Tyres are composite materials that have a lot of components in them, including a molecule known as 6PPD, which provides UV protection to help the rubber found in tyres last longer. The 6PPD accomplishes this by absorbing the sun’s rays and preventing the material from breaking down due to reactions with ozone and other reactive oxygen species in the air.
However, as tyres wear down through contact with road surfaces, they release particles of 6PPD into the environment.
Thus, researchers from the University of Delaware from the Center for Plastics Innovation and the Department of Chemical and Biomolecular Engineering, led by Dion Vlachos, Unidel Dan Rich Chair in Energy, have developed a method to tackle end-of-life tyre decontamination from 6PPD.
The researchers recently published their approach in Nature Chemical Engineering, demonstrating a way to upgrade 6PPD into safe chemicals and to turn the leftover crumb rubber into aromatics and carbon black, a soot-like material found in everything from pigments to cosmetics to electronics.
According to Vlachos, tyres are responsible for about one-third of the microplastics in the environment. This is because nearly 25% of the components in a tyre are made of synthetic rubber, which is a plastic.
Under sun radiation exposure, 6PPD converts to 6PPD-quinone, what is called a diketone, or a molecule made up of two ketone groups. One major source for these diketone molecules is the tires themselves. And it’s not just the microplastics that result from tyre wear and tear when in use. These molecules also can be released into the environment from tyres left in landfills and exposed to the elements, such as rainfall.
“You can’t put a filter on the environment the way you might have a filter on your household dryer to capture these fibres,” said Vlachos, who also directs the Delaware Energy Institute.
While others in the field have attempted to break tyre materials down using high heat, through a process known as pyrolysis, 6PPD is stubborn and the diketone molecules remain in the oil left behind. If the oil is used in fuel or other materials, the diketone molecules go along for the ride, which is a problem.
So, the Vlachos team decided to try and remove the 6PPD through a process known as chemical extraction. This involved placing millimeter-sized pieces of tyre, or crumb rubber, into a classic microwave reactor, heating the materials up and using a chemical solvent to quickly separate the 6PPD from the other molecules present.
Once the 6PPD molecules are removed, they can be chemically converted into safe chemicals that can be used or sold for a small price. The rest of the tyre, meanwhile, can be recycled using classic plastic recycling methods — a plus, given there currently are no alternatives for tyres in general.
This would enable remediated tyre materials to be used in practical applications, say, on soccer fields, playgrounds or in asphalt for roads, without worry. The crumb rubber also could be used in aromatics, which are starting materials for a wide range of consumer products, or as carbon black, a soot-like material found in many pigments, conductive/insulating elements and reinforcing agents, among other things.
The UD research team has protected the novel approach through the University’s Office of Economic Innovation and Partnerships.
To date, the research team has proven this approach at the lab scale, according to Vlachos, and a technoeconomic analysis showed the cost looks to be very reasonable. It’s a positive step, but more work is needed — and time is of the essence.
Worldwide, the number of end-of-life tyres continues to grow, with some reports estimating there could be up to 5 billion tyres in need of disposal worldwide by 2030. Meanwhile, scrap tyre use in the US declined by 25% between 2013 and 2021.
“I think actual recycling of the tyre itself is important, so there are truly circular solutions that are doing upcycling,” he said. “We must make things at a large enough scale and at a reasonable cost outside of the laboratory. This has to be demonstrated with pilot-scale facilities. We haven’t done that.”
Taking solutions from the lab to the real world will require further engineering effort and time, Vlachos said. Start-ups and other minds, along with the automotive industry, will be key to driving solutions toward adoption, he added.