Tyre Retreading

Tyre Retreading
Editor:
Bireswar Banerjee
A Smithers Group Company
Shawbury, Shrewsbury, Shropshire, SY4 4NR, United Kingdom

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First Published in 2015 by
Smithers Rapra Technology Ltd

Shawbury, Shrewsbury, Shropshire, SY4 4NR, UK
©Smithers Information Ltd., 2015
All rights reserved. Except as permitted under current legislation no part

of this publication may be photocopied, reproduced or distributed in any
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ISBN: 978-1-84735-688-8 (hardback)

978-1-84735-689-5 (softback)
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P
reface
Tyre retreading is an established technology in the recycling of worn tyre carcasses.

Indeed, the term ‘retread’ was introduced during World War II by ex-army officers
summoned up on duty.
About 85–88% of worn casings can be retreaded and deployed as fresh tyres,
and if maintained properly, 80% of casings that have been retreaded once can be
retreaded again and reused. An effective functional tyre is made by replacing the old
tread with a new one by appropriate processing with suitable rubber compounds.
A correctly retreated tyre is able to provide the same mileage, rolling resistance and
other operational properties as a new tyre. The retreaded tyres are tested and their
dependability and safety assessed according to the specifications for automobile tyres,
truck tyres, off-the-road (OTR) tyres and aircraft tyres (taking into consideration, for
example, the eventual extreme stresses experienced by aircraft tyres).
Because of the guaranteed and reliable performances of retreaded tyres but at a

lower cost than new tyres, in 1993 the USA allowed retreaded tyres to be used on all
government vehicles under a ‘Federal Acquisition, Recycling and Waste Prevention’
order. The foremost advantage of retreading is its cost effectiveness, with a retreaded
truck tyre costing one-fifth that of a new truck tyre.
Tyre retreading is friendly to the environment as an alternative to buying a new tyre.

A considerable amount of energy (equivalent to 84 litres of oil) is consumed in the
manufacture of one new truck tyre, whereas 26.5 litres of oil is used to retread a
tyre. In the USA, 15 million truck tyres are retreaded, thereby saving 100 million
gallons of oil every year. In other words, retreading, via recycling and conservation,
contributes to saving Earth’s depleted resources.
Since there is no concise guide book on the manufacturing technology involved

in tyre retreading, this volume of work attempts to fill this gap by describing the
effective practical techniques of tyre retread manufacturing and other relevant topics
of importance. This handbook comprises six chapters. In Chapter 1, details are
provided regarding the selection of elastomers, the effective compounding ingredients,
and the processing systems for retreading. Chapter 2 describes the processability
and characterisation of the compounding ingredients used in retreading rubber
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Tyre Retreading
compositions. Chapter 3 outlines the non-destructive testing of worn-out tyres, and

elaborates on the processes of manufacturing retread in figures. Chapter 4 presents
a comprehensive overview of ‘green tyre’ technology, achieved by substituting the
common reinforcing agent carbon black with highly active silicas, as well as a
discussion of other nanofillers used in tyre treads to achieve better wet grip and
reduced rolling resistance.
Chapter 5 outlines up-and-coming trends in the use of elastomer nanocomposites,

and emerging technologies that are likely to grow and move forward. It also reviews
the ‘Run-Flat Tyre’, which is already on the tyre market for cars. Finally, Chapter 6
covers the testing methodologies used in the analysis of polymers and the chemical
analysis of compounding ingredients with relevance to quality assurance.
The main focus of this project was to offer a concise volume to the tyre retread
manufacturer, technologist, student and researcher. The chapter contributors are
all proficient scientists and academics in their respective fields of research, and their
participation has guaranteed the scope of this handbook. I thank all the contributors
for their efforts in preparing their chapters.
I express my great appreciation to Ms Helene Chavaroche, Commissioning Editor

Publishing, for her endeavours to make this project a successful one. Pre-editing of the
manuscript was done by Mrs Eleanor Garmson - the Development Editor, I express
my gratitude to her.
I also express my sincere thanks to all the staff of Smithers Rapra who assisted in the
preparation and publication of this handbook.
Bireswar Banerjee
2015
iv
C
ontents
Preface ................................................................................................................. iii
Contents.................................................................................................................v
Contributors ...................................................................................................... xiii
1 Rubbers, Compounding Ingredients and their Criterion in

Tyre Retreading ............................................................................................ 1
1.1 Introduction ........................................................................................ 1

1.2 Elemental Criteria for the Selection of Rubbers for Tyre Retreading .... 3
1.3 Rubbers Used for Tyre Retreading ...................................................... 4
1.3.1 Natural Rubber ...................................................................... 4
1.3.1.1 Properties of Natural Rubber .................................. 4
1.3.1.2 Derivatives of Natural Rubber .............................. 7
1.3.1.2.1 Superior Processing Natural Rubber ..... 7
1.3.1.2.2 Epoxidised Natural Rubber .................. 7
1.3.1.2.3 Chlorinated Rubber .............................. 8
1.3.1.2.4 Ingredients for Natural Rubber
Compounding ...................................... 8
1.3.1.2.5 Chemical Peptisers ................................ 8
1.3.1.2.6 Metal Oxides, Silicates and so on ......... 9
1.3.1.2.7 Zinc Oxide ............................................ 9
1.3.1.2.8 Process Aids .......................................... 9
1.3.1.2.9 Antioxidants/Antidegradants............... 10
1.3.1.2.10 Tack Aids, Tackifiers ........................... 10
1.3.1.2.11 Solvents and Chemical Bonding
Agents ................................................ 11
1.3.1.2.12 Accelerators ........................................ 11
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Tyre Retreading
1.4 Styrene-butadiene Rubber ................................................................ 12

1.4.1 Properties of Styrene-butadiene Rubber ............................... 13
1.4.2 Styrene-butadiene Rubber 1712 grade .................................. 15
1.4.3 High-styrene Resins ............................................................. 17
1.5 Polybutadiene Rubber ...................................................................... 17
1.5.1 Effective Properties of Polybutadiene Rubber for
Retread Applications ............................................................. 18
1.6 Polychloroprene Rubber .................................................................... 20
1.6.1 Properties of Polychloroprene Rubber ................................... 21
1.7 Ethylene Propylene Rubbers ............................................................. 22
1.8 Reclaim Rubber ................................................................................. 24
1.8.1 Digester Process ................................................................... 25
1.8.2 Pan Process ........................................................................... 26
1.8.3 Reclaimator Process .............................................................. 26
1.8.4 Crumb/Powdered Rubber ..................................................... 27
References ................................................................................................... 29
2 Processability, Characterisation and Properties of

Tyre Retread Compounding Ingredients ..................................................... 31
2.1 Introduction ...................................................................................... 31

2.2 Processability ..................................................................................... 33
2.3 Requirement of Mechanical Properties ............................................. 38
2.4 Perceptions of Reinforcement in Rubber Compounding .................... 41
2.4.1 Reinforcing Carbon Blacks ................................................... 43
2.5 Reinforcing Silica, Silicates and Carbonates for Tyre Retread ............ 44
2.5.1 Specialty Ingredients for Tyre Tread ...................................... 46
2.6 Dispersion Effect of Fillers in Rubber Mixes ...................................... 46
2.7 Adhesion to Used/Worn-out Tyres ..................................................... 46
2.8 Properties of Tear and Abrasion Resistance ...................................... 48
2.9 Resilience and Flexibility ................................................................... 48
2.10 Resistance to Oxygen, Ozone and Flexing ......................................... 49
2.11 Resistance to Decay of Tyre Treads from Natural Causes .................. 49
References ................................................................................................... 50
vi
Contents
3 Manufacturing Technology for Tyre Retreading ......................................... 53
3.1 Introduction ...................................................................................... 53

3.2 Retreading Methodology .................................................................. 54
3.2.1 Non-destructive Tyre Testing Systems ................................... 56
3.2.1.1 Shearography ........................................................ 57
3.2.1.2 Laser Shearography ............................................... 58
3.2.1.3 X-ray Inspection .................................................... 58
3.2.1.4 Holography ........................................................... 59
3.2.2 Manufacturing Process of Retreading ................................... 59
3.2.3 Formulation for Tyre Retreading Compounds....................... 61
3.3 Essential Physical Properties in Designing Retread
Rubber Compounds .......................................................................... 63
3.3.1 Technology of Adhesion on Retreading ................................. 64
3.4 Steps for Manufacturing Retreading ................................................. 66
3.4.1 Buffing ................................................................................. 66
3.4.2 Casing Repair ...................................................................... 69
3.4.3 Cementing ............................................................................. 69
3.4.4 Building (Assembly) ............................................................. 70
3.4.5 Mould Curing of Retread (Hot Process) ............................. 71
3.4.6 Precure Retreading (Cold Curing Process) ............................ 73
3.4.7 Precured Retreading Process ................................................. 74
3.4.8 Enveloping ............................................................................ 75
3.4.9 Vulcanisation of Cold Cure Retreads .................................... 76
3.4.10 Final Inspection..................................................................... 77
3.4.11 Exterior Painting ................................................................... 77
3.5 Advantages and Disadvantages of Cold versus
Hot Retreading .................................................................................. 77
3.6 Total Tyre Retreading Logic ............................................................. 78
3.7 Cause and Effect Analysis for Tyre Retreading Process ..................... 81
References ................................................................................................... 83
4 Green Tyre Tread Technology ...................................................................... 85
4.1 Introduction and Historical Overview ............................................... 85

4.2 Reinforcement of Rubber .................................................................. 86
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Tyre Retreading
4.3 Reinforcing Fillers ............................................................................. 87

4.4 Factors Influencing Filler Reinforcement ............................................ 88
4.4.1 Particle Surface Activity ........................................................ 88
4.4.2 Particle Size ........................................................................... 88
4.4.3 Particle Surface Area ............................................................. 89
4.4.4 Particle Structure .................................................................. 90
4.5 Reinforcing Effects ............................................................................ 90
4.5.1 Hydrodynamic Effect ............................................................ 91
4.5.2 Filler–Polymer Interaction ..................................................... 92
4.5.3 Polymer Network Contribution ............................................ 94
4.5.4 Filler–Filler Interaction: Payne Effect .................................... 95
4.6 Black and Non-black Reinforcing Fillers ........................................... 95
4.6.1 Carbon Black ........................................................................ 96
4.6.2 Silica ..................................................................................... 96
4.6.3 Carbon Black versus Silica .................................................... 96
4.6.4 Various Classes of Silicas....................................................... 97
4.7 Silica Reinforcement .......................................................................... 99
4.7.1 Aggregate Size of Silica ........................................................ 99
4.7.2 Specific Surface Area of Silica .............................................. 100
4.7.3 Characterisation of Silica Surface ........................................ 101
4.7.4 Surface Chemistry of Silica .................................................. 102
4.7.5 Bound Rubber Model of Silica-filled Rubber ....................... 103
4.7.6 Use of Modified Solution Styrene-butadiene Rubber ........... 104
4.8 Technical Difficulties in Using Silica................................................. 105
4.8.1 Surface Energy ................................................................... 105
4.8.2 Solubility ............................................................................ 105
4.8.3 Structure of the Filler ......................................................... 105
4.9 Silane Chemistry .............................................................................. 106
4.9.1 Types of Commonly used Coupling Agents ......................... 106
4.9.2 Silica–Silane Reaction ........................................................ 107
4.9.3 Alternative Coupling Agents ............................................... 110
4.9.4 Kinetic Parameters of the Silanisation Reaction ................. 111
4.9.5 Silanisation Acceleration ..................................................... 111
4.10 Green Tyre Technology: The State of the Art ................................... 111
viii
Contents
4.10.1 Rolling Resistance .............................................................. 113

4.10.2 Remedy ............................................................................... 117
References ................................................................................................. 118
5 Advances in Tyre Retreading and Scope of Run-Flat Tyres and

Elastomer Nanocomposites ...................................................................... 123
5.1 Introduction .................................................................................... 123

5.2 Visual Inspection for External Damage ............................................ 125
5.2.1 Bead Failure ........................................................................ 125
5.2.2 Sidewall Failure................................................................... 127
5.2.3 Sidewall Bulge ..................................................................... 128
5.2.4 Sidewall Cut........................................................................ 129
5.2.5 Sidewall Discolouration ..................................................... 129
5.2.6 Ozone Cracking .................................................................. 129
5.2.7 Shoulder Damage ................................................................ 131
5.2.8 Crown Area Damage .......................................................... 132
5.2.9 Damage of Inner Liner ........................................................ 132
5.3 Non-destructive Evaluation ............................................................ 133
5.3.1 Radioactive Tracer Gas Technique ...................................... 133
5.4 Safety, Green Technology, Recycling and Cost Saving in
Tyre Retreading ............................................................................... 134
5.5 Mechanism of Rubber Failure ......................................................... 136
5.6 Elastomeric Nanocomposites with Special Reference to
Tyre Retreading .............................................................................. 140
5.6.1 Nanofillers and Their Impact on Mechanical and
Functional Properties of Tyres ............................................ 140
5.7 Run-Flat Tyre .................................................................................. 146
5.7.1 Self-sealing .......................................................................... 146
5.7.2 Self-supporting .................................................................... 147
5.7.3 Auxiliary Supported Run-Flat System ................................. 147
5.7.4 Commercial Makers of Run-Flat Tyre ................................. 148
5.7.5 Performance Characteristics and Use of Run-Flat Tyres ...... 148
5.8 Tyre Pressure Monitoring System..................................................... 149
5.9 New-Generation Tyres ..................................................................... 150
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Tyre Retreading
5.10 Summary ......................................................................................... 151

5.11 Acknowledgement ........................................................................... 153
References ................................................................................................. 153
6 Testing and Quality Assurance for the Tyre Retreading Industry ............... 159
6.1 Introduction .................................................................................... 159

6.2 Chemical Analysis .......................................................................... 160
6.2.1 Chemical Analysis: Definition, Significance and
Procedure of Measurement ................................................ 164
6.2.1.1 Specific Gravity: Definition, Significance and
Measurement Procedure ...................................... 164
6.2.1.2 Ash Content: Definition, Significance and
6.2.1.3 Heat Loss: Definition, Significance and
6.2.1.4 Melting Point: Definition, Significance and
6.2.1.5 Acidity: Definition, Significance and
6.2.1.6 Insolubility: Definition, Significance and
6.2.1.7 Oil Content: Definition, Significance and
6.2.1.8 Softening Point: Definition, Significance and
6.2.1.9 Acid Number: Definition, Significance and
6.2.1.10 Saponification Number: Definition,
Significance and Measurement Procedure ............ 166
6.2.1.11 Iodine Number: Definition, Significance and
6.2.1.12 Toluene Discolouration: Definition,
6.2.1.13 Sieve Residue: Definition, Significance and
6.2.1.14 Pour Density: Definition, Significance and
x
Contents
6.2.1.15 Iodine Adsorption: Definition, Significance and

6.2.1.16 Surface Area: Definition, Significance and
6.2.1.17 Oil Adsorption: Definition, Significance and
6.2.1.18 Pellet Hardness: Definition, Significance and
6.2.1.19 Tint Strength: Definition, Significance and
6.2.1.20 Organic Acids: Definition, Significance and
6.2.1.21 Nitrogen Content: Definition, Significance and
6.2.1.22 Assay of Accelerators: Definition,
6.2.1.23 Solvent Extractables: Definition,
6.2.1.24 pH: Definition, Significance and
6.2.1.25 Soaps: Definition, Significance and
6.2.1.26 Flash and Fire Point: Definition,
6.2.1.27 Pour Point: Definition, Significance and
6.2.1.28 Aniline Point: Definition, Significance and
6.2.1.29 Viscosity: Definition, Significance and
6.2.1.30 Clay-Gel Analysis: Definition,
6.2.2 Thermal Analysis ................................................................ 175
6.2.2.1 Applications ........................................................ 176
6.2.3 Spectroscopy ....................................................................... 176
6.2.3.1 Applications ........................................................ 177
6.2.4 X-Ray Diffraction ............................................................... 177
6.2.4.1 Applications ........................................................ 177
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Tyre Retreading
6.2.5 Chromatography.................................................................. 177

6.2.5.1 Applications......................................................... 177
6.3 Physical Testing................................................................................ 178
6.3.1 Preparation of Test Pieces..................................................... 178
6.3.2 Mixing and Moulding.......................................................... 178
6.3.3 Cutting/Die out from Sheet.................................................. 178
6.3.4 Test Pieces from Finished Products....................................... 179
6.3.5 Reasons for Physical Testing................................................ 179
6.3.5.1 Plasticity and Recovery Test ................................ 179
6.3.5.2 Mooney Viscosity, Stress Relaxation,
Mooney Scorch ................................................... 180
6.3.5.3 Extrudability ....................................................... 182
6.3.5.4 Vulcanising Characteristics .................................. 183
6.4 Testing of Rubber Products .............................................................. 185
6.4.1 Preparation and Conditioning of Test Pieces........................ 186
6.4.2 Hardness.............................................................................. 186
6.4.3 Tensile Stress and Strain Including Tear .............................. 187
6.4.4 Abrasion Resistance ............................................................ 189
6.4.5 Resilience ............................................................................ 190
6.4.6 Heat Build-up ..................................................................... 191
6.4.7 Fatigue Test ......................................................................... 192
6.4.8 Ozone Resistance................................................................. 193
6.4.9 Adhesion.............................................................................. 194
References ................................................................................................. 195
Abbreviations..................................................................................................... 197
Index ................................................................................................................. 201
xii
C
ontributors
Samar Bandyopadhyay
Hari Shankar Singhania Elastomer & Tyre Research Institute (HASETRI), P.O. Tyre
Factory, Jaykaygram, Dist. Rajsamand – 313324, Rajasthan, India
Bireswar Banerjee
B - 12/3, Karunamoyee Estate, Salt Lake, Calcutta, 700091, India
Tuhin Chatterjee
Rubber Technology Centre, Indian Institute of Technology, Kharagpur, 721302, India
Kinsuk Naskar
Rubber Technology Centre, Indian Institute of Technology, Kharagpur, 721302, India
Dipak Kumar Setua
Defence Materials and Stores Research & Development Establishment (DMSRDE),

DMSRDE - Post Office, G. T. Road, Kanpur - 208013, India
xiii
1
Rubbers, Compounding Ingredients and
their Criterion in Tyre Retreading
Bireswar Banerjee
1.1 Introduction
In the long history of automobile tyre manufacturing the following milestones are
notable. In 1895, Michelin introduced its pneumatic automobile tyre. Previous to that,
in 1888, Dunlop had patented the pneumatic tyre in the UK. Goodyear launched the
first nylon-reinforced tyres in 1947 and, in the same year, BF Goodrich announced
the tubeless tyre. Even more interestingly, in 1992 Michelin introduced the first durable
‘green tyres’, which were composed of rubber compounds reinforced with silica in
place of the usual reinforcing agent carbon black.
In 1912, Marion Oliver patented a 10 ft and 12 ft long tread design, which was used
in precure treads and marketed to other retreaders. In the 1980s, the tyre retreading
business rapidly became globalised, and European companies began marketing
equipment and manufacturing techniques in the USA. A new type of extruder was
introduced to produce truck tyre retreading tread.
Also in the 1980s, a non-destructive method for the careful inspection of worn tyres
was established. Then, in the 1990s, advancements began to be made in retreading
using high-tech computerised devices. Technology for the primary inspection of worn
tyres using an inflated inspection spreader and improved X-ray equipment has become
available since then. Shearography, a new and improved off holography specially
designed for the high-speed production and testing of tyres, can determine their
viability for retreading. The inspection spreader device works by applying sufficient
air pressure into a used tyre that any damaged sections of the casing become distorted,
thereby allowing any defects to be identified easily.
The basic rubbers or elastomers used in compounding for tyre retreading purposes are
high-molecular-weight (MW), amorphous, viscoelastic polymers with high elasticity.
Rubber compounds prepared based on natural rubber (NR) with blends of synthetic
elastomers such as polybutadiene rubber (PBR) and styrene-butadiene rubber (SBR)
become soft and will flow during extrusion of the tread profile and moulding of the
tread to give a flawless tread design with appropriate heat and graduations of stress
during the moulding process.
1
Tyre Retreading
For some special applications, tyre retread may require high weather, chemical, heat
and oil resistance characteristics, which can be obtained by blending of NR, general
purpose and special purpose synthetic rubbers [1].
The commonly used rubbers for tyre retreading applications are as follows:
• NR (isoprene)
• SBR
• PBR
• Chloroprene rubber (CR) for specific applications
• Ethylene propylene diene monomer (EPDM) rubber for special applications

(in blends with NR)
• Reclaim rubber (as compounding ingredients)
An overview of the processing behaviour, physical/mechanical characteristics (such

as hardness, tensile strength, modulus, abrasion, tear and flexing resistance), and
chemical and oil resistance while operating in a particular environment is presented
in this chapter. Technologists associated with the tyre retreading industry control
rubber processing to determine the correct viscosity to function properly at a
particular processing temperature, the rate of flow, applied stress and deformation,
its rheological behaviour during extrusion for tread and on calendering for gum
strips, and to obtain the correct blend of polymers to achieve the desired product
characteristics.
The dispersion of carbon blacks, powdery chemicals, other inorganic fillers and so
on, in the rubber matrix may require dispersing agents during the preparation of a
compound to achieve good processing properties, lower energy costs (for mixing) and
the ultimate desired effect for the finished materials. These may include wood rosin,
synthetic resins, process oils, pine tars for high-carbon-black-filled compounds, and
particular plasticisers for synthetic elastomers. Different kinds of process aid (PA)
are used in rubber compounding to improve processability (e.g., fatty-acids, esters
of fatty-acids, fatty-acid metal soaps, and low-MW resins).
At the initial stage of mixing a compound, high shear stress and high energy are
necessary, but this can be significantly reduced using chemical peptisers, which
reduce the viscosity of the basic NR via mechanical breakdown. This results in a
reduction in energy consumption during mixing and improves the uniformity of
2
Rubbers, Compounding Ingredients and their Criterion in Tyre Retreading
the compound by increasing the efficiency of mixing. Some synthetic elastomers

can also be treated with peptisers to reduce viscosity, but many can only be heat-
treated during mixing before the incorporation of ingredients. Good processing
and mixes with good physical properties are achievable when all the compounding
ingredients are well dispersed, and a homogeneous compound is prepared for
flawless processing.
Adhesion between the used/old tyres and the new tread is the most essential
requirement of an elastomer compound, which must be strong enough and should
provide the desired strength and durability during service [2].
1.2 Elemental Criteria for the Selection of Rubbers for

Tyre Retreading
The criteria for the selection of elastomers and additives to be processed for
retreading are decisive in the choice of the right kind of rubber and the principal
ingredients to meet the desired physical parameters. The essential properties
considered are as follows:
• Processing distinctiveness
• Moulding and curing characteristics
• Service condition and durability
• Service temperature range
• Duration of service
• Bondability with old tyre
• Physical properties such as mechanical strength, abrasion, cut and cut growth
resistance
• Resistance to water
• Oil/chemical resistance (for specific uses)
• Resistance to environmental degradation
• Compound economics
3
Tyre Retreading
1.3 Rubbers Used for Tyre Retreading
1.3.1 Natural Rubber
NR is the most widely used basic elastomer in all categories of the tyre retreading
industry. NR has excellent mechanical and processing properties, with excellent green
tack and adhesion characteristics with worn tyre. This rubber is largely used in truck
tyres because of its road grip and low heat build-up properties.
NR usually contains about 93% of NR (also simply termed hydrocarbon), plus certain
inorganic salts and organic materials. The chemical name for NR is polyisoprene,
polymer chains of which have the perfect cis-1,4 structures that give improved
mechanical properties. The high gum tensile strength in this elastomer is due to
crystallisation on stretching of its chain. When lower tensile strengths are demonstrated
by elastomers that do not properly crystallise on stretching, rubber mixes with an
adequate quantity of reinforcing materials are required to increase the tensile strengths.
The tensile strengths of different rubbers that may be utilised for tyre retreading are
illustrated in Figure 1.1.
30
25
Tensile Strength (Mpa)
20
15
10
0
NR SBR PBR CR EPDM
Figure 1.1 Tensile strengths of different rubbers
NR can contain proteins, sugars, natural rosins and so on. In the grades of NR
appropriate for use in tyre tread compounds, the acetone-soluble content must be
in the range of 2.5–4.5%, nitrogen in the range 0.4–0.6%, with an ash content of
0.4%. A precise analysis of NR is provided in Table 1.1.
1.3.1.1 Properties of Natural Rubber
NR is composed of polyisoprene chains with a cis-1,4 structure. NR with Mooney

viscosities in the range of 60−75 Mooney units is suitable for use in tyre retreads.
4
Table 1.1 Analysis of NR

Composition Composition (%)
Rubber hydrocarbon 93.3
Protein 2.8
Acetone extracted matter 2.9
Ash 0.4
Moisture content 0.6
CH3
( CH2 C CH CH2 ) n
Figure 1.2 Structural formula of NR repeat unit
A higher viscosity indicates a higher MW, leading to difficulties in processing during

mixing, extrusion and calendering.
Having the correct viscosity of raw rubber is essential to making flawless extruded
profiles for tyre tread and for the calendering process of tread gum and cushion gum
sheeting. Achieving perfect processing behaviour depends predominantly on the viscosity
and breakdown behaviour during mastication and mixing of the composition. To reduce
complexity, blending of various rubbers from a stock of NR will solve the problem.
In order to control the variations in the quality of NR, several established approaches
abide by the technical specifications framed by the International Organization for
Standardization (ISO) in 1964 for the production of technically specified rubbers
(TSR) such as standard Malaysian rubber (SMR), standard Indonesian rubber,
standard Sri Lankan rubber, standard Thai rubber and Indian standard natural rubber.
These standards provide the specific limits for dirt, ash, nitrogen, volatile matter and
plasticity retention index (PRI), among others. A comprehensive specification for TSR
is provided in Table 1.2.
Constant-viscosity (CV) NR (between 45 and 55) or in the range of 55–65 Mooney

units (e.g., SMR 5 CV), can be produced by treatment with hydroxylamine salts at
the wet stage. This grade can be used in cushion gum, tread gum or in rubber cement
compounds that give CV grades within the stable viscosity level of 45–55 or in the
range of 55–65 Mooney units.
The PRI of raw rubber is a test used to assess the level of resistance to the oxidation
of NR. The rapid plasticity number of a sample of raw rubber can be used to describe
the ratio of the plasticity after heating for 30 min at 140 °C in air to the original
5
Tyre Retreading
plasticity. This is expressed as a percentage of the rapid plasticity number before

heating in a Wallace Rapid Plastimeter. Higher PRI values indicate a high resistance
to breakdown, and indicate the presence of metallic contamination in the rubber,
that can accelerate oxidative degradation. Even trace amounts of metals such as iron,
copper and manganese may act as catalysts and elevate the oxidation of NR. The
higher PRI value also implies mastication at higher temperature, and can affect the
ageing of the rubber compound during service.
Improved grades of NR, such as pale crepes, RSS-1 (ribbed smoked sheet) and SMR
5 have a PRI value greater than 70 [2].
The ISO standards specify six different grades of NR according to a set of rules that
feature in the national standards of individual countries technical specifications (TSR).
They are graded on technical properties, rather than on visual distinctions. For each
grade, instruments test the dirt content, ash content, volatile matter content, nitrogen
content, plasticity and colour. A conformity of testing follows from the test methods
prescribed by ISO [3].
TSR CV, as well as those for stabilised high-quality latex rubber and TSR 5, 10, 20
and 50, are illustrated in the Table 1.2.
Table 1.2 Specification for TSR
Parameters TSR CV TSR L TSR 5 TSR 10 TSR 20 TSR 50

Dirt content
0.05 0.05 0.05 0.10 0.20 0.50
(maximum %)
Ash content
0.60 0.60 0.50 0.75 1.00 1.50
(maximum %)
Volatile matter
0.80 0.80 0.80 0.80 0.80 0.80
(maximum %)
Nitrogen
0.60 0.60 0.60 0.60 0.60 0.60
(maximum %)
PRI (minimum) 60 60 60 50 40 30
Initial Wallace
plasticity − 30 30 30 30 30
(minimum)
Mooney viscosity
(ML, 1 + 4, 60 ± 5 N/A N/A N/A N/A N/A
100 ºC)
6
1.3.1.2 Derivatives of Natural Rubber
1.3.1.2.1 Superior Processing Natural Rubber
Superior processing (SP) NR is produced by coagulating a mix of 20% vulcanised

latex and 80% unvulcanised rubber. Blending is performed at the latex stage and it
is dried in the usual way. These modified grades of NR are utilised as PA for rubber
compounds. They help in the retention of shape and in achieving uniformity in the
gauge thickness of the extruded and calendered materials by minimising swelling and
shrinkage occurring immediately after these steps.
The commercial grades available are SP rubber PA 80 (a mixture of 80% vulcanised

and 20% unvulcanised latex) and PA 57 (57% vulcanised rubber and 30 parts
process oil). These SP rubbers are useful for blending with natural or synthetic rubber
stocks at a level of 5–10 phr (parts per hundred of rubber) in order to achieve such
SP properties as (i) faster extrusion and calendering rate, (ii) better dimensional
stability in the extrusion of tyre tread, (iii) less swelling, and (iv) reduced porosity of
the extruded and calendered profiles. It is particularly useful when high percentages
of elastomers are used in a mix.
1.3.1.2.2 Epoxidised Natural Rubber
Epoxidised natural rubber (ENR) is produced by chemical modification of NR latex

by reaction in hydrogen peroxide and formic acid at 60–70 °C. The latex is neutralised
with the application of heat before coagulation, then washed and dried in hot air. This
chemically modified new class of elastomers provides the high level of reinforcement
achieved from using silica to mixes without the addition of a silane coupling agent.
Its significant characteristics are improved resistance to oil and a reduction in gas
permeability when used in tyre inner tube compounding.
ENR can be used as a compatibiliser when blends of rubbers are used in compounding.
It also acts as a compatibiliser when a high proportion of small-particle-size carbon
black or fine-particle silica is incorporated into a rubber mix. Commercially available
ENR include ENR-25 and ENR-50 mol%. In order to obtain a clear processing
advantage, a dosage of 10 phr ENR-50 mol% may be useful in tyre tread compounds
blended with NR/SBR. A lower concentration of about 2 phr can assist in improving
adhesion between rubber tread compound and plated steel cord (used to increase the
durability of the tyre).
In tyre tread compounding, properties such as wet grip characteristics and rolling
resistance may be improved by incorporating ENR in the correct proportions. When
7
Tyre Retreading
blended with SBR, epoxidised NR shows improved bondability, processability,

resilience and stiffness. With increasing ENR content, the scorch time and curing
time of the compound may favourably decrease [2].
1.3.1.2.3 Chlorinated Rubber
Chlorinated rubber is chemically modified NR, and in small proportions finds use in
tread gum, cushion gum and cement formulation to promote tack, which will help
in fabrication during the retreading of tyres. The chlorination process is performed
in solution, or in latex with gaseous chlorine. The chlorine content of the product is
usually about 65%. It is available commercially in powder form, and is thermoplastic
in nature with a pale cream colour. This material can be used in rubber compounding
to enhance the adhesion of stocks [2].
1.3.1.2.4 Ingredients for Natural Rubber Compounding
Dried NR sheets are believed to be adequately protected against oxidation, but this
protection may be degraded by excessive washing and heating during processing.
Due to the unsaturated character of the NR chains (with a double bond in the main
chain), NR is somewhat susceptible to the attacks of atmospheric oxygen, ozone and
ultraviolet (UV) light. Through the addition of suitable antioxidants into the rubber
mix during compounding, protection can be improved.
Being non-resistant to oils, NR swells when exposed to aromatic, aliphatic and

halogenated hydrocarbon solvents. Raw NR is a natural substance, and may
degrade at different stages of processing. Its gradation as a raw rubber is classified
by factors such as the; presence of wooden bark and sand particles, and active metal
contamination (which may initiate oxidation), and care must be taken during the
washing of coagulants during processing as this may affect the properties of the
dry sheets (naturally occurring antioxidants, if present, may be removed by over
washing).
1.3.1.2.5 Chemical Peptisers
Different grades of NR in bale form are commercially available with high Mooney
viscosity levels. It is essential to masticate the rubber to a particular CV before
successfully processing. Viscosity reduction is followed at the processing level by
mechanical mastication in a two-roll mill or in an internal mixer. To speed up the initial
mastication process, it is appropriate to add a small dosage of chemical peptisers such as
8
the zinc salt of pentachlorothiophenol (Renacit – VII, Bayer; 0.2–0.5 phr). Peptisation
activation will be increased by raising the mill temperature in the range of 50–80 °C.
1.3.1.2.6 Metal Oxides, Silicates and so on
Mineral fillers can yield better dimensional stability and improve extrusion and
calendering properties. In the extrusion of tyre tread profiles and calendered cushion or
tread gum compounding, the use of precipitated silicas, precipited calcium carbonate
and other mineral fillers such as calcium and aluminium silicates and clays can lead
to improved processing. These fillers are particularly useful for gum profiles/cement
compositions. In combination with reinforcing carbon black, a certain proportion of
precipitated silica can improve adhesion properties, as well as increasing the abrasion
and tear resistance of the tread compound.
1.3.1.2.7 Zinc Oxide
The addition of zinc oxide in sulfur cure compositions provides effectiveness of organic
accelerators, so the inclusion of metallic oxide and an organic activator is necessary.
Zinc oxide (4−5 phr) is added into the rubber compound in combination with a
small proportion of stearic acid (1–1.5 phr). This is effective in formulations based
on NR, PBR, SBR, EPDM and so on. In sulfur-curing rubbers, zinc oxide increases
the efficiency of vulcanisation, reduces the time for vulcanisation and improves the
properties of the vulcanisates. It is also used as a crosslinking agent for CR.
Zinc oxide active, a distinctive grade of zinc oxide, is effective at smaller dosages
(2–2.5 phr), because of its smaller particle size. It also increases the degree of
crosslinking, but slows the initiation of cure, although with no influence on the
effective time of cure [4].
1.3.1.2.8 Process Aids
Petroleum process oils at a level of 5–10 phr can help in the process of incorporating
fillers during mixing in mills. They act as plasticisers while processing, reducing the
viscosity of the polymer. Aromatic type oils give excellent processing ability for NR-
based compounds.
PA, as factices, contributes greatly to the processing behaviour of NR- and synthetic
rubber-based compounds. Brown factices improve extrusion and calendering quality,
as well as dimensional stability in the extrusion of treads, when used in dosages within
9
Tyre Retreading
5−10 phr. They also facilitate the dispersion of powdered fillers by controlling the
‘nerve’ of the elastomers.
There is a tendency to ‘stick to calender rolls’ when processing cushion gum and tread
gum mixes, in particular for NR-based low-hardness compounds. In order to deal
with this problem of sticking to rolls, fatty-acids, and derivatives such as the zinc
salts of high-MW unsaturated fatty-acids (Aktiplast, Rhein – Chemie) or low-MW
polyethylenes, can be used as additives [2].
1.3.1.2.9 Antioxidants/Antidegradants
Antioxidants/antidegradants are selected for tread mixes by considering the severity

and type of service exposure conditions, such as heat, flexing, oxygen and ozone. In
general, in the antioxidant group, polymerised dihydroquinoline [trimethyl quinoline
(TMQ)], is widely used in combination with antiozonants in tyre tread mixes.
Microcrystalline (MC) waxes (Antilux) obtained from higher-MW petroleum residuals

are used in tyre retreading compounds to protect against ozone where high flexing is
required. Unlike paraffin wax, this wax does not crack when bloomed to the surface
during flexing, and provides a protective antiozonant coating. It also performs better
at elevated temperatures. MC waxes have a predominantly branched structure of
irregular smaller crystals that melt from 57 to 100 °C. Its mobility intensifies at higher
temperatures, so its rate of migration to the surface increases. A combination of wax
and a small amount of chemical antiozonant results in a synergistic effect in ozone
resistance during the service of the tyre tread.
Antiozonants such as p-phenylenediamines (DPPD) and alkyl-aryl-p-phenylenediamines

(PPDA) offer excellent protection in ozone-sensitive applications, and work as
an antiflex cracking agent under cyclic deformation when the tread is in use. In
combination, an antioxidant such as TMQ or phenolic antioxidant with PPDA give
excellent protection against ozone cracking and mechanical fatigue in tread. Proper
blending of acetone-diphenylamine condensate (Nonox BL) with DPPD or PPDA
improves antiflex cracking and heat ageing properties [5].
1.3.1.2.10 Tack Aids, Tackifiers
Stocks used for tread gum, cushion gum and cement applications in the tyre retreading
process need to be soft and tacky. Tread gum and cushion gum sheeting of required
thickness is prepared by a calendering process. The incorporation of resins such as
coumarone–indene, petroleum or wood rosins will help to achieve the desired tack.
10
In addition, these natural and synthetic resins are helpful in the dispersion of dry
powdered fillers.
In order to promote adequate tack to facilitate building of the worn tyre for retreading,
the incorporation of pine tar (produced by the distillation of pine wood) in the
rubber composition (3–5 phr) provides satisfactory results. This tackifier also helps
in dispersing high carbon black filled mixes, and can be used in higher proportions
in gum/cement stocks to improve adhesiveness.
The incorporation of resorcinol resin and hexamethylenetetramine in addition of silica

to tread and cement formulations will further intensify bonding strength. The system
increases adhesion by improving wetting and hydrogen bonding between the rubber
compounds and the substrate. Silica plays a role in preventing the loss of adhesion
as the tread ages or at elevated temperatures.
Before the addition of an accelerator during the mixing cycle, resorcinol and
precipitated silica (4–6 phr), in combination with hexamethylenetetramine coated
with silica (1.5–2 phr), can be added directly to the rubber mix. To obtain the best
adhesion, the curing system for the rubber matrix is formulated with the delayed
action of an accelerator such as sulfenamide and sulfur [6].
1.3.1.2.11 Solvents and Chemical Bonding Agents
In the preparation of rubber adhesive/cement intended for the building up operation,

it is necessary to swell the mixes in hydrocarbon solvents such as toluene, solvent
naphtha or trichloroethylene. A solution of desired viscosity is prepared, and the
prepared cement is then applied on the worn and prepared tyre surface.
1.3.1.2.12 Accelerators
NR-based tyre retread mixes or blends with PBR/SBR used in soluble or insoluble
sulfur vulcanisation systems use an organic accelerator together with a metallic
activator (zinc oxide and stearic acids) to give the desired results. In general, for
tyre tread mixes where NR/SBR/PBR blends are used, sulfanilamide (cyclohexyl
benzothiazole sulphenamide, CBS) accelerator alone can be used. This type of
accelerator is safe at processing temperatures, and is slightly faster at the curing
temperature than thiazoles (dibenzthiazyl disulphide). When a high proportion of
reinforcing furnace black is incorporated into the tread composition to improve the
property of reinforcement, a delayed-action accelerator (delayed compared to CBS)
such as butylbenzthiazyl sulphenamide or benzthiazyl-sulphenmorpholide (BSM)
11
Tyre Retreading
will impart excellent processing safety and outstanding curing characteristics. The
accelerator BSM is also effective with high-silica filled compounds.
Due to the high ‘heat history’ of the compound and the processing at higher
temperatures during the mixing and extrusion of tread, ‘scorching’ or premature
vulcanisation might occur. This phenomenon can also prevail in stocks containing high
proportions of low-structure carbon black in NR (also with other highly unsaturated
rubbers). To control this problem during processing, a small dosage of retarders/
prevulcanisation inhibitors such as nitrosodiphenylamine, salicylic or benzoic acids
(0.25–0.50 phr) can be added to produce a ‘scorch safe’ compound. However, the
addition of these chemicals may increase the curing time.
It is worthwhile to use the same category of accelerator/s in all categories of mixes

for the preparation of components for retreading assembly; a slightly higher dosage
may be used in cushion gum and cement compositions because of the slower heat
penetration in those areas during vulcanisation [7].
1.4 Styrene-butadiene Rubber
In tyre tread compounding, the general-purpose synthetic copolymer of styrene and

butadiene is effective for retreading all categories of tyre when blended with NR.
A random copolymer from the aforesaid monomers is commercially available as one
of two major types: (i) emulsion SBR and (ii) solution SBR, which are produced by
two different methods of polymerisation – emulsion and solution. The two procedures
give distinctive final properties. When compared with the emulsion process, the
solution method offers a narrower MW distribution with higher content of cis-1,4
structure and lower glass transition temperature (Tg) to the elastomer. However, the
solution SBR offers higher flexibility than emulsion grades (a significant property for
tyre applications).
Generally, the monomer ratio for styrene and butadiene when producing SBR is 30:70.
Polymerisation is carried out in ‘cold’ or ‘hot’ processes. The cold grade polymerisation
is conducted at 4 °C, and the hot grade at 42 °C.
Tyre retread rubber mixes are chosen for the following reasons:
• Good processability
• Excellent green tack and good green strength
• Low rate of cut growth
• Good resistance to skid
12
• Low hysteresis
• High wear resistance
• Good rolling efficiency
• Stability to thermo-oxidation
• Economical compounding
The important factors are the dynamic properties that are relevant to different service
requirements, including mechanical characteristics such as tensile strength, elongation
at break and resistance to abrasion.
Tread rubber compounds based on solution-grade SBR show better dynamic

properties, including higher elasticity, high flexibility and lower heat build-up. These
important properties can be requirements in passenger car, bus tyre, and truck tyre
retread compositions. Solution SBR in tread can also impart better grip, lower rolling
resistance and longer service life.
SBR produced with these two methods exhibit certain advantages and disadvantages
in their properties. These characteristics are modified by making blends with NR to
achieve a balance between the properties. Blending of a solution grade of SBR with
emulsion grade can improve its processability due to a broadening of molecular
macrostructures and degree of branching (MWD).
Most commonly, 23–25% of bound styrene is found in SBR produced by the emulsion
process. With increasing styrene content, processability improves, and also the tensile
strength, but the resistance to low-temperature and wear deteriorates. Different levels
of MWD assist with processing behaviour and product properties [8].
1.4.1 Properties of Styrene-butadiene Rubber
SBR molecules are composed of styrene-co-butadiene chains, with the molecular

structure shown in Figure 1.3.
The double bond is present in the butadiene molecule and can be present in the
following forms:
• Cis-1,4
• Trans-1,4
• Vinyl-1,2
13
Tyre Retreading
CH2 CH CH CH2 CH CH2
m n
Figure 1.3 Molecular structure of SBR
The International Institute of Synthetic Rubber Producers’ criterion on the classification

of SBR is as follows:
• 1000 series − hot polymerised, non-pigmented
• 1500 series − cold polymerised, non-pigmented
Solution SBR is most suitable for designing tyre compounds for tread and sidewall. It
is appropriate for its inherent hysteresis and abrasion resistance effects, which improve
the performance of the tyre by controlling the elastomer’s Tg through adjustment of
the styrene and vinyl content.
With various bound styrene contents and different proportions of 1,2-addition of

solution SBR with a view to increasing the content of phenyl and vinyl substituents on
the basic hydrocarbon chain, the processability of the rubber compound is improved.
Its rebound resilience decreases, the grip property of the tyre tread improves, and road
holding, including skid resistance on wet roads, is better; however, wear resistance
declines. Many grades of SBR are cost-effective and available commercially [9]. The
basic specification of SBR 1502 is provided in Table 1.3 [2].
Table 1.3 Basic specification of SBR grade 1502*

Property Maximum %
Butadiene 75.00
Styrene 25.00
Free organic acid 7.00
Soap 0.50
Specific gravity 0.92
Non-staining antioxidant 1.75
Volatile matter 0.75
Iron content 0.005
14
Table 1.3 Continued

Property Maximum %
Copper content 0.0002
Ash 1.50
Mooney viscosity 58
*SBR 1502 is a cold grade with appropriate reinforcement. This grade can offer very
good abrasion resistance and resistance to flex
1.4.2 Styrene-butadiene Rubber 1712 Grade
SBR 1712 grade is produced by co-polymerising butadiene with styrene in emulsion

at 5 °C, using a mixture of rosin and synthetic acid soaps as an emulsifier. The rubber
is precipitated from latex using salt and acid techniques.
SBR 1712 with 23.5% bound styrene content is a cold polymerised elastomer, extended
with 37.5 parts of aromatic oil, available in 45–55 Mooney viscosity. The aromatic
oil used is an effective plasticiser for high-MW SBR. Careful selection and correct
blending proportions of this grade with NR provides a tread composition with very
good mechanical properties and processing characteristics in an economical way.
The characteristic features of this elastomer are its dark brown colour, high abrasion
resistance, excellent processability, good scorch properties and trouble-free vulcanisation
when blended with NR. A specification for SBR 1712 is provided in Table 1.4.
Table 1.4 Specification of SBR 1712
Property Maximum %
Bound styrene 23.50
Free organic acid 5.0
Antioxidant 1.30
Volatile matter 0.50
Ash 1.0
Iron 0.006
Copper 0.0002
Oil 37.5
Mooney viscosity 45−55
Colour Dark brown
15
Tyre Retreading
The SBR 1502 and 1712 grades can be blended easily with natural and other synthetic
rubbers. These grades do not require premastication during mixing. They give good
dimensional stability and can offer good processability during extrusion of tread and
calendering of gum sheeting, but they have rather poor physical properties.
Their improvements in mechanical properties such as higher tensile strengths and

higher abrasion resistances can be achieved when properly formulated with reinforcing
fillers such as reinforcing carbon blacks and with the addition of precipitated silicas
in the mixes. Hot polymerised SBR grades are prone to difficulties in processing in
general, although they offer low shrinkages and good calendering behaviour, but
again they show lower physical properties [10].
The mechanical properties of rubber tread compounds improve when polymers are
used for their production that have higher MW. The strength properties and wear
resistance improve and the heat build-up on cyclic stressing decreases. When the MW
of the polymer is increased, its viscosity also increases, so the processability gradually
deteriorates to an unacceptable level.
The physical properties of the rubber vulcanisates produced from oil-extended rubbers
are somewhat poorer than the properties of those made from unextended rubbers,
but they are cheaper in terms of compounding.
SBR-based compounds are similar to those of other unsaturated hydrocarbon rubbers.

Furnace blacks such as intermediate super abrasion furnace (ISAF) carbon black or
high abrasion furnace carbon black grades are usually added to tread compounds to
enhance the physical properties. Building tack is lower, which is a disadvantage of
using SBR on its own in compounds.
In comparison with NR, emulsion SBR, when used in tread compounds, has the
following properties:
• Better wear resistance under severe conditions
• Better ageing resistance
• Greater resistance to crack initiation and growth and fatigue with repeated small
strains
When compared with NR, the lower resistance to crack growth and fatigue at larger
deformations are among the disadvantages of emulsion rubbers, as also are lower
tear strength, and poor dynamic properties such as lower rebound resilience, higher
hysteresis and higher heat build-up on cyclic deformation. Excessive heat build-up under
dynamic conditions makes the use of SBR for large truck and dumper tyres unfeasible.
16
The processing characteristics of SBR-based compounds are similar to those for NR.
Because of its inadequate green tack, it is not generally used on its own for retreading
as a base polymer. To improve the green tack of SBR with the substrate, wood rosin/
coumarone—idene resins can be incorporated into mixes to help increase the tack and
physical properties of the compound. Blending with NR (NR/SBR ratios of 80:20 or
60:40) in practice improves the processing characteristics of the stocks, and leads to
a proper balance of properties.
SBR stocks have less tendency to scorch during processing because of their low unsaturation
in the polymer chain and slower curing rate than NR. Its low unsaturation gives better
heat ageing and better heat-resistance qualities. The elastomers also have better abrasion
properties and better crack initiation resistance than NR. These rubbers also have low
water absorption, which is an advantage when the tyres operate generally in wet areas [2].
1.4.3 High-styrene Resins
High-styrene resins (HSR) are copolymers produced by an emulsion polymerisation

method that applies the same technique as used in producing SBR, by reducing
the butadiene content to 15% and the styrene content to 85%. It is coagulated on
polymerisation and filtered, and is commercially available in the form of thermoplastic,
free-flowing white granules.
HSR may be used with a lower proportion (5−10 parts per hundred) of basic elastomer
to facilitate processing and reinforce NR and synthetic rubber to some extent to
increase hardness, modulus, abrasion, tear resistance and flexibility. This polymer
is compatible with NR, SBR, PBR, CR and EPDM rubbers; to achieve optimum
results, the resin must be properly blended with the basic polymer at the initial stage
of mixing. It starts to become softer at 50 °C because of its thermoplastic nature, but
to achieve better results in blending with the basic elastomer, the mixing temperature
should be about 80 °C.
Adding this polymer in a small proportion to the base rubber compound used for
retread formulations can substantially improve the processing behaviour during
mixing, extrusion and calendering. It also improves the surface appearance of intricate
tread designs, particularly with the precured tread used for the cold curing system [6].
1.5 Polybutadiene Rubber
PBR are manufactured using the solution polymerisation method with complex
organometallic catalysts. There are two main categories of solution-polymerised
polybutadienes that have become significant commercial rubbers (Figure 1.4):
17
Tyre Retreading
• High cis-polybutadiene (1,4-polybutadienes)
• Medium cis-1,4 polybutadiene
( CH2 CH CH CH2 ) n
Figure 1.4 General formula of PBR repeat unit
In tyre retreading applications, PBR is not used alone as the base polymer because
of its poor gum strength and very low building tack. Thus adhesion to substrates is
similar to other diene rubbers, and the addition of resins and a compatible adhesion
promoter to mixes can promote tackiness and facilitate the fabrication process during
retreading. The preferred compounding ingredients – PA, curatives and so on – are
similar to those for other general-purpose rubbers.
The proper blending of PBR with NR in appropriate proportions improves tyre

tread properties such as adhesion, abrasion and chipping resistance. When also
blended with SBR together with NR, it can provide improved crack growth
resistance [2].
1.5.1 Effective Properties of Polybutadiene Rubber for Retread

Applications
PBR exhibit a lower tensile strength than SBR, but this difference decreases at elevated
temperatures. They retain their strength well at elevated temperatures.
The outstanding properties of PBR, including very high resilience, excellent

low-temperature flexibility and excellent abrasion resistance, are significant
when compared to NR, SBR or EPDM polymers. When compared with NR the
rebound resilience of PBR is better at low temperatures, but the NR has a higher
rebound resilience than PBR at higher temperatures. Compared to NR, the dynamic
modulus and loss modulus are higher in butadiene rubber. The lower tensile strength
and tear strength of polybutadiene prevent its use in tyre applications at higher
concentrations. In view of its lower tensile strength, PBR is usually blended with NR
to improve this property considerably.
In NR-based formulations where SBR are incorporated into the tread composition
for retread, observations reveal the formation of small cracks in the grooves of the
tread in truck, bus or even passenger car tyres. These cracks may lead to a breaking
18
or separation effect during the service life of the tyre. The PBR elastomer’s excellent
resistance to tread groove cracking is an important component of tread compounds
for all categories of tyre.
Inclusion of this polymer in the design of tread formulations not only improves the
crack resistance, but also improves resistance to wear. It may also impart uniform
radial wear of the tyre, particularly in heavy-duty tyres. As a result it can increase
the service life of a tyre on an average basis.
Because of its excellent low-temperature properties, cis-polybutadiene can maintain

its resilience at -40 °C. To achieve resistance to stiffness at low temperatures, this
polymer is therefore blended with NR and SBR for retreading applications.
A combination of NR and SBR with polybutadiene is used to explore the specific

properties of this elastomer in retread, such as high resilience, good crack resistance,
high abrasion resistance, good ageing and weathering resistance, and overall good
low-temperature flexibility when the tyre is used in low-temperature areas. PBR can
also provide good dimensional stability, and can improve the flow properties that are
particularly important for high-rubber-content compounds processed in an extruder
or in a calender machine.
The NR/PBR blend with a ratio of 80:20 improves processability by contributing to

increasing extrusion speeds in low-temperature operation, and can give a smoother,
softer, flexible, low-porosity tread profile with minimum thickness variations.
PBR grade 1220 has a remarkable property of high wear resistance. This grade of PBR
is easily compatible with NR and SBR in any proportions. When used in mixtures with
other rubbers, this grade retains their individual properties and adds high elasticity,
wear and cold resistance.
These rubber products are subject to dynamic applications, so resistance to crack

initiation and growth, heat stability, low heat build-up and high wear resistance are
essential requirements. PBR/NR blends in the correct proportions will provide long
operational service life in tyre retread applications.
The property of low water absorption is a necessary feature for tread mixes where
the tyre will be used in constantly wet areas [10]. If the retread tyre is to be used in
snowbound areas, this rubber is primarily used in tyre tread compositions because
of its high elasticity, exceptional wear resistance and high cold resistance. A typical
specification for PBR grade 1220 is provided in Table 1.5 [9].
19
Tyre Retreading
Table 1.5 A typical specification for PBR 1220

Properties
Cis-1,4 97%
Ash content 0.5%
Organic acid 0.1%
Mooney viscosity (ML, 1 + 4) 100 °C 45 unit
For comparison, the physical properties of different elastomers using ISAF grade
reinforcing carbon black at the 50 phr level, with added PA and curatives, are shown
in Table 1.6.
Table 1.6 Comparison of properties of tyre tread composition using NR, PBR and SBR
Property NR SBR PBR
Hardness (Shore A) 68 65 64
Tensile strength (MPa) 24 20 16
300% modulus (MPa) 12 9 8
Elongation at break (%) 550 480 500
Rebound resilience (%) 70 60 75
Heat build-up (°C) 15 22 15
1.6 Polychloroprene Rubber
Neoprene is the common generic name for the chloroprene polymer produced by
the emulsion polymerisation method from the monomer 2-chloro-1,3-butadiene
in the presence of emulsifying agents in water, catalysts, modifiers and protective
agents. Polymerisation is carried out under controlled temperature and time. During
the polymerisation process, 1,4-addition (at about 98%) and some 1,2-addition
(approximately 1.5%) take place. Although the 1,2-addition is small, it must be
moderated with care, as it typically has a marked effect on the final properties of the
polymer. Some chlorine is also available on the polymer chain (in the allylic form) during
the course of 1,2-additions because it has been used as curing location on the polymer. The
emulsion is subjected to coagulation and then dried to obtain the polymer (Figure 1.5).
Cl
( CH2 C CH CH2 ) n
Figure 1.5 Structural formula of polychloroprene rubber repeat unit
20
Polychloroprene rubber is available for industrial use in the following two dominant
varieties:
• General purpose grades
• Adhesive grades
1.6.1 Properties of Polychloroprene Rubber
CR have high mechanical strength, excellent bonding strength, a well-balanced

combination of weatherability and resistance to ozone, and heat, flame and oil
resistance. CR are generally classified according to Mooney viscosity and crystallisation
rate. Mooney viscosity is essentially determined by MW, with a higher Mooney
viscosity generally corresponding to a larger MW. When vulcanised, grades achieve a
higher Mooney viscosity; they increase in strength, but their viscosity increases. Their
propensity to scorching during processing leads to poor processability in extrusion
while making tread rubber for retreading purposes.
This elastomer is usually classified into three types:
• Mercaptan-modified (excellent extrusion and calender properties).
• Sulfur-modified (its MW can be reduced through mastication, which breaks down

the molecules, as with NR, to obtain a low-viscosity compound; this rubber, when
vulcanised, exhibits high elasticity).
• Xanthate-modified vulcanised products (high mechanical strength; inexpensive

blends based on a high loading formulation show high antivibration performance).
Mercaptan-modified CR gives better heat resistance than sulfur-modified or xanthate-

modified CR, and sulfur-modified CR is available with less heat build-up.
In the search for oil and high weather resistance in tread compounds for tyre
retreading, blending of CR with NR in the correct proportions can offer the desired
properties. The adhesive grades of CR may be selected to provide adhesives for tyre
repair for room temperature curing applications.
There are many properties of CR that can be exploited in blending with other rubbers.
To improve elasticity and low-temperature flexibility, CR can be blended with NR.
Blending with PBR may improve the brittleness point of rubber compounds at low
temperatures.
21
Tyre Retreading
The gum tensile strength and tear resistance of CR is high. Adding reinforcing carbon
blacks can achieve a further increase in these properties. To obtain a higher tear
strength, reinforcing silica may be incorporated into the compounds for tyre tread uses.
When produced correctly, compounded CR has the characteristics of excellent ageing,

weathering and ozone resistance. It is moderately resistant to oils and a number of
chemicals. These rubbers have good mechanical properties and abrasion resistance,
very good hot air resistance, and very good resilience. Its tendency to crystallise after
curing shows a high level of resistance to flex cracking of treads.
The addition of petroleum oils, resins and plasticisers into CR-based compounding has
advantages. Plasticisers include dibutyl phthalate, dibutyl thioglycolate (Plastikator 88)
and ether thioether (Plastikator OT). These need to be incorporated into polychloroprene-
based mixes to obtain the following benefits when designing tread compounding:
(i) dispersion of fillers, (ii) facilitation of processing, and (iii) increased adhesion.
Metallic oxides such as magnesium oxides and zinc oxides are used in CR
compounding to assist in processing safety, rate of cure and quality of the cured
tread. Accelerators such as sulfanamides, thiazoles, thiurams, thioureas and sulfur
may be added in lower dosages as curing agents in retread compositions. Fast curing
accelerators such as ethylene thiourea (NA 22) and diorthotolylguanidine can be
used in CR retread recipes.
Polymers with the intrinsic property of flame retardation are suitable for the
manufacture of products that need to be flame proof, as when a tyre is used in a fire
hazard environment. This property can be further improved by adding chlorinated
paraffins, antimony oxides and zinc borate into mixes in the correct proportion [11].
1.7 Ethylene Propylene Rubbers
EPDM is a terpolymer polymerised from ethylene, propylene and a small percentage

of diene (Figure 1.6). The diene provides unsaturation in the side chain or pendant
in order to offer sites for crosslinking.
Commercially available EPDM usually contains 4–5% by weight of diene and

30–70% is ethylene. The Mooney viscosity of EPDM is in the range of 45–120
Mooney units. It can be blended with NR in some proportion to achieve some of the
specific properties needed for use in tyre tread compounds.
A high proportion of ethylene or propylene in rubber offers higher tensile strength

and elongation. On increasing the ethylene content, the end product shows increased
hardness, high green strength and higher tensile strength, as well as enhanced rebound
22
resilience. It offers outstanding resistance to oxygen, ozone and UV rays exposure

because of its saturated main chain.
CH3
H2C CH2 CH2 CH CH CH

x y z
CH2
HC CH3
Figure 1.6 Structural formula of EPDM polymer
The following are some of the special properties of EPDM:
• Very low specific gravity
• Very good mechanical properties, very high extendibility
• Impermeability to gases and water
• Very low moisture absorption
• Excellent heat and ageing resistance
• Resistance to UV and oxidative cracking due to ozone
• Excellent low-temperature flexibility (very low brittle point and Tg)
• Excellent resistance to chemicals
• Good resistance to animal and vegetable oils
To enhance the physical properties of EPDM rubbers, the incorporation of reinforcing

carbon blacks/reinforcing white fillers in compounding is essential. A graphical
representation of the reinforced tensile strength of EPDM rubber is presented in
Figure 1.1.
EPDM rubber is not suitable on its own for use in tyre tread compounding because
of its lack of tackiness and not very high physical properties. Insufficient tack of
the stocks will impede fabrication with old tyres. Blending with NR and the use of
tackifying resins are therefore required in order to enhance the physical properties and
the tack of the green compound for retread purposes. Common rubber accelerators
23
Tyre Retreading
are suitable for curing unsaturated terpolymer EPDM, but at a higher dosage than
generally used for unsaturated rubbers. The properties of this elastomer are detailed
in Table 1.7 [12].
Table 1.7 EPDM specifications

Mooney Propylene Ethylene Ethylidene Volatile Ash content
viscosity ML content content norbornene matter max (% by
(1 + 4) at (% by (% by (% by max (% by weight)
125 °C weight) weight) weight) weight)
75–85 38–42 52–56 4.5–5.5 0.70 0.20
70–80 26–30 64–68 4.5–5.5 0.70 0.20
44–54 33–37 54–58 7–9 0.70 0.20
45–60 33–37 59–63 2–3 0.70 0.20
40–50 35–40 56–61 2–3 0.70 0.20
1.8 Reclaim Rubber
Reclaiming is the predominant technique for the partial recycling and retrieval of
waste rubbers. The standard method of reclaiming is thermal-oxidative or reprocessing
of the vulcanised rubber.
Regenerated or reclaim rubber is produced by treating vulcanised scrap rubber

such as that from tyres, tubes and various other waste from rubber-made products.
Rubber scraps are ground, then, through the application of heat, devulcanisation of
the polymer is achieved. This method is effectively depolymerisation, but without the
removal of combined sulfur. The outcome of the material – reclaim – can be treated
like an elastomer and used with virgin rubber in compounding then vulcanised to
form custom rubbers.
While reclaiming the vulcanised rubber scraps the MW decreases and chain scission
occurs. During depolymerisation of the crosslinked rubber, a break in the molecule occurs.
The following processing steps are carried out to produce reclaim rubber:
• Rubber scraps categorisation and grinding
• Removal of textile fibres and metals from the rubber
24
• Devulcanisation
• Treatment of the devulcanised rubber by mechanical means
Reclaim rubber can be produced much more cheaply than original rubber. It is
therefore used widely as a rubber raw material to facilitate processing and also for
economic considerations. It can replace a proportion of new rubber (either natural
or synthetic) without having much effect on the physical properties of the retread
compound. However, physical properties of the tyre retread compound such as
tensile strength, tear resistance, resilience and abrasion resistance will depreciate if
the proportion of reclaim rubber used in retread mixes is increased too much.
A fine-grain or extrusion variety of this rubber can also be added in small

proportions to tread gum and cushion gum formulations without greatly affecting
their physical characteristics. Indeed, reclaim rubber can lead to improved extrusion
and calendering properties. The basic specification of reclaim rubber is presented
in Table 1.8 [13].
There are various methods to produce reclaim rubber commercially, but the following
are the main industrial techniques:
• Digester process
• Pan process
• Reclaimator process
In the process of producing reclaim rubber waste, rubber (vulcanised) is heat-treated

for long periods at a temperature of around 200–250 °C. The vulcanised rubber is
depolymerised at this temperature, and reclaim rubber is generated. This material
can be used again in combination with virgin rubber compounds. The process of
regeneration can be speeded up by the addition of chemicals or reclaiming agents such
as (i) thiophenols and disulfides and (ii) dixylyldisulfide or alkylated phenylsulfide
(usually used for synthetic rubber reclaiming).
1.8.1 Digester Process
Rubber scraps cut into pieces to a size of 6–8 mm are made free from fabric, and metals,
if present, are separated using a magnetic separator. The stock is then transferred into
a digester with water, oils and additives. The digester is heated with steam and the
temperature maintained at about 198 °C for 4–12 h with continuous stirring. After
25
Tyre Retreading
heating, the contents of the digester are dumped onto a conveyor and conveyed to
an extruder for straining and refining. They are then deposited onto a drum, from
which the materials are removed in the form of slabs.
1.8.2 Pan Process
This method can be used to reclaim NR, SBR, CR, NBR and isobutylene–isoprene
rubber. The raw material produced from vulcanised rubber waste is ground into
smaller particles, made fabric-free, then mixed with oil and other additives and
transferred to a steam-heated vulcaniser. Steam-heating is conducted at 14 kg/cm2
pressure for several hours, and devulcanisation takes place. The stock is then unloaded
and conveyed to a mill for refining and straining following usual methods.
1.8.3 Reclaimator Process
Most commercially available reclaim is produced using the reclaimator process. In

this method of reclaiming, fibre-free vulcanised rubber scraps are ground using 30
meshes. They are then heated at a temperature of 200−260 °C, and devulcanisation
takes place on rapid heating of the stocks. In order to obtain the desired plasticity,
the time used is about 3–6 min, and plasticity is attained by incorporating additives
such as plasticisers and catalytic agent in the presence of oxygen.
A specially designed screw extruder with a discharge head with regulated clearance
operates as the reclaimator machine. Automatic feeding of rubber crumbs (mixed
with oil and chemical agents) through the hopper enables continuous reclaiming. The
heat generated by mechanical working of the machine initiates depolymerisation, and
the progress of the reaction is controlled by adjusting the clearance of the discharge
head. The process time, temperature and therefore the required product quality are
closely controlled, and the appropriate cycle time is only 30 min. The depolymerised
stocks are then mixed with PA and reinforcing agents, subsequently sheeted and
formed into slabs for commercial use.
The significant processing and cost advantages of using reclaim rubber in tyre
retreading compounding are as follows:
• Lower breakdown time and mixing time; good dispersion in virgin rubber due
to low nerve
• Lower power consumption during mixing
• Low-temperature development during mixing and extrusion of tread
26
• Faster and uniform extrusion; controls dimensional stability
• Increase and retain tack of the compound
• Low swelling and shrinkage of the tread profile, gum sheeting; through extrusion
and calendering
• Higher rate of cure
• Reduced cost of compounding
The normal shrinkage of stock with high virgin rubber content varies from 6% to
10%, and incorporating reclaim rubber into the compound helps to reduce this. The
reclaim rubber has less nerve, which results in lower internal heat build-up during
the processes of mixing, extrusion and calendering [12].
Table 1.8 Basic specification of reclaim rubber

Properties Proportion (%)
Rubber hydrocarbon content 50
Carbon black content 28
Volatile matter 1
Acetone extract 14 (maximum)
Ash content 8 (maximum)
Mooney viscosity ML (1 + 4) @ 100 °C 25–55
1.8.4 Crumb/Powdered Rubber
Rubber crumb is the material produced by granulating scrap tyres into standardised
rubber particles. Crumb rubber, or rubber powder when of a finer consistency, is
recycled from old tyres. Some can be used in retread formulations without affecting
the physical properties of the rubber compound. Whole scrap tyres can be salvaged
as crumb rubber and converted into an effective and economical raw material for
retreading. In converting the whole tyre, steel, fabric and any other foreign matter
are removed carefully to give a consistent granular formation.
Sorted tyres are granulated by a shredder machine. Further processing is carried out
in a cracker mill, and the granules are ground in a grinding mill to reduce the particle
size further. To segregate the particles by size, they are then sieved in a vibrating sieving
machine fitted with an appropriate mesh for the tyre tread application (a 40–80 mesh
is suitable).
27
Tyre Retreading
A considerable proportion of crumb rubber may be incorporated into tread mixes

depending on the type and use of the retread tyre. Finer grades can be used in small
proportions in tread gum compounding. Using properly ground rubber crumb in the
rubber compound leads to good extrusion and calendering. It also assists in removing
trapped air from thicker extruded profiles such as tyre tread (common while extruding
thicker profiles). Here, again, like reclaim rubber, higher proportions may affect the
physical properties of the tread.
Granulation and grinding can be performed under ambient processing conditions, but
there is also a cryogenic method in which liquid nitrogen can be used to freeze chips
of scrap tyres at about -80 °C to reduce the size of the granulated rubber particles.
The reduction of particle size using this method prevents heat degradation of the
rubber, which occurs while grinding at normal temperatures [12].
The distinctive properties of the different elastomers used for the manufacture of tyre
retreads are given in Table 1.9.
Table 1.9 Distinctive characteristics of different rubbers used for tyre retreading
Properties NR PBR SBR EPDM CR Reclaim
rubber
Adhesion to substrate E G G F E VG
Impermeability to air and gases G G F F G F
Abrasion resistance E E G G E G
Resilience E E G G G G
Environmental resistance P P P E G F
Ozone resistance P P P E G P
Resistance to UV light P F F E G F
Resistance to flame P P P P G P
Low-temperature flexibility E E G G F G
E: Excellent
F: Fair
G: Good
P: Poor
VG: Very good
28
References
1. B Banerjee and S.K. Pal in Retreading of Tyres – Methodology and its

Significance in Economics and Environment: Book of Abstracts, India Rubber
Expo – Conference and Workshop, Mumbai, India, 2013, p.189.
2. Advances in Polymer Coated Textiles, Ed., G. Akovali, Smithers Rapra

Technology Ltd, Shawbury, UK, 2012, p.25.
3. ISO 2000:2003, Rubber, Raw Natural – Guidelines for the Specification

of Technically Specified Rubber (TSR), International Organization for
Standardization, Geneva, Switzerland, 2003.
4. Science and Technology of Rubber, 3rd Edition, Eds., J.E. Mark, B. Erman
and F.R. Eirich, Elsevier Academic Press, London, UK, 2005.
5. Elastomers and Rubber Compounding Materials, Ed., I. Franta,

Elsevier Science Publishing Company, New York, NY, USA, 1989.
6. Rubber Technology and Manufacture, Ed., C.M. Blow,

Newnes–Butterworths, London, UK, 1971.
7. Manual for the Rubber Industry, Farbenfabriken Bayer AG, Leverkusen,

Germany, 1972.
8. W. Hofmann in Rubber Technology Handbook, Hanser Publishers, Munich,

Germany, 1989.
9. Developments in Rubber Technology – 4, Eds., A. Whelan and K.S. Lee,

Elsevier Applied Science, London, UK, 1987.
10. Rubber Technology, Ed., J.S. Dick, Hanser Publishers, Munich, Germany,
2001.
11. The Vanderbilt Rubber Handbook, R.T. Vanderbilt Company, Norwalk, CT,
USA, 1978.
12. Polymers in Construction, Ed., G. Akovali, Rapra Technology Limited,

Shawbury, UK, 2005, p.78.
13. Rubber Engineering, Indian Rubber Institute, Tata McGraw-Hill Publishing

Company Limited, New Delhi, India, 1998.
29
2
Processability, Characterisation and
Properties of Tyre Retread Compounding
Ingredients
Bireswar Banerjee
2.1 Introduction
The major requirements for an extruded retread profile intended for retreading (with
a view to maintaining consistency) are (i) to be free from porosity, (ii) to be free from
blisters and (iii) for the profile to be free from surface imperfections. Uniformity in
the shape of the extruded tread section enables proper placing on the buffed contour
dimensions of the old tyre that is ready for retreading. The compounding of rubber,
its homogeneous mixing, shaping of a tread profile by extrusion, calendering of tread
gum and cushion gum sheeting are all steps in the process of achieving a flawless
retreading operation.
The most important characteristics required in a retread rubber composition are

outstanding adhesion with the old tyre crown, very good tear and cut resistance, and
excellent abrasion and ageing resistance after curing. The processing characteristics
to achieve efficient bonding of the new tread with the old tyre throughout its length
of service, as well as appropriate mechanical properties in the final product and cost-
effective economical compounding, must be effectively developed within the factory.
To achieve these aims, a suitable formulation of the rubber compounds, the steps of
mixing, extrusion and calendering, and the selection of appropriate ingredients such
as reinforcing carbon blacks, precipitated silicas, process aids (PA), accelerator and
antidegradant are important decisive factors. Appropriate curing parameters (either
cold curing or hot curing) should be followed strictly to achieve the desired properties
for the product.
Calendered items required for tyre retreading assembly, such as the tread gum profile
and cushion gum sheeting mixes, are processed in a calender machine and have to be
of a high quality in terms of lack of porosity, blemish-free, consistent and uniform
in thickness. The technology of processing is therefore fundamentally significant for
a tyre retreader [1].
Tyre Retreading
In 1864, ink-maker J.K. Wright of Philadelphia (PA, USA) discovered the process
of manufacturing carbon black. Improvements in production technology were
subsequently developed and, in the early 1900s when the Goodrich Tyre Company
started using carbon black, they found that it significantly improved some of the
properties of tyre rubber compounds.
Carbon black became widely used after 1915 as a reinforcing agent for the production
of automobile tyres, with the effect of increasing both durability and strength.
Following the addition of 50 phr (per hundred of rubber) carbon black to rubber
compounds, road wear resistance and tensile strength were improved to a great extent.
Industrial uses of carbon black today are usually in the form of furnace black and
thermal black.
The reinforcing material carbon black, one of the major ingredients in tread rubber
compounds, has significant effects. Its impacts include high hardness, extrudability
and cure rate. Its effects on mechanical properties such as tensile strength, modulus,
tear strength and fatigue are considerable, but it has only a medium impact on
resilience and ageing.
On exposure to direct sunlight for a long period a tyre may become increasingly grey.
The tyre also deteriorates gradually due to the effect of ultraviolet (UV) light. Carbon
black, when incorporated, absorbs UV rays and protects the tyre. An illustration of
the different grades of carbon black utilised in tyre retread compounds are discussed
in this chapter [2].
Intended for the preparation of rubber-based cement, a high-rubber-content compound

mixed with a suitable adhesion promoter such as natural rosin, synthetic resin,
swollen and dissolved in a suitable solvent oil, is used in the assembly process for tyre
retreading. The specific viscosity is obtained on the way to prepare the vulcanisable
cement employed in the construction of retreading. For the purpose of cement
preparation, the base rubber needs to be suitably premasticated before incorporating
other compounding ingredients in the mixing process.
Rubber cement is essential for retreading assembly. It is prepared in suitable solvent/s

and applied with uniform thickness on the ready worn tyre surface to adhere perfectly
to the used tyre. In the cold process for retread tyre moulding, as is usually used for
car and truck tyres, gum cement preparation is required for fabrication of the precured
tread on the used tyres.
Until the mid-1950s, the only antiozonant for rubber compounding available to
rubber compounders was wax. Its limited solubility in rubber led to blooming at
the surface, and it formed a protective layer that did not allow ozone to permeate,
but in dynamic applications the use of wax is ineffective. In 1954, ozone protective
32
Processability, Characterisation and Properties of Tyre Retread Compounding Ingredients
agents for dynamic applications were introduced. It is very important to incorporate

antiozonant/antidegradants such as piperidine pentamethylene dithiocarbamate and
isopropyl-phenyl-p-phenylenediamine in tyre tread formulations in order to provide
protection against oxygen and ozone attack as well as resistance to surface cracking.
Cracking of tread rubber during service is largely a result of the effects of oxygen on
high flexing of the tyre. Ozone is particularly active in producing this detrimental
effect. An antioxidant added into the tread rubber formulation in combination with
a suitable antiozonant will safeguard the tread from attack from oxygen and ozone,
resulting in the intensification of flexing, as discussed in this chapter [3].
Tyres may be attacked by microorganisms, fungi and some bacteria. These infiltrate
the rubber and weaken its double bonds, in particular when the tyre is used in marsh/
wetlands for long periods, ultimately damaging the tread. Accordingly, for such
applications it is necessary to protect the tread compound by using special additives,
as also discussed in this chapter [4].
2.2 Processability
Rubbers are highly viscous, so it is necessary to reduce the molecular weight (MW)
and viscosity of elastomers to facilitate processing of rubber compounds. Decreasing
the viscosity and increasing the plasticity of the elastomers used for tyre retreading
applications can be achieved by mechanical milling, either using open two-roll
rubber mills or internal mixers (the Banbury mill). This initial process is necessary
to incorporate reinforcing fillers, PA and other powdery compounding ingredients
into a homogeneous mix of the desired plasticity for use in retreading processes for
various types of tyre of different designs.
Processability is critical to the properties required in compounding to produce an

ultimate product. Each compounding ingredient should be dispersed in the rubber
matrix consistently and it should have uniform rheological properties in order to
provide the desired attributes in the end product. On preparation of the rubber mix,
a highly viscous material behaves as a non-Newtonian liquid.
The initial mastication of natural rubber (NR) can be performed in an open two-
roll rubber mill or in an internal mixer. Repetitive mechanical deformation in the
presence of atmospheric oxygen causes a reduction in the MW of the rubber, and it
becomes increasingly plastic. At this stage, rubber compounding ingredients can be
incorporated with further mixing. Synthetic rubbers such as styrene-butadiene rubber
(SBR), polybutadiene rubber (PBR), ethylene propylene diene monomer (EPDM) and
chloroprene rubber (CR) can be treated like NR during the mixing operation [3].
33
Tyre Retreading
To speed up the mastication process, chemical peptising agents such as

pentachlorothiophenol (Renacit VII), together with dispersing additives and zinc-2-
benzamidothiophenate (Pepton 65), in dosages of 0.2–0.5 phr will assist in breaking
down rubbers at a lower operating temperature. Higher proportions may be necessary
for synthetic rubbers. The mill temperature during mastication of NR should be
maintained at about 70 °C, and for synthetic rubbers 130 °C may be necessary to
reduce the mastication time effectively.
Lowering the viscosity with peptisation will facilitate the incorporation of a high
proportion of fillers and other compounding ingredients during mixing. This can
assist with flow properties during the extrusion of tread profile and in the calendering
of tread/cushion gum strips, and all through the process of moulding. Appropriate
peptisation of the rubber, particularly high-viscosity NR, will help in blending with
other synthetic elastomers, which are available in different viscosity levels (even lower
viscosities, e.g., general purpose synthetic rubbers).
The advantages of correctly peptising rubbers during compounding are as follows:
• Improvement in blending of elastomers
• Faster incorporation of fillers and other compounding ingredients
• Decreased processing temperature
• Facilitated processing of extrusion/calendering/moulding
• Increased building tack of tread and other components
• Reduced batch-to-batch variation of mixed stocks
• Reduced time of mixing
• Reduced cost
Plots depicting the effects of peptisation on NR (without and with peptiser) are
presented in Figure 2.1 [5].
34
Influence of Temperature
and Time on Mooney Viscosity
[°C] 51*
180 39**
61*
160 50**
140 77*
56**
120
100
0 1 2 3 4 [min]
Figure 2.1 Peptisation of NR without* and with** peptiser (influence of

temperature and time on Mooney viscosity). Reproduced with permission from
Rubber Handbook – Schill + Seilacher, Struktol, Stow, OH, USA, 2004, p.30.
©Struktol and Schill + Seilacher [5]
The addition of homogenising agents (Struktol 40MS/60MS) into tread formulations

will promote the homogeneity of elastomer blending, smoothen the incorporation
of compounding constituents during the mixing process, and also help minimise
batch-to-batch variations in mixed stocks. These agents are composed of a mixture
of aromatic hydrocarbon resins and display good compatibility that facilitates the
blending of rubbers. The usual effective dosage for NR is 4–5 phr, and this gives
satisfactory results in general purpose synthetic rubber blends such as NR, SBR and
PBR. For special purpose synthetic rubber blends such as CR or EPDM, a higher
proportion of 7–8 phr is necessary to achieve optimum processing effects.
As a result of the excellent wetting properties of compatibilisers, fillers can be

incorporated more quickly and dispersed more evenly during mixing. They also
increase the green strength of compounds and improve green tack, which helps in
the construction of retread as a result of superior homogeneity. Flow properties are
also improved, which facilitates curing.
The following benefits arise incorporating homogenising agents into retread rubber
compounds:
• Improved homogeneity of stocks/reduced nerve
• Better batch compactness
35
Tyre Retreading
• Smoothness of compounds
• Improved processing (e.g., extrusion and calendering)
• Better dispersion of fillers in compounds
• Increased building tack
• Uniformity in processing behaviour
A plot of viscosity reduction versus temperature on peptisation of NR is shown in

Figure 2.2.
Viscosity
reduction
Peptisation
(catalysed mastication)
Mastication at low
temperatures (thermo-
mechanical) Mastication at elevated
temperatures (thermo-
oxidation)
Temperature
100 - 130° C
Figure 2.2 Peptisation of NR viscosity reduction versus temperature. Reproduced

with permission from Rubber Handbook – Schill + Seilacher, Struktol, Stow, OH,
USA, 2004, p.30. ©Struktol and Schill + Seilacher [5]
The incorporation of some PAs (e.g., petroleum-based process oils, plasticisers, resins,
factices and zinc salts of unsaturated fatty-acids, internal lubricants, waxes, tackifying
resins, and pine tars) considerably improves processing behaviour, including mill
mixing and extrusion and calendering operations in natural/synthetic rubber-based
stocks.
The utilisation of zinc soaps of higher fatty-acids in mixes may assist in avoiding
the problem of sticking to the mill during mixing, and is effective in the extrusion of
tread profile and calendering of tread/cushion gum sheeting. They can also aid in the
dispersion of fillers, and will improve the flow behaviour of mixes while moulding
the tyre, leading to a better finish of the retread [5].
36
To promote the tack of rubber compounds, resins such as coumarone–indene resins

(CI resin), petrolium resins, phenolic resins and wood rosin are added, as well as to
improve processing, incorporate dry fillers during mixing and facilitate extrusion/
calendering operations.
The essential results of these actions in the processing of rubber compounds for use
in tyre retreading applications are:
• Appropriate viscosity (to improve flow properties)
• Adequate green strength on handling
• Control of shrinkage
• Appropriate tack (to impart adhesion with the old tyre substrate during assembly)
The benefits of using a silane coupling agent (Struktol SCA 98/SCA 985) in tread
rubber compositions where a high proportion of reinforcing silica filler is incorporated
arise from coupling of the silica fillers to the elastomer backbone, thus improving the
reinforcing potential. The following properties of the tread compound at the time of
processing and in cured tyre tread are improved:
• Rate of incorporation of fillers (faster)
• Dispersibility of ingredients (improved)
• Viscosity of the rubber compound (reduced)
• Modulus of the compound (enhanced)
• Abrasion resistance property (increased)
• Rolling resistance (improved)
• Hysteresis (lowered)
Petroleum oils of aromatic type with a low aniline point improve the processing of
NR-based compounds, helping in the dispersion of powdered fillers and maintaining
the viscosity of the mixes for further processing. These oils act as an extender to rubber
mixes; aromatic oils are suitable extenders for NR and general purpose synthetic rubber
blends, and naphthenic/paraffinic oils are suitable for EPDM blends with NR [1].
In terms of the effect of oil extender/plasticisers in retread rubber mixes, the following
advantages can be achieved:
37
Tyre Retreading
• Lower compound viscosity
• Faster incorporation of fillers
• Reduced generation of heat during mixing
• Improved flow properties during processing
• Increased building tack
• Lower compound hardness
• Greater elongation
• Enhanced flex life
Because NR has a high degree of unsaturation in its polymer chain, there is a

tendency towards premature curing or ‘scorching’ of NR-based compound during
processing in the extruder or calender. This processing problem is also observed for
some synthetic rubber mixes when reinforcing carbon blacks are added in a high
proportion to the rubber compounds, when accelerators are added in a high dosage
or when processed at higher temperatures. The ‘heat history’ of processed mixes
from the stage of mixing and including the temperature of storing the compounds
influences this kind of phenomenon.
To extend the scorch time to a safe level for the processing temperature of rubber mixes,
chemical rubber retarders such as cyclohexylthiopthalimide, nitrosodiphenylamine
and benzoic acid are added in dosages of 0.1–0.3 phr. These can extend the level of
operational safety while processing unvulcanised compounds [3].
2.3 Requirement of Mechanical Properties
Carbon black is used in rubber compounds to augment mechanical properties such as

tensile strength, modulus, abrasion and tear resistance. Selection of the proper grade
of carbon black to achieve these specific physical characteristics for tread applications
is described in Table 2.1.
38
Table 2.1 Types of carbon black used for tyre retreading formulations
Type of ASTM Particle size Surface Oil Dibutyl Iodine Pour density Heat
carbon designation (millimicron) area absorption phthalate absorption (kg/m3) loss
black (m2/gm) (cm3/g) absorption (g/kg) (%
number maximum)
(cm3/100 g)
SAF N110 20−25 110−120 1.50 113 145 370 3.0
ISAF N220 24–33 100 1.35 114 121 344.43 3.0
HAF N330 28–36 65−70 1.30 105 82 376.4 2.5
FEF N550 40–55 40 1.35 121 43 360.4 1.5
SRF N762 61−100 33 0.7 65 27 350 1.5
GPF N660 49−60 36 1.1 90 36 440 1.0
MT N990 250–350 10 − 43 6−12 640.8 0.10
ASTM: American Society for Testing and Materials
FEF: Fast extrusion furnace
GPF: General purpose furnace
HAF: High abrasion furnace
ISAF: Intermediate Super Abrasion Furnace
MT: Medium thermal
SAF: Super Abrasion Furnace
SRF: Semi-reinforcing furnace
39
Tyre Retreading
The physical properties are improved because the carbon black aggregates create
physical and chemical bonds with the rubber that give the requisite tensile strength,
tear strength, abrasion resistance and flex fatigue resistance [6].
The reinforcing filler precipitated silica provides higher reinforcement properties in

polar elastomers like CR, and in NR/PBR/SBR blended stocks reinforcement may
improve on using silane coupling agent along with the silica. Non-black reinforcing
fillers can be included in compounding; for example, coupling agents in mixes improve
coupling to the elastomer backbone. They can increase the modulus of the compound,
improve abrasion resistance, give low hysteresis and improve rolling resistance.
Fine-particle silica can also contribute to improving properties such as tear, cut and
chip resistance, and also lowers the heat build-up characteristics during high tyre
flexing conditions. An average silica surface area of about 152 g/m2 is acceptable for
these purposes [7].
NR exhibits good abrasion and tear resistance characteristics, and the incorporation
of reinforcing carbon blacks into compounds of NR further improves these
characteristics, as well as the tensile properties.
In comparison with NR, SBR exhibit better crack initiation and abrasion resistance
characteristics than NR. PBR can provide excellent abrasion resistance when blended
with NR in tyre tread compositions [8]. Because PBR shows higher abrasion resistance
when blended with NR, the addition of some percentage of this rubber into mixes
based on NR, SBR and CR can enhance this property noticeably. Because NR, being
a non-polar rubber, can blend easily with other non-polar rubbers, it can contribute
its excellent properties of tear and abrasion resistance to blends [9].
The small particle size and high surface area of carbon black helps to increase the
mechanical properties of rubbers. To obtain extruded tread and calendered gum
materials with dimensional stability and to achieve surface perfection, proper
dispersion of blacks into mixes is essential.
The use of dual-phase fillers such as a blend of carbon black and silica in NR-based
tread compounds for heavy-duty truck tyres and off-the-road (OTR) tyres on the
whole can provide improved performance due to the high elastomer–filler interaction
and low filler–filler interaction. In comparison with silica alone, the carbon–silica
dual filler can contribute considerably to the improvement of tearing strength and
abrasion resistance. Further improvement can be achieved by the addition of a small
dosage of coupling agent into the tread formulation [e.g., bis(3-triethoxysilylpropyl
tetrasulfane) (Struktol SCA 98] [10].
40
Some resins (e.g., coumarone resin, petroleum and phenolic resins), when added in
the right proportion (about 4−5 phr), can contribute to improving tear resistance.
Excellent levels of properties such as abrasion resistance are achievable for EPDM,
similar to those for NR, when blended with NR and PBR.
Proper curing of the elastomer plays an essential role in determining abrasion

resistance, and it may deteriorate if the crosslinking is not adequate [11].
2.4 Perceptions of Reinforcement in Rubber Compounding
Mixes used for tyre retreading applications can include fillers of the reinforcing type
to improve the properties of the end products as well as some inert fillers to reduce the
cost of the compounds. Fillers improve the properties of the elastomer by enhancing
mechanical properties such as abrasion resistance and fatigue life.
Different reinforcing fillers are incorporated into rubber compounds to enhance

mechanical properties such as modulus, tensile strength and wear resistance. The
most commonly used are carbon black and silica. Reinforcing fillers in retreading
formulations are significant in enabling demanding performance requirements
to be met, in particular in relation to resistance to wear. They impart a degree of
strengthening to the rubber network, leading to considerable enhancement in tensile
strength, modulus and resistance to abrasion, as well as an increase in endurance.
Such improvements are significant because strength is improved throughout the tread,
particularly in its footprint region, thereby improving road grip and decreasing the
stopping distance of articulated vehicles, for example, and contributing to road safety
for passenger vehicles [7].
Reinforcing fillers achieve these properties by ensuring a high number of chemical

linkages within the elastomer network. Non-reinforcing fillers, however, do not form
chemical links with the elastomer and so do not provide any considerable improvement
in this regard.
While designing a product and analysing the service properties of a critical item such
as tyre tread, it is imperative to understand the effect of filler in the rubber composite.
In elastomer formulations the distribution of particle sizes is important, as this affects
the mechanical properties and therefore the performance of the ultimate product [12].
Fillers impart distinctiveness to a rubber compound as a result of their particle

characteristics, including size, surface area, surface activity and shape. A summary of
strength and stiffness of SBR with and without reinforcing filler is shown in Figure 2.3.
41
Tyre Retreading
MPa
20
Loaded SBR
15
10
5
Deformation %
Unloaded SBR
0
50 150 250 350 450
Figure 2.3 Strength and stiffness with and without reinforcing filler in SBR.
Reproduced with permission from Reinforcing Fillers in the Rubber Industry, Fact
Sheet, European Tyre and Rubber Manufacturers’ Association (ETRMA), Brussels,
Belgium. ©European Tyre and Rubber Manufacturers’ Association [7]
Commercially available rubber grades of carbon black have particle sizes ranging from
10 to 500 nm. The larger the particle size, the smaller the reinforcement property.
Surface activity affects the compatibility of the filler with the rubber and the ability
of the rubber to integrate with the filler. Properties depend on the dispersibility of
the carbon black in mixes, and this usually depends on the size of particle, hardness
of the pellets and structure.
The reinforcement of rubber compounds, in particular the interaction of filler and

rubber, should be examined in order to improve vulcanisate mechanical properties,
including tensile strength, tear resistance, abrasion resistance and modulus.
Incorporating fine-particle fillers into rubber mixes improves the physical characteristics
of the cured product as a result of these rubber/filler interactions. Reinforcing fillers
provide a large degree of strengthening of the rubber network by providing a high
number of chemical links with the polymer network [13]. A graphical representation
of the tensile strengths of different rubbers is presented in Chapter 1 (Figure 1.1).
The reinforcing fillers used in tread rubber compounds are essential to achieving the
desired performance requirements. Tread compounds have demanding requirements
regarding resistance to wear. They should also have the durability that allows their use
at high-speeds over a long period, as well as the effect of lowering fuel consumption,
as far as possible [14].
The following are essential factors that intensify the reinforcement of elastomer
properties:
42
• Size of the particles or specific surface area (in combination with loading, determine
the effective contact environment of the filler and polymer network)
• Structure of the filler particles, and to an extent their aggregation (affect the
physical interaction between filler and rubber)
• Type of filler surface and intensity of the interaction between rubber and filler
(contribute to restricting motion of the rubber molecular chain while under stress)
Thus, surface activity is a dominant factor in filler–filler and filler–rubber interactions [15].
The reinforcement of high abrasion furnace (HAF) carbon black per hundred of
rubber (phr), and with aromatic process oil is illustrated in Figure 2.4.
Tensile strength in MPa

50 16
40
18
30
22
20
Aromatic
oil (phr) 10
0
30 50 70 90
HAF carbon black (phr)
Figure 2.4 Reinforcement of HAF black with process oil
2.4.1 Reinforcing Carbon Blacks
The physical properties of tensile strength, flexing, abrasion and tear resistance of
NR are usually high. The incorporation of reinforcing carbon blacks, such as SAF,
ISAF and HAF, in tread mixes will further enhance the tensile strength, abrasion and
tear resistance of this elastomer. The characteristics of different carbon blacks used
in tyre retreading compounding are displayed in Table 2.1.
In general, carbon blacks are graded according to their surface area parameter: (i)
semi-reinforcing (<45 g/m2) and (ii) reinforcing (65–140 g/m2). Pneumatic tyre retread
made from NR or using a blend of different rubbers is typically reinforced with carbon
43
Tyre Retreading
black as a major reinforcing filler [12]. The properties of different grades of carbon
black in NR-based mixes are shown in Table 2.2.
Table 2.2 Properties of carbon black in NR

Grade of Hardness Tensile Modulus at Elongation Rebound
carbon black (Shore A) strength 300% (MPa) at break (%) resilience
(MPa) (%)
SAF 65 25.6 12 500 60
ISAF 61 25 12.2 520 60.5
HAF 60 24.8 11 510 65
FEF 58 22.4 13.5 480 70
SRF 57 21.8 11.8 490 71.6
GPF 55 19.5 11.5 530 72.5
MT 49 20 4.5 620 84
Base recipe: NR (RSS 1X), 100; zinc oxide, 5; stearic acid, 2; carbon black, 50; process
oil, 3; cyclohexyl benzthiazole sulfenamide, 1; and sulfur, 2.5
For mixes of tread gum or cushion gum compounds, the preferred grade of carbon
black is FEF, as this provides improved calendering properties compared with the
next choice of SRF. Furnace blacks such as SRF/GPF grades are suitable variety for
the compounds utilise in repair mixes and for rubber cement compositions [13].
2.5 Reinforcing Silica, Silicates and Carbonates for Tyre Retread
Silicas such as fumed silica and precipitated silica enhance the tear strength of rubber
compounds due to their small particle size and complex aggregate structure. To
achieve the highest degree of reinforcement in tread mixes, it is essential to select
the appropriate grade and proportion. Precipitated silica is added to compound
formulations together with carbon black to improve properties such as flex cracking
and cut growth resistance.
Major improvements in rubber properties are achievable by using reinforcing fillers

with particle sizes of 10−100 nm in rubber mixes. Equitable improvements in physical
properties can be obtained with fillers such as calcium and aluminium silicates and
activated/precipitated calcium carbonate. These partially reinforcing fillers can be
used in tread gums, repair compounds, cushion gums or in cement recipes [16].
44
Reinforcing fumed and precipitated silica can enhance the following characteristics:
• Tensile strength (increased)
• Durability
• Abrasion resistance (enhanced)
• Tear resistance (enhanced)
The morphology of silica has an effect on its reinforcing properties with rubber. The
following structural characteristics are key:
• The primary particles have cross-sectional dimensions of 5–100 nm.
• Aggregates (dimensions of 100–500 nm) are formed by chemical and physico-

chemical interactions.
• Agglomerates (typical dimensions of 1−40 µm) are fragmented during mixing of

rubber compounds until about the size of aggregates or even primary particles.
Silica aggregates have a higher structure than carbon blacks. These structures are the
reason for their better reinforcing power when compared to carbon black. Because of
their high specific surface energy they have a strong propensity to agglomerate and
are difficult to disperse in rubber. They also re-agglomerate rapidly after mixing [17].
The properties of silica, silicates and calcium carbonate are illustrated in Table 2.3.
Table 2.3 Properties of silicas, silicates and calcium carbonate

Types of silica Specific Average Surface pH Loss on Oil
gravity particle area ignition absorption
size (nm) (g/m2) (%) (g/100 g)
Fine fumed silica 2.1 8 300−380 4 1.0 200
(anhydrous)
Precipitated silica 1.95 16 170 5.7 6 240
(hydrated)
Calcium silicate 2.10 85 35 10 7 110
Aluminium silicate 2.10 25 130 10 5 140
Precipitated calcium 2.42 50 74 − − −
carbonate
45
Tyre Retreading
2.5.1 Specialty Ingredients for Tyre Tread
The incorporation of short aramid fibres as filler in rubber retread compounds,

particularly for use in OTR tyres, can offer processing advantages and improved
strength at lower cost. Rubber compounds with the correct quantity of short aramid
fibres will have high modulus and better tear strength. The amount of reinforcement
depends on the kind of fibre, rubber matrix−fibre adhesion, and distribution of fibre
length in the fibre filler. Also important is the mechanical contact between rubber
matrix and fibres due to surface roughness.
The essential factor for achieving reinforcement using short fibres is adhesion between
the fibre and elastomeric matrix. Improvements in adhesion can significantly increase
the tensile strength and elongation at break of the compound. Increased adhesion
with the elastomeric matrix is achieved by treating the fibre surface using resorcinol
formaldehyde latex.
On adding short and cut lengths of aramid fibres to a mix, a substantial amount of
fibre breakage takes place during mixing. However, sufficient fibre lengths are available
in the stock to provide an adequate reinforcing effect, in particular low elongations
in the end product [18].
2.6 Dispersion Effect of Fillers in Rubber Mixes
In order to achieve satisfactory mechanical properties in tyre tread compounds, a

high degree of dispersion of fillers and other ingredients is essential. Inadequate
dispersion of fillers (e.g., reinforcing fillers) will adversely affect basic properties such
as tensile strength and abrasion resistance. Reasons for failure of tyre retread while
in service include cracking due to fatigue caused by agglomeration of fillers in the
mixes. Proper dispersion in the rubber matrix is therefore ensured by process testing
of the tread compound. As well as tensile strength and resistance to abrasion, other
critical properties also impacted include cracking on flexing and fatigue during service
if agglomerates of fillers are present in mixes [14].
2.7 Adhesion to Used/Worn-out Tyres
The strength of bonding during adhesion of rubber tread, tread gum and cushion
gum to an old tyre prepared for retreading depends on the nature of the rubber, its
intrinsic tackiness and appropriate preparation of the used tyre. The process should
not diminish the flexing endurance of the old tyre during elevated dynamic stresses
while in service.
46
Fillers and a suitable tackifier provide an increase in adhesion level by enhancing the
modulus and tear strength of the compound. A high modulus in a vulcanised retread
matrix can reduce the difference in extensibility between the substrate and rubber
cover, thereby reducing strain at the interface. A higher tear strength prevents the
vulcanised rubber from being ripped from the substrate, and prevents chipping and
cutting of the tread.
Improvement in properties like the modulus and tear strength of the compound,
together with an increase in adhesion strength, can be achieved by incorporating
reinforcing silica fillers. A higher level of tensile strength, modulus and tear strength
can also be attained by incorporating reinforcing carbon blacks into the stocks. High-
tensile-strength mixes impart relatively better adhesion properties with the substrate [19].
To promote the strength of bonding with the old tyre, some special-category
additives may be incorporated into mixes, including reactive resins and a resorcinol–
formaldehyde silica combination. These are in the form of dry bonding agents and
are ready for use.
The addition of pine tar, wood rosins, coumarone–indene resins and other hydrocarbon
resins can provide adequate tack in the uncured state. These help in the fabrication/
building-up of the tyres.
The advantage of adding resins into mixes is an increase in the adhesion strength by
spreading the stress over a wider surface area, thereby promoting adherence with
the substrate by mechanical action. During the process of vulcanisation, crosslinking
takes place between the rubber and the resin, resulting in an increase in bond strength
between the applied rubber compound and old tyre substrate [17].
Curing agents have a distinct effect on the bonding of old tyre and retread, and a
reduction of the sulfur dosage in the compound may reduce the strength of adhesion
considerably where a sulfur cure system is appropriate.
Correctly compounded unsaturated hydrocarbon rubbers such as NR and SBR

demonstrate adequate adhesion in retreading. The appropriate choice of fillers
(particularly reinforcing fillers, in the correct proportions) and tackifying agents
gives good results.
Satisfactory adhesion is achievable by incorporating unsaturated hydrocarbons PBR

into mixes. Marginally superior adhesion strength is achieved with SBR compared
to NR-based stocks.
When polar backbone structure elastomers like CR are blended with NR in high
proportions and used in retreads for special applications of tyres, very good bonding
47
Tyre Retreading
with old substrates is seen. Highly saturated elastomers like EPDM have no intrinsic
tack for good adherence with the used tyre; they need liberal amounts of tackifier in
mixes and are usually blended with NR to build tack [20].
The attributes accountable for adhesion between tread and the old tyre are as follows:
• Mechanical adhesion (rough surfacing)
• Primary and secondary chemical bond formation
• Diffusion of adhesive/cement components
2.8 Properties of Tear and Abrasion Resistance
The property of tear resistance is resistance to growth in cuts while under tension.
Resistance to rubbing during service is termed the abrasion resistance of the rubber.
A laboratory test of the abrasion resistance of a specimen may not be relevant to the
actual service life of a retreaded tyre, because it is difficult to predict the actual use
of a tyre when in service.
The resistance to abrasion of a compounded rubber for use in tread can be poor
because of insufficient crosslinking or vulcanisation, but also deteriorates with
excessive crosslinking. The optimum value of tear resistance can be achieved with a
somewhat reduced degree of cure, and can decrease rapidly with over curing. The
tear resistance will also decrease with increasing temperature during service.
In NR/PBR/SBR and polychloroprene rubber blended compounds, the incorporation

of reinforcing fillers with reduced particle size (e.g., HAF, ISAF and SAF grades of
carbon black) gives higher abrasion resistance. Precipitated/fumed silica gives higher
abrasion resistance properties to rubber tread than other active fillers. The use of
different grades of carbon black in tyre tread formulations to achieve high abrasion
and high tear properties is detailed above (Tables 2.1 and 2.2) [21].
2.9 Resilience and Flexibility
The property of resiliency of rubber to heat build-up is specifically defined as the

ratio of return to resulting energy, and the heat generated is the measurement of the
amount of energy absorbed. This property can be improved by increasing the level of
crosslink density during vulcanisation, but declines with excessive crosslinking. With a
higher level of crosslinking, rebound resilience accentuate raise of temperature, while
48
at slightly excess in crosslinking exhibits a minimum level. During cyclic deformation,

the heat build-up usually depends on the chemical structure of the polymer and the
type of formation of crosslinking during curing.
Among the rubbers used for retreading, polybutadienes provide the best values of
resilience, while NR, SBR and CR show high rates of resilience and flexibility [22].
2.10 Resistance to Oxygen, Ozone and Flexing
In the course of service a tyre tread is stretched under dynamic conditions, and cracking
can appear on the surface. The presence of ozone, even at very low concentrations,
affects the rubber, and the extent of resistance to ozone attack depends on the nature
of the elastomer. NR and SBR have the lowest resistance to ozone, and EPDM the
highest.
The ozone resistance of elastomers can be increased by adding rubber antiozonants

such as p-phenylenediamine and waxes into rubber compounds. Waxes may bloom to
the surface because of their limited compatibility with rubber and offer a protective
layer, but the surface layer may crack under high flexing conditions and will not
therefore fulfil its purpose. When there is a tendency towards blooming on the surface,
adhesion may be affected, so microcrystalline waxes are used instead and can provide
the requisite effect [23].
The deterioration of rubber is triggered by oxygen, ozone, heat, light, metal catalysis
and flexing, which affect the unsaturated part of the molecule that is accessible for
sulfur vulcanisation. Two main classes of chemicals can impede the degradation
process of unsaturated rubbers: amines and phenolics.
Antioxidants such as polymerised trimethyl dihydroquinoline in NR and general

purpose synthetic rubber blend compounds provide protection against oxidation and
heat under severe conditions. Resistance against flex cracking, heat and oxidation can
be aided by adding diphenyl-p-phenylene diamine into rubber tread compounds [24].
2.11 Resistance to Decay of Tyre Treads from Natural Causes
The deterioration of rubber automobile tyres known as ‘dry rot’ – a process of

degradation that is accelerated by exposure to heat, ozone or UV radiation – may
decay rubber tyres. This degradation can be indicated by web-like cracks in the tyre,
which become larger and lead to rupture, resulting in the ultimate failure of the
49
Tyre Retreading
tyre. Proper care of tyres is essential to prevent dry rot. It can badly damage them and
cause them to be dangerous during service. Dry rot is a kind of fungus that grows
on the cellulose present in wood, and also depends on the proximity to dampness of
soil bacteria. That dry rot does not usually grow on rubber, but a similar type of dry
rot may appear on tyres in the same manner as this wood dry rot.
Intense exposure to UV rays may damage tyres, so tyres are manufactured with the
addition of carbon black, which absorbs these destructive rays. Other protective
agents such as the compounding ingredients antiozonants also protect the tyre from
such damage.
The deterioration of rubber tread due to flexing while exposed to atmospheric ozone
may lead to its breakdown. The addition of protective waxes such as microcrystalline
waxes and in combination of rubber antiozonants will protect it from this impairment.
NR-based tyre treads may be prone to fungal attack, particularly when the retread
compounds in the unvulcanised condition are stored for long periods in a damp/
humid atmosphere. The same can also happen to a cured retread tyre when exposed
to a wet, drenched environment for prolonged periods while in use. Synthetic rubber-
based treads are less prone to this problem compared to general purpose synthetic
rubbers and NR-blend treads.
The use of antimicrobial chemicals in rubber compounds assists in preventing

vulnerability to the attack of microorganisms, fungi and other microbes that may
affect the service durability of tread. A mixture of phenols and sulfur compounds
and dihydroxy-dichlorodiphenyl methane are available in powder form, and may be
added in small dosages to stocks where such phenomena are prevalent. Infestation by
microorganisms, and drying and cracking due to exposure to UV rays, oxidation and
ozone, weaken the double bonds of rubber and carbonyl and aldehyde compounds,
ultimately leading to deterioration of the rubber tyre tread [4].
References
1. B. Banerjee and S.K. Pal in Retreading of Tyres – Methodology and Its

Significance in Economics and Environment, Book of Abstracts, India Rubber
2. http://www.continentalcarbon.com/
3. M.S. Evans in Tyre Compounding for Improved Performance, Rapra Review

Report No.140, Rapra Technology Ltd, Shawbury, UK, 2001.
50
4. C. Smith in How to Protect Car Tires from Rotting.

http://www.ehow.co.uk
5. Schill and Seilacher, Rubber Handbook, Struktol, Stow, OH, USA, 2004,
p.30.
6. W. Hofmann in Rubber Technology Handbook, Hanser Publishers, Munich,

Germany, 1989.
7. Reinforcing Fillers in the Rubber Industry – Fact Sheet, European Tyre &
Rubber Manufacturers’ Association (ETRMA), Brussels, Belgium, 2010.
8. W. Kleemann and K. Weber in Elastomer Processing, Hanser Publishers,

Munich, Germany, 1998.
9. Manual for the Rubber Industry, Farbenfabriken Bayer AG, Leverkusen,

Germany, 1972.
10. Developments in Rubber Technology – 4, Eds., A. Whelan and K.S. Lee,

Elsevier Applied Science, London, UK, 1987.
11. BS 903: Methods of Testing Vulcanized Rubber, British Standards Institution,

London, UK, 1950.
12. ASTM D1765-13: Standard Classification System for Carbon Blacks Used
in Rubber Products, American Society for Testing and Materials (ASTM),
Conshohocken, PA, USA.
13. V. Jha in Carbon Black Filler Reinforcement of Elastomers, Department of

Materials, Queen Mary, University of London, London, UK, 2008.
14. R. Brown in Physical Testing of Rubber, 4th Edition, Springer Science &
Business Media, New York, NY, USA, 2006.
15. Rubber Technology, Ed., J.S. Dick, Hanser Publishers, Munich, Germany,
2001.
and F.R. Eirich, Elsevier/Academic Press, London, UK, 2005.
17. Engineering with Rubber, Ed., A.N. Gent, Hanser Publishers, Munich,
Germany, 1992.
51
Tyre Retreading
18. M. Shirazi and J.W.M. Noodermeer in Proceedings of the 9th Fall Rubber
Colloquium (KHK), 3–5th November, Hanover, Germany, Elastomer Technology
and Engineering Department, University of Twente, Netherlands, 2010.
19. Handbook of Rubber Bonding, Ed., B. Crowther, Rapra Technology Ltd,

Shawbury, UK, 2001.
20. B. Banerjee in Proceedings of the National Conference and Exposition

on Rubber and Allied Materials, Indian Rubber Institute, Karnataka and
Rajasthan Branch, Mysore, India, 2004, p.304.
21. Developments in Rubber and Rubber Composites – 1, Ed., C.W. Evans,

Applied Science Publishers Ltd, London, UK, 1980
22. Cabot.
http://www.cabotcorp.com
23. F.W. Barlow in Rubber Compounding, 2nd Edition, Marcel Dekker,

New York, NY, USA, 1993.
24. The Vanderbilt Rubber Handbook, R.T. Vanderbilt Company, Norwalk, CT,
USA, 1978.
52
3
Manufacturing Technology for Tyre
Retreading
Bireswar Banerjee
3.1 Introduction
Retreading is a technological process in which a used tyre’s worn tread is removed

and a new tread is positioned on the undamaged tyre casing. It is the only option
considered as recycling for the purpose of fresh utilisation of a tyre that has become
unusable. Vehicle tyres constitute one of the major operating expenses of most fleets,
but, with retreading, a tyre can provide the same mileage as a new tyre, perhaps even
at a lower cost per kilometre. Indeed, an investigation into the causes of failure of
tyres in Russia found that 70–90% of tyres fail due to tread wear during the course
of service.
Quality off-the-road (OTR) tyres are designed to be retreaded, because if a new tyre
is discarded after its tread has worn-out, the user may only have consumed 50% of
its value. Retread OTR tyres cost only half as much as new OTR tyres, so retreading
represents a substantial cost saving that does not compromise on quality. Studies have
revealed that 15% of total fleet operating costs are related to tyres, and there is the
scope to reduce this by up to 50% by retreading at the proper time, thereby saving
8–15% of operational expenses. Furthermore, retreading helps in overcoming the
global shortage of new OTR tyres. From an economic point of view, retread truck
tyres lead to savings of over $3 billion per annum in North America alone for truck
operating companies.
Environmental impact is also a consideration. A superior quality retread OTR tyre

requires only 40 kg of oil to retread, but about 200 kg of oil is required to produce
a new tyre. Retreading can therefore save millions of kilograms of oil annually
worldwide, thereby helping to conserve natural resources [1].
To guarantee the safety of retread truck tyres they are manufactured according to
rigorous industry standards set by the UK and US Department of Transportation
federal safety standards for the manufacture of retreaded passenger car tyres. As
the parameter of identification, all retread tyres are marked with the manufacturer’s
name and date of production. Accordingly, retread tyres can be used safely in daily
operations in aircraft, passenger cars, trucks, buses, military vehicles, ambulances and
Tyre Retreading
so on. Retreaded tyres can be driven at the same permissible speeds as comparable
new tyres with no reduction in safety, performance or comfort for passengers.
From economic, operational and environmental aspects it is important to retread a

tyre at the right time. Globally, about 80% of airline, off road and heavy-duty trucks
(including lighter vehicles) are operating with retreaded tyres.
In terms of fuel economy, tyres play an essential role, as selecting the right tyre and
utilising an appropriate tyre management system can save 4% fuel in operation. If
the tyre is under-inflated it has more rolling resistance because of disproportionate
tread distortion. Indeed, high rolling resistance and under-inflation can increase fuel
consumption by up to 30%. Total tyre logic, or a proper tyre management system,
is therefore as important to fuel economy as tyre selection.
Generally, retreaded tyres offer more rolling resistance than original treads, so the
design of the tread pattern affects fuel economy. A tread design with lower depth
pattern can offer better fuel economy, although the effect may vary in different
operations.
Tyre retreading industries, with their aim to repair, retread and recycle, are considered
to be green and have become a national and international focus. They have the
potential to save tons of steel and millions of barrels of oil, and reduce the emissions
of carbon, thus offering colossal environmental benefits.
Before preparing a used/old tyre for retreading it is imperative to carry out a careful
inspection for its suitability for retreading to ensure its service performance afterwards.
In the 1980s, a non-destructive way of inspecting worn tyres was introduced; details
of this inspection process are discussed in this chapter [2].
3.2 Retreading Methodology
Retreading of tyres is as old as the manufacture of tyres. Indeed, it is a well recognised

and reliable technology. Millions of such tyres are used for aircraft, trucks and OTR
heavy duty vehicles, and cars are retreaded every year and sold worldwide to reduce
fleet operating costs. Nearly 80% of the world’s airline and heavy-duty vehicles use
retreaded tyres.
Retreads are safe and can save hundreds of millions of gallons of oil compared to the
levels consumed in the production of a new tyre. A study has revealed that 70−90%
of tyre failure is caused by wear. To increase the life of tyres it is therefore necessary
to increase the wear resistance of the tread, which can be achieved at the time of
54
Manufacturing Technology for Tyre Retreading
retreading. Retreading is a process that provides tyres with a second life by giving
new tread to worn tyre [3].
The desirable basic requirements of a tyre are as follows:
• High wear resistance and long tyre life
• High wet grip to offer high security
• Low rolling loss to lower fuel consumption
The following are essential requirements for the development of retread rubber
compounds:
• Processability
• Good green tack and green strength
• Low hysteresis
• High skid resistance
• High abrasion resistance
• Low cut growth rate
• Rolling efficiency
• Thermo-oxidative stability
• Economical
The operations for the production of a retread tyre are carried out in the following
order:
1. Initial inspection of worn tyre
The object of the preliminary inspection is to confirm that a casing is acceptable

for retreading. This entails a thorough inspection of each tyre, inside and outside,
identification of any casing impairment, and assessment of its reparability. Approve
the casing for further processing, if acceptable within the criteria of inspection.
The next steps are important parts of the visual inspection procedure that is performed
in order to accept a casing for retreading:
55
Tyre Retreading
2. No separation of ply
3. Bead wire is not broken, damaged or exposed
4. No damage to plies in the bead area
5. No ply cords are loose and no sign of overload, under-inflation or having been
run-flat
6. No parting of tread that cannot be removed during buffing
7. No separation in sidewall area
8. No cracking extending into body plies due to ageing
9. No non-reparable damage to the inner liner or bead area of a tubeless tyre
10. No large damage that cannot be repaired
11. No belt separation in radial tyres
Every tyre, while in use, is subject to wear and tear, some to a lesser degree than
others. Regardless of the level of wear, providing the casing of the tyre is undamaged,
which is so in about 75% of tyres, retreading is achievable. The tyre can recuperate
its original condition and is prepared for use.
Millions of tyres are removed from vehicles every year and their usefulness restored
by way of precise retreading. Accordingly, improvements in retreading are important,
and end-of-life tyres have been studied in great detail.
3.2.1 Non-destructive Tyre Testing Systems
The inspection of worn tyres by means of a non-destructive methodology using

machines can give a better-quality retread via a process of selecting the right tyre
before retreading. An X-ray device is available to the retreading industry, as well
as shearography, a new and advanced holography method, both in the category of
non-destructive equipment. These are used in combination with conventional visual
inspection to give a rapid production process and accurate testing that includes:
• Electronic device
• Ultrasonic equipment
• X-ray machine
56
• Electro-mechanical system
• Holography
• Shearography or other types of casing inspection equipment that can aid in

determining casing integrity
3.2.1.1 Shearography
The shearography machine is an important device that can accurately detect blemishes
in the form of bubble flaw in tyre tread, shoulder and sidewalls. This system maps
the surface of the casing using laser holography, and is an advanced non-destructive
tyre casing examination process. During testing using a phase shearography system, a
vacuum pressure difference of about 50 mbar is created that highlights any deformity
caused by the expansion of air pockets. The equipment generates a holographic
image of the damaged area/void and can calculate its dimensions and position, thus
automatically assessing the tyre for further processing. This testing can ensure the
durability of the casing after retreading. A schematic diagram of a shearography
testing machine in operation is shown in Figure 3.1.
Separation
Atmospheric state
Depressurised
(typ. 50 mbar)
Figure 3.1 Shearography equipment for tyre testing. Reproduced with permission
from Desser Tire & Rubber Co., Inc., Montebello, CA, USA
57
Tyre Retreading
3.2.1.2 Laser Shearography
Usually, worn tyres are inspected manually by striking using a hand tool and
listening to the sound. The laser shearography functions like an X-ray to scan for
any impairment or delamination of the tyres.
3.2.1.3 X-ray Inspection
With this equipment, all internal components of the tyre can be viewed, including
any void, air pocket or foreign material. This optical inspection method can provide
adequate information about the internal structure of the worn tyre and its suitability
for retreading for further processing. A high level of quality control can be facilitated
by implementing a digital X-ray inspection system, and, because of its speed, it can
be directly incorporated into the production process in a retreading plant.
The advanced X-ray inspection system is a superior microbeam radiation therapy

process, which can expose the condition of the casing and the region containing the
cables inside the tyre casing. It can also show the condition of the steel belts and
cables concealed within the casing. This system of inspection can detect road hazard
damage, ascertain any possible damage, and assess the condition of any earlier repair,
but casings are not all required to undergo this procedure. An X-ray inspection system
is depicted in Figure 3.2.
Figure 3.2 X-ray testing of a tyre
58
3.2.1.4 Holography
Holography or shearography tests are non-destructive inspection systems. A holography

system can calibrate bubbles against a standard bubble, provide a holographic image
of the bubbles, and can measure and provide the location of a bubble. On this basis
it can grade a tyre according to the dimensions and sites of pockets.
A hologram is important in that it can identify all the internal flaws of a tyre before
selecting it for retreading, and after finishing the retreading can carry out bead to bead
inspection. This device is effective in obtaining images of a tyre, and by inspection
through cathode ray tube screen presentation and video data storage detects very
small flaws that affect the functioning of the tyre. It can determine the ultimate
acceptability of a tyre for retreading. An image of holographic testing equipment is
shown in Figure 3.3.
Figure 3.3 Holography testing of a worn tyre
3.2.2 Manufacturing Process of Retreading
During the retreading operation, the processing stages are in the following order:
(i) buffing, (ii) cementing, (iii) building and (iv) moulding. All steps are performed
under adequate lighting to detect minor variations, and are essential for the retreading
process in all categories of tyres [4].
59
Tyre Retreading
Cleaning and
washing of Inspection of
Drying in air Skiving Buffing of tyre
worn tyre casing
Treatment Application of Application of

Drying in hot Repair of
with rubber cushion gum tread gum
air chamber pit-holes
cement strip strip
Machine Cure in tyre Inspection

Assemblage of Inspection
rolling of total mould (hot and
tread after building
assembly system) Quality check
Painting Store
Figure 3.4 Manufacturing flow chart for hot tyre retreading system
The steps undertaken to retread a worn tyre are as follows (Figure 3.4):
• Initial inspection of tyre
• Cleaning of worn tyre
• Skiving of old tread
• Whole tread buffing on machine
• Pithole buffing by hand grinding machine
• Repairing of pitholes
• Cementing
• Application of cushion gum
• Application of tread gum strip
• Laying of tread
• Pressure rolling on machine
• Moulding and finishing
60
• Painting of finished tyre
• Inspection and testing
The process of manufacturing tyre retread also makes use of a hot curing system.
3.2.3 Formulation for Tyre Retreading Compounds
The model formulations for tyre retreading rubber compounds used in the manufacture
of tread, tread gum, cushion gum, repair and cement preparations are detailed in
Tables 3.1 and 3.2 [5, 6].
Table 3.1 Formulations for tread, tread gum and cushion gum compounds
Ingredients Tread (phr) Tread gum (phr) Cushion gum (phr)
NR 75 80 100
PBR 25 20 −
Peptiser 0.25 0.30 0.30
Zinc oxide 5.0 5.0 5.0
Stearic acid 1.0 1.0 1.0
Coumarone - indene resin 4.0 5.0 5.0
Phenol formaldehyde resin 2.0 3.0 3.0
Intermediate super abrasion 35 − −
furnace (N 220) carbon black
High abrasion furnace (N330) − 30 15
carbon black
Precipitated silica 20 20 25
Struktol SCA 98 6.0 4.0 3.0
Struktol HT 202 5.0 4.0 4.0
Pine tar 3.0 5.0 5.0
Aromatic oil 5.0 − −
TMQ 1.5 1.5 1.0
p-Phenylenediamine 1.25 − −
BSM 1.2 1.25 1.30
Insoluble sulfur 2.5 2.5 2.5
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Tyre Retreading
Table 3.1 Continued

Accitard RE 0.20 0.15 0.15
Accitard RE: N-cyclohexylthiophthalimide
BSM: Benzthiazyl-sulphenmorpholide
NR: Natural rubber
PBR: Polybutadiene rubber
Struktol HT 202: Blend of zinc soaps and fatty-acid esters
TMQ: Trimethylquinoline
Table 3.2 Formulation for tyre repair and rubber cement compounds
Ingredients Repair compound Cement compound
(phr) (phr)
NR 100 100
Activated benzamidophenyl disulfide 0.25 0.30
(Pepton 44)
Zinc oxide 5.0 10.0
Stearic acid 1.0 1.0
Coumarone – indene resin 5.0 6.0
Phenol formaldehyde resin 3.0 4.0
Semi-reinforcing furnace (N770) 25.0 −
carbon black
General-purpose furnace (N660) − 10.0
carbon black
Precipitated silica 20.0 15.0
Struktol HT 202 3.0 −
Pine tar 3.0 5.0
Aromatic oil 5.0 −
TMQ 1.5 1.5
BSM 1.2 1.25
Insoluble sulfur 3.0 3.0
62
3.3 Essential Physical Properties in Designing Retread

Rubber Compounds
The magnitudes of the physical properties required of a tyre retread compound predict
the service life of the retread. The following important mechanical properties should
be considered to determine wear performance and cut resistance:
• Specific gravity: Retread rubber compounds should have a lower specific gravity to
achieve higher length of tread profile per kg of mix. When the tread rubber compound
is made exclusively of natural rubber (NR) the specific gravity of the compound is
on the low side. Using a blend of NR and general purpose synthetic rubbers such as
polybutadiene rubber (PBR)/styrene-butadiene rubber (SBR) gives improved abrasion
and cut resistance of the tread compounds, while the addition of more reinforcing
fillers leads to superior physicals, and possibly a marginal increase in specific gravity.
A higher specific gravity indicates the incorporation of mineral fillers into the
compounds, including clays; addition of a high quantity of inert fillers has a detrimental
effect on the tyre’s physical properties, lowering the quality of the retread.
• Hardness: The hardness of a tread rubber compound is measured to give an

approximate idea of its primary physical properties, its stiffness in terms of its
load-carrying capacity, and also the amount of filler in the compound. It can
also indicate the degree of crosslink density (the greater the crosslink density, the
harder the vulcanised product).
• Tensile strength: This is the resistance to breaking under tension. The minimum
tensile strength of a retread rubber compound is around 20 MPa. Tread rubber
compounds, which require high crack and cut growth resistance should have high
tensile strength, particularly in heavy-duty truck and OTR retreads such as those
for earth mover/dumper tyres. Hence, tensile strength can act as a basic indicator
of the quality of the rubber compound for use as a high performance tread.
• Modulus: The modulus of a rubber compound is a measure of the resistance to

being stretched. This property has relevance to tread wear and is also implicated
in the heat build-up properties of a tyre.
• Resilience: A resilient rubber compound quickly recovers from deformation,

and thus generates less heat when under highly flexing condition in operation.
A higher heat build-up will quickly lower the quality of the retread. It is therefore
appropriate to use a resilient rubber compound for retread applications.
• Elongation at break: This is the ability of the rubber compound at break or

rupture, and describes its rubbery nature during ageing.
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Tyre Retreading
• Abrasion resistance: This property has a great relevance to tyre tread, being the
resistance to wear on dynamic contact on the road surface while running. It is
an essential property for tread rubber as a measurement of reinforcement of the
rubber composition in the manufacture of the tread.
The specifications of the desired physical properties of a standard tyre retread

compound, contingent on the type of tyre to be retreaded, and its purpose, are given
in Table 3.3 [5, 7].
Table 3.3 Physical properties of rubber retread compound

Properties Requirement
Specific gravity 1.12–1.14
Hardness 65–70
Tensile strength (MPa) 18–20
Modulus at 300% (MPa) 9.8–10
Elongation at break (%) 500–600
3.3.1 Technology of Adhesion on Retreading
The adhesion of new tread to an old tyre requires the consideration of a wide range of
variables that have an effect on rubber-to-rubber bonding. Among others, these include
(i) the chemical composition of the rubbers, (ii) their compatibility/incompatibility
factors, (iii) their molecular weights and distributions, (iv) the additives used, (v) their
crystalline and amorphous contents, (vi) their surface nature and chemistry, and (vii)
their crosslink densities.
A retread rubber compound usually consists of a blend of NR and a general purpose

synthetic rubber such as PBR/SBR. The primary requirement is to achieve improved
adhesion of the rubber compounds, whether using cement compound, cushion gum
or tread gum mixes, and ultimately the tread composition in the complete assembly
on the worn tyre.
The addition of tackifying wood rosin and synthetic resins in compounding facilitates
the assembly of different categories of rubber compositions to build a complete retread.
The incorporation of the dry rubber bonding agent resorcinol/formaldehyde and
64
silica into formulations will provide significant bondability. The dynamics of curing
the complete retread assembly result in an excellent bond strength with the old tyre.
In the use of a resin system to increase green tack to facilitate build-up assembly and
to obtain adequate adhesion, the resin should be added at the initial phase of mixing
with the elastomers.
Dry bonding agents are used extensively in tyre manufacturing and, when added
directly to rubber mixes, provide a high level of adhesion with the worn tyre after
curing. The strength of bondability is retained on heating, in humid atmospheres
and during ageing.
Resorcinol resin, in combination with hexamethylene tetramine (HMT) – a methylene

donor – is used in rubber mixes to obtain superior bonding properties. The HMT
decomposes while heating during curing, producing ammonia and formaldehyde,
which react with the resorcinol to produce an enduring, highly crosslinked
elastomeric network. Substituting HMT with a modified melamine compound such
as hexamethoxymethylmelamine with silica provides a widely used bonding system
for retreading. The modified resorcinol/formaldehyde resins are a new generation of
resins, and when added in precipitated silica filled retread mixes lead to reduce rolling
resistance and help in controlling fuel consumption.
During rubber mixing, the methylene donor is added in the final stage of mixing (with
the curatives) while keeping the mixing temperature low so as to achieve processing
safety by avoiding premature crosslinking (scorching), in order to obtain improved
bonding properties while moulding.
In the course of achieving bonding of the unvulcanised tread and other rubber
components used for retreading, compounding ingredients such as sulfur and
antioxidants are added but can lead to blooming and create a critical barrier to long
storage. This problem can be prevented by using insoluble sulfur in the compound,
which is transformed into its soluble form at about 90 °C. In the process of building
with retread rubber components such as cushion gum, tread gum and the retread
profile, the practice of solvent wiping using naphtha will help to remove bloomed
ingredients from the surface before the assembly of the next components. Naphtha
quickly evaporates from the surface, leaving a tack-free surface texture that assists
in increasing the mobility of the elastomeric chain on removing the blooming
chemicals [8].
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Tyre Retreading
3.4 Steps for Manufacturing Retreading
3.4.1 Buffing
Tyres must be buffed after removing the old tread by skiving on an inflated rim in
order to achieve standard road wheel dimensions. The buffed casing should have
dimensions compatible with the retreading system used. The worn tread surface is
removed to obtain a symmetrical profile in accordance with procedural specifications.
The buffed area of the casing should be free of contamination and oxidation. All
buffing should be performed on an inflated buffer.
The worn tread, together with its under tread, is removed in a grinding operation
using a suitable machine and specific grinding tool in order to prepare the old casing
to have the required dimensions and surface consistency. The principal objective of
buffing is to ready the tread area by removing worn-out tread for the application of
new tread and to facilitate applying a new tread assembly. A buffing tool assembly
made of high speed steel for an OTR tyre is shown in Figure 3.5.
Figure 3.5 Tyre grinding tool assembly made of high speed steel
It is essential to shape and size the tyre crown in order to prepare for the foundation of
a new construction. A careful inspection is carried out after buffing to ensure that no
unexposed overlooked defects remain. The dimensions of the tyre after buffing have to
66
be appropriate for the type of tyre and size of curing mould, as well as the retreading
system. To avoid any contamination, the time gap before assembly is kept to a minimum.
During buffing, the old casing must be buffed to a predetermined crown width, radius
and profile proportion. Exposed frayed ends of fabric or steel cord must be removed
and finished appropriately. On completion of buffing, the finished cords/steel should
be coated with rubber cement and if any treatment is necessary to improve adhesion
this should be carried out immediately after buffing. Any lapse of time between the
final buffing operation and application of cement for the subsequent fabrication
process may create adhesion problems.
There may then be some chance of finding grooves, irregular wear spots and
untexturised areas after removing the tread during skiving. Such surface blemishes
are treated by a hand-operated grinding machine. Hand-grinding of such minor
blemishes on a tyre is shown in Figure 3.6.
Figure 3.6 Hand grinding of blemishes on a tyre surface
The prepared tread surface, where retreading is to be performed, should have an

appropriate texture and consistent profile. A contamination-free buffed surface is
essential for improved adhesion. A properly buffed tyre ready for the building-up
process is shown in Figure 3.7. Every cut, hole and penetration must be checked to
ascertain the severity of the damage and to ensure that all foreign material is removed.
67
Tyre Retreading
Figure 3.7 Buffing operation completed for a 35 tonne dumper tyre
On visual examination after buffing, if there are any damaged sections on the tyre
surface that are bigger than 10 mm in size, they should be repaired using a suitable
rubber compound before the building-up operations. After buffing, a thorough
inspection is essential to ensure that there are no hidden and unnoticed defects on
the tyre such as cuts, holes or injuries, or any foreign matter that should be removed.
Photographs of pitholes and a damaged side wall surface exposed after buffing are
shown in Figures 3.8 and 3.9.
Figure 3.8 Dents needing repairing
68
Figure 3.9 Damaged part after buffing needing repairing
3.4.2 Casing Repair
All casing repairs must be conducted in accordance with prescribed methods and
using suitable tools after buffing. Damage caused to a worn tyre during its life in
service may be uncovered during buffing. Repairing damaged areas such as cuts,
tears or dents is required, by means of moderate grinding using a motorised hand-
grinding tool with controlled speed for thorough cleaning of the spot. The areas are
then applied with rubber cement. On drying of the cement, the areas are filled with
prepared uncured repair rubber compound, so that the top tread can be applied
without difficulty. Trained operators are needed to perform repairing jobs according
to industry standards. The final determination of reparability, type of repair and
repair material must be made after skiving and inspection, in accordance with the
recommended specification and repairing criteria prescribed by the manufacturer of
the repairing materials [9].
3.4.3 Cementing
Buffed casings are cleaned with an air jet to remove any dust from the surface and
then cleaned with a suitable solvent. They are then allowed to dry and are cemented
by applying an appropriate rubber-based cement of a specific viscosity within a
69
Tyre Retreading
maximum of 8 h of buffing. The casing must be clean and free from foreign materials
such as buffing dust, dirt and oil before application of the cement.
Buffed tyres ready for cementing should also be free from loose cords, and any
exposed steel should be cemented within 15−20 min of its exposure after buffing.
Rubber-based cement prepared in house should provide adequate adhesion strength
between the new tread assembly and the prepared old casing. An acceptable drying
time/tack-free time is determined in accordance with standard cement preparation
before the assembly of other components.
Cemented tyres must be handled carefully to ensure that the surface is not contaminated
with dust, which may impair adhesion property. They should therefore be stored in
a dust-free, humidity-controlled room. It may be necessary to cover up the cemented
tyre before the subsequent building up operation if the tyre is kept for a long period.
The buffed tyre may need to be cleaned with a suitable solvent before building up,
if it is stored for a longer period.
3.4.4 Building (Assembly)
Tyres ready for retreading must be built on an inflated rim to match road wheel
dimensions. Extruded green rubber tread profile is centred on the buffed circumference
of the worn buffed surface of the tyre, and tread pattern interruption is minimised with
the tread splice. Both cut ends of the uncured tread are properly joined and adhere to
the ends via filler rubber over the surfaces, and are free of contamination. The splice
is cured together using suitable rubber-based cement. Tread stretch requirements
and building tolerances should conform to industry accepted standards. Before the
application of tread, gum or cushion gum sheeting is applied to the cemented casing;
this is directly applied onto the treated surface from an extruder or the strip may be
cut from calendered sheeting.
Tyres must be built on an inflated rim to match the wheel dimensions. The tread
rubber should have a crown width, base width and gauge dimension suitable for
the mould design and the size of tyre to be cured. The applied tread rubber should
provide the required under tread gauge, and the rubber bonding surfaces should not
be contaminated during handling. The extruded tread profile must be centred on the
buffed circumference of the tyre. Stitching and splicing is carried out in such a way
as to eliminate trapped air pockets without pulling the tread off centre or distorting
the rubber. The tread width used is determined by the casing dimensions [10]. Images
of extruded rubber profiles for retreading and the method of application are shown
in Figures 3.10 and 3.11.
70
Figure 3.10 Extruded rubber retread profiles
Figure 3.11 Application of extruded tread profile on buffed tyre casing
3.4.5 Mould Curing of Retread (Hot Process)
A fully assembled built-up tyre ready for hot curing in a moulding press should be
stored to prevent distortion of the uncured materials, and should be kept free of
any contamination. Curing procedures must follow specifications on curing time,
temperature and pressure. Rubber curing tubes and rims appropriate for a requirement
should be inserted properly while curing the assembled tyre in the circular press used
for moulding. The total curing process is conducted in the moulding press, which is
heated with steam to a temperature of 150–160 °C. The duration of curing varies
from 2 to 8 h, depending on the size of the tyre. Air is injected under pressure into the
inner rubber curing tube during vulcanisation; this is in order to exert a pressure from
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Tyre Retreading
inwards to the mould walls. The air pressure should be maintained at 800–950 kPa
throughout the curing process (depending on the size of the tyre retreaded).
The application of mould release agent (by spraying silicone emulsion into the inner
periphery of the preheated mould) enables the quick release of the moulded tyre
after curing, and reduces the likelihood of adhering to the mould surface. The outer
periphery of the retread is designed to have the desired tread pattern according to
the mould design.
The casings used for uncured tread rubber are uniformly buffed using a template or
other system to ensure matching of the mould contour and size. The casing must
be buffed properly to fit the mould in accordance with bead-to-bead measurements,
diameter and section width requirements to conform to the specifications for the
equipment used.
Mould release agent (a water-based silicone emulsion) is sprayed onto the preheated
mould before placing the built-in tyre, and allowed to dry. This leaves an extremely
thin coating on the mould surface and gives a better surface appearance on the clean
and flawless lug designs of the finished retreaded tyre, and also makes it easy to release
the cured tread from the mould.
The moulded retreaded tyre is allowed to cool at room temperature for several
hours, and after cooling each tyre is tested with 200 kPa air pressure (using an inner
rubber tube) before final inspection and dispatch [11]. Images of an assembled tyre
moulded in a steam-heated press and a hot-moulded retread 35 tonne tyre are shown
in Figures 3.12 and 3.13.
Figure 3.12 Retreading moulding press
72
Figure 3.13 Moulded retread for a 35 tonne dumper tyre
3.4.6 Precure Retreading (Cold Curing Process)
The ‘cold’ curing method of tyre retreading is simpler than the ‘hot’ process involving
building and curing. The tread surface of the casing is buffed properly after skiving.
A fast-cure cushion gum film is applied on the surface of the tyre after application
of rubber cement to achieve improved bonding of the new tread with the worn tyre.
Precured tread that matches the tyre is placed on the outer circumference of the used
prepared tyre. The assembled tyre is sometimes wrapped in a thin rubber envelope
to accomplish better bonding with the old casing, although lighter vehicle tyres may
be cured without the envelope and sent to an autoclave for vulcanisation, usually in
batches.
This technique for the cold process of tyre retreading has proven its durability, and
the tyre casing is less likely to degrade because vulcanisation of the retreading is
performed at a lower temperature (in the range of 95–120 °C).
Following the cold curing system, the worn tyre casing is buffed to a width that is
compatible with the casing dimensions. All tread grooves should be removed from
the buffed area, and the buff should be centred on the casing with equal shoulder
heights over the bead bundle area. The buffed tyre should be as close as possible to
the specified radius. Radial tyres are buffed to a maximum of 3 mm remaining under
tread over the belt package.
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Tyre Retreading
The following steps comprise a cold retreading system:
• Inspection
• Skiving and buffing
• Drying of casing
• Repair
• Cementing
• Building
• Enveloping
• Vulcanisation
• Final inspection
3.4.7 Precured Retreading Process
Appropriate precure tread is selected in strips or full circles with various designs,
widths and thicknesses. It is then adhered to the casing using cushion gum, which
acts as a bonding layer. It is essential to remove any air trapped between the tread
and cushion gum layer during building, because this may create a non-contact area,
which may cause ultimate failure of the retread top.
The correct tread width is applied to the prepared casing in a straight and even fashion.
On application of the precured tread, the two cut ends of the tread are coated with
vulcanisable rubber-based cement. After drying of the cement, a sizable cut strip
of calendered cushion gum sheeting is applied between the joining ends, which are
properly joined by a hand-operated stitching roller (metal roller). The assembled
tyres, in batches, are then vulcanised in an autoclave. The process of laying precured
tread on a make-ready tyre is depicted in Figure 3.14.
74
Figure 3.14 Application of precure tread on a tyre
3.4.8 Enveloping
Following the cold retreading process, the next step after applying the precured tread
on the tyre is to insert a rubber restraining device, which is designed to fit tightly
around the tyre on the casing during autoclave vulcanisation. The envelope is fitted
using a valve to creating a vacuum before vulcanisation, and removed by introducing
air after curing. On evacuation of air it creates pressure on the built-in precured tread,
enabling proper bonding of the new tread with the old casing. Sometimes, a liquid
release agent is used on the outer surface of the envelope for ease of inserting and
removing it. A rubber envelope used in cold retreading vulcanisation is presented in
Figure 3.15.
Figure 3.15 Envelope used in cold retreading
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Tyre Retreading
3.4.9 Vulcanisation of Cold Cure Retreads
The curing chamber used for vulcanisation in a cold retread system is heated by
pressurised steam/hot air using an electric heater or by hot oil passing through coils,
and pressure is applied in the vulcaniser with pressurised air. Tyres, to be cured in
batches, are stored in such a way as to prevent distortion of the uncured materials,
and are kept free from contamination.
Envelopes, tubes or sealing ring devices used to cure a tyre should be free of leaks
and defects. Multiple prepared and enveloped ready-to-cure tyres are suspended from
a rail system in the autoclave and the door of the autoclave is closed. The curing
procedures must conform to specifications on curing time, temperature and pressure.
The autoclave operating pressure is usually maintained at a minimum of 0.3 MPa and
the temperature in the range 100–120 °C, depending on the type of curative system
used in the composition of the cushion gum. A vulcaniser for the cold cure retreading
process is illustrated in Figure 3.16.
Figure 3.16 Vulcanising chamber for cold cure system
After curing, the tyres are inspected and can then be used as a new retreaded tyre. The
cold curing method is simpler than the hot curing system and requires less investment,
but its material costs are higher.
76
3.4.10 Final Inspection
The finished retread tyres finally undergo a hands-on inspection by a trained technician
for quality assurance in relation to their service conditions, to conform to all specified
standards followed by established retread industries. This includes a visual inspection
for correct adhesion of the tread, and to asses curing and repaired spots. X-ray
inspection is also carried out to detect any imperfections on the retread, sidewall and
interior of the tyre, if such a facility is available to the manufacturer [12].
3.4.11 Exterior Painting
After final inspection, the cured and finished retreaded tyre may be applied with a
room temperature-cure rubber-based paint as a protective coating and to improve
its aesthetic appearance for commercial reasons. Application of the paint may be
by spraying or brushing. The finished tyre is then marked with an appropriate label
indicating tyre size, date of retreading, guidelines for safe use, and so on [13, 14].
3.5 Advantages and Disadvantages of Cold versus Hot

Retreading [15]
This section provides a list of advantages and disadvantages of cold versus hot
retreading.
Cold process:
• The cold retreading process entails vulcanisation without a mould at a temperature

between 95 and 120 °C.
• It requires less investment, smaller production units, no expensive moulds and

lower follow-up costs.
• The precure retreading requires high-quality carcasses.
• Material costs are higher than those for hot retreading materials.
• A wide range of tread types are available, allowing the optimum tread to be
selected for the tyre application.
• There are low logistics costs.
• Repairing of the carcass is not permissible in the cold retreading process.
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Tyre Retreading
• The precure retreading process is not harsh to the carcass, because the vulcanisation
temperatures are lower and put less strain on the rubber–metal bonds.
• Heat build-up, rolling resistance and other tyre properties are often easier to assess.
Hot process:
• Hot retreading requires vulcanisation of a tyre in a mould at a temperature of

150−165 °C.
• A separate mould is required for each tread and size. High investment is required
to provide a range of moulds, and they need to be updated regularly.
• It is suitable for different tyres, sizes and applications, from car to aircraft tyres.
• Material costs are lower than the more complex products required for precure
retreading.
• The production process needs to be designed for large numbers of tyres. This calls
for a central production workshop, with relatively high logistics costs.
• Hot retreading allows extensive repairs, and can be carried out on the tyre carcass.
Even bias-ply carcasses can undergo hot retreading without any problems.
• Hot retreading process may accelerate ageing of the carcass with the long duration
of cure at higher temperatures.
3.6 Total Tyre Retreading Logic
‘Total tyre logic’ was established to engineer earthmover tyres. It is a process of

monitoring and managing the condition of tyres and also encompasses tyre supply, the
survey of sites and suggests operational practices. The outcome is total management
of the tyre and perceptible management of the asset.
In view of the fact that a tyre is a complex and high-tech safety product, subsequent
testing of a retreaded tyre while in service, where the tread makes the only contact
with the road, depends on varying factors that have an effect on the test results. These
factors include the condition of the road surface, temperature of the terrain, speed of
the vehicle, total load, acceleration, development of heat during running, alignment
of the wheels, tyre air pressure and so on.
78
A tyre tread performs several functions while the tyre is running, including sustaining
load, supporting low and high speeds, achieving and maintaining balance within a
series of parameters without creating too high a rolling resistance (whether the ground
is dry, wet, clean, asymmetrical or distorted).
This is a specially formulated tyre management curriculum/method exclusive to

users deployed tyres, which acts to augment the life of a tyre during its service life.
It is necessary to follow the approved specification, and regularly conduct preventive
maintenance. Overall, it makes savings in terms of operating cost, repairs and the
time for retreading.
Total tyre logic was developed as a programme to monitor and maintain OTR tyres
such as dumper tyres, earthmovers tyres and so on. Useful recommendations are made
for operational practices to result in effective tyre management, and efficient repairs
and on time retreading. Total tyre logic imparts advice on operational performance,
its appropriateness and monitoring of a tyre’s wear and tear. It is suggested that when
the tyre is worn to 2 mm it must be replaced with a newly retreaded tyre to prevent
possible skidding and hydroplaning.
An online total tyre logic programme provides detailed information to the tyre user/
fleet owner about the tyres, any time and any place. The database collects information
about the condition of the tyre and supplies this to the consumer.
Good quality OTR tyres and aircraft tyre casings are designed to last longer than a
single tread life, and can be retreaded at least three or four times. The tread is the only
consumable part of the tyre, and if the tyre is maintained, monitored, and removed
and retreaded at the right time, a great saving can be made in operational expenditure.
This tyre management system also makes noticeable savings in terms of tyre casing
scraps, thus reducing concern about the environment. Managing tyres prudently will
have an improved effect on the control of environmental effluence.
Total tyre logic is a bespoke management programme targeted at a customer’s particular

tyres. It aims to prolong tyre life, initially by providing the correct specification, and
then via preventive maintenance. Standards established for the testing of tread wear
include measurement parameters for the tread loss profile, lug count and heel–toe
wear. At present there is a global shortage of earthmover tyres, so the implementation
of total tyre logic in the management of tyres, and thus retreading, will aid the crisis.
Effects of sporadic wear of the tread are accountable for irregularities and its
management system:
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Tyre Retreading
• Wheel alignment: This leads to disproportionate wear of the inner and outermost
ribs of the tyre, and irregular wear of the tread. A sudden bump from a pothole can
cause misalignment and impairment of the tyre. Periodic checks of the alignment
will ensure proper maintenance of the tyres.
• Tread wear: Anomalous wear of the tread can decrease its road gripping ability
in unfavourable conditions. Periodic visual monitoring of the tyre condition for
inconsistent wear of the tread will indicate irregular performance of the tyre in
maintenance.
• Rough and rocky haul road: This sort of terrain will speed up excessive wear to the
outer ribs. Steel-belted radial tyres help in preventing this category of tread wear.
• Tyre pressure: Under-inflated tyres lead to excessive stress on the tyres, irregular
wear and loss of control, and increase the chance of an accident. Tread life
will decrease in under-inflated tyres due to wear of the tread on the edges or
shoulders. Under-inflated tyres generate excessive heat, which also lowers tyre
life. Furthermore, by increasing the rolling resistance they reduce fuel economy.
In an over-inflated tyre, wear takes place at a faster rate at the centre than at the
outer edges, thereby reducing the life of the tread. Regular tyre pressure monitoring at
regular intervals is therefore a requirement in tyre management system. Figures 3.17
to 3.19 illustrate the wearing of tyres that have not been properly inflated at the
specified pressure [16, 17].
Figure 3.17 Correctly inflated tyre
80
Figure 3.18 Under-inflated tyre, showing wear on outer edges
Figure 3.19 Over-inflated tyre, showing wear in the centre
3.7 Cause and Effect Analysis for Tyre Retreading Process
In expressions, the cause and effect of an inference of affirmation describing the

purported cause to assertion relating to the professed effect comply with specific
conditions. The observations of cause and effect relates to placing different conditions
81
Tyre Retreading
acceptable as worthy inference. This provides a method of reasoning about cause

and effect that is clear and useful for the industry. Consequently, cause and effect
analysis of the tyre retread industry will highlight all the factors that are essential to
managing trouble-free operation of a plant.
The quality of a retreaded tyre determines the physical attributes of the end product, so
the production process requires a system that can produce good quality product. There
are number of quality improvements methods and approaches that have been applied
to improving standards in its process and products. Quality assurance curricula and
monitoring systems have been introduced in many manufacturing industries, and the
tyre retreading industries are no exception in implementing these, with assured results.
Tyre retreading manufacturing is effectively a re-engineering activity and the main

focus must be to satisfy customers by offering quality products, timely delivery and
after sales services at equitable cost.
The gnawing away of a retreaded tyre during its service, which may affect different
aspects of application, processing, maintenance and the tyre itself, has been analysed,
and the probable effects are shown in Figure 3.20 [18].
Application Process
Manufacturing method
Materials
Machine type Operation speed Operator’s skill

Wheel position
Environment of use Machine condition

Average speed
Overloading
Total load Speed at cornering Quality standard
Attrition of tyre
retread
Selection of tyre
Road condition
Tyre design
Haul road maintenance

Tyre alignment
Tread design
Tyre inflation pressure
Tyre maintenance
Tread depth
Loading/uploading system
Maintenance Tyres
Figure 3.20 Dynamics of a tyre life – cause and effect
82
References
1. B. Banerjee and S.K. Pal in Retreading of Tyres – Methodology and Its

Significance in Economics and Environment, Book of Abstracts, India Rubber
2. P.W. Dufton in End-of-Life Tyres – Exploiting Their Value, Rapra Technology

Ltd, Shawbury, UK, 2001.
3. V.A. Gudkov, V.N. Tarnovskii and S.V. Ganzin, International Polymer Science
and Technology, 2001, 28, 9, 21.
4. D.L. Bender in Tire Retreading the Rationale and a Review of Technologies,

Rubber World, September 2007, p.1.
and F.R. Eirich, Elsevier Academic Press, London, UK, 2005.
6. M.S. Evans in Tyre Compounding for Improved Performance, Rapra Review

Report No.140, Rapra Technology Ltd, Shawbury, UK, 2001.
7. Rubber Basics, Ed., R.B. Simpson, Rapra Technology Ltd, Shawbury, UK, 2002.
8. Handbook of Rubber Bonding, Ed., B. Crowther, Rapra Technology Ltd,

Shawbury, UK, 2001.
9. Retreaded Tyres for Passenger Cars, GB 14646–XXXX, National Standards

of the People’s Republic of China.
http://www.puntofocal.gov.ar/notific_otros_miembros/chn142_t.pdf
10. eHow.
http://www.ehow.com/about_5109896_tire-retreading.html
11. Retread Manufacturers Association.

http://www.retreaders.org.uk/
12. Tire Retread & Repair.

http://www.retread.org/
13. Recommended Specification Guidelines, Section 11: Retreading and Section

13: Standards & Regulations, Goodyear.
http://www.goodyeartrucktires.com
83
Tyre Retreading
14. TireBusiness.com.
http://www.tirebusiness.com/
15. Retreading Process, European Tyre & Rubber Manufacturers’ Association

(ETRMA), Brussels, Belgium, 2006.
16. OTR Tyre Retreading, Mining Weekly, 12th May 2006.

http://www.mining-technology.com/
17. Kal Tire Mining Tire Group.

http://www.kaltiremining.com/en/
18. Safety and Maximization of Tire Life, Agora Tire Inc., Kingwood, TX, USA, 2008.
http://www.agoratire.com/
84
4
Green Tyre Tread Technology
Tuhin Chatterjee and Kinsuk Naskar
4.1 Introduction and Historical Overview
Historically, the spelling was ‘tire’, and it came from the French word ‘tirer’, meaning
‘to pull’. Indeed, ‘tire’ originally referred to the iron hoops or thick wires bound to
carriage wheels. In French blacksmithing the word for a drawn iron rod is a ‘tirer’,
or ‘pull’.
In 1845, Robert William Thomson, a Scottish engineer, first invented the pneumatic
tyre. More than 40 years later, in 1888, a pneumatic bicycle tyre made from natural
rubber (NR) was introduced by John Boyd Dunlop to make his son’s bicycle journey
more comfortable, leading to the invention of the first commercially available
pneumatic tyres [1, 2].
In 1915 Palmer Tyre Company of Detroit pioneered the first rubberised ‘cord’ fabric
and made the first ‘cord tyre’. By 1937, steel cords were being used in the manufacture
of cross-ply truck tyres. It should be remembered that right up to the beginning of
World War II, many trucks still used solid tyres.
In 1948 Michelin developed the first radial tyre. This was revolutionary, as they
were steel-belted radial tyres. They had the advantages of longer life and increased
mileage. However, they required a different suspension system and were therefore
only adopted gradually. This tyre, along with Dunlop’s invention, gave us the tyre
we have today [2].
In 1904, the introduction of carbon black as a reinforcing agent for rubber led to
improvement in the wear resistance property of tyre tread [3−5]. Generally, carbon
black is used for reinforcement purposes and enhances the physical properties of the
filled rubber compound. The high loading of carbon black also reduces the amount
of zinc oxide needed. This was previously used to enhance the rubber’s physical
properties, although a small amount of zinc oxide is still added with the sulfur for
accelerator-activated curing purposes. Conventionally, pneumatic tyre tread has been
prepared by blending various rubbers and is typically reinforced with carbon black.
In the late 20th century, further important progress in tyre technology was made with
the replacement of carbon black by a group of highly active silicas. In 1992 Michelin
Tyre Retreading
introduced the concept of ‘green tyre technology’, using silica filler and a bifunctional
coupling agent rather than conventional carbon black. In tyre manufacturing, silica is
used mainly to reduce rolling resistance. The increasing importance of protecting the
environment has given rise to a demand for tyre tread that combines a long service
life with driving safety and low fuel consumption, and this is achieved by lowering
the rolling resistance. The use of silica therefore leads to lower fuel consumption
and better mileage than tyres with treads made from compounds containing carbon
black. Technological reasons have long prevented silicas from being used in tyre
tread compounds. An insufficient degree of physical or chemical bonding between
the silica particles and rubber matrix has prevented silica fillers from being used as
reinforcing fillers for rubber for the most purposes, including tyre treads. To overcome
this, coupling agents that react with both the silica surface and the rubber matrix
are often used [6].
Today, silica-treated carbon black (carbon–silica dual-phase filler, CSDPF) has also
been investigated as a novel reinforcing filler for tread compounds. CSDPF functions
just like silica in tread compounds [7].
The tyre tread ensures grip between the road surface and the tyre. After rolling 1,000
times the tread depth reduces, as does the coefficient of friction, leading to slipping
between the road surface and tread. At this point the tyre is no longer in a condition
to be used. In the last 20−25 years, the retreading process, a modern approach, has
gained increasing importance due to its cost-effectiveness, facility, and greater profit
margin than the full replacement of a tyre.
4.2 Reinforcement of Rubber
Elastomers or rubbers (NR or synthetic) are not usually used in their pure form due to
a lack of hardness, strength and wear resistance. Generally, elastomers are reinforced
with fillers to meet practical requirements. The addition of fillers fundamentally
changes the properties of the rubbers. According to the kinetic theory of elasticity,
the rubber modulus (with no fillers) increases with the rise of temperature. The
addition of fillers significantly changes the temperature coefficient of modulus; it
can even alter the sign of the coefficient, resulting in a decrease of the modulus with
increasing temperature. Fillers such as carbon black and silica are generally used to
improve the properties of rubber compounds. Reinforcing fillers gives the material
unique properties: a combination of high elasticity with high strength. In retreading,
the addition of an increasing amount of filler also reinforces the retread compound
and in some cases improves adhesion of the retread compound with the old tyre
compound. The effects of increasing the amounts of reinforcing fillers on different
properties of the elastomers are shown in Figure 4.1.
86
Tensile strength (Mp a)→

Filler content (phr)→
Elongation at breack (%)→

Hardness (shore A)→
Figure 4.1 Influence of reinforcing fillers on the properties of an elastomer
4.3 Reinforcing Fillers
The rubber compounds used for tyre retreading are more than just an elastomer
that can be formed into a fixed shape by crosslinking, but contain many different
compounding ingredients, such as processing aids, antioxidants, antiozonants, curing
agents, accelerators and a considerable amount of filler. Fillers are used for many
reasons, including (i) reinforcement, (ii) improving processing, and (iii) as a cheapener.
The classification of filler is made on the basis of chemical composition and influence
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Tyre Retreading
on rubber properties. Fillers used in rubber compounding can be divided primarily

into three categories with respect to their reinforcing effect:
• Inactive
• Semi-active
• Very active
The term ‘active’ or ‘reinforcing’ refers to the influence of the filler on compound
viscosity and mechanical properties such as tensile strength, abrasion and tear
resistance. The main characteristics that determine the reinforcing effect of the filler
are its structure and surface properties. ‘Active’ fillers have a large relative surface
area and high structure, giving a strong physical and chemical interaction between
the filler and polymer. However, a ‘highly active filler’ surface also results in strong
interparticle forces, which negatively influence processing behaviour due to the
agglomeration of filler particles during mixing and storage [8].
4.4 Factors Influencing Filler Reinforcement
4.4.1 Particle Surface Activity
Active fillers can provide a stronger interaction between the filler and rubber matrix
than inactive fillers. The chemical interaction between the filler and rubber matrix
significantly depends on the type or form of the functionality on the filler surface [9].
Sometimes, modification of the filler surface is needed in order to match the surface
chemistry to a specific rubber. Surface modification of a filler improves its adherence
with rubber. In retread compounds, a modified filler surface sometimes improves the
adhesion of the retread compound with the old tyre. Silica is one such active filler
that requires surface modification.
4.4.2 Particle Size
The key parameter that strongly affects rubber properties is the particle size of the
filler particle. Carbon black and silica have very small primary particle sizes in the
range of 10−100 nm and are classified as reinforcing fillers, which can significantly
improve elastomer performance. Semi-reinforcing and non-reinforcing (diluent)
fillers have a particle size in the range of 100−1,000 mm and 1,000−10,000 mm,
respectively. In fillers with particle size greater than 10,000 nm, this greatly exceeds
the polymer interchain distance, resulting in an area of localised stress, leading to
88
rupture of the elastomeric chains on flexing or stretching and hence deterioration

of the rubber properties. The classification of fillers based on their particle size is
presented in Figure 4.2 [10].
5000 Non- BaSO4, talc

reinforcing
Primary particle size (nm)
1000
Soft clay
500
Semi- Precipitated
reinforcing CaCO3
100 N 990,
N 770,
N 660
50
Precipitated and N 550,
Reinforcing
fumed silica N 330,
N 110
Figure 4.2 Classification of fillers based on the particle size of primary filler
particles
4.4.3 Particle Surface Area
The reinforcing fillers used in retread compounds have a high surface area, providing
a greater number of active contact sites and giving a strong filler–rubber interaction.
There are three methods that can be used to measure the particle surface area of fillers:
1. Nitrogen surface area (NSA)
2. Statistical thickness surface area (STSA)
3. Cetyl-trimethyl-ammoniumbromide (CTAB) adsorption method
Methods (1) and (2) are based on the Brunauer–Emmett–Teller (BET) nitrogen-
adsorption theory [American Society for Testing and Materials (ASTM) D6556].
Nowadays, measurement of carbon black surface area using the CTAB method has
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Tyre Retreading
been replaced by the STSA technique, because the CTAB method is labour-intensive
and has poor testing precision [10], but the CTAB method is still applicable for the
measurement of the surface area of silica fillers. The NSA (or BET) method measures
the overall surface area of the filler particles, including micropores (pore diameters
<2 nm). The STSA and CTAB adsorption methods, respectively, determine only the
external surface area of the carbon black and silica fillers, and the values obtained
are assumed to be the specific surface areas of filler particles that are accessible to
the rubber molecules [11].
4.4.4 Particle Structure
The primary particles of reinforcing fillers (such as carbon black and silica) are
spherical. However, during production, aggregate or agglomerate formation takes
place due to self-association of the active functionalities on their surfaces [12]. The
anisometry of these fillers is described in terms of ‘structure’, which includes aggregate
shape, density and size. During the compounding of retread compounds, a higher
structure of filler is better from the point of view of reinforcement efficiency [12, 13].
4.5 Reinforcing Effects
In retread compounds, filler reinforcement originates from the interaction between

the filler particles and rubber. These interactions may be strong (e.g., covalent bonds
between functional groups on the filler surface and the rubber) or weak (e.g., physical
attractive forces). The level of physical interaction is high when carbon black is
blended with a rubber, but the interaction between silica particles and the rubber is
very weak and the bond is formed between the filler and the rubber only with the use
of a coupling agent. The reinforcement of rubber is often defined as the improvement
in properties such as an increase in modulus, tensile strength, wear resistance, tear
resistance, and so on. In practice, the definition of reinforcement is the improvement
in the service life of rubber articles (which could fail in different ways).
Above a critical concentration threshold (percolation threshold) of filler particles,

the interaction between the filler particles increases rather than the polymer–filler
interaction, resulting in the formation of a filler–filler network. This filler–filler
structure drastically changes the material properties and leads to an increase in the
conductivity results of a carbon black-filled compound. In 1965, Payne first studied
the strain dependency of filler-reinforced rubber to understand the reinforcement
mechanism of filled rubber.
The main contributions to the complex shear modulus are (i) a strain-independent
hydrodynamic effect of the filler; (ii) a strain-independent contribution of the rubber
90
network; (iii) a strain-independent effect due to chemical/physical rubber-to-filler

interactions; and (iv) a strain-dependent contribution of the filler, also known as the
Payne effect (Figure 4.3) [14].
Filler-filler interaction
Complex shear modulus
Filler-polymer interaction
Polymer-network contribution
Hydrodynamic effects
Log strain
Figure 4.3 Parameters contributing to the complex shear modulus
4.5.1 Hydrodynamic Effect
This parameter is another strain-independent contribution to the modulus. This effect

is described as an increment in the viscosity of the viscous fluids due to the addition
of filler particles. In a polymeric matrix this effect is also measured as an increment
in the moduli of the rubber compounds. The phenomenon was proposed by Einstein
almost a century ago. He described the viscosity increase introduced by rigid spherical
particles dispersed in a liquid by Equation 4.1 [15]:
ηf = η0 (1 + 2.5φ ) (4.1)
This means that when a filler of volume fraction ϕ is dispersed in a fluid, the viscosity
of the liquid suspension becomes ηf, where ηf is the viscosity of the fluid containing
the particles, η0 is the viscosity of the pure fluid, and ϕ is the volume fraction of the
particles. For this model, Einstein made the following assumptions:
• Perfect wettability of the spheres
• Uniform spherical particles
• No interaction between the particles
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Tyre Retreading
The last two requirements, in particular, do not match actual filled-rubber systems,
so, based on practical experience and Einstein’s theory, Guth and Gold introduced
an additional term and modified Equation 4.1 to give Equation 4.2 [16]:
(
ηf = η0 1 + 2.5φ + 14.1φ 2 ) (4.2)
The term Guth and Gold added is again a function of the filler volume fraction ϕ to
the power of two, emphasising the influence of filler concentration.
Smallwood showed that, in the case of an elastic matrix, the viscosities of the material
can be replaced by the shear moduli, as shown in Equation 4.3 [17]:
(
Gf = G0 1 + 2.5φ + 14.1φ 2 ) (4.3)
The addition of fillers increases the shear modulus of the pure elastomer G0, which
results in a shear modulus Gf for the filled compound. The same correlation holds
true for Young’s modulus E. A correction for the non-spherical shape of the filler
particles, shape factor fs, was added by Guth, resulting in Equation 4.4 [18]:
(
Gf = G0 1 + 0.67 fs .φ + 1.62fs2 .φ 2 ) (4.4)
Shape factor fs represents the ratio of the longest dimension to the shortest dimension
of the particle. The modulus, as calculated by Equations 4.3 and 4.4 is independent
of applied strain.
4.5.2 Filler–Polymer Interaction
It has been shown experimentally that the storage modulus increases drastically with
increased filler loading as a result of the filler–polymer interaction. Several bound
rubber models have been proposed by researchers for filler–rubber interactions in
carbon black-filled compounds.
Medalia and Kraus proposed the ‘occluded rubber model’ [19]. In this model, rubber
chains are partly trapped in the voids of the filler aggregates in dependence on the
aggregate and agglomerate geometry of the filler (Figure 4.4). In this way, rubber chains
become immobilised and shielded from deformation. The rubber layer attached on
the surface of the filler particles exhibits a glassy-state character. The immobilisation
of the rubber is attributed to physical interactions such as van der Waals forces, or to
chemical reactions (as in the case of the silica-coupling agent system), which give an
‘in-rubber structure’ (in other words a strong filler–rubber interaction). This occluded
rubber does not contribute to the elastic behaviour of the rubber matrix, but acts as
92
a rigid filler. Occluded rubber therefore increases the effective filler loading and thus
the strain-independent contribution to the modulus.
Figure 4.4 Occluded rubber model
Smith and Pliskin proposed the ‘shell rubber model’ [20]. According to this a rubber
layer can exist on the filler surface, similar to the chemical adsorption of a polymer
on a filler surface, as shown in Figure 4.5.
Figure 4.5 Shell rubber model
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Tyre Retreading
Based on the shell rubber model, O’Brien and co-workers have developed the
‘advanced bound rubber model’ [21]. In this model, a double-layer structure of
polymer composed of a glassy-state layer and a rubber-state layer is formed on the
carbon black particles (Figure 4.6).
Figure 4.6 O’Brien model of bound rubber. CB: carbon black
4.5.3 Polymer Network Contribution
Prior to vulcanisation, a small amount of polymer networking take place via

physical crosslinks of entangled chains, and some chemical crosslinks occur
during polymerisation. However, only during vulcanisation the rubber network is
predominantly generated. The polymer network formed during vulcanisation is the
third strain-independent contribution to the modulus. From Equation 4.5 it can be
seen that the modulus is proportional to the concentration of elastically active network
chains ν and the absolute temperature T, with the proportionality constant being the
Boltzmann constant kB:
G0 = v × kB × T (4.5)
94
4.5.4 Filler–Filler Interaction: Payne Effect
According to Payne’s interpretation, the filler–filler interaction in reinforced rubber

causes a strain-dependent contribution to the modulus, the so-called Payne effect.
Payne demonstrated that there is a sigmoidal decrease in the storage modulus of
highly filled rubber as the strain increases from a limiting zero-amplitude value to
a high amplitude, and the loss modulus has a local maximum value at the strain
where the storage modulus changes most. According to Payne this behaviour is due
to the breaking of physical bonds between filler particles (e.g., van der Waals or
London forces). This effect is strongly reversible once the strain is released, and is
independent of the type of rubber, but is significantly dependent on the type of filler.
The strain dependency of the Payne effect and the strain-independent contributions
to the shear modulus for carbon black-filled compounds and silica-filled compounds
are illustrated in Figure 4.7 [22].
Carbon black-filled compounds Silica-filled compounds

Complex shear modulus
Filler-filler interaction
Filler-polymer interaction
polymer-network contribution
Hydrodynmic effects
Log strain
Figure 4.7 Comparison of shear modulus as a function of strain for carbon

black- and silica-reinforced rubber vulcanisate
4.6 Black and Non-black Reinforcing Fillers
Reinforcing fillers for retreading purpose can be divided into two categories: (i) black
and (ii) non-black. In general, carbon black falls into the first category, and silica,
whiting, talc and so on fall into the second category [23].
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Tyre Retreading
4.6.1 Carbon Black
Carbon black is mainly composed of carbon, with a low percentage of other

hydrocarbons or oxygen-containing groups (e.g., phenol, carboxyl, ketone, lactone,
pyrole or quinine). Carbon black is the most commonly used reinforcing filler for
retreading compounds due to its high reinforcement capability. The surface is relatively
non-polar, resulting in good compatibility with the hydrocarbon rubber. Although
the chemically active sites comprise less than 5% of the total surface, reinforcing
activity is achieved, mainly due to (i) mechanical interlocking of rubber onto the
carbon black surface, (ii) chemisorption of rubber onto the filler surface, and (iii) van
der Waals forces between the carbon black and rubber. Properties that improve after
application of carbon black include (i) strength, (ii) abrasion or wear resistance, (iii)
fatigue resistance, and (iv) ease of processing. However, because of its black colour
it absorbs most ultraviolet components of sunlight, which can initiate oxidative
degradation of the compound [5, 23].
4.6.2 Silica
Only black rubber articles can be prepared with carbon black. Accordingly, to produce
highly durable coloured products, alternative active fillers were required, leading
to the development of non-black fillers. In general, the surfaces of silica particles
are covered by polar silanol (–Si-OH) groups, which are chemically active. The
difference in polarity between the silica surface and the rubber hydrocarbons leads
to low compatibility of silica fillers with general purpose rubbers and hence weak
filler–rubber interactions [24].
4.6.3 Carbon Black versus Silica
Compared to carbon black, the Payne effect is stronger for silica, resulting in a weaker
filler–polymer interaction and strong filler–filler interaction. As a consequence of this
strong interparticle force between the filler particles, silica-filled tread compounds
are characterised by (i) higher compound viscosity, (ii) lower bound-rubber content,
and (iii) a higher modulus at low strain amplitudes and lower modulus at high strain
amplitudes. However, the combination of a coupling agent with silica in retread
compounds enables a better reinforcing effect and different dynamic mechanical
properties than carbon black-filled compounds.
Silica has become more important in the rubber industry since the introduction of the
Energy® tyre by Michelin. The main reason for this is the better reinforcing effect of
silica-filled tread compounds in the presence of a coupling agent than with carbon
96
black, and also the lower tan δ (loss tangent) value for silica at lower temperatures.
The stronger reinforcing effect of silica allows a reduction of the filler content without
any deterioration of the retread compound. On the other hand, a reduction in filler
content adds a positive effect for elasticity because of the higher ratio of the elastic
component of damping filler.
Replacing carbon black with silica filler therefore results in a lower tan δ value at a
higher temperature and an additional reduction in the rolling resistance of the retread
compound. A comparable tan δ at lower temperatures after the addition of silica
provides a comparable ice grip and wet grip for the tyre.
In the case of carbon black, the formation of a co-continuous network leads to

reinforcement. Upon repeated application of strain, the polymer network stores
energy; disruption of the carbon black network takes place, leading to the release
of heat energy. In retread compounds, compared to the case with carbon black,
disruption of the silica-filled network generally takes place at higher strains. As a
result, energy loss for a rolling tyre is less for a silica-reinforced compound than for
a carbon black-reinforced compound, resulting in a lower tan δ and consequently a
lower rolling resistance of the tyre [25].
It has been well established that the abrasion resistance or wear resistance properties
of a tread compound are predominantly determined by filler characteristics such as
surface activity and morphology. The high surface area of carbon black provides a
better interfacial interaction with the polymer, resulting in a better wear resistance
property. For all silica-filled compounds the abrasion index is 20–40% lower than
that of carbon black compounds. However, compared to carbon black (with a similar
surface area and structure), silica fillers have a poor polymer–filler interaction and
therefore give poor abrasion resistance (Table 4.1) [26].
Table 4.1 Comparison of carbon black and silica

Property Carbon black Silica
Abrasion resistance Good Bad
Wet skid resistance Comparable Better
Rolling resistance Bad Good
4.6.4 Various Classes of Silicas
Depending upon the manner of production and the resultant properties, two classes
of silica are generally used in the polymer industry:
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Tyre Retreading
• Fumed silica or pyrogenic silica
• Precipitated silica
‘Fumed silicas’ are generally produced by the flame hydrolysis of silicon tetrachloride,
as shown in Equation 4.6:
SiCl 4 + 2H2O → SiO2 + 4HCl (4.6)
Within the rubber industry, fumed silicas are nearly exclusively used in silicone rubber
compounds, and are therefore of little interest in the present context.
Equation 4.7 shows that, in the presence of an acid (including mineral acids such as
sulfuric acid, hydrochloric acid or carbonic acid), ‘precipitated silicas’ are prepared
by precipitation from water-soluble sodium silicate (‘water-glass’):
Na2OSiO2 , XH2O + H2SO4 → SiO2 ↓ +Na2SO4 (4.7)
A primary silica particle has cross-sectional dimensions of 5–100 nm, but aggregates
formed by chemical and physical interactions of primary particles have dimensions
of 100−500 nm. Aggregates are quantified according to (i) the specific surface area
of primary particles, (ii) their geometrical arrangement, and (iii) the number of
primary particles. The term ‘structure’ encompasses all three parameters and gives a
general measure of the aggregate. Aggregates condense into agglomerates with typical
dimensions of 1–40 µm. Agglomerates of silica more or less disintegrate to the size of
aggregates or even primary particles during mixing with rubber. Silica aggregates are
similar to those of carbon blacks, but their higher structure gives a greater reinforcing
effect than carbon black. The higher specific component of surface energy of silica
filler results in a stronger tendency to form agglomerates, difficulty in dispersing in
the rubber, and even re-agglomeration after mixing.
During the development of highly dispersible silicas, as commonly used in modern

low-rolling-resistance tyre tread, the best combination of aggregate and agglomerate
size should be determined. In general, there should be a sufficient number of pores on
the surface of the aggregates that the rubber can penetrate easily; this also increases
the contact area between the silica and rubber. Stepwise precipitations at different pH
values results in bimodal size distributions with different size ratios, and this provides
lower rolling resistance to tyre tread. Bimodality is also generated during mixing by
blending two fillers with different particle size distributions with the rubber compound.
Results have shown that a compound containing common commercial silica had
approximately 6% area in a field of view with agglomerate size greater than 1 µm.
This silica was therefore characterised as ‘highly dispersible’ silica, with a higher tan δ
98
at 0 °C along with a lower tan δ at 60 °C Moreover, a low-viscosity retread compound

is also obtained with a high dispersion of precipitated silica, which enhances mixing
and extrusion processability. Consequently, low tread wear and high wet traction,
together with low rolling resistance, were obtained.
Hi-SilTM EZ, an easily dispersible precipitated silica commercialised for use as a

reinforcing filler of general purpose elastomers, affords excellent processability while
maintaining important durability properties such as tear strength and cut-growth
resistance [27, 28].
4.7 Silica Reinforcement
Silica fillers are amorphous in nature. Their particle size is very small and they are
generally classified into semi-reinforcing or reinforcing categories, like carbon black.
There is enormous diversity in the types of silica, because of the different production
processes and process variations. So, depending on the conditions during production,
silica fillers can be of various types, as shown in Table 4.2 [29].
Table 4.2 Various classes of silica depending upon precipitation conditions

Category Required pH Drying time Dispersibility
Conventional silica High Long Bad
Semi-HD silica Low Long Moderate
HD silica High Short Good
HD: Highly dispersible
Several attempts have been made to produce a classification of silicas (as for carbon
blacks) by the International Organization for Standardization and the ASTM, but, due
to the complicated nature of the silicas, these have never come into effect. In terms
of the reinforcing properties of silicas, their particle dimensions, surface morphology,
surface activity and bonding ability for coupling agents are of particular importance.
4.7.1 Aggregate Size of Silica
The microstructure of silica filler plays an important role in determining the physical
properties of rubber retread compounds. Interaction between the primary particles
may occur because of the close proximity of the particles. Primary silica particles form
aggregates with typical dimensions of 100−200 nm, which are considered the real
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Tyre Retreading
reinforcing species in rubber compounds. ‘Structure’ measurement can be done based

on the adsorption of dibutylphthalate (DBP), so-called DBP adsorption. Conventional
silica has a typical DBP adsorption value of 175/100 g (and 200/100 g or above for
highly dispersible silica).
Another method is the so-called crushed DBP measurement, which is carried out
while increasing the pressure on the silica from 0 to 30 MPa. This demonstrates
that the structure of highly dispersible silicas is higher and they are less fragile than
conventional silicas. Improvement in the dispersion characteristics of highly dispersible
silicas may be explained by their high aggregate porosity, as they survive for longer
than conventional silicas. The polymer has more space and time to penetrate into
the voids in highly dispersible silica than in conventional silicas, which have a more
compact structure. Furthermore, aggregates of highly dispersible silicas have a more
branched structure, with three to four major branches on average [30], which also
improves the dispersion characteristics of the highly dispersible silica during the
mixing process and also reflects a bimodal distribution of the aggregates. Compared
to conventional silica, the amount of small aggregates is relatively high in highly
dispersible silica.
4.7.2 Specific Surface Area of Silica
Two methods are generally used to determine the specific surface area of silica filler:
• N2-adsorption, the so-called BET method
• N-cetyl-N,N,N′ -trimethylammonium-bromide, the so-called CTAB method
Primary particle sizes of highly dispersible precipitated amorphous silicas are in the
range of 10−50 nm, as determined by N2-adsorption using the BET method. The BET
method calculates the overall surface area of the particles, including the micropores.
Commonly, micropores are small in size (<2 nm). No polymer molecules can penetrate
into them. Indeed, only low-molecular-weight chemical compounds like vulcanising
agents and coupling agents may penetrate, resulting in a loss of active components.
Generally the BET surface varies between 50 and 300 m2/g, and more commonly
between 50 and 200 m2/g. Due to their larger size, neither CTAB nor mercury can
penetrate into the pores, so measure the external surface area of the ultimate primary
particles. CTAB surface levels typically range between 100 and 200 m2/g.
This means that CTAB values provide a more accurate indication of primary particle
size than the BET surface area, and also strongly correlate with the physical properties
of the filled rubbers, as depicted in Figure 4.8 [31].
100
BET
CTAB
(a) (b)
Figure 4.8 Characterisation of filler surface (a) BET and (b) CTAB
4.7.3 Characterisation of Silica Surface
Silica particles are generated from the polymerisation of silicic acid, forming complex
amorphous polycyclic ring structures. Due to internal defects in these ring structures,
silanol groups (≡Si-OH) and siloxane groups are generated on the surface of the
silica particles. The silica surface is mainly characterised by (i) the number of silanol
groups, (ii) the degree of hydration, (iii) the amount of adsorbed water and (iv) its
surface acidity. These silanol groups are classified into three categories according to
Si-nuclear magnetic resonance experiments or infrared spectroscopy, as shown in
Figure 4.9 [30, 32].
Siloxane
O O
Si Si
Si
O
Isolated silanols
Vicinal silanols
Si
H
O O H
Si
H
Si
O
Si
H
Si
O O
H H
Geminal silanols
Figure 4.9 Types of hydroxyl groups on the silica surface
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Three different types of silanol groups are formed depending on the precipitation
conditions:
• Isolated: a single hydroxyl group on a silicon atom
• Geminal: two hydroxyl groups on the same silicon atom
• Vicinal: two hydroxyl groups on adjacent silicon atoms
These silanol groups have a strong affinity for water molecules, especially adjacent
silanol groups such as the geminal type of silanol groups, which are highly capable
of absorbing water. In the case of highly dispersible silica, the germinal content is
less than 20%. Silanol groups on the silica surface also improve the bondability of
the retread compound with the old tyre.
4.7.4 Surface Chemistry of Silica
The previously mentioned, polymer–filler interaction strongly influences the

reinforcing property of a compounded rubber. The surfaces of silica particles contain
a large number silanol and siloxane groups, and can be characterised by the surface
energy. Generally, the surface energy depends on the following factors: (i) dipole–dipole
interactions, (ii) van der Waals forces, (iii) hydrogen bonding and (iv) electrostatic
interactions [32]. In principle, surface energy is composed of dispersive and specific
components and can be expressed by Equation 4.8 [33]:
γ s = γ sd + γ ssp [J/m 2 ] (4.8)
where γsd is the dispersive component, which indicates the tendency to adhere to the
polymer and γsp is the polar component, indicating the tendency of filler particles to
interact.
For carbon black, the polar component γsp of silica is relatively high due to the
presence of a large number of polar groups on the silica surface. The difference in
the solubility parameters of the polymers and filler are responsible for the degree of
wetting of fillers by polymers. The solubility parameters of some polymers and silica
are given in Table 4.3 [33, 34].
102
Table 4.3 Solubility parameters of rubber and compounding ingredients

Material Solubility parameter
NR, BR, IIR 8−8.5
SBR 8.5−9
NBR 9.5−10
Carbon black 12−15
Clay 13−14
Silica (untreated) 14−18
BR: Butadiene rubber
IIR: Isobutylene–isoprene rubber
NBR: Nitrile rubber
SBR: Styrene-butadiene rubber
From Table 4.3 it is evident that, compared to polymers, the high solubility parameter
of silica leads to difficulty in blending silica fillers with polymers. The compatibility
aspects of silica fillers and model compounds that resemble the molecular structures
of polymers can be investigated by an inverse gas chromatography study [35], and
the compatibility of polymers and silica can be classified as follows:
High compatibility with silica: NBR > SBR > NR > BR > high vinyl BR > EPDM > IIR
where EPDM is ethylene propylene diene monomer.
4.7.5 Bound Rubber Model of Silica-filled Rubber
During processing of silica-filled rubber, various chemical reactions take place and, as
a result, a new advanced bound rubber model has been developed. Generally, there
are two components: (i) occluded rubber in silica aggregates and (ii) crosslinked
polymer due to polymer chain scission and recoupling – that form the bound rubber
of silica-filled rubber [36]. Luginsland and co-workers [35] proposed a simple model
of silica/silane reinforcement based on the hydrodynamic–occlusion–interaction theory
proposed by Medalia. A schematic representation is shown in Figure 4.10.
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Tyre Retreading
(a) (b)
Sil
ica
Silica aggregate co -rub
up
lin ber
g
Occluded rubber
Silica-silica contact
n
teractio
ubber in
Silica-r
Figure 4.10 Simple model of silica/silane reinforcement: (a) no deformation and

(b) after large deformation
The large polarity difference between the silica filler and the rubber matrix results
in the easy formation of a filler–filler network, which also implies that part of the
rubber matrix is occluded in the filler network. This means that the occluded rubber
is physically and chemically immobilised within the filler network. However, under
high deformation, this filler network partially breaks and, with increasing deformation
of the rubber, the occluded rubber within the filler network is reduced followed
by matrix deformation. Due to chemical bonding via a silane coupling agent, the
occluded rubber and rubber on the silica surface remain immobilised, and therefore
still contribute to the modulus even at high deformations. This chemically immobilised
rubber is defined as ‘in-rubber structure’.
4.7.6 Use of Modified Solution Styrene-butadiene Rubber
Depending on the degree of interaction between the polymer and silica, bound
rubber in silica-filled rubber plays an important role in viscoelastic properties. Block
copolymers and functionalised polymers are generally synthesised by living anionic
polymerisation. Recently, solution-styrene butadiene rubber (S-SBR), a random
copolymer synthesised by living anionic polymerisation with Sn-coupling or a
functionalised terminal group, has been commonly used to improve the polymer–filler
interaction. These functionalised S-SBR basically have polar groups that can directly
react with silica [36, 37].
104
4.8 Technical Difficulties in Using Silica
Silica fillers are not very compatible with non-polar rubber in various respects.
Therefore, mixing of silica filler with rubber is a challenge.
4.8.1 Surface Energy
In general, surface free energy consists of a ‘dispersive part’ and a ‘specific part’, as
mentioned earlier. In the case of silica fillers, the ‘dispersive part’ is low, resulting in a
weak interaction between the filler particles and rubber, so the reinforcing effect is also
low. However, the ‘specific part’ is high, resulting in a strong filler–filler interaction,
so the viscosity of silica compounds increases substantially. The interparticle forces
between filler particles need to be overcome during mixing so that a satisfactory
dispersion of filler particles can take place in the retread compound and a link
between the silica particles and rubber be established. To solve this, a coupling agent
such as bis(triethoxysilylpropyl)disulfane (TESPD) can be used, which can serve
both purposes. With a coupling agent the viscosity of the silica-filled compound is
also reduced, and the reinforcing effect of the filler also increases as the interaction
between filler particles and rubber increases [16].
4.8.2 Solubility
In accordance with a homogeneous distribution of filler aggregates within the matrix,

intensive contact between filler particles and rubber is also a necessary condition
for good mixing. The surface area of the filler and its wettability are the two most
important characteristics determining this contact between the filler surface and rubber
matrix [38]. Wettability is determined by the difference in the solubility parameters
of the two components. In the case of silica fillers, wettability is quite significant,
as silica fillers are polar in nature, which affects their compatibility with non-polar
elastomers as well as the cure characteristics.
4.8.3 Structure of the Filler
Silica filler has ‘high structure’. The aggregates and agglomerates of silica filler are
characterised by a high surface area and a high percentage of void volume within
the structure of the filler. Polymer chains are physically entrapped in the voids of the
filler structure as the direct interaction between the filler and polymer is rather low.
The filled structure has to be broken to an optimum level during mixing in order to
increase the polymer–filler interaction [17, 39].
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Tyre Retreading
The compatibility mismatch between silica fillers and rubber can be overcome by using
coupling agents, which can form a chemical linkage between the filler particles and
rubber. The coupling agent helps to reduce the specific surface energy and solubility
parameter of silica, which greatly improves processing behaviour during extrusion
of a retread compound. It also enhances the properties of the final product through
the formation of the filler–polymer network [18, 40].
4.9 Silane Chemistry
From a reinforcing point of view, carbon black was more efficient than silica for tyre
retreads until coupling agents were introduced. The compatibility between silica and
polymers is low due to the difference in polarity, so, to make them compatible, this
polarity difference must be reduced. This can be achieved by using coupling agents,
which are able to react with both the silica surface and the polymer. Coupling agents
may be premixed or pre-reacted with the silica particles, or may be added to the
rubber mix during mixing, and it is considered that the coupling agents then combine
in situ with the silica [41].
4.9.1 Types of Commonly used Coupling Agents
To increase the compatibility between the polymer and silica fillers, the polarity
difference must be reduced. Silane coupling agents such as bis(triethoxysilylpropyl)
tetrasulfide (TESPT), which is capable of reacting with the silica surface and the
polymer, are commonly used in silica-filled rubber. The polysulfide part of TESPT
reacts with the polymer and the ethoxysilyl groups on the silicon atom react with the
hydroxyl groups present on the silica surface, as shown in Figure 4.11.
OEt OEt
EtO Si Sx Si OEt
Silica active Silica active
OEt OEt
Polymer active
Figure 4.11 Silane coupling agent
106
The average sulfur rank of the polysulfide is 3.86. TESPT is unstable at high shear or
high temperature. Therefore, during rubber processing, splitting of TESPT molecules
takes place, releasing reactive sulfur moieties in silica-filled compounds [42].
An alternative coupling agent, TESPD Si266/Si75, has also been used. TESPD is a
mixture of polysulfides rather than a pure disulfide. The average sulfur rank is close
to 2. Compared to TESPT, it shows higher stability under high shear conditions as
well as high thermal stability. Due to its low sulfur content, elemental sulfur is added
from to gain a reinforcement comparable to that of TESPT [43].
4.9.2 Silica–Silane Reaction
Figure 4.12 illustrates the formation of filler–rubber linkages via organosilanes.

A bifunctional organosilane coupling agent is generally characterised by its dual
functionalities: the silane moiety adheres to the hydrophilic silica surface, and the other
part enhances the compatibility with the hydrophobic polymer matrix [44]. Coupling
agents can be applied on the silica particle itself before mixing or to the rubber
compound during mixing. Regarding the mixing sequence and mixing temperature, in
situ modification of silica in the presence of silane coupling agents requires a number
of precautions as well as careful adjustment of the mixing conditions. After the
addition of coupling agent, due to the formation of a hydrophobic shell around the
filler particles the solubility parameter of the filler particles reduces, which results in
an increment to compatibility between the filler and rubber phase. This improvement
in compatibility also helps during retreading of a tyre tread.
OH
Rubber
Rubber
Silica coupling
Silica surface
coupling EtO
OH EtO Si X
Propyl spacer
EtO Organo functional
Triethoxysilyl group
group
OH
Coupling during
mixing Coupling during
vulcanisation
Figure 4.12 Formation of filler–rubber linkage
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Tyre Retreading
On the other hand, this hydrophobic shell formation also prevents the formation of
filler–filler networks as a result of a reduction in the specific surface energy of silica
filler [25]. Prior to chemical reaction of the coupling agent with the silanol groups on
the silica surface, the silane molecule should be adsorbed on the silica surface [45].
After this, chemical reaction between the silica filler and an alkoxysilyl moiety of the
coupling agent takes place in a two-step process:
• Step 1: Primary reaction of alkoxy groups with silanol groups on the filler surface.
There are two possible mechanisms: (i) direct reaction of the silanol groups with
the alkoxy groups of the coupling agent, i.e., direct condensation; or (ii) hydrolysis
of the alkoxy groups followed by a condensation reaction with the silanol groups.
The rate of silanisation is influenced by the moisture content, which indicates
the involvement of a hydrolysis step. The reaction is endothermic in nature and
follows pseudo-first-order kinetics [46]. The mechanism of the primary reaction
is shown in Figure 4.13.
EtO
EtO
O
O EtO Si R'
Si O Si R'
Si OH
EtO
O EtO EtO
O
EtO
Si O Si R'
Si OH
EtO Si R'
1. Hydrolysis O EtO
O 2. Coupling
EtO
-EtOH Si OH
Si OH
EtO
O EtO
O
EtO Si R'
Si O Si R'
Si OH
EtO
EtO
Figure 4.13 Primary reaction of silica with a silane
• Step 2: Secondary reaction, a condensation reaction between adjacent pairs of

neighbouring silane molecules on the filler surface or between alkoxy groups of
108
the coupling agent and silanol groups of the silica. Compared to the primary
reaction, the secondary reaction is slower by a factor of about 10. The activation
energy of both primary and secondary reactions is in the range of 30−50 kJ/mol.
The lower value of activation energy indicates a poor temperature dependence
of the reaction rate. The reaction is acid- as well as base-catalysed. The rate of
the reactions reduces in the presence of sterically hindered groups as well as the
electron-donating effects of the leaving group. All the ethoxy groups do not take
part during the silanisation reaction. In general, two silane–silica bonds form
per cell group, whereas one hydrolysed ethoxy group remains, as depicted in
Figure 4.14 [47].
EtO EtO
O O
Si O Si R' Si O Si R'
O EtO O O
EtO
O Si Si O Si R'
Si R'
EtO O EtO
O
+H2O
Si OH
Si OH –2 EtOH
O O EtO
EtO
Si O Si R' Si O Si R'
EtO EtO
Figure 4.14 Secondary reaction of silica with a silane
For the reinforcing effect, the coupling agents need a moiety that enables reaction with
the polymer during vulcanisation. In general, sulfur moieties – a poly or disulfidic
group or a blocked sulfur group – react with the polymer. In other cases, double
bonds can be used to link the coupling agents to the polymer. Double bonds have to
be activated by the addition of an active sulfur compound or by the generation of a
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Tyre Retreading
radical moiety in order to achieve a simultaneous crosslinking of the polymer and

the coupling agent with comparable reaction rates during curing.
Cleavage of the unstable polysulfidic moieties of the silanes leads to the formation of
active sulfur radicals, which form the filler–silane–polymer bond [48].
4.9.3 Alternative Coupling Agents
Ethanol formation takes place due to the reaction between silane and silanol groups,
as shown in the secondary reaction. Ethanol formation reduces the silanisation
efficiency as a result of adsorption of ethanol on the silica surface, and condensation
of ethanol in the mixing chamber results in slippage of the compound along the mixing
chamber walls, which also reduces the mixing efficiency. To reduce the emission of
volatile organic compounds such as ethanol and also to increase the lifetime of retread
compounds, new types of silane coupling agents (NXT silanes) has been introduced
recently, as shown in Figure 4.15.
OEt
O
Si OEt
S
OEt
(a)
OEt
O
O
Si
S
(b) O
Figure 4.15 New types of silanes: (a) NXT silane and (b) NXT silane containing
less volatile organic compounds
Several NXT silanes have been promoted to alleviate the quantity of volatile organic
compounds. However, during processing, NXT silane opposes sulfur donation. By a
de-esterification reaction in the presence of an alcohol, the sulfur atom becomes free
for a reaction with polymer [49].
110
4.9.4 Kinetic Parameters of the Silanisation Reaction
To understand the silanisation mechanism, a study related to silanisation kinetics

has been carried out [38]. The quantity of ethanol released during rubber processing
gives a quantitative estimate of the kinetic parameters of the silanisation reaction.
Assuming first-order kinetics, the kinetic parameters of the first-order reaction are
estimated by the Equations 4.9 and 4.10:
d [ TESPT ] d [ ETOH ]
− = k1 [ TESPT ] = (4.9)
dt dt
Ea1
ln k1 = ln A − (4.10)
RT
where t is time, k1 is the rate constant of the primary reaction, Ea1 is the activation
energy, R is the gas constant, and T is the absolute temperature [34].
4.9.5 Silanisation Acceleration
Silanisation acceleration depends on the rate of hydrolysis of the alkoxysilanes. The

rate of hydrolysis is accelerated in the presence of moisture on the silica surface as
well as in the presence of an acid or base catalyst. The silanisation reaction, in the
presence of an acid or base catalyst, is a bimolecular SN2-type reaction.
The effect of other silanisation accelerators such as amines, enamines and aldimines has
also been studied recently. Use of these amines in the presence of 1,3-diphenylguanidine
(DPG) improves the degree of silanisation. In principle, DPG itself acts as an
accelerator for the silanisation reaction [50].
4.10 Green Tyre Technology: The State of the Art
According to demand by customers, a good tyre should provide the following features:
• Highest possible traction or cornering force between the tyre and road surface,
i.e., good grip, especially under wet conditions.
• Lower rolling resistance, for better fuel economy.
• Good wear or abrasion resistance.
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Tyre Retreading
In fulfilling these requirements, the retread compound plays a major role, as tread
is the only area in contact with the road surface. In retreaded tyres, the retread
compound should fulfil the above criteria. Traction or grip is generally governed by the
coefficient of friction between the tread and road surface. A tyre tread must provide
high traction and cornering forces between the tread and road surface to create good
grip on the road surface and hence avoid slippage. This traction is necessary under
both wet and dry road conditions (wet grip and dry grip). Traction predominantly
depends on the tyre tread compound, tread profile design, road conditions and tyre
construction. Putting aside the construction features, the steering response depends
on the tread compound stiffness i.e., the dynamic modulus and friction properties.
Loss of modulus of the retread compound governs rolling resistance. Rolling resistance,
being one of the main performance criteria, should be as small as possible with regard
to environmental concerns, driving costs and fuel consumption.
To achieve better mileage, the resistance to abrasion of the retread compound should
also be as high as possible. The retread compound should show low wear and good
durability and also provide optimal driving comfort [51].
Achieving improvements to all three characteristics (rolling resistance, wet grip and
tread wear) at once is difficult as they are in conflict. The three performance criteria
form the ‘magic triangle’ of tyre properties shown in Figure 4.16 [52].
Wet grip
e
nc
Ab
ista
ras
es
ion
gr
res
llin
ist
Ro
an
ce
Figure 4.16 Magic triangle of tyre properties
112
The concept of ‘green tyre technology’ means improving road safety and fuel economy
and reducing the impact on the environment. In this context, rolling resistance and
wet grip are the important matters of concern.
4.10.1 Rolling Resistance
From daily experience, most people are very familiar with the phenomenon of rolling
resistance. When riding a bicycle, due to resistance to rolling, a substantial amount
of effort is needed to keep it moving in the forward direction. Conventionally, rolling
resistance has been described as a force acting in the opposite direction of travel, like
frictional force, as shown in Figure 4.17.
Weight
Pulling force
Rolling resistance
Figure 4.17 Mechanism of rolling resistance
During rolling of a tyre on a road surface, conversion of mechanical energy into heat
energy takes place as a result of the phenomenon called rolling resistance. Rolling
resistance is also defined as the energy consumed per unit distance of travel of a
tyre rolling under loaded condition [53]. As a force it has the same unit as force
(J/m = N), but it is a scalar quantity as it is not associated with any direction. Therefore,
rolling resistance FR can be described by Equation 4.11:
dH
FR = (4.11)
dl
113
Tyre Retreading
where dH is the amount of energy converted into heat due to the distance dl travelled.
As dl = vdt, where v is the velocity of a tyre and dt is the time taken to travel a distance
dl, then Equation 4.11 can be converted into Equation 4.12:
H
FR = (4.12)
V
where the heat development rate H (≡dH/dt) is often treated as power loss PR and
is expressed as Equation 4.13:
dH
H = (4.13)
dt
Thus, Equation 4.12 can be expressed as Equation 4.14:
PR
FR = (4.14)
V
In Equation 4.15, Holt and Wormeley considered the energy balance of the tyre–road
wheel system. They proposed that part of the input power delivered by the motor is
converted into heat by the tyre, and the rest, the output power, is used to drive the car:
PR = Pin − Pout (4.15)
where Pin is the input power of a tyre supplied by the motor, and Pout is the output
power of a tyre provided for traction of the car. During repeated deformation and
friction, the remaining part, PR, emerges as heating of the tyre. Therefore Equation 4.14
is finally converted to Equation 4.16:
Pin − Pout
FR = (4.16)
V
Thus, rolling resistance includes all losses: within the tyre structure, between the tyre
and road, and within the road [54].
The tyre therefore consumes a portion of the energy transmitted to the wheels, leaving
less energy for moving forward. Only 30% of the consumed fuel is used for the motion
of the vehicle in the forward direction, and 70% is lost as heat. Of that 30%, one-
third is consumed to overcome aerodynamic drag, one-third for mechanical friction
and one-third to overcome rolling resistance, as shown in Figure 4.18.
114
70%
Heat
10% 10%
l
n a
tio ic
10%
ic n
fr ha
R ista
ec
re
ol n
s
M
lin c
g e
Aerodynamic
drag
Figure 4.18 Loss of energy during rolling of a tyre
Rolling resistance plays an important role in raising vehicle fuel consumption.

As customer demand for improved road safety, better fuel economy and reduced
environmental impact has gained momentum, tyre engineers have searched for
affordable solutions. During the last three decades, special attention has been paid to
reducing tyre rolling resistance while simultaneously improving other aspects of tyre
performance [53]. As a result, tyre engineers are facing the problem of compromising
between low rolling resistance, better wet grip and high abrasion resistance.
The lower the rolling resistance, the lower the fuel consumption required to propel the
vehicle in the forward direction. However, low rolling resistance results in poor wet
grip, which is unpredictable. For good grip it is necessary to have a high coefficient
of friction between the tread and the road surface, but to reduce the rolling resistance
and improve fuel consumption, the friction coefficient should be very low. Generally,
grip is affected by the degree of distortion of a tyre at high frequencies, and therefore
the degree to which it comes into contact with small stones and unevenness in the
road surface. Therefore, rubber compounds that absorb a high amount of energy
provide the best grip [55].
Rolling resistance, however, is affected by low-frequency distortion. Tread rubber

compounds that absorb low quantities of energy (low-hysteresis compounds) provide
low rolling resistance. Accordingly, tyre engineers have taken a major step: replacement
of carbon black by silica in tyres’ tread compound. The incorporation of silica in place
of carbon black is also of concern for retreads. The recipe of a retread compound
using silica filler is given in Table 4.4 [2, 56].
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Tyre Retreading
Table 4.4 Compound formulation

Ingredients Quantity (phr)
NR 100
HD Silica 50
Coupling agent 5
Process oil 5
ZnO 4
Stearic acid 1
Trimethyl quinolone 1
DPG 1.2
Cyclohexyl benzthiazyl sulphenamide 1.5
Sulfur 1.5
The addition of silica to retread compounds provides higher hysteresis at high

frequencies, giving better wet grip, and lower hysteresis at low frequencies, giving a
lower rolling resistance than carbon black [55]. As a result, incorporation of silica in
retread compounds produces tyres that can provide good wet grip and lower rolling
resistance at the same time. Similarly, in silica-filled retread compounds, the silica filler
improves the wet traction of the retread compound with the road surface and also
gives a low-rolling-resistance compound that provides lower fuel consumption. The
presence of polar groups on the surface of the silica imparts polarity and, as a result
of this polarity, silica-filled retread compounds provide better adhesion with the old
tyre compound. Silica in retread compounds also gives better properties than carbon
black due to a higher reinforcing effect. In the case of ‘green tyres’, as a result of the
addition of silica filler the rolling resistance is reduced by up to 20% compared to
an equivalent standard tyre, giving a reduction in vehicle fuel consumption of up to
5% and therefore a reduction in CO2 emissions. In passenger cars and light trucks
a 10% decrease in rolling resistance leads to an improvement in fuel consumption
of 0.5−1.5%, while there is a reduction of 1.5−3% in heavy-duty trucks. In 1992
Michelin introduced their green tyre using an S-SBR–silica–silane system, which
results in a 20−25% reduction in rolling resistance. According to their estimates,
this tyre has saved more than 14.4 billion litres of fuel, resulting in a reduction of 36
million tonnes of CO2 emissions. Since 2005, Goodyear has introduced silica-filled
tread formulations in addition to silane coupling agents, giving a 30% improvement
in rolling resistance and saving 9.5 billion litres of fuel [2].
The use of silica also improves wet skid performance. Studies have proved that
green tyre traction reduces the stopping distances on wet and icy surfaces by 15%,
improving the overall winter driving performance by 10−15% at the same time. After
incorporating silica filler into winter tyres, a tyre company has claimed an improvement
116
of wet skid performance of 15%, also substantially improving the braking distances.
Compounds containing silica filler, due to their greater elasticity and flexibility at lower
temperatures, provide better grip and braking on icy and cold surfaces. Therefore,
winter tyre retread compounds are also made with silica, as the silica improves the
wet skid resistance, simultaneously improving the rolling resistance [2, 55].
A life cycle assessment by the European Association of the Rubber Industry has also
reported that green tyres reduce the impact on human health and environment.
4.10.2 Remedy
Silica has gained more and more importance as a reinforcing filler in tyre applications
since the introduction of the ‘green tyre’. With coupling agents like TESPT, TESPD
or NXT silane, silica forms a good bond with the polymer. This primary reaction is
followed by a secondary reaction in which the remaining silanol groups of a coupling
agent react with silanol groups of neighbouring coupling agents.
Compared to carbon black, silica has a strong influence on reducing the rolling
resistance of tyre tread, which in turn leads to lower fuel consumption. This means
that silica reinforcement is of growing importance for the production of energy-efficient
tyres in order to preserve the environment and benefit mankind.
The concept of green tyre technology was first proposed in the 1990s, but was not
adopted because of the increased costs of manufacturing. Incorporating silica filler into
tread compounds on its own leads to poor wear resistance, so although it improves
rolling resistance and wet grip, the abrasion resistance becomes poorer than that of
carbon black-filled tread compounds. With this in mind, CSDPF has been used by
rubber technologists. In other words, the retread compound is not fully reinforced by
silica. A combination of carbon and silica filler is now used to achieve the optimum
combination of properties in the three aspects of a magic triangle. In fact, CSDPF
comprises 90−95% silica filler and 5−10% carbon black. It has been found that
these new fillers improve the overall performance of tyre tread in all regards over
carbon black or silica filler when used alone. Tyre manufacturers are therefore using
CSDPF (2000 series) for truck and bus tread compounds and CSDPF (4000 series)
for passenger car tread compounds [57]. In retread compounds, CSDPF is now used
to achieve better reinforcing capacity, good wear resistance, low rolling resistance for
better fuel economy and good wet grip. By using silica-reinforced retread compounds
a tyre can be retreaded several times, although this depends on the type of tyre and
also the conditions of use: car tyres, 2−3 times; light truck tyres, 4−5 times; heavy-
duty truck tyres, 8−9 times; aircraft tyres, up to 14 times.
117
Tyre Retreading
References
1. W. Hofmann in Rubber Technology Handbook, Hanser/Gardner, Munich,

Germany, 1996.
2. J.W. Ten Brinke in Silica Reinforced Tyre Rubbers, University of Twente,

Enschede, The Netherlands, 2002. [PhD Thesis]
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Plastics and Rubber Institute, London, UK, 1982.
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5. S. Wolff, Rubber Chemistry and Technology, 1996, 69, 325.
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inventors; The Goodyear Tire & Rubber Company, assignee; EP0638610A1,
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7. M-J. Wang, K. Mahmud, L.J. Murphy and W.J. Patterson, Kautschuk Gummi
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Resistance, Energy-Saving Tires, University of Twente, Enschede,
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18. E. Guth, Journal of Applied Mechanics, 1945, 16, 20.
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20. I. Pliskin and N. Tokita, Journal of Applied Sciences, 1972, 16, 473.
21. J. O’Brien, E. Cashell, G.E. Wardell and V.J. McBrierty, Macromolecules,

1976, 9, 653.
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44, 440.
23. S. Wolff, A.J. Wang and E.H. Tan, Rubber Chemistry and Technology, 1993,
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24. W. Meon, A. Blume, H-D. Luginsland and S. Uhrlandt in Rubber

Compounding Chemistry and Applications, Ed., B. Rodgers, Markel Dekker,
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Germany, 1996.
26. A. Blume and S. Uhrlandt in Proceedings of the 157th ACS Rubber Division
Meeting, Dallas, TX, USA, American Chemical Society, Washington, DC,
USA, 2000, Paper No.32.
27. G. Wypych in Handbook of Fillers, 2nd Edition, ChemTec Publishing,

28. L.R. Evans, J.T. Dew, L.T. Hope, T.G. Krivak and W.H. Waddell,
Gummi Fasern Kunststoffe, 1996, 49, 456.
29. M.P. Wagner, Rubber Chemistry and Technology, 1976, 49, 703.
30. J. Janzen, Rubber Chemistry and Technology, 1971, 44, 1287.
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1977, 50, 342.
32. J.L. Leblanc, Progress in Polymer Science, 2002, 2, 627.
33. M.J. Wang, Rubber Chemistry and Technology, 1991, 64, 559.
34. S. Mihara in Reactive Processing of Silica-Reinforced Tire Rubber,

University of Twente, Enschede, The Netherlands, 2009. [PhD Thesis]
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35. H.D. Luginsland, Rubber Chemistry and Technology, 2002, 75, 563.
36. D.W. Sindorf, G.E. Marciel, Journal of Physical Chemistry, 1982, 86, 5208.
37. B. Hsu, A. Halasa, K. Bate, J. Zhou, K-C. Hua and N. Ogata, International
Rubber Conference, Yokohama, Japan, 26–28th October 2005.
38. W.K. Dierkes and J.W.M. Noordermeer, Rubber World, 2004, 229, 33.
39. J.W. ten Brinke, P.J. van Swaaij, L.A.E.M. Reuvekamp and
J.W.M. Noordermeer, Kautschuk Gummi Kunststoffe, 2002, 55, 244.
40. J.E. Mark, B. Erman and F.R. Eirich in The Science and Technology of
Rubber, 3rd Edition, Elsevier Academic Press, Burlington, MA, USA, 2005.
41. L.A.E.M. Reuvekamp in Reactive Mixing of Silica and Rubber for Tyres and
Engine Mounts, University of Twente, Enschede, The Netherlands, 2003.
[PhD Thesis]
42. S. Bandyopadhyay, P.P. De, D.K. Tripathy and S.K. De, Rubber Chemistry
and Technology, 1996, 69, 675.
43. A. Hasse, O. Klockman, A. Wehmeier and H-D. Luginsland, Kautschuk

Gummi Kunststoffe, 2002, 55, 236.
44. U. Görl, J. Munzenberg, H.D. Luginsland and A. Muller, Kautschuk Gummi

45. J.G. Matisons, A.E. Jokinen and J.B. Rosenholm, Journal of Colloid and
Interface Science, 1997, 194, 263.
46. R.N. Dutta, P.K. Das, S.K. Mondal and D.K. Basu, Kautschuk Gummi
47. M. Marrone, T. Montanari, G. Busca, L. Conzatti, G. Costa, M. Castellano

and A. Turturro, Journal of Physical Chemistry B, 2004, 108, 3563.
48. S.C. Debnath, R.N. Datta and J.W.M. Noordermeer, Rubber Chemistry and
Technology, 2003, 76, 1311.
49. H-D. Luginsland, A. Hasse, M. Radcziwill and R. Krafczyk, inventors;

Evonik Degussa AG, assignee; US1727339, 2004.
50. M.J. Moore, Rubber and Plastics News, 2002, 3, 14.
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51. J.E. Mark in Science and Technology of Rubber, Academic Press, San Diego,
CA, USA, 1994.
52. R. Engehausen, A. Rawlinson and J. Trimbach, Tire Technology

International: Annual Review, 2001, 36, 2001.
53. D.E. Hall and J.C. Moreland in Proceedings of the ACS Rubber Division
Meeting, Dallas, TX, USA, 4–6th April, American Chemical Society,
Washington, DC, USA, 2000, Paper No.29.
54. W.L. Holt and P.L. Wormeley, Technologic Papers of the Bureau of Standards,
1925, 19, 213.
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assignee; US5830930, 1998.
121
5
Advances in Tyre Retreading and
Scope of Run-Flat Tyres and Elastomer
Nanocomposites
Dipak Kumar Setua
5.1 Introduction
A tyre is truly a composite product, being composed of both metallic components

(e.g., wire, made from steel or as brass-coated steel cord) and non-metallic
materials (e.g., synthetic and natural rubbers (NR), nylon/polyester/polyvinyl
chloride ply, as well as their cord). It also contains fillers such as carbon black,
silica, clay, nanoclay and a variety of other additives like sulfur, peroxide, process
oil, peptiser, antioxidant, antiozonant, activators (e.g., zinc oxide and stearic
acid) and accelerators (N-cyclohexyl-2-benzothiazyl sulfenamide, N-tertiary butyl
2-benzothiazyl sulfenamide, 2-mercaptobenzthiazole, benzothiazole disulfide, diphenyl
guanidine, diorthotolylguanidine and so on). Tyres play an important role in the
transportation industry, providing support for vehicles in the form of driving, load
bearing, cushioning, vibration damping and transmissibility of torque generated by
driving, braking and manoeuvering of the vehicle on the road surface. The tyre also
provides the vehicle with superior wet grip and low rolling resistance for driving
comfort. The construction of a tyre requires great precision, both in its design as
well as in the proper selection and assembly of its constituents (inner liner, casing,
bracing, belt plies, carcass, bead wires, sidewalls, tread and so on). The selection of
raw materials is also important for a long tyre service life. Tyres are either pneumatic
(e.g., those used in bicycles, motorbikes, cars, trucks, off-the-road (OTR) earthmovers,
aircraft and so on) or soft solid. More than 50% of the total rubber currently being
produced worldwide (NR and synthetic) is used in tyres. The raw materials, additives
and synthetic rubbers used in tyre compounding are predominantly petrochemical-
based. They therefore consume natural resources, with 55−60% of the total tyre
cost going to meet the cost of the raw materials. The function of a tyre includes the
dissipation of mechanical work (torque) derived from the energy from the ignition
of petrol or diesel in a vehicle engine. Driving also results in heat generation from
friction between the tyre and the road. It is therefore necessary that the tyre offer less
rolling resistance and thus generate less heat, and also be resistant to deterioration
as a result of that heat. This can be accomplished by modifying the tyre tread design
Tyre Retreading
and using appropriate compounding materials, which, in turn, also increase the fuel
efficiency of the vehicle.
Increasing a tyre’s resistance to wear and tear and decreasing abrasion loss have a
great impact on service life. Many harmful factors affect the life of a tyre, such as
cutting, tearing and groove formation on the tread, ageing due to heat arising from
tyre–road friction, rotation of the wheel on sharp turns and at speed breakers, poor
vehicle maintenance (e.g., misaligned wheels and inadequate tyre pressure) and
poor tread design. Damage to a tread can arise from cutting and chipping, tread
detachment, the formation of air pockets, sidewall cut and rupture, bead damage
or bursting of the tyre due to over-inflation. A worn-out tyre will become unfit for
further use after substantial removal of the tread, and a fully worn-out tread leaves
only the bare body, or ‘casing’. However, it is possible to make the tyre reusable by
subjecting it to some value-added operations. This technology of reactivation of tyres
is called ‘tyre retreading’. The major benefits arising from this process include cost
benefits, reduced vehicle down time, improved safety and a major contribution to
keeping the environment clean and green.
The activities involved in reconstructing used tyres include buffing the worn-out tread
and bonding a new tread to the casing, a process similar to the manufacture of a new
tyre. The process of manufacturing retreaded tyres began in the early 1900s, almost
in parallel to the development of new tyres. Tyre retreading is now an established
industry. Retreaded tyres should provide safe and dependable vehicle performance
at a lower cost than a new tyre. Retreaded tyres have been proven to be dependable,
but, for a variety of reasons, the majority of car owners still do not want to use them
on their vehicles. Retreading is commonly carried out on truck tyres, because a new
truck tyre costs much more than the cost of retreading. Retreading can only be carried
out once on car or light truck tyres, but truck and aircraft tyres can be repeatedly
retreaded, up to three and twelve times, respectively. However, due care and frequent
checks are needed when undertaking repeated retreading for any ‘blow-outs’ and
detachment of the tread from the carcass. Truck drivers are also advised to use new
tyres on steering or driving wheels and to use retreaded tyres on the trailers, so that,
in the case of an accidental blow-out, the driver does not lose control of the truck.
Because the demand for vehicular traffic, trade, military vehicles and so on is growing
exponentially, there is a good business potential for the tyre retreading industry.
When a used tyre is received for retreading, a thorough inspection is carried out by
an expert. Worn-out tyres are checked visually for damage and rejected immediately
if found to be non-retreadable. When there is scope to undertake further repair work,
they are subjected to further inspection procedures.
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Advances in Tyre Retreading and Scope of Run-Flat Tyres and Elastomer Nanocomposites
5.2 Visual Inspection for External Damage
The tyre is first mounted on an inspection spreader and assessed for different types
of defects, as described in the following sections.
5.2.1 Bead Failure
Beads consist of steel wires that anchor the casing plies and provide a firm mounting
surface on the wheel. The failure of beads by bending or breaking occurs as a result
of improper tyre mounting, or by demounting, impact damage, improper use of
tools, irregular or wrong-sized rims, sudden or abnormal braking of the vehicle or
undue acceleration. If the bead is damaged severely then the casing must be rejected.
Figures 5.1–5.4 show photographs of several types of bead failure in tyres.
Figure 5.1 Bead area damage due to cone bending. Reproduced with permission
from M/S Janatha Rubber Industries, India. ©M/S Janatha Rubber Industries*
125
Tyre Retreading
Figure 5.2 Bead area damage due to use of irregular/wrong sized rims. Reproduced
with permission from M/S Janatha Rubber Industries, India.
©M/S Janatha Rubber Industries*
Figure 5.3 Bead area damage due to sudden or abnormal breaking, acceleration,
cornering and so on. Reproduced with permission from M/S Janatha Rubber
Industries, India. ©M/S Janatha Rubber Industries*
126
Figure 5.4 Bead damage due to improper mounting or demounting. Reproduced

5.2.2 Sidewall Failure
The sidewall is the most flexible part of a tyre. Failure of it predominantly arises
from the ply cord breaking due to over-inflation, under-inflation, overloading of the
vehicle, damage by friction or penetration of any foreign object, and so on. Figures 5.5
and 5.6 show examples of such damage. Tyres with this level of damage are generally
rejected immediately.
Figure 5.5 Sidewall cords breaking due to over/under-inflation or overload.

Reproduced with permission from M/S Janatha Rubber Industries, India.
127
Tyre Retreading
Figure 5.6 Sidewall cords breaking due to damage by a foreign object. Reproduced
5.2.3 Sidewall Bulge
This may happen as a result of puncture, impact or inner liner damage, for instance.
An example is shown in Figure 5.7. Such types of damage are repairable.
Figure 5.7 Sidewall bulge due to impact or inner liner damage. Reproduced with
permission from M/S Janatha Rubber Industries, India.
128
5.2.4 Sidewall Cut
This may take place as a result of puncture or damage of a tyre by a foreign object. If
the rubber is cut and exposes the ply cord only (as in Figure 5.8), it can be repaired.
However, if the damage leads to cutting of the cords, the repair must be considered
based on the size of the cut. Very deep cutting through the entire ply cannot be repaired
and the casing has to be rejected.
Figure 5.8 Sidewall cut due to piercing by a foreign object or puncture.

5.2.5 Sidewall Discoloration
This occurs if the tyre continues running after a loss of air due to leakage, puncture,
acute under-inflation or over-deflection by overloading. The casings of such tyres
generally become weak, and even if retreading takes place, they are not recommended
for further use in harsh road conditions.
5.2.6 Ozone Cracking
If any small multi-directional crack appears on the sidewall of a tyre, it could be

due to prolonged exposure to ozone or sunlight (Figure 5.9). The intensity of ozone
cracking is amplified when the tyre is overloaded or under-inflated (Figure 5.10).
Such tyres are normally very weak and are generally rejected.
129
Tyre Retreading
Figure 5.9 Sidewall ozone cracking from exposure to sunlight or sources of ozone.
Figure 5.10 Small multi-directional cracks on a sidewall due to overloading, under-

inflation or oxidation by ozone. Reproduced with permission from M/S Janatha
Rubber Industries, India. ©M/S Janatha Rubber Industries*
130
5.2.7 Shoulder Damage
In a tyre, maximum heat is generated in the shoulder area and damage can occur for
a variety of reasons, including over-deflection as a result of overload, under-inflation,
low-quality rubber compounding materials, running at high-speed, or a mismatch of
functioning of dual tyres (e.g., in a truck). The end result is separation of the shoulder
from the tyre body. If the extent of damage is small, retreading can be performed, but
with extensive shoulder damage, the casing is rejected. Figures 5.11 and 5.12 show
photographs of some extensively damaged tyre shoulders.
Figure 5.11 Shoulder damage as a result of heat ageing, over-deflection or under-

inflation. Reproduced with permission from M/S Janatha Rubber Industries, India.
Figure 5.12 Shoulder damage resulting from improper specification, high-speed

driving or mismatch between the speeds of dual truck tyres. Reproduced with
permission from M/S Janatha Rubber Industries, India.
131
Tyre Retreading
5.2.8 Crown Area Damage
Here, damage to the tread is due to penetration by a foreign object (e.g., nails, rocks
and so on; Figure 5.13). When the damage extends to the casing and affects the ply,
then, based on the prescribed tread wear limiting index, the tyre is rejected for further
retreading.
Figure 5.13 Damage to crown area of a tyre by the penetration of a foreign object
such as a nail. Reproduced with permission from M/S Janatha Rubber Industries,
India. ©M/S Janatha Rubber Industries*
5.2.9 Damage of Inner Liner
In this case the damage is on the tyre crown, shoulder or sidewall, and penetrates to
the inner liner (Figure 5.14). In such cases, the damage zone is tested with a tuning
fork. A vibrating sound indicates ply separation or the presence of trapped air. Minor
ply separation can be repaired, but when the damage covers a wide area the casing
has to be rejected.
132
Figure 5.14 Damage of crown area by penetration of a nail up to casing of ply.

5.3 Non-destructive Evaluation
Tyres that are visually acceptable for retreading are received, arranged in rows, and
stored in a shed for further non-destructive evaluation (NDE) of internal damage.
These evaluations are more accurate than visual inspection procedures and consist of
several analytical techniques, including X-ray, holography, shearography, ultrasound
and infrared methods, which have been discussed in detail in Chapter 3 and elsewhere
[1]. The radioactive tracer gas technique, an effective NDE procedure, is described
in the next section.
5.3.1 Radioactive Tracer Gas Technique
In principle, this technique is similar to the ‘Pneutest’, which is normally used for
quality checking of aircraft and tubeless tyres. The method provides a qualitative
assessment of adhesion failure between cord fabrics and the rubber compound. In a
new tyre, adhesion is perfect, but a worn tyre will have adhesion defects predominantly
at the zones of maximum fatigue. To avoid such a tyre bursting during service it is
necessary to detect such defects and take the necessary preventive steps. The NDE
technique uses a needle to inject air at 11−12 atm pressure at several locations into the
133
Tyre Retreading
interior carcass of the tyre, above the bead and inside the shoulder (i.e., the regions
of maximum fatigue in a tyre). The air is allowed to diffuse out through the carcass.
If there is a cord/rubber separation, bulging will occur due to local swelling. This
can be seen or measured by the variation in thickness in the region. However, this is
rather approximate and unreliable.
In the radioactive tracer gas method, the above technique is modified to make it more
accurate. A radioactive gas that emits gamma-rays is injected under pressure in place
of air. A mixture of industrial-grade inert nitrogen and the tracer gas 133Xe (chemically
inert but biologically safe), with an energy of <100 keV and a half-life of a few days,
is administered in a leak-proof manner via a needle and allowed to diffuse rapidly
within the tyre body. The mixture of gases only accumulates at the defective point.
A collimated and highly sensitive probe (a scintillometer or Geiger-Muller Counter, for
instance) is kept in contact with the scanned surface around the injection site and the
count rate is monitored by a rate meter, with a recorder attached to the probe. With a
new tyre the count rate will remain at the background level, even after 10 min of gas
injection, but for a used tyre, the carcass is looser, and any adhesion defect between
the cord fabric and rubber will result in the accumulation of tracer gas at the failure
zones. Defects can also be identified and depicted as a bulge image in a polar scan
of the location. Details of the technique, as well as examples and shortcomings, are
described in a US patent by Boutaine and co-workers [2]. (In a separate publication,
Boutaine [3] has also described quantitative criteria for the acceptance or rejection
of aircraft tyres on each landing and successive retreading.) The tyre can be flushed
of any residual radioactivity by injecting nitrogen at the original injection site at a
higher pressure than used for the initial injection process.
5.4 Safety, Green Technology, Recycling and Cost Saving in Tyre

Retreading
Retreading is one of the most user-friendly methods with which to mitigate the
environmental pollution associated with the disposal of used tyres, which is generally
by landfilling, stockpiling or dumping. Retreaded tyres are routinely used on school
buses, fire engines, ambulances and military vehicles, and quite often on passenger cars,
heavy trucks and construction equipment. A cost–benefit analysis of tyre retreading
for light commercial vehicles has been carried out by the Retread Manufacturers
Association in the UK, under the Waste & Resources Action Programme (WRAP) [4].
A 10% cost saving is possible by choosing a retreaded tyre instead of a new tyre.
If the costs of fuel, wear, insurance and so on are also added, the potential savings can
be even greater. This is exemplified by the fact that 98% of the world’s commercial
airlines and military jets are using retread tyres, and about 80% of aircraft tyres in
the US are retread tyres.
134
In accordance with the global trend, tyre retreading in India has become acceptable,
particularly for truck, bus, earthmover and aircraft tyres. However, the share for
passenger car tyres remains below expectations. This is partly due to the growth of the
market for budget tyres, with the price of a new tyre being only marginally higher than
that of a retread. There is also a preference for radial tyres instead of bias tyres (for
improved aesthetic appeal) and a desire for new-generation passenger cars. Growing
concern for safety is also another reason affecting the sales of retreads. However,
retreading for commercial vehicles is poised for higher growth due to the emergence of
multi-axle trucks, improved national roadways and connectivity of the road network,
as well as the implementation of laws related to restrictions on overloading, traffic
control, pollution control and so on. Unlike the practice in developed countries, in
India retreading is predominantly carried out using hot/conventional retreading.
Indian Standard No. IS 15724: 2006 covers the automotive tyre retreading procedure
following the ‘hot process’ for passenger cars, light trucks, trucks and buses. With
further growth of the economy, more and more new vehicles will emerge and the
cold process of retreading (i.e., the precured method) will certainly grow because of
potential commercial interest in this sector.
The retreading industry obviously contributes to the conservation of natural resources.

Millions of end-of-life tyres are simply thrown into landfill. They do not degrade
easily, but continue to pollute the environment. Synthetic rubber, carbon black, rubber
chemicals, process oils, tyre cord and so on are all derived from petroleum sources.
Retreading is an environmentally friendly process. The Used Tyre Working Group
of the Department of Trade and Industry, UK, has reviewed different routes for tyre
recycling, such as retreading, recycling, reuse, landfill engineering and energy recovery.
They suggest that an average car tyre requires 4.5 gallons less of oil in retreading than
required for the manufacture of a new tyre. For a heavy-duty tyre for a commercial
vehicle, the savings are even greater (e.g., about 15 gallons of oil) [5]. A new passenger
tyre contains rubber and additive equivalent to almost 7−8 gallons of oil, whereas
retreading of a worn-out tyre requires only 2−3 gallons, in effect conserving precious
oil resources. Pimentel and co-workers [6] have reported on the cost–benefit and
environmental advantages associated with the use of retreaded truck tyres. About 30%
less energy is consumed in retreading; i.e., an average of 83 litres of oil is required to
produce one new truck tyre compared to 56 litres required for retreading.
Dabic and Miljus [7] have discussed the importance of some parameters, such as the
number of tyre retreadings, the total distance travelled after each retreading of a tyre
up to its writing-off stage and the partial distance traversed by the tyre after each
retreading, and some minor factors such as the load/speed of the vehicle, road type,
driving style and so on, on the performance of retread tyres for commercial vehicles.
As both the collection of used tyres (a time-dependent phenomenon) and the follow-
up retreading operations are manually driven activities (which are probabilistic),
135
Tyre Retreading
the whole process becomes stochastic in nature. Mondal and Mukherjee [8] have
applied a simulation management strategy to help retreaders make a judicious
choice on whether to undertake certain retreading operations or to discard on the
basis of cost–benefit concerns. Behnam and Alvelos [9] have explored the benefit of
using some quality tools (e.g., Pareto chart, fishbone diagram, matrix diagram and
so on) to list the potential causes of tread and ply separation during the retreading
process. They have further ranked these causes according to their weight average of
importance and identified the critical step to propose effective measures for quality
improvement of tyre retreading.
The recycling of waste tyres has also become significant and follows a fast-growing
industry trend. However, unlike the recycling of plastics, the market for recycled
rubber goods is limited, as the rubber vulcanisates are thermoset and cannot be
reprocessed. Tun Abdul Razak Research Centre, at the behest of WRAP, has evolved a
surface polymerisation technique that allows a high percentage of rubber crumbs from
waste tyres to be incorporated into virgin tread rubber compound [10]. The technology
comprises the evolution of a specially formulated polymer system that can be surface-
deposited onto rubber particles to create a new compound. The system allows
previously vulcanised materials to be reactivated into a new masterbatch composed
of specially formulated low-molecular-weight polymers, part uncured virgin rubber
and part waste rubber crumb. The surface polymerisation process can be integrated
easily into standard rubber processing equipment and compounding processes. The
crumb used for the process is high-grade waste (approximately 30 mesh) from truck
tyres that has been separated from any steel and fibre cords. The polymer is specially
formulated and mixed with the crumb to give a re-polymerised compound that can be
provided in strip or flake form for compounding with the virgin rubber compound at
the requisite level. Although these studies focus on the use of re-polymerised crumb at
40 and 50% levels for inclusion in retread compound, the technology is also able to
produce rubber compounds containing up to 85% of recycled crumb. Morris [11] has
analysed the aspect of energy conservation in recycling versus incineration processes
for retreading and has also compared energy savings from conventional retreading
and from the surface re-polymerisation process. The level of savings lies between
16,200 and 48,800 kJ/kg for retreading with a conventional process, and between
67,000 and 229,000 kJ/kg with the re-polymerisation technique (i.e., a saving greater
by up to 148,000 kJ/kg with the latter process).
5.5 Mechanism of Rubber Failure
Any component or system is considered to have failed when it can no longer fulfil its
performance expectations during service. Several processes are involved in tyre failure,
including fatigue and hysteresis, abrasive wear, tear, blister formation and smearing.
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Schallamach [12] was the first to examine the scratches produced by a needle on the
surface of NR used in different tyre tread compositions. The simple case of abrasion
failure of rubber vulcanisate was qualitatively correlated with its hardness, friction and
tear resistance. In cases where the tyres encounter sudden breaking or acceleration,
contact with sharp bends or run across speed breakers, for example, the abrasion
was found to be greatly affected by the nature of the contact surface, the speed of
movement and the evolved heat. An investigation was carried out by Greenwood
and Tabor [13] on the friction of tyres on hard spheres and cones (an accelerated
laboratory test method, as described in the literature) on a lubricated rubber surface
under large deformation. They found that, in the case of spheres, the sliding friction
is the same as the rolling friction. Although the interfacial adhesion is small in case of
lubricated rubber, the friction loss in such cases was found to be dominated by large
deformation of rubber, Young’s modulus and hysteresis losses. With conical sliders,
however, a direct comparison of rolling and sliding resistances could not be made,
but the dependency of friction on deformation and tearing of rubber was observed.
Bowden and Tabor [14] have reviewed progress in the understanding of friction,
lubrication and the wear behaviour of rubber surfaces. Pal and co-workers [15] have
reviewed the correlation between abrasion and other mechanical properties of rubber
in the context of the development of rubber nanocomposites for tyre applications.
It has been mentioned that the volume loss (V) of rubber due to wear is related to
hardness and tensile strength by Equation 5.1:
V = C0 + C1 × Shore hardness + C2 × tensile strength (5.1)
C0, C1 and C2 are constants, and for abrasion measured in a commercial abrader,
V is given by Equation 5.2:
V = k1 × (µP/σB) × L (5.2)
where µ is the friction coefficient between rubber and the sliding surface, P is normal
load, L is the length of the abrading surface and k1 is a constant. Parameter σB is
given by Equation 5.3:
σB = σN (5.3)
where σ is the maximum amplitude of the tensile stress and N is the number of cycles.
It has also been reported that when the bulk rubber undergoes continuous motion
in contact with the abrading wheel of an abrader or on a road surface simulating
continuous driving, the dynamic friction decreases with increasing velocity of motion.
The friction coefficient and abrasion resistance of filled NR, styrene-butadiene rubber
(SBR) and polybutadiene rubber (BR) have also been reported by those authors and
were found to be dependent on particle size, surface area, carbon black structure and
tensile and tear strengths of the rubber vulcanisate.
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In engineering applications, crack growth and failure of a composite material depend

on the growth of microcracks formed either inherently during fabrication of the
component or generated under repeated stress cycles on prolonged use. Generally,
tear is a very important criterion of failure. A higher tear resistance in rubbers
manifests as increased toughness and superior ballistic properties. Agarwal and co-
workers [16] reviewed the work by several authors on the relationships established
about the tearing properties of rubber and rubber-based composites. The viscoelastic
behaviour of rubbery materials has been expressed by a characteristic energy that
is related to the elastic energy stored in the material at the highly strained zone
and at the tip of a growing crack. The tear energy has the relationship given in
Equation 5.4:
T = d × Eb (5.4)
where Eb is the strain energy per unit volume required to break the specimen,
and d is the effective diameter of the small zone of initiation of tear. The tear
energy depends on various factors, including methods of testing, nature of the
base polymer, temperature, sample geometry and so on. The incorporation of
antioxidants has been widely practised for tyre tread applications in order to
improve tear strength. Gent and Pulford [17] have reported a two-stage mechanism
of tearing for rubber composites – formation of a single tear path followed by its
splitting in the case of carbon black-filled rubber. The authors have described the
micromechanics of failure in two stages, first the deformation of the specimen,
followed by growth of the cut. As little is known about the damaged zone where
deformation and fracture take place, the use of scanning electron microscopy
(SEM) coupled with energy dispersive X-ray spectroscopy has been found to be an
effective tool to provide insight into the nature of failure, the homogeneity of the
dispersed materials, the effect of ageing and so on. Setua and co-workers [18−24]
and Mukhopadhyay [25] have carried out successful studies of the correlation
of tear, abrasion and other physico-mechanical properties of a variety of rubber
and rubber-based composites with the topography of the fractured surfaces.
Computational texture analysis based on statistical and spectral measures for
extracting quantitative features of SEM images of NR vulcanisates subjected
to tear fracture has also been reported [26]. Various statistical properties were
measured, including the detection of average intensity (mean), average contrast
(standard deviation), smoothness, third moment, uniformity and entropy of
the surface. The directionality of periodic or almost periodic two-dimensional
patterns of an image has been determined using the spectral method. The effect
of elevated temperatures on tear resistance of elastomers has also been studied
by Setua [27].
138
Saibel and Tsai [28] have examined the feasibility of an energy balance approach for
the wear processes of tyres and have proposed various working models. According
to them, the mechanism of wear is interrelated with fatigue and temperature rise
during tearing, and is complex in nature as they are related to each other. The
extent of wear also depends on the deformation characteristic of rubber and the
thermodynamics of the whole process. Rolling resistance is another key performance
analysed by the industry, in particular to address environmental concerns (i.e.,
debris left by the wear of tyre tread in contact with the road surface). A reduction
in rolling resistance lowers fuel consumption and is achieved by changing the tread
design as well as the rubber compound formulation. Finite element analysis of the
rolling resistance of 205/60R15 and 155/70R14 passenger car radial tyres has been
reported [29]. The energy of dissipation of the tyres was evaluated by simulation
analysis of elastic strain energy using a steady-state rolling simulation available
in Abacus software, and the loss tangent was measured with a laboratory visco-
analyser. Using a biaxial inflation device, Mott and co-workers [30] have evaluated
radial and circumferential strains up to 33% in NR sheet. While the radial strain
was found to be independent of position, the circumferential strain monotonically
decreases to zero at the edge and there was no discontinuity of strain distribution
over the degree of inflation. A finite element model was proposed to fit the position-
dependent strain data, which were found to govern the connection between strain
energy and crack propagation in rubber, which are significant to fatigue life and
failure properties.
In the context of tyre retreading and the mechanics of rubber failure, Smith [31] has
proposed eight main reasons for the failure of new and retreaded tyres: (i) casing
failure of either the carcass or body of the tyre due to belt separation, sidewall
separation or rupture (this could be evaluated using NDE techniques such as X-ray,
shearography and radioactive tracer methods); (ii) process failure for a variety
of reasons, including bad selection of tyre for retreading, curing failure during
retreading due to inadequate adjustment of cure time, pressure and temperature
of the autoclave; (iii) incorrect application of tread pattern and size, mostly for
application in trucking fleets, onto the casing; (iv) incorrect fleet maintenance
and monitoring; (v) driver’s negligence on run-over of the tyre on blunt objects,
inadequate inflation pressure, overloading, oversight of puncture and so on; (vi) raw
material problem, including the use of faulty, expired and low-quality materials;
(vii) use of cushion gum stock that has already exceeded its shelf life during shipping
or storage; and (viii) poor workmanship of tread build-up and a mould with a
deficiency in pattern design, presence of porosity, air pockets, honeycombs not
properly buffed or cemented to prevent environmental oxidation or containing
excess of mould release greases.
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5.6 Elastomeric Nanocomposites with Special Reference to Tyre

Retreading
5.6.1 Nanofillers and Their Impact on Mechanical and Functional

Properties of Tyres
Of late, nanofillers have attracted considerable attention from the plastics and rubber
industries. This is partly due to their scope to replace conventional fillers (generally
used in large quantities) to enhance mechanical properties, reduce product costs
and also sometimes introduce new functional properties into composites. However,
nanofillers are mostly composed of inorganic materials and differ largely in their
composition and structure compared with conventional macro-fillers. Various
nanofillers are available, including carbon nanotubes (CNT), activated carbon fibre,
natural clay (mined, refined and treated), synthetic clay, natural fibre, silica, layered
double hydroxide (LDH) and metallic nanoparticles (e.g., alumina, zinc oxide,
titanium dioxide and iron) and nanocalcium carbonate. However, layered silicates
(i.e., nanoclay) are the most common and widely accepted nanoparticles in the rubber
industry. Using nanofiller in rubber, either alone or in combination with carbon black,
can significantly improve mechanical, dynamic mechanical, tribological and thermal
properties, which can give high performance characteristics in tyres coupled with very
good wet skid and low rolling resistances.
The significant enhancement in the reinforcement of the properties of polymers

obtained by the choice of nanofillers rather than micro-fillers can be explained by a
comparison of the morphological properties of nanocomposites. The molecular chain
lengths of the polymers more closely approach the dimensions of these nanofillers,
resulting in an intense intermolecular interaction that influences the macroscopic
behaviour of the nanocomposites. The inherent characteristics of the nanofillers (e.g.,
chemical nature, shape, specific surface area of the particle, average size, orientation
and distribution in the polymer matrix, volume fraction, interfacial interaction and
bonding ability) are collectively responsible for the generation of superior reinforcement
properties for a particular polymeric system. As such, a smaller interparticle distance
and high specific surface area of the particles enable close proximity of the matrix
for interaction with the nanofillers for superior adhesion and in effect manifestation
of substantially improved mechanical and functional properties.
Since the beginning of the 20th century, a wide variety of particulate fillers have been
used routinely in the rubber industry for reinforcement, to reduce material costs and
to improve the processing properties of rubber compounds. The use of carbon black
remains dominant in the production of various rubber products, including tyres,
tubes, V-belts, seals and gaskets. The reinforcement properties of carbon blacks are
controlled by its particle size, surface area, structure and surface chemistry. There is
140
also some nano-reinforcing effect, as a few carbon particles are always present in the
nano-size range that is responsible for greatly influencing the mechanical properties
of the designed rubber nanocomposites.
Rubber nanocomposites fall in the same category of organic–inorganic hybrid

materials, and the reinforcing components are mostly nanoclay, silica, expanded
graphite, CNT, nanofibres and so on. Recently, rubber-clay nanocomposites have
drawn attention among researchers and original equipment manufacturers, as the
sources of clays are independent of petroleum resources so their use in designing
nanocomposites is likely to be environmentally friendly. Both natural and synthetic
clays are first modified organically using a cation exchange reaction with organic
amines or other chemicals to make them hydrophobic. They are then dispersed
in a polymer/elastomer matrix (mostly hydrophobic in nature) by either solution
intercalation, in situ polymerisation or melt intercalation methods.
Various compatibilisation and dispersion techniques have been adopted to mix

nanofillers with different rubbers [32]. Nanoclays have been found to improve the
mechanical, thermal and swelling properties of rubbers, and the extent of improvement
depends on the morphology, polymer–filler interaction, adsorption/occlusion of
polymer on filler surface, cleavage of chemical bonds and energy balance and
thermodynamics. Nanoclays drastically improve the tack and green strength properties
of rubber compounds in comparison to the addition of hydrocarbon resins (wood resin,
coumarone–indene resin and so on). Studies on the tribological characteristics also
revealed that nanofillers efficiently arrest the propagation of a smooth tear path and
thereby significantly improve the tear and wear resistances of nanocomposites. When
using a dual/hybrid filler system (e.g., NR/nanofiller/carbon black), the zeta potential
differences between the fillers leads to their closer adherence in a unique interconnected
architecture through non-black fillers resting in the nanochannels of small carbon black
aggregates. This accounts for the synergism and resultant properties combining the
inherent characteristics of the individual fillers. Thermal properties are found to be
considerably improved, as well as low rolling resistance, high abrasion resistance and
better wet grip, which are of interest to tyre applications. A good correlation between
simulation and experimental results for rolling resistance has been predicted by a finite
element simulation technique for carboxylated nitrile rubber (XNBR) containing dual
fillers (e.g., organoclay/carbon black or organoclay/silica) [29].
Among the methods available for preparing rubber nanocomposites, both latex
compounds and melt blending methods are superior in terms of cost, easily controllable
processing parameters, established machinery and homogeneous dispersion of
nanoclay in varied concentrations in NR, SBR, nitrile rubber (NBR) and XNBR.
SEM and transmission electron microscopy (TEM) studies were conducted to obtain
morphological information [33]. The comprehensive mechanical performance of
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these nanocomposites was further supported by percolation theory to explain the

high nano-reinforcement effect combined with gas barrier, fatigue resistance and
chipping or cutting resistances. The TEM studies also provide evidence of clay layers
physically intervening in the propagation of cracks during tearing. Molecular dynamic
simulations provide the induced molecular orientation of polymeric chains during the
stretching process. Pal and co-workers [15] have reported the result of their studies
on epoxidised natural rubber (ENR) and organoclay (Cloisite 20A) nanocomposites
prepared by the solution mixing technique. The ENR–clay masterbatch was blended
with NR/SBR blends along with an intermediate super abrasion furnace (ISAF) type
of carbon black (N234). The morphology of the organoclay incorporated in ENR
shows an intercalated structure, while ISAF offered a significant reinforcement effect
by interfacing between the SBR and NR phases of the blends. They were further
reported to produce high abrasion resistances in tests carried out in DuPont and
Deutsche Institüt für Norms abrasion testers.
Different types of clay have also emerged as potential nanofillers. The blending of
surface-functionalised clay platelets with a polymer matrix can yield a new class
of hybrid materials, commonly known as polymer clay nanocomposites (PCN).
These PCN are suited to a wide range of applications in automobile, construction,
packaging and biomedical applications. The mechanical and structural properties of
nanocomposites prepared by mixing NR latex with an aqueous dispersion of clay,
pre-swollen by using water in place of chemical modification by any organic cation
exchange, were studied by Rezende and co-workers [34]. The influence of non-rubber
components such as phospholipids, proteins and calcium cations (in particular) on
gel content, crystallite formation and interfacial compatibility on the mechanical
properties of both dialysed and non-dialysed NR latex–clay nanocomposites have been
reported by the authors. Nanocomposites of styrene-acrylic latex (polystyrene-co-butyl
acrylate-co-acrylic acid) containing Li, K or Ca of Na-montmorillonite (MMT) have
been reported to possess up to a ten-fold increase in the elastic modulus and two-fold
increase in the tensile strength depending on the counterion type. Using a quantitative
model, it was shown that a strong association between the clay lamellae with the
rubber matrix is formed by electrostatic attraction at organic/inorganic interfaces,
which is as strong as covalent bonding. Clay platelets were also observed to be well
dispersed and eventually form a translucent nanocomposite with enhanced solvent
resistance but anisotropic swelling behaviour. NR–clay nanocomposites, prepared by
latex mixing, can be used to produce macroscopically homogeneous films with an
excellent degree of exfoliation and dispersion of clay in a dialysed rubber. In this case,
the effective aspect ratio of the exfoliated clay falls in the range of a single clay lamella,
and stiffening of the nanocomposite occurs at a very low critical concentration that is
almost an order of magnitude lower than the spherical particles. Thus, enhancement
of mechanical properties at high uniaxial deformations is related to ordering of the
clay lamella inside the polymer framework, which causes strain-induced crystallisation
142
of the NR chains. For non-dialysed rubber, however, the high ionic strength and ionic
exchange phenomena of multivalent cations lead to attraction of the clay lamellae,
resulting in agglomeration, a lower degree of exfoliation and inadequate reinforcement
and technical properties of the designed nanocomposites.
A NR latex–clay nanocomposite film with a low level of clay loading has been
studied for oxygen permeability, which was found to decrease by 66% with 1 phr
of nanoclay loading [35]. Jacob and co-workers [36] have also reported the effect of
nanoclay interlayer distance on mechanical properties, cure characteristics and swelling
resistance. A 50% increase in tensile strength and 150% increase in elongation at break
were reported for the nanocomposite with 10% clay concentration. The permeation
resistance of the nanocomposite was confirmed by testing the barrier property of gas
permeability and fits well with Nielson’s model.
Das and co-workers [37] have observed that the extent of both intercalation and
exfoliation of clay platelets are increased by using stearic acid mixed with organo-
modified montmorillonite (OMMT) in place of MMT alone in melt mixing with
non-polar (NR, ethylene-propylene diene monomer, BR and so on) as well as polar
rubbers (such as NBR, polychloroprene and XNBR). However, the effect was more
prominent in non-polar rubbers, with a greater improvement in tensile strength and
elongation properties than in polar rubbers. The observation was further supported
by the results of analysis with a torque rheometer, morphology analysis by TEM,
X-ray diffraction, and the measurement of dynamic mechanical properties by dynamic
mechanical analysis (DMA), and so on. Beside stearic acid, the effect of increasing the
chain length of the fatty-acids on the extent of intercalation of OMMT in NR was
studied by Rooj and co-workers [38]. Docosanoic acid (with 22 carbon atoms) gives
rise to the highest interlayer spacing of all the fatty-acids studied. Wide-angle X-ray
diffraction, Fourier-Transform infrared spectroscopy, contact angle measurements and
so on were conducted to gain supporting evidence for enhanced intercalation assisted
by a higher chain length of fatty-acids other than stearic acid. Mechanical properties
like tensile strength, modulus and elongation at break were further correlated with the
SEM, TEM and X-ray characterisation data. The structure–property relationship of
the organoclay-filled NR/BR blends that are of interest to tyre tread applications has
been studied by Kim and co-workers [39]. Quite a few reviews on the topic of rubber
clay nanocomposites (RCN) have been published recently [40−43]. The emphasis has
been on scientific and patent literatures on the preparation, rheology, vulcanisation,
barrier, thermal, mechanical and DMA properties, including tyre engineering of the
designed RCN. Das and co-workers [44] have reviewed rubber-clay nanocomposites
with special reference to degree of dispersion, melt intercalation and exfoliation,
chemical modification and masterbatch formation of layered clays in a variety of rubber
matrices. Their results on the effect of the addition of OMMT and LDH on the curing,
mechanical, thermal and dielectric properties of different rubbers have been reported.
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N,N-dimethyldodecylamine (DDT)-modified organic layered silicate (OLS) of MMT-

filled SBR has been used to manufacture nanocomposites via the latex method. They
were further characterised by TEM, X-ray diffraction and so on for filler dispersion
and estimation of crosslink density in the presence of DDT [45]. A ternary filler
system (e.g., carbon black/silica/OLS) was used to formulate a tyre tread compound.
Calcium stearate (at 0.5 phr), in place of stearic acid, was found to be more effective
in improving the filler–rubber interaction because of a strong ionic effect between
the calcium cation and silicates (with anionic surfaces). The nanocomposites were
reported to have a low cost to high performance ratio, excellent tensile strength,
superior gas barrier property, and excellent dynamic mechanical properties, chipping/
cutting/wear resistances, flame retardancy, high temperature resistance and very
good anti-fatigue properties. The incorporation of layered silicate in solution SBR
has been used to develop green tyre compounds with a low rolling resistance and
high wet grip for effective application in tyre tread compounds [46]. They have
emerged as valuable materials for tyre inner tubes, inner liners and OTR tyre
tread, and also show potential for use in tyre tread formulations, replacing major
parts of carbon black in tyre formulations with a few parts of layered silicate (e.g.,
4−5 phr) to improve fatigue resistance and control the heat build-up effect without
greatly sacrificing the end-use properties. These advantages were attributed to clay
layers physically preventing the growing cracks from propagating and also inducing
molecular orientation during the stretching process [47]. These were clarified by a
molecular dynamics simulation method and TEM studies. SBR 1502 (styrene content
23%) filled with 6 phr of organoclay (Cloisite 15A) in association with 25 phr of
high abrasion furnace carbon black (N330) has been found to be very effective for
the development of tyre tread compound. The compound produces better rolling and
abrasion resistances, good wet grip and lowers heat build-up, with improved DMA
properties compared to conventional SBR-based tyre tread compound containing
40 phr N330 carbon black alone [48]. These observations are supported by X-ray and
TEM analysis. Use of about 5–90 phr layered silicate modified with alkylammonium
ions in tyre tread compounds containing conventional plasticiser and a standard sulfur
curative package in diene rubbers has been reported by Heinrich and co-workers [49].
Das and co-workers [50] have described the synergistic effects of an expanded and
stearic acid-modified organoclay and carbon black hybrid system in NR-based truck
tyre compounds. Stearic acid-modified clay was found to dominate the reinforcing
ability over the unmodified version, as found by the determination of mechanical,
dynamic mechanical and superior rolling resistance properties. Attapulgite, a
natural clay with the structural formula Mg5Si8O20(OH)2(OH2)4.4H2O and fibre-
like morphology, shows adsorption of organics on the clay surfaces. When used to
develop nanocomposites with NR, it shows enhancement in the curing rate as well
as the capability to compatibilise the immiscible blends of NR with other rubbers
[51]. The NR–attapulgite nanocomposites can significantly improve tensile strength,
wear resistance, thermal stability and solvent resistance. Purified and modified
144
attapulgite has therefore attracted considerable attention for the development of

rubber nanocomposites.
The successful use of nanoscale fillers in rubbers can generate improved wet skid
resistance, resulting in superior safety, reduced abrasion, as well as providing extended
service life to tyres. Among nanofillers, nanoclays are the most commonly used
commercial additive for the preparation of nanocomposites, accounting for nearly
80% of the total volume of nanofillers used in the rubber industry. Nanoclays are
less expensive than other fillers, and the rubber compounds made with them exhibit
an acceptable range of stiffness, toughness, excellent barrier properties, enhanced
heat deflection temperature, improved colourability and superior scratch, flame and
mar resistances. These particles have a coarser surface due to their higher surface
energy, and therefore produce stronger interactions with the rubber matrix, reducing
the inner friction and providing better rolling resistance. The nanoparticles also
reduce strain vibration, which occurs within tyre materials at high car speeds, and
give superior traction, especially on wet roads. Carbon nanofibres, CNT (mainly
multi-walled CNT), polyhedral oligomeric silsequioxanes and another polymorph
variety of carbon (graphene) are gaining importance. It has been reported that CNT
can improve tensile strength (600%), tear strength (250%) and hardness (70%) of
SBR in tyre applications [52].
In tyre engineering, the incorporation of rubber nanocomposites into tyre components

is of interest because of the higher overall performance, reduced weight and cost,
lower rolling resistance, better fuel efficiency, safety and driving comfort, and reduced
complexity of construction. Tyre tread performance also depends on (i) lower heat
build-up preventing premature tyre failure; (ii) improved traction with the road surface;
(iii) better wear and tear resistances; (iv) better air retention; and (v) improvement in
aesthetic appeal, for example a choice of colourability/transparency beyond meeting
specific requirement (e.g., the use of brominated isobutylene-co-paramethylstyrene
rubber in the tread for winter traction tyres on icy/asphalt surfaces or on snowy
glaciers). Nanosized carbon black, with its extremely low surface area, provides an
excellent match between hysteresis and the abrasion resistance of rubber vulcanisate,
and is therefore in overwhelming demand for tyre tread. Together with the use
of nanoclay or nanosilicas (including organosilane or other coupling agents), the
performance of tyre treads is significantly improved, as well as providing a cost
benefit, personal safety and satisfactory environmental norms. The rolling resistance
of tyres can be improved using a carbon black–silane-treated silica combination, and
the stopping distance of a car on wet roads can be reduced by 15−20%, together with
a reduction of 5% in fuel consumption. Sanchez and co-workers [53] have reviewed
the applications of hybrid organic–inorganic nanocomposites based on rubber clay
(vermiculite) and the scope of development of a core–sheath type of structure to
improve gas barrier properties in tyres for bicycles, cars and trucks.
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For the automobile sector up to 2015, the projected market share for the use of
nanomaterials and technologies is 23% [54]. The major automotive tyre producers
in the international market are Yokohama Tyre Corp. (Japan), Pirelli S.p.A. (Italy),
Goodyear Tire & Rubber Co. (USA), Continental AG (Germany), InMat Inc. (USA),
and so on. Elastomeric nanocomposites are used in tyre models such as the Goodyear
UltraGrip Ice+, Continental EcoContact5, Michelin Energy Saver and Pirelli Cinturato
P1.
5.7 Run-Flat Tyre
These types of tyre are designed to give temporary relief after an accident (such
as deflation as a result of puncture). The vehicle can be driven, at a reduced speed,
for a limited period of time depending upon the extent of damage. A run-flat tyre
can help the driver by providing the flexibility to maintain his time schedule. The
main factors governing the load capacity of a tyre are the size of the air ensemble
between the tyre and the wheel and the strength of construction and materials
used in making the tyre body to hold the requisite air pressure. Flattening or
‘blow-outs’ occur due to air leakage, so monitoring air pressure in real time is
important. If a tyre can temporarily retain vehicle mobility, even after its air
pressure decreases or is lost, this brings great benefit. Three main techniques are
used for the construction of run-flat tyres: self-sealing, self-supporting and the
use of an auxiliary system [55].
5.7.1 Self-sealing
Rubbers have unique visco-elastic properties, with extensibilities of up to 700%

but able to recover their original shape and size on release of an externally applied
stress. Rubber elasticity is provided by macromolecular chains, which are either
covalently crosslinked or connected in a network by physical associations as
segments of glassy or crystalline domains, ionic aggregates or joined through
multiple hydrogen bonds. These crosslinked or physical associations prevent the
flow of rubber and restrict the tendency to creep. In a self-healing system, when a
tyre is broken or cut it can be repaired by bringing the fractured surfaces together
to touch, whereupon they self-heal at room temperature. Repaired portions also
regenerate their inherent characteristics of extensibility and reversibility. This
behaviour is in striking contrast to conventional crosslinked or thermo-irreversible
rubbers, which cannot be repaired to rework after fracture. Design of ditopic and
multitopic molecules, which are able to form long-lived chains and show polymer-
146
like behaviour in solutions and in bulk, have been reported by Cordier and co-
workers [56]. These molecules are used to develop a supramolecular assembly to
generate self-healing and a thermoreversible type of rubber. Another example of a
self-healing rubber composition is a functional elastomer consisting of a monomer
with one conjugated diene, one vinyl aromatic monomer, plus a functional group of
a multidentate ligand of polyamine or polycarboxylic acids bonded to polymer. They
are capable of complexing and encapsulating a metal ion partitioned by an adhesive,
as reported in a US patent [57]. Self-sealing tyres are designed predominantly to
fix punctures in the tread area, and have an extra lining inserted inside the tread
area that is coated with a sealant. A seal is first provided around the object when
punctured, and the hole is then cemented when the object is removed. The sealing
process is very fast, so the loss of air is negligible. Sealants are generally injected
through the tyre valve, distributed within and throughout the tyre inner surface
during tyre rotation and permanently seal most punctures from nails, bolts or screws
up to 3/16 inch in diameter.
5.7.2 Self-supporting
Self-supporting tyres have a rather stiffer internal construction than standard tyres,
which is capable of temporarily carrying the weight of the vehicle, even after the
tyre loses all its air pressure. These tyres typically have rubber inserts next to or
between the layers of heat-resistant cords in the sidewalls to help prevent the cords
from breaking in the event of major loss of air pressure. They also contain a special
type of bead that allows the tyre to firmly grip the wheels in an air loss situation.
Self-supporting run-flat tyres efficiently mask temporary loss-of-air symptoms, so
a tyre pressure monitoring system (TPMS), described in Section 5.8, is required to
alert the driver. Without a TPMS, the driver may not notice under-inflation and
thus not take the necessary action to inflate or repair the tyre at the first available
opportunity.
5.7.3 Auxiliary Supported Run-Flat System
This type of run-flat tyre is attached to a special rim containing a support ring made
of steel that is connected to the wheel of the tyre. This ring supports the weight of
the vehicle on flattening of a tyre and shoulders most of the mechanical tasks done
by a standard tyre using the run-flat capability of the wheel.
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Tyre Retreading
5.7.4 Commercial Makers of Run-Flat Tyre
In 1934, Michelin introduced a tyre for military armoured vehicles with a safety rim
inside the tyre that can run on a special foam lining after a puncture. The tyre is also
‘semi-bullet proof’. Although its performance is satisfactory, its higher manufacturing
cost prohibits its use as run-flats for private automobiles. The commercial market
for self-supporting run-flat tyres started in 1935. These tyres had a fabric inner for
protection against blow-outs. In 1958, Chrysler, in collaboration with Goodyear Tire
and Rubber Company, USA, developed a run-flat tyre using a specialised captive air
interlining to carry the weight of the tyre. In 1972, Dunlop launched a combined
Denovo ‘fail-safe’ wheel and tyre system. The company had also evolved the TD/
Denloc in 1983 by using the Dunlop Self-Supporting Technology and Run-on-Flat
(ROF) tyre. Bridgestone’s run-flats use their ‘Cooling Fin’ technology and are applied
to sports utility vehicles (SUVs), minivans and large passenger cars where the high
tyre cross-section causes a significant rise in heat in the sidewalls and loss of air on
continuous driving. The technology minimises the heat caused by deformation of
the reinforced sidewall, with airflow created by the protrusions on the surface of the
sidewall facing towards the centre of the wheel cooling the sidewall itself [58]. In the
late 1980s, Porsche introduced a run-flat for use in its 959 sports car that does not
disintegrate on a test track, even at very high-speeds. The tyre uses a special wheel
design to keep the tyre in place when deflated, thus preventing its use other than in
specified conditions [59]. Similarly, there are few other models that accommodate
run-flat tyres such as Firestone’s Run-Flat Tyre, the Goodyear Extended Mobility Tyre
and ROF, Kumho XRP, Michelin Zero Pressure, Pirelli RFT (Run-Flat Technology)
and Yokohama Run-Flat and Zero Pressure System. The International Organization
for Standardization has adopted a run-flat extended mobility system featuring an
additional support ring attached to the wheel that can support the weight of the
vehicle in the event of loss of pressure. Although these systems (e.g., Michelin’s PAX)
can offer better riding quality because of the sidewall stiffness, which is equivalent
to a standard tyre, the requirement for special wheels increases their cost and limits
their widespread use.
5.7.5 Performance Characteristics and Use of Run-Flat Tyres
Depending on their design, some run-flat tyres are superior to standard tyres and
improve fuel efficiency, while others show a 20% increase in rolling resistance. Internal
bracing in some run-flat varieties reduces deformability. However, due to additional
reinforcement in the tyre sidewalls, run-flat tyres usually give a more stable ride. The
primary benefit of using run-flat tyres is continued mobility in the case of a sudden
loss of air pressure while the vehicle is travelling on highways where a service station
may be located far off, thereby allowing time schedules to be maintained.
148
Self-supporting run-flat tyres have now become common on light trucks and passenger
cars in the USA and Europe. Automanufacturers promote these tyres as an alternative
to carrying a spare tyre. However, if a tyre is irrepairably damaged by puncture in the
sidewall or at the edge of the tread, their repair may be difficult or unsafe. Furthermore,
these tyres carry a 20−40% weight penalty over standard tyres. The thicker sidewall
also reduces the average vehicle fuel mileage.
Run-flat tyres account for only 1−3% of replacement of total tyre sales, but are likely
to pick up with the growth of the luxury car market and their popularity for use in
armoured vehicles. A Michelin study released in 2008 found that only 3% of drivers
worldwide want run-flat tyres. The US market share is well below 1%. Honda Motor
Co., USA, in 2009 introduced run-flat tyres in their Honda Odyssey, Touring and
Acura RL models.
5.8 Tyre Pressure Monitoring System
This is an automatic troubleshooting device that continuously monitors tyre pressure,

identifies discrepancies, if any, in the inflation of one or more tyres, and warns the
driver with real-time information [60]. Accordingly, sensors are integrated into each
wheel (including the spare wheel). The wheel transmits radio signals to a control
unit located at the rear of the vehicle and provides information about tyre pressure,
temperature and so on. The information is displayed on an onboard computer located
in front of the driver’s seat. There are two types of TPMS, direct and indirect. The
direct monitoring system comprises a pressure sensor located on a valve-mounted
stem in the tyre and a wireless transmitter. This gives direct pressure readings. Indirect
or band-mounted system sensors are attached to the wheels themselves, where they
monitor and compare the wheel speed of each tyre to determine if there is any under-
inflation. This system works on wheel speed data; a small tyre will rotate faster than
a larger one, and an under-inflated tyre will be smaller than a correctly inflated tyre.
These differences are measurable using speed sensors in anti-lock braking system/
electronic stability control systems or by using spectrum analysis with advanced
signal processing software for individual wheels. Indirect TPMS systems are more
sensitive to the influences of different tyre types and external influences such as
road surface and driving speed. TPMS can be fitted to all conventional or run-flat
tyres and gives the driver audible and visual radio signals with an individual wheel
identification code to ensure that all tyres are properly inflated within the limits
of normal fluctuations of pressure and temperature resulting from changes in the
environment and driving conditions. Tyres lose inflation over time and require
regular checks to maintain the prescribed pressure (between 28−35 psi), as this plays
a significant role in providing a stable ride and good vehicle performance, decreased
downtime and maintenance, lower fuel consumption as well as extended service
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Tyre Retreading
life. Continuous use of an under-inflated (more than 25%) tyre will put additional
stress on sidewalls. Under-inflated tyres become hotter, and that heat can lead to
tyre failure. Tyres will have a reduced life span, and tyre blow-outs, delamination
or tread separation can result in accidents.
However, putting TPMS systems in place has financial implications. The batteries
(normal life about a decade) of sensors fail and break, especially in extreme climates
or under icy and salty conditions. Generally, the batteries are not repairable and
the entire sensor has to be changed. There is also normal wear and tear of sensors
over time. Furthermore, every time the tyre is replaced, retreaded, balanced, or is
in an accident, the TPMS must be newly reprogrammed and reactivated. There is
also a lack of standardisation. TPMS can only work with compatible sensors in
the tyres. Sometimes, during normal tyre service and routine filling of air, indirect
sensors will need to be reset, or the sensor will indicate a bigger tyre on refill and
send a false signal to the driver that the tyre is over-inflated. The TPMS is not a
stand-alone safety device and does not relieve drivers of the responsibility to check
(with a pressure gauge) and maintain the correct tyre pressure, but it reduces the
frequency of having to do so.
In all light motor vehicles manufactured after 2007 in the USA, and all new passenger
cars manufactured in the European Union from November 2014, it is mandatory to
implement TPMS systems (in the US under the Transportation Recall Enhancement,
Accountability and Documentation Act) [61]. The introduction of run-flat tyres has
made the use of TPMS mandatory, to help in meeting the legal requirement for their
use. With a run-flat tyre, the driver does not necessarily notice that the tyre is running
flat and needs extra warning. The indirect TPMS system, as well as providing an
alarm, advises the driver not to drive beyond the recommended speed of 80 km/h
and more than a total distance of 80 km after the puncture.
5.9 New-Generation Tyres
Bridgestone Corporation has reported the development of its ‘air free concept (non-
pneumatic)’ new-generation tyres, which feature improved load-bearing capabilities,
low rolling resistance with reduced CO2 emissions, better driving performance, as well
as being environmentally friendly [62]. These tyres have high-strength flexible spokes
made of thermoplastic resin. The spokes are stretched towards the inner side of the
tyres, supporting the weight of the vehicle and reducing stress and deformation. There
is no need to periodically fill these tyres with air, little worry about small punctures,
and recyclable materials can be used for the construction of the spokes and tyre tread
to meet environmental norms. There is also the concept of the development of ‘smart’
tyres, using two kinds of chip. A passive chip patched to the tyre transmits information
150
such as identification number, tyre type and date of manufacture. An active chip
provides real-time information about temperature and tyre pressure, which may be
reprogrammed after each retreading operation. These chips allow improved tyre usage
efficiency, continuously evaluating and reviewing operating conditions and assuring
that a higher percentage of used tyres are suitable for retreading.
Sumitomo Rubber Industries Ltd, on behalf of Dunlop, has reported a new-generation

run-flat tyre that includes a combined-technology tyre profile, an aramid casing, the use
of high-thermal-conductivity materials in the construction of the tyre, and a dimpled
sidewall. It is claimed that the tyre weight can be reduced, as well as a substantial
reduction of stiffness of the tyre, resulting in a driving comfort that is equivalent or
better than that of a standard tyre [63]. The American Engineering Group (AEG), USA,
and India are working on a joint venture to develop bomb-proof zero-pressure tyres for
pick-up trucks (heavier load vehicle), which continue to function even after gunshots
or exposure to improvised explosive devices (IED). The prototype tyre demonstrates
better heat dissipation, a robust design and the capability to escort soldiers away from
the battlefield to a safe zone with a comfortable ride. Normal run-flats cannot work
in an IED situation, but the AEG zero-pressure tyre can still function to enable the
vehicle to travel for 30 miles at a speed of 30 m/h [64]. The design of this tyre can be
extrapolated for use in tyres made for all-terrain, construction and mining vehicles.
5.10 Summary
The emergence of new models of cars, trucks, buses and other vehicles to cope
with the increasing human population and maintain mobility has facilitated tyre
retreading practice as a potential commercial and competitive venture. A retreaded
tyre costs less than a new tyre, so a user may prefer to use them in order to make
savings on ongoing tyre expenditure. The most common process used to apply new
tread to a properly buffed tyre is the conventional ‘hot cap’ process. However, this
is appropriate for bias or cross-ply tyres, but not radial tyres, which are becoming
increasingly popular in the automobile sector. The precured retreading process, which
can be used for radial tyres, requires a separate process that is 30−50% costlier than
the hot cap process. This means that, at least in India, in spite of precured retreaded
tyres demonstrating better reliability and enhanced service life, the ‘hot cap’ process
remains prevalent. It is only government organizations, state transport corporations
and large transport owners that can afford to absorb the higher costs of precured
retreading. However, the preference for and market share of the precured technique
are expected to grow with the increasing acceptance by users and improved safety
associated with the technology. Adhering to the budgetary constraints of precured
retreading, together with the growth in the capability of firms undertaking the job, are
important. Aircraft tyres have demanding specifications, but retreaded aircraft tyres
151
Tyre Retreading
are used in abundance in the USA, Europe and the rest of the world, so retreading
technology is quite established and meets quality, economy and eco-efficiency norms.
Off-road machines such as earth excavators are other big users of retreads. Most
of the retread market is composed of large fleet operators and frequent buyers of
replacement tyres. Retreading thus provides an extended useful lifetime of a worn-
out tyre in terms of kilometres and also contributes fuel efficiency, the maintenance
of wet grip and control of external rolling noise.
Rubbers (natural and synthetic) are important engineering materials and have
made good progress with the advent of nanotechnology. The introduction of new
functionalities while maintaining an affordable cost/benefit ratio is important. In this
context, the following major benefits can be derived from using rubber nanocomposites
in tyres and in tyre retreading:
• The production of lighter-weight tyres, using much lower loading of nanofillers

than conventional macro-sized fillers.
• Substantial improvement in mechanical, thermal, barrier, flame resistance and

functional properties (e.g., anti-skid, rolling resistance and abrasion resistance).
• A requirement for lower power input, and thus energy savings, in processing of
the rubber compounds compared with those containing macro-sized fillers (e.g.,
carbon black and silica).
• Rubber nanocomposites also meet safety, environmental and green technology

norms.
Carbon black is the most common reinforcing filler used in rubber. However,
suitably modified and engineered nanoclays, with their very good gas barrier, thermal
resistance and so on, show promise for partial replacement of carbon black or use
in combination with it in tyre compounding. Rubber-toughened thermoplastics
containing nanoclay are more attractive than conventional rubber–plastic blends
for automotive applications. Rubber nanocomposites with nanofillers such as CNT,
LDH and metal oxides are less common. However, nanofillers are sometimes used for
specific applications. For example, high-surface-area nano zinc oxide (ZnO) is more
efficient as an activator and preservative of rubber compounds than conventional ZnO.
Studies are also under way regarding the design and development of nanocomposites
using a hybrid filler system, generally a combination of carbon black and one or more
other nanofillers, to form multifunctional rubber nanocomposites. Despite substantial
progress made in the area, further studies are needed to investigate the effect of
incorporating curing agents inside the clay galleries of nanoclay to develop in situ
cured rubber nanocomposites. Further development is also needed to find effective
152
methods for the homogeneous dispersion of nanoparticles into rubbers, understanding

the interfacial properties of the rubber–nanoparticle framework, and simulation and
modelling tools to correctly predict percentage gain in the final mechanical properties
of the designed nanocomposites.
A standard tyre crumples immediately after deflation following a puncture, making it

unusable for further driving. A run-flat tyre can maintain the mobility of the vehicle
for a short distance with reduced speed, so emergency replacement is avoided. The
damaged tyre can then be repaired or replaced at a convenient time. While run-flats
offer safety, continuity and confidence to a driver, they do have shortcomings. They
invariably require a TPMS, making them 30−40% more expensive than standard
tyres. They are not readily available, are difficult to fit onto some types of vehicle,
are fuel expensive, and their introduction is not mandatory for tyre manufacturers.
The thicker and heavier sidewalls of run-flats also lead to compromises between
driving comfort and the necessity to always keep a spare wheel as a reserve because
the maximum distance of 80 km over which the inflated tyre can run is comparatively
small, and there is the added requirement for a facility to transmit awareness of the
tyre puncture to the driver.
5.11 Acknowledgement
Thanks go to Shri Soman Chellappan, Managing Director, Janatha Rubber Industries*,

Salem, 636015, TN, India, for kindly providing supplementary literature on the
inspection of tyre failure and photographs of damaged tyres.
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6
Testing and Quality Assurance for the Tyre
Retreading Industry
Samar Bandyopadhyay
6.1 Introduction
The analysis of materials is directly concerned with the use of rubber and other raw
materials as well as finished retreaded tyre in the tyre retreading industry. It is very
important to gain as much information as possible about the material [1]. The analysis
of elastomeric materials should be based on comparing the material with a properly
chosen control material. Values obtained for controls are often used for quantitative
calculations of an unknown value.
Material analysis is also an important element of testing in the tyre retreading

industry, whether for quality assurance or developmental activities [2]. The analysis
of raw materials generally falls into one of two types: (i) a chemical method or
(ii) an instrumental method. For quality assurance testing of raw materials, the results
are compared with an available standard specification [3].
The specification of a raw material is based on the requirements or particular

application. Such standard specifications for raw materials in the rubber industry are
laid down by national and international standards institutions [4]. The preparation
of a sample is important in order to obtain a representative specimen. A number of
different sample preparation techniques are available, depending on the analysis to
be performed [5].
Rubber has unique and wide ranging properties, and it is necessary to understand
these before incorporating them into products like tyres, hose, conveyor belts,
bridge bearings, shoe sole, cable, mounts, gaskets, seals and rocket insulation [6].
Rubber differs considerably from other engineering materials in that it is the most
highly deformable material, exhibiting virtually complete recovery, and it is fairly
incompressible with a bulk modulus some thousand times greater than its shear
modulus [7] .
Two types of testing are discussed in this chapter: (i) chemical analysis and (ii) physical
analysis. Both the type of analysis and its importance in the assurance of quality for
retreading will be separately discussed in the following sections.
Tyre Retreading
6.2 Chemical Analysis
Chemical analysis of materials is the first step in any rubber and allied industry. This
helps the user to understand the behaviour of the materials during processing, storing
and end-use. Chemical analysis is generally performed for a representative sample
taken from the bulk, so the sample preparation technique plays an important role.
In general, sample preparation for chemical analysis is done by homogenisation of
the material [8−12].
The retreaded rubber product industry also requires chemical tests for quality control,
material development purposes, and research and development (R&D) [13]. A number
of chemical analyses for the different materials used in the tyre retreading industry
are performed to check the quality of the materials.
A summary of the different chemical analyses required to characterise raw materials,

their definition, significance and method used, different critical controlling parameters,
basic necessary tools for analysis and widely used instrumental techniques [14, 15]
is given in Table 6.1.
Table 6.1 Chemical analysis of different raw materials at a glance

Sl. Raw materials Chemical analysis ASTM standards
No.
1 Rubber Specific gravity D1298-12b
Ash (%) D5667-95 (2010)
Dirt content of NR (%) D1278-91a (2011)
Volatile matter (%) D5668-09 (2014)
Nitrogen content (%) D3533-05
Stabiliser and bound styrene (%) D1416-89
Organic acid and soap (%) D1416-89
Oil content (%) D1416-89
Micro structure D3677-10e1
Copper and manganese content of NR D4075-06 (2012)
(ppm)
160
Testing and Quality Assurance for the Tyre Retreading Industry
Table 6.1 Continued

2 Carbon black Specific gravity D1817-05 (2011)
Ash (%) D1506-99 (2013)
Heat loss (%) D1509-95 (2012)
Oil absorption (cc/100 g) D2414-11
Pour density (kg/m ) 3
D1513-05 (2012)
Iodine adsorption number (g/kg) D1510-13
Residue on sieve (%) D1514-04 (2011)
Pellet hardness (gmf) D5230-14
Tint strength D3265-11
Toluene extract (%) D1618-99 (2011)
pH D1512-05 (2012)
Sulfur content (%) D1619-11
Nitrogen surface area (m /g)2
D6556-10
3 Processing oils Specific gravity D1298-12b(**)
Kinematic viscosity (cst) D445-14e2(**)
Flash and fire point (°C) D92-12b(**)
Pour point (°C) D97-11(**)
Aniline point (°C) D611-12(**)
API gravity D1298-12b(**)
Clay-gel analysis (%) D2007-11(**)
Viscosity gravity constant D2501-14(**)
Refractive index D1218-12(**)
4 Antioxidant Specific gravity D1817-05 (2011)
Ash (%) D4574-06 (2012)
Heat loss (%) D4571-06 (2012)
Softening point (°C) E28-14 (*) and also
by DSC
Melting point (°C) D1519-95 (2014)
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Table 6.1 Continued

5 Zinc oxide Zinc oxide content (%) D3280-85 (2009)
Heat loss D280-01 (2012)
Acidity (%) D4569-06 (2012)
Sieve residue (%) D4315-94 (2012)
Total sulfur (%) D3280-85 (2009)
Lead and cadmium content (%) D4075-06 (2012)
Particle size (nm) D3037-93
Nitrogen surface area (m /g)
2
D6556-14
6 Stearic acid Specific gravity D1817-05 (2011)
Drop melting point (°C) D127-08
Acid number D1980-87 (1998) (*)
Iodine number D1959-97(*)
Ash (%) D4574-06 (2012)
Saponification number D1962-86 (1996)(*)
Fe, Ni, Cu, Mn content (ppm) D4075-06 (2012)
Titer (°C) D1982-13
7 Accelerator Specific gravity D1817-05 (2011)
Final melt point (°C) D1519-95 (2014)
% Assay of sulfenamide accelerators D4936-10
Free mercapto benzothiazole in MBTS (%) D5044-06 (2012)
Ash (%) D5044-06 (2012)
Heat loss (%) D4574-06 (2012)
Solubility/insolubility (%) D4574-06 (2012)
Sieve residue (%) D4934-02 (2012)
8 Retarder Specific gravity D1817-05 (2011)
Ash (%) D4574-06 (2012)
Heat loss (%) D4571-06 (2012)
Solubility (%) D4934-02 (2012)
Melting point (°C) D1519-95 (2014)
162
Table 6.1 Continued

9 Soluble/ Specific gravity D1817-05 (2011)
insoluble Ash (%) D4574-06 (2012)
sulfur
Heat loss (%) D4571-06 (2012)
Oil content (%) D4573-03 (2014)
Sieve residue (%) D4572-89 (2012)
Acidity (%) D4569-06 (2012)
Total sulfur (%) D4578-06 (2012)
Insoluble sulfur (%) D4578-06 (2012)
10 Resin Ash (%) D4574-06 (2012)
Heat loss (%) D4571-06 (2012)
Softening point (°C) E28-14 (*)
Acid number D1980-87 (1998) (*)
Solubility/insolubility (%) D4934-02 (2012)
11 Silica Specific gravity D1817-05 (2011)
Heat loss (%) D6738-11
pH D6739-11
Nitrogen surface area (m /g)
2
D1993-03 (2013)
Residue (%) D1514-04 (2011)
12 Peptiser Specific gravity D1817-05 (2011)
Ash (%) D4574-06 (2012)
Sieve residue (%) D5461-06 (2012)
Heat loss (%) D4571-06 (2012)
13 Adhesion Specific gravity D1817-05 (2011)
promoter Final melting point (°C) D1519-95 (2014)
Heat loss (%) D4571-06 (2012)
Insolubility/solubility (%) D4934-02 (2012)
14 Clay Specific gravity D1817-05 (2011)
Heat loss (%) D4571-06 (2012)
pH of aqueous extract D1512-05 (2012)
Sieve residue (%) D5461-06 (2012)
Manganese content (ppm) D4075-06 (2012)
Copper content (ppm) D4075-06 (2012)
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Table 6.1 Continued

Note: All methods are from ASTM Volume No. 09.01
*These methods are form ASTM Volume No. 06.03
**These methods are from ASTM Volume No. 05.01
API: American Petroleum Institute
ASTM: American Society for Testing and Materials
DSC: differential scanning calorimeter
MBTS: Dibenzothiazyl disulfide
NR: Natural rubber
Reproduced with permission from Rubber Science and Technology, Ed., R.

Mukhopadhyay, Shantinath Printing Udyog, Udaipur, Rajasthan, India, 2006. ©2006,
Shantinath Printing Udyog [2]
6.2.1 Chemical Analysis: Definition, Significance and Procedure of

Measurement
6.2.1.1 Specific Gravity: Definition, Significance and Measurement

Procedure
This is the ratio between the weight of a unit volume of a vulcanisate and the weight
of the same volume of water at a given temperature. It is an important parameter
for checking accuracy in compounding and serves as a guide in comparing relative
compound costs. There are three major ways to determine the specific gravity: (i) the
hydrometer method (used for liquid materials), (ii) the direct weight method (used
for solid materials), and (iii) the liquid displacement method (used for polymeric
materials).
6.2.1.2 Ash Content: Definition, Significance and Measurement Procedure
Ash is the residue obtained after ignition of materials at high temperatures. Ash mainly
comprises inorganic impurities such as copper, manganese and so on. These impurities
can have serious implications for the properties of final products. A weighed amount
164
of sample is ignited in a muffle furnace at 900 °C (for rubber at 550 °C). Residual
material is determined as the ‘ash percentage’.
6.2.1.3 Heat Loss: Definition, Significance and Measurement Procedure
This is the weight loss of materials, measured at around 60−70 °C for rubber chemicals
and at 125 °C for carbon black. The heat loss of rubber chemicals represents low-
boiling-point organic materials present in the sample. For carbon black, the heating
loss consists primarily of moisture, but other volatile matter may also be lost.
A weighed amount of sample is heated under controlled temperature and the loss in
weight is a measure of heat loss.
6.2.1.4 Melting Point: Definition, Significance and Measurement

Procedure
This is the temperature at which the material changes its phase from solid to liquid
under specified conditions. Melting point is an important tool with which to identify
materials and to check their purity. It also helps to predict the processing characteristics
of materials. Two methods are mainly used: (i) capillary methods and (ii) differential
scanning calorimetry.
6.2.1.5 Acidity: Definition, Significance and Measurement Procedure
This test method analyses the acid material, which dissociates in distilled water. Acidity
determines the effect of raw materials on the vulcanisation system and on the rate of
vulcanisation. Acidity is determined by titration.
6.2.1.6 Insolubility: Definition, Significance and Measurement Procedure
This test method is a general procedure to identify insoluble impurities in suitable

organic-solvents. Solubility is an important parameter with which to characterise
sulfonamide-type accelerators. Because MBTS is a primary degradation product of
sulfenamides, the detection of MBTS is a means of assessing the possible degradation of
sulfenamides. Insolubles are a means of determining the MBTS content of sulfenamide.
This also indicates the purity of materials. A specimen is dissolved in a prescribed
solvent, stirred, and filtered through a Gooch crucible. The insoluble content is
calculated from the amount of residue.
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6.2.1.7 Oil Content: Definition, Significance and Measurement Procedure
This test method determines the amount of hydrocarbon oils added to oil-treated
materials. This parameter helps to control fly loss (which occurs when any powdery
material is discharged from a height) and proper dispersibility of materials in the
rubber matrix. It is measured by extracting the oil with suitable solvents.
6.2.1.8 Softening Point: Definition, Significance and Measurement

Procedure
The softening point is the temperature at which a disk of sample held within a horizontal
ring is forced downward a distance of 25.4 cm under the weight of a steel ball as the
sample is heated at 5 °C/min in a glycerin or silicon oil bath. The softening point is
generally measured for polymeric materials. It indicates the average molecular weight
as well as processing temperature. It also indicates the dispersibility of the materials at
the processing temperature. Softening point is measured by the ring and ball method.
6.2.1.9 Acid Number: Definition, Significance and Measurement

Procedure
This is the number of milligrams of KOH required to neutralise the fatty-acids in

1 gm of sample. This analysis is required to determine the acidity of certain rubber
chemicals, which may affect the vulcanising reaction. It is determined using the
titrimetric method.
6.2.1.10 Saponification Number: Definition, Significance and

Measurement Procedure
This is represented as the number of milligrams of KOH reacting with 1 g of sample. It

is a measure of the alkali reactive group. A higher saponification number than normal
indicates that the fatty-acid has been oxidised. Saponification number is measured
by titrating with KOH.
6.2.1.11 Iodine Number: Definition, Significance and Measurement

Procedure
This is a measure of the number of centigrams of iodine required for 1 g of sample.

Iodine number is used to measure the unsaturation in organic materials and provides
166
an indication of the stability of materials. The determination of iodine value is based

on the absorption of iodine under conditions selected to promote stoichiometric
relations.
6.2.1.12 Toluene Discolouration: Definition, Significance and

Measurement Procedure
This method describes the degree of toluene discolouration by carbon black

extractables. The toluene discolouration value provides an estimate of toluene-soluble
discolouring residues present on the carbon black. Toluene discolouration is measured
by the transmittance, at 425 nm, of the filtrate obtained from the toluene extract of
carbon black, compared to that of pure toluene.
6.2.1.13 Sieve Residue: Definition, Significance and Measurement

Procedure
This test method describes a procedure for the qualitative evaluation of aggregate size
and the aggregate size distribution of powdery chemicals. This test method is used to
evaluate the suitability of powdered rubber chemicals for use in rubber compounds
that require very small particle clusters to achieve uniform crosslinked networks and
is intended to be used to ensure that no excessively large particles are present that
would result in network ‘flaws’.
A sample of powdered rubber chemicals is wetted with a dilute aqueous solution of

defoamer (Triton X-100).The sample is transported by water flow through stacked
sieves arranged in order of decreasing mesh size. The material retained on the face
of each sieve is dried in an oven. The dry mass of retained material is obtained for
each sieve. The percent of retained material is calculated on the basis of the original
sample mass.
6.2.1.14 Pour Density: Definition, Significance and Measurement

Procedure
The pour density of carbon black is defined as the mass per unit volume of
pelleted carbon black. This factor is useful to estimate the weight–volume
relationship for certain applications, such as automatic batch loading systems,
and for estimating the weights of bulk shipments. Pour density is measured by
estimating the amount of carbon black (in grams) in a fixed-capacity (624 cm3)
cylindrical container
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6.2.1.15 Iodine Adsorption: Definition, Significance and Measurement

Procedure
This is a measure of the number of grams of iodine adsorbed per kilogram of carbon
black under specified conditions. It is related to the surface area and is generally in
agreement with the nitrogen surface area. The presence of volatiles, surface porosity or
extractables will influence the iodine adsorption number. A weighed sample of carbon
black is treated with a portion of standard iodine solution and the mixture shaken and
centrifuged. The excess iodine is then treated with standard sodium thiosulfate solution,
and the adsorbed iodine is expressed as a fraction of the total mass of carbon black.
6.2.1.16 Surface Area: Definition, Significance and Measurement

Procedure
This is defined as the area in square metres per gram and indicates the effective area
available for interaction with rubber. This is generally measured for fine particles
such as carbon black, ZnO and precipitated silica. The higher the surface area,
the higher the effectivity of the materials. Surface area is measured by the
Brunauer–Emmett–Teller method.
6.2.1.17 Oil Absorption: Definition, Significance and Measurement

Procedure
This test method determines the oil absorption number of carbon black. The oil
absorption number is related to the processing and vulcanisate properties of rubber
compounds containing carbon black. It also provides an indication of the structure of
carbon black. In this test method, oil is added via a constant-rate burette to a sample
of carbon black in the mixer chamber of an absorptometer. As the sample absorbs
the oil, the mixture changes from a free flowing state to a semi-plastic agglomeration,
with an accompanying increase in viscosity. The increased viscosity is transmitted
to the torque-sensing system of the absorptometer. When the viscosity reaches a
predetermined torque level, the absorptometer and burette will shut off immediately.
The volume of oil per unit mass of carbon black is the oil absorption number.
6.2.1.18 Pellet Hardness: Definition, Significance and Measurement

Procedure
This represents the force required to fracture or crush a carbon black pellet. Pellet
hardness is related to several carbon black characteristics, including mass strength and
168
attrition. The subsequent level of dispersion in some mixed compounds containing

carbon black may be affected by pellet hardness. Pellet hardness is measured by a
pellet hardness tester.
6.2.1.19 Tint Strength: Definition, Significance and Measurement

Procedure
This is the ratio, expressed as tint units, of the reflectance of a standard paste to a
sample paste, both prepared and tested under specified conditions. For broad range of
commercial rubber-grade carbon blacks, tint strength is highly dependent on particle
size. It can be used as an indication of particle size, but tint strength is also dependent
on structure and aggregate size distribution. This means that differences in tint strength
within grades of carbon black may reflect differences other than particle size.
A carbon black sample is mixed with a white powder (ZnO) and epoxidised soyabean
oil to produce a black-grey paste. This paste is then spread to produce a surface suitable
for measuring the reflectance of the mixture with a photo-electric reflectance meter.
The reflectance of the tested sample is then compared to the reflectance of industrial
tint reference black (ITRB) prepared in the same manner. The tint strength of the
sample is expressed in units of reflectance of the ITRB divided by the reflectance of
the sample multiplied by 100.
6.2.1.20 Organic Acids: Definition, Significance and Measurement

Procedure
This method is intended to determine the organic acid remaining in a synthetic rubber.
Organic acids in the polymer may affect the cure rate of compounded stock. Thin
narrow strips of dried rubber are extracted twice in hot extraction solvent. The solvent
extracts are titrated against sodium hydroxide solution using a chosen indicator.
The titration and sample mass are used to calculate the organic acids.
6.2.1.21 Nitrogen Content: Definition, Significance and Measurement

Procedure
This method outlines the procedure to determine the total nitrogen in natural and
synthetic rubbers and other nitrogen-containing raw materials. The determination of
nitrogen in NR is usually carried out in order to arrive at an estimate of the protein
content. This is required to assess the quality of the material and its processing
characteristics. This method involves digestion of the rubber with a catalytic mixture
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followed by distillation from a strongly alkaline solution. The distillate is absorbed

in a boric acid solution and the excess base is titrated against the acid.
6.2.1.22 Assay of Accelerators: Definition, Significance and Measurement

Procedure
Determining the percent active content is known as an assay. This test method is
designed to assess the purity of accelerators. These products are used in combination
with sulfur for the vulcanisation of rubber. For most commonly used sulfenamide
accelerators, a weighed specimen is dissolved in an appropriate solvent, the ‘free
amine’ blank is titrated with standard acid, and the sulfenamide is reduced with H2S
(Equation 6.1):
BtSNR2 + H2S → BtSH + HNR2 + S (6.1)
where Bt is the benzothiazole radical, BtSH is 2-mercaptobenzthiazole, and HNR2

is free amine.
6.2.1.23 Solvent Extractables: Definition, Significance and Measurement

Procedure
This is a measure of the amount of material extracted from raw materials by organic-
solvents. This method provides a uniform and precise method for the gravimetric
determination of organic-solvent extractables of different raw materials. The actual
chemical composition of the extract can vary significantly with the nature of materials
to be tested. These extractable materials may affect processing, storage as well as
curing reaction. A specimen of black is extracted for 48 h in a Soxhlet extractor, the
solvent is removed by controlled temperature evaporation, and the extracted residue
is determined gravimetrically.
6.2.1.24 pH: Definition, Significance and Measurement Procedure
pH is defined as logarithm of the concentration of hydrogen ions in a medium. In

short, it indicates the acidity or basicity of materials. By measuring pH value of
the material, one can learn whether the material is acidic or basic. It is better to be
aware of the pH because basic materials may accelerate vulcanisation while acidic
materials may delay it. A solid sample is placed in a beaker and stirred with distilled
water. The whole mixture is then allowed to settle and filtered. The pH of the filtrate
is determined using a glass electrode.
170
6.2.1.25 Soaps: Definition, Significance and Measurement Procedure
This method is intended to measure the soap content in emulsion polymers [styrene-
butadiene rubber (SBR)]. Soap is a byproduct of the emulsion process, and may affect
the cure rate of the compounded stock as well as tack and adhesion properties. One
portion of the solvent extract is titrated with hydrochloric acid using the chosen
indicator. From the weight of the original sample and the titrations, the percentage
of soap is calculated.
6.2.1.26 Flash and Fire Point: Definition, Significance and Measurement

Procedure
The flash point is the temperature at which the saturated vapour on the surface of oils
is momentarily ignited. The fire point is the temperature at which oils ignite and burn
continuously. The flash and fire points indicate the process safety of the materials.
They also indicate the nature of the processing oils. They are measured using the
Cleveland Open Cup apparatus.
6.2.1.27 Pour Point: Definition, Significance and Measurement

Procedure
The pour point is defined as the temperature at which a frozen oil starts flowing. It
identifies the processing characteristics of the rubber processing oils. It is measured
by pour point apparatus under specified conditions.
6.2.1.28 Aniline Point: Definition, Significance and Measurement

Procedure
This is the temperature at which a mixture of the oil and aniline becomes completely
miscible. This is an important characterising tool for rubber processing oils.
A high-aniline point oil has lower aromaticity and vice versa. The aniline point of
aromatic oil is 25−50 °C, for naphthenic oil it is 55−75 °C and for paraffinic oil is
100−150 °C. The aniline point also indicates the compatibility of oils with different
types of polymer.
Sample oil and aniline are placed in a U-tube, where two separate layers are observed.
Both materials are then heated and stirred, and at a particular temperature both
materials are miscible to each other. That particular temperature is the aniline point.
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6.2.1.29 Viscosity: Definition, Significance and Measurement Procedure
This is the internal friction between layers of fluid as they pass over each other when
moving with different velocities, and is a measure of the internal force required per
unit area to maintain a unit velocity gradient. Viscosity is important to the processing
characteristics of different liquid materials with rubber. It also helps to identify the
flowability of materials. A number of methods are available to determine the viscosity
of a liquid, but the kinematic viscometer and Brookfield viscometer are widely used.
6.2.1.30 Clay-Gel Analysis: Definition, Significance and Measurement

Procedure
This analysis determines the percent of n-pentane insolubles, percent of polar

compounds, percent of aromatics and percent of saturates. The concentrations of
characteristic hydrocarbon groups determined by this method are used to classify
petroleum oil types as used for extending and processing rubbers. Compatibility and
certain finished product properties can often be correlated with the composition as
determined by this method.
The sample is diluted with n-pentane and charged to a glass percolation column
containing clay in the upper section and silica gel in the lower section. The n-pentane
is then charged to the double column until a definite quantity of effluent has been
collected. The upper section is removed from the lower section and washed with
n-pentane, which is discarded. A benzene–acetone (50:50) mixture is then charged
to the clay section and a specified volume of effluent collected. From this collection,
saturates and polars are measured. Aromatics are calculated by difference, where
percent aromatics = [100 – (% saturates + % polar)].
All the analyses described in the preceding section can be controlled by the critical
parameters [15] listed in Table 6.2.
Table 6.2 Chemical analysis: critical parameters for controlling

Sl. Chemical analysis Critical parameters
No.
1 Specific gravity Weight of the sample, calibration of the hydrometer,
analytical balance, specific gravity bottle
2 Ash content Sample weight, temperature of muffle furnace, time
3 Heat loss Sample weight, analysis temperature, time for analysis
4 Sieve residue Sample weight, type of sieve
172
Table 6.2 Continued

5 Melting point Sample preparation, rate of heating
6 Acidity Reagent (for analysis) purity, preparation of sample
7 Solubility Sample weight, temperature, solvent type
8 Oil content Reagent (for analysis) purity, preparation of sample
9 Bulk attrition Preparation of sample, speed of mechanical shaker,
time
10 Softening point Sample preparation, rate of heating
11 Acid number Preparation of sample, purity of reagents
12 Iodine number Preparation of sample, purity of reagents
13 Saponification number Preparation of sample, purity of reagents
14 Toluene discoloration Purity of toluene, preparation of sample, time for
extraction.
15 Pour density Calibration of fixed-volume container
16 Oil absorption Calibration of absorptometer, preparation of sample,
purity of oil
17 Aniline point Purity of aniline, calibration of thermometer
18 Iodine adsorption Purity of iodine, calibration of glassware, preparation
of sample
19 Pellet hardness Preparation of sample, analysis method
20 Organic acid Purity of reagents, time for extraction
21 Nitrogen content Time for digestion, time for distillation, rate of
distillation, purity of reagents
22 Assay of sulfonamide Reduction time, purity of reagents, preparation of
accelerators sample
23 pH Sample preparation, glass electrode stabilisation
26 Solvent extractables Purity of solvents, extraction time, rate of heating,
preparation of sample
27 Tint strength Sample preparation, calibration of equipment
28 Soaps Preparation of sample, time of extraction, purity of
reagents
29 Flash and fire points Calibration of thermometer, preparation of sample
30 Titer value Calibration of thermometer, preparation of sample,
rate of heating
31 Pour point Rate of heating, purity of sample, calibration of
thermometer
32 API gravity Determination of specific gravity
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Table 6.2 Continued

33 Surface area Preparation of sample, test method
34 Clay-gel analysis Purity of reagents, purity of column materials,
azobenzene value of clay materials
Mukhopadhyay, Shantinath Printing Udyog, Udaipur, Rajasthan, India, 2006.
©2006, Shantinath Printing Udyog [2]
The list of basics required in any laboratory that performs analysis of materials is
given in Table 6.3.
Table 6.3 Chemical analysis: basic necessary tools for analysis

Environmental basics Laboratory benches, preferably with chemical-resistant tops
Exhaust hoods
Gas for bunsen burners
Sinks
Air conditioning (where applicable)
Heating (where applicable)
Lighting
Electricity
Safety basics Fire extinguishers
Solvent storage cabinets
Reagent storage (away from solvents)
Emergency first aid kits
Safety showers
Eye-wash station
Safety glasses for all employees
Materials safety data sheets
174
Table 6.3 Continued

Equipment basics pH meter
Centrifuge
Muffle furnace
Bunsen burners
Hot plates
Stirrer
Glassware
Ovens
Thermometers
Microscope
Mechanical balance
Strongly recommended Computer
basics Word processing software
Glassware drying oven
Distilled/deionised water maker
Electronic balance
Laboratory mill
Vice
Dissecting tools
Beside the chemical tests mentioned above, a number of instrumental analyses are also
gaining importance in characterising raw materials [13]. The analytical instrumental
methods of analysis are found to be most accurate and less tedious. Of the instrumental
methods, the spectroscopic techniques, chromatographic and thermal techniques are
of increasing value as an analytical tool for qualitative and quantitative analysis. Brief
summaries of the principles and applications of different analytical instruments are
provided in the following sections.
6.2.2 Thermal Analysis
Thermal analysis comprises a series of techniques that measure changes in the physical
or reactive properties of materials as a function of temperature and time. It provides
information that characterises polymers, organic and inorganic chemicals, and so on.
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Thermal analysis systems are sophisticated, yet easy to use, producing thoroughly
analysed data quickly and with minimum operator involvement. Broad utility, high
reliability and high productivity have made thermal analysis an essential analytical
tool for material research and selection, product design, process optimisation and
quality control. Two widely used types of thermal analysis equipment are the
thermogravimetric analyser (TGA) and the differential scanning calorimeter (DSC).
6.2.2.1 Applications
TGA is used for thermal decomposition, roasting and calcining of minerals, proximate
analysis of coal, dehydration, oxidative degradation of polymeric materials, reaction
kinetics, and so on. DSC is used to generate phase diagrams and in the analysis of
reaction kinetics, dehydration reactions, heats of reaction, heats of polymerisation,
purity determination, thermal stability, oxidation stability, glass transition temperature,
thermal conductivity, specific heat and so on.
6.2.3 Spectroscopy
Spectroscopy provides one of the most important tools for determining the
characteristic properties of a compound. It provides a fingerprint identification and
is a powerful tool for the study of molecular structure. A number of spectroscopic
techniques are available, of which the following are widely used in the rubber and
related industries:
• Infrared spectroscopy: This involves examination of the twisting, bending, rotating

and vibrational motions of atoms in a molecule.
• Ultraviolet-visible (UV–vis) spectroscopy: A given molecular species absorbs

radiation only in specific regions of the spectrum where the radiation has the
energy required to raise the molecules to an excited state. A plot of absorption
versus wavelength is called an absorption spectrum of that molecular species and
serves as a fingerprint for identification.
• Atomic absorption spectroscopy: A combustion flame provides a means of

converting analytes in solution to atoms in the vapour phase, free of their chemical
surroundings. The free atoms absorb radiation from a source external to the flame.
The incident radiation absorbed by the free atoms in moving from the ground
state to an excited state provides the analytical data.
176
Infrared spectroscopy is used for compound identification, quantitative estimation of

materials, and to determine purity, UV–vis spectroscopy is used for qualitative and
quantitative estimation of materials, and atomic absorption spectroscopy is used for
quantitative estimation of the metal content (in ppm).
6.2.4 X-Ray Diffraction
X-ray diffraction is gaining in importance because material can be analysed in its

solid state. X-ray powder diffraction techniques for the identification of crystalline
substances have been applied to a wide variety of analyses with useful results. This
technique is also used to characterise crystallite size, orientation and so on. X-ray
diffraction methods have the following main advantages: (i) they are non-destructive
and (ii) results can often be obtained in less time than by routine chemical analysis.
X-ray diffraction is used for the determination of crystal structure, cis–trans isomerism,
linkage isomerism, polymer characterisation, particle size estimation, and so on.
6.2.5 Chromatography
In chromatography, two mutually immiscible phases are brought into contact. One
phase is stationary and the other is mobile. A sample introduced into a mobile phase
is carried along a column containing a distributed stationary phase. Species in the
sample undergo repeated interactions between the mobile phase and the stationary
phase. At the end of the process, separated components emerge in order of increasing
interactions with the stationary phase. The least retarded component emerges first,
and the most strongly retained component elutes last.
Chromatography is used to determine material purity, and for material identification

and quantitative estimation.
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6.3 Physical Testing
To characterise green, processed and vulcanised retread products, a number of physical

tests are carried out. The tests described in the following sections are of paramount
importance for products like tyres, retreaded products, conveyor belts, V-belts,
footwear, hose, cable, moulded rubber goods and so on. The different characterising
tests for green and cured retread rubber are carried out following different national
and international standards.
6.3.1 Preparation of Test Pieces
A test piece of proper dimensions must be formed prior to each test. Direct moulding
can be made from mixed compound. Specimens need to be cut, sliced or buffed from
the finished products.
6.3.2 Mixing and Moulding
Processing variables can affect the results obtained for a final product to a great
extent. Different physical testing is carried out in order to detect the effect of these
variables (e.g., state of cure and level of dispersion).
Mixing is carried out in open two-roll mills and/or internal mixers (e.g., Banbury or
Intermix types) following standard methods.
The conditions and time of storage between mixing and vulcanisation can affect
properties, so it is necessary to store material in a dark and dry atmosphere. The
preferred conditioning time is 24 h.
To get a better idea of the correlation between laboratory test results and the data
from full-sized factory equipment it is necessary to enforce the tightest possible control
over equipment, times, temperatures and procedures.
6.3.3 Cutting/Die out from Sheet
The accuracy of the final test result depends considerably on the accuracy with which
the test piece was prepared. The first requirement is that the test piece should be
dimensionally accurate. It is essential that cutters are very sharp and free from nicks
or unevenness in the cutting edge that will produce flaws in the test piece and may
produce premature failure. Blunt knives lower the tensile strength on ring test pieces
178
by 5−10%. It is normal to restrict stamping to a sheet no thicker than 4 mm as the

‘dishing’ effect becomes more severe as the thickness increases. Rotary cutters can
be used to produce disks or rings from thin sheet and are necessary for sheet above
about 4 mm in thickness to prevent distortion. A lubricant that has no effect on rubber
can be applied during cutting the sample, particularly when using a rotating cutter.
6.3.4 Test Pieces from Finished Products
It is obviously desirable to make tests wherever possible on an actual finished product

rather than on specially prepared test pieces, which may have been produced under
rather different conditions. To obtain a test piece from a finished product it is necessary
to cut a large block and then reduce the thickness or remove irregularities by buffing or
with a slitting machine. A particular disadvantage of buffing is that heat is generated,
which may cause significant degradation of the rubber surface. The effect of buffing
on the tensile properties (drop) of soft rubbers is 10−15%, whereas for a tyre tread
rubber the drop is about 5−10%. Of the many test methods available to the rubber
compounder, only a few of the most common tests, their significance and equipment
used will be discussed here (bearing in mind the limited operating budget available
to small- and medium-scale manufacturers).
6.3.5 Reasons for Physical Testing
Physical testing is carried out for quality control of incoming material, quality control
of in-process material, quality control of finished goods, factory technical service,
customer technical service, the preparation of samples for the sales department,
compound development, R&D, for advertisements and for product performance
testing. The processability tests (procedures, significance, standard used and so on)
carried out in the tyre retreading industry are described [15, 16] in detail in Sections
6.3.5.1–6.3.5.4.
6.3.5.1 Plasticity and Recovery Test
ASTM D926-08 (2013): Standard test method for rubber property – plasticity and
recovery (parallel plate method).
Significance of Testing: This is a very rapid test and needs a very small test piece. The
test piece is compressed between two parallel plates under a constant force, and the
compressed thickness is measured. The extent of compression gives a measure of the
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Tyre Retreading
plasticity of the rubber. This test is very useful for routine testing, particularly for
raw rubber like natural rubber (NR).
Procedure: ASTM D926 describes the above test based on William’s plastimeter (with
plates that are 4 cm in diameter). The test piece has a volume of 2.00 ± 0.02 cm3 and
can conveniently be a cylinder that is 16 mm in diameter and 10 mm thick. The test
piece is preheated for 15 min at a temperature of 100 °C and compressed under a
force of 5 kgf for about 3−10 min.
Measurement and Calculation: The thickness of the compressed test piece is

measured in millimeters, and this value is multiplied by 100 to give the plasticity
number. After this, the test piece is allowed to cool for 1 min and its height is
measured. The ‘recovery value’ is reported as the difference between the plasticity
number and the recovered height, and is intended to be a measure of the elastic
component.
Plasticity measurements are made before and after ageing to determine the plasticity
retention index (PRI). Test pieces are aged at 140 ± 0.2 °C for 30 ± 0.25 min and
cooled to room temperature before making the measurements. PRI is calculated
according to Equation 6.2:
PRI = (aged rapid plasticity number/un-aged rapid plasticity number) × 100 (6.2)
Limitations: The shear rate encountered in rubber processing operations is very high,
at ~104 sec-1, but plasticity tests operate at a much lower rate, ~0.0025 to 1 sec-1, and
thus have no correlation with injection moulding.
6.3.5.2 Mooney Viscosity, Stress Relaxation, Mooney Scorch
ASTM D1646-96: Standard test methods for rubber − viscosity, stress relaxation,
and pre-vulcanization characteristics (Mooney viscometer); ISO 89-1:2014:
Rubber, unvulcanized − determinations using a shearing-disc viscometer − Part 1:
Determination of Mooney viscosity.
Significance of Testing: These tests predict processing characteristics where a correlation

between viscosity values and molecular mass exists. Viscoelastic characteristics can
be correlated with stress relaxation. It can also predict the rate of cure and incipient
cure time during very early stages of vulcanisation.
Procedure: A Mooney viscometer is the most common equipment used for these
tests. The instrument consists of a motor-driven disk within a die cavity formed by
two dies maintained at specified conditions of temperature and die closure force.
180
Two rotors are used, a larger one with a diameter of 1.5 inch and a smaller one of
1.2 inch. The test determines the torque necessary to rotate the disk in a chamber
filled with rubber. A number proportional to this torque is taken as an index of the
viscosity of the rubber, where 8.3 ± 0.02 Nm equals 100 Mooney units (MU). The
rotor is driven at 2 rpm. Generally, Mooney viscosity and stress relaxation tests are
carried out at 100 °C and Mooney scorch at 135 °C. To test stress relaxation, after
completion of the test time (usually 4 min), the test is run for another 2 min while
the motor is at rest. The die and assembly of the Mooney viscometer rotor are shown
in Figure 6.1.
Figure 6.1 The die and assembly of a Mooney viscometer rotor. Reproduced
with permission from Rubber Science and Technology, Ed., R. Mukhopadhyay,
Shantinath Printing Udyog, Udaipur, Rajasthan, India, 2006.
Measurement and Calculation: Mooney viscosity M is usually expressed as

50 ML1+4 @ 100 °C, where 50 is the viscosity in MU, L indicates the large (standard)
rotor, 1 is the preheating time, 4 is the test time and 100 °C is the test temperature.
Other parameters that can be calculated by a Mooney viscometer include scorch
time, cure index and optimum cure time. Typical Mooney cure curves are shown in
Figure 6.2.
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T5: Time to scorch at MV + 5

t35: Time to cure at MV + 35
∆tL: Cure index at t35 – t5
30 UNITS
Mooney units
5 units
MV
†
5
†35
0
0 Time (min)
Figure 6.2 Typical Mooney cure curves. MV: minimum viscosity. Reproduced
with permission from Rubber Science and Technology, Ed., R. Mukhopadhyay,
Shantinath Printing Udyog, Udaipur, Rajasthan, India, 2006.
Limitations: The shear rates produced are not uniform but range from zero at the
centre to a maximum at the periphery, and the average shear rate of this machine
is ~2 sec-1 which is substantially below that encountered in extrusion and injection
moulding. This test method cannot be used to study complete vulcanisation because
the continuous rotation of the disk will result in slippage when the specimen reaches
a stiff consistency.
6.3.5.3 Extrudability
ASTM D2230-96 (2012): Standard test method for rubber property − extrudability
of unvulcanized compounds.
Significance of Testing: One objective in the extrusion of rubber compounds is to

obtain a smooth extrusion that closely reproduces the contours of the extrusion die.
This test method provides for a subjective determination of this under controlled
conditions and it simulates to some extent the processing operations of extrusion and
182
injection moulding. Apart from this it has the important advantages that much higher
shear rates are possible than normally used in other instruments and it is comparable
with those encountered in actual processing on the shop floor.
Procedure: In this test, rubber is forced through a small cylindrical die under a known
pressure and the volume extruded in a given time is measured. Apart from the rate of
extrusion it is also possible to visually estimate the quality of the extrusion. For this,
the cylindrical die could be replaced by one with a more complicated cross-section
(Garvey die) designed to show up typical faults that can occur in a mix with poor
extrusion characteristics.
Measurement and Calculation: The Garvey die shown in Figure 6.3 has an acute
angled wedge portion (X).
Figure 6.3 The Garvey die. Reproduced with permission from Rubber Science
and Technology, Ed., R. Mukhopadhyay, Shantinath Printing Udyog, Udaipur,
Rajasthan, India, 2006. ©2006, Shantinath Printing Udyog [2]
Mixes are rated by assigning a numerical value or score to each of the characteristics;
for example, (i) surface; (ii) sharpness of the ‘edge’ X; (iii) the two ‘corners’ Y and Z;
and (iv) cross-sectional dimensions (i.e., die swell). Rating figures can be taken from
the above mentioned ASTM standard.
Limitations: As the rating is subjective, it does not lend itself readily to incoporate
into a specification requirement. It does not measure other aspects of extrudability
such as rate of extrusion or die swell in a quantitative manner. The short period of
shearing is insufficient to break down thixotropic structures completely.
The vulcanisate tests are described in details (procedure, significance, standard used
and so on) in Section 6.3.5.4.
6.3.5.4 Vulcanising Characteristics
ASTM D2084-11: Standard test method for rubber property − vulcanization

using oscillating disk curemeter; ASTM D5289-12: Standard test method for
rubber property − vulcanization using rotorless curemeters; ISO 3417:2008:
Rubber – measurement of vulcanization characteristics with the oscillating disc
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Tyre Retreading
curemeter; and ISO 6502:1999: Rubber; measurement of vulcanization characteristics

with rotorless curemeters.
Significance of Testing: This test is used to determine the vulcanisation characteristics

of vulcanisable rubber compounds and is mainly used in the quality control process and
R&D activity. The effect of compound changes on viscosity and scorch characteristics
can be determined from the initial portion of the curve (shown in Figure 6.5), while
the effect on the rate of the cure and the modulus of the cured compound can be
detected in the latter portion of the curve. This is a very rapid test, so evaluation of
the stock prior to final fabrication is easy. Good agreement between curemeter results
and tensile modulus measurements make the curemeter an alternative method for
controlling the production step and for testing raw materials like polymers and fillers.
Even batch consistency can be checked easily with this equipment.
Procedure: In the oscillating disk-type rheometer (e.g., Monsanto R100) a biconical disk
is embedded in the rubber in a closed cavity and the disk is oscillated through constant
angular displacement (1, 3 and 5°). The curemeter assembly is shown Figure 6.4.
Cyclinder rod
Heater
Upper platen
Calibrated temperature sensors
Lower platen
Upper die
Lower die
Seal Biconical disk
Heater
Figure 6.4 The curemeter assembly. Reproduced with permission from Rubber
Science and Technology, Ed., R. Mukhopadhyay, Shantinath Printing Udyog,
Udaipur, Rajasthan, India, 2006. ©2006, Shantinath Printing Udyog [2]
With a rotorless rheometer (e.g., Monsanto Moving Die Rheometer, MDR 2000), the
sample is sealed within a cavity formed by the upper and lower dies, and oscillates
through an arc of ±0.5, 1 and 3°. In both cases, torque is monitored and if needed
can be plotted against time.
Measurement and Calculation: Typical curing curves obtained from an oscillating

disk rheometer are shown Figure 6.5.
184
60 60 60 Tc90
Tc90 Tc90
M
dN m 40 40 40
or MH
MHF MHR ts2
Lb - in ts2 ts2
20 20 20
ML ML ML
0 0 0
10 20 30 10 20 30 10 20 30
Time (min) Time (min) Time (min)
Figure 6.5 Typical curing curves obtained from an oscillating disk rheometer.
The information that can be deduced from a typical rheometer curve includes the
minimum torque (ML) and maximum torque (MH), the MHF [the maximum torque for
a flat (plateau) curve], the scorch time (ts2, the time for two units rise in torque value
from the ML) and the optimum cure time (Tc) 90 [time corresponding to the optimum
torque value that determines the time of moulding (minutes to ML + 90(MH - ML)/100
torque)].
Limitations of Oscillating Disk Rheometer over Moving Die Rheometer: The major
advantages of the MDR over the oscillating disk rheometer are its high precision
machine, its unique die design, a requirement for less sample, rapid thermal recovery,
digital temperature control, an integral data system and so on.
6.4 Testing of Rubber Products
Tests on rubber products can be classified generally into two categories − compound
tests and tests on actual products [16]. The former is mainly intended for compound
evaluation, which is useful in quality control and developmental studies. Tests on
finished retread tyre products are designed to give the performance characteristics
of the retread product.
Rubber must be tested under carefully prescribed conditions. When products are made
to a customer’s satisfaction, it is essential that when the customer tests the product he is
able to obtain the same results, within narrow limits, as the manufacturer obtained when
the goods were produced. Similarly, raw materials are tested in the producer’s laboratory
and subsequently in the customer’s laboratory, and the results must agree closely. For
the retreading industry, the above conditions are also taken into consideration.
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The international organisation that serves to standardise the test methods for rubber
is the ASTM, which is supported by committees made up of industry representatives.
In India the standardisation work is carried out by the Bureau of Indian Standards,
known as ISI.
6.4.1 Preparation and Conditioning of Test Pieces
Except in the case of complete products, a test piece must be formed and properly
conditioned before the test can be carried out. Generally, the specimens are directly
moulded or cut and/or buffed or sliced to some particular geometric shape. Specimen
preparation and conditioning is done under a standard specification to yield more
meaningful and repeatable test data. ASTM D3182-07 (2012) covers the same.
The properties of rubber depend on its history before test and the atmospheric
conditions under which the test is carried out. In other words, the results are affected
by the age of the rubber, the conditions under which it was stored (e.g., temperature
and humidity), any mechanical deformation before test, and the humidity at the time
of the test. Hence, to produce consistent results it is essential that these factors are
controlled within appropriate limits. Virtually all test methods specify a conditioning
period prior to test, in a standard atmosphere. The standard conditions are 23 ± 2 °C
and 50 ± 5% relative humidity.
When both temperature and humidity are controlled, the standard conditioning time
is a minimum of 16 h. Where only temperature is controlled, conditioning requires
a minimum of 3 h.
6.4.2 Hardness
ASTM D2240-05 (2010): Standard test method for rubber property − durometer
hardness; ASTM D1415-06 (2012): Standard test method for rubber
property − international hardness; ISO 7619-1:2010: Rubber, vulcanized or
thermoplastic − determination of indentation hardness; and ISO 48:2010: Rubber,
vulcanized or thermoplastic − determination of hardness (hardness between 10
international rubber hardness degrees (IRHD) and 100 IRHD).
Significance of Testing: A hardness measurement is a simple way of obtaining the

mechanical properties. This test is very common for any rubber product. The real
purpose of running a hardness test is to determine the elastic modulus of a rubber
under conditions of small strain by determining its resistance to a rigid indentor to
which a force is applied. The hardness test can also predict the degree of cure. IRHD
has a known relation to Young’s modulus.
186
Procedure: In determining the hardness of a piece of rubber, the indentor is pressed

down firmly under an applied force. The surface of the specimen must be flat enough
for a uniform load to be applied. The sample must be ~8−10 mm in thickness and have
sufficient surface area for the base of the indentor, or an incorrect value may be obtained.
Measurement and Calculation: In case of a Shore-A durometer, the pointer reads at

its maximum in a scale of 0 to 100. The internationally accepted standard dead load
hardness (IRHD) method covers rubbers in the range of 30–85 IRHD. In a normal
test, a ball indentor with a diameter of either 2.38 or 2.5 mm is used, acting under a
total force of 5.53 or 5.7 N, respectively. The indentation of the ball is made relative
to the surface of the test piece after a fixed time of 30 sec after applying the force.
Limitations: Hardness results are criticised on two counts: (i) the measured values
are unreliable because of mechanical considerations and the failure of operators to
follow the standard technique of operation, and (ii) the characteristic that is measured,
surface indentation, rarely bears any relation to the ability of a rubber product to
function properly.
6.4.3 Tensile Stress and Strain Including Tear
ASTM D412-06a (2013): Standard test methods for vulcanized rubber and
thermoplastic elastomers − tension; ASTM D624-00 (2012): Standard test
method for tear strength of conventional vulcanized rubber and thermoplastic
elastomers; ISO 1798:2008: Flexible cellular polymeric materials − Determination
of tensile strength and elongation at break ISO 37:2005: Rubber, vulcanized or
thermoplastic − Determination of tensile stress–strain properties and ISO 34-1:2010:
Rubber, vulcanized or thermoplastic − Determination of tear strength − Part 1: Trouser,
angle and crescent test pieces.
Significance of Testing: To the experienced rubber technologist, these tests are useful
in many ways − for compound development, for manufacturing control and for
determining a compound’s susceptibility to deterioration by oil, heat, weathering and
so on. These tests are almost universally used in tyre retreading industries as a means of
determining the effect of various compounding ingredients and are particularly useful
when such ingredients affect the rate and state of vulcanisation of the composition.
The ‘retention’ properties are much more significant than the absolute values before
and after exposure to deteriorating influences. The tear test can predict qualitatively
the service performance of the product against any cut.
Procedure: The determination of tensile properties starts with a piece taken from
the sample and includes the preparation and testing of the specimen. Specimens may
be in the shape of a dumbbell, a ring or a straight piece of uniform cross-section.
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Tyre Retreading
Test pieces are strained at a constant rate of traverse, and force versus extension is
recorded. The type of tensile dumbbell shown in Figure 6.6 and tear test specimens
as in Figure 6.7 are used for this testing.
F
D B
Dimensions Type 1 (mm) Type 2 (mm)

A 115 minimum 75 minimum
B 25 ± 1 12.5 ± 1
C 33 ± 2 25 ± 1
D 6.0 + 0.4 / 6.0 – 0.0 4 ± 0.1
E 14 ± 1 8 ± 0.5
F 25 ± 2 12.5 ± 1
Figure 6.6 Typical tensile dumbbell. Reproduced with permission from Rubber
(a)
(d)
w
(b)
(c)
Figure 6.7 Typical tear specimen. Reproduced with permission from Rubber
188
Measurement and Calculation: Tension tests are made on a power-driven machine

able to produce a uniform rate of grip separation of 500 ± 50 mm/min. The force
readings are expressed as stresses by reference to the original cross-sectional area of
the test piece. The exact elongation is recorded by the extensometer and the load is
monitored by the load cell attached to the universal testing machine. After completion
of the test, modulus values at different elongation, tensile strength, and elongation
at break can be determined or can be obtained directly from the computer if the
instrument is equipped with a computer and proper software. Similarly, tear results
can also be obtained after completion of the test.
Limitations: Tensile and tear tests have limited significance for the design or application
engineer who is interested in determining the suitability of a composition for use in
a specific product. They cannot be used in design calculations and they bear little
relation to a rubber part’s ability to perform its function, because rubber products
seldom approach their ultimate strength or elongation and are not subject to similar
conditions in their service life.
6.4.4 Abrasion Resistance
DIN 53516: Testing of rubber and elastomers; determination of abrasion resistance;

ASTM D5963-04 (2010): Standard test method for rubber property − abrasion
resistance (Rotary Drum Abrader); ASTM D1630-94 (2000): Standard test method for
rubber property − abrasion resistance (Footwear Abrader); ASTM D2228-04 (2009):
Standard test method for rubber property − abrasion resistance (Pico Abrader); and
ISO 4649:2010: Rubber, vulcanized or thermoplastic – determination of abrasion
resistance using a rotating cylindrical drum device.
Significance of Testing: Abrasion resistance is a performance factor of paramount

importance for many rubber products, including tyres, retreads, conveyor belts, hoses,
power transmission belts, footwear and floor coverings. For tyre and retread rubber
products these tests give information on mileage. They may be used to estimate the
relative abrasion resistance of different vulcanised rubber compounds and are suitable
for comparative testing, quality control and R&D work.
Procedure: Various types of abrader are available, which use either loose or solid
abradants. A loose abrasive powder can be used either in the manner of a shot
blasting machine or between two sliding surfaces. Solid abradant consists of
abrasive wheels, abrasive paper or cloth, and metal knives. The most commonly
used instrument is the DIN Abrader, which uses a disk test piece (diameter of
16 mm, height of 6−10 mm) in a suitable holder under a load of 10 N, which is
traversed across a rotating drum (diameter of 150 mm) with a rotating speed of
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Tyre Retreading
40 rpm covered with a sheet of emery paper and provides an abrasion path of
40 m. A running of a standard rubber sample is required to assess the abrasiveness
of the emery paper.
Measurement and Calculation: Weight loss is measured after running the experimental
sample in the DIN Abrader. Knowing the specific gravity of the sample and the
standard abrasiveness of the emery paper, it is possible to calculate the volume loss
of the experimental sample using Equation 6.3:
Abrasion loss (mm3) = (mass loss × 200)/(specific gravity × abrasiveness degree)

(6.3)
Limitations: Because the conditions of abrasive wear in service are complex and
vary widely, no direct correlation between these tests and actual performance can
be assumed. The common mistake is to think of abrasion resistance as a single
entity, like the modulus of elasticity. This is not the case. Modulus is a constant
and remains the same, no matter in what product the compound is used. Abrasion
resistance, on the other hand, is a complex of properties − resilience, stiffness,
thermal stability, resistance to cutting and tearing − and different applications
require these component properties in widely differing proportions. There are also
some purely mechanical testing difficulties that may produce misleading results.
For example, an undercured composition (soft and gummy) or one with a wax or
oil ‘bloom’ will appear to have excellent abrasion resistance, merely because the
abrasive has been clogged or lubricated by material removed from the surface of
the specimen.
6.4.5 Resilience
ASTM D2632-14: Standard test method for rubber property − resilience by

vertical rebound; ASTM D1054-91 (2000): Standard test method for rubber
property − resilience using a rebound pendulum; and ISO 4662:2009: Rubber,
vulcanized or thermoplastic − Determination of rebound resilience.
Significance of Testing: This is a very basic form of dynamic test and is a function
of both the dynamic modulus and internal friction of a rubber. For the retreading
industry, some knowledge of these dynamic properties is essential to understand the
performance of products, which in service are subject to deformations of varying
frequency and amplitude. These properties are important in rubber engineering
applications such as springs and dampers.
190
Procedure: Rebound resilience can be measured by different types of equipment,

including the Dunlop Tripsometer. This consists of a steel disk (diameter of 42 and
thickness of 1.4 cm) mounted on bearings and with an out of mass balance in the
form a bracket carrying the 4-mm-diameter indentor attached to its periphery. The
scale is graduated in degrees to measure the angular displacement of the disk, which
can be held in any desired position. The test piece should be a cylindrical block with
an area of 8 mm2 and thickness of 4 mm. The test specimen should be conditioned
well before the test, especially if the testing is carried out at an elevated temperature.
After loading the specimen, the disk is allowed to strike the specimen from an angle
of 45° and the angular displacement of the rebound is noted.
Measurement and Calculation: Resilience is approximately related to the loss tangent

by Equation 6.4:
R = ER/ET = exp(–∏ tan δ ) (6.4)
or Equation 6.5:
EA/ER = ∏ tan δ (6.5)
where ER is reflected energy, ET is the incident energy, and EA is the absorbed energy.
With the Dunlop Tripsometer, rebound resilience is calculated as follows:
Rebound resilience (%) = (1 - cos α)/(1 - cos 45°), where α is the rebound angle and
45° is the initial angle.
Limitations: The magnitude of the resilience measurement depends on the size and
shape of the pendulum hammer, the size, shape and stiffness of the rubber specimen,
and the effective height of fall of the pendulum. The frequency is not of the same
order of magnitude as that of many applications involving vibration.
6.4.6 Heat Build-up
ASTM D623-07 (2014): Standard test methods for rubber property − heat generation and
flexing fatigue in compression and ISO 4666-3:2010: Rubber, vulcanized − determination
of temperature rise and resistance to fatigue in flexometer testing.
Significance of Testing: This test describes the heat rise in a vulcanised rubber
cylinder after repeated compressive flexing and allows a fairly accurate prediction of
the equilibrium operating temperature of rubber products such as tyres and retread
products, V-belts and so on. During service, operating temperature will have an
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Tyre Retreading
important effect on the rubber’s physical properties. The data obtained with this test
can be used to estimate the relative service quality of different compounds, and are
often applicable to R&D studies.
Procedure: With the Goodrich flexometer, a definite compressive load (143 psi)
is applied to a cylindrical test specimen (diameter of 17.8 ± 0.1 mm, height of
25 ± 0.15 mm) through a lever system with high inertia, while imposing on the
specimen an additional high-frequency (1,800 ± 10 rpm) cyclic compression of
definite amplitude (generally 4.45 mm). The performance of the machine is checked
by studying a control compound.
Measurement and Calculation: The increase in temperature at the base of the test
specimen is measured with a thermocouple after an interval or time (25 min) to provide
a relative indication of the heat generated on flexing the specimen. By comparing the
change in height, the ‘permanent set’ can be calculated, which indicates the degree
of stiffening or softening of the test specimen. After completion of the test, ∆T is
calculated, which is commonly known as the ‘heat build-up’.
Limitations: Because of the wide variation in service conditions, no correlation

between this accelerated test and service performance is given or implied. The results
of flexometer tests are not suitable for control or classification purposes, nor are they
applicable for use in purchase specifications.
6.4.7 Fatigue Test
ASTM D4482-11: Test method for rubber property − extension cycling fatigue;
ASTM D813-07 (2014): Standard test method for rubber deterioration − crack
growth; and ISO 132:2005: Rubber, vulcanized − determination of flex cracking
(De Mattia).
Significance of Testing: These tests are used to determine fatigue life at various
extensions, compressions and repeated distortion by bending. These tests give an idea
of the crack initiation behaviour of a rubber vulcanisate and only a very approximate
measure of the crack propagation rate. It is possible to estimate the ability of a rubber
vulcanisate to resist crack growth in a pierced specimen when subjected to flexing.
The information obtained may be useful in predicting the flex-life performance of a
compound in active service, such as in tyre tread and side wall compounds. For retread
products this test gives information on the fatigue behaviour of the tread. These tests
are useful in R&D work, especially when an unknown compound or construction
is compared in a simultaneous test with a construction whose performance has been
established in service.
192
Procedure: Different types of fatigue test are carried out, including the fatigue to
failure test (FTFT), the De Mattia fatigue test, Ross fatigue, and so on. In each case
the test specimens are cyclically strained at a fixed frequency and this cyclical straining
action is called flexing. As a result of flexing, cracks, which are usually initiated by
a naturally occurring flaw, grow and ultimately cause failure, which is defined as
complete rupture of the test specimen. The number of cycles to failure (i.e., fatigue
life) is recorded. Sometimes, an intentional cut is made on the specimen and the cut
growth rate is measured after a certain interval. The test specimen for the De Mattia
tester is usually a 6 × 1 inch moulded strip with a thickness of 6.4 ± 0.1 mm and a
circular groove at the centre. For the FTFT, the specimen is a dumbbell with two
beads at each end.
Measurement and Calculation: For the FTFT, six specimens are usually tested,
and the four closest values are used to calculate the average fatigue life given in
Equation 6.6:
Japanese Industrial Standard average = 0.5A + 0.3B + 0.1(C + D),

where, A > B > C > D (6.6)
For the De Mattia test, three test specimens are generally tested. The data may be
reported as the number of cycles required to reach a specified crack length, as the
average rate of crack growth over the entire test period or as the rate of cracking in
millimetres (or inches) per kilocycle during a portion of the test.
Limitations: No exact correlation between these test results and service is implied due
to the varied nature of service conditions, and they are not suited for use in purchase
specification requirements because the results from duplicate specimens do not agree
with sufficient precision.
6.4.8 Ozone Resistance
ASTM D1149-07 (2012): Standard test methods for rubber deterioration − cracking
in an ozone controlled environment and ISO 1431-1:2004: Rubber, vulcanized or
thermoplastic − Resistance to ozone cracking − Part 1: Static and dynamic strain
testing, ISO 1431-2: Rubber, vulcanized or thermoplastic − Resistance to ozone
cracking − Part 2: Dynamic strain test.
Significance of Testing: Ozone is a form of oxygen that occurs naturally in

concentrations ranging from 2 to 20 parts per 100 million (pphm). Ozone attacks
unsaturated rubbers like NR, SBR and acrylonitrile butadiene very rapidly, particularly
when they are in a stressed condition. To address this problem, an accelerated ozone
193
Tyre Retreading
ageing test is carried out in a laboratory. This test is mainly used to differentiate, in
a comparative sense, between different degrees of ozone resistance under limited and
specified conditions. These tests basically give information about the protective power
of the waxes and other antiozonants used in rubber vulcanisates.
Procedure: Different types of test specimens are used for different kinds of test.
For static test, 6 × 1 inch rubber strips are given 20% stretch. For dynamic tests,
4 × 0.50 inch rubber strips are given 25% stretch. For bend loop tests, 3.75 × 1 inch
rubber strips in a loop are subject to stretch varying from 0 to 25%. All specimens
are pre-conditioned by being stretched for 24 h so that waxes and other antiozonants
can come out at the surface. After pre-conditioning, the specimens are exposed to
an ozone atmosphere of 50 pphm at a temperature of 40 °C for a defined period
(~120 h).
Measurement and Calculation: After a certain interval the samples are checked
with a magnifying glass and the first appearance of a crack is noted. Sometimes, a
gradation is also given to identify the nature of the crack (0 means no crack and 4
means extensive cracks). It is always better to use a reference compound for which
the values are known alongside the experimental one.
Limitations: Although these tests are helpful for comparative purpose, they may
not correlate exactly with outdoor performance because service performance also
depends on other conditions such as rainfall, ambient temperature, and so on.
A factor that complicates the ozone cracking problem is the effect produced by
exposure to sunlight, known is ‘crazing’, which is different from ozone cracks.
Crazing occurs whether or not the specimen is elongated, and does not occur in
a uniform direction but in all directions. This effect has been shown to be due to
oxidation catalysed by sunlight and rainwater-soluble products. These cannot be
assessed by indoor ozone testing.
6.4.9 Adhesion
ASTM D413-98 (2013): Standard test methods for rubber property − adhesion to
flexible substrate.
Significance of Testing: These test methods determine the adhesion strength between
plies of fabric bonded with rubber or the adhesion of the rubber layer in articles
made from rubber attached to other material. These are applicable only when the
adhered surfaces are approximately planar or uniformly circular, as in belting hose,
tyre carcasses and so on.
194
These test methods are used to ensure the quality of a product by determining the
force per unit width required to separate a rubber layer from a flexible substrate such
as fabric, fibre or wire. For retread products adhesion is very important, as the tread
has to adhere well to the casing.
Procedure: Strip specimen: Type A, 180° peel − measure the width of the strip cut to
the nearest 0.22 mm (0.01 inch) and record. Separate the parts to be tested by hand
at one end of the strip specimen and at a sufficient distance to permit the jaws of the
testing clamp to be attached. Apply a specified or known mass by means of a clamp
and mass carrier to the layer for which adhesion is being determined.
Measurement and Calculation: The adhesion value is reported as separation force

per unit width.
Limitations: When the adhered surfaces contain sharp bends, angles or other gross
irregularities that cannot be avoided in preparing test specimens, then special test
methods must be used to evaluate adhesion. The acceptable value of adhesion
measured will, of course, vary from product to product due to different rubber
formulations, flexible substrates and according to type of product.
References
1. R.P. Brown in Physical Testing of Rubber, 4th Edition, Springer, New York,
USA, 2006.
2. Rubber Science and Technology, Ed., R. Mukhopadhyay, Shantinath

Printing Udyog, Udaipur, Rajasthan, India, 2006.
3. Rubber Technology: Compounding and Testing for Performance, Ed.,

J.S Dick, Hanser Gardner Publication, Cincinnati, OH, USA, 2001.
4. Rubber Chemistry, Ed., J.A. Brydson, Applied Science Publishers, London,

UK, 1987.
5. Rubber Technology and Manufacture, Eds., C.M. Blow and C. Hepburn,

Butterworth Publications, London, UK, 1982.
6. Rubber Technology, 2nd Edition, Ed., M. Morton, Van Nostrand Reinhold

Company, New York, NY, USA, 1973.
7. Rubber Products Manufacturing Technology, Ed., A. Bhowmick,

CRC Press, Marcel Dekker, Inc., New York, NY, USA, 1994.
195
Tyre Retreading
8. Basic Rubber Testing: Selecting Methods for a Rubber Test Program, Ed.,
J.S Dick, ASTM International, Bridgeport, New Jersey, USA, 2003.
9. The Science and Technology of Rubber, 3rd Edition, Eds., J.E Mark,
B. Erman and F.R. Eirich, Elsevier Academic Press, London, UK, 2005.
10. R.B. Simpson in Rubber Basics, Rapra Technology Ltd, Shawbury,

Shrewsbury, UK, 2002.
11. M.J. Forrest in Rubber Analysis: Polymers, Compounds and Products,

Rapra Technology Ltd, Shawbury, Shrewsbury, UK, 2001.
12. A. Ciesielski in An Introduction to Rubber Technology, Rapra Technology

Ltd, Shawbury, Shrewsbury, UK, 1999.
13. Current Topics in Elastomer Research, Ed., A.K Bhowmick, CRC Press,
Taylor & Francis, New York, NY, USA, 2008.
14. T.R. Crompton in Polymer Reference Book, Rapra Technology Ltd,

Shawbury, Shrewsbury, UK, 2006.
15. Annual Book of ASTM Standards, Volume 9.01, ASTM International,

Conshohocken, PA, USA, 2013.
16. Annual Book of ASTM Standards, Volume 9.02, ASTM International,

Conshohocken, PA, USA, 2013.
196
A
bbreviations
Accitard RE N-cyclohexylthiophthalimide
AEG American Engineering Group
API American Petroleum Institute
ASTM American Society for Testing and Materials
BET Brunauer–Emmett–Teller
BR Butadiene rubber
BSM Benzthiazyl-sulphenmorpholide
CBS Cyclohexyl benzthiazyl sulphenamide
CNT Carbon nanotubes
CR Chloroprene rubber
CSDPF Carbon–silica dual-phase filler
CTAB Cetyl-trimethyl-ammoniumbromide
CV Constant viscosity
DBP Dibutylphthalate
DDT N,N-dimethyldodecylamine
DMA Dynamic mechanical analysis
DPG 1,3-Diphenylguanidine
DPPD p-Phenylenediamines
DSC Differential scanning calorimetry
ENR Epoxidised natural rubber
EPDM Ethylene propylene diene monomer
ETRMA European Tyre & Rubber Manufacturers’ Association
FEF Fast extrusion furnace
FTFT Fatigue to failure rest
GPF General purpose furnace
HAF High abrasion furnace
HD Highly dispersible
HMT Hexamethylenetetramine
HSR High-styrene resin(s)
Tyre Retreading
IED Improvised explosive devices

IIR Isobutylene–isoprene rubber
IRHD International rubber hardness degree
ISAF Intermediate super abrasion furnace
ISO International Organization for Standardization
ITRB Industrial tint reference black
LDH Layered double hydroxide
MBTS Dibenzothiazyl disulfide
MC Microcrystalline
MDR Moving die rheometer
MH Maximum torque
MHF Maximum torque for flat (plateau) curve
ML Minimum torque
MMT Montmorillonite
MT Medium thermal
MU Mooney unit(s)
MV Minimum viscosity
MW Molecular weight
MWD Molecular macrostructures, degree of branching
NBR Nitrile rubber
NDE Non-destructive evaluation
NR Natural rubber
NSA Nitrogen surface area
OLS Organic layered silicate
OMMT Organo-modified montmorillonite
OTR Off-the-road
PA Process(ing) aid(s)
PBR Polybutadiene rubber
PCN Polymer clay nanocomposites
PPDA Alkyl-aryl-p-phenylenediamines
PRI Plasticity retention index
R&D Research and development
RCN Rubber clay nanocomposites
ROF Run-on-flat
RSS Ribbed smoked sheet
198
Abbreviations
SAF Super abrasion furnace

SBR Styrene-butadiene rubber
SEM Scanning electron microscopy
SMR Standard Malaysian rubber
SP Superior processing
SRF Semi-reinforcing furnace
S-SBR Solution-styrene butadiene rubber
Struktol HT 202 Blend of zinc soaps and fatty acid esters
STSA Statistical thickness surface area
Tc Optimum cure time
TEM Transmission electron microscopy
TESPD Bis(triethoxysilylpropyl)disulfane
TESPT Bis(triethoxysilylpropyl)tetrasufide
Tg Glass transition temperature
TGA Thermogravimetric analyser
TMQ Trimethyl quinoline
TPMS Tyre pressure monitoring system
ts2 Scorch time
TSR Technically specified rubber(s)
UV Ultraviolet
UV-Vis Ultraviolet–visible
WRAP Waste & Resources Action Programme
XNBR Carboxylated nitrile rubber
199
I
ndex
A
Abacus software, 138
Abrasion, 2-3, 9, 13-19, 22, 25, 28, 30, 36-42, 44-45, 47, 54, 60, 62-63, 87, 95-
96, 110-111, 114, 116, 123, 136-137, 140-141, 143-144, 151, 188-189
failure, 136
loss, 123, 189
properties, 17
resistance, 13-15, 18-19, 22, 25, 28, 36, 39-41, 44-45, 47, 54, 63, 96, 110-111,
114, 116, 136, 140, 144, 151, 188-189
Absorb, 114, 150, 175
Absorption, 17, 19, 23, 38, 44, 160, 166-167, 172, 175-176
Absorptometer, 167, 172
Acceleration, 77, 110, 124-125, 136
Accelerator, 11-12, 30, 84, 110, 161
Acetone, 4-5, 10, 27, 171
Acid, 2, 7, 9, 14-15, 20, 37, 43, 60-61, 97, 100, 108, 110, 115, 122, 141-143,
159, 161-162, 164-165, 168-170, 172
number, 161-162, 165, 172
Acidic, 169
Acidity, 100, 161-162, 164-165, 169, 172
Acrylic acid, 141
Acrylonitrile butadiene, 192
Activation, 9, 108, 110
energy, 108, 110
Activator, 9, 11, 151
Additive(s), 3, 10, 25-26, 32-33, 46, 63, 122, 134, 144
Adhesion, 3-4, 7-9, 11, 18, 22, 28, 30-31, 36, 45-48, 63-64, 66, 69, 76, 85, 87,
115, 132-133, 136, 139, 162, 170, 193-194
Adhesive, 11, 21, 47, 146
Adsorption, 88-89, 92, 99, 109, 140, 143, 160, 167, 172
Aerodynamic drag, 113-114
Ageing, 6, 10, 16-17, 19, 22-23, 30-31, 55, 62, 64, 77, 123, 130, 137, 179, 185, 193
resistance, 16, 23, 30
Agglomerate, 44, 89, 91, 97
Tyre Retreading
Agglomeration, 45, 87, 97, 142, 167

Aggregate, 43, 89, 91, 97-99, 103, 166, 168
Aggregation, 42
Air, 1, 5, 7, 22, 28, 56-57, 59, 68-71, 73-75, 77, 123, 128, 131-133, 138, 144-
147, 149, 173
leakage, 145
pocket, 57
pressure, 1, 71, 77, 145-147
Alkyl-aryl-p-phenylenediamine(s) (PPDA), 10
Aluminium, 9, 43-44
Ambient temperature, 193
American Chemical Society Rubber Division, 118, 120
American Chemical Society, 118, 120
American Engineering Group (AEG), 150
American Petroleum Institute (API), 160, 163, 172
American Society for Testing and Materials (ASTM), 38, 50, 88, 98, 159, 163,
178-179, 181-182, 185-186, 188-193, 195
Amorphous, 1, 63, 98-100
Amplitude, 94, 136, 189, 191
Analysis, 4-5, 80-81, 133, 137-138, 142-143, 148, 158-160, 163, 165, 171-176, 195
Aniline, 36, 160, 170, 172
point, 36, 160, 170, 172
Anionic, 103, 143
polymerisation, 103
Antidegradant, 30
Antiflex cracking agent, 10
Anti-lock braking system, 148
Antioxidant(s), 8, 10, 14-15, 32, 48, 64, 86, 122, 137, 160
Antiozonant(s), 10, 31-32, 122
Anti vibration, 21
Aqueous, 141, 162, 166
solution, 166
Aramid, 45, 150
Aromatic, 8-9, 15, 34, 36, 42, 60-61, 146, 170
oil, 15, 42, 60-61, 170
hydrocarbon, 34
process oil, 42
Ash, 4-6, 15, 20, 24, 27, 159-164, 171
Asphalt, 144
Assay, 161, 169, 172
Atmosphere, 49, 177, 185, 193
Atmospheric oxygen, 8, 32
202
Index
Atom, 101, 105, 109

Atomic absorption spectroscopy, 175-176
Attapulgite, 143-144
Attrition, 81, 168, 172
Autoclave, 72-75, 138
Automobile sector, 145, 150
Automotive sector, 156
Auxiliary system, 145
B
Bacteria, 32, 49
Banbury, 32, 152-153, 177
mill, 32
Barrier, 64, 141-144, 151
Bead(s), 55, 58, 71-72, 122-126, 133, 146, 192
area, 55, 72, 124-125
damage, 123, 126
inspection, 58
wire, 55
Bearing, 122, 149, 178
Belt, 55, 72, 122, 138
plies, 122
separation, 55, 138
Bend, 156, 193
Bending, 124, 175, 191
Benzoic acid, 37
Benzothiazole, 11, 115, 122, 161, 169
Benzthiazyl-sulphenmorpholide (BSM), 11-12, 60-61
Biaxial inflation device, 138
Bimodal, 97, 99
Bis(triethoxysilylpropyl)disulfane (TESPD), 104, 106, 116
Bis(triethoxysilylpropyl)tetrasulfide (TESPT), 105-106, 110, 116
Blasting, 188
Blemish(es), 30, 56, 66
Blend, 2, 19, 39, 42, 48-49, 61-63
Blended, 7-8, 12, 15-19, 21-22, 39-40, 46-47, 89, 141
Blending, 2, 5, 7, 10, 13, 15, 17-18, 21, 23, 33-34, 84, 97, 102, 140-141
Blister formation, 135
Block, 103, 178, 190
Bloom, 48, 189
Bloomed, 10, 64
Blooming, 31, 48, 64
203
Tyre Retreading
Blow-out, 123, 145, 147, 149

Bond, 8, 13, 46-47, 64, 89, 109, 116
strength, 46, 64
Bondability, 3, 8, 64, 101
Bonded, 146, 193
Bonding, 11, 21, 30, 45-46, 51, 63-64, 69, 72-74, 82, 85, 98, 101, 103, 123,
139, 141
Bracing, 122, 147
Braking, 116, 122, 124, 148
Brittle, 23
Brittleness, 21
Brookfield viscometer, 171
Brunauer-Emmett-Teller (BET), 88-89, 99-100, 167
Bubble, 56, 58
Buff, 72
Buffed, 30, 65-66, 68-72, 138, 150, 177, 185
Buffer, 65
Buffing, 55, 58-59, 65-69, 73, 123, 178
Building, 11, 16, 18, 33, 35, 37, 46, 58-59, 64, 66-67, 69, 72-73
tack, 16, 18, 33, 35, 37
Bureau of Indian Standards, 185
Burn, 170
Butadiene, 1, 12-15, 17-18, 20, 32, 62, 102-103, 136, 192
rubber (BR), 1, 12-13, 15, 18, 32, 62, 102-103, 136, 142
Butylbenzthiazyl sulphenamide, 11
C
Calcining, 175
Calcium, 9, 43-44, 141, 143
carbonate, 9, 43-44
cation, 143
silicate, 44
stearate, 143
Calender, 10, 19, 21, 30, 37
Calendered sheeting, 69
Calendering, 2, 5, 7, 9-10, 16-17, 25, 27-28, 30, 33, 35-36, 43
Calibration, 171-172
Calorimetry, 164
Calorimeter, 163, 175
Car tyre(s), 13, 18, 31, 52-53, 77, 116, 122-123, 133-134, 138, 144, 147-148
204
Index
Carbon, 1-2, 7, 9, 11-12, 16, 20, 22-23, 27, 30-31, 37-44, 46-47, 49-50, 53,
60-61, 84-85, 87-89, 91, 93-98, 101-102, 105, 114-116, 122, 134, 136-137,
139-144, 151, 160, 164, 166-168
dioxide, 115, 149
black, 1-2, 7, 9, 11-12, 16, 20, 27, 31, 37-44, 47, 49-50, 60-61, 84-85, 87-89,
91, 93-98, 101-102, 105, 114-116, 122, 134, 136-137, 139-141, 143-144,
151, 160, 164, 166-169fibre, 139
nanotube(s) (CNT), 139-140, 144, 151
non-black fillers, 95, 140
-silica dual-phase filler (CSDPF), 85, 116
Carboxylated nitrile rubber (XNBR), 140, 142
Casing, 1, 52, 54-57, 59, 65-66, 68-74, 78, 122-124, 128, 130-132, 138, 150, 194
dimensions, 69, 72
failure, 138
plies, 124
Catalysis, 48
Catalyst, 110
Catalytic agent, 26
Cation, 140-141, 143
Cavity, 179, 183
Cell, 108, 188
Cellular, 186
Cellulose, 49
Cement, 5, 8-12, 31, 43, 47, 59-61, 63, 66, 68-69, 72-73
Cemented, 68-69, 138, 146
tyre, 69
Cementing, 58-59, 68-69, 73
Centrifuge(d), 167, 174
Cetyl-trimethyl-ammoniumbromide (CTAB), 88-89, 99-100
Chain, 4, 8, 14, 17, 20, 22-24, 37, 42, 64, 102, 139, 142
length, 142
scission, 24, 102
Chamber, 59, 75, 109, 167, 180
Characterisation, 30, 32, 34, 36, 38, 40, 42, 44, 46, 48, 50, 100, 142, 176
Chemical, 2-4, 7-8, 10-11, 26, 33, 37, 39-41, 44, 47-48, 63, 85-87, 90-93, 97, 99,
102-103, 105, 107, 118, 120, 139-142, 158-159, 163, 169, 171, 173-176
agent, 26
analysis, 158-159, 163, 171, 173, 176
bond, 47
composition, 63, 86, 169
interaction, 87
linkage, 105
205
Tyre Retreading
method, 158
modification, 7, 141-142
nature, 139
reaction, 107
resistance, 2-3
structure, 48
Chemistry, 63, 87, 101, 105, 117-120, 139, 152, 154, 156, 194
Chip, 39, 149-150
Chipping, 18, 46, 123, 141, 143
Chlorinated, 8, 22
Chlorination, 8
Chlorine, 8, 20
Chloroprene rubber (CR), 2, 4, 9, 17, 21-22, 26, 28, 32, 34, 39, 46, 48
Chromatographic, 174
Chromatography, 102, 176
Chrysler, 147
Cis-1,4, 4, 12-13, 18, 20
polybutadiene, 18
Cis-polybutadiene, 18-19
Cis-trans isomerism, 176
Classification, 14, 50, 86, 88, 98, 191
Clay, 88, 102, 122, 139-144, 151, 155, 160, 162, 171, 173
-gel analysis, 160, 171, 173
lamellae, 141-142
Cleveland Open Cup apparatus, 170
Coagulation, 7, 20
Coated, 11, 29, 66, 73, 122, 146
Coating, 10, 71, 76
Coefficient, 85, 111, 114, 136
of friction, 85, 111, 114
Cold curing, 17, 30, 72, 75
Cold grade, 12, 15
Cold polymerised, 14-15
Cold process, 12, 31, 72, 76, 134
Cold resistance, 19
Cold retreading, 73-74, 76
Colour, 6, 8, 15, 95
Colourability, 144
Commercial vehicle, 134
Compatibilisation, 140
Compatibilise, 143
Compatibiliser, 7
206
Index
Compatibility, 34, 41, 48, 63, 95, 102, 104-106, 141, 170-171
Composite, 40, 122, 137, 155
Compounding, 1-3, 5, 7-9, 11-13, 15-19, 21-34, 36, 38-40, 42, 44, 46, 48-51, 63-
64, 82, 86-87, 89, 102, 118, 122-123, 130, 135, 151, 163, 186, 194
Compressed, 178-179
Compression, 178, 190-191
Concentration, 7, 89, 91, 93, 141-142, 169
Condensation, 107, 109
Conditioning, 173, 177, 185, 193
Conductivity, 89, 150, 175
Constant viscosity (CV), 5-6, 8
Construction, 29, 31, 34, 65, 111, 122, 133, 141, 144-146, 149-150, 191
Contaminated, 69
Contamination, 6, 8, 65-66, 69-70, 75
Continental EcoContact5, 145
Conventional rubber, 151
Cool, 71, 179
Cooled, 179
Cooling, 71, 147, 156
Cooling Fin technology, 147, 156
Copper, 6, 15, 159, 162-163
Cord, 7, 66, 84, 122, 126, 128, 132-134
tyre, 84
saving, 52, 133
Cost, 14, 26-27, 33, 40, 45, 52, 78, 81, 85, 122-123, 133-135, 140, 143-144, 147, 151
-effective, 14
Coumarone, 10, 17, 36, 40, 46, 60-61, 140
-indene, 10, 36, 46, 140
resin, 40
Coupling, 7, 36, 39, 85, 89, 91, 95, 98-99, 103-109, 115-116, 144
agent, 7, 36, 39, 85, 89, 91, 95, 103-109, 115-116
Covalent bonding, 141
Crack, 10, 16-19, 39, 48, 62, 128, 137-138, 191-193
growth, 16, 18-19, 137, 191-192
initiation, 16-17, 19, 39, 191
propagation, 138, 191
Cracking, 10, 19, 22-23, 32, 43, 45, 48-49, 55, 128-129, 191-193
Cracker mill, 27
Crazing, 193
Crosslink density(ies), 47, 62-63, 143
Crosslink, 47, 62-63, 143
Crosslinked, 24, 64, 102, 145, 166
207
Tyre Retreading
Crosslinking, 9, 22, 40, 46-48, 64, 86, 109

Crown, 30, 65-66, 69, 131-132
Crumb, 27-28, 135
rubber, 27-28
Cryogenic method, 28
Crystal, 176
Crystalline, 63, 145, 176
Crystallisation, 4, 21, 141
Crystallise, 4, 22
Crystallite, 141, 176
Curative, 75, 143
Cure, 9, 22, 27, 31, 46-47, 59, 72, 75-77, 104, 138, 142, 168, 170, 177, 179-181,
183, 185
rate, 22, 27, 31, 168, 170, 179
system, 46, 75
time, 138, 179-180
tread, 22, 71
Cured, 22, 36, 41, 49, 69, 71-72, 75-76, 151, 177, 183
Curing, 3, 8-9, 11-12, 17, 20-22, 24, 30, 34, 37, 40, 46-48, 60, 64, 66, 70-72,
74-76, 84, 86, 109, 138, 142-143, 151, 169, 183
chamber, 75
failure, 138
pressure, 70, 75
procedure(s), 70, 75
process, 70-72
properties, 142
rate, 17, 143
reaction, 169
system, 11, 17, 60, 72, 75
temperature, 11, 70, 75
time, 8, 12, 70, 75
Curemeter, 182-183
Cushion gum, 5, 8-10, 12, 25, 30, 33, 35, 43, 45, 59-60, 63-64, 69, 72-73, 75, 138
Cut, 3, 12, 25, 30, 39, 43, 45, 54, 62, 66, 69, 73, 98, 123, 128, 137, 145, 177-
178, 185-186, 192, 194
growth, 3, 12, 43, 54, 62, 192
Cutters, 177-178
Cutting, 46, 123, 128, 141, 143, 177-178, 189
Cycle time, 26
Cyclic, 10, 16, 48, 191
deformation, 10, 16, 48
208
Index
stressing, 16
Cyclohexyl benzthiazyl sulphenamide (CBS), 11, 115
Cyclohexylthiopthalimide, 37
D
Damage, 49, 55, 57, 66, 68, 123-128, 130-132, 145
Damp, 49
Damping, 96, 122
De Mattia, 191-192
Deflation, 145, 152
Defoamer, 166
Deformation, 2, 10, 16, 32, 41, 48, 62, 91, 103, 113, 136-138, 147, 149, 185
Degradation, 3, 6, 28, 48, 95, 164, 175, 178
Degrade, 8, 72, 134
Dehydration, 175
Delamination, 57, 149
Demounting, 124, 126
Denovo, 147
Department of Trade and Industry, 134, 153
Depolymerisation, 24, 26
Design, 1, 19, 53, 69, 71, 81, 111, 122-123, 138, 145, 147, 150-151, 175, 188
Deutsche Institüt für Norms, 141
Devulcanisation, 24-26
Devulcanised rubber, 25
Dialysed, 141-142
Dibenzothiazyl disulfide (MBTS), 161, 163-164
Dibenzthiazyl disulphide, 11
Dibutyl phthalate (DBP), 22, 99
Die(s), 177, 179-183
cavity, 179
closure, 179
swell, 182
Dielectric properties, 142
Differential scanning calorimetry (DSC), 160, 163-164, 175
Diffraction, 142-143, 176
Digester, 25-26
process, 25
Dihydroquinoline, 10, 48
Dimensional stability, 7, 9, 16, 19, 27, 39
DIN 53516, 188
DIN Abrader, 188-189
Diorthotolylguanidine, 22, 122
209
Tyre Retreading
Diphenylguanidine (DPG), 110, 115, 122

Dirt, 5-6, 69, 159
Discharge head, 26
Discolouration, 166
Dispersed, 3, 32, 34, 90, 137, 140-141
Dispersibility, 36, 41, 98, 165
Dispersible, 97-99, 101
Dispersing, 2, 11, 33, 97
Dispersion, 2, 10-11, 22, 26, 35-36, 39, 45, 98-99, 104, 140-143, 152, 168, 177
Dissipation, 122, 138, 150
Distillation, 11, 169, 172
Distortion, 53, 70, 75, 114, 178, 191
Disulfide, 11, 61, 106, 122, 163
Disulfidic, 108
Drive, 113, 149, 156
Driver, 123, 138, 145-146, 148-149, 152
Driving, 85, 111, 115, 122-123, 130, 134, 136, 144, 147-150, 152, 157
comfort, 111, 122, 144, 150, 152
speed, 148
Dry, 8, 11, 36, 46, 48-49, 63-64, 68, 71, 78, 111, 166, 177
rot, 48-49
Dried, 7-8, 20, 166, 168
Drying, 49, 59, 68-69, 73, 98, 174
Dumbbell, 186-187, 192
Dunlop, 1, 84, 147, 150, 190
Self-Supporting Technology, 147
Tripsometer, 190
Durability, 3, 7, 31, 41, 44, 49, 56, 72, 98, 111
Durable, 1, 95
Dynamic mechanical analysis (DMA), 142-143
Dynamic mechanical properties, 95, 139, 142-143
Dynamic modulus, 18, 111, 189
Dynamic properties, 13, 16, 189
Dynamic stresses, 45
Dynamic test, 189
E
Economic, 25, 52-53, 117
Efficiency, 3, 9, 13, 54, 89, 109, 123, 144, 147, 150-151, 153
Elastic, 91, 96, 137-138, 141, 145, 179, 185
energy, 137
modulus, 141, 185
210
Index
strain energy, 138

Elasticity, 1, 13, 19, 21, 85, 96, 116, 145, 189
Elastomer, 3-4, 12, 14-15, 17, 19, 21, 24, 34, 36, 39-42, 48, 50-51, 86-87, 91,
122, 124, 126, 128, 130, 132, 134, 136, 138, 140, 142, 144, 146, 148, 150,
152, 154, 156, 195
backbone, 36, 39
Elastomeric matrix, 45
Elastomeric network, 64
Electric, 75, 168
Electricity, 173
Electrode, 169, 172
Electro-mechanical system, 56
Electron, 108, 137, 140, 154
microscopy, 137, 140, 154
Electronic, 55, 148, 174
Electrostatic, 101, 141
attraction, 141
Elevated temperature, 190
Elongation, 13, 20, 22, 37, 43, 45, 62-63, 142, 186, 188
at break, 13, 20, 45, 62-63, 142, 186, 188
Emission(s), 53, 115, 109, 149
Emulsion, 12-13, 15-17, 20, 71, 170
polymerisation, 17, 20
process, 12-13, 170
Energy, 2, 44, 47, 95-97, 101, 104-105, 107-108, 110, 112-114, 116-117, 122,
133-135, 137-138, 140, 144-145, 151, 153, 175, 190
consumption, 2
recovery, 134
Energy® tyre, 95
Engine, 119, 122
Engineering, 29, 50-51, 81, 134, 137, 142, 144, 150-151, 153-156, 158, 189
Envelope, 72, 74
Enveloped, 75
Enveloping, 73-74
Environment, 2, 22, 29, 42, 49, 78, 81-82, 85, 112, 116, 123, 134, 148, 153, 192
Environmental, 3, 28, 52-53, 78, 111, 114, 133-134, 138, 144, 149, 151, 153, 173
degradation, 3
impact, 52, 114
oxidation, 138
pollution, 133
Environmentally friendly, 134, 140, 149
Epoxidised natural rubber (ENR), 7-8, 141
211
Tyre Retreading
ENR-50, 7
Ethanol, 109-110
Ethylene, 2, 22, 24, 32, 102, 142
propylene diene monomer (EPDM), 2, 4, 9, 17-18, 22-24, 28, 32, 34, 36, 40,
47-48, 102
thiourea, 22
European Association of the Rubber Industry, 116
European Tyre & Rubber Manufacturers’ Association (ETRMA), 41, 50, 83
European Union, 149
Evonik, 119
Exfoliated, 141
Exfoliation, 141-142
Expanded, 140, 143
Expansion, 56
Extractable, 169
Extraction, 168, 172
Extrudability, 31, 181-182
Extruded, 5, 7, 28, 30, 39, 69-70, 182
Extruder, 1, 19, 26, 37, 69
Extruding, 28
Extrusion, 1-2, 5, 7, 9, 12, 16-17, 19, 21, 25-28, 30, 33, 35-36, 38, 98, 105,
181-182
F
Fabric, 25-27, 66, 84, 133, 147, 193-194
Fabrication, 8, 18, 23, 31, 46, 66, 137, 183
Factices, 9, 35
Fast extrusion furnace (FEF), 38, 43
Fatigue, 10, 16, 31, 39-40, 45, 95, 132-133, 135, 138, 141, 143, 190-192
life, 40, 138, 191-192
properties, 143
resistance, 39, 95, 141, 143
Fatigue to failure test (FTFT), 192
Fatty-acid, 2, 61, 165
Fibre, 26, 45, 135, 139, 194
filler, 45
length, 45
surface, 45
Fibre-free, 26
Filler, 36, 39-43, 45, 50, 62, 69, 85-92, 94-101, 104-107, 109, 114-116, 140, 143,
151
Film(s), 72, 141-142
212
Index
Finite element analysis, 138

Finite element simulation technique, 140
Fire, 22, 133, 160, 170, 172-173
hazard, 22
point, 160, 170
Firestone, 147
Firestone’s Run-Flat Tyre, 147
First-order kinetics, 107, 110
Flame, 21-22, 28, 97, 143-144, 151, 175
resistance, 21, 151
retardancy, 143
Flash, 160, 170, 172
point, 170
Flex cracking, 22, 43, 48, 191
Flex fatigue, 39
Flex life, 37
Flexibility, 12-13, 17-19, 21, 23, 28, 47-48, 116, 145
Flexible, 19, 126, 149, 186, 193-194
Flexing, 2, 10, 32, 39, 42, 45, 48-49, 62, 88, 190-192
condition, 62
Flow, 1-2, 19, 33-37, 59, 145, 166
properties, 19, 33-34, 36-37
Flowability, 171
Flowing, 17, 167, 170
Foam, 147
Footwear Abrader, 188
Force, 95, 110, 112, 167, 171, 178-179, 185-188, 194
Formaldehyde, 45, 60-61, 63-64
resin, 60-61
Formation, 18, 27, 47-48, 89, 96, 103, 105-107, 109, 123, 135, 137, 141-142
Formic acid, 7
Formulation, 8, 21, 30, 32, 39, 60-61, 115, 138
Fourier-Transform infrared spectroscopy, 142
Fracture, 137, 145, 167
Fractured, 137, 145
Friction, 85, 111, 113-114, 122-123, 126, 136, 144, 171, 189
of tyres, 136
properties, 111
Frictional, 112
force, 112
Fuel, 41, 53-54, 64, 79, 85, 110-116, 123, 133, 138, 144, 147-148, 151-152
consumption, 41, 53-54, 64, 85, 111, 114-116, 138, 144, 148
213
Tyre Retreading
economy, 53, 79, 110, 112, 114, 116

efficiency, 123, 144, 147, 151
mileage, 148
Fungi, 32, 49
Furnace, 11, 16, 31, 38, 42-43, 60-61, 141, 143, 164, 171, 174
black, 11, 31
G
Garvey die, 182
Gas(es), 23, 28, 102, 110, 132-133, 141-144, 151, 173
barrier property, 143
chromatography, 102
permeability, 7, 142
Gaseous, 8
Gasket(s), 139, 158
Gauge, 7, 69, 149
Geiger-Muller Counter, 133
Gel(s), 141, 160, 171, 173
Geminal, 100-101
General purpose furnace (GPF), 38, 43
Glass(es), 12, 97, 169, 171-173, 175, 193
electrode, 169, 172
transition temperature (Tg), 12, 14, 23, 175
transition, 12, 175
Glassware, 172, 174
Glassy, 91, 93, 145
Gold, 91, 117
Gooch crucible, 164
Goodrich, 1, 31, 191
flexometer, 191
Goodrich Tyre Company, 31
Goodyear, 1, 82, 115, 117, 145, 147, 156
Goodyear Extended Mobility Tyre and ROF,, 147
Goodyear UltraGrip Ice+, 145
Granule(s), 17, 27-28
Green rubber, 69
Green strength, 12, 22, 34, 36, 54, 140
Green tack, 4, 12, 17, 34, 54, 64
Green tyre, 84-86, 88, 90, 92, 94, 96, 98, 100, 102, 104, 106, 108, 110, 112, 114-
116, 118, 120, 143
Grinding, 24, 27-28, 59, 65-66, 68
machine, 59, 66
214
Index
mill, 27
tool, 65
Grip, 4, 7, 13-14, 40, 54, 85, 96, 110-112, 114-116, 122, 140, 143, 146, 151,
188
Gripping, 79
Groove(s), 18-19, 66, 72, 123, 192
Gum(s), 2, 4-5, 8-12, 16, 18, 22, 25, 27-28, 30-31, 33, 35, 39, 43, 45, 59-60, 63-
64, 69, 72-73, 75, 138
cement, 31, 59
film, 72
profile, 30
sheeting, 5, 10, 16, 27, 30, 35, 69, 73
stock, 138
Gummy, 189
H
Hard, 136
Hardness, 2, 10, 17, 20, 22, 31, 37, 41, 43, 62-63, 85, 136, 144, 160, 167-168,
172, 185-186
test, 185
Heat, 1-2, 4, 7, 10, 12-13, 16-17, 19-21, 23-28, 37-39, 47-48, 62, 77, 79, 96,
112-114, 122-123, 130, 136, 143-144, 146-147, 149-150, 160-162, 164, 171,
175, 178, 186, 190-191
ageing, 10, 17, 130
build-up, 4, 13, 16, 19-21, 27, 39, 47-48, 62, 77, 143-144, 190-191
degradation, 28
dissipation, 150
energy, 96, 112
generation, 122, 190
loss, 160-162, 164, 171
resistance, 2, 21, 23, 146
stability, 19
-treated, 25
Heavy-duty tyre, 134
Hexamethylenetetramine (HMT), 11, 64
High abrasion furnace (HAF), 16, 38, 42-43, 47, 60, 143
Highly dispersible (HD), 97-99, 101
High-styrene resin(s) (HSR), 17
Hole, 66, 146
Holography, 1, 55-56, 58, 132
Holographic image, 56, 58
Holographic testing, 58
215
Tyre Retreading
Homogeneity, 34, 137

Homogeneous, 3, 30, 32, 104, 140-141, 152
Homogenisation, 159
Homogenising, 34
Honda Odyssey, Touring and Acura RL models, 148
Hose(s), 158, 177, 188, 193
Hot air, 7, 22, 75
Hot cap process, 150
Hot curing, 30, 60, 70, 75
Hot extraction, 168
Hot grade, 12
Hot polymerised, 14, 16
Hot process, 12, 70, 72, 77, 134
Hot retreading, 59, 76-77
Humid, 49, 64
Humidity, 69, 185
Hybrid, 140-141, 143-144, 151
filler, 140, 151
Hydrocarbon, 4-5, 8, 11, 14, 16, 27, 34, 46, 95, 140, 165, 171
Hydrochloric acid, 97, 170
Hydrodynamic effect, 89-90
Hydrogen, 7, 11, 101, 145, 169
bonding, 11, 101
peroxide, 7
Hydrolysed, 108
Hydrolysis, 97, 107, 110
Hydrometer method, 163
Hydrophilic, 106
Hydrophobic, 106-107, 140
Hydroplaning, 78
Hysteresis, 13-14, 16, 36, 39, 54, 114-115, 135-136, 144
I
Impermeability, 23, 28
Improvised explosive device(s) (IED), 150
Indene, 10, 36, 46, 60-61, 140
Indentor, 185-186, 190
Indian Standard, 5, 134
natural rubber, 5
Indonesian rubber, 5
Industrial tint reference black (ITRB), 168
216
Index
Industry(ies), 2, 4, 29, 41, 50, 52-53, 55, 68-69, 76, 81, 95-97, 116, 122-132,
134-135, 138-139, 144, 150, 153, 157-160, 162, 164, 166, 168, 170, 172,
174-176, 178, 180, 182, 185-186, 188-190, 192, 194
Inflate, 146
Inflated, 1, 53, 65, 69, 79-80, 128, 148-149, 152
buffer, 65
Inflation, 53, 55, 81, 123, 126, 128, 130, 138, 146, 148
Infrared, 100, 132, 142, 175-176
spectroscopy, 100, 142, 175-176
Injection, 133, 179, 181-182
moulding, 179, 181-182
Inner liner, 55, 122, 127, 131
Inner tube, 7, 71
Inorganic, 2, 4, 139-141, 144, 163, 174
interface, 141
Insolubility, 161-162, 164
Insoluble, 11, 60-61, 64, 162, 164
Inspection spreader, 1, 124
Instrumental method, 158
Intercalated, 141
Intercalation, 140, 142
Interface, 46, 119
Interfacial adhesion, 136
Interfacial compatibility, 141
Interfacial interaction, 96, 139
Intermediate super abrasion furnace (ISAF), 16, 20, 38, 42-43, 47, 141
Intermix, 177
Internal friction, 171, 189
Internal mixer, 8, 32
International Institute of Synthetic Rubber Producers, 14
International Organization for Standardization (ISO), 5-6, 29, 98, 147, 179,
182-183, 185-186, 188-192
International rubber hardness degree(s) (IRHD), 185-186
Iodine, 38, 160-161, 165-167, 172
adsorption, 160, 167, 172
number, 161, 165, 172
Ion, 146
Ionic, 142-143, 145
Iron, 6, 14-15, 84, 139
Isobutylene-isoprene rubber (IIR), 26, 102
Isomerism, 176
Isoprene, 2, 26, 102
217
Tyre Retreading
K
Ketone, 95
Kinematic viscometer, 171
Kinetic(s), 85, 107, 110, 175
Kumho XRP, 147
L
Laboratory, 47, 136, 138, 173-174, 177, 193
Lamella, 141
Lamellae, 141-142
Landfill engineering, 134
Landfilling, 133
Laser, 56-57
shearography, 57
Latex, 6-8, 15, 45, 140-143
Layered double hydroxide (LDH), 139, 142, 151
Leak, 133
Leakage, 128, 145
Life cycle assessment, 116
Light, 8, 28, 31, 48, 115-116, 123, 133-134, 148-149, 152
Liner, 55, 122, 127, 131
Lining, 146-147
Linkage, 105-106, 176
isomerism, 176
Liquid, 28, 32, 74, 90, 163-164, 171
displacement method, 163
nitrogen, 28
Load, 62, 77-78, 81, 122, 134, 136, 145, 149-150, 186, 188, 191
-bearing, 122, 149
Loading, 21, 42, 81, 84, 91-92, 142, 151, 166, 190
Logistics, 76-77, 153
Lubricant, 178
Lubrication, 136
M
Macromolecular, 145, 155-156
Magnetic, 25, 100
Main chain, 8, 23
Maintenance, 78-79, 81, 123, 138, 148, 151
Manganese, 6, 159, 162-163
Manufacture, 22, 28-29, 52-53, 60, 63, 84, 117, 123, 134, 143, 150, 194
218
Index
Manufactured, 17, 49, 52, 149

Manufacturing, 1, 31, 52, 54, 56, 58-60, 62, 64-66, 68, 70, 72, 74, 76, 78,
80-82, 85, 116, 123, 147, 156, 186, 194
Masterbatch, 135, 141-142
Mastication, 5-6, 8, 21, 32-33, 35
Material analysis, 158
Matrix, 2, 11, 32, 45-46, 85, 87, 90-91, 103-104, 106, 135, 139-142, 144, 165
diagram, 135
−fibre adhesion, 45
Maximum torque (MH), 184
for flat (plateau) curve (MHF), 184
Mechanical, 2-4, 8, 10, 13, 15-16, 21-23, 25-26, 30-32, 37, 39-41, 45-47, 56, 62, 87,
95, 112-113, 122, 136-137, 139-143, 146, 151-152, 172, 174, 185-186, 189
energy, 112
milling, 32
properties, 4, 15-16, 22-23, 30-31, 37, 39-41, 45, 62, 87, 95, 136-137, 139-143,
152, 185
strength, 3, 21
testing, 189
Medium thermal (MT), 38, 43
Melt, 10, 140, 142, 161
intercalation, 140, 142
point, 160-162, 164, 172
Melting, 160-162, 164, 172
Mercaptobenzthiazole, 122, 169
Mesh(es), 26-27, 135, 166
Metal, 2, 8-9, 48, 73, 77, 146, 151, 176, 188
ion, 146
roller, 73
Metallic, 6, 9, 11, 22, 122, 139
Michelin, 1, 84, 95, 115, 145, 147-148
Michelin Energy Saver, 145
Michelin Zero Pressure,, 147
Michelin’s PAX, 147
Microcrystalline (MC), 10, 48-49
Microscope, 174
Microscopy, 137, 140, 154
Mineral, 9, 62, 97
fillers, 9, 62
Minimum torque (ML), 184
Minimum viscosity (MV), 181
219
Tyre Retreading
Mix(es), 3-4, 7-8, 10-12, 16-19, 22, 25, 28, 30, 32, 35-37, 39-43, 45-47, 62-64,
105, 140, 182
Mixed, 26, 31, 33-34, 135, 142, 168, 177
Mixer, 8, 32, 167
Mixing, 2-3, 5, 9, 11-12, 16-17, 26-27, 30-37, 44-45, 64, 87, 97-99, 104-106,
109, 117, 119, 141-142, 177
cycle, 11
operation, 32
process, 31, 34, 99
time, 26
Mixture, 7, 15, 34, 49, 106, 133, 167-171
Mobility, 10, 64, 145, 147, 150, 152
Model, 60, 90-93, 102-103, 138, 141-142, 154
Modelling, 152
Modification, 7, 87, 106, 141-142
Modified, 7-8, 13, 21, 64, 87, 91, 133, 140, 143, 151
Moduli, 90-91
Modulus, 2, 17-18, 20, 31, 36-37, 39-41, 43, 45-46, 62-63, 85, 89-95, 103, 111,
136, 141-142, 158, 183, 185, 188-189
of elasticity, 189
Moiety, 106-109
Moisture, 5, 23, 107, 110, 164
absorption, 23
Molecular, 1, 13-14, 32, 42, 63, 99, 102, 135, 139, 141, 143, 165, 175, 179
macrostructures, degree of branching (MWD), 13
mass, 179
structure, 13-14, 175
weight (MW), 1-2, 5, 10, 15-16, 21, 24, 32, 165
distribution, 12
Monitor, 78, 148
Monitoring, 77-79, 81, 138, 145-146, 148, 157
Monomer, 2, 12, 20, 32, 102, 142, 146
Monsanto Moving Die Rheometer, MDR 2000, 183
Monsanto R100, 183
Montmorillonite (MMT), 141-142
Mooney scorch, 179-180
Mooney unit(s) (MU), 180
Mooney viscometer, 179-180
Mooney viscosity(es), 4, 6, 8, 15, 20-22, 27, 34, 179-180
Morphological, 139-140
Morphology, 44, 96, 98, 140-143
Motion, 42, 113, 136
220
Index
Motor, 113, 148-149, 179-180

Mould, 59, 66, 69-71, 76-77, 138
design, 69, 71
release agent, 71
surface, 71
Moulded, 71-72, 177, 185, 192
Moulding, 1, 3, 31, 33, 35, 58-59, 64, 70-71, 177, 179, 181-182
press, 70-71
Mounting, 124, 126
surface, 124
Moving die rheometer (MDR), 183
N
N-cyclohexylthiophthalimide (Accitard RE), 61
N,N-dimethyldodecylamine (DDT), 143
N-pentane, 171
Nanoclay, 122, 139-140, 142, 144, 151
Nanocomposite(s), 141-142, 156
Nanofiller(s), 139-140
Nanoparticle(s), 152
Nanotechnology, 151, 156
Naphtha, 11, 64
Naphthenic oil, 170
Natural rubber (NR), 1-2, 4-13, 15-23, 26, 28, 32-37, 39-40, 42-43, 46-49, 60-63,
84-85, 102, 115, 117, 122, 136-138, 140-143, 159, 163, 168, 179, 192
New tyre, 52-53, 123, 132-134, 150
Nitrile rubber (NBR), 26, 102, 140, 142
Nitrogen, 4-6, 28, 88, 133, 159-162, 167-168, 172
surface area (NSA), 88-89, 160-162, 167
Nitrosodiphenylamine, 12, 37
Non-destructive evaluation (NDE), 132, 138
Nonox BL, 10
Non-polar, 39, 95, 104, 142
Nuclear magnetic resonance, 100
Nylon, 1, 122
O
O’Brien model, 93
Occluded rubber, 91-92, 102-103
Off-the-road (OTR), 39, 45, 52-53, 62, 65,78, 83, 122, 143
Oil, 2-3, 7, 15-16, 21, 26, 31, 36, 38, 42-44, 52-53, 60-61, 69, 75, 115, 122, 134,
159-160, 162, 165, 167-168, 170-172, 186, 189
221
Tyre Retreading
agents, 26
bath, 165
resistance, 2-3, 7, 21
Old tyre, 3, 30, 36, 45-47, 53, 63-64, 85, 87, 101, 115
Optimum cure time (Tc), 184
Organic, 4, 9, 11, 14-15, 20, 109, 140-141, 143-144, 159, 164-165, 168-169, 172, 174
acid, 14-15, 20, 159, 168, 172
cation exchange, 141
interfaces, 141
layered silicate (OLS), 143
-solvent, 169
Organoclay, 140-143
Organo-modified montmorillonite (OMMT), 142
Organosilane, 106, 144
Oscillated, 183
Oscillating, 182-183
disk-type rheometer, 183
Over-deflection, 128, 130
Over-inflated, 79-80, 149
Over-inflation, 123, 126
Overloading, 81, 126, 128-129, 134, 138
Oxidation, 5-6, 8, 13, 48-49, 65, 129, 138, 175, 193
stability, 175
Oxidative, 6, 23-24, 54, 95, 175
degradation, 6, 95, 175
stability, 54
Oxide, 9, 11, 43, 60-61, 84, 122, 139, 151, 161
Oxidised, 165
Oxygen, 8, 10, 23, 26, 32, 48, 95, 142, 192
attack, 32
Ozone, 8, 10, 21-23, 28, 31-32, 48-49, 128-129, 192-193
atmosphere, 193
attack, 32, 48
cracking, 10, 128-129, 192-193
resistance, 10, 22, 28, 48, 192-193
testing, 193
P
Painting, 59-60, 76
Pan process, 25-26
Paper, 118, 120, 154, 188-189
Paraffin wax, 10
222
Index
Paraffinic oil, 170

Pareto chart, 135
Particle(s), 7-9, 26-28, 38-44, 47, 85, 87-91, 93-95, 97-101, 104-106, 135, 136,
139-141, 144, 161, 166-168, 176
size, 9, 27-28, 38-39, 41, 43, 47, 87-88, 97-99, 136, 139, 161, 168, 176
Passenger car, 13, 18, 52, 116, 134, 138
Payne, 89-90, 94-95, 117-118
effect, 90, 94-95
Pellet, 160, 167-168, 172
hardness, 160, 167-168, 172
tester, 168
Penetrate, 97, 99
Penetration, 12, 66, 126, 131-132
Pentachlorothiophenol, 9, 33
Peptiser, 33-34, 60, 122, 162
Peptisation, 9, 33-35
Pepton-65, 33
Percolation threshold, 89
Permeability, 7, 142
Peroxide, 7, 122
Petroleum, 9-10, 22, 35-36, 40, 134, 140, 163, 171
pH, 44, 97-98, 160, 162, 169, 172, 174
Phenol, 60-61, 95
Phenolic, 10, 36, 40
Phenyl, 14, 32
Phenyl-p-phenylenediamine, 32
Photo-electric reflectance meter, 168
Physical analysis, 158
Physical interaction, 42, 89
Physical properties, 3, 16-17, 20, 23, 25, 27-28, 39, 42-43, 62-63, 84, 98-99, 191
Physical testing, 50, 177-178, 194
Physico-mechanical properties, 137
Pico Abrader, 188
Pine tar, 11, 46, 60-61
Pirelli S.p.A., 145
Pirelli Cinturato P1, 145
Pirelli RFT (Run-Flat Technology), 147
Plastic, 32, 151, 167
Plasticiser, 15, 143
Plasticity retention index (PRI), 5-6, 179
Plastics industry, 139
Plastikator-88, 22
223
Tyre Retreading
Plastikator-OT, 22
Ply(ies), 55, 77, 84, 122, 124, 126, 128, 131-132, 135, 150, 193
cord, 126, 128
separation, 131, 135
Pneumatic tyre, 1, 42, 84
Pneutest, 132
Polar, 39, 46, 95, 101, 103-104, 115, 133, 142, 171
backbone, 46
rubber, 39, 104
Polarity, 95, 103, 105, 115
Pollute, 134
Pollution, 133-134
control, 134
Polyamine, 146
Polybutadiene, 17-18
Rubber (PBR), 1-2, 4, 9, 11, 17-21, 28, 32, 34, 39-40, 46-47, 60-63, 136
Polychloroprene, 20-21, 47, 142
rubber, 20-21, 47
Polymer, 4, 9, 16-20, 23-24, 29, 37, 41-42, 48, 82, 87, 89-96, 99, 101-106, 108-
109, 116, 118, 135, 137, 139-141, 146, 153-156, 168, 170, 176, 195
chain, 17, 20, 37, 102
clay nanocomposite(s) (PCN), 141
interchain, 87
network, 41-42, 93, 96, 105
Polymeric, 90, 139, 141, 155, 163, 165, 175, 186
Polymerisation, 12, 17, 20, 93, 100, 103, 135, 140, 175
Polymerised, 10, 14-17, 22, 48, 135
Polystyrene-co-butyl acrylate-co-acrylic acid, 141
Polysulfide, 105-106
Polysulfidic moieties, 109
Porosity, 7, 19, 30, 99, 138, 167
Pour density, 38, 160, 166, 172
Pour point, 160, 170, 172
Powder, 2, 8, 10-11, 27, 32, 36, 49, 165-166, 168, 176, 188
Power, 26, 44, 91, 113, 151, 157, 188, 193
P-phenylenediamine(s) (DPPD), 10, 32, 48, 60
Precipitated, 9, 11, 15-16, 30, 39, 43-44, 47, 60-61, 64, 88, 97-99, 167
Precipitation, 97-98, 101
Precure, 1, 17, 31, 72-74, 76-77, 134, 150
Preparation, 2, 11-12, 31-32, 45, 69, 142, 144, 155, 158-159, 172-173, 177-178,
185-186
Press, 29, 50, 70-71, 82, 119-120, 194-195
224
Index
Pressure, 1, 26, 56, 59, 70-71, 74-75, 77, 79, 81, 99, 123, 132-133, 138, 145-150,
157, 182
gauge, 149
Process oil(s), 2, 7, 9, 35, 42-43, 115, 122, 134
Process(ing) aid(s) (PA), 2, 7, 9, 18, 20, 26, 30-32, 50, 195
Processing conditions, 28
Processing temperature, 2, 33, 37, 165
Profile, 1, 19, 27, 30, 33, 35, 62, 64-66, 69-70, 78, 111, 150
Propagating, 143
Propagation, 138, 140-141, 191
Propylene, 2, 22, 24, 32, 102, 142
Protection, 8, 10, 32, 48, 147
Protective coating, 76
Protein, 5, 168
Proximate analysis, 175
Pulling, 69, 112
Puncture, 127-128, 138, 145, 147-149, 152
Purified, 143
Purity, 164, 169, 172-173, 175-176
Q
Quality, 5-6, 9, 22, 26, 30, 52, 55, 57, 59, 62, 76, 78, 81, 130, 132, 135, 138,
147, 151, 158-160, 162, 164, 166, 168, 170, 172, 174-176, 178, 180,
182-183, 186, 188, 190-192, 194
assurance, 76, 81, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176, 178, 180,
182, 186, 188, 190, 192, 194
control, 57, 159, 175, 178, 183, 188
standard, 81
R
Radial, 19, 55, 72, 79, 84, 134, 138, 150
tyre, 84
Radiation, 48, 57, 175
Radioactive tracer gas method, 132-133, 152
Rainfall, 193
Rainwater, 193
Reaction, 7, 26, 106-110, 116, 140, 165, 169, 175
kinetics, 175
rate, 108
Reactive group, 165
Rebound resilience, 14, 16, 18, 20, 47, 189-190
Reclaim rubber, 2, 24-28
225
Tyre Retreading
Reclaimator process, 25-26

Recycle, 53
Recycled, 27, 135
crumb, 135
rubber, 135
Recycling, 24, 52, 133-135, 153
Refractive index, 160
Relative humidity, 185
Renacit VII, 33
Re-polymerisation, 135
Research, 135, 153-156, 159, 175, 195
and development (R&D), 159, 178, 183, 188, 191
Residue, 160-164, 166, 169, 171
Resin, 11, 17, 31, 36, 40, 46, 60-61, 64, 140, 149, 162
Resorcinol, 11, 45, 63-64
formaldehyde, 45
resin, 11, 64
Retardation, 22
Retarder, 161
Retread, 2, 11-13, 17-19, 22-23, 25, 27-28, 30-32, 34-36, 38, 40, 42-46, 48-50,
52-55, 59-60, 62-64, 70-73, 75-76, 81-82, 85, 87-89, 95-96, 98, 101, 104-
105, 109, 111, 114-116, 133-135, 151-152, 177, 188, 190-191, 194
profile, 30, 64
tyre(s), 52, 76, 133-134, 152
Retreaded, 47, 52-53, 63, 71, 75-78, 81-82, 111, 116, 123, 133-134, 138, 149-
150, 158-159, 177
Retreader, 30
Retreading, 1-33, 35-43, 45-49, 51-83, 85-87, 89, 91, 93-95, 97, 99, 101, 103,
105-107, 109, 111, 113, 115, 117, 119, 122-183, 185-195
ReTurn, 47
Rheological, 2, 32
properties, 32, 142
Rheology, 142
Rheometer, 142, 183
Ribbed smoked sheet (RSS), 6, 43
Rim, 65, 69, 146-147
Ring, 75, 100, 146-147, 165, 177, 186
Ring and ball method, 165
Road, 4, 14, 31, 39-40, 52-53, 57, 63, 65, 69, 77, 79, 81, 85, 110-115, 122-123,
128, 134, 136, 138, 144, 148, 151
conditions, 111, 128
grip, 4, 40
226
Index
holding, 14
safety, 40, 112, 114
surface, 63, 77, 85, 110-112, 114-115, 122, 136, 138, 144, 148
Roll, 8, 32, 177
Roller, 73
Rolling, 7, 13, 36, 39, 53-54, 59, 64, 77-79, 85, 96-98, 110-117, 122, 136, 138-
140, 143-144, 147, 149, 151
efficiency, 13, 54
resistance, 7, 13, 36, 39, 53, 64, 77-79, 85, 96-98, 110-117, 122, 138, 140, 143-
144, 147, 149, 151
tyre, 96
Room temperature, 21, 71, 76, 145, 179
Rosin, 2, 15, 17, 31, 36, 63
Ross fatigue, 192
Rotary Drum Abrader, 188
Rotation, 123, 146, 181
Rotor, 180
Rotorless rheometer, 183
Rubber, 1-9, 11-37, 39-51, 54, 56, 60-64, 66-74, 76-77, 82-95, 97-99, 101-106,
110, 114, 116-120, 122, 124-147, 150-159, 163-171, 173-175, 177-183,
185-195
bonding, 51, 63, 69, 82
cement, 5, 31, 43, 61, 66, 68-69, 72-73
-clay, 140, 142
nanocomposite(s) (RCN), 142
compound, 6, 9, 14, 17, 27-28, 36, 40, 46, 62-63, 67-68, 84, 97, 106, 132,
135, 138
crumb, 27-28, 135
curing, 70
failure, 135, 138
industry(ies), 29, 41, 50, 95, 97, 116, 124-132, 139, 144, 150, 152, 157-158
matrix, 2, 11, 32, 45, 85, 87, 91, 103-104, 141, 142, 144, 165
mix, 7-8, 11, 32, 105
modulus, 85
network, 40-41, 93
phase, 106
powder, 27
product, 159, 185-186
reclaiming, 24-25
surface, 136, 178
test, 195
tread compound, 7
227
Tyre Retreading
waste, 25-26
Rubberised, 84
Rubbery, 62, 137
Run-flat, 55, 122, 124, 126, 128, 130, 132, 134, 136, 138, 140, 142, 144-150,
152, 154, 156-157
tyre, 145-147, 149-150, 152
Run-on-flat (ROF), 147
Rupture, 48, 62, 88, 123, 138, 192
S
Safety, 12, 22, 37, 40, 52-53, 64, 77, 83, 85, 112, 114, 123, 133-134, 144, 147,
149-152, 157, 170, 173
Saponification number, 161, 165, 172
Saturated, 23, 47, 170
Scanning electron microscopy (SEM), 137, 140, 142, 154
Scintillometer, 133
Scorch, 8, 12, 15, 17, 37, 179-181, 183
properties, 15
safe, 12
time (ts2), 8, 37, 180, 184
Scorching, 12, 21, 37, 64
Scratch(es), 136, 144
Screw extruder, 26
Seal, 146, 183
Sealant, 146
Sealed, 183
Sealing, 75, 145-146
ring, 75
Self-heal, 145-146
Self-sealing, 145-146
Self-supporting, 145-148
Semi-reinforcing, 38, 42, 61, 87, 98
furnace (SRF), 38, 43, 61
Sensor, 148-149
Separation, 19, 55-56, 130-131, 133, 135, 138, 149, 188, 194
effect, 19
Service life, 13, 19, 47, 62, 78, 85, 89, 122-123, 144, 150, 188
Shape, 7, 30, 40, 65, 86, 89, 91, 139, 145, 185-186, 190
Shear, 2, 89-91, 94, 106, 158, 179, 181-182
modulus, 89-91, 94, 158
rate, 179, 181
stress, 2
228
Index
Shearing, 179, 182

Shearography, 1, 55-58, 132, 138
Sheet, 6, 41, 50, 138, 177-178, 189
Shell, 92-93, 106-107
rubber model, 92-93
Shore, 20, 43, 136, 186
-A durometer, 186
hardness, 136
Shredder machine, 27
Shrinkage, 7, 27, 36
Side chain, 22
Sidewall, 14, 55, 76, 123, 126-129, 131, 138, 147-148, 150
Sieve, 160-162, 166, 171
residue, 161-162, 166, 171
Sieving machine, 27
Silane, 7, 36, 39, 102-103, 105-109, 115-116, 144
moiety, 106
Silanisation, 107-110
Silica, 1, 7, 9, 11-12, 22, 36, 39-40, 43-44, 46-47, 60-61, 64, 85, 87-89, 91,
94-110, 114-119, 122, 139-140, 143-144, 151, 162, 167, 171
filler, 36, 85, 96-99, 104, 107, 114-116
surface, 39, 85, 95, 100-101, 103, 105-107, 109-110
Silicate, 44, 97, 143
Silicon, 97, 101, 105, 165
Silicone, 71, 97
emulsion, 71
rubber, 97
Simulation, 135, 138, 140, 143, 152-153
Size, 7, 9, 25, 27-28, 38-44, 47, 65-67, 69-71, 76-77, 87-89, 97-99, 128, 136,
138-140, 145, 161, 166, 168, 176, 190
Skid, 12, 14, 54, 96, 115-116, 139, 144, 151
resistance, 12, 14, 54, 96, 116, 144
Skidding, 78
Skiving, 59, 65-66, 68, 72-73
Sliding surface, 136
Slippage, 109, 111, 181
Slipping, 85
Smearing, 135
Smooth, 140, 181
Smoothness, 35, 137
Soap, 14, 159, 170
Sodium hydroxide, 168
229
Tyre Retreading
Sodium silicate, 97
Sodium thiosulfate, 167
Soft, 1, 10, 88, 122, 178, 189
solid, 122
Softening, 160, 162, 165, 172, 191
point, 160, 162, 165, 172
Software, 138, 148, 174, 188
Soil bacteria, 49
Solid, 84, 122, 163-164, 169, 176, 188
state, 176
Solubility, 31, 101-102, 104-106, 161-162, 164, 172
Soluble, 4, 11, 64, 97, 162, 166, 193
Solution, 8, 11-14, 17, 103, 140-141, 143, 166-169, 175
-styrene butadiene rubber (S-SBR), 103, 115
Solvent, 11, 31, 64, 68-69, 141, 143, 164, 168-170, 172-173
oil, 31
resistance, 141, 143
Soxhlet extractor, 169
Specific gravity, 14-15, 20, 23, 27, 62-63, 159-163, 171-172, 189
Specific heat, 175
Specific surface, 42, 44, 89, 97, 99, 105, 107, 139
Spectroscopic, 174-175
Spectroscopy, 100, 137, 142, 175-176
Speed, 1, 8, 33, 57, 65, 68, 77, 79, 81, 123, 130, 134, 136, 145, 148-150, 152,
172, 188
Splice 69
Sprayed, 71
Spraying, 71, 76
Sri Lankan rubber, 5
Stabilisation, 172
Stabilised, 6
Stabiliser, 159
Stability, 7, 9, 13, 16, 19, 27, 39, 54, 106, 143, 148, 166, 175, 189
Standard deviation, 137
Standard Malaysian Rubber (SMR), 5-6
Static, 192-193
test, 192-193
Statistical thickness surface area (STSA), 88-89
Steam, 25-26, 70-71, 75
-heated, 26, 71
Stearate, 143
Stearic acid, 9, 43, 60-61, 115, 122, 142-143, 161
230
Index
Steel, 7, 27, 53, 57, 65-66, 69, 79, 84, 122, 124, 135, 146, 165, 190
-belted, 79, 84
cord, 7, 66, 122
Stiff, 181
Stiffening, 141, 191
Stiffer, 146
Stiffness, 8, 19, 40-41, 62, 111, 144, 147, 150, 189-190
Stitching, 69, 73
roller, 73
Stoichiometric, 166
Storage modulus, 91, 94
Strain, 46, 77, 89-96, 137-138, 141, 144, 185-186, 192
distribution, 138
energy, 137-138
Strained, 137, 187, 192
Straining, 26, 192
Strength, 2-4, 11-13, 16, 18, 20-23, 25, 31, 34, 36-37, 39-46, 54, 62-64, 69, 85,
87, 89, 95, 98, 136-137, 140-145, 149, 160, 167-168, 172, 177, 186, 188, 193
properties, 16, 140
Strengthening, 40-41
Stress(es), 1-2, 42, 45-46, 79, 87, 136-137, 145, 149, 179-180, 186, 188
relaxation, 179-180
Stressed, 192
Stressing, 16
Stretch, 69, 193
Stretched, 48, 62, 149, 193
Stretching, 4, 88, 141, 143
Strip, 59, 69, 73, 135, 192, 194
Structure-property relationship, 142
Struktol 40MS, 34
Styrene, 1, 12-15, 17, 32, 62, 102-103, 136, 141, 143, 159
-acrylic latex, 141
-butadiene rubber (SBR), 1-2, 4, 7-9, 11-20, 26, 28, 32, 34, 39-41, 46-48, 62-
63, 102-103, 115, 136, 140-141, 143-144, 170, 192
-co-butadiene, 13
Substrate, 11, 17, 28, 36, 46, 193-194
Sulfur, 9, 11, 21-22, 24, 43, 46, 48-49, 60-61, 64, 84, 106, 108-109, 115, 122,
143, 160-162, 169
atom, 109
cure system, 46
moieties, 106, 108
vulcanisation, 11, 48
231
Tyre Retreading
Sulfuric acid, 97
Sunlight, 31, 95, 128-129, 193
Super abrasion furnace (SAF), 16, 38, 42-43, 47, 141
Superior processing (SP), 7, 101
natural rubber, 7
Surface acidity, 100
Surface activity, 40-42, 87, 96, 98
Surface appearance, 17, 71
Surface area, 39-40, 42, 46, 87-89, 96-97, 99, 104, 136, 139, 144, 160-162, 167,
173, 186
Surface chemistry, 87, 101, 139
Surface cracking, 32
Surface energy, 44, 97, 101, 104-105, 107, 144
Surface free energy, 104
Surface layer, 48
Surface modification, 87
Surface morphology, 98
Surface polymerisation, 135
Sustainability, 153
Swell(s), 8, 11, 182
Swelling, 7, 27, 133, 140-142
behaviour, 141
properties, 140
resistance, 142
Synergistic, 10, 143
Synthesised, 103
Synthetic acid, 15
Synthetic resin, 31
Synthetic rubber, 7, 9, 14, 17, 25, 34-37, 48, 63, 134, 168
T
Tack, 4, 8, 10-12, 16-18, 23, 27, 33-37, 46-47, 54, 64, 69, 140, 170
-free, 64, 69
Tackifier, 11, 46-47
Tackifying, 23, 35, 46, 63
Tackiness, 18, 23, 45
Tacky, 10
Talc, 88, 94
Tan δ, 96-98, 190
Tear, 2, 9, 16-18, 22, 25, 30-31, 37, 39-47, 55, 78, 87, 89, 98, 123, 135-137, 140,
144, 149, 186-188
path, 137, 140
232
Index
resistance, 9, 17, 22, 25, 30, 37, 39-42, 44, 47, 87, 89, 123, 136-137
strength, 16, 18, 22, 31, 39, 43, 45-46, 98, 137, 144, 186
Tearing, 39, 123, 136-138, 141, 189
Technically specified rubber (TSR), 5-6, 29
Temperature, 2-3, 6, 9, 11-13, 17-21, 23, 25-26, 28, 33-35, 37, 47, 64, 70-72,
75-77, 85, 93, 96, 106, 108, 110, 137-138, 143-145, 148, 150, 163-165, 169-
172, 174-175, 179-180, 183, 185, 190-191, 193
range, 3
Tensile dumbbell, 187
Tensile properties, 39, 178, 186
Tensile strength, 2, 4, 13, 18, 20, 22-23, 25, 31, 37, 39-42, 44-46, 62-63, 87, 89,
136, 141-144, 177, 186, 188
Tensile stress, 136, 186
Tension, 47, 62, 186, 188
Terpolymer, 22, 24
Thai rubber, 5
Thermal, 24, 31, 38, 106, 139-140, 142-143, 150-151, 174-175, 189
analysis, 174-175
black, 31
conductivity, 175
decomposition, 175
properties, 139-140, 142
resistance, 151
stability, 106, 143, 175, 189
Thermogravimetric analyser (TGA), 175
Thermometer, 172
Thermo-oxidation, 13, 35
Thermo-oxidative stability, 54
Thermoplastic(s), 8, 17, 149, 151, 185-186, 188-189, 192
resin, 149
Thermoset, 135
Tint, 160, 168, 172
strength, 160, 168, 172
Tire, 56, 82-84, 117-118, 120, 145, 147, 154, 156-157
Titanium dioxide, 139
Titrated, 168-170
Titrating, 165
Titration, 164, 168
Titrimetric method, 165
Toluene, 11, 160, 166, 172
Topography, 137
Torque, 122, 142, 167, 180, 183
233
Tyre Retreading
level, 167
rheometer, 142
Total tyre logic, 53, 77-78
Toughness, 137, 144
Traction, 98, 110-111, 113, 115, 144
Transmission, 140, 188
electron microscopy (TEM), 140-143
Transportation, 52, 122, 149
industry, 122
Transportation Recall Enhancement, Accountability and Documentation Act, 149
Tread, 1-5, 7-23, 25-28, 30-37, 39-43, 45-49, 52-56, 59-60, 62-66, 68-74, 76-79,
81, 84-86, 88, 90, 92, 94-98, 100, 102, 104, 106, 108, 110-112, 114-116,
118, 120, 122-123, 131, 135-138, 142-144, 146, 148-150, 178, 191, 194
buffing, 59
compound, 7, 9, 32, 36, 45, 96, 111, 114, 143
design, 1, 53, 81, 122-123, 138
distortion, 53
formulation, 39
gauge, 69
groove, 19
gum, 5, 8-10, 25, 28, 30, 43, 45, 59-60, 63-64
life, 78-79
profile, 1, 19, 27, 30, 33, 35, 62, 69-70, 111
separation, 149
surface, 65-66, 72
wear, 52, 62, 78-79, 98, 111, 131
Tribological, 139-140
properties, 139
Trimethyl dihydroquinoline, 48
Trimethyl quinolone (TMQ), 10, 60-61
Triton X-100, 166
Truck, 1, 4, 13, 16, 18, 31, 39, 52, 62, 84, 116, 123, 130, 134-135, 143
tyre, 1, 13, 123, 134, 143
Tube, 7, 58, 70-71, 170
Tubeless tyre, 1, 55
Tun Abdul Razak Research Centre, 135
Two-roll mill, 8
Tyre
application, 76
carcass(es), 77, 193
casing, 52, 56-57, 70, 72, 78
cord, 134
234
Index
crown, 30, 65, 131

engineering, 142, 144
failure, 53, 135, 144, 149, 152
inner surface, 146
logic, 53, 77-78
management, 53, 78-79
manufacturing, 1, 64, 85
mounting, 124
new-generation, 149, 150
pressure, 79, 123, 146, 148-150
monitoring system (TPMS), 146, 148-149, 152
recycling, 134, 153
repair, 21, 61
retread compound, 25, 62-63
retread rubber mixes, 12
retreading, 1-33, 35-43, 45, 47, 49, 51-83, 85-87, 89, 91, 93, 95, 97, 99, 101,
103, 105, 107, 109, 111, 113, 115, 117, 119, 122-183, 185-195
cause and effect analysis, 80, 81
industry, 2, 4, 123, 158-160, 162, 164, 166, 168, 170, 172, 174, 176, 178, 180,
182, 186, 188, 190, 192, 194
rotation, 146
rubber, 31, 153
selection, 53, 81
surface, 11, 31, 66-67
technology, 84-85, 110, 112, 116
tread, 4-5, 7, 9-12, 14, 18-20, 22-23, 27-28, 32, 36, 39-40, 45, 47-49, 56, 63,
78, 84-86, 88, 90, 92, 94, 96-98, 100, 102, 104, 106, 108, 110-112, 114,
116, 118, 120, 122, 136-138, 142-144, 149, 178, 191
application, 27
compounding, 7, 12, 23
decay, 48
valve, 146
U
Ultrasonic equipment, 55
Ultraviolet (UV), 8, 23, 28, 31, 48-49, 95, 175-176
-visible (UV-Vis) spectroscopy, 175-176
Uncured, 46, 68-71, 75, 135
Under-inflated, 53, 79-80, 128, 148-149
Under-inflation, 53, 55, 126, 128, 130, 146
Unsaturated, 8, 10, 12, 16, 24, 35, 46, 48, 192
235
Tyre Retreading
Unsaturation, 17, 22, 37, 165

Unvulcanised, 7, 37, 49, 64, 179, 181
US Department of Transportation, 52
Used tyre, 1, 31, 45, 47, 52, 56, 123, 133-134
Used Tyre Working Group, 134
U-tube, 170
V
Vacuum, 56, 74
Van der Waals, 91, 94-95, 101
Vapour, 170, 175
phase, 175
Vehicle, 52, 72, 77, 113-115, 122-124, 126, 134, 145-150, 152, 154
Velocity, 113, 136, 171
Vibrating, 27, 131
Vibration, 122, 144, 190
damping, 122
Vicinal, 100-101
Vinyl, 13-14, 102, 146
Virgin rubber, 24-27, 135
Viscoelastic, 1, 103, 137, 179
Viscometer, 171, 179-180
Viscosity, 2-3, 5-6, 8-9, 11, 15-16, 20-22, 24, 27, 31-37, 68, 87, 90, 95, 98, 104,
160, 167, 171, 179-181, 183
gravity constant, 160
Viscous, 32, 90
Volatile, 5-6, 14-15, 24, 27, 109, 159, 164
matter, 5-6, 14-15, 27, 159, 164
Volume fraction, 90-91, 139
Vulcanisate, 41, 94, 136, 144, 163, 167, 182, 191
Vulcanisation, 9, 11-12, 15, 46-48, 70, 72-77, 93, 106, 108, 142, 164, 169, 177,
179, 181-183, 186
Vulcanised, 7, 21, 24-26, 46, 50, 62, 73, 135, 177, 185-186, 188-192
rubber, 7, 24-26, 46, 188, 190
Vulcanising, 75, 99, 165, 182
W
Wallace Rapid Plastimeter, 6
Wash, 173
Washed, 7, 171
Washing, 8, 59
Waste & Resources Action Programme (WRAP), 133, 135, 152-153
236
Index
Water, 3, 17, 19-20, 23, 25, 71, 97, 100-101, 141, 163-164, 166, 169, 174
absorption, 17, 19
Wax, 10, 31, 189
Wear, 13-14, 16, 19, 31, 40-41, 52-55, 62-63, 66, 78-80, 84-85, 89, 95-96, 98,
110-111, 116, 123, 131, 133, 135-136, 138, 140, 143-144, 149, 154, 189
resistance, 13-14, 16, 19, 31, 40, 53-54, 84-85, 89, 95-96, 116, 143
Weather, 2, 19, 21, 22, 186
resistance, 21
Weatherability, 21
Weathering, 19, 22, 186
resistance, 19
Weight, 1, 22, 24, 32, 99, 112, 135, 144, 146-151, 163-166, 170-172, 189
loss, 164, 189
Wet, 5, 7, 14, 17, 19, 49, 54, 78, 96, 98, 110-112, 114-116, 122, 139-140, 143-144, 151
conditions, 110
grip, 7, 54, 96, 111-112, 114-116, 122, 140, 143, 151
skid, 96, 115-116, 139, 144
stage, 5
traction, 98, 115
Wettability, 90, 104
Wetting, 11, 34, 101
Wheel, 65, 69, 79, 81, 113, 123-124, 136, 145-148, 152
alignment, 79
position, 81
speed, 148
system, 113
Wide-angle X-ray diffraction, 142
William’s plastimeter, 179
Wire, 55, 122, 194
Wood, 2, 10-11, 17, 36, 46, 49, 63, 140
resin, 140
rosin, 2, 17, 36, 63
Worn, 1, 4, 11, 31, 45, 52-55, 57-59, 63-65, 68-69, 72, 78, 123, 132, 134
tread, 52, 65
tyre, 4, 11, 31, 54, 57-59, 63-64, 68, 72, 132
Worn-out tread, 65, 123
Worn-out tyre, 123, 134
X
Xanthate, 21
X-ray, 1, 55, 57, 76, 132, 137-138, 142-143, 176
237
Tyre Retreading
diffraction, 142-143, 176

inspection, 57, 76
powder diffraction, 176
spectroscopy, 137
Y
Yield, 9, 141, 185
Yokohama, 119, 145, 147
Yokohama Run-Flat, 147
Young’s modulus, 91, 136, 185
Z
Zero pressure system, 147
Zinc oxide, 9, 11, 43, 60-61, 84, 122, 139, 151, 161
Zinc salt, 9
238
Published by Smithers Rapra
Technology Ltd, 2015 Tyre Retreading
The purpose of this book is to provide details of the different elastomers – including
reclaim rubber and crumb rubbers – utilised in the rubber compounds used in the
manufacture of different types of tyre retreading. There are discussions about reinforcing
fillers and other compounding ingredients, their efficacy, the use of bonding agents,
Tyre Retreading
and their relevance to the tyre retreading process.
Precise guidelines for the practical compounding of different categories of rubber

compounds used to make retread can be drawn from the book. A practical approach is
also taken to describe the manufacturing technology used in tyre retreading.
The book then moves on to describe the innovations in green retreading technology,
abrasion and flex fatigue deterioration of tyre tread. Editor:
State-of-the-art methods for the inspection and testing of old tyres before rubberisation Bireswar Banerjee
and after retreading are examined in detail, as well as techniques for the testing of
basic raw materials and process testing of prepared rubber compounds.
Nanotechnology (potentially the bringer of a revolution in the field of tyre retreading)

and the development of the run flat tyre are described in some depth in this book.
This concise book is intended to be a practical guide to tyre retreading manufacture and
Editor: Bireswar Banerjee
a ready reference for students, researchers and academics.
Shawbury, Shrewsbury, Shropshire, SY4 4NR, UK

Telephone: +44 (0)1939 250383
Fax: +44 (0)1939 251118
Web: www.polymer-books.com

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What are the different types of tyres that can be retreaded?

What are the different types of tyres that can be retreaded?

What are some of the advantages of tyre retreading?

What are some of the advantages of tyre retreading?

Tyre Retreading

A Smithers Group Company

Shawbury, Shrewsbury, Shropshire, SY4 4NR, United Kingdom

Smithers Rapra Technology Ltd

©Smithers Information Ltd., 2015

All rights reserved. Except as permitted under current legislation no part

ISBN: 978-1-84735-688-8 (hardback)

Typeset by Integra Software Services Pvt. Ltd.

Tyre retreading is an established technology in the recycling of worn tyre carcasses.

Because of the guaranteed and reliable performances of retreaded tyres but at a

Tyre retreading is friendly to the environment as an alternative to buying a new tyre.

Since there is no concise guide book on the manufacturing technology involved

compositions. Chapter 3 outlines the non-destructive testing of worn-out tyres, and

Chapter 5 outlines up-and-coming trends in the use of elastomer nanocomposites,

I express my great appreciation to Ms Helene Chavaroche, Commissioning Editor

Preface ................................................................................................................. iii

Contributors ...................................................................................................... xiii

1 Rubbers, Compounding Ingredients and their Criterion in

1.1 Introduction ........................................................................................ 1

1.4 Styrene-butadiene Rubber ................................................................ 12

2 Processability, Characterisation and Properties of

2.1 Introduction ...................................................................................... 31

3 Manufacturing Technology for Tyre Retreading ......................................... 53

3.1 Introduction ...................................................................................... 53

4 Green Tyre Tread Technology ...................................................................... 85

4.1 Introduction and Historical Overview ............................................... 85

4.3 Reinforcing Fillers ............................................................................. 87

4.10.1 Rolling Resistance .............................................................. 113

5 Advances in Tyre Retreading and Scope of Run-Flat Tyres and

5.1 Introduction .................................................................................... 123

5.10 Summary ......................................................................................... 151

6.1 Introduction .................................................................................... 159

6.2.1.15 Iodine Adsorption: Definition, Significance and

6.2.5 Chromatography.................................................................. 177

Index ................................................................................................................. 201

B - 12/3, Karunamoyee Estate, Salt Lake, Calcutta, 700091, India

Rubber Technology Centre, Indian Institute of Technology, Kharagpur, 721302, India

Rubber Technology Centre, Indian Institute of Technology, Kharagpur, 721302, India

Dipak Kumar Setua

Defence Materials and Stores Research & Development Establishment (DMSRDE),

• Chloroprene rubber (CR) for specific applications

• Ethylene propylene diene monomer (EPDM) rubber for special applications

• Reclaim rubber (as compounding ingredients)

An overview of the processing behaviour, physical/mechanical characteristics (such

the compound by increasing the efficiency of mixing. Some synthetic elastomers

1.2 Elemental Criteria for the Selection of Rubbers for

• Moulding and curing characteristics

• Service condition and durability

• Service temperature range

• Bondability with old tyre

• Oil/chemical resistance (for specific uses)

• Resistance to environmental degradation

1.3 Rubbers Used for Tyre Retreading

1.3.1 Natural Rubber

Figure 1.1 Tensile strengths of different rubbers