B, and C involve a different tire than the
runs 656 and 657, several variables have been changed. However, note
that the dispersion g on concrete is remarkably constant in these
four runs.
The relationship for run 672C on asphalt, shown in figure 11,
suggests a different collection and/or wear mechanism. Not only
was the distribution different, but the amount collected was less
than on concrete.
Note that the particle size curves in figure 11, run 672C,
show an abnormal amount of the large particle sizes. This is not
a bimodal distribution, but it is a skewed curve distinctly different
from the log-normal distributions obtained from concrete. The amount
and size distribution of tire dust that is collected from an asphalt
road is different from tire dust collected on a concrete road. This
situation requires further investigation.
Table 2. Statistical constants from particle size experiments.
Run
656
657
672A
672B
672C
Speed,
mph
50
60
45
65
65
Mean
Z50
2.7
2.4
5.2
4.0
1.0
apparent volume
V50
6.50
5.27
37
16
2.1
g
9.20
9.20
9.4
9.2
6.6
Mean equivalent diam.
x50,um
12.4
11.6
22.3
16.8
8.4
(Asphalt)
289
-------
Figure 12. View of emmisions probe at right rear wheel of car.
Partial summary. Tire dust is generated in larger amounts at
higher speeds, but the mean particle size is smaller. The effect of
asphalt as a road surface changes both amount and distribution of
tire dust particles.
Gaseous emmissions.* Tires, in normal wear, abrade against the
road surface to generate dust and debris that can be caught on a
filter and measured. Tires may also evolve gases and vapors either
by direct emission or from oxidation mechanisms. An attempt was
made to find such, without success. This negative result is important.
Tread rubber is a hydrocarbon compound subject to oxidations
low-temperature pyrolysi's, volatile emission of low molecular weight
fragments, and other related emission mechanisms. Witji appropriate
sampling and modern sensitive instrumentation, hydrocarbon emissions
in the range of parts per million in the surrounding air should be
detected. While hydrocarbon concentrations in the atmosphere near
a car are easily detected and measured, incremental gains above
this level in the region of the tire are too small to be measured.
One experimental arrangement is partly shown in figure 12 and
diagrammed in figure 13. A portable gas chromatogrgph with a flame-
ionization detector was carried in the car. Gas samples were pulled
from just behind the contact area of the tire and from several nearby
comparison locations. Engine exhaust was also sampled.
290
-------
Figure 13. Schematic of Volatile Emissions experiment. ST, Stainless
steel tubing pickup downstream from tire. GC portable
gas chromatograph. P, positive displacement
pump.
In one run, chromatographic separation was attempted, unsuccess-
fully, using a packe3 column. In later runs column fractionation was
eliminated to gain greater input sensitivity. Instrumental or
background response to gases pulled from the air either ahead of or
behind the tire gave a signal equivalent to 3 to 5 ppm of hydrocarbon,
depending upon local conditions, i.e., moving or stopped car, engine
running or dead, direction of breeze. In no case was there an obvious
difference before or after tire contact. Exhaust emissions were
large, on the order 50 to 150 ppm, and changed as expected with
warmup, idle, and cruise conditions.
In summary, since every other check showed that the equipment
was operating properly, the results should be believed. Gaseous
hydrocarbon emission from normal tire usage is too low to be measured.
291
-------
Since no measurable hydrocarbon emissions could be detected, and
since oxygen is absorbed within the structure of the rubber (ref.
9), not evolved as CO2 or H20 until very late stages of oxidative
breakdown, particulate erosion of the tire tread is the only im-
portant loss mechanism.
RESULTS AND DISCUSSION
Dispersion, Degradation, and Disposal
Dispersion. Tires wear out, generating tire dust. This seems
to be the dominant mechanism, since volatile hydrocarbon emission
cannot be detected. Since total tread loss is estimated about
5 * 108 kg/yr into particles with mean effective diameter about
20 ym, one would expect to find tire dust everywhere. However,
experience shows that this is not so.
If the tire dust were spread uniformly over the 6 x 106 km
of highway in the continental United States (in 1970) (ref. 10),
average width about 7.5 m, the concentration of rubber would be
about 1.6 x 10"3 kg/m/yr. Such amounts are not seen except in skid
marks, which disapear within weeks or months.
A tire-dust particle with an 18 ym diameter will have a Stokes
Law settling velocity about 1 cm/sec. This size particle is fairly
^' <• , •
close to the mean equivalent diameter Ijsted in table 2. Particles
near this size are easily aerodispersed by air currents around
moving cars.
Tire-dust particles should be airborne, but settle out slowly
down wind. Rubber concentrations should be identified both airborne
and on the ground, as shown by Pierson (ref. 6) and Cardina (ref. 5).
Dirt samples from the berm of Cleveland Massillon road in Brecksville
showed detectable SBR content by infrared techniques. A portion of
the spectrogram is reproduced in figure 14. The peaks are not large,
but easily recognizable. Comparisons on soils a hundred meters
from the road showed no infrared absorption relatable to rubbers.
Degradation. Oxidation of rubbers by chemical and/or physical
mechanisms is well known to rubber technologists. Oxidations of rubber
292
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WAVELENGTH (Microns)
9 10
12
0.0-
0.2
CO
z
UJ
o
0.4
0.6
0.8
1.0
T
I
TRANS
METHYLENE
I
I
I
1300 1200 1100 1000 900
FREQUENCY (cnT1)
STYRENE
800
700
Figure 14. Infrared identification of SBR residues in road-
side dirt.
293
-------
should be discussed in several categories called (1) initial, (2)
intermediate, (3) extensive, and (4) complete oxidation. Initial
oxidation (l)'is related to the addition of oxygen to the dienic
structure, without appreciable evolution of CO2 and with distinct
changes in physical properties (ref. 11). Intermediate oxidation
(2) involves the evolution of some CO2 and H20, with extensive
physical degradation of the rubber but without significant evolution
of volatile fragments in the C4 to C10 range. Extensive oxidation
(3) results in well-defined fragments split out of NR rubber, such
as methanol, acetaldehyde, and levulinaldehyde in stoichiometric ratios
to CO2. Extensive oxidation of SBR gives a wider range of products
ranging from CO2, formic acid, acetone, acetaldehyde to a group of
3- and 4-carbon oxidized hydrocarbons (ref. 12). Complete oxidation
(4) is combustion and results in metal oxide and sulfate residues, and
CO2 and H20.
Initial oxidation of tread dust by direct chemical and/or
photo-induced oxidation mechanisms is relatively slow because of the
low temperatures in soil, 15° to 30°C. Compare this to temperatures
measured in the tire, -50° to 125°C and above, depending upon location
in the tire and severity of service. The lowered temperature range
more than compensates for the high surface area of the tire dust.
Antioxidants used in the tire are still found in the tire dust,
affording some protection to the rubber. Even so, oxidation-rate
measurements on ground tire tread were attempted in this laboratory
with an improved oxygen absorption apparatus (ref. 13).
No detectable oxidation could be measured at room temperature
after 168 h or at 40°C after 264 h. At 100°C, "Normal but slow"
oxidation rates could be measured. This can be expressed as roughly
a 5-year period for half the rubber to be oxidized. A half-life
of 5 years at 100°C means much longer life at ordinary temperatures
if simple oxidation is the only degradation mechanism.
Ozone attack on rubber is more severe than simple oxidation.
However, ozonolysis of the rubber in the soil is not expected be-
cause cellulosic materials and residues are so reactive toward
ozone that no ozone would reach the rubber dust.
294
-------
Hence, the elimination of tread dust in the soil by ordinary
chemical and/or physical oxidation is slow reaction. This statement
is supported by extensive experience with rubber jackets on buried
cables and other underground usage where deterioration and damage
is traced to rodents, insects, and fungi (ref. 14). Oxidation is
not important in comparison to greater damage caused in these other
ways.
If chemical oxidation is not important as a mechanism for
' eliminating tire dust, one should consider biooxidation, biodegrada-
tion, and biological utilization. Biodeterioration, biodegradation,
and metabolic transformation are progressively more severe steps
in the biological decomposition of organic materials. In this
discussion, biodeterioration is the loss of any measurable physical
property without appreciable loss of mass or change of form. Biode-
gradation is related to a major change in chemical structure, a
decrease of molecular weight, and extensive change in physical
properties or in form. Metabolic utilization is the use of part
of the carbonaceous content as oxidation to CO2 and simultaneous
synthesis of hydrocarbon residues into growing cells.
Depending upon circumstances of exposure and upon the micro-
flora encountered, rubber compounds cover all extremes from ready
susceptibility to extreme resistance. Heap and Morrell (ref. 15)
have pointed out the confused and sometimes contradictory evidence
presented in the literature. Various authors not only use different
techniques of evaluation, but establish different criteria of failure.
Hence, in this investigation it was considered sufficient to show
that SBR compounds can be biodegraded under lab conditions. Rigorous
proof that SBR compounds are extensively biodegraded in soil conditions,
i.e., in natural exposure, has not been attempted.
A major factor contributing to confusion in experiments and
reports on the biodegradation of rubbers is the biocidal activity
of mercaptobenzothiazole, TMTD, and related compounds (ref. 16).
Accelerator residues inhibit biodegradation until they have been ,
depleted below critical limits by aqueous leaching or other chemical
reactions. Thus, the same initial compound could be described as
295
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nondegradable by short time tests, and extensively degraded in
longer exposure or in more severe environments.
Natural rubber latex, smoked sheet, and vulcanized compounds
are rea'dily attacked by a variety of bacteria and fungi (ref. 15,
17-19). One variety of streptomycetes has specifically adapted
to rubber latex, readily consuming it as its sole source of carbon
(ref. 20).
SBR and its compounds are slowly attacked by many of the bacteria
and fungi that degrade NR compounds. Recently, Nickerson (ref. .21)
identified several fungi grown on OESBR compounds'and also described
extensive biooxidation of the rubber crumb.
Several laboratory experiments on biodegradation of tread rubber
have been attempted. A variety of molds not fully identified were
grown on shavings obtained from tire-trueing machines in current
production. Growth of molds was obvious after about 10 days.
A wide variety of molds can be grown on rubber chips and particles,
given appropriate conditions. Mold growth on the rubber is obvious;
mold growth at the expense of the rubber was not demonstrated con-
clusively. Extender oils, ^antioxidant waxes, stearates, and/or other
ingredients could provide nutrition either preceding or accompanying
degradation of the rubber. Cometabolic utilization is a common
occurrence, i.e., a fungus or bacteria uses one chemical as a food
or energy source, but secretes enzymes that attack or degrade other
nearby materials. In turn, another species of fungus uses those
"predigested" products in its own growth cycle, often making byproducts
useful to the first fungus. Hence, fungal growth of any kind is evidence
of bioattack, probably on the rubber, but not proven by this simple
demonstration.
A different experiment was tried in order to look for chemical
evidence of biodegradation. Perfusion reactors, as shown in figure
15, were set up with different rubbers and innoculates. A perfusiorr
reaction is a perculating diffusing system. The mineral content
and available carbonaceous material, i.e., the rubber, make up a
nutrition system that favors the growth of particular bacteria.
These bacteria concentrate in the system, growing faster than other
competitive species.
-------
Figure 15. A battery of perfusion reactors, 300 and 1000 ml sizes.
Microscopical examination of the aqueous fluid showed a wide
variety of bacteria active and mobile. Photography of the live
cultures has been attempted without success. Photomicrographs of
stained, fixed bacteria were obtained to show that bacteria can
grow in the presence of rubbers.
Degradation of the rubbers aged in the perfusion reactors
can be shown by chemical analysis of the residues after exposure
of 30 or 60 days. Reactor experiment No. 4 was charged with a natural
rubber tread stock, ground to about 100-mesh sieve size. Changes
in the infrared curves in the 6pm region related to oxidized struc-
ture of rubber are shown in figure 16. The original curve shows
only a trace of structures related to --C--0 in acid, aldehyde, and
ketone structures. After bioexposure in the perfusion reactor
at 30 and 60 days, greatly increased adsorption in this region is
evident, together with a smearing of the infrared peaks. This
loss of detail is ascribed to a range of partly oxidized local
structures differing in neighboring side groups. First, this gain
in oxidative structure is much larger than expected from simple
chemical oxidation at room temperature under these exposure condi-
tions. Quantitative extimates of this large gain cannot be made
297
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0.0-
z
UJ
o
04-
06
08-
10-
I 5
WAVELENGTH (Microns)
6 7
1900
1800
1700 1600 1500
FREQUENCY (cm-')
1400
1300
Figure 16. Infrared spectra showing changes in oxidized structures
in an NR tread compound during perfusion exposure.
because of many complicating and poorly controlled factors. Second,
laboratory records kept during the preparation of these spectra showed
that the solubility of the rubber had been altered. The samples
aged 30 to 60 days were very soluble in o-dichlorobenzene and did
not precipitate normally when diluted with methanol. This proves
a decrease in molecular weight, along with a change in chemical
structure.
Biochemical oxidation and degradation have been demonstrated
in the laboratory only.
Similarly, reactor No. 5 was charged with an OESBR/CB tread
compound, obtained from a knife-type trueing machine. Changes in
infrared structure indicative of oxidation are shown in figure 17.
These are similar to but smaller than those shown in figure 16
for the NR compound. The same biooxidation occurs; the rate is
lower. The same increase in solubility was also noted, but this too
was smaller than in the NR comparison. This demonstrates biooxidation
without distinction between bacterial and fungal agents.
298
-------
o.o,
02
UJ
o
04
06
08
I 0
I 5
WAVELENGTH (Microns)
6 7
I I
I
1900 1800
1700 1600 1500
FREQUENCY (cm*1)
1400 1300
Figure 17. Infrared spectra showing changes in oxidized structures
in OESBR/CB tread compound.
Figure 18. Photomicrograph @ 30x: mold on tread rubber grindings.
299
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In a later experiment, the difference between bacterial growth
and fungal growth was inadvertently demonstrated. Reactor 697,
charged with grindings from the OESBR/CB tread compound showed little
evidence of bacterial growth in the circulating liquid in 30 days
perfusion aging. Analysis via infrared techniques showed very little
oxidized structure at that time. The reactor -contents were emptied
into a jar, which was set aside while other experiments were run.
After 2 weeks' rest or incubation at room temperature, the contents
of the jar were covered with mold. Direct growth on the tread
rubber grains is evident in the photomicrograph of figure 18. Section-
ing, staining, and further microscopical inspection were tried in
order to show penetration of the tread granule by mycelium of the
fungi. Evidence of such penetration was obscured by the carbon
black content and cannot be reported conclusively. However, since
mycelial penetration into transparent polyester urethanes has been
observed; similar behavior is suspected here. Note that fungal
growth did not occur in the circulating perfusion reactor. Extensive
growth did occur when the moist rubber was left undisturbed.
Previous sections have presented evidence that rubbers are
subject to biooxidation. The extender oils in rubbers are also
susceptible, probably more so than the rubber itself. The direct
utilization of carbon black has also been known for some time.
"In 1908 Porter observed that aerobic soil bacteria, especially a
coccus, which was obtained in pure culture, slowly oxidized amor-
phous carbon in the form of charcoal, lampblack, coke and peat...."
(ref. 22).
Recapitulation. Tire dust generated at the road is dispersed
by air currents around the car and settles out on the surrounding
landscape. These particles oxidize very slowly in simple, well-
known oxidative reactions. However, in the soil they can be bio-
oxidized, degraded, and decomposed by a wide variety of bacteria
and fungi. Under appropriate conditions in moist soil, the rubber
dust is extensively degraded and altered within months. Under un-
favorable conditions for decay, residues (and relics) can be pre-
served for decades (ref. 23).
300
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Material Balance
The experiments in which tire dust was caught were all experiments
of low yield. The amounts recovered were on the order of 2 to 3
mg/km. The low collection efficiency is easily rationalized. The
geometry of the pickup aperture is sketched in figure 19, suggesting
that only a fraction (4.5 percent) of the "dusty area" is sampled.
A correction for this low efficiency gives an indicated loss about
45 mg/km.
A distinct improvement would entail a read road run with a
t
complete material balance. Considerable time and effort have been
spent trying to design such an experiment, but without success.
Innocuous Dust
While the particle-size distributions vary with speed and road
conditions, only very few particles below 3ym effective diameter
were found. Additional search effort to identify these particles was
unsuccessful. Airborne particles 5mm and above are efficiently
filtered out of human respiratory systems in the nasal passages.
Particles about 2ym escape nasal filtering, could enter the lungs,
and be retained by alveolar deposition according to Thompson (ref. 3).
However, particles of this size were not found and seemingly are not
generated.
SUMMARY
Tires wear out in normal use. Tread rubber losses have been
investigated in order to find out if the rubber abrades to particles,
degrades to an intermediate state, or oxidizes to volatile vapors
and gases. Particulate erosion seems to be the dominant mechanism.
Particles worn from tires were first collected on sticky panels
301
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APERATURE
VACUUM FILTER
I 1 I*11 -J IAH
I 3/4 x 3/4
"SHADOW" AREA
c" /%"
5 x6
Figure 19. Schematic showing aperture for tire dust sampling
compared to visual "shadow" of the source.
302
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mo^.ued under the car. The particles are not spherical but approach
cylinders or sausage shapes as a limit. The particles range from
about 0.1 mm equivalent diameter to a few microns minimum, in accord
with the Schallamach description of tire abrasion.
Later an isokinetic filter system was developed. The particles
caught on filter plates were examined, transferred to microscope
slides, photographed, then counted to obtain particle-size dis-
tributions. Smooth distributions were obtained, linear on logarithm
of volume, cumulative probability graphs. The geometric mean particle
size is about 20\i equivalent diameter. The curve is sharply peaked
on its log scale.
Special effort was devoted to a search for very small particles,
from about 1/2 to 3 ym equivalent diameter. This is the diminishing
tail on the distribution curve. Very few of these particles could be
found.
Attempts were made to identify volatile emissions from a running
tire, using chromatographic techniques and a flame ionization detector,
without success. Since hydrocarbon loss as a vapor from tires is
nil, particulate erosion is the dominant loss mechanism.
Tire dust particles have a high specific surface and are subject
to oxidation. Simple chemical oxidation is slow, but biochemical
oxidation at the soil under the combined influence of oxygen, photo-
excitation, and enzyme catalysis can be rapid, returning the carbon
content to the normal biological carbon cycle.
ACKNOWLEDGMENTS
This paper is a contribution from the Research Laboratory of
the B. F. Goodrich Company. Contributions of several of my coworkers
are acknowledged as follows: A. Veith on tire wear; P. Zakriski for
chromatographic analysis; H. Diem for infrared analysis; J. Gianelos
for X-ray tracer analysis; R. Smith for scanning electron microscopy;
and P. R. Petroff for miscellaneous, extensive, mechanical help.
303
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REFERENCES
1. S. K. Clark, (ed.) NBS Monograph 122, "Mechanics of Pneumatic
Tires," United States Government Printing office, Vol. C13,
No.44 (Nov. 1971), p. 122.
2. A. Schallamach, Rubber Chem. Techno!., Vol. 41 (1968), p. 209.
3. R. N. Thompson, Vehicle Tire Rubber as an Pollutant. University
of Oklahoma, thesis, University Microfilms, Inc., Ann Arbor,
Michigan, 1966.
4. J. P. Subramini, Participate Air Pollution jfrom Automobile Tire
Tread Hear, University of Cincinnati, Thesis, 1971.
5. J. A. Cardina, Rubber Chem. Techno!., Vol. 46 (1973), p.232; Ibid..
Vol. 47 (1974), p. 1005.
6. W. M. Pierson, (in preparation).
7. R. E. Lee, Jr., Science, Vol. 178 (1972), p. 567.
8. J. R. King, Probability Charts for Decision Making, Industrial
Press, N.Y., 1971, Ch. 9 and 10.
9. J. R. Shelton, Rubber Chem. Techno!.. Vol. 45 (1972), p. 359.
10. 1973 World Almanac, p. 447.
11. J. I. Cuneen, Rubber Chem. Techno!., Vol. 41 (1968), p. 182.
12. E. M. Bevilaqua, J. Polymer Sci.. Vol. C24 (1968), p. 285.
13. R. A. Krueger, J. Appl. Polymer Sci., (in press).
14. R. A. Connoly and coworkers, Bell System Tech. J.. Vol. 51 (1973)
p. 1.
15., W. M. Heap and S. H. Worrell, J. Appl. Chem., Vol. 18 (1968),
p. 189.
16. J. G. Horsfall, Principles of Fungicidal Action, Chronica
Botanica Co., Waltham, Mass., 1956, Ch. 12.
17. F. Rodriguez, Chem. Tech.. Vol. 2 (1971), p. 409.
18. J. N. Turner, The Microbiology of Fabricated Materials, Little,
Brown & Co., Boston, 1967.
304
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19. W. D. Stewart, R. A. Crawford, and H. A. Miller, India Rub. World.
794 (March 1953).
20. R. Y. Stanier, M. Donddorff, and E. A. Adelverg, The Microbial
World, Prentice-Hall, 3rd ed., 1970, Ch. 21, 1. 682.
21. W. J. Nickerson, ACS Meeting, N.Y., August 27, 1972, Paper No.
Micro 002, August 27, 1972.
22. J. R. Porter, Bacterial Chemistry and Physicology, Wiley & Sons,
1946, Ch. 8, p. 796. '
23. M. Alexander-Cornell University, "Nonbiodegradable and Other
Recalcitrant Molecules," A rough draft for Bacteriological
Reviews, 1973.
305
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DISCUSSION
Following papers presented by Dr. Pierson and Mr. Dannis
DR. PIERSQN: I guess the main comment I want to make concerns Mark Dannis1
allusion to the size, when he said that there is nothing smaller than
3 microns by mass. The work that we did, as I mentioned already,
shows that in a severe situation most of the particles are indeed '
larger. In a mild-wear situation we had 60 percent of airborne
rubber by mass less than 1.1 micron, and I point out that the mild-
wear situation I am talking about is very similar to the mild-wear
sftuation Mark was talking about. He mentioned a 45- to 65-mile-an-
hour cruise. I did want to state the disagreement on this point,
though I am not saying what the answer is. Other than that, it looks
as if we prepared the same ground and are in pretty good agreement.
I was glad to see that somebody was looking into the question. Once
you have asked the question, "Where does the rubber go?" - the answer
is, "Most rubber ends up in the soil." Then the next question is
"What happens to that?" And I wouldn't get into that question at
all. He did, and I think that at the present time it is the impor-
tant thing to do.
[See supplementary comments by Dr. Pierson following the present discussion.]
DR. PIERSON: I had a couple of questions, Mark. Does anybody know yet what
happens to the bacteriological degradation products themselves?
Second, have you actually measured what was worn off the tires?
Maybe you can conjure up a way to get a collection efficiency; that
would be a nice way to tie the whole thing down. I wonder if you
tried to do that?
MR. DANNIS: I'll try to answer the second question first. Yes, I did make
the collection efficiency. We got a couple of friends and I drove the
car 55 miles an hour for 700 miles to get the wear loss on each wheel.
It is necessary to drive that distance because under loaded conditions
and steady cruise the wear loss is only 30 grams per thousand miles.
This is the direct weight measured on the whole tire—30 mg—3 grams
per 1,000 miles is 30 mg a mile. Our average collection of rubber is
between 4 and 5 milligrams per mile in pickup exposure.
306
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Efficiency then is on the order of 7 to 10 percent and the
aperture that I used, based on some type of pickup area where most
of the rubber'can be found, is at that same order of magnitude. I
first only believed it was well above 90 percent of the total wear
of the tire coming off as particulates. The rumber may be as high
as 99 percent, but I am going to be conservative and say well above
90 percent.
Regarding the first question, "What happens to the material in
the soil?" - I have been very impressed as a newcomer in soil micro-
biology. If you can get right on the action in the laboratory, you
can prove it in the soil. I believe the rul^er is first partly
-degraded to a humus or to a humic acid that has very beneficial effects,
There are some publications that appear in agronomy journals
and show that the use of ground rubber improves the tilth in culti-
vation of dense clays, if it permits passage of water, and improves
the texture of sandy soil that was so porous that the water passed
right through.) Coleman Ward, down at Mississippi Experimental Station,
has grown golf greens on a mixture of sand and powdered rubber.
DR^PIERSON: We don't know whether we can take the rubber to completion,
do we? Are there lines that we can use in respect to that use?
MR. DANNIS: The mere fact that we have a tilth improvement and do find a
humus or humic action polymer-cementicious material, means that the
action does not go to C0?- I guess it is a residual hydrocarbon.
But how long this lasts, I don't know.
CHAIRMAN McCQRMICK: I would like to pose a question to either of these two
panel members, perhaps a two-part question: Have either of you looked
for volatiles rather than particulates, and if you have, have you made
any attempt to identify the quantity? I raise this question because
it has been suggested, as long as 15 or 20 years ago, that trace
quantities of such volatiles as benzopyrene—which is a known human
carcinogen—resulted from tire wear. Certainly it is also known that
benzopyrene is present in our urban atmosphere, though whether it
comes out of the exhaust pipe or from other sources has never been
tied down completely. But at least it has been suggested that tire
wear might be perhaps one source. Have you looked for it?
307
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DR. PIERSON: You are not talking about a large part of the material
balance. While we have shown nearly all the material comes off in
particulates, we still haven't answered your question yet. Y*ou
answer it.
MR. DANNIS: No, I haven't looked for a polymer, i nave had hydrocarbons
coming from the gas phase.
CHAIRMAN McCORMICK: I did; I had help again from Kriskey. We literally
cooked some rubber on a hot plate and were trying to examine the
vapors; we couldn't find anything. We came to, the conclusion that
the nose is more sensitive than our results. We just got a charac-
teristic odor of burning rubber; that was easily identified.
DR. CARL A. NAU (Texas Tech University, Lubbock, Texas): I take it that
all of us here are interested in the health aspects of the rubber
particulates, and on this basis I would like to make a few comments
based on studies I was involved in over a period of 8 years. We
started in 1964. We collected material in the Holland-Lincoln
tunnel and in indoor parking areas. We were never able to collect
any particulates in ambient air. (I appreciate very much the papers
this morning.) We wanted enough material so that we could expose
primarily the rhesus monkeys to rubber particulate in the air that
they were breathing. You know by this time that I feel that environ-
mental factors can adversely affect human health. How do we get
'enough of the particulates?
We went to the Bureau of Standards where they have, or did have,
abrasion testing machines that they could run. We got one with
various angles and one with various pressures on the road and they
rated the tires, but we then discovered that they had dusted the
road with talc. Now we had tire dust with talc, which we didn't
want. So we wasted a lot of money to get this.
Then we went to the tire recap places and got the abrasions.
We were able to get the help of the Cabot Research people in Boston.
We shipped them this abrasive material and they froze it with liquid
nitrogen and micronized it. We got a significant amount of material,
•less than 5 microns in diameter, which we used for inhalation studies,
308
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Then we used guinea pigs and rhesus monkeys for 8 years, the
monkeys over 8 years, the guinea pigs for their lifetimes. We found
that we had a lot of trouble with guinea pigs because they huddled
together and put their noses in each others fur; this served as a
good filter. That shows you how we have methods of protecting
ourselves, just as the animals do.
We also found from our monkeys that the cleansing potential of
the monkey pulmonary system was fantastic. We couldn't get rubber dust
into the monkey lungs, but we thought we ought to get in. It either
went in and out or the cleansing mechanism was quite good. We did this
over an 8-year period of time, 7 hours a day, 5 days a week, and we
used high concentrations (I'm afraid to mention numbers, but I think
in terms of 0.6 of a milligram per cubic foot). We never published
this; it was in '64. I made some trips to Akron and to New York to
elicit some interest in our proposed study. It was ineffectual and 1
could not arouse any interest in it. So we went on our own, because
some of the people who were talking about air pollution--! won't men-
tion any names—inferred that rubber dust was not a potential pollu-
tion problem.
So we studied these monkeys and we got all the things that I
told you about yesterday—electrocardiograph, X-ray films and we
did pulmonary function studies, etc.--and we came to the conclusion
that particulates of rubber in the air as an ambient air pollutant is
not really that important a problem.
We had monkeys of both sexes being exposed to rubber dust.
Some became pregnant, and we let them continue their pregnancies
to full term and delivery. Then we exposed the newborn to the same
rubber dust, and we studied the infants as they grew older.
CHAIRMAN McCORMICK: Thank you, Dr. Nau, for your enlightening remarks. I
think a question is coming in from the audience.
MR. BOBBY D. LaGRONE (U.S. Rubber Reclaiming Co., Inc., Vicksburg, Missis-
sippi): I have a question for Dr. Nau, regarding the negative informa-
tion. We agree or confess that we (U.S. Rubber Reclaim) supported
the work that was done down at Mississippi State University. We
309
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were hoping to be able to modify the soil by use of the physical amend-
ment that would be imparted by the rubber. For instance, you did not
have to aereate the golf range each year. In regard to field crops,
you did not have a problem with crusting. That worked very well, but
we use 30-mesh, not 100-mesh material. We fotrnd-tha^-^he^ubber crumb <
had-a phytotoxic effect on most plants; it w*s»*t so severe for turf
grass, but was severe on soy beans, wheat, and this sort of thing.
DR. NAU: Cucumbers?
MR. LaGRONE: It was very bad in cucumbers, that's for sure. We finally
concluded that it was the zinc oxide that was causing most of the
problems. I am more or less inclined to agree with Dr. Pierson's
statement that rubber ground from the tire is of a very fine nature,
because the material that we used was there after 2 or 3 years,
actually about 4 years now.
CHAIRMAN McCORMICK: Alright, now there was a question down here.
MR. JOSEPH LAMAN (Firestone Tire and Rubber Company, Akron, Ohio): Since
the subject of biodegradation was brought up in relation to this
disposal of tires, Firestone embarked on a meaningful program to
employ biodegradation to recycle valuable chemicals back to produc-
tion cycle. The result of this work was the recovery of carbon
black, which is a gut raw material of the rubber producing industry.
I have with me today our Dr. Kay and Dr. Crane, who directed this
work; I was wondering if they would care to comment on the results
of your work?
DR. ED L. KAY (Firestone.Tire and Rubber Company, Akron, Ohio): I would
like to substantiate the fact that accelerator tridents and zinc oxide
were toxic to the microbes feeding on the rubber itself. We weren't
able to carry it to completion, although we did do some test work. I
think that sums it up.
[Following are supplementary comments provided by Dr. William Pierson in
his letter of March 20, 1975, to Franklin Ayer, conference coordinator,
Research Triangle Institute, Research Triangle Park, North Carolina.]
310
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As for supplementary comments, I wish to submit the following.
It has to do with the two rubber-tire-wear air-pollution papers on
Thursday morning by Mark Dannis and me. Both of us were careful to
indicate the disagreement between us on the size distribution of
airborne tire-wear-debris particles. At high-speed cruise conditions,
I found,that some 60 wt percent of the airborne tire debris was in
the particle-size range
-------
13 March 1975
Session III:
RECLAMATION AND DISPOSAL
J. R. Laman *
Session Chairman
Corporate Manager, Environmental Engineering
313
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ENVIRONMENTAL ASPECTS OF RECLAIMING AND RECYCLING RUBBER
Bobby D. LaGrone and Edward A. Gallert*
Abstract
The value of recycling waste rubber back into the process was recog-
nized very early and for all practical purposes3 the rubber reclaiming
industry started shortly after 18443 the year that Charles Goodyear ob-
tained his patent on vulcanization of rubber with sulfur.
By today 's standards the early reclaiming processes were quite
crude and although millions of scrap tires have been removed from the
landscape, the effect of the reclaiming industry (either positive or
negative) on the environment was not given any appreciable consideration
until the past few years.
Practically all of the reclaimed rubber used in the past (and. at
present for that matter) has been used as the result of processing and
economic considerations. The move toward improving our environment has
to this date actually had a negative effect on the reclaiming indus-
try. Several reclaim plants have actually closed their operation rather.
than commit the necessary capital to bring them up to a standard where
they would meet EPS air and water quality guidelines. This has resulted
in a lesser amount of scrap rubber being reclaimed at a point in time
when its disposal is becoming more critical.
Those companies who remain in the reclaimed rubber business obviously
feel that they can operate their plants within EPA regulations and at the
same time contribute substantially toward winning the ecology battle by
using waste tires as their basic raw material.
Those of us in the reclaiming industry have always looked upon waste
rubber as a badly neglected potential national resource and have endeav-
ored to develop methods to recover and reclaim the rubber so that the
unique properties of the rubber can be fully utilized. Simply "getting
rid of scrap rubber" has never been and is not presently a motivating fac-
tor in the use of reclaimed rubber.
*Bobby D. LaGrone, Vice President - Technical; Edward A. Gallert,
Vice President - Planning
3T5
-------
We are very much aware of the fact that -at best only about 10 percent
of the scrap rubber generated each year can be reused back -Into conven-
tional rubber compounds. Unfortunately the more stringent requirements of
tire compounding today (especially radial tire compounding) has resulted"
in a substantial reduction in the normal demand for reclaimed rubber.
This has led us to research other areas where the unique properties of
waste rubber can be used to advantage.
Areas that we have researched that show potential for utilizing
substantial quantities of waste rubber and appear to be economically
feasible on a cost performance basis are: recreational surfaces, rubber-
ized asphalt joint sealers, rubberized asphalt for chip sealing highways
and for use as the binder for hot-mix asphalt concrete and plant mix fric-
tion seals, in bridge seal and roofing membranes, and as a strain reliev-
ing interlayer for prevention of reflection cracking asphalt concrete
overlays.
All of these systems have been tested in the field and any one of
several of these methods would accomodate all of the approximately
10,000,000,000 pounds of waste rubber generated each year.
Introduction
The value of recycling waste rubber back into the process was recog-
nized very early and for all practical purposes, the rubber reclaiming
industry started shortly after 1844, the year that Charles Goodyear ob-
tained his "patent on vulcanization of rubber with sulfur (ref. 1).
The early reclaiming processes were quite crude with regard to envi-
ronmental control aspects and most plants would probably have been refused
i
an operating permit under today's regulations.
What Is Reclaimed Rubber?
Reclaimed rubber is described by Ball in the manual of Reclaimed
Rubber as "the product resulting from the treatment of ground vulcanized
scrap rubber tires, tubes, and miscellaneous waste rubber articles by the
application of heat and chemical agents whereby a substantial devulcani-
zation or regeneration of the rubber compound to its original plastic
state is effected, thus permitting the product to be processed, compounded,
and revulcanized" (ref. 2).
316
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The Reclaiming Process
In most of the early reclaiming processes, chemicals used in fiber
removal were the prime source of pollutants. The fiber was removed or
"digested" by the use of acid or sodium hydroxide in relatively high con-
centrations (up to 7 percent). After World War II, the use of SBR rubber
became widespread, and reclaim produced by the old "alkali" process be-
came very hard during the digesting cycle. A neutral digester process
was then developed using either clear water or metal chloride (zinc or
calcium) for the removal of fiber.
In both the "Neutral" and "Alkali" Digester processes, the cracked
vulcanized rubber was added to the digester along with devulcanizing
agents and processing oils. The so-called "active agents included xylyl
mercaptan, dixylyl disulfides, dodecyl mercaptan, and ditoyl disulfides.
Only small amounts of these materials were used (generally less than
1 percent). The processing oils used were tall oil derivatives, pine tar,
coal tar, petroleum and coal tar naphtha, etc.
After the rubber had been cooked in the digester for several hours,
the digester was blown down and the softened rubber was washed, dried, and
mixed with rubber compounds (carbon black, clay, Mr, etc.). The rubber,
filler, and oils were masticated, passed through a refiner, strained,
and then refiner sheeted.
The Digester process was widely used and modifications of this proc-
ess are still in use today. Disadvantages of the old Digester process
were that it required the removal of excess defiberizing agents and the
salts formed as reaction products with the fibers. This is a difficult
task and regulations imposed in our move toward improving the environment
have prompted several companies to simply close down their operation
rather than commit the necessary capital to bring them up to a standard
where they could meet EPA air and water quality guidelines.
Those who have remained in the reclaiming business, have gone to a
mechanical fiber separating system. This has helped to eliminate part of
the problem; however, the problem of handling the oils and other chemi-
cals that are not absorbed into the reclaimed rubber, and the zinc that
is extracted from the waste rubber in processing, must still be dealt
wi th.
317
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Since another member of this panel is more familiar with the Diges-
ter processes being used today and the environmental problems that are
being encountered with it, we will briefly review the mechanical (or
Reelaimator) process used by our company and then address our attention
to the positive effects of the reclaiming industry on the environment.
The Reclaimator Process
A line flow diagram of the Reclaimator process is shown in figure 1.
Tires are brought in from the field by scrap rubber dealers who are gen-
erally paid for removing them from service stations and tire dealers.
They are thrown onto a belt (figure 2) and passed by a metal detector that
rejects wire cord tires (figure 3). Wire cord tires could possibly be
used for certain applications; however, since a considerable amount of
reclaimed rubber is still used back into tires and since removing the
fine wire is a very expensive process, they are not presently being used
by reclaimers. Nevertheless, practical processes are on the drawing board
for the reclaiming of these tires.
An old tire is a very tough piece of scrap and for a large scale
operation, massive equipment is required to reduce it to small pieces. In
our process, tires are passed through a two-roll cracker (figure 4) and
recycled until the pieces pass a 3/4-inch screen. The high amount of
recycle results in a very uniform blend. The bead wire is picked from
the system by hand (figure 5) and a magnetic separator system removes
smaller pieces of wire and other tramp metal. This material is presently
disposed of in a land fill and several alternatives for using it are
being studied.
The blended "cracked stock" is conveyed to a fiber separator system
where it is passed through a series of hammer mills, slow speed beaters,
and air elutriation equipment to separate the fiber from the "ground
rubber." The fiber is baled (figure 6) and can be used for a variety of
products although its value is still primarily that of a stuffing material,
The "separated stock" (figure 7) is then passed to a fine grinding
system (figure 8) where the vulcanized rubber is screened and ground to
the desired mesh size. It is still in the vulcanized state at this point
and some "ground rubber crumb" (after being passed over an "air flotation
318
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stoner" to remove nonmagnetic and/or nonmetallic contamination) is suit-
ably packaged and sold for a variety of uses. The ground rubber has
found wide acceptance as a resilient filler in applications such as ath-
letic surfaces for track and tennis and it is this form of recycled rubber
aggregate that we use in our Strain Relieving Inter!ayer for reducing
reflection cracking in asphalt paved roads. This application for waste
rubber will be discussed in greater detail presently.
The next step of the reclaiming process requires heat, pressure, and
chemical modification to soften the rubber.and break enough of the cross-
linked chains (figure 9) to again make it mi 11 able and vulcanizable.
The ground rubber crumb (normally 30 mesh is used to produce reclaim) is
mixed with reclaiming chemicals and fed to the Reclaimator which is a
heavy-duty screw device that subjects the rubber/oil mixture to a very
high temperature and pressure (figure 10). Note that no water or steam
is added to the rubber in the process. However,-some of the lighter frac-
tions of the reclaiming oils are driven off in the Reclaimator and this
along with the steam evolved when water is added to cool the hot stock
coming from the Reclaimator results in a steam mist containing approxi-
mately 2 percent of the hydrocarbon gasses. We have, in years past, sim-
ply vented this mist to the atmosphere; however, due to its pungent odor,
we now condense the material and scrub the final emission to obtain a
clear stack. An oil/water separating system is used to clean up the water
that is condensed and collected from the scrubbers. The only real prob-
lem we have had in treating this water has been in reducing BOD and
organic nitrogen levels.
Reclaimed rubber coming from the Reclaimator process is essentially
equivalent to that coming from a Digester and the same types of chemicals
are used. It is softened to the point where it can be milled, is vulcani-
zable, and is relatively soluble in asphalt. It can be either sheeted,
baled, or dusted with a parting agent to produce a powdered product for
use in asphalts (figure 11).
Positive Effects of Reclaiming
Those of us in the rubber reclaiming industry have always looked
upon waste rubber as a badly neglected potential national resource and
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have endeavored to develop, methods to recover and reclaim the rubber so
that its unique properties can be fully utilized. Simply "getting rid of
scrap rubber" has never been and is not presently a motivating factor in
the use of reclaimed rubber.
Advantages of Reclaimed Rubber in Rubber Compounding
Practically all of the reclaimed rubber used in the past (and at pres-
ent for that matter) has been used as the result of processing and eco-
nomic considerations.
We can list the advantages in the use of reclaimed rubber in conven-
tional rubber compounding as follows:
a. Assists the breakdown of raw polymers;
b. Assists to uniformly disperse pigments;
c. Incorporates fillers and softens faster with less power use;
d. Extrudes and calenders faster with better adherence to shape and
gauge because it has less nerve than virgin polymers;
e. Has less tendency to deform during shelf aging and open stream
curing;
f. Has a tendency to stabilize curing systems because reclaimed
rubber is not sensitive to overcures;
g. Results in overall cooler processing;
h. Results in fewer mold defects such as blisters, trapped air
pockets, and back-rinding;
i. Imparts good building tack;
j. Price has been very stable throughout the years and on parity
basis compared to SBR is a better buy today than ever before.
Due to some or all of the reasons stated above, reclaim rubber has
been used by the rubber industry almost since its inception. Some arti-
cles are made of all reclaimed rubber; however, most compounds utilize
reclaimed rubber in a blend with virgin polymer.
The reclaiming industry has by virtue of its normal operation con-
sumed from 5 to 10 percent of the waste rubber generated through the years
and has, without a doubt, had a very beneficial effect on the overall
environment by removing millions of tires from the landscape. The prob-
lem of disposing of waste tires would have been an even greater problem
long before now had it not been for the reclaiming industry.
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Recent developments such as the introduction of the radial tire,
which uses little if any reclaim rubber, and the closing of several
reclaim pi ants# due to economic and environmental pressures, has substan-
tially reduced the quantity of reclaim consumed in this country at a time
when the ecological problems associated with waste rubber are mounting.
There were 182,600,000 passenger tires and 35,590,000 truck tires "~~
Shipped in 1974 (ref. 3). This is down slightly from the 201,590,000
and 36,878,000 figures for 1973; however, it is believed to be a tempo-
rary trend, and the outlook is for increased tire production in the future.
This is in itself a formidable pile of scrap, but when you consider that
it constitutes only approximately 64 percent of the total rubber compound
produced each year, it is easy to see the magnitude of the problem we are
facing in solving the waste rubber disposal problem. The reclaim indus-
try produced 330,000,000 pounds of rubber in 1974, yet probably consumed
no more than 4 percent of the waste rubber generated. This equates to
approximately 23,500,000 tires that were removed from the landscape dur-
ing 1974 as a result of reclaiming.
From the data presented above it is quite obvious that large scale
uses for waste rubber .must be found. After years of researching many
possibilities for using waste rubber, it is our view that the most prom-
ising area in which to utilize the unique properties of the rubber to
economic advantage is highway construction and maintenance. Let me state
here very emphatically that we are not simply suggesting that waste tires
be "buried in the highways" (although, this too, might be a more worth-
while procedure than burying them in the ground). We are suggesting
methods where they can be utilized to improve the performance and dura-
bility of our highways and result in an overall savings to society.
Other members of this panel will make their proposals for using
scrap tires. We would like to apprise you of several of ours.
Proposals for Utilizing Waste Rubber in Highways
1. Rubberizing Asphalt Binders with Reclaimed Rubber
Powdered reclaimed rubber can be dissolved in compatible asphalt
cements by cooking at elevated temperatures to produce rubberized
asphalts with improved flexibility, temperature susceptibility,
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resilience, adhesion, and resistance to flow and brittleness.
Twenty percent by weight of powdered reclaimed rubber (Flo-Mix) is
added to the asphalt cement and cooked at 400-425°F for 30 minutes' to
produce the rubberized binder which can be used for several highway appli-
cations. Table 1 shows typical effects of the powdered reclaimed rubber
(Flo-Mix) addition to several grades of asphalts.
2. Joint and Crack Sealing
The rubberized binder can be prepared easily (on site)-for this pur-
pose using a conventional "tar kettle" (figures 12,,13, and 14). This
gives the maintenance engineer a functional sealer at minimum cost and
the extended life of the sealer more than pays for the additional cost
of the rubber. This product and procedure has been commercialized and
adopted in several States.
The following quote (ref. 5) by two prominent highway maintenance
engineers tells how this material has proven its value on a cost perform-
ance basis. Quoting from the May 1973 issue of Thruway Intercom, Messrs.
Cleary and Clark state that:
"Use of the additive (reclaimed rubber) almost completely eliminated
the lack of flexibility in winter and excessive flow in summer. It also
increased the bond to the edges of the joint, and extended substantially
the life of the sealant in the joints.
"The effectiveness of the sealer was further dramatized by the fact
that'instead of seal-ing joints each year, the program is now on a two-to-
three-year cycle."
3. Rubberized Asphalt Binder for Chip Sealing
The improved properties imparted to the binder by the addition of
Flo-Mix reclaimed rubber also makes it an excellent chip seal binder. The
rubberized binder can be used to improve performance and durability of
single seal jobs'as well as double bituminous,treatments. The rubberized
binder can be prepared and sprayed using a conventional asphalt distrib-
utor.
A small pilot unit has been used to place tests of this concept in
nine States during the past two seasons with no installation problems
whatever.
Up to 1500 gallons of the rubberized binder can be prepared in each
322
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batch, which is generally sufficient material for a substantial field test.
The asphalt binder is transferred from the state storage tank or tanker
and heated to 400°F (figure 15). The reclaimed rubber powder is added at
the rate of 2 pounds/gallon of AC as shown in figure 16. We would anti-
cipate that a more efficient method for preparing the rubberized binder
could be developed for larger scale installations.. However, for test
purposes we simply pour the powdered rubber through a lump breaker while
circulating the asphalt within the tank. The turbulence caused by the
circulating pump will keep the rubber in suspension until it is suffi-
ciently dissolved into the asphalt for spraying (figure 17). When the
material is sprayed at the cook temperature as we have done to speed up
the process, a considerable amount of smoke is produced. However, it is
no worse than regular AC if sprayed at comparable temperatures. We are
studying the possibilities of emulsifying-this material, which would make
its application more convenient and eliminate the smoke.
These tests are being followed closely and a notable Improvement in
reduction of cracking was observed on a number of the tests after the
first winter of service.
4. Flo-Mix Rubberized Asphalt as^ the Binder for Hot-Mix Asphalt Cojicrete
Flo-Mix rubberized asphalt can be used as the binder in regular hot-
mix formulations to improve both hot and cold weather properties of pave-
ments. Improved adhesion, flexibility, and temperature susceptibility of
the binder results in a pavement with increased cold tensile strength and
ability to yield under loading without fracture. Dr. Oaks of Mississippi
State University (ref. 5) as well as other independent researchers (refs.
6,7) have substantiated these claims in their laboratory evaluations
of rubberized AC. The energy absorbing, resilient properties imparted by
the rubber also resist postcompaction problems such as bleeding, rutting,
and shoving in hot weather (table 2).
The Flo-Mix rubberized asphalt is added at the hot-mix plant in the
same manner as regular asphalt cement. For field tests the rubberized
binder prepared in a distributor can be pumped directly to the hot mix
plant as shown in figure 18. No change in the mixing operation is neces-
sary. Standard tests should be made to determine optimum level for this
type binder. Recent inspection of a test using this technique was made
323
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and there were no cracks in the section containing rubberized AC vs 30
for a control section after 1-1/2 years of service.
5. Flo-Mix Rubberized Asphalt as Binder for Plant Mix Friction Seals
The improved properties of the Flo-Mix binders make them especially
well suited for use in open graded mixes such as the plant mix friction
seals that are gaining in popularity as skid resistant overlays. The use
of Flo-Mix binders in these mixes improves flexibility and resistance to
brittleness at low temperatures while the increased viscosity of the
binder reduces drainage during placement and hot weather service. Higher
than normal mix temperatures are also possible with the Flo-Mix binder,
which result in better stone coating and reduce possibility of stripping
without reducing the binder film thickness.
The improvements in elasticity and cold tensile strength are illus-
trated in figure 19, which is a graphical representation of the stress-
strain properties of a typical plant mix seal during the split cylinder
tensile test.
Improved cohesion and resistance to drainage are shown in figure 20.
Any of these methods would use substantial quantities of waste rub-
ber. At the suggested binder content, approximately one tire would be
consumed/ton of hot mix prepared. To give some idea of the magnitude of
this potential use for waste rubber, there were 5.6 MM tons of hot mix
produced in the small State of Mississippi in 1974. This would have con-
sumed 6,000,000 waste tires in this one application alone.
General Applications Flo-Mix Rubberized Asphalt
Flo-Mix rubberized asphalt can be utilized for other highway con-
struction and maintenance jobs such as patching and waterproofing of
bridge decks where improved flexibility and temperature susceptibility
of the asphalt cement are desired. This concept is currently being
field tested, but no definite evaluation has been made to date. An
application procedure of this system is illustrated in figure 21.
SRI-Strain Relieving Interlayer for Arresting Reflection
Cracks in Asphalt Concrete Overlays
In addition to utilizing "reclaimed rubber" to improve highways, we
have also developed one large potential use for ground vulcanized rubber.
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This is as a Strain Relieving Inter!ayer to prevent reflection cracking
of asphalt concrete overlays.
The "SRI" is an elastic asphaltic composition composed of approxi-
mately equal parts by volume of a vulcanized rubber aggregate, mineral
aggregate, and an asphalt binder. When applied in a thin layered mem-
brane over surfaces prone to cracking, it forms a waterproof, strain-
absorbing interface that will prevent base cracks from reflecting though
to the. surface to an asphalt concrete overlay.
The rubber and mineral aggregates are preblended, (figure 22) mixed
with asphalt emulsion, and applied as a slurry using conventional slurry
sealing equipment (figure 23). Curing characteristics are similar to
regular slurry mixes, and temporary traffic can be allowed on the SRI in
the interim period between its application and application of an asphalt
concrete overlay (figure 24). The SRI is not formulated to be a wearing
surface and the rubber aggregate will be pulled out of the layer if it is
not overlayed within a relatively short time. The wearing surface should
be four to six times the thickness of the SRI layer to prevent excessive
strain from developing in the surface course.
It has been found that a 1/4- to 3/8-inch Strain Relieving Interface
will effectively accommodate base movement of as much as 0.25 inch with-
out having cracks reflect through the surface course (figure 25). This
method is especially desirable when excessive thickness of pavement is
not practical or cannot be used due to loss of curbs, etc.
This concept has been approved by the Federal Highway Administration
for testing under the NEEP program and tests are now under evaluation in
several States. Figure 26 shows the effectiveness of the SRI to arrest
cracking after a 3-year test period. A recent report by the Vermont High-
way Department (ref. 8) indicated that a reduction in reflection cracks
from 43 percent to 7 percent was achieved by use of this type system.
Roughly 3,000 scrap tires would be consumed for each lane mile of high-
way constructed using this technique.
Economics
Obviously, the use of reclaimed rubber will increase the cost of the
project when compared to simple aggregate-asphalt mixtures. This can be
325
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justified if only a slight extension in service life is obtained.
The following estimates are based on average'construction costs in
Mississippi. ,The amounts for the Strain Relieving Interlayer are derived
from a test project, and the cost of using the rubber is somewhat higher
than if it were used in general practice.
Percent increase
in project cost Pavement lifetimes to
Type of construction due to rubber justify use of rubber
Rubberized binder in 5.5 1.06
asphalt concrete
^resurfacing)
Rubberized binder in 28.2 1.28
chip seals
Strain Relieving 14.8 1.15
Interlayer
These data, of course, do not include the value of the removal of
the waste tires from the environment nor a reduction of inconveniences
caused by having to repair the surface more frequently.
Summary
In summary we have proposed several methods for improving highway
performance and durability where rubber derived from waste tires can be
recycled back into the highway system.
It has been demonstrated that no special equipment is necessary to
utilize reclaimed rubber as suggested in these proposals. We can foresee
no unsolvable engineering or'supply problems in producing these materials
on a larger scale.
As with most any other additive, use of rubber in asphalts and
ashpalt concrete pavements will invariably increase the initial cost of
the job. However, when cost performance data are taken into considera-
tion, economics o'f the proposed systems appear very favorable.
We suggest that serious consideration be given to utilizing this
"wasted solid" rubber to improve our streets and highways where it-is
generated, and by so doing, create a new National resource, conserve pre-
sent resources, and finally eliminate an ever-increasing costly ecological
problem.
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REFERENCES
1. E. F. Sverdrup and B. R. Wendrow, "Rubber Reclaiming," Encyclopedia
of Polymer Science and Technology, Volume 12, 1970.
2. J. M. Ball, Manual of Reclaimed Rubber, The Rubber Reclaimers Associ-
ation, Inc., 1956.
3. "Review 1974 - Preview 1975," Rubber Age, January 1975.
4. T. M. Cleary and W. C. Clark III, "How Your Old Tires Windup in the
Thruway," The Thruway Intercom, April, May 1973.
5. D. T. Oaks and W. D. McCain, Jr., "Improvement in the Durability
of Asphalt Pavements," Engineering and Industrial Research Station -
Petroleum Engineering, Mississippi State University, March 1973.
6. Jack E. Stephens and S. A. Mokrzewski, "The Effects of Reclaimed
Rubber on Bituminous Paving Mixtures," Civil Engineering Department.
7. Donald E. Carey, "A Laboratory Evaluation of Rubber-Asphalt Paving
Mixtures," Research Report No. 79, Research Report No. 72-1 OB (B),
Louisiana HPEI (11), Louisiana Department of Highways.
8. J. T. Gray, E. H. Stickney, and A. W. Lane, "Reducing Reflection
Cracking in Bituminous Overlays Utilizing a Strain Relieving Inter-
layer of Rubberized Slurry," Initial Report 74-3, May 1974, Vermont
Department of Highways.
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Table 1. Effects of powdered reclaim rubber in Colorado asphalts
Type asphalt
Treatment
Softening pt.
Penetration:
39.2°F
77°F
Pen. ratio
Flow @140°F, cm/hr
Cold bond @0°F
Plant mix seal:
Elastic yield @0
Tensile @0°F
Sinclair
Control
108
26
121
21.5
33
F-l
Brittle
°F 0.073
51
Sinclair
Rubber
111
52
154
33.8
18
5 OK
0.087
93
Frontier
Control
106
46
155
29.7
29
F-l
Brittle
0.055
54
Fronti er
Rubber
118
54
138
39.1
11
5 OK
0.086
95
Conoco
Control
108
40
136
29.4
33
F-l
Brittle
0.054
45
Conoco
Rubber
116
52
134
38.8
11
5 OK
0.088
80
Table 2. Effects of reclaim rubberized
asphalt in asphalt concrete pavements
Type binder
Treatment
Binder level
GTM test @140°F:
GTM stability index
GTM strength index
Density (YA* @ 200
cycles) #/cu. ft.
Cold tensile @0°F
150-200
Control
7.0
1.03
1.70
133.5
497
7.5
2.57
1.03
135.0
599
Pen.
40-60 Pen.
Rubberized
7.0
1.00
1.43
129.6
549
7.5
1.03
1.28
130.8
606
Control
7.0
1.60
1.41
134.7
491
Rubberized
7.0
0.71
1.43
130.7
59 3+ f
YA = Density based on aggregate only to correct for binder
differences.
At capacity of loading device.
328
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Figure 6. Baling of fiber.
334
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336
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POLTMEE CHAIN NETWORK
UWCUREn RtlHBKR
BHIIX'.F TYPE CROSSLINK
(SITLFIIR Oh RIVALKNT Kl.W.NTS)
TOLCANTZ.ro RUBBER
C-C CROSSLINK
RECLAIK RlfBBER
CHEMICAL & MECHANICAL CHAIN CISSION
Figure 9. Chemical mechanism of vulcanization
and devulcanization.
337
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FIELD PREPARATION OF RECLAIM RUBBERIZED JOINT SEALERS
Figure 12. Asphalt kettle.
Figure 13. Addition of rubber
to hot asphalt.
Figure 14. Pouring of rubberized joint sealer.
340
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Figure 15. Transfer of
asphalt to distributor.
Figure 16. Addition of
rubber to asphalt.
Figure 17. Spraying rub-
berized asphalt.
341
-------
Figure 18. Connections required for using
reclaim rubberized asphalt in hot
mix asphalt concrete.
342
-------
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(#0017 = "wo) peon
343
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CONTROL | RUBBER
MIX TEMP, 25CP I MIX TEMP. 250°
RUBBER
MIX TEMP. 32Cf
CONTROL
MIX TEMP. 32Cf
a. Cohesive properties of reclaim rubberized
asphalt in plant mix seals at room temperature.
CONTROL
MIX TEMP. 2BT
RUBBER
MIX TEMP
CONTftOX
MIX-TEMP. 32
-------
a. Membrane placement.
b. Completed membrane.
c. Overlaying membrane.
Figure 21. Reclaim rubberized asphalt in a bridge deck waterproofing membran
345
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STRAIN-RELIEVING INTERLAYER PLACEMENT
Figure 22.
rubber.
Preblending of
Figure 23. Placement of
SRI slurry.
Figure 24. Overlaying of SRI slurry.
346
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MATDftlM DEFORMATION PERMITTED BT STRAIN RELIEV1KG INTERUTCR WITHOUT
CRACKING OF OVERLAY
1.00
PAVEMENT THICKNESS
0.025
0.025
2.500
2.500
O.or
1/16
2/16
3/16
4/16
5/16
6/16
7/16
INTERFACE THICKNESS, t., in.
Figure 25. Analog deformation vs. interface thickness.
347
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a. Control.
b. SRI
Figure 26. Strain-relieving interlayer test section after 3 years.
348
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ENVIRONMENTAL ASPECTS OF RUBBER RECLAIMING
AND RECYCLING (MANUFACTURING)
Robert C. Reinhardt*
Abstract
The reclaiming and recycling of rubber can appreciably help to con-
serve our natural resources and help eliminate scrap-tire disposal prob-
lems. • This can be accomplished without any detrimental effect to our
environment. This was not always the case.
Recently the pollution problems resulting from the reclaiming of
rubber have been substantially reduced. This has been accomplished at
considerable cost to the reclaiming companies remaining in business. A
large number of reclaim plants have closed their operations rather than
make expenditures required to meet today 's stringent EPA air and water
quality standards.
The reclaim plants still in operation have not only installed pollu-
tion control equipment, but have also developed new processes and new
equipment that have materially reduced air and water pollution problems.
The basic operations employed in the reclaiming of rubber, such as crack-
ing (size reduction); defibering: devulcanizing (or depolymerizing); and
refining needed to be individually monitored and tested. Operations in
which today's pollution standards could not be economically met were shut
down, and new or modified processes and equipment were developed and in-
stalled to produce the necessary functions.
Current processes will be continually modified to keep abreast of
new air and water pollution requirements.
The following is a brief description of the various processing opera-
tions in a typical rubber reclaiming plant. Details of modern reclaiming
methods, processing equipment, and pollution control equipment will be
described and compared to previous ones.
The primary size-reduction systems now being used in the rubber
*Manager, Project Engineering
349
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reclaiming operation have not changed appreciably in the last few years.
U.S. and foreign manufacturers have introduced various new types of size
reduction equipment -that reduce the whole tire including the bead wire
into pieces anywhere from 8- to 10-inch strips down to 3/4-inch particles.
Some of this equipment employs a rotating cutter to obtain a rip, tear,
or shear action, while others have rotating knife-type slitter actions.
The capital cost for this equipment is much less than a standard corru-
gated two-roll cracker installation. This equipment cannot be success-
fully or economically used for reclaiming operations in which all the
fiber, bead wire, metal, etc., must be removed.
RUBBER RECLAIMING (SIZE REDUCTION)
BEADWIRE AND METAL REMOVAL
Modern reclaiming plants (fig. 1), in order to keep material handling
costs at a minimum, use either a belt or hook conveyor to feed the pri-
mary cracker or size-reduction equipment. Metal detection equipment auto-
matically rejects steel-belted or studded tires before they reach the
cracker. The bead wire that has been stripped from the tire carcass is .
manually removed after the first pass through the cracker. Gyratory-type
classifier screens return the oversized particles to the cracker for fur-
ther size reductions. The undersized material, after passing over magnetic
separation equipment, can be directly conveyed to the secondary cracking
operation or stored in a surge silo. Aspirators are employed at the secon-
dary cracker and at the classifier screens to collect airborn tire fibers
and dust particles as they are being produced. High-pressure pneumatic
conveyors, in conjunction with high-efficiency cyclones or bag-type bin-
vent collectors, are used to transfer the ground stock. The recycling
belt conveyors are equipped with efficient magnetic removal equipment to
collect any bead wire or ferrous metal before it is carried any further
into the process. The combined rubber and fiber is ground to approximately
1/4- to 3/8-inch in size in the secondary cracking operation.
FIBER SEPARATION (COMBINATION OF AIR AND GRAVITY)
The feed rate of the ground stock (fig. 2) from the secondary cracking
350
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S/Af I&AT CotLfC rOK.
Of? HIGH £fricienCY Crct.o*/tr
J{
STOCK
P/VFUMATtC
Figure 1. Flow diagram of rubber reclaiming
(size reduction) beadwire and
metal removal.
351
-------
Figure 2. Flow diagram of fiber separation
(combination of air and gravity).
352
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operation 1s controlled at a constant rate to facilitate the balancing of
the specific gravity fiber-separating equipment. A primary classifying
screen divides the product into four different product streams. The large
fluffy fiber particles are removed at the top screen, conveyed directly
to a centralized fiber collection system, and funneled into a high-density
compactor. The second and third cuts from the classifying screen are
screw-conveyed to fluidized-bed specific gravity tables. The "fines,"
passing through the classifying screens, along with the fiber-free rubber
from the specific gravity tables, are vacuum conveyed to a pulse-air type
bag collector, which utilizes a positive pressure air blower to develop
the required vacuum. The fiber removed by the specific gravity tables is
vacuum conveyed to the centralized fiber compactor system.
FINE-GRIND AND FIBER ASPIRATING EQUIPMENT
The fine-grind operation (fig. 3) reduces the 1/4- to 3/8-inch mostly
fiber-free material to a size of approximately 20-30 mesh. Fine corrugated
high-friction mills are employed in this operation. Classifying screens
developed for removing husks from peanuts were modified and are employed to
aspirate any additional fiber released during the fine-grind process. This
fiber is also pneumatically conveyed to the centralized compactor system.
The resultant fiber-free rubber is conveyed and stored in large silos to
enable economic utilization of high-capital-cost, batch-type devulcaniza-
tion equipment. The older low-efficiency, low-pressure conveying systems
had to be replaced with positive-pressure pneumatic conveyors. Noise
snubbers and high-efficiency collectors are now used in conjunction with
this equipment.
The outmoded wet-digestor process for devulcanization (or depolymer-
izing) of cured rubber has been discontinued by most rubber reclaimers.
Major problems in the areas of water and air pollution could not be eco-
nomically controlled. The old wet-digestor process employed vertical
jacketed autoclaves with a series of paddles mounted on a low-speed vertical
shaft. Fairly large amounts of metal chlorides or sodium hydroxide and
water were added to the scrap rubber to obtain uniform devulcanization and
hydrolyzation of the fiber. This devulcanization process took anywhere
353
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\/FMrCOLLECTOR.
S/i-O
Figure 3. Flow diagram of fine grind and fiber-aspirating equipment.
354
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from 8 to 12 hours to complete. A considerable volume of water was then
required to remove the hydrolyzed fiber and chemicals adhering to the
rubber. Additional water pollution problems were generated during the
dewatering operation. The large air volumes required by the direct-con-
tact type air-circulating dryers would have made particulates and odor
emissions very costly to control.
DYNAMIC DEVULCANIZATION PROC€SS
The dynamic devulcanizer (fig. 4) was developed to obtain a more
uniform product and also to eliminate the disadvantages of major air and
water pollution problems associated with the wet-digestor process. The
devulcanizer vessel was designed to be operated at steam pressures up to
500 pounds per square inch, and also to facilitate rapid loading and un-
loading of the stock. This has resulted in much higher production rates
than those obtained with a comparably sized wet digester. Spiral-ribbon
type agitators keep the product moving throughout the devulcanizer cycle,
thereby resulting in extremely uniform depolymerization of the stock.
Thus the major disadvantages of the dry pan or heater process, layering
and nonuniform devulcanization of the cured rubber, are eliminated.
The blowdown of the dynamic devulcanizer is controlled at a constant
rate to permit the use of a high-energy type Venturi scrubber. The ef-
fluent gasses from the dynamic devulcanizer enter the Vena Contracta,
which is a restriction that accelerates the gas stream to a very high
velocity. A scrubbing liquid is injected into the Vena Contracta by means
of a spray nozzle and is atomized into fine droplets. Aerosol collection
and gas absorption take place on the liquid droplets, which act as col-
lection bodies, by inertia! impaction and diffusion. The four major bene-
fits obtained with the Venturi scrubber are as follows:
1. It collects fine particulate matter present in the gas stream;
2. It cools the hot dynamic devulcanizer discharge gasses and
absorbs the water-soluble gasses;
3. It condenses oil and condensable malodorous gasses;
4. The eductor type Venturi pulls a vacuum on the devulcanizer ves-
sel and thereby reduces the blowdown time to a minimum,
A barometric absorption scrubber is installed downstream of the
355
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Xec Y-CL e WtrH TH£
Figure 4. Flow diagram of dynamic devulcanization process.
356
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Venturi scrubber to remove any additional minor pollutants. Low-energy
types of absorption scrubbers, such as packed towers, plate towers, and
flooded bed scrubbers, etc., would quickly plug up due to fine particulates
entrained in the blowdown gasses. Direct flame combustion and catalytic
oxidation control equipment require tremendous amounts of energy for
operation and therefore would not be suitable for this application.
MILL ROOM
In the millroom operation (fig. 5), a heavy-duty screw type blender
is used to mix and disperse pigments and other ingredients added at this
stage. Conventional screw conveyors and vertical rotolifts feed the
stock to extended barrel mixer strainers. The stock is warmed up and
plasticated in this operation. The stock is then fed to preliminary high
friction breaker mills. The rolls on these mills are smooth and are
geared to turn at different speeds. Crowning of one of the rolls results
in a uniform pressure on the stock between the two rolls. The stock is
then fed to a finishing strainer, where metal and other foreign particles
are removed. To further improve the product quality, an additional pass
through a finishing refiner is required. The rolls on the finishing
refiner are set to obtain a rubber sheet thickness of from .004 inch to
.006 inch. The thin sheet of rubber is scraped off the roll with a sta-
tionary knife that extends across the full length of the roll.
Each mill requires from 30 to 40 gallons of water per minute to re-
move the large amounts of frictional heat generated by the milling action
of the rubber. Additional cooling water is required in the straining and
mixing operations. The cooling water is pumped to wet cooling towers by
means of recirculating pumps for reuse. The blowdown water from the
cooling tower along with process and sanitary waste water is kept separate
from the cooling water, thus reducing sewer effluent to the extent that it
<•
can be economically controlled and treated.
In the past the finished sheet from the refiners was collected on a
windup drum. When the thickness of the stock reaches approximately 3/4
inch, the windup drum was stopped and the rubber slab was manually cut
off with a small hand-held knife and placed on a dusting table. The thin
357
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Sroe/r
Figure 5. Flow diagram of mill room.
358
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sheet from the refiner had to be manually restarted on the windup drum.
The rubber slab was then heavily dusted with talc and stacked for removal
to the warehouse. The high dust concentrations in the vicinity of the
operator were reduced somewhat with high-volume exhaust fans. High par-
ti cul ate amounts were thus emitted into the atmosphere.
A special heavy-duty combination chopper blower was developed to take
the thin rubber sheet directly from the front roll of the finishing refiner.
This sheet is carried by vacuum into the vortex of the blower, finely
chopped, and then pneumatically conveyed to high-efficiency cyclones. The
finely chopped product is automatically weighed before being loaded into
an automatic high-density baler. The rubber is then compressed into
75-pound bales. The bales are stacked on skids and stored in the finished
goods warehouse. This system eliminates the high amount of dust particles
and the extensive amount of manual labor that is required in the previous
operation.
I have covered the five basic operations in the reclaiming of rubber:
primary size reduction, fiber separation, fine grinding, dynamic devulcan-
ization, and milling and refining. I believe that the reclaiming and re-
cycling of scrap tires will surely help to conserve our natural resources
without any adverse effects on our environment.
REFERENCES
1. J. M. Ball (ed.), Manual of Reclaimed Rubber, Reinhold Publishing Co.,
New York, 1956.
2. J. M. Ball, Reclaimed Rubber, Maurice Morton (ed.), Van Nostrand Rein-
hold, New York, 1959.
3. J. M. Ball, Reclaimed Rubber. Rubber Reclaimers Association, Inc.,
New York, 1947.
4. J. A. Beckman, G. Crane, E. L. Kay, and J. R. Laman, "Scrap Tire Dis-
posal," Rubber Chemistry and Technology, July 1974, pp. 597-624.
5. John E. Brothers, "Reclaimed Rubber," Rubber Technology, Maurice Mor-
ton (ed.), 2nd ed., Van Nostrand Reinhold, New York, 1973, pp. 496-514.
6. Frank L. Cross, Jr., "Assessing Environmental Impact," Pollution Engi-
neering, June 1973, p. 34.
359
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7. Robert Goldman, "Pollution—We've Come a Long Way," Chemical Engi-
neering, November 26, 1973, pp. 90-92.
8. D. P. Maffert, M. NT. McEwen, and R. H. Gilbreath, Jr., "Stack Testing
and Monitoring," Pollution Engineering, June 1973, pp. 25-33.
9. Maurice Morton (ed.), Introduction to Rubber Technology, Reinhold Pub-
lishing Co:, New York, 1959. '
10. Aaron J. Teller, "Air Pollution Control," Chemical Engineering, May
8, 1972, pp. 93-98.
360
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SHREDDED TIRES AS AN AUXILIARY FUEL
Robert H. Taggart, Jr.*
Abstract
A developmental study of the feasibility of burning a mixture of 10
percent shredded rubber and 90 percent ooal by weight in an industrial-
size stoker-fired boiler has been completed at General Motors Fisher Body
Plant in Pontiac, Michigan, The equipment adapted for handling and mixing
the shredded rubber with the coal has performed satisfactorily. There were
no operational or deterioration problems with the boilers. Stack emission
testing has shown compliance with both the Michigan State particulate and
SO,, codes. Finally, at current prices, the rubber-coal fuel mixture repre-
&
sents a yearly savings of approximately 6 percent of the powerhouse fuel
costs, not including capitalization costs on the rubber handling equipment.
In addition, the intangible savings and benefits to the community on the
critical disposal and energy problem being addressed by this system are
difficult, if not impossible, to estimate.
The problem of environmentally acceptable disposal of scrap tires is
very complex with many options available for its solution. The low bulk
density and noncompactibility of whole scrap tires plus their tendency to
"float" to the surface of landfills discourage conventional landfilling as
the disposal method. Their low biodegradability makes discarded tires a
blight on the landscape for generations. Recycling, in the form of recapped
tires, has decreased due to the availability of inexpensive new tires that
can compete with recaps and due to more stringent safety standards on the
tire carcass, which limit the number of used tires that meet the require-
ments for recapping. In addition, rubber reclamation has decreased due to
decreased demand for secondary rubber products--e.g., carpeting is now used
in autos rather than rubber mats. These factors all tend to increase the
number of tires that must be disposed.
Many methods of scrap tire disposal and/or resource recovery are being
*Project Engineer
361
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investigated to handle the approximately 250 million tires that are dis-
posed of in the United States each year. Some of these methods are arti-
ficial reefs, filler for asphalt, concrete, etc., automotive crash barriers,
energy recovery systems, and materials recovery systems.
General Motors' direct involvement in the concept of burning tires
for fuel value and energy recovery began in 1970 when GM Manufacturing
Development and Fisher Body-Pontiac carried out a 3-day experimental study
in which they burned 30 tons of shredded tires in a 10-percent mix with
90-percent coal. This test was carried out at the Fisher Body-Pontiac
Plant by mixing the shredded rubber directly with the coal through the
coal car unloading grates. Air pollution emission testing indicated an
increase in particulate emissions when the rubber and coal mixture was
burned, but the emission levels were still within code. There were serious
problems, however, with bridging of the rubber as it was fed through the
coal car unloading grates. The low cost of coal, at that time, and the
relatively high cost of shredding tires, plus the material handling prob-
lems associated with the shredded rubber, caused the project to be discon-
tinued.
Due to the increasing problem of scrap tire disposal, the renewed
interest in resource recovery and materials conservation and the increasing
price of coal, members of the Environmental Activities Staff and Fisher
Body-Pontiac reevaluated the project in 1973. The economics were favorable
and the feasibility of solving the materials handling problem looked prom-
ising.
The powerhouse at Fisher Body-Pontiac has continuous-ash-discharge,
traveling-grate, spreader-stoker-fired boilers. This type of equipment
is particularly suitable for firing shredded rubber. The spreader stoker
can handle a wide range of fuels, has a quick response to changing steam
load demands, and introduces the fuels so that the fires can be burned in
suspension and the larger material is burned on the grates. The contin-
uous-ash-discharge traveling grates give high heat release per unit area,
handle fuels with widely varying ash contents, allow maximum residence time
of the fuel on the grates, and give a good fuel distribution.
Other industrial-size boilers that should be able to burn shredded
362
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rubber and other selected waste materials successfully include the chain'
grate, traveling grate, vibratory grate, and underfeed stoker. Newly de-
signed pulverized coal-fired boilers with the capability of burning solid
waste above the tangentially-fired pulverized coal and having bottom grates
for complete burnout may also be able to burn shredded rubber.
A system was adapted to handle the shredded rubber, as shown in
figtire 1. • As the system was operated during the study, a front-end loader
dumped the rubber onto a small conveyor, which transported it to the air-
lock hopper rotary feeder. The rubber was then transported pneumatically
from the feeder to the glass-lined 14-foot diameter and 40-foot-high silo
for storage. A rotary chain unloader at the bottom of the silo was used
to deliver the rubber on top of the coal as it traveled up the main conveyor
to the coal bunkers. From here on, the mixed fuel was handled as in a con-
ventional coal handling system.
Improvements in the rubber handling system for routine operation are
now being considered. Instead of using a pneumatic system, Fisher Body is
investigating a live bottom bin into which the truck delivering the shredded
rubber could dump directly. The rubber would then be transported to the
silo using a bucket elevator. This system change would decrease manpower
requirements and the associated costs and also simplify system operations.
Other potential benefits would be elimination of any dust problems related
to pneumatic transport of fine materials and compaction problems in the
silo caused by a pressurized system.
Another improvement could be made by increasing the horsepower on the
chain unloader at the bottom of the silo, which would help in unloading the
rubber onto the coal conveyor.
Before discussing the results of the study, some comment on the char-
acteristics of rubber as a fuel should be mentioned. These are shown in
table 1.
The rubber burned at Fisher Body is purchased from a tire recapping
firm. This firm collects tires, recaps those suitable for recapping, and
shreds the balance for use as asphalt pavement topping, garden mulch and
fuel. The rubber must be shredded to be suitable for fuel, and the current
supplier uses the Farrel Cracker Mill. Cut rubber from another source,
363
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U>
C
•o
£=
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using a smaller commercially available machine, jammed the stokers due to
the heavy cross section from the shoulder of the tire.
Assuming the following:
Cost of coal: $40 per ton delivered
Cost of shredded rubber: $24 per ton delivered
Heating value of coal: 12,500 Btu per pound
Heating value of shredded rubber: 15,000 Btu per pound
Mixture ratio (by weight): 10 percent rubber to
90 percent coal
there is an approximate 6-percent savings in overall fuel costs by burning
the mixed fuel. This figure does not allow for depreciation of the capital
equipment that had to be installed to handle the rubber in this case. It
also does not reflect fluctuations in fuel costs.
A total of five particulate emissions tests were carried out on various
boilers burning the 10-percent to 90-percent coal mixture. The percent in-
crease in particulate emissions for each test burning the rubber and coal
Table 1. Characteristics of rubber
A. Btu Content
1. Pure rubber - approximately 18,000 Btu/lb.
2. Shredded rubber tires - approximately 15,000 Btu/lb.
B. Trace Element Concentrations
1. Sulfur - approximately 1 percent..
2. Zinc oxide - approximately 2 percent.
C. Materials Handling Characteristics
1. Shredded rubber has a tendency to bridge.
2. Stringers from reinforcing material can tie up rotating equipment.
3. Rubber chips had a tendency to compress and become caught in the
stokers.
4. The size and purity of the shredded rubber was critical to materials
handling throughout the system.
a. The nominal size required was 1" x V x 1/4".
b. The shredded rubber must be substantially free of metals--
bead, belting, etc.
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Table 2. Percent increase in participate emissions
for tests burning rubber and coal mixture
over simple coal-firing
Test name Percent particulate increase
MD #1 37
MD #2 65
Vendor #1 63
Vendor #2 75
Vendor #3 72
mixture over simple coal-firing is shown in table 2.
The average particulate increase over coal-firing is 62.4 percent. Of
this 62.4-percent increase, 15.0 percent is zinc oxide. The remaining 47.4-
percent increase in particulate emission is assumed to be composed of tire
belting material, other structural material in the tires, and grinding fines.
The increase in particulate emissions when shredded rubber was burned
caused a slight increase in plume opacity.
An area of specific concern, related to burning rubber from scrap
tires, is in the area of increased zinc oxide particulate emissions. The
vendor's test results indicate an increase in zinc oxide emissions from
0.09 pounds per hour when burning coal alone to 10.2 pounds per hour when
burning an approximate 10 percent rubber to 90 percent coal mixture. In
order to assess the impact of these increased emissions, a computerized
diffusion model study was done on the Fisher Body-Pontiac powerhouse.
The first phase of the computer modeling study was to determine the
maximum 8-hour ground-level concentration of zinc oxide under the worst
meteorological conditions and worst emissions case. A search of the Pontiac
Airport meteorological records for 1971 indicated the worst conditions to
be a winter day with a 13.5-knot wind (approximately 15 miles per hour) and
"D" stability. Since the wind direction and velocity did not change sig-
nificantly during the 8-hour period, the computer model, which gives 1-hour
predictions, could be applied to this particular 8-hour case. It was also
assumed that the powerhouse was operating at near peak capacity (using 1973
366
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peak load data) for the full 8-hour period. This assumption will overesti-
mate emissions.
Figure 2 shows the results of this "worst case" computer modeling
study. It indicates a maximum ground-level concentration for-8 hours of
42 ug/m at a distance of 1,000 to 1,100 meters. This level is far below
3
the 8-hour concentration of 5,000 yg/m established by the American Con-
ference .of Governmental Industrial Hygienists in 1974.
M -
40 -
Zinc Oxide
Concentration
£0. 20
m1
8 12 16 20 24 21 32 36 40 44 48 52 56 60 64 88 72
Distanced 80 meters)
Figure 2.
The second phase of the computer modeling study dealt with obtaining
maximum annual average ground level concentrations at specific locations.
The AQDM (Air Quality Display Model), using the Briggs 69 plume rise equa-
tion, was used to obtain seasonal maximum average concentrations at various
receptor locations.
The receptor locations having the highest annual average concentration
were numbers 99 and 84. Number 99 had an annual average zinc oxide concen-
3
tration of 0.3950 yg/m , and number 84 had an annual average zinc oxide con-
3 3
centration of 0.3756 ug/m . These are both well below the 50 yg/m annual
average contained in an EPA report entitled "Recommended Methods of Reduction,
367
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Neutralization, Recovery or Disposal of Hazardous Waste."* These comparisons
indicate that the system "at Fisher Body-Pontiac poses no health hazards from
increased zinc oxide emissions.
As indicated by the vendor's tests (table 3), sulfur dioxide emissions
actually decreased as a result of burning the mixed fuel. The rubber,
which has a low sulfur content (approximately 1 percent) and a high Btu per
pound, decreases the SCL generated per Btu of heat release.
The operations of the boilers have been monitored throughout the ap-
proximately 6 months that the coal-rubber mixture has been burned. The
powerhouse chief and boiler operators report that there are no adverse
effects to any powerhouse equipment when the coal-rubber mixture is burned.
Operation of the boiler itself was not affected. The only problems encoun-
tered were when the metal bead was not removed from the shredded rubber or
the rubber was not shredded to a small enough size. In both cases, the
feeders would jam and/or not operate properly.
Periodic examination of the boilers and tubes after firing the coal-
rubber mixture indicated no increased rate of boiler deterioration or any
other related materials problems-.
A final mention should be made concerning odor problems associated
with burning rubber tires. Due to the high temperatures and high excess
air** used in industrial stoker-fired boilers, there were no odor problems
Table 3. Sulfur dioxide emissions
(ppm)
Test name
Vendor Test #1
Vendor Test #2
Vendor Test #3
Coal
Bad Test
627
552
Coal and rubber
489
433
503
*TRW Systems Group, "Recommended Methods of Reduction, Neutralization,
Recovery or Disposal of Hazardous Waste," Vol. 1, EPA-670/2-73-053a, August
1973, p. 201.
**Excess air is that amount of combustion air in excess of that required
for perfect stoichiometric combustion of a fuel in a boiler. It is a common
expression among powerhouse and fuel people.
368
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encountered in burning the shredded scrap rubber.
Overall, there seems to be an environmental tradeoff inherent in this
system. Burning a mixture of coal and rubber in industrial stoker-fired
boilers will increase particulate emissions from the boilers; however,
unless very low-sulfur coal is being burned, the sulfur dioxide emissions
will decrease. From a solid waste management standpoint, this system is
.extremely beneficial because it is an economically feasible method of uti-
lizing a product that has been-a major disposal problem. The potential
energy savings from decreased coal use is also of major significance.
Assuming all tires scrapped in a yean were converted to energy, the Btu
content would be equivalent to approximately 3.75 x 10 tons of coal or
6.94 x lo8 gallons of oil.
There are several other aspects of this system which should be con-
sidered in the future. The rubber handling systems used in this study may
not be applicable to all powerhouses. In fact, smaller powerhouses that
use a front-end loader to feed the over-bunker conveyor may be able to mix
the coal and rubber from two separate piles immediately before loading the
coal conveyor and thus eliminate all of the capital equipment. It also may
be possible to mix the coal and rubber as it arrives by truck, using a
front-end loader and then simply handling the fuel mixture as pure coal has
been handled previously. In order to assure safety in this method, the
potential for spontaneous combustion in a mixed fuel pile should be
evaluated.
Another area which should be explored further is the burning of cut
rubber. Smaller and less energy-intensive machines are available for
cutting rubber into small chips. The big problem is that these chips
tend to jam and clog conventional stokers. Other mechanical or pneumatic
stokers may be able to handle them, however. Besides saving energy in
the rubber preparation step, the big advantage of burning rubber chips
should be decreased particulate emissions. The much lower percentage of
fines and the fact that the chips would burn on the bed rather than,in
suspensions should descrease particulate emissions.
An economic evaluation of the costs to upgrade the air pollution
control devices so that higher concentrations of shredded rubber could
369
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be burned at selected sites should be done. The possibility of economic
recovery of zinc from the particulates in the air pollution control device
should also be considered. Along with this study, an evaluation of the
effect of zinc on the operation of an electrostatic precipitator should
be made.
Continuing evaluation of equipment deterioration caused by burning
a mixed fuel of rubber and coal and all waste-burning systems should
be made.
Since material handling still seems to be the major problem with
the tire burning system and all waste burning systems, a continuing
evaluation of these systems should be made.
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THE TIRE-FIRED BOILER*
William L. Coxt
Abstract
Though scrap tires constitute less than 1 percent of the Nation's solid
waste, they present a unique disposal problem since, without subdivision,
they are unsuited for landfill operations.
One potential solution to this problem is the use of scrap tires as
fuel. This application recovers approximately 40 percent of the thermal
equivalents of all the fossil fuels consumed as raw materials and energy in
the construction of the original tire.
The tire-fired boiler, installed by the Goodyear Tire & Rubber Company
at its Jackson, Michigan, plant, employs the rotating hearth concept of
Lucas American Recyclers. . Such a unit requires a higher initial capital in-
vestment than do comparable oil- or coal-fired boilers, but affords apprecia-
bly lower total operating costs. In the case of fully depreciated units,
tire-fired boilers burning scrap tires costing $20.00/ton are predicted to
yield cost savings of from 34 to 56 percent when compared to those burning
conventional fuels.
The tire-fired boiler thus meets the needs of American society today;
it generates cheaper steam at no drain on fossil fuel sources while contrib-
uting a most viable solution to the disposition of a troublesome solid waste
component.
New tires are produced at a rate of 150-200 million units per year, in
a variety of sizes and constructions. Following their useful service life,
normally from 1 to 10 years, more than 90 percent become a part of the Nation's
solid waste. Though tires constitute slightly less than 1 percent of such
waste, those properties that contributed so greatly to their utility--
shape, strength," and nondegradability--become marked handicaps in their
disposal. Without further subdivision they are poorly suited for landfill
*Publication No. 537 from the Research Division of the Goodyear Tire &
Rubber Co., Akron, Ohio.
tManager of Scientific Liaison
371
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operations, and attempted disposition by burning in normal incineration re-
sults in the generation of heavy, acrid smoke so that such burning is gen-
erally prohibited.
These disposal problems and the difficulties they pose to communities
in solid waste handling have been of major concern to the tire industry.
Obviously, the best solutions to this ecological problem would be those in-
volving the least disposal cost—and preferably ones which generate useful
values from the disposal process. Conseguently we have witnessed over the
past several years industry-wide and individual corporate support for tire-
based artificial reefs, floating breakwaters, erosion mats, highway impact
barriers and such applications, which utilize the characteristics of scrap
tires for maximum benefit. These solutions, unfortunately, tend to be lim-
ited with respect to geographical locations and to the number of tires that
may be utilized in such applications.
The scrap tire, however, does have an additional property not mentioned
above. It is composed chiefly of vulcanized rubber, and this rubber has a
heat of combustion intermediate between those of coal and fuel oil. Under
properly controlled combustion conditions it is an excellent heat energy
source. Recognizing this, companies in various locations, both industrial
manufacturers and utilities, have successfully experimented with the mixing
of ground or cubed rubber with coal as a fuel for spreader-stoker boilers.
Incineration of scrap tires in this manner does suffer from the draw-
back of the energy, manoower, and equipment required to subdivide the scrap
tire into a useful form. Goodyear believes it has another more satisfactory
method of heat generation from whole tire combustion in the tire-fired boil-
er it elected to install at its Jackson, Michigan, tire plant.
This furnace, originally designed by Lucas American Recyclers, was
chosen after an investigation of tire-fired boiler equipment suppliers by
Goodyear's Corporate Engineering Department in 1971. The basic furnace de-
sign was developed by Lucas Furnace Development, Ltd., of England, with the
engineering design and construction being rendered by Lucas American Recyc-
lers and Fluor Utah. The design included a furnace with the design capabil-
ity of burning 36 tons of scrap tires per day and a boiler to generate
25,000 pounds of steam at 250 psi per hour. Stack gas cleaning equipment
372
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was incorporated as a contingency to reduce particulate and S02 emissions
(though tires contain less than 1 percent sulfur) to comply with possible
air pollution standards.
The furnace operates continually without supplementary fuel at a temp-
erature hiqh enough to melt all the noncombustible material such as bead
wire and fiber glass. It utilizes a rotary hearth that is sloped to a cen-
tral ash discharge port. This hearth is refractory-lined and water-cooled
around the center to protect its metallic body from the high temperatures
developed inside the furnace.
Tires are fed onto the hearth from a vestibule by means of a pusher
ram. Tires enter the vestibule through a door that closes as the furnace
door opens to receive the tires. The hearth can revolve at rates of from
1/4 to 8-1/2 revolutions per hour with its rate set manually so that the
tires are completely consumed in two revolutions (in normal burning, hearth
rates are in the range of 2.7 to 6.0 revolutions per hour).
Initial tests of the unit in 1973 showed poor furnace performance as a
result of hearth and air pattern problems. Correction of these problems
and modification of unsatisfactory auxiliary equipment was made and the
first tire burned in March 1974. Subsequentjtests revealed that the fur-
nace performed well at a burnina rate of 4,400 Ibs of tires/hr--40 percent
over design. At this rate, using only water, not caustic, in the desulfur-
izer system, sulfur dioxide emissions were only one-third those permitted
for solid fuel-fired boilers in Michigan.
At the design rate, particulate emissions were below the maximum allow-
able emission of 0.65 lb/1000 Ib dry gas for coal-fired boilers generating
less than 100,000 pounds of steam per hour.
During the initial furnace operations, analyses showed that the ash was
extremely low in zinc, while particulate matter was suprisingly high in this
element. We have concluded that at the extremely high temperatures generat-
ed and in the presence of the hydrocarbon components of the tire, zinc com-
pounds are reduced to metallic zinc, distilled from the burning tire, and
reoxidized by excess air to zinc oxide. By proper design of subsequent in-
stallations this zinc may be recovered and reprocessed to supplement virgin
zinc ores, much of which must currently be imported.
373
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The steam generated by the tire-fired boiler is a necessary part of
the Jackson operation. If this boiler had not been installed, a similar
one based on conventional fuels would have been required. Extensive test
operations reveal that the boiler is functioning well, supplying the neces-
sary steam with no appreciable .consumption of fossil-based fuels, and re-
ducing the number of discarded tires in solid waste by a million or more
yearly. It is, moreover, recovering from those tires 40 percent of the
thermal equivalent of all the crude oil, coal, and natural gas originally
consumed in furnishing the material and energy for their manufacture.
The installation of the tire-fired boiler by Goodyear was conceived
with the realization that the project would most probably involve excessive
amounts of capital compared to a unit burning conventional fuels and would
have an operating cost similar to conventional units. It was an attempt to
pioneer a tire disposal approach, on a larger scale than had ever been at-
tempted previously, as a contribution to solid waste problems. With the
rapid and continuing rise in the costs of alternative fuels, the tire-fired
boiler economics look better every day, as shown in table 1. Here opera-
ting costs of equivalently sized boilers fueled with scrap tires, oil, and
low sulfur coal are compared. Capital costs for each case include the cost
of the building to house the boiler. Other equipment included is listed
below:
Fuel Equipment
Tires As previously described
Oil 200,000 gallon oil storage tank
Coal Stoker, mechanical dust collector,
coal handling conveyor, ash
handling system, coal bunkers.
(Since a coal-fired boiler equipped with a sulfur removal system would
cost more than a tire-fired boiler in order to burn high-sulfur coal costing
~ $26.00 per ton, its economics are obviously inferior to those of the tire-
fired unit).
374
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375
-------
In these calculations the oil and fuel requirements are assigned on the
basis of (1) equivalent Btu content and (2) proven requirements for genera-
ting 30,000 Ib/hr of steam at 250 psi.
The efficiencies of the conventional fuels over that of tires in case 2
is attributed to the high excess air (80-100 percent) employed during the
performance tests of the tire-fired boiler. Decrease of this excessive
amount can be expected to raise combustion and boiler efficiency.
Nevertheless, in every case shown, the tire-fired boiler shows marked
savings over those fueled with oil and gas, even when the higher s'crap tire
cost is compared with the lowest oil and coal requirements. The advantage
of the tire-fired unit is even more striking for the case of the completely
depreciated units, where its steam costs range from slightly less than 30
to 66 percent of those units fired with oil or coal.
This, however, does not reflect the total advantage of a tire-fired
boiler. This equipment, since it is ecologically oriented, may be depreci-
ated over an 8-year period as contrasted with a 25-year depreciation time
for the conventionally fueled units. Table 2 compares costs, taking this
factor into consideration, f^r the first 8 years of operation of equipment
designed for the three fuels. Within this time, the tire-fired unit has
been completely depreciated while roughly half the investment in the other
units remain unrecovered. While such differences increase the relative
paper costs of the tire-fired boiler during its first years of operation, a
distinct cost advantage for it remains. Indeed, a year-by-year cost analy-
sis for the "worst" case--hi«qhest tire cost, lowest coal requirement--
shows that accumulative operating costs after 4 years are equal, while unde-
preciated capital is $150,000 greater for the coal-fired unit.
Another method of comparing relative values among the units is to cal-
culate the prices of alternate fuels, which would give total operating costs
equal to that of a reference fuel. In figure 1 are shown the acquisition
costs of tires, which would give operating costs identical to a coal-fired
boiler burning the minimum fuel requirement. This "value" of tires ranges
from $14.35 per ton in the first year of operation to $39.40 per ton in the
ninth year, while, after full depreciation of both units, this value dips
slightly to $34.70 per ton.
376
-------
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377
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35
30
20
10
After Full
Depred atlor
Annual Requirements Tires 16,800 Tons
Coal 13,100 Tons
246
fear of Operation
10
Figure 1. Value of scrap tires vs. coal @ $45.00/ton.
Alternatively, one may set the price for tires under various deprecia-
tion conditions, and calculate the prices necessary for oil and coal to e-
qualize the total operating costs. The results of such calculations are
shown in table 3. For fully depreciated plants, oil prices of $0.08-
$0.19/gallon and coal prices of $10.0'0-$27.00/ton are required, depending on
the comparison made. In all cases these are much lower than the $0.33/gal-
lon for oil or $45.00/ton of low-sulfur coal currently being encountered.
The tire-fired boiler thus meets the needs of the American society to-
day; it generates cheaper steam at no drain on fossil fuel sources while
contributing a most viable solution to the disposition of a troublesome sol-
id waste component.
378
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Table 3. "Break-even" fuel costs
Depreciation mode
I. 25-yr. straight line9
Equal Btu value
Minimum oil & coal
II. Maximum depreciation rate
Equal Btu value
Minimum oil & coal
III. Fully depreciated units
Equal Btu value
Minimum oil & coal
Tires,
$/ton
10.00
20.00
10.00
20.00
10.00
20.00
10.00
20.00
10.00
20.00
10.00
20.00
Fuel costs
Oil,
-------
MR. SMERGLIA: Yes, we have. They are roughly one-third of the emission
standard in Michigan. I haven't been too concerned about that for
obvious reasons. It is better than low-sulfur coal, and we are not
concerned with that. We have gone just beyond that parameter though.
The levels are satisfactory.
MR. MARK L. DANNIS (The B. F. Goodrich Company, Brecksville, Ohio):
What happens to the steel?
MR. SMERGLIA: The steel comes out with that ash and gets oxidized. There
is quite a bit of iron oxide. The bead actually oxidizes, and it
melts and comes off with the ash.
MR. DANNIS: Is it possible to reclaim it? Apparently you haven't done so.
MR. SMERGLIA: I think in the future it might be. With the price of scrap
metal, it is highly unlikely that currently it could be employed
because the economics just aren't there. Zinc, on the other hand, I
am almost sure will be reclaimble, because zinc is becoming very,
very short in supply. They were recycling more and more scrap zinc.
MR. JAMES McGARRY (New York State Department of Environmental Conservation,
Buffalo, N.Y.): Have you analyzed-any particular emissions of this,
and if so, how do they compare with a comparable oil- or coal-fired unit?
MR. SMERGLIA: Yes, I made a comparison on that basis, in Dr. Cox's paper
here. They are less than 0.65 pounds per thousand pounds of dry
gas, which is the standard in Michigan for particulate emissions
from a conventional coal-fired boiler with capacities beneath 100,000
pounds per hours. This si the only standard we have to go by in
Michigan. There is no applicable standard in Ohio regulations for
this type of unit, so we have to go by the conventional regulations.
OBSERVER: Mr. Taggart, I would like to know the size of the boiler you
use in the 10 percent mixture of rubber with coal.
MR. TAGGART: There are a total of eight boilers at Fisher Body, and of
the two that we did stack tests on, one is 160,000 pounds per hour
and the other 80,000 pounds per hour. So one is above 100,000 pounds.
OBSERVER: The cost of rubber is $24.46. Was that the cost of grinding,
or was that the delivered cost to you?
MR. TAGGART: That was the delivered cost to us.
OBSERVER: Was that '73 figures?
MR. TAGGART: That was '74 figures.
380
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SCRAP TIRES AND FISHERY RESOURCES
Richard B. Stone*
Abstract
Over 200 mill-ion tires are discarded each year. Less than 10 percent
of these are reused; the remainder continue, to pile -up around the country-
side creating waste-disposal problems. Research by the National Marine
Fisheries Service Artificial Reef Program at Beaufort, North Carolina, has
demonstrated that scrap tires are effective, low-cost, artificial reef mate-
rial. Reefs constructed wholly or partially of scrap tires can provide or
improve habitat for fishes and invertebrates in many areas and thereby in-
crease the angler catch per unit of effort. The use of large numbers of
scrap tires for artificial reefs could benefit fishery resources and could
also offer a partial or temporary solution to the tiye disposal problem.
Sport and commercial fishermen reap a large harvest from fishery re-
sources each year. In 1970, commercial fishermen in the United States
caught 4 billion pounds (ref. 1), and 9.4 million salt water sport fisher-
men caught over 1.5 billion pounds (ref. 2). At projected levels of in-
crease in population growth and leisure time, we can expect the number of
retreational fishermen to more than double by the year 2000. The future
demands on stocks of fishes will necessitate effective management of these
resources to maintain or improve angler success.
Scrap tire disposal is a national problem that can only be solved
through application of new and more efficient techniques. Scrap tires
should be recycled when possible, but that process accounts for less than
10 percent of those that are available. The remainder, more than 200 mil-
lion per year, continue to pile up around the countryside.
Research by the National Marine Fisheries Service has shown that
scrap tires are effective artificial reef material (ref. 3) and that arti-
ficial reefs, used properly, are potentially valuable in the management
of coastal fishery resources (ref. 4). Therefore, the use of large numbers
381
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of scrap tires to develop coastal fishing reefs would benefit fishery re-
sources, and could offer at least a partial or temporary solution to the
;
scrap-tire disposal problem.
Artificial reefs are manmade or natural objects intentionally placed
in selected areas of the marine or freshwater environment to provide or
improve rough bottom habitat. By increasing the amount of reef habitat,
they provide the potential for increasing the number of reef fishes in an
area and improving angler catch per unit of effort. Irrespective of the
types of materials used to build reefs, the main features that appear to
*
attract marine animals to these habitats are shelter, visual reference
points, and food. Artificial reefs also provide some fishes access to new
feeding grounds and open additional areas for territorial fishes.
An important feature of reef habitat is the shelter provided by holes,
ledges, and dark corners of the irregular substrate. Organisms (e.g.,
algae, corals, and sponges) that attach to the reef provide additional
shelter by increasing the complexity of the habitat. Most fishes become
prey animals at one time or another and therefore need places to conceal
themselves (ref. 5). By providing shelter and concealment, artificial
reefs can increase the survival rate of many fishes and allow more fish
to reach a larger size.
The reef profile may be used as a landmark or visual reference point
for fishes. These landmarks provide a spatial reference for fishes in an
otherwise rather featureless environment (ref. 6). Species that exhibit
a strong homing tendency, or those that inhabit a fixed territory, may
rely on landmarks to locate or define their territory. Visual reference
appears to be important to fishes that make daily movements to feeding
grounds; after feeding, many of these fishes return to specific sheltered
areas (refs. 7,8).
Some fishes -feed primarily on the motile or encrusting organisms
associated with reefs, and others forage on the surrounding bottom while
depending on the reef for shelter. Their food sources are organisms living
in or on the sediment, or in nearby grass beds.
Scrap tires have been used as artificial reef material for many years.
In recent years, the single-tire, three-tire, rod-8, and bale-unit (ref. 3)
382
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have been the tire unit designs most frequently used in reef construction.
The cost (table 1) of building tire units is extremely variable, but
the total cost per tire for two of the more commonly used units (single-
tire and bale) is similar to the amount that some tire dealers have to pay
to dispose of their tires. The least variable figure for judging tire unit
costs is that for materials needed to assemble the units. Groups building
artificial reefs may use volunteer labor but normally must pay for most
materials, except tires.
If the project is a community effort, much of the material may be
donated, and the reef can be built for minimal cost. The cost of trans-
porting materials to the reef may also be minimal, depending on the interest
of participants. The prices listed in table 1 reflect 1972 costs for mate-
rials and labor and would be reduced by any donations.
The U.S. Army Corps of Engineers has approved over 140 artificial reef
sites now located along the East Coast of the United States. More than one
million scrap tires have been used on reefs at 80 of these sites. -None of
the reefs have been constructed as large as originally planned. Actually,
only a small portion of the total surface area of the sites contains reef
material.
Most of these reefs are not large enough to maintain angler success
at a high level as fishing effort increases. To meet immediate demands,
many of these existing reef sites are being enlarged. If scrap tires are
used to complete the 140 reefs on the East Coast to an average height of 3
Table 1. Approximate costs for four
common tire unit designs (1972)
Tire unit
Single
Three
Rod-8
Bale (9 tires)
Material &
labor/unit
0.26
2.88
0.57-3.00
0.84
Transportation/
unit
0.08
1.12
0.60-1.68
1.26-2.25
Total cost/
unit
0.34
4.00
1.17-4.68
2.10-3.09
Total cost/
tire
0.34
0.50
0.39-1.49
0.21-0.31
^Figures based on no-cost delivery of donated tires to staging area,
383
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feet, a total of about one billion tires would be required. A need for
more reefs is anticipated to meet future fishing demands. If tires are
only a portion of the material used to build these reefs, several hundred
million more tires would be needed. Based on these projections, about one
and one-half billion tires could be used on artificial reefs in marine
waters off the East Coast of the United States.
Scrap tires are the most popular reef material used because they are
readily available at no cost from tire dealers and recappers, are inexpen-
sive to assemble into units, and are relatively easy to transport to reef
sites. Tires are durable and, once in place on the reef site, provide an
excellent surface for the attachment of encrusting organisms. They do not
leach toxic substances into the water (ref. 9) or decompose, as metal, and
they are not affected by boring organisms that cause structural breakdown
in wood although they are attacked by some bacteria. They have a high ratio
of surface area to volume, and the configuration of the tire provides pro-
tective niches for motile species.
Like any reef material, tires must be used properly to assure that a
reef will not conflict with other uses of the marine environment such as
navigation and commercial fishing. If the units are constructed correctly,
there should be no movement of materials once they are on the bottom. To
construct a reef, a Federal permit is required. In addition, State permits
are required in many States (ref. 10). By regulating where and how reefs
can be constructed, permits eliminate conflicting uses of the same area of
ocean bottom.
The future for habitat improvement with artificial reefs seems bright.
These reefs offer a potential for increasing coastal gamefish resources,
for improving catches in local commercial and sport fisheries, and for using
large numbers of scrap tires until new techniques for recycling become eco-
nomically feasible.
REFERENCES
1. U.S. National Marine Fisheries Service, "Fisheries Statistics of the
U.S., 1970," U.S. Natl. Mar. Fish. Serv.. Stat. Dig., Vol. 64 (1973),
489 p.
384
-------
2. D.G. Deuel, "Salt-water Angling Survey," U.S. Natl. Mar. Fish. Serv..
Current Fishery Statistics. 6200, 1973, 54 p.
3. R.B. Stone, C.C. Buchanan, and F.W. Steimle, Jr., "Scrap Tires as
Artificial Reefs," U.S. Environ. Prot. Agency, Summary Report, SW-119,
1974, 33 p.
4. R.B. Stone, "Artificial Reefs and Coastal Fishery Resources," Tenth
Space Congress Proceedings', Canaveral Council of Technical Societies,
Cocoa Beach, 1973, pp. 19-20.
5. H.B. Cott, "Adaptive Coloration in Animals," Oxford University Press,
NeW York, 1940, 508 p.
6. E.F. Klima and D.A. Wickham, "Attraction of Coastal Pelagic Fishes
with Artificial Structures," Trans. Arn^ Fish. Soc.. Vol. 100, No. 1
(1971), pp. 86-99.
7. W.A. Stark II and W.P. Davis, "Night Habits of Fishes of Alligator
Reef, Florida," Ichthyologica. Vol. 33 (1966), pp. 313-356.
8. E.S. Hobson, "Predatory Behavior of Some Shore Fishes in the Gulf of
California," U.S. Fish. Wild!. Serv., Res. Rep.. Vol. 73 (1968), 92 p.
9. R.B. Stone, L.C. Coston, D.E. Hoss, and F.A. Cross, "Experiments on
Some Possible Effects of Tire Reefs on Pinfish (Lagodon rhomboides)
and Black Sea Bass (Centropristis striata)," U.S. Nat 1."Mar. _Fjsh.
Serv.. Mar. Fish. Rev, (in press).
10. R.O. Parker, Jr., R.B. Stone, C.C. Buchanan, and F.W. Steimle, Jr.,
"How to Build Marine Artificial Reefs," U.j. Natl. Mar. Fish. Serv.,
Fish. Facts. No. 10 (1974), 47 p.
DISCUSSION
MR. BILL LANG (The General Tire and Rubber Company, Akron, Ohio): In the
papers this morning, there was • some concern about the health hazard
from tire dust laying along the roadside. In your paper it is quite
obvious that the Bureau of Fisheries has not encountered any health
hazard in the use of these scrap tires. Should an analogy be made
from the marine environment to the dry tire on this health situation?
MR. STONE: I don't think an analogy could be made because the tires in
the marine environment virtually do not break down, whereas the tire
dust problem is one that is caused by the breakdown from the use of
tires on the road.
385
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MR. LANG: But chemically the rubber is not broken down. It has been mech-
anically grated into small particles of one or two microns,..b,ut chemi-
cally and physically the rubber has not been decomposed in any manner.
MR. STONE: All right, I understand what you are saying. I am not qualified to
tell you whether or not tire dust is chemically inert. Concerning part-
iculate matter in the marine environment, we have conducted controlled
studies in the laboratory as well as in the field to determine whether
there are possible deleterious effects on marine life from tires. There
are none. In our laboratory studies with control and experimental
tanks, we found no difference between control fishes and experimental
fishes that were subjected to tires in a semiclosed system, where
there was water flowing through, but slowly. We conducted this study
for more than 3 months to see if there was any possibility that PCB's,
pesticides, or heavy metals would be leached from the tires, or if
these substances would wash off the immersed tires because they had
been picked up during use on the roads. As I said before, we found
no difference between the control and experimental animals. A group in
Maine chemically broke down tires to see what might be released into
the marine environment. The only compound they expressed some concern
about—and they really didn't feel that there was a concern, because of
the amount that would be released—was zinc, over a long period of time.
But the tires virtually don't break down in marine environment, or if
this occurs, it occurs so slowly that I don't think that zinc release
would be a problem. We took every precaution that we could before we
started talking about using scrap tires to make sure that there wouldn't
be something released into the environment. Now, as far as the analogy be-
tween tire dust and what we found in the marine environment, I'm not
sure; I haven't done any work with tires on land. You will have to ask
someone else about that.
MR. MARK L. DANNIS (The B. F. Goodrich Company, Brecksville, Ohio): Part
of the previous question involves knowing the amount of surface area
involved and the temperatures the tires would be exposed to. The
marine environment is relatively cool, especially compared'to the
hot highways, and the surface area of the tire is entirely sur-
rounded by water on the reefs. The oxygen concentration on the bottom
386
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of the ocean is considerably less than the oxygen concentration in the
open air. All these things tend to make the tire very stable in the
ocean. Salt water further decreases the solubility of the organic
ingredients over that of pure water extraction.
MR. J. R. LAMAN (The Firestone Tire and Rubber Company, Akron, Ohio): How
about taking a little pressure off, and start a question regarding
Lake Michigan or Lake Erie.
MR. STONE: I probably should have spoken more t>n the fresh water environment
since this is something that would be of interest to you people. In
January I visited the Michigan Department of Natural Resources and
attended a meeting of their fisheries division. They are planning to
start a reef program for Lake Michigan and some of the other lakes
around Michigan. As a matter of fact, they were interested in locating
a supply of tires, so I gave them the names of some of the people I
know in the tire industry. To give you some examples of what they
have done in fresh water, a friend of mine, Eric Prince, at Virginia
Polytechnic Institute is studying freshwater reefs, and has been using
tires and brush shelters in this work. He has found that catches of
fishes over artificial reefs are greatly improved for many species
including bass, which is the fish many anglers are most interested
in. You would be surprised how many freshwater reefs now exist. Many
of the States have done work on freshwater reefs, not necessarily
because of tire disposal, but because the catch over these reefs is
greater than it is over other areas in the lake. So to answer your
question, yes, there is a good chance that within the next few years
you will find a number of reefs and probably tire reefs in Lake Michi-
gan and you would be surprised how many freshwater reefs already
exist.
387
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14 March 1975
Session IV:
ACADEMIC PROGRAMS
Louis S. Beliczky
Session Chairman
389
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RATIONALE, SCOPE, AND SPONSORSHIP
OF ACADEMIC PROGRAMS
Louis S. Beliczky M.S., M.P.H.*
A 2-day conference on enviromental health factors related to
chemicals used in producing polymers, and the use of the polymers
and other chemicals in the manufacture of rubber and plastic products,
has preceded this session.
This morning's proceedings will relate to the United Rubber
Workers' (URW) negotiated joint occupational health program, which
was negotiated about 5 years ago. It is considered to be a historic
first in organized labor involving a union, a company, and a universi-
ty—a historic first in the labor-management contractual commitments in
the area of workers' environmental health.
The joint occupational health program was negotiated about 130
years after Charles Goodyear's discovery of the vulcanization process
in 1839. The first company in the United States to manufacture
rubber articles was the Roxbury India Rubber Company, established in
Roxbury, Massachusetts, in the year of 1832. By the year of 1849,
New England was the site of 36 companies that employed some 3,000
workers involved in the manufacture of waterproof cloth, rubber soles,
and boots.
Eight years after Dr. Benjamin Franklin Goodrich opened the first
rubber factory in Akron, Ohio, in 1871, there were about 140 companies
providing employment for about 12,000 workers. At the end of World War I,
about 160,000 workers were employed in about 500 work places. World
War II war effort production peak was at a level of 180,000 workers.
Curtailment of crude rubber availability during the early years of
World War II spearheaded the development of synthetics: butadiene,
neoprene, Thiokol, and others. U. S. Government synthetics programs
at that time established the so-called GR rubbers, which are still
*Director of Industrial Hygiene
391
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used at the present time: GRS, which is a butadiene styrene copolymer;
GRI is a isobutylene and butyl polymer rubber; GRM, the Du Pont
neoprene made from chlorobutadiene; and GRP is Thiokol.
Monomers are initiators of polymerization reactions. We must
all be aware of the current health hazards related to vinyl chloride--
the monomer used to make the polymer PVC Resin. If we look at the
chemical configuration of vinyl chloride and relate it to the chloro-
butadiene structure, we understand the significance of recent data
informing us that four Russian papers published during 1968 to 1972
have implicated chlorobutadiene as the causative factor in production
of lung and skin cancer among workers in parts of Russia, including
Armenia. Du Pont made these reports available to the Assistant
Secretary of Labor and the Director of the National Institute for
Occupational Safety and Health in December 1974. The monomer chloro-
butadiene is used in the polymerization of neoprene, which is used
extensively in footwear and industrial products facilities organized
by the URW. As with PVC Resin, the residual monomer in the polymer
must be considered to be a potenially hazardous carcinogen.
In the past, as with vinyl chloride, chlorobutadiene was con-
sidered to be toxic, and was assigned a TLV of 25ppm based on its
effect on the liver.
Our concern with monomers similar to vinyl chloride therefore be-
comes apparent. Carbon chain molecules which could be split to vinyl
chloride from either vinylidene chloride or chlorobutadiene and their
potential as human carcinogens must not be neglected.
Our concern, therefore, is a real one. The University Programs
that will be discussed later have applied their epidemiological,
mortality, and morbility data to assess the worker hazards involved
in the production and use of the polymers and copolymers currently
used by industries involved in the research-oriented negotiated Joint
Occupational Health Programs.
For about 135 years, workers have been exposed environmentally to
many chemicals that are used in the rubber industry. Rubber recipes
became more complex than just that for crude rubber and its relatively
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simple blends made many years ago. Complex chemicals and molecules
became accelerators, antioxidants, antiozonants, retardants, modifiers,
and extenders. Inorganic fillers and rubber lubricants, such as
asbestos, free silica, clay soapstone, mica, talc, and lead found
their way into the industry. Complex tackifiers, cements, solvents--
especial ly benzene—became routine in production operations.
The use of many rubber and plastic compounding chemicals has
increased during the years. Their formulations have become complex
and will become even more complex as time goes on. The simple
formulations used to produce buggy tires about 85 years ago have be-
come chemical complexities with the advent of pneumatic tires in the
early 1900's. As our technology improves the rubber and plastic
products, the number of chemicals used in the manufacturing processes
increases.
Worker health issues and the exposure of workers to certain
chemicals did not become matters of great concern until recent years.
Periodically a catastrophe would highlight the environmental danger
of workers' exposure to materials used in this industry: the
napthylamines and the production of cancer of the bladder, benzene
and the leukemias and lymphosarcomas, and nitrile's effect on the
central nervous system.
Large corporations, the Rubber Manufacturers Association, and
the unions were not fully cognizant of the complex variables over-
shadowing the health of the worker. The worker and his work environ-
ment in the plant were, and sometimes still are, generally ignored.
Why, for 85 years, are we still unaware of the composition of curing
room fumes? Why is good toxicological information regarding the many
chemicals used in the industry still lacking? Why do we have complex
and serious environmental health problems and the deaths which speakers
from Har/ard and the University of North Carolina will discuss?
Why was it necessary for a union to negotiate university research
programs? Why should it have taken 85 years for such studies to be
undertaken?
URW International President Peter Bommarito negotiated the current
joint occupational health program, which you will hear about soon. He
393
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did not know why rubber workers appeared to have more health problems
than other people in the manufacturing industry.
He felt that more had to be done to preserve the health of the
workers he represented. He felt that schools of public health, special-
izing in occupational health programs, could provide answers and hope-
fully solutions to the problems he sensed were eroding the health of
the workers.
Why so little was done in these areas is not really related to
economic issues. The answer to why is probably related to irresponsible
action of employers who were reluctant to assume their responsibility.
\
The responsibility belongs to three sectors: the union, the employer,
and the scientific communities. Only by such tripartite involvement
can we realistically provide the workers with that safe and healthful
work environment to which they are entitled.
In 1970, beginning in June and ending in September, Mr. Bommarito
led a militant crusade to negotiate what we call a long-range program for
the comprehensive study of the workers' health in our plants. The
first contract was consummated in July of 1971 by the signing of a con-
tract with the B.F. Goodrich Company, United Rubber Workers Union, and
the Harvard School of Public Health. The program in essence relates
to retrospective and prospective epidemic!ogical studies, some in-
volvement in toxicological evaluations, industrial medical evaluations,
and industrial hygiene studies related to the workers' exposure to
chemicals that are used at the worksite.
The initial thrust of the studies were epidemiological, relating
directly to the use of death certificate data, insurance company records,
social security records, and union records that relate to the cause of
death.
The death certificate data produces mortality rates which are in-
vestigated so that causes of death may be established.' This information
becomes necessary to establish surveillance and control programs
through environmental engineering and medical studies.
After the signing of the first tripartite agreement in July of
1971 with Harvard's School of Public Health, contracts were signed with
394
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the other large rubber companies with both the University of North
Carolina's and Harvard's Schools of Public Health.
Harvard is now actively involved with The Armstrong Rubber
Company, The Mansfield Tire Company, as well as B.F. Goodrich. Good-
year, Firestone, Uniroyal and General Tire are all under contract with
the University of North Carolina.
Both Universities have produced information which is being
currently applied to improve the health of workers not only in the
DRW, but other workers similarily employed not only in the United States
and Canada, but also around the world. Publications in scientific
journals in this country and Europe attest to the historic scientific and
practical significance of the URW-negotiated Joint Occupational Health
Program for workers everywhere.
The negotiated program involving primarily those companies with
whom we have Master Contracts directly covers about 90 of our local
unions and approximately 90,000 members.
With the companies setting aside 1/2 cent per hour per worker
employed, about $900,000 is expended annually through contractual
commitment. The commitments by all three parties involved are unique
as well as historic—and the commitment on the part of the university
is motivated beyond just research and has become one of dedication
and academic fulfillment, with resultant benefit to all parties
involved, especially the worker.
The negotiated programs not only have provided financial support
to the universities and sustained the teaching capabilities of the
schools, but have also produced a substantive faculty commitment
through interdisciplinary involvement of various departments of the
school.
Although this country has been involved in the manufacture of rubber
products since 1839, the real breakthrough involving worker health
problems has been within the last few years and will be discussed by
Dr. R. Harris of UNC and Prof. William Burgess of Harvard.
395
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UNIVERSITY OF NORTH CAROLINA OCCUPATIONAL HEALTH STUDIES PROGRAM*
Robert L. Harris, Jr., Ph.D.f
Abstract
Occupational health studies, which were begun in the rubber products:
manufacturing industry about 2-1/2 years ago by the Occupational Health
Studies Group in the School of Public Health, University of North
Carolina, are now beginning to yield results. Findings on mortality
experience and some characteristics of environmental exposures in the
rubber"industry are now being reported. Most noteworthy findings to date
relate to malignant neoplasms, particularly to cancers of the lymphatic
and homatopoietic systems, stomach, bladder, prostate, and respiratory
system. Particular attention will now be given to identifying environ-
mental agents or exposure conditions that may be related to findings of
adverse health effects.
Introduction
In its master contract negotiations of 1970, the United Rubber
Workers Union (URW) and six major rubber-products-manufacturing compa-
nies in the United States agreed to undertake joint occupational health
programs. Each URW-company agreement provides for establishment, at a
school of, public health, of an occupational health research group to
implement-the occupational health research program. Each agreement also
provides that the company shall make available to the occupational health
research group data and information necessary for its studies and, when
existing data are inadequate, that the research group may conduct studies
at company locations covered by the agreement.
Between October 1971 and July 1972, agreements were reached between
the URW, the Goodyear; Uniroyal, Firestone, and General companies, and
the School of Public Health, University of North Carolina, for occupa-
tional health studies to be undertaken among the four companies by the
*Adapted from a presentation at ICF Health and Safety Conference,
Geneva, Switzerland, October 29, 1974.
fDirector, Occupational Health Studies Group, School of Public
Health, University of North Carolina, Chapel Hill, North Carolina 27514.
396
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school's Occupational Health Studies Group. Some 60 manufacturing plants
with a total work force of about 65,000 persons are covered by the agree-
ments between URW and these four companies. Our research group, under
each agreement, reports its findings to an Occupational Health Committee
comprised of officials of the URW and the companies.
The long range objectives of our Occupational Health Studies Group
in the research under these agreements are:
1. The identification of work-related illness and their precursor
health conditions;
2. The identification of environmental hazards related to these
adverse health conditions and development of means for their
elimination or control;
3. The development of recommendations for surveillance of health
status and environmental conditions to-permit early detection
of health problems or hazards so corrective or preventive
actions may be taken.
Organization and Facilities
For projects within each company there is a research team comprised
of an epidemiologist, an industrial hygienist, a biostatistician, and
research assistants. Most of these scientists hold appointments in
either the Department of Epidemiology, Environmental Sciences and Engin-
eering, or Biostatistics in the School of Public Health.
A Policy Board, appointed by the Dean of the School, meets at regu-
lar intervals to consider problems and prospects of the Study Group and
advises the director and the dean on matters it considers pertinent
to the success of the research effort.
The Study Group has access to laboratory facilities equipped with a
variety of analytic instruments and a complement of industrial hygiene
field equipment. These are ordinary industrial hygiene laboratory instru-
ments used to measure concentrations and assess composition of gasses,
vapors, and fine particles. The group also has within its offices a com-
puter terminal which has access to two large high-speed digital computers
(IBM 370/165; IBM 360/75).
397
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Projects Underway
The emphasis in the initial epidemiclogic research has been in
mortality studies among populations of workers drawn from the agreement
plants. By using a variety of sources of information such as the records
of unions, companies, insurance carriers, and the Social Security system,
the fact of death of persons in selected cohorts of workers can be
learned. Death certificates can then be obtained in almost all cases, and
the underlying causes of death can be determined. The listed causes are
nosologised to the International Classifications of Diseases codes to
permit comparision with National and other cause-of-death statistics
that use this code system. In those cases wherein a population at risk
can be sufficiently well defined, cause-specific death rates can be deter-
mined; several projects of this type have been completed, and others are
underway. Proportional mortality analyses, however, can be done with
data on deaths only. In such studies the ratios of specific causes of
death to total deaths in a worker group can be compared with ratios for
the same causes to total deaths in the general population or other com-
parison groups. Several such analyses are underway, and on some of these
results are available.
Records covering the 9-year period 1964-1972 for one group of approx-
imately 7,000 male rubber workers have been examined for cause-specific
death rates, and the results have been reported (ref. 1). As shown in
table 1, the overall death rates were very near the expected values when
compared with United States equivalent population experience for both
age ranges examined (40 to 64 years and 40 to 84 years). Some causes,
however, appeared in greater than expected rates. In this, and in sub-
sequent tables of the same type, the "expected ratio" has the value "one.
Even using the conservative approach of comparison with overall
U.S. death rate statistics, which ignores the fact that worker groups are
selected groups and in the absence of work-related health hazards are
healthier than the general population, some causes of death appeared in
noteworthy excess. For the causes shown here, excesses were generally
greater among the younger, working-range, age group than for the total
age range considered, which includes retirees. Especially noteworty are
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Table 1. Standardized mortality ratios, selected causes of death
(One tire-manufacturing plant, 1967-1972)
Cause (I.C.D. Code)
All causes
Stomach cancer (151)
Large intestine cancer (153)
Prostate cancer (185)
Lymph os arcoma (200)
Leukemia (204-207)
Diabetes nielli tus (250)
Arteriosclerosis (440)
Liver cirrhosis (571)
40-84
0.
1.
1.
1.
2.
1.
1.
1.
1.
99
87
23
42
26
28
43
54
22
(Deaths)
(1783)
(39)
(39)
(49)
(14)
(16)
(43)
(34)
(35)
40-64
0.
2.
1.
i.
2.
3.
1.
2.
0.
93
19
21
47
51
15
57
23
78
(Deaths)
(489)
(12)
(10)
(6)
(6)
(11)
(13)
(4)
(14)
leukemia and stomach cancer. This is an initial analysis of the data;
we recognize that examining data for a total worker population may ob-
scure noteworthy experience for groups within the population. Analysis
of the data for this population by occupational class is underway. We
are able also to examine the data by dates and duration of each job held.
Age-standardized, proportional mortality ratios were determined for
each of six plant populations, which includes the plant for which the fore-
going death rate determinations were made (table 2). Even in the summary
data for the six plants, higher than expected ratios were revealed for
various cancers among the listing of deaths of workers from these plants.
Again, the ratios for cancers of the stomach, prostate, and lympha-
tic and hematopoietic systems (the group which includes lymphosarcoma and
the leukemias) appear in greater than expected ratios, and again the ratio
for cancers of the respiratory system and the bladder are higher than
expected among the working age range. In three of the smaller plants, an
excess of cancers of the central nervous system is suggested.
399
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This pattern is generally repeated in other proportional mortality
analyses done to date. Results of these studies have not yet been pub-
lished. In a group of four tire-manufacturing plants, higher than
expected ratios of cancers of the stomach, the bladder, and the lymphatic
and hematopoietic tissues are noteworthy (table 3).
Table 2. Age-standardized proportional mortality ratios
for selected cancers
(Six tire-manufacturing plants, 1964-1972; total deaths = 2469)
Cause -(I.C.D. code)
Stomach cancer (151)
Respiratory system cancer (160-163)
Prostate cancer (185)
Bladder cancer (188)
Lymphatic and hematopoietic
cancer (200-209)
Age range
40-84
1.58
1.10
1.09
0.98
1.26
40-64
2.06
1.18
1.88
1.28
1.67
Table 3. Age-standardized proportional mortality ratios
selected cancers
(Four tire-manufacturing plants, 1963-72; total deaths = 2289)
Cause
Stomach
Respiratory system
Prostate
Bladder
Age range
40-84
1.60
1.10
0.92
1.54
40-64
2.08
1.11
1.15
1.48
Lymphatic and hematopoietic
systems 1.24 1.18
400
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In addition to the cancers listed here, the ratios for deaths from
emphysema and cirrhosis of the liver are high for some plants. In pre-
liminary and yet incomplete data for two additional plants, these causes
again appear in ratios higher than expected, along with an indicated
excess for prostate cancer as was found in other larger studies (table 4)
Analysis for cause-specific death rates and proportional mortality
ratios are continuing. Specific effort is being devoted to relating
types of work experience to specific causes of death, which appear in
higher than expected numbers. Several study populations are being ex-
amined for cause-specific death rates by occupational category and by
date and duration of jobs held. Findings of such analyses may identify
high-risk job categories for any disease category.
Case control studies to identify high-risk occupations have been
initiated or are being developed for diseases such as leukemia, bladder
cancer, and stomach cancer, which have appeared in greater than expected
ratios among all or most of the study populations. The first of these
from which results are available is a study of leukemias and similar
Table 4. Age-standardized proportional mortality ratios
selected cancers
(Two tire-manufacturing plants, 1964-72; total deaths = 217)
Cause
Stomach
Respiratory system
Prostate
Bladder
40-84
1.89
1.02
1.59
1.33
Age range
40-64
3.70
0.95
1.56
(no deaths)
lymphatic and hematopoietic
systems
1.83
1.76
401
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cancers (ref. 2) (table 5). Deaths resulting from diseases within this
group among males from one plant were examined. Most noteworth, lympha-
tic leukemia in the 40-64 year age range yielded a seven-fold excess.
Smaller excesses were noted in other categories. Data for these deaths.
were combined with those for several smaller plants and examined for any
relationship between deaths from these types of cancers and work history.
Work experience for 88 cases of death from leukemia and similar cancers
are compared with histories for 264 matched controls from these plants to
determine if differences in occupation could be detected. In six
occupational categories, the proportion of man-jobs among cases exceeded
the proportion for controls by one-half or more (table 6). The greatest
difference was in Repairing Tires.
The various occupational categories were combined into groups judged
to have exposures to solvents and those judged not to have such exposures.
Table 5. Age-standardized mortality ratios
cancers of the lymphatic and hematopoietic systems
(One plant, males, 1964-72, 36 deaths)
Cause
Lymphosarcoma and reticulum cell sarcoma
Hodgkins disease
Other lymphoid tissue neoplasms
Multiple myeloma
Lymphatic leukemia
Myeloid leukemia
Monocytic leukemia
Other and unspecified leukemia
Polycythemia vera
Myelofibrosis
Age range
40-84
1.42
2.21
*
0.64
2.11
1.02
0.38
40-64
1.74
0.92
7.64
2.04
*No deaths.
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Table 6. Proportion of jobs held, lymphopoietic cancer cases
and controls, for selected occupational titles
(Seven plants, deaths 1964-72, total man-jobs = 5800)
Occupational title
Synthetic plant
Tuber service-tread
Roll changing
Mai ntenance-el ectri cal
Industrial products
Repairing tires
Case percent
2.1
2.3
2.5
1.0
1.5
1.5
Control percent
1.1
1.4
1.1
0.5
0.6
0.2
Ratio
1.9
1.6
2.3
2.0
2.5
7.5
Analysis for all cases (88 cases) and centrals revealed no statistically
significant differences. Analysis of 17 cases of lymphatic leukemia and
their matched controls, however, showed a significant difference between
cases and controls in the amount of time spent in solvent exposure jobs.
On the average, a lymphatic leukemia case spent 11 years in jobs invol-
ving solvents while the matched controls spent 4 years in such jobs. The
cases spent less time than did the controls in jobs not involving solvent
exposures. The greatest difference in solvent-exposure job patterns of
the lymphatic leukemia cases and their controls was the Tire Repair
category, and work experience in jobs listed as involving solvent expos-
ures in this case group has all been since 1945.
A case control analysis of data on colorectal cancer among the same
population failed to reveal a statistically significant association of
any occupational group with the disease. Although statistical signifi-
cance was not achieved, the results suggest the possibility of associa-
tions of colorectal cancer with mixing, milling, plant maintenance, and
machinists. Such associations merit scrutiny in other studies underway.
Compared with mortality sutdies, morbidity studies often must be
done with less adequate records, with sparse information on experience
for a normal comparative population, and are generally higher in cost to
perform. The matter of occupationally related morbidity has been
403
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addressed in our study group through two types of studies, records analy-
sis and current health status investigations. In the first category is
an analysis of cause specific disability retirements from large tire-
manufacturing plants (table 7). Examination of 271 disability retirements
over the interval 1963-1972 revealed higher than expected levels for
retirements for skin and musculo-skeletal diseases, and to a lesser extent
for respiratory and endocrine system problems, when compared with Social
Security Administration data for disability retirements from all occupa-
tions in the United States. The higher than expected number of retire-
ments for respiratory disease appears to be related to a specific episode
at the plant in the early 1960's.
Table 7. Age-standardized proportional disability ratios
(One plant, 271 retirements, 1963-72)
Datum: Social Security Administration disability
awards, all occupations
Cause or disorder SPDR
Infections 0.13
Neoplasms 0.75
Endocrine 1.33
Blood *
Mental 1.17
Nervous 0.50
Circulatory 0.76
Respiratory 1.43
Digestive 0.94
Genito-urinary
Skin 11.78
Musculoskeletal 2.37
Congenital malformation
111 defined and accidents 0.76
*No retirements.
404
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A study of sickness absence in the same plant for the period 1944 to
1972 failed to reveal any remarkable association of such absence with
work experience except for the respiratory illness episode of the early
1960's, which was mentioned earlier.
Health status studies involve both the administration of question-
naires to workers to learn from them of their health experience, and the
conduct of selected health status £xaminations. Questionnaire surveys
have been made among workers in two large plants, and among selected
groups in a third plant. Work is still underway to assess the question-
naire responses relative to other available health status data. The
questionnaire surveys have been coupled with health examinations which
may include pulmonary function tests, chest X-rays, blood and urine anal-
yses, and medical occupational histories. One such study has been done
in a large tire-manufacturing plant, but analysis and reporting of
results are not yet finished. A second comprehensive study of this type
was done last fall as a joint effort with the National Institute for Occu-
pational Safety and Health in a large plant which involves polyvinyl
chloride operations and tire manufacturing.
Several, years ago Dr. Mastromatteo reported on pulmonary disease
among workers using a resorcinol-methylene donor bonding agent in tire
manufacturing. The methylene donor was believed to be the culprit, and
use of the system was discontinued. Such systems are again in use with
a different methylene donor. A special investigation to determine whether
use of resorcinol-methylene donor adhesive systems, currently used in
tire manufacturing, may cause respiratory disease was begun last August.
Occupational and medical histories were obtained, and pulmonary function
tests were performed on persons exposed and matched controls totaling
about 250 persons. Environmental sampling for resorcinol, formaldehyde,
ammonia, cyanide, and respirable particulates was done at workplaces
during the time of the pulmonary function survey. Statistical analysis
of the data has just been completed; results will be reported to our
committees next week. Although there are some positive findings, I can
report that the pulmonary function investigation to date has not demon-
strated the serious respiratory effects with presently used materials,
which were reported to be associated with the chemical systems used
405
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earlier. On the environmental side, measured exposure for none of the
contaminants sampled were near threshold limit values.
Initial environmental activities in the program have involved orien-
tation and familiarization with the industry through site visits at a
number of plants and fairly intensive investigations at a few selected
plants. Job terminology varies from company to company, and from plant
to plant within companies. From the environmental work has come a sys-
tems of job classification that is used in the epidemiologic work, the
health status studies, and in the environmental programs. Through uni-
form use of such a classification system, results between projects can be
compared and medical and environmental findings can be related.
Environmental sampling to date has revealed the expected large
variety of exposures to chemical and physical agents, but thus far has
not revealed remarkable, consistent excesses over threshold limit values
for individual agents. Our primary interest in the environmental work,
however, is not in generation of data for comparison with threshold limit
values, but in developing information which may help reveal agents re-
sponsible for adverse health effects. At the present time we are trying
to identify jobs involving exposures to volatile materials, principally
solvents, using a variety of means including charcoal tube personal sam-
plers, and to respirable particulates such as carbon black aerosol, dusts
in compounding areas, and curing fume, using personal samplers with cy-
clone presamplers. These results can be coupled with the characteristics
and effectiveness of controls in use at the time of sampling.
Samping can represent only current conditions while medical studies
represent the results of accumulated experience, perhaps over many years.
There is a dearth of quantitative information on past environmental con-
ditions in the rubber industry, but in our environmental work we continue
to seek qualitative historical information. Such information will be of
value in interpreting epidemiologic findings. Results of current sam-
pling, however, will be of value in future epidemiologic investigations.
The composition of effluents from the curing process has been of
particular interest. Initial examinations have shown that the benezene
soluble portion, generally representing the organic fraction of particu-
late material, comprises from about 20 percent to 80 percent of the
406
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total participate, with a median value of about 50 percent. Most of the
organic material is near neutral in pH, though some 2 to 5 percent is
basic and about 1 percent is acidic. Earlier in this conference, Dr.
Stephen Rappaport reported to you on his investigations of emissions of
volatile materials from curing of a tread stock. In his work, the Cg to
C25 vapors emitted from the curing of a typical tread stock in laboratory
apparatus were analyzed qualitatively and quantitatively by gas chromo-
tography and mass spectrometry. Compounds identified included styrene,
butadiene oligomers, alkyl benzenes and naphthalenes, and several speci-
fic nitrogen- and sulfur-containing substances. Most of these were
traced to individual formulation ingredients, i.e., the polymers, an
aromatic oil, an antiozonant, and an accelerator. Air concentrations
for compounds later confirmed in a curing area (a passenger-tire press
room) ranged from a high 1.5 ppm to 5 ppb and varied inversely with
boiling point; thus the more abundant substances appear to be in the C5
to Cg boiling range. A dimer of butadiene, 4-vinyl-l-cyclohexene, was
found to be quite abundant in the curing emissions and appears to be
responsible for the characteristic odor of the tread stock.
Plans and Prospects
A number of retrospective mortality projects are underway and will
continue with particular emphasis on mortality experience by specific
disease and occupational categories. Results of such projects will be
used in the search for environmental agents of exposures which may be
associated with the diseases found to be in excess. Disease-specific,
case-control studies will be initiated as well to identify occupational
categories or exposure conditions which may be related to excess disease.
In like manner, health experience-work experience relationships will be
examined in morbidity and health status studies in efforts to identify
occupational or exposure groups which appear to be at high risk.
Environmental surveys to establish a baseline for current environ-
mental conditions will continue, and, as medical studies reveal occupation
al or exposure groups with adverse health experience, special effort will
be made to identify agents or exposures that may be related. This will
involve consideration of past exposures as well as current conditions.
407
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As agents or exposures are identified with health problems, the matter of
control techniques to eliminate the hazard will be addressed.
Summary
Occupational health studies which were begun in the rubber-products-
manufacturing industry about 2-1/2 years ago by the Study Group in the
School of Public Health, University of North Carolina, are now beginning
to yield results. Findings on mortality experience and some characteris-
tics of environmental exposures in the rubber industry are now being
reported. Most noteworthy findings to date relate to malignant neoplasms,
particularly to cancers of the lymphatic and hematopoietic systems,
stomach, bladder, prostate, and respiratory system. Particular attention
will now be given to identifying environmental agents or exposure condi-
tions which may be related to findings of adverse health effects.
REFERENCES
1. A. J. McMichael, R. Spirtas, and L. L. Kupper, "An Epidemiologic
Study of Mortality Within a Cohort of Rubber Workers,'1964-72,"
J. Occup. Med., Vol. 16, No. 6 (July 1974), pp. 458-464.
2. A. J. McMichael, R. Spirtas, L. L. Kupper, and J. F. Gamble, "The
Relationship of Solvent Exposure to Leukemia Among Rubber
Workers: An Epidemiological Study," J. Occup. Med., Vol. 17,
No. 4 (April 1975), pp. 234-239.
408
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DISCUSSION
DR. CARL A. NAU (Texas Tech University, Lubbock Texas): Would you define,
for the benefit of the group, what you mean by control group?
Would you mind explaining just how you get your control group?
DR. ROBERT L. HARRIS, JR. (University of North Carolina, Chapel Hill,
N.C.): In the case-control studies, where control groups are used,
the cases and controls are matched by age, sex, type of work, etc.,
with controls having died from causes other than causes being
examined among the cases. They are drawn from the same population
at risk as are persons having the specific diseases being examined.
MR. MARK L. DANNIS (B.F. Goodrich, Akron, Ohio): You stated there were
some cases or good examples where enterprise benefits or longevity—
that is mortality rate-are much lower than the population as a
whole encountered. What might those be, and do you have any idea
of the cause?
DR. HARRIS: I am sure there are causes that can be known. I can look
at some of these here.* Cancer of the rectum, for example, has an
SMR of 6Q compared with 100, and cancer of the pancreas has an SMR
of 62 in the working age-that is, in the under-64 age group—while
in the total age range the SMR is 86. I mentioned cancer of the
bladder in some populations. This does not appear in all the popu-
lations, but in this particular group, cancer of the bladder had an
SMR of 80 rather than 100. Here is an SMR of 78 for liver cirrhosis
in the under-64 range, which goes to 122 in the total age range, up
to 4 years. It appears that the older people have the excess.
Accidents, poision, and violence in this particular group is a 59
rather than the 100. Perhaps a reason, which I suspect may have
been discussed here, is the healthy-worker phenomenon. With a
healthy-worker group—those who might be considered to be in a
relatively nonhazardous type of occupation—one can find the SMR,
age—adjusted, in the order of 60. We have done this in looking at
one very large group of people who do not have overt identifiable
*Reference to McMichael et al., JOM, 1974 (ref. 1 of paper by
Robert L. Harris, Jr.)
409
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major occupational health insults. If, in these studies, one
corrects for active workers not involved for example, you find SMR
like that. It may be, in the absence of certain types of insults,
that one expects a lower value than one gets in the total population,
which includes all occupations and the ages, the well, the infirm,
and the institutionalized, etc.
MR. LOUIS S. BELICZKY (United Rubber Workers International Union, Akron,
Ohio): I think this has been apparently observed in industrial
populations and represents a selection constant of "the healthy
worker" by the University of North Carolina. I think sometimes we
get the feeling, because of that statistical statement and because
the SMR may be a bit lower, that it really is healthier to work in
one of the plants than not to work in one of the plants, that this
is something found as a matter of fact. The workers are selected
and given a medical examination.
MR. DAVID CASINE (The Firestone Tire and Rubber Company, Akron, Ohio):
I am not knowledgeable, so I would like a layman's comment. Would
you say that the rubber industry is a hazardous occupation?
MR. BELICZKY: Based on the information that I have, from my experience
related to the mortality studies, not necessarily to morbidity
studies, I think that this particular industry has problems of
great concern. I have spent much of my time in plants in the
United States and Canada, and I am aware of some of the problems.
These are my personal feelings; perhaps Dr. Harris would like to
express his.
DR. HARRIS: I think that it is really what we are trying to examine here.
You ask if it is a hazardous industry, I suppose one could address
that question to almost any industry. There may be processes and
operations that merit corrections to make it a healthier industry,
which the company, the unions, and we are all striving to identify.
One purpose of our effort is to get an answer to the question you
just asked.
MR. DANNIS: I understand that you have been working on this for 4 years
now, going on 5. What kind of timetable do you anticipate that you
410
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will come up with factual, meaningful information that could be
used by EPA people for rules and regulations?
DR. HARRIS: We have not really addressed the studies to use by EPA
people for rules and regulations. We have to address them to the
charges that were given by the union-company committee to us, which
are to conduct epidemiological environmental studies within this
industry to report the findings to them, and we are engaged in
that. We have reported some, and we will continue in the research
design. We have a responsibility to report to the committees and to
the scientific community through publications. If, in turn, these
publications become of use to people of EPA and others, it will be
their drawing from the studies, rather than our directing studies
specifically to their needs. I don't know what their time schedule
would be or whether they will gain fnom our work things that they
would use in this area. I just don't know.
MR. BELICZKY: I would like to pick up where Dr. Harris left off. It
was never intended that the information gathered here would be
directly applied to any regulatory agency, especially EPA. If it
has any application in areas of health standards, it may currently
be involved with NIOSH—National Institute for Occupational Safety
and Health. I think it could have bearing if at any time EPA does
become involved with the Toxic Substances Act. To date the data
and information that have been gleaned from the university programs
had a direct bearing on the establishment of the OSHA current
standard on vinyl chloride. The epidemiological studies at the
Firestone plant and some of the epidemiological evaluations and
publications that were generated by looking at death certificate
data at the B.F. Goodrich plant at Louisville certainly have been
valuable. The high incidence of cancer of the brain related to
vinyl chloride exposure is an example. Currently, the University
of North Carolina has been directly involved in the first quadripar-
tite study involving the University, the union, the company, and
NIOSH. Comprehensive studies were conducted of workers exposed to
vinyl chloride at a facility that both manufactures the polymer and
411
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uses the polymer to make film sheeting. In this regard I think
there will be some direct input in relating to the standards on
vinyl chloride. However, the regulation on vinyl chloride becomes
effective on April 1. I think the prime function of the university
study is to gain information that would control work exposure to
various chemicals, and which would lead us to initiate action to
control workers' exposure both environmentally and through medicaT-
surveillance programs. Actions are intended to increase the life
span of workers involved in the manufacture of rubber and plastics
products.
Harvard's work with talc exposures will lead to a change in
the current A.C.G.I.H. TLV for1 that material.
DR. HARRIS: I have one brief comment here. There -is work, as most of
you are aware, elsewhere than in the university programs. Work has
been underway in Great Britain for some time, and there is a fairly
recent publication in the British Journal Industrial Medicine,
reporting some standardized mortality ratios in their studies;
these ratios have some parallels to what seems to be developing in
the studies in this country. Most remarkable are the apparent
excesses in neoplasms among the populations studied. So this type
of work is underway in other programs as well.
412
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THE RUBBER WORKERS STUDY AT THE HARVARD SCHOOL
OF PUBLIC HEALTH
William A. Burgess, John M. Peters,
and Richard R. Monson*
Abstract
The interest by workers an the effect of chemicals and working
conditions on health has resulted in three-way agreements between the
major rubber companies, the United Rubber Workers, and schools of
public health. The Harvard School of Public Health signed agreements
with the B. F. Goodrich Company and the Armstrong Rubber Company, with
the International Union of Rubber Workers as the third party.
Under these agreements the Occupational Research Study Group at
Harvard conducts epidemiological studies of potential health .hazards
and in-plant investigations of exposure to air contaminants. The
Study Group also assists in the development of safe standards for
occupational environments and environmental controls. The Harvard
Study Group is represented by faculty members of the Departments of
Environmental Health Sciences, Epidemiology, and Physiology.
To uncover possible unknown occupational health problems, a major
mortality study has been conducted. This study has demonstrated excess
stomach cancer in processing workers, excess lung cancer in tire-curing
workers, and excess bladder cancer and leukemia in the general plant
population.
In a parallel effort, detailed occupational health surveys of each
plant by a Harvard physician-engineer team revealed specific company-
wide problems, which deserve further research. These studies, which
are complemented by laboratory investigations, include the exposure of
curing press operators to various off-gases and fumes from the process,
the hazard from processing dust, and the exposure to industrial talc.
William A. Burgess, Associate Professor of Occupational Health
Engineering; John M. Peters, M.D., Sc.D. (Hyg.), Associate Professor
of Occupational Medicine; and Richard R. Monson, M.D., Sc.D. (Hyg.),
Associate Professor of Epidemiology
413
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INTRODUCTION
Mr. Beliczky traced the history and background of the three-way
occupational health agreements in the rubber industry, which have been
recognized as hallmark collaborative programs. Under this program the.
Harvard School of Public Health signed agreements with the B. F. Goodrich
Company and Armstrong Rubber Company, with the United Rubber, Cork,
Linoleum and Plastic Workers of America in each case being the third
party.
The program, which is financed by special contributions by industry,
is administered by an Occupational Health Committee (OHC) composed of
three management and three union representatives. The Occupational
Health Committee reviews and approves the research plans proposed by
the university research team, makes recommendations for the implementa-
tion of the findings of the research, and reviews occupational health
problems referred to it by local plant Health and Safety Committees for
possible referral to the university.
Under the agreement, an Occupational Research Study Group (ORSG)
was established at the university. This research team conducts epidemi-
ologic studies and in-plant investigations to define potentially hazard-
ous conditions. The Occupational Research Study Group also assists in
the development of safe standards for occupational environments.
At Harvard the ORSG includes members from the Departments of
Environmental Health Sciences, Epidemiology, and Physiology.
The.Harvard program includes mortality studies to define possible
unknown health hazards. Joint medical-industrial hygiene studies of
plant populations are also conducted to elucidate the effects of known
potentially hazardous materials or conditions. The latter studies are
supported by extensive laboratory research programs. Selected studies
in each of the above program areas will be described in this paper.
EPIDEMIOLOGY
In one study the mortality experience of approximately 25,000 past
and current employees from one plant in Ohio going back to 1925 has been
reviewed by Monson and Nakano of the Department of Epidemiology. Start-
414
-------
ing in October 1971, mortality data were collected from three primary
sources—the dues files of the union, the employee file maintained by
the company, and the death file maintained by the company. The data
were supplemented by death certificates obtained from the company in-
surance carrier and from the Ohio and other State health departments.
Information on the vital status of terminated employees was obtained
with the assistance of the Internal Revenue Service and the Social
Security Administration.
A comparison was made between numbers of deaths observed among
rubber workers as compared to numbers of deaths expected on the basis
of United States death rates. In this comparison, race, sex, age, and
time were taken into account. Comparisons were made for all rubber
workers, as well as for groups of rubber workers who had worked together
in specific areas of the plant.
The mortality experience between January 1, 1940, and June 30,
1974, of 13,571 white male employees at this single plant revealed
that mortality was between 62 percent and 82 percent of that expected
based On United States death rates. With the exception of cancer, there
was no strong indication that there were excess deaths from any specific
cause of death. There was an indication of excess deaths from specific
cancers among workers of a number of different departments, as shown in
tables 1 and 2.
1. Excess gastrointestinal cancer was seen in all age categories
and was greatest in processing workers who died at age 75 and above.
2. Excess lung cancer was limited to tire-curing workers who
started work between age 25 and 34 and who died in 1955 or later.
3. Excess bladder cancer was greatest in men who worked at least
35 years and who died at age 75 or above. No excess risk was present
in men who started working after 1934. (In men who started working
between 1930 and 1934, there were 7 deaths due to bladder cancer and
5.1 expected.)
4. Except for age started working, the patterns for lymphatic
cancer and myeloma and for leukemia did not differ greatly. In men who
started working before age 25, an excess was seen only for leukemia.
There was no evidence for an excess of either category of cancer in men
who started working after 1934.
415
-------
Table 1. Observed and expected deaths due to selected diseases,
according to work area in which employee usually worked
Disease
All gastrointestinal
cancer
Stomach cancer
Large intestine cancer
Pancreas cancer
Lung cancer
,Jrostate cancer
Bladder cancer
Brain cancer
Lymphatic cancer
and myeloma
Leukemia
Asthma
Diabetes
Vascular diseases of
central nervous system
Pneumonia
Work area
Processing
Rubber reclaim
Processing
Processing
Elevator/cleaning
Tire curing
Miscellaneous tire
Warehouse/shipping
Tire building
All
Tire building
Tire building
Tires
Processing
All
Services
Warehouse/shipping
Operating services
Tire curing
Number
Observed
52
11
18
14
6
20
12
8
9
48
7
11
18
10
55
11
11
19
12
of deaths
Expected
38.2
7.7
9.9
10.5
2.9
12.4
8.8
2.6
4.8
39.5
3.7
7.1
11.7
4.2
43.0
7.0
5.8
14.1
7.7
416
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The mortality studies have identified the plant areas and occupa-
tions, which require study to elucidate possible carcinogenic agents.
Such studies obviously have the major shortcoming that a discontinued
exposure could be responsible for some of today's mortality. One must
deal with long induction periods in cancer, usually a minimum of 20
years in duration. The rubber industry has certainly been dynamic, and
materials and processes have changed. However, based on these data and
other confirming studies, we are attempting to identify specific sub-
stances that may be responsible for gastrointestinal cancer in processing
workers, lung cancer in tire-curing workers, and bladder cancer and
leukemia in general workers.
OCCUPATIONAL HEALTH FIELD STUDIES
Our field study program was initiated by a detailed walk-through
survey of all plants covered by the "agreements" during 1971 and 1972
to gain familiarity with the materials and the processes involved in
the manufacture of rubber products and the potential occupational health
hazards. Our major management contact at each plant was the personnel
manager, although we interviewed the plant manager, production personnel,
safety staff, and medical staff. We contacted the local union president
and met with union members of the safety committee.
Our interview with the company management prior to the plant survey
was designed to develop information on safety and occupational disease
statistics; broad personnel data such as population, turnover, and age
distribution of factory workers; a management consensus of the important
occupational health problems; and an outline of the plant medical coverage.
A meeting held with union personnel provided a list of the major
industrial health concerns of the union membership, including specific
plant problems and control difficulties. An early meeting with the
union permitted us to view these specific areas during our plant tour.
A detailed preliminary industrial hygiene survey of the plant was
conducted with both management and union representatives. The company
representative was usually the staff person who had responsibility for
safety, and the union member was either the local president or the
chairman of the union safety committee. All production areas were
418
-------
visited. Detailed information was made available on materials,
processes, and environmental controls. Our access to plant areas and
to specific information on processes was complete in both companies.
A proposal was then prepared and submitted to the Occupational
Health Committee identifying the companywide problems that we felt
deserved either correction or further research. This approach led to
the choice of a number of field studies, and I will briefly describe
the results of three of these studies.
Curing Room Study
A medical study of workers in the curing rooms was completed in
three plants of one company. The plants were selected based on the
extent of the curing fume problem and on the stability of the work
population. A concurrent industrial hygiene survey was conducted.
Since the specific causal agent was not known, the exposures of
workers were characterized by personal air sampling for respirable
mass particulate. This sampling program permitted us to define broad
exposure classifications of all workers in this study.
Laboratory studies are now underway to define a specific sampling
and analytical method for the principal agents.
The exposed population numbered about 200 workers in the study
group, and a similar group of the same age and duration of employment
not exposed to curing fumes was selected as the control population.
A questionnaire was administered at each of the plants to ascertain
current symptoms, past medical history, lifetime occupational history,
and smoking habits. Height and weight were determined. Posterior,
anterior, and lateral X-rays were taken in full expansion to ascertain
total lung capacity and evidence of X-ray abnormality. Pulmonary func-
tion testing included determinations of forced vital capacity (FVC) and
forced expiratory volumes (FEV) on both populations.
From this study we were able to demonstrate that 25 percent of
those curing room workers with greater than 10 years -exposure have
chronic obstructive lung disease. The increase in respiratory morbidity
was related to both intensity and length of exposure to fume. The mean
1-year loss of FEV, Q in curing workers with greater than 10 years of
exposure was significantly greater than the control groups and 3 to 5
419
-------
times that due to aging. In addition, curing fume.s produced an acute
effect on the lungs; that is, during the day one could measure an effect
from morning until night.
Processing Study
A similar study was conducted on 65 men exposed to dust in the
processing area in three rubber tire-manufacturing plants. Compared
to the controls, the processing workers had a higher prevalence of
chronic productive cough, overall a decrease in the ratio of FEV, Q to
FVC, and, in the group with greater than 10 years exposure, a signifi- •
cant decrease in the ratio of FEV, Q/FVC, FEV, Q, residual FEV^ Q, and
flow rates at 50 and 25 percent of the forced vital capacity. These
findings define obstructive lung disease in this population.
We have completed a preliminary air-sampling program in these
processing areas. The respirable mass particulate concentrations range
from 1-3 mg/m with a significant portion of the respirable mass con-
sisting of carbon black.
Industrial Talc Study
A population of 80 industrial talc workers at three tire-manufacturing
plants has been studied by means of pulmonary function tests, chest X-rays,
and respiratory questionnaires. The exposures of the workers were identi-
fied by both midget impinger and respirable mass-sampling techniques.
The dust exposures were significantly below the present TLV of 20 MPPCF
for nonfibrous talc with a quartz content of less than 0.5 percent. The
workers did not demonstrate X-ra^ changes but did have evidence of
respiratory morbidity. For each year of exposure to talc there was a
i
25-ml loss of FEV, Q in excess of that attributed to age and smoking.
LABORATORY INVESTIGATIONS
Dr. Avram Gold described work on the isolation of carcinogenic
adsorbates on charcoal. This study will be later translated into
specific field sampling and analytical methods to properly describe
the exposure of workers in the processing area to carbon black. In
another major laboratory study, Dr. Otto Grubner, a member of the
Occupational Health Research Group at Harvard is conducting a detailed
420
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study of chemical compounds that become airborne during the curing of
tires. Although this study is not concluded, preliminary comments on
the investigative techniques and results can be made at this time.
A number of experiments involving different quantities of tire
tread stock have been made. In one investigation the stock was cured
in a special all-glass apparatus at a temperature of 150° C for approxi
mately 70 hours. The chemical compounds evolved were collected in a
freezing trap cooled to -78°C followed with a glass tube filled with
1.02 g of activated charcoal. Samples of the off-gases were analyzed
by gas chromatography using a nonpolar column and a polar liquid phase
column in parallel. The off-gases were analyzed at regular intervals
by gas-chromatography and revealed that no organic substances in
concentration detectible by the flame-ionization detector were passing
through the charcoal bed. Samples taken from the inlet portion of
the adsorption bed contained at least five organic compounds. The
retention times of these compounds were different when analyzed by the
two columns, with better separation obtained on the polar column. At
least three of the organic compounds were identified as thiols of
disulfides by reaction with N-N dimethyl-p-phenylenediamine. The
Kovats's Indices of these peaks indicated that the compounds under
consideration were probably propyl-thiol, butyl-thiol and methyl-
butyl -thiol.
A fraction from the freezing trap was dissolved in precooled
pentane, another in precooled methylene chloride, and samples of
these solutions were analyzed by gas chromatography, using various
combinations of columns with different liquid phases, subtract!ve
chromatography, pretreatment of the samples with dinitrophenyl-
hydrazine, molecular sieve 5A, and microscale reduction of the
sample by hydrogen over a palladium catalyst. These experiments
are summarized below.
A few aliquots of the sample gave a positive colorimetric
reaction with N-N dimethyl-p-phenylenediamine, indicating the
presence of thiols in the sample. It can be assumed that even
higher homologues of thiols than those identified in the gaseous
phase were contained in the sample.
421
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Pretreatment of other aliquots of the sample with dinitrophenyl
hydrazine did not give positive reaction for aldo or keto groups,
indicating that aldehydes or ketones were probably not present in the
sample. The gas chromatrographic .spectrum of the sample remained
unchanged when the sample was treated with molecular sieve 4A, indi-
cating that normal paraffins and their derivatives were not present.
The catalytic reduction of sample aliquots did not change the
gas chromatographic spectrum of the sample. This suggests that no
easily reducible compounds were present in the sample. The very low
concentration of the organic compounds in the sample as well as the
relatively short time of reduction (2 hours) may have limited the
reducti on.
Subtract!'ve gas chromatography employing a short silica gel
column saturated with sulphuric acid inserted between the regular
column and the detector, as well as the evaluation of gas chromato-
graph spectra obtained on SE 52, Carbowax 20 M and polypropylene-
glycol-silver columns, made it possible to tentatively identify the
nature of some of the 35 compounds found in the sample. Some were
classified as olefins, others as iso-paraffins, and others as aromatic
compounds. The aromatic compounds were predominant.
The total yield of products gained in the process of curing 62.8
g of the tire substrate was at least 20 mg, with 10 mg adsorbed on the
charcoal adsorption tube. Compounds adsorbed on the charcoal have not
been analyzed.
With completion of this work, we will hopefully identify the
critical compounds of the curing off-gases, and based on that identi-
fication we will design our in-plant sampling system to describe
adequately the workers' exposure.
In my introduction, I indicated that our program.was interdisci-
plinary, with physicians, epidemiologists, industrial hygienists,
chemists, and physicists working together to identify hazards and
control them. I believe the descriptions of the North Carolina and
Harvard programs indicate the success of this Joint URW-company-
university program.
422
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ACKNOWLEDGMENT
This study was supported by contracts with DRW, B. F. Goodrich
Co., and Armstrong Rubber Co., and Center Grant 5 P10 ES00002 from
the National Institutes of Environmental Health Sciences.
DISCUSSION
MR. HARRY J. COLLYER (Cabot Corporation, Billerica, Mass.): Mr. Burgess,
was Dr. Avran Gold's work done on adsorbates, from charcoal, or on
carbon b'lack?
MR. BURGESS: On carbon black.
MR. LOUIS S. BELICZKY (United Rubber Workers International Union, Akron,
Ohio): I am sure Dr. Gold's comments generated interest during the
session. We have been aware of some of his findings and I think Dr..
Gold approached the problem very academically. It is interesting
to note that another research organization essentially came up with
the same kind of results involved.
Former information presented a year or so ago raised quite a
few eyebrows when someone said that he found benzopyrene in car-
bon black. I have been tn plants where I have walked in three,
four, or five inches of carbon black and it has taken me days to
get the carbon black from my skin and my clothing.
The real concern is that the threshold limit value for carbon
black, which is 3.5 mg per cubic meter, has been assigned by chance.
This resulted when the American Conference of Governmental Industri-
al Hygienists asked a gentleman by the name of Sands, formerly of
the Uniroyal Corporation, what he thought the control level of car-
bon black concentration in the worker's breathing zone could be.
He thought for a while and said, "Well, I think that the proper
engineering control level that we can achieve at this time is 3.5
mg per cubic meter of air. The basis for the establishment of the
threshold limit value for carbon black was an estimate based on the
ability of a ventilation system to reduce worker exposure to carbon
black. We must now seriously look at this threshold limit value,
when we consider that four carcinogens have been isolated on carbon
black and that perhaps we may consider the carbon entity as a potential
423
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carcinogen, per se.
MR. GEORGE L. WILSON (Local 17 of United Rubber Workers Union, The B. F.
Goodrich Tire and Rubber Company, Akron, Ohio): Professor Burgess,
I understood you to say that appropriate threshold limit values of
talc might either be .25 or .5 mg per cubic meter. Can you comment
a little further on that? Have you decided which one might be
appropriate?
MR. BURGESS: We have not made a decision on an appropriate TLV for in-
dustrial talc. The concentration one chooses depends on the penalty
in FEV 1.0 one is willing to accept.
CHAIRMAN BELICZKY: Dr. Longley?
DR. MARS Y. LONGLEY (Sohio, Cleveland, Ohio): Along those lines, how long
back in time did you suppose the level of quartz in talc was under
.5 percent?
MR. BURGESS: In the particular company we were working with, it was at
least a decade, and possibly longer.
MR. WILSON: Regarding the manual versus the automatic tire press—heavy
versus light industrial—is there any difference in the tire compound?
MR, BURGESS: There are .differences in compounds; however, we were not able
to resolve the exposure to that degree.
MR. BELICZKY: We are concerned with the common dusts used as lubricating
materials in the rubber industry. Talc is a mineral in general use
and our concern is three-fold: (1) talc, per se, produces TALCOSIS,
without considering, (2) the free-silica content in concentrations
above 1 percent and more significantly, that (3) asbestos fiber may
be found in talc. Asbestos is well known for its production of lung
as well as mesotheliomal cancer.
The term "soapstone" in the industry usually includes the mineral,
per we, and also is used to include clay, mica, talc, and even zinc
stearate. All four have been implicated in pulmonary fibrosis. Clay
and mica may produce pneumoconiosis because of the free crystalline
silica contained in them. Talc may contain asbestos fibers as well
as free silica. The data generated from the university programs should
lead to control by "controlled-purchasing," i.e., by only purchasing
materials containing less that 1 percent free crystalline silica and
no asbestos fibers. The same philosophy shall be applied to the pur-
chase of petroleum distillates, including hexane, gasoline, petroleum,
424
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and similar napthas: they shall contain less than 1 percent benzene,
and be purchased accordingly. Benzene is a carcinogen.
The amorphous silicas are also of concern, and they and the other
pneumoconiosis producing dusts mentioned above must be handled with
proper engineering and environmental control.
Professor Burgess referred to heat and environmental heat stress
problems. I served on the DOL's Heat Stress Advisory Committee, which
completed its deliberation in November, 1973. The committee's recom-
mendations were sent to the Assistant Secretary of Labor, who forwarded
.them to the National Institute for Occupational Safety and Health on
April 11, 1974. On April 13, 1974, the director of NIOSH returned then
to OSHA, and the recommended document sits there today—just gathering
dust.
QSHA's excuse for this delay in promulgating a standard is based
on lack of adequate documentation to justify a standard--"Not enough
workers are dying or being seriously injured by environmentally induced
heat stress or heat strain." Only prejudiced management data was in-
cluded in the committee meetings—organized labor had minimal mortality
or morbidity data to sway the Office of the Assistant Secretary of
Labor. Both Harvard and the University of North Carolina are studying
environmental heat stress, and hopefully their data will point to the
development of a standard which will adequately protect workers from
the adverse effect of heat stress.
425
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14 March 1975
Session V:
CONFERENCE SUMMATION
Farley Fisher, Ph.D.
General Chairman
427
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CONFERENCE SUMMATION
Farley Fisher
GENERAL CHAIRMAN FISHER; Our plan at this point is to give each of the
session chairmen 5 to 10 minutes to comment on his session or on the
rest of the conference. Unfortunately, two of our session chairmen
are not with us today because of other commitments. Mr. Robert C. Niles
of Uniroyal, Inc., Chairman of Session I, had planned to be here but
unfortunately could not. Mr. David Garrett of the Office of Toxic
Substances at EPA in Washington was to substitute for Mr. Niles, but
he too was unable to attend today. However, Session I was very in-
formative, especially concerning the techniques for controlling odor
problems and effluent problems.
Mr. William E. McCormick of the American Industrial Hygiene
Association was also unable to be here today, and I have asked Dr.
George Levinskas to substitute for him at this time. Dr. Levinskas is
eminently qualified to serve in place of Mr. McCormick. He is an
industrial hygienist with experience in occupational health, and currently
holds the position of Manager of Enivronmental Assessment and Toxicology
for the Monsanto Corporation.
DR. GEORGE J. LEVINSKAS (Monsanto Corporation, St. Louis, Mo.): The sessions
have ranged quite widely from experimental toxicity tests on animals,
to clinical observations of human health, to chemical and physical
studies measuring various parameters dealing with some phase of making
or using rubber.
One of the speakers made a passing reference implying that animal
toxicity data had no relationship to and limited value for the assess-
ment of the effects of chemicals on man. I must take strong exception
to that remark. Test data obtained by exposing animals to chemicals
are useful in predicting their probable effects on man. There may be
many difficulties in evaluating the low incidence of a given finding
in animals. This is a situation comparable to the difficulties an
analyst has in detecting a peak in a tracing when it is not much above
the background noise generated by his instrument. There may be uncer-
tainties as to the relative susceptibility of man versus the animals
for a given material. There are many other problems in evaluating
429
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potential risk to man from exposure to a given substance as judged by
animal studies. However, despite the real and sometimes imagined draw-
backs to animal tests, these tests, have been, are now, and will con-
tinue to be useful in evaluating the health effects of chemical sub-
stances on man.
Several of the papers point up the need for the measurement of
materials, qualitatively and quantitatively, in the environment. We
need to know what, and how much, is out there before we can begin to
assess the potential hazards to man or to the environment of these
various materials. However, because of today's technology, chemists
have exceedingly powerful analytical tools at their disposal. We
should remember that, while discovery of a new contaminant raises a
question as to its significance, it does not necessarily portend doom
and gloom. In fact, under different conditions, a similar situation
may be either bad or good. A used tire dumped in a lake or settled
on the bottom of a swimming hole represents undesirable litter. The
same tire sunk in an estuary becomes a beneficial, artificial reef.
The reason we judge one situation to be bad, and the other to be
good, Is based either on our personal experience or on our prior
conditioning to accept a belief.
It has been remarked at this conference that researchers do
not like to publish negative data, i.e., data supporting safety.
Researchers prefer to publish findings. I have no quarrel with that
view. However, we should be attempting to define those areas in
which there could be a high probability of risk. This requires ob-
jective reporting of data. The use of overtones and innuendos to
imply that imminent disaster is coupled with every finding of a new
environmental contaminant, no matter how small its concentration may
be, is misleading. It can only confuse the litter tire and the reef
tire.
MR. J. R. LAMAN (The Firestone Tire and Rubber Company, Akron, Ohio): Our
group in environmental engineering and I are sure that other environ-
mental engineering groups in major corporations are consistently seek-
ing to strengthen the interface with toxicology, industrial medicine,
and industrial hygiene. I feel that a major item for consideration was
430
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left out of this conference; namely, no one talked about the double line.
Unfortunately, the double line must be considered because it reduces to
profitability and/or economics. There is no free lunch counter in this
business. Unfortunately, no attempts were made to equate cost/benefit/
risk with quality of ]ife, or lifestyle. When we talk about this lunch
counter business, it involves everybody. Somebody has got to pay the
costs.
My field is strictly the engineering approach; for example, in a
water problem, we get down to specified levels and then make an ecologi-
cal judgment of the system. We fine-tune as required. We strike a
good cost/benefit/safety balance. We must never forget that our pollu-
tion control approach must be tuned to the highly developed nations,
which are competing for our markets and services. The highly developed
nations must embrace pollution control as a cost of doing business, as
we are doing, to compete fairly. By juggling the equation, some com-
ponent of the equation will be affected.
Let me repeat it again: cost/benefit/risk equals quality of life,
or lifestyle.
Since we have the highest standard of living that humanity has known,
we must prudently chart our course; because if we do not, it will be
unfairly taken off the top.
The environmental engineers in this very worthwhile conference
offered to us many pollution-free ways of disposing of tires. Tires
can be properly disposed of in incinerator boilers, fish reefs, and
conventional reclaim.
At this time, we should look at the economical feasibility of all
the disposal technologies just discussed as well as other technologies
just emerging, which are described in the literature. By balancing
the cost/benefit/risk ratio with economics, I am sure that we can find
a suitable solution for the disposal of these tires without adversely
affecting the ecosystem. In conclusion, we must determine who is going
to pay the price.
GENERAL CHAIRMAN FISHER: Mr. Beliczky, do you have some more remarks?
MR. LOUIS S. BELICZKY (United Rubber Workers International Union, Akron,
Ohio): All of us know our moral and social responsibility in the
431
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area of air pollution. Organized labor's role in air pollution prob-
lems has been minimal to date. We have probably been more concerned .
about the workers' in-plant environmental health problems than about
out-plant emissions.
We must have an awareness of the serious hazards from air and water
effluents to the population in general. A few months ago a news release
implicated increased birth malformations to areas along Lake Erie where
pplyvinyl chloride resin manufacturing plants were located: Avon Lake,
Painesville, and Astabula,
EPA reports conducted in 1974 indicated that vinyl chloride was
found by air and stream emission studies in the areas implicated. No
real scientific studies to date have directly implicated vinly chloride
to the increased incidence of birth malformations. Before positive
judgments are made, more objective studies must be conducted, keeping
in mind that at each site mentioned, power-generating plants have been
also operating for many years.
We must be concerned that four carcinogens have been identified
as being present in the carbon black actually used in the rubber indus-
try. The fact that we are beginning to identify some of the chemicals
being produced in rubber curing processes must be emphasized. Dr.
Rappaport's presentation and studies being conducted by Harvard may
lead us to an identification of specific causative factors producing
the many forms of cancer which were mentioned by Dr. Harris and Profes-
sor Burgess.
Greater emphasis must be placed on morbidity studies so neces-
sary to follow up on the mortality (epidemiological) data. Only
through joint and concerted investigations can we hope to successfully
control the hazards to which our workers are exposed. The workers
themselves negotiated the $10.20 per year that is set aside for the
university studies.
Each segment of specialized studies will eventually lead to that
safe and healthful work environment to which each working man and
women is entitled. Perhaps the data will assist in controlling the
whole system—his environmental health at work and away from the job.
I must respond to the statement of relating animal toxicity data
432
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to human beings. I can only state that if a material has been proven
to be carcinogenic to animals, but no data are available to document it
as a causative agent in producing human cancer, it cannot be dismissed
as being safe for human beings.
This philosophy has been capriously applied to vinyl chloride and
to 2, 4, methylene-bis-2-chloroaniline (MOCA) by those who hold the
dollars and cents of profit over lives.
Indiscriminate judgments regarding workers' health are sometimes
made by the uninformed and callous decisionmakers. Who really pays?
It is mainly the workers who pay from their pockets and/or with their
health or lives.
DR. FISHER: The questions are: What are the problems, and where can we
take these problems to make progress? We are limited; we are merely
mortals and we cannot do everything at the same time.
What are the areas we have to move into first to identify and
then control those things that are the greatest threat to our health
and our environment? These are the kind of things I think we are
trying to get at here, as they concern all of us. At the same time.,
it is important not to get so hung up with talking about what we were
going to do that we do not actually make progress.
I hope that having this meeting and these discussions has stimu-
lated people to think in the areas where they had perhaps not thought
before, because of ignorance, not because of intent. I hope you all
learned something; I know I have certainly learned a lot here from
all of you and I appreciate it very much.
433
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Submitted Papers-
Not Presented at Conference
435
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TOXICOLOGY AND PHYSIOLOGICAL EFFECTS
OF PHILLIPS OIL FURNACE CARBON BLACKS
Lucian E. Renes*
Abstract
The paper discusses the composition of the adsorbed polycyclic aro-
matic hydrocarbons on Phillips present day oil-fwmace carbon blacks, and
describes briefly the various toxicological studies with whole carbon
blacksj and with a "known carcinogen that did not induce any neoplastic
changes after long-term exposure. 1*hese studies support the absence of
any physiological effects among carbon black workers with 20 or more
years of exposure.
In December 1943, Phillips Petroleum Company began operation of a
plant in Borger, Texas, designed to manufacture furnace type carbon
blacks from liquid hydrocarbons. The process was based upon a newly
developed tangential reactor which utilized a feed stock of aromatic
rich oil and produced carbon blacks of selected physical and chemical
properties and of uniform quality. Most oil furnace blacks used in the
rubber industry are produced by this form of reactor.
Very early in the operation of the plant, the employees accepted
the use of special work clothing and barrier creams to minimize dis-
coloring of their skin and to avoid soiling of their street clothing.
clean work clothing, including long underwear, coveralls, sox, and
canvas shoes were provided daily by the company. Shower facilities,
soap, and towels were also furnished to facilitate cleansing of the
skin at the end of the work shift.
Periodic medical examinations were initiated on all Phillips'
employees in the Borger area in 1949, and in the case of the carbon
black workers their examinations included a chest X-ray every 2
years. Pulmonary function tests were initiated on all carbon black
workers in 1959. These medical examinations have been continued to
date. Early this year, the medical records of about 135 employees
*Director, Industrial Hygiene and Toxicology, Medical Division,
437
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with 20 or more years experience in the company's carbon black
operations in Borger were reviewed by a member of Phillips' medical
staff. In his opinion, the records revealed the absence of any
specific health effects attributable to.working in carbon black.
Cases of dermatologic problems including skin cancers were few in
number, and cases of pulmonary related problems including carcinoma
of the lung were also few. Based entirely on the medical records of
this group of carbon black workers, it appears that their overall
health is superior to that of a comparable general male population.
Further, the overall mortality, as well as the mortality from any
specific cause, appears to be below that of a comparable population
group.
During the period 1949-1971, Phillips and six other carbon black
producers sponsored a program of research under the direction of Carl A.
Nau to determine the physiological response of experimental animals to
carbon black by various routes of exposure. The results of this research
program were published in a series of ftve reports in the AMA Archives
of Industrial Health between the years 1957-1962. Although these carbon
blacks were known to contain small amounts of adsorbed 3,4-benzpyrene,
this research demonstrated unequivocally that 50-percent lifetime or
longer exposure of experimental animals to whole, carbon blacks did not
produce any malignancies or other harmful effects as a result of inges-
tion, skin contact, or inhalation of the whole carbon black.
In 1965, the American Petroleum Institute sponsored a research
project to determine the dose-response relationship of the carcinogen,
3,4-benzpyrene in the pulmonary tract of experimental animals (ref. 4).
The work was performed at the Chicago Medical School under the direction
of Dr. Phillippe Shubik, presently director of the Eppley Institute for
Research in Cancer. It was found that the highest dose of 3,4-benzpyrene
adsorbed on a carrier dust, administered once a week for 30 consecutive
weeks, which did not induce any neoplastic changes was 0.5 mg per animal.
This dosage is about 1,000 times the quantity of 3,4-benzpyrene, which
could be inhaled daily by a worker exposed to the present day threshold
limit value of carbon blacks containing as much as 10 ppm by weight of
this compound.
438
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Several years ago, in response to the needs of the rubber industry,
Phillips had developed a series of new blacks whose particle porosity
was lower and whose adsorbed residual oils were slightly higher than the
furnace blacks previously manufactured. For this reason, the company
considered it of interest to determine the analytical composition of the
adsorbed materials in the new,blacks. Prior to 1970, the qualitative
and quantitative composition of the materials adsorbed on the carbon
black particles was not accurately defined. It had been shown by a few
early, investigators that representatives of several classes of polycyclic
aromatic hydrocarbons were among the materials adsorbed on the carbon
black. Among this group, the hydrocarbon 3,4-benzpyrene, a compound of
proven carcinogenic properties in experimental animals, had been shown to
be present in minute amounts. Since the chromatographic techniques
required to resolve a mixture of polycyclic aromatic hydrocarbons into
separate individual components had not reached a high state of refinement
until recent years, the accuracy of older measurements of certain
compounds, such as 3,4-benzpyrene, has been questioned because of inter-
fering impurities. No systematic treatment is equally successful for
different mixtures of these hydrocarbons. However, certain laboratories,
such as that of the Eppley Institute for Research in Cancer, have developed
great skills in the analyses of materials containing polycyclic aromatic
constituents.
The analytical laboratories of the Eppley Institute for Research
in Cancer, University of Nebraska Medical Center, were selected to make
such analyses because of their extensive experience in studying the
composition and carcinogenicity of such materials as petroleum waxes,
petroleum asphalts, coal tar products, and other substances of pyrolytic
origin. For the interest of those persons who are not familiar with
Eppley Institute, its director, Dr. Phillippe Shubik, is world renowned
for his contributions to the study and knowledge of chemical carcinogens.
The professional staff of the Institute are persons of great skills and
experience in the medical and chemical sciences utilized in cancer re-
search.
Ten different carbon black samples of present day manufacture,
representing different feed stocks, different particle size range, and
439
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different amounts of adsorbed residual oils, were submitted to Eppley
Institute for analysis. The adsorbed materials were extracted in the.
absence of light with refluxing benzene in a Sohxlet apparatus for 48
hours. This procedure has been demonstrated to extract the maximum
amount of adsorbed materials that can be removed from carbon blacks
by any known means. The mixture of materials was resolved into in-
dividual compounds by a systematic procedure of thin layer chromatography
on alumina and then on acetylated cellulose plates. Gas liquid chroma-
tography was also utilized when, required. The separated components
prepared for uv-vis spectroscopy were examined in a Gary 14 spectometer
or a Beckman DB-GT, as required. Duplicate analyses were made on each
t
.carbon black.
At the company's request, Eppley Institute determined quantitatively
every major polycyclic aromatic hydrocarbon present in the material
extracted from each carbon black. Analytically, the results of the
examination were astonishing. Such common substances as anthracene and
chrysene were absent in the list of polycyclic aromatic hydrocarbons
identified. Further, there were no methyl derivatives of any of the
polycyclics determined in contrast to the large number of methyl
derivatives found in coal tar distillates. Of most importance, the
only compound of proven experimental carcinogenicity found in the carbon
blacks was 3,4-benzpyrene. The concentration of this substance in the
commercial blacks ranged from 0.8-6.7 ppm by weight. Other carcinogenic
compounds such as 1,2,5,6-dibenzanthracene, 9,10-dimethyl benzanthracene
and 1,2-benzanthracene were absent. One specific commercial black was
entirely devoid of any proven carcinogen including 3,4-benzpyrene. Since
the analytical procedures were capable of detecting these particular
compounds to a lower limit of 10 parts per billion by weight, we con-
sider this level-of absence comparable to a "philosophical zero."
In analyzing this family of carbon blacks, Eppley Institute (ref. 1)
isolated and measured a nonfluorescent, polycyclic hydrocarbon identified
as cyclopenta(cd)pyrene. It is of experimental interest because it is
the first known cyclo alkenyl pyrene derivative that appears in such
common materials as gasoline exhaust particulates, incinerator soots, coal
440
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tar pitch, and general atmospheric soot. A few years ago, researchers
(ref. 2) at the Texas University Medical School, Galveston Branch, had
isolated "this material from various materials including carbon blacks.
Bio-assays of this isolate were performed by injecting known quantities
of the material, dissolved in cooking oil, subcutaneously in mice. Eight
of 16 mice developed fibrosarcomas at the site of injection after 244 days
at a dose of 6.5 mg of isolate per mouse.
The selection of appropriate animal species and methods of appli-
cation for carcinogenicity testing have been discussed by various cancer
researchers (ref. 3). Using such views as a basis of judgment, it is not
reasonable to ascribe any greater significance than presumptive carcino-
genicity to the bio-assay results on cyclopenta(cd)pyrene. But whether
or not this particular compound is carcinogenic does not alter the
findings of Dr Carl Nau's extensive research, that whole carbon blacks
are harmless to experimental animals. Of greater importance is the fact
that the medical study of workers with 20 or more years of exposure to
carbon black does not show any harmful effects attributable to carbon
blacks.
REFERENCES
1. L. Wallcave et al., "Two Pyrene Derivatives of Widespread Environ-
mental Distribution: Cyclopenta(cd)pyrene and Acepyrene,"
Environmental Sci. and Tech., Vol. 9 (February 1975).
2. Jack Neal and N. M. Trieff, "Isolation of an Unknown Carcinogenic
Polycyclic Hydrocarbon From Carbon Blacks," Health Lab. Sci.. Vol. 9
(January 1972).
3. R. E. Eckardt, "Industrial Carcinogens, "Greene and Stratton Co.,
New York, 1959.
4. Unpublished report from API Research Project MC-6, 1966.
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AN ECONOMIC EVALUATION OF THE USE OF CRYOGENICS
IN RUBBER TIRE RECLAIMING
S. L. Fredericks*
Abstract
Discarded rubber tires represent 7 percent of the total solid waste
disposal in the United States. This is 5 billion pounds of potentially
reusable materials. Less than one-third of all discarded tires are
reclaimed. An economical way of reclaiming old tires, including steel-
belted radialSj is through a cryogenic system. A liquid> nitrogen tunnel
*
coupled with a tire shredder and a hammer mill will produce satisfactory
crumb rubber. This paper describes such a system.
PREFACE
The American people suddenly realize that the world's natural
resources are no longer infinite and that we must conserve. America
represents 8 percent of the world's population, and we consume over 40
percent of the world's yearly production. The rest of the world is
starting to catch up, and there ^ust isn't enough of everything to go
around anymore. Consequently, we Americans must learn to conserve and
recycle our planned-obsolescence materials. Automobile tires, a byproduct
of petroleum, are one important solid waste that we must recycle.
BACKGROUND
The many restrictions on the use of landfills for solid waste
disposal have affected the solid waste disposal industry very .severely.
Tires represent 7 percent of total solid waste material in this country.
In years gone by, it was common practice to discard old tires in the local
dump. This is no longer permitted, as tires are not biodegradable and
have a tendency to "w'iggle" to the surface of the land-fill. If tires are
cut into quarter sections, they are acceptable, but this costs money to do.
*Manager, Process Sales
442
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Disposal by conventional burning is no longer acceptable because of air
pollution; however, some efforts have developed EPA-acceptable prototype
tire incinerators.
Some tires have been used for making artificial fishing reefs.
However, unless the tires are filled with concrete before assembly in the
water, they will eventually work free from their metal straps and float
to the surface. This has already happened in San Francisco Bay. If the
tires must be filled with concrete, this is an expensive way of discarding
them. It is more practical and economical to recycle the rubber.
Approximately 250 million tires are manufactured each year, and they
end up on the trash heap at about that rate; about one tire for each
American. It is also estimated that about.2 billion tires are, at present,
discarded and waiting for disposal.
Some tires can be retreaded and reused. Retreading the tire does
not solve the disposal problem as the retreaded tire soon ends up as a
solid waste disposal problem.
Several companies now reclaim about 30 percent of the tires produced
(about 80 million tires per year). These reclaimers also process rubber
factory scrap, tire buffings, and inner tubes.
The price of natural rubber on the New York Commodities Exchange on
December 9, 1974, was $0.41/lb with promised delivery for March 1975. In
December of 1973, the average price of natural rubber was $0.54/lb. At
present, the demand is down, and there is very little trading. The price
of synthetic rubber has doubled in the past 2 years from $0.16/lb to over
$0.30/lb. The supply of synthetic rubber is not tight except for neoprene.
Synthetic rubber prices increased because of increase in raw-material
costs (crude oil and its derivatives) and the rising cost of energy.
Petroleum companies once sold their byproducts to rubber producers
at an extremely low price as a means of disposing of them. As the demand
increased for these byproducts, the price has increased.
The price of reclaimed devulcanized rubber was frozen at $0.105/lb
under price controls, but the present average price is $0.14/lb. The
selling price of crumb rubber is from $0.08 to $0.10/lb. This economic
survey is based on these two selling prices.
443
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The production of reclaimed rubber has dropped from 300,000 tons a
year in 1950 to its present low figure of approximately 170,000 tons per
year. The primary cause is the large initial investment required to build
a tire reclaimer and a recent decision by major tire manufacturers to shut
down their extensive reclaim systems because of rising costs and, particu-
larly, because of EPA requirements on smoke abatement. The "devulcanizer"
system requires an expensive pollution-control system.
The reclaiming process involves the separation of fabric and steel
wire from the rubber. In most cases, the rubber is .then disgested or
depolymerized and blended with reclaiming oils. This material then can
be recycled into tire manufacture and tire retreading; into making
materials such as rubber hose, sink mats, floor mats, athletic running
tracks; and into repairing asphalt roads, etc.
Very few products produced commercially use the rubber "as ground"
for reuse in manufacture. Practically all reclaimed rubber ends up
competing with new rubber. If processed crumb rubber is to be
commercially feasible, then end uses that require little or no refining
or reprocessing must be found for the ground rubber.
PRESENT-DAY RECYCLING PROCESS
The systems presently employed by most conventional tire reclaimers
include tire slitters, tire cutters, and tire shredders. All of these
ponderous units employ cutting equipment requiring frequent repair and
servicing. It is estimated that the present conventional equipment and
buildings required for processing 10 tons per hour of reclaimed crumb
rubber from 30 mesh on down would cost approximately 3 million dollars.
Scrap rubber, including discarded tires, can be easily reclaimed by
a cryogenic system. Cryogenic systems also separate and reclaim the wire
and fiber, which have a ready resale market. The reclaimed rubber with
its retained carbon black and oils is about 70 percent of the total
tire weight (15/lb of a standard 20/1b tire), and the rest of the material
is the wire and fibers.
One of the problems facing tire reclaimers today is the presence of
the steel-belted radial tires. The conventional shredder system does not
444
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cleanly remove the belt wire mesh. As the tire is cut and shredded, the
belt wires remain with the rubber pieces down to and including mesh size.
It is almost impossible to remove the wire. At present, tire reclaimers
do not accept steel-belted tires for reprocessing. The cryogenic system
does not have this problem, since the frozen, brittle rubber is easily
separated from the wire and fibers in a hammer mill.
Preliminary estimates have been made of a plant and process for
recovering the rubber and other constituent materials from used tires.
The rubber is recovered in the form of a ground powder (-30 mesh). Other
recovered materials are fiber from the tire fabric, steel from the tire
beads, and, in radial tires, steel from the reinforcing belts. The
average tire is presumed to contain:
70 percent recoverable rubber;
15 percent fiber;
15 percent metal.
The following cost of estimates are based on preliminary information
obtained from extensive field tests. Further process development may
lead to some changes in the details of the process and plant. Such
changes would not be expected to add significantly to the capital required
or to the process complexity. The process diagram is shown in figure 1,
and a possible plant layout in figure 2. Rated to dispose of a nominal
10 tons of tires per hour, the plant is expected to process 200 tons of
tires per 24 hours of plant time.
CRYOGENIC PROCESS AND EQUIPMENT
The tires are loaded, using a crane and grab, into an overhead bin,
which feeds a preshredder. The preshredder cuts the tires into chips of
approximately 2 inches square, which fall onto a conveyor belt. The belt
carries the chips up to the particle hopper from which they are fed at a
constant rate onto a conveyor contained in a tunnel cooled by liquid
nitrogen (fig. 3). The liquid nitrogen consumption is .8 Ib per pound of
chips cooled.
The now frozen chips are hard, rigid, and brittle. On leaving the
tunnel they fall into a hammer mill, which shatters the rubber,
445
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TIRES
10 TONS/HR.
f
TIRE
PARTICLE-IZER
2" SQUARE PIECES
LIQUID N2 TUNNEL
T-2.99 TONS
/ SIZE
/ OVER 3/4"
RETURN
1st HAMMER MILL
\
• "' ' ALL OVER
1/4" MESH 3 TONS/HR^,
^^
3. 0 TONS/HR.
OVER 30 MESH
\
2nd
HAMMER MILL
\
^*. 1
2 DECK SCREEN
/
f MAGNETIC
SEPARATOR
7. 01 TONS/HR. 1.5 T/HR. 1.49
UNDER 30 MESH FIBER MI
, L.'
MAGNETIC
SEPARATOR
\
.01 TON/HR.
METAL
T/HR.
:TAL
+ 1/4" UNCKUSHKD
TRAM]' MATERIAL
*l TONS/HR,
RUBBER
PRODUCT BIN
Figure 1. Process diagram: rubber recovery from tires.
separating it from the fabric and wire, and grinds the major portion of
the rubber to less than 20 mesh.
A two-deck vibrating screen placed below the mill receives the
discharged material. The uppermost screen mesh is selected to retain
most of the fiber and wire, which remains nearer to the 2-in. chip size.
This mixed fiber and wire is discharged onto a conveyor belt for further
separation. The lower screen is 30 mesh; it separates the less-than-30-
mesh rubber from the oversize rubber retained on the screen. -The 30-
mesh-and-under rubber is taken by conveyor and elevator to the product
bin (rubber bin in figure 2). During its passage, metal fines that may
446
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Elevators..
Particle
Hopper and
Feeder
Tire
Partlcle-lzer
with overhead Rubber
bin TBln
—SECTION A-A--
Fine Metal
Bio
1 —PLAN VIEW—
Magnetic
Separator
Building
15 Ft.' to Eaves
100 Ft. x40 Ft.T
Entry for
Alrstream
to entrain
Fiber
2 Deck Screen
Figure 2. Preliminary layout of plant reclaiming rubber from tires.
have passed the 30-mesh screen are separated by a magnetic separator into
an adjoining bin.
The oversize rubber, which is retained on the 30-mesh screen is
discharged onto a conveyor and transferred via an elevator to a second
hammer mill, where it is further reduced in size. This mill discharges
onto a simple coarse screen, which separates out any tramp material that
has not been shattered in the hammer mills. The material passing the
screen is returned via conveyor and elevator to the entry of the first
hammer mill and is thus recirculated. An allowance has been made in the
447
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APPLICATION
REVISIONS
NEXT ASSY
USED ON
LTR
DESCRIPTION
DATE APPROVED
EXHAUST PLENUM
CIRCULATION FA'45-
(5 PLA
LN. SPRAY
HEADER
FOAM INSULATED ACCESS —
COVER, STAINLESS STEEL
INNER & OUTER WALLS
(ELECTRICALLY ACTUATED
FOR 18 INCH RISE)
4 FT LONG
LOAD DECK
EXTENSION
7'-0
-PRODUCT OUTLET
5'-0 WIDE x 8 INCH HIGH
PRECOOLER
CONVEYOR 60"
WIDE ST. STEEL
OMNI-GRID
HP VARI-SPEED
DRIVE MOTOR (2 PLCS)
ELECTRICAL CONTROL BOX
IMMERSION C07JVEYOK
60" WIDE WITH PRODUCT
LIFTS, STAINLESS STEEL OMMI-GRID
LN_ LIQUID LEVEL
CONTROL VALVE
-ELECTRIC DEFROST
DRAIN SYSTEM
UNLESS OTHERWISE SPECIFIED
DIMENSIONS ARE IN INCHES
TOLERANCES ON
FRACT. I DECIMALS I ANGLES
JCX I -XXX
* I - *» I * *>tl -**
TREATMENT
FINIIH
SIMILAR TO
CONTRACT
NO.
LAPOVlai
PROJECT
DESION ACTIVITY APPO
AIRCO CRYOGENICS
IRVINE, CALIFORNIA
A DIVISION OF AIRCO INC.
JITLE
IMMERSIO"! FREEZER
KFI 60-60
SIZE
A
CODE IDENT NO.
15275
DWG.
v.r
-33933-
SCAI.F.
REL DATE
SHT
Figure 3. Proposal drawing.
448
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estimate for insulation of the surfaces OT equipment handling the cold
material as it passes through the two hammer mills.
The conveyor belt carrying the mixed fiber and wire terminates in a
magnetic section in order to separate fiber from the magnetic wire. In
this section a magnetic pulley retains the wire while the fiber, being
nonmagnetic, is removed by a rapid stream of air. Fiber is separated
from this air stream by the use of cyclones (not shown in figure 2), and
the scrap wire is discharged from the end of the belt.
MANPOWER
One foreman and five operators are required for running the plant,
in addition to administrative personnel and a maintenance crew. When
working .on a continuous-week basis (7 days x 24 hours), there will be
four shift crews. Each man will work 2,000 hours per year plus 160 hours
overtime at time and a half.
RAW MATERIALS
The tires are assumed to be free of cost. (Calculations have also
been made for the manufacturing costs when tires cost $25.00 per ton and
when a premium is paid to the processor for tire disposal of $25.00 per
ton.)
The cost of liquid nitrogen is taken to be $0.037/lb.
ESTIMATED INVESTED CAPITAL
This totals $881,000 and is shown in detail in table 1.
The investment includes a building 100 ft x 40 ft with basement,
together with installed equipment on an assumed precleared site. A paved
p
area of 1,000 yd is allowed for.
The costs indicated in table 2 include a provision for 10 years
straight-line depreciation.
Table 3 shows the effect on manufactured cost of varying the
following:
1. cost of tires;
2. cost of liquid N,,;
3, level of production.
449
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Table 1. Preliminary capital cost estimate:
plant reclaiming rubber from tires
(200 tons of tires/day)
Building including offices
Basement, stairs, ramps, etc.
Paved area & roads 100 yd^
N2 piping & plumbing
Crane (allow.)
Parti cle-izer w/overhead bin
First conveyor (chipped tires)
Chip bin
Chip feeder
Liquid N£ tunnel
Entry duct to hammer mill no. 1
Hammer mill no. 1
Two-deck screen
Conveyor (rubber)
Conveyor (fiber & wire)
Conveyor (recycle)
Elevator to hammer mill no. 2
Single-deck screen
Conveyor (tramp)
Conveyor [recycle return)
Elevator (recycle return)
Elevator (rubber)
Magnetic separator (wire)
Magnetic separator (fine metal)
Bins (rubber & fine metal)
Fiber collector (pneumatic)
Insulation
Power wiring
Hammer mill no. 2
Contractor's indirect charges
Engineering & drafting
Start-up
Spare parts 5% equipment
Contingency 20%
Grand total
Equipment
$100,000
11,000
3,900
1,600
150,000
1,400
25,700
12,800
2,200
14,600
2,200
5,200
3,500
9,100
3,000
4,800
7,000
4,000
2,600
8,300
12,000
3,500
23,500
17,000
Foundations
& Labor
Included
$ 1 ,800
600
300
17,000
400
5,400
1,900
400
2,600
400
900
700
1,800
600
800
1,200
700
600
1,200
2,000
Included
24,000
3,600
Total
$ 30,000
38,300
9,000
8,300
15,000
$100,600
$100,000
12,800
4,500
1,900
167,000
1,800
31,100
14,700
2,600
17,200
2,600
6,100
4,200
10,900
3,600
5,600
8,200
4,700
3,200
9,500
14,000
3,500
47,500
20,600
$497,800
$ 50,800
48,400
15,000
21,400
$734,000
147,000
$881 ,000
450
-------
Table 2. Manufactured cost
Calculation assumes:
Free tires
Liquid nitrogen
Average production rate
(i.e., 200 tons per 24
Weekly hours
7 days x 24 hours
5 days x 16 hours
5 days x 8 hours
plant hours)
Tons rubber/year
46,600
22,064
11,03?
$0.037
8-1/3 tons/hr
Manufactured cost
$0.0495
$0.0522
$0.0559
Table 3. Variation in manufacturing costs
Variation in cost due to changes in:
1. Ti re cost per jon
Tires at 25(* each or $25 per ton.
Tires at no cost.
Tires received with 25
-------
In this table, the lowest manufacturing cost indicated is $0.0317/lb
of rubber. This is for a plant working 7 days per week x 24 hours per
day, receiving $25.00 per ton for disposing of tires and buying liquid
nitrogen at $0.037/lb.
The highest manufacturing cost indicated is $0.0733/lb of rubber.
This is for a plant working 5 days per week x 8 hours per day, where the
tires cost $25.00 per ton and the liquid nitrogen costs $0.037 per Ib.
ECONOMY IN CRYOGENIC TIRE RECYCLING
A permanent cryogenic rubber- (and other solid waste materials)
recycling plant including a prefabricated metal building would cost
approximately $881,000. Operating 24 hours per day, such a plant would
be capable of processing 10 tons/hour (1,000 tires/hour) of any size tire,
truck or automobile. The rubber would be 98 percent clean and ready for
immediate use or for further processing.
The annual cost of operating such a facility would be $1,269,100 and
the net profit (after taxes) $217,000 based on 200 tons of tires per day,
free tires, and a liquid nitrogen cost of $0.037/lb ($0.27/100 ft3).
ACKNOWLEDGMENT
The cost study used in this report was prepared by W. B. Laird,
Assistant Director, Airco Research Lab, Murray Hill, New Jersey.
452
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TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing}
1. REPORT NO.
EPA-560/1-75-002
2.
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
CONDUCTING CONFERENCES ON ENVIRONMENTAL ASPECTS OF CHEM
ICAL USE IN VARIOUS INDUSTRIAL OPERATIONS. Environmenta
Aspects of Chemical Use in Rubber Processing Operations
5. REPORT DATE
July 1975
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Center for Technology Operations
Research. Triangle Institute
Post Office Box 12194
Research Triangle Park, North Carolina 27709
10. PROGRAM ELEMENT NO.
2 LA 3 28
11. CONTRACT/GRANT NO.
68-01-2928
12. SPONSORING AGENCY NAME AND ADDRESS
Office of Toxic Substances
Environmental Protection Agency
Room 715, East Tower (WH-557)
401 "M" Street, S.W., Washington, B.C. 20460
13. TYPE OF REPORT AND PERIOD COVERED
Proceedings March 12-14, 1975
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This conference was the first in a series of three on the environmental impact
of chemicals in various industrial operations.
The objective of this conference was to cover and discuss current chemical use,
functions of chemicals in the operations, byproducts likely to be introduced, known
health or environmental effects from chemicals used, and measures used or available
for use to control environmental contamination. More specifically, papers were
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chemicals and their effects, reclamation and disposal and academic programs.
17.
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460
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