ARTICLE IN PRESS

Geotextiles and Geomembranes 26 (2008) 100–107

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Technical Note

Geotechnical performance of waste tires for soil reinforcement from

chamber tests
Yeo Won Yoona,, Seung Beom Heob, Keun Soo Kimb
a
Department of Civil and Environmental Engineering, Inha University, 253 Yonghyun-dong, Nam-ku, Inchon 402-751, South Korea
b
Graduate School, Inha University, Inchon 402-751, South Korea
Received 23 January 2006; received in revised form 2 October 2006; accepted 13 October 2006
Available online 27 April 2007

Abstract

This paper presents reinforcing effects of the newly devised ‘Tirecell’, made from treads of waste tires, in sand. Parametric studies of
the number of connection bolts between Tirecells, relative density of sand, embedded depth, the number of reinforced layers, and the
width of Tirecell were performed by using plate load tests. The number of connection bolts used was enough to maintain the given
pressure. Both the bearing capacity increased and the settlement reduction was the highest at the lowest density of sand, and the
reinforcing effect of sand was obtained when the embedded depth was within 1.0B, where B is the loading width.
Higher bearing capacity was achieved by adding the Tirecell-reinforcement layers within 1.0B. Especially, the bearing capacity
increased remarkably at one layer of the reinforcement, and the degree of increase was small from one-layer reinforcement to two layers.
The Tirecell width that did not change the bearing capacity was smaller than that of geocell because of the high stiffness of the Tirecell.
The reinforcing effect of Tirecell, in general, was more prominent than that of a commercial geocell.
r 2007 Elsevier Ltd. All rights reserved.

Keywords: Bearing capacity; Reinforcement; Settlement; Waste tires; Tirecell; Sand

1. Introduction (Humphrey and Manion, 1992; Foose et al., 1996;

Waste tire disposal has become a major environmental
issue in many countries. Each year more than 250 million
used tires are stockpiled in the United States (Rma, 2004)
and Canada generates over 28 millions of passenger tires
per year (Garga and O’Shaughnessy, 2000). Korea has
generated approximately 20 millions of waste tires per year
since 1998, and some of the tires are utilized for rubber tiles
and blocks or for cement materials. However, the cost of
making rubber powder from a tire is very high. Therefore,
several beneficial uses of waste tires have been proposed
in the last decade, and some of them have already been
applied in construction. Waste tires are desirable as
construction material because of their excellent mechanical
properties and durability. Fine-ground tire powders can be
used as partial replacement for asphalt in asphaltic
concrete; tire chips can be used for lightweight fill
Corresponding author. Tel.: +82 32 860 7568; fax: +82 32 873 7560.
E-mail address: yoonyw@inha.ac.kr (Y.W. Yoon).
Humphrey et al., 1998; Reid et al., 1998); tire treads can
be used as a form of grid (Yoon et al., 2004); whole tires or
tires with one sidewall removed (Garga and O’Shaugh-
nessy, 2000; Nguyen, 1996; Ecoflex, 2006) can be used. In
some cases, environmental assessments of toxic compounds
in the tire-embedded earth fill were performed previously
(O’Shaughnessy and Garga, 2000; Humphrey and
Katz, 2000, 2002; Moon, 2003). In these assessments, the
effluents were field monitored and the results indicated that
toxic compounds had no significant adverse effects on
ground water quality over a period of 5 years.
In this research, tire sidewalls were removed and a
shallow, large diameter, cylinder tire was folded to make
small two cells forming an Arabic number 8 type (called
Tirecell). Many units of cells can be combined to complete
a Tirecell, which can be used in the same way as a
commercial geocell (Dash et al., 2001). A large number of
plate load tests were performed to study reinforcement
effects on the bearing capacity increase and settlement
reduction in a test chamber filled with sands.

0266-1144/$ - see front matter r 2007 Elsevier Ltd. All rights reserved.
doi:10.1016/j.geotexmem.2006.10.004
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Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107 101

Nomenclature N number of reinforcement layers

SRF settlement reduction factor
f peak angle of internal friction u depth of first reinforcement layer below load
d interface angle between soil and tire surface plate
b width of reinforcement Dz vertical spacing between reinforcement layers
B width (diameter) of a load plate z depth of final reinforcement layer below load
BCR bearing capacity ratio plate
Dr relative density of sand

2. Material properties quartz particle classified as SP in the Unified Soil

Classification System (USCS). The particle size distribution
2.1. Tirecell curve of Incheon sand is shown in Fig. 3, and the
engineering properties of the sand are listed in Table 2.
Tirecell used in this research was developed by combina- The typical stress–strain and volumetric behavior of
tion of treads only after elimination of the sidewalls, as Incheon sand are shown in Fig. 4. Interface friction angles
shown in Fig. 1. Tirecell may be used as (1) underlying between tire tread and the sand for different relative
material over unstable ground surfaces, (2) reinforcing densities of the sand were measured by direct shear test.
elements between soil layers for embankment, (3) soil The ratios of the sand–tire interface angle (d) to the
reinforcement of foundations, and (4) materials for retaining
walls, etc. Fig. 2 shows the plane figure of Tirecell. The
concept of soil confinement is the same as that of a
commercial geocell system. The Tirecell units were combined
with a high-strength plastic bolt without washers. Tensile
properties of connection part of tire treads were determined
by universal testing machine, and the results are shown in
Table 1. The tensile strength of Tirecell is governed by the
strength of plastic bolt for connection rather than that of the
tread itself. The strength of Tirecell connection by using a
plastic bolt without a washer was 2.48 kN. By increasing of
bolts from one to two or three, the strength of connection of
Tirecell increased to 5.70 and 7.47 kN, respectively.
Three sizes of Tirecells were used to study the boundary
influence on bearing capacity by width of Tirecell. And the
width ratios of Tirecell to diameter of a load plate, b/B, where
b is the smaller length of a Tirecell (Fig. 2b) and B is the
diameter of a load plate, were 1.09, 2.17 and 4.17, respectively.
The ratios can be achieved by combination of some cell units
(Fig. 2a). Tires used in this study were small-size light truck,
and the engineering properties are listed in Table 1.

2.2. Sand

The sand (called ‘Incheon’ sand) obtained from western

coastal area of Korea is uniformly graded and rounded

Fig. 2. Plane figures of (a) cell unit by a tire, (b) Tirecell, and (c) photo of
Fig. 1. Formation of Tirecell. Tirecell.
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102 Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107

Table 1 500
Properties of Tirecell
Dr = 55%
A unit of Tirecell dimension (mm) (Fig. 2a) 190 (b1)  730 400
(L)  135 (H)

(σ1 - σ 3)(kN/m2 )
Tirecell dimension (mm) (Fig. 2b) 1460 (b2)  1520
(L)  135 (H) 300
Volume of solid tire material of a unit Tirecell 2,721,600
(mm3) (Fig. 2a)
200
1 volume (mm3) Tirecell in 1,300,000 σ 3 = 30kN /m2
2 volume (mm3) Fig. 2b 4,600,000 σ 3 = 60kN/m2
3 volume (mm3) 100
5,800,000 σ 3 = 120kN/m2
Tensile strength of 1 bolt 2.48
connection (kN) 2 bolts 5.70 0
3 bolts 7.47 0 5 10 15 20

15

100 10
90

(%)
ε v (%
80 5
Percent finer (%)

70
60 0
50
40 -5
0 5 10 15 20
30
20 ε a (%)
10
Fig. 4. Typical triaxial behavior for medium dense Incheon sand
0
(Dr ¼ 55%).
0.01 0.1 1 10
Particle diameter (mm)
The chamber was placed under a loading frame and was
Fig. 3. Particle size distribution curve. filled with sand up to the depth of 1.2 m. Hydraulic
cylinder, dial gages, and a measuring system were involved
in the test (Fig. 5). The chamber had rigid boundaries, and
Table 2 its size was determined by finite element analysis, which
Physical properties of sand sample checked the boundary influence. No boundary influence
was confirmed from the pilot-plate load tests preceding the
Coefficient of uniformity, Cu 2.81
Coefficient of concavity, Cc 1.00
main tests.
Effective size, D10 (mm) 0.19
Maximum dry unit weight (kN/m3) 15.89 3.2. Sample preparation
Minimum dry unit weight (kN/m3) 13.24
Specific gravity, Gs 2.64
Sand was compacted by the tamping technique applying
Friction angle, f Dr ¼ 40% 34.6 the undercompaction concept (Ladd, 1978). This method
Dr ¼ 55% 35.4 can consistently produce layers with almost the same
Dr ¼ 70% 36.5
density. The sand samples with relative densities of 40%,
Ratio of friction angle, d/f E0.90 55% and 70% were prepared to investigate the effect of soil
improvement by Tirecell. For more uniform density,
the wooden frame divided into nine cells was used, and
internal friction angle (f) of the sand were about 0.9–1.0, the height of the sand sample was divided into five levels.
depending upon the surface condition of tire tread, for The weight of the sand in each section was measured and
both the outside and inside of the tire treads. poured carefully into every square cell of the wooden frame.
After the frame was removed, tamping was conducted with
a tamper with 250 mm  250 mm square plate.
3. Experimental program
3.3. Testing program
3.1. Test chamber
A series of plate load tests for Tirecell-reinforced sands
The plate load tests for this research were carried out in a were performed to study the reinforcing effect of Tirecell
test chamber of 2.0 m width, 2.0 m length, and 1.5 m height. with number of connection bolts between Tirecell, relative
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Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107 103

Dial gage Hydraulic cylinder

Load plate
(B =350) Tirecell

u
135
1500
Δz
135
1200 Δz
135

Fig. 5. Schematic of test setup for model test.

Table 3 sand were investigated. The parameters included relative

Scheme of plate load tests for Tirecell density of the sand, Dr; number of layers of reinforcement,
Variable parameter in Dr (%) No. of Remarks
N; depth below the bearing plate to the top of the first layer
the test series tests of reinforcement, u, expressed in non-dimensional form of
u/B, where B is the diameter of the plate; and the width, b,
Unreinforced 40 1 of a square area of Tirecell-reinforcement in non-dimen-
55 1
70 1
sional form of b/B, the width ratio. In all the tests, except
for the test on the influence of the sizes of Tirecell,
Tirecell size (b/B) 55 3 b/B ¼ 1.09, 2.17, 4.17 b/B ¼ 4.17 was used consistently.
Relative density 40 1 u/B ¼ 0.2, b/B ¼ 4.17, For comparison of test results, the bearing capacity ratio
N¼1 (BCR) and the settlement reduction factor (SRF) were used
55 1 as previously described by Guido and Christou (1988) and
70 1
others.
Embedded depth (u/B) 55 5 u/B ¼ 0.2, 0.3, 0.4, 0.5, q
1.0 BCR ¼ r , (1)
N ¼ 1, b/B ¼ 4.17 q0
Number of reinforced 55 12 N ¼ 1, 2, 3 ðs=BÞr
layers Dz/B ¼ 0.2, 0.3, 0.4, 0.5 SRF ¼ , (2)
b/B ¼ 4.17 ðs=BÞ0
where qr and q0 are the ultimate bearing capacities for the
reinforced and unreinforced sands, respectively, and s is the
density of sand, embedded depth, number of reinforced settlement at the corresponding ultimate bearing capacity.
layers and widths of Tirecell. The details of the test scheme Table 4 and Fig. 6 show plate load test results for
are listed in Table 3. unreinforced sands of relative densities of 40%, 55% and
70%, respectively. There were no pronounced ultimate
points in the load-settlement curves of loose sands except
4. Results and discussion for dense sand. In that case, 10% settlement of plate
diameter was considered as the ultimate value.
4.1. Plate load tests
4.2. Reinforcing effect by geocell and Tirecell
Plate load tests were conducted in a chamber as
described in Section 3.1, and a 350 mm load plate was Fig. 7 shows the variation of BCR and SRF for both
used. Before the main tests for the parametric study, plate geocell and Tirecell. Test results from geocell (h ¼ 230 mm)
load tests for both geocell and Tirecell were conducted at a by Guido and Christou (1988) were used for comparison.
certain relative density to confirm the reinforcing effect of They performed plate load tests on the geocell-reinforced
Tirecell on the bearing capacity. Four parameters related sands in a chamber of 48 in  48 in  36 in. The sand was
to the bearing capacity and the settlement of reinforced poorly graded with Cu ¼ 1.90 and Cc ¼ 1.23, whereas
 ARTICLE IN PRESS
104 Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107

Table 4 2.8 1.1

Ultimate bearing capacities of Incheon sands BCR of Tirecell
1.0
2.6 SRF of Tirecell
Dr (%) 40 55 70 2.4 0.9

2.2 0.8
qu (kN/m2) 137.3 235.4 441.3
0.7
2.0
BCR of Geocell 0.6

BCR

SRF
1.8 (Guido and
Christou,1988) 0.5
1.6 SRF of Geocell
Load (kN/m2 ) (Guido and 0.4
1.4 Christou,1988)
10 100 1000 0.3
0 1.2 0.2
5 1.0 0.1
10 0.8 0.0
0.0 0.5 1.0 1.5
15
u/B
Settlement (mm)

20
Fig. 7. Variation of BCR and SRF with embedded depth of reinfo-
25 rcement.
30
35
BCR and SRF became similar with increasing embedded
40 Unreinforced, Dr = 70%
Unreinforced, Dr =55%
depth, thus, decreasing reinforcement effect.
45
Unreinforced, Dr= 40%
50 4.3. Variation of bearing capacity with connection strength

Fig. 6. Load-settlement curves for Incheon sands.
the sand in this research is poorly graded with Cu ¼ 2.81
and Cc ¼ 1.0.
The test condition of geocell was N ¼ 2, Dz/B ¼ 0.25,
b/B ¼ 2, Dr ¼ 55% and that of Tirecell was N ¼ 1,
b/B ¼ 4.17, Dr ¼ 55%. Main differences between test
conditions were the number of reinforced layers, N, and
the ratio of Tirecell width to plate width, b/B. However,
Tirecell widths could be considered the same because both
widths were beyond the boundary effect range. The
variation of bearing capacities with b/B is discussed in
the following section. The comparison of the test results
showed the reinforcing effects by Tirecell (h ¼ 135 mm)
and was meaningful because both BCR and SRF are
normalized values.
As shown in Fig. 7, the BCR values of Tirecell are higher
than those of geocell, especially, at lower normalized
embedded depth (u/B) in spite of one-layer reinforcement.
The higher BCR of Tirecell at shallow depth is probably
due to the good condition of the tire treads. According to
Seo (2003), the condition of waste tire, i.e. the thickness of
the tread, affects the bearing capacities. The variation of
stiffness with the degree of wearing can be studied further
in the future. The settlement reductions are higher (i.e. low
SRF values) at shallow depth of the embedment and the
degree of settlement reduction is higher with Tirecell
reinforcement than with geocell. Therefore, from the
viewpoint of bearing capacities, Tirecell might be useful
as recycling material for soil reinforcement, if there is no
environment problem by inclusion of tires into soil. The
The Tirecell units were connected by high-strength
plastic bolts. For two cases of connections using 1 bolt
and 3 bolts, respectively, plate load tests were conducted
to observe the variations of bearing capacities and
settlements. Plate load tests were performed under the
conditions of u/B ¼ 0.2, b/B ¼ 4.17, Dr ¼ 40%, N ¼ 1. As
shown in Fig. 8, the bearing capacity difference between 1
bolt and 3 bolts for connection of Tirecell units is
negligible. Therefore, for all other tests, Tirecell units were
connected by using 1 bolt.
4.4. Width of Tirecell
For different sizes of Tirecell, plate load tests were
conducted as shown in Fig. 9 to determine the maximum
width ratio that would have no influence on the size of the
Tirecell, where width ratio is defined by the ratio of the
Tirecell width (b) to load plate width (B). Table 5 and
Fig. 9 show the variation of BCR and SRF with Tirecell
width b/B. As b/B increased, the BCR increased until it
reached the maximum value and the SRF decreased until it
reached the minimum value, both at b/B value of more
than about 2.0. This result was different from those at
b/B ¼ 2.5 of Guido and Christou (1988) in case of geocell
and at b/BE6 of Fragaszy and Lawton (1984) for
reinforcing strips. High BCR at smaller b/B ratio may
come from the stiffness of the Tirecell. The stiffness of
waste tire change with the degree of wearing down of the
tire treads. Therefore, the results may have been different
because of the stiffness of the reinforcement material. The
higher the stiffness of reinforcement material, the smaller
the size of the reinforcement is necessary. The result
 ARTICLE IN PRESS
Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107 105

4.5. Relative density

10 100 1000
0 Plate load test results are expressed in terms of BCR and
5 SRF for different densities. The results are listed in Table 6
and shown in Fig. 10. The BCR decreases from 2.93 at
10
Dr ¼ 40% to 1.78 at Dr ¼ 70%, although the bearing
15 capacity increases with the relative density of a single layer
Settlement (mm)

20 of Tirecell-reinforced sand.
Fig. 10 also shows the variation of SRF with different
25 densities. For single-layer reinforcement, settlement re-
30 duces by as much as 81% (SRF ¼ 0.19) at relative density
40%, whereas it reduces by as much as 67% (SRF ¼ 0.33)
35
at 70% relative density. Reinforcement of one layer
40 Number of bolts =3
reduces the settlement remarkably at loose sand than at
Number of bolt = 1
45 dense sand. Settlement reduction effect is higher at lower
Unreinforced
densities. At higher density, the reinforcement layer has less
50
effect on settlement reduction because soil stiffness itself is
Fig. 8. Variation of load-bearing capacities with the number of
enough to support the imposed load. Therefore, as in the
connection bolts (Dr ¼ 40%, u/B ¼ 0.2). case of commercial geosynthetics, such as geogrid, geotex-
tile and geocell, benefits can also be obtained from the
inclusion of Tirecell using treads only. The inclusion of
Load (kN /m2) waste tires seems to increase the stiffness of the sand
10 100 1000
remarkably.
0

5 4.6. Embedded depth of the top layer of reinforcement

10
Fig. 11 shows the variation of the BCR and SRF with
15 the embedded depth of the reinforcement, u/B, and the test
Settlement (mm)

20

25
Table 6
30 BCR and SRF for different densities (u/B ¼ 0.2, N ¼ 1)
35 b/B = 4.17 Dr (%) qr (kN/m2) BCR SRF
40 b /B = 2.17
b/B = 1.09 40 402.09 2.93 0.19
45 55 637.46 2.71 0.21
Unreinforced
70 784.56 1.78 0.33
50

Fig. 9. Variation of load-bearing capacities with Tirecell widths

(Dr ¼ 55%, u/B ¼ 0.2).
3.0 0.6
BCR
2.8 0.5
Table 5 SRF
BCR and SRF for different Tirecell widths (Dr ¼ 55%, u/B ¼ 0.2)
2.6
2
0.4
b/B qr (kN/m ) BCR SRF
2.4
BCR

SRF

1.09 598.2 2.54 0.22 0.3

2.17 637.5 2.71 0.21 2.2
4.17 637.5 2.71 0.21 0.2
2.0

1.8 0.1
indicated that Tirecell width ratio of 4.17 in this research,
which is the natural result of connection of small truck 1.6 0.0
30 40 50 60 70 80
tires, does not affect the size of the Tirecell because the
Relative Density, Dr (%)
width ratio was larger than the minimum value. Also the
direction of the Tirecell shows almost no difference. The Fig. 10. Variation of BCR and SRF with relative density (u/B ¼ 0.2,
reason is probably due to the cover thickness of soil. N ¼ 1).
 ARTICLE IN PRESS
106 Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107

results are listed in Table 7. As the depth of the reinforced
layer by Tirecell decreases, BCR increases and SRF
decreases. These phenomena indicate that the bearing
capacity increases as the settlement decreases. Guido and
Christou (1988) and Omar et al. (1993) gave similar results.
At u/B of about 1.0, the reinforced layers had no influence
on the improvement of bearing capacity. In addition, the
settlements associated with this u/B value were essentially
those of unreinforced sand. This result implies that a high
concentration of Tirecell-reinforcement within this depth
of sand sufficiently can reinforce the sand to produce
higher bearing capacities and lower settlements. Therefore,
when u/B is large enough, the Tirecell-reinforcement does
not interfere with the formation of the failure planes, and,
in turn, shear failure of the sand occurs above the top of
the uppermost layer of the Tirecell-reinforcement.
Tirecell. These two figures show that the increases in the
bearing capacity and decreases in the settlement due to
additional layers of Tirecell-reinforcement and the BCRs
begin to converge at a certain layer depending on the
interval of reinforcement. When more than two layers of
Tirecell were used, the upper and the lower layers were lain
perpendicularly to each other. At 0.2B interval, the BCR
increases almost up to the fourth layer of reinforcement,
whereas it converges at the second layer of reinforcement at
the 0.5B interval. This convergence meant that the
reinforcement was effective within the depth of the stress
influence zone and that the bearing capacity can be
expected to increase within the depth. However, the
increase rate of BCR and the decrease rate of SRF by of
the addition of the reinforcement layer decreased steadily

4.7. Number of reinforced layers and interval of 3.4

reinforcement 3.2 Dr = 55%
Δ Z = 0.2B
3.0
Δ Z = 0.3B
Figs. 12 and 13, respectively, show the variation of the 2.8 Δ Z = 0.4B
BCR and SRF with the variation of the number of layers at Δ Z = 0.5B
2.6
relative density of 55%. The results are listed in Table 8,
2.4
and Dz/B is equal to u/B at N ¼ 1. The bearing capacity
BCR

increased substantially and the settlement decreased sub- 2.2

stantially because of the simple addition of a layer of 2.0
1.8

3.0 1.0 1.6

2.8 0.9 1.4
2.6 0.8 1.2
2.4 1.0
0.7
0 1 2 3 4
2.2
BCR 0.6 Number of reinforcing layers, N
2.0
BCR

SRF

SRF 0.5
1.8 Fig. 12. Variation of BCR with the number of reinforced layers and
0.4 interval of reinforcement (Dr ¼ 55%).
1.6
1.4 0.3

1.2 0.2 1.1

1.0 0.1 ΔZ = 0.2B
1.0 Dr = 55%
ΔZ = 0.3B
0.8 0.0 0.9
0.0 0.2 0.4 0.6 0.8 1.0 1.2 ΔZ = 0.4B

u/B 0.8 ΔZ = 0.5B

0.7
Fig. 11. Variation of BCR and SRF with embedded depths of the first
Tirecell-reinforced layer (Dr ¼ 55%). 0.6
SRF

0.5
0.4
Table 7
0.3
BCR and SRF with different embedded depths of reinforced layers
(Dr ¼ 55%) 0.2
2 0.1
u/B qr (kN/m ) BCR SRF
0.0
0.2 637.46 2.71 0.21
0 1 2 3 4
0.3 470.69 2.00 0.31
0.4 402.09 1.71 0.39 Number of reinforcing layers, N
0.5 323.63 1.38 0.50
1.0 245.15 1.04 0.87 Fig. 13. Variation of SRF with the number of reinforced layers and
interval of reinforcement (Dr ¼ 55%).
 ARTICLE IN PRESS
Y.W. Yoon et al. / Geotextiles and Geomembranes 26 (2008) 100–107 107

Table 8 References
BCR and SRF with variation of reinforcement interval (Dr ¼ 55%)
Dash, S.K., Foose, G.J., Krishnaswamy, N.R., Rajagopal, K., 2001.
N Dz/B qr (kN/m2) BCR SRF Bearing capacities of strip footings supported on geocell-reinforced
sand. Geotextiles and Geomembranes 19, 235–256.
1 0.2 637.46 2.71 0.21
Ecoflex, 2006. Scour protection mat & head and wing walls, Shoalhaven,
0.3 470.74 2.00 0.31
NSW. /http://www.ecoflex.com.au/erosiongalleryS.
0.4 402.09 1.71 0.39
Foose, G.J., Benson, C.H., Boscher, P.J., 1996. Sand reinforced with
0.5 323.63 1.38 0.50
shredded waste tire. Journal of Geotechnical Engineering, ASCE 122,
2 0.2 706.10 3.00 0.16 760–767.
0.3 539.39 2.29 0.24 Fragaszy, R.J., Lawton, E., 1984. Bearing capacity of reinforced sand
0.4 451.12 1.92 0.26 subgradeds. Journal of Geotechnical Engineering, ASCE 110,
0.5 362.86 1.54 0.30 1500–1507.
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Acknowledgments Special Publications, no. 79, pp. 37–50.
Rma, 2004. U.S. Scrap Tire Markets 2003 Edition. Rubber Manufacturer
The authors express their sincere thanks to KICTTEP Association. /http://www.rma.org/scrap_tiresS.
(Korea Institute of Construction & Transportation Tech- Seo, D.S., 2003. Bearing capacity of Tirecell and geocell in sand. Master
Thesis. Inha University (in Korean).
nology Evaluation and Planning) for the financial assis- Yoon, Y.W., Cheon, S.H., Kang, D.S., 2004. Bearing capacity and
tance. Thanks are also extended to Mr. Kyung-Soon, Choi settlement of tire-reinforced sands. Geotextiles and Geomembranes 22,
for his much help. 439–453.