Patent Publication Number: US-2015071714-A1

Title: Tire tread georeinforcing elements and systems

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Patent Application No. 61/621,932, filed Apr. 9, 2012, the disclosure of which is incorporated herein by reference in its entirety. 
    
    
     TECHNICAL FIELD 
     The present disclosure provides embodiments directed to both lateral and vertical earth reinforcement. The present embodiments can be made from new material or used tires. Used tires are particularly advantageous as they are relatively inexpensive and results in the added collateral benefit of repurposing materials that would otherwise be destined for disposal in landfills. The embodiments are easily constructed, can be made from non-corrosive materials, and can be assembled at the site of deployment. 
     BACKGROUND 
     Man has planned and constructed earth embankments and retaining walls since the onset of his need to create and construct. Early builders recognized the value of reinforcing the material behind retaining walls to minimize the pressures on those walls. The Babylonians reinforced the soils behind their retaining walls with reeds; the Romans used reeds and papyrus; and the Chinese used sticks and other simple materials in backfilling portions of the Great Wall. 
     The progress of science brought new technology and new ways of supporting embankments. Reinforced concrete and structural steel became the principal tools in retaining earth; these methods were expensive. As an alternative to large, costly concrete and steel earth retaining structures, the French developed a system known as Reinforced Earth (Vidal, 1969, U.S. Pat. No. 3,421,346), where flat steel straps were used as reinforcing elements. Those elements were buried in the backfill behind a retaining wall facing to provide additional shear and tensile strength to the soil and were connected to the wall facing. Davis (1984, U.S. Pat. No. 4,449,857), continuing earlier work by CalTrans (Forsyth, 1978), developed Retained Earth, using steel rods fashioned in the shape of a ladder as reinforcing elements. Hilfiker (1982, U.S. Pat. No. 4,324,508) developed an earth reinforcing system using welded wire mats as reinforcing elements. These reinforced embankments earned the generic title of mechanically stabilized embankments (MSE). 
     The Tensar Corporation developed concurrently high density plastic webbing, now known generically as geogrid, which was used as reinforcing elements in the internal reinforcement of steep fill slopes. Woven fabric geogrids coated with plastic entered the market shortly thereafter. Modular blocks soon became the facing elements of choice for non-highway projects and geogrid became its companion earth reinforcing element (Forsburg, 1989, U.S. Pat. No. 4,825,619), (Miner, 1990, U.S. Pat. No. 4,936,713), (Egan, et al, 1999, U.S. Pat. No. 5,911,539). Geogrid also was combined with L-shaped welded wire basket facings for use in constructing temporary retaining walls and embankments during construction of highway overpass projects, by-pass projects, grade separations and other structures requiring temporary retaining walls or embankments. 
     Corrosion of steel reinforcing elements buried in soil has long been a concern. Galvanization of the steel was adopted as a preventive measure, then the requirement that the backfill surrounding the steel reinforcing elements consist of a “special” (neutral pH) backfill was added. Later work by Sala et al. (1992, U.S. Pat. No. 5,169,266) and studies by private consultants have revealed a significant potential for corrosion of galvanized steel reinforcing elements buried in special backfill where (1) high alkali soils are present and/or (2) salting and sanding of roads occur above or adjacent to MSE. 
     Steel reinforcing elements are considered “non-extensible;” i.e. the modulus of elasticity of the steel reinforcing element is greater than the modulus of elasticity of the surrounding backfill. Conversely, geogrid is considered an “extensible” reinforcing element. The design methodology differs between the two types of reinforcing elements, which results in a greater amount of geogrid required than steel reinforcing for similar MSE. Thus, the materials cost differential between steel reinforcing elements and geogrid reinforcing elements can be negated by the need for a significantly greater amount of geogrid. 
     A temporary MSE, which generally has a life of one to three years, often is demolished and the materials (wire basket facing, geogrid and filter cloth) are hauled to a landfill. The costs of hauling those materials to a landfill can approach the cost of the materials, and filling the landfills with those materials is not an environmentally sensitive choice. 
     The present disclosure provides embodiments of tire tread or tread-like georeinforcing elements, which are at least as strong and durable as those currently in use. The present embodiments incorporate connectors that enable the assembly of the tire tread georeinforcing elements where they are to be deployed. In addition, the embodiments can be made from relatively inexpensive materials, are easily constructed, and can be made from non-corrosive materials. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a sectional view of a tire tread connector comprising two tread clamp fasteners and a clamp bolt; 
         FIG. 2  is a sectional view of a tire tread connector comprising a spacer, load bars and clamps; 
         FIG. 3  is a sectional view of a tire tread linear friction connector; 
         FIG. 4  is a sectional view of a MSE-tire tread friction connector; 
         FIG. 5  is a sectional view of a modular block/crib wall-tire tread friction connector; and 
         FIG. 6  is a sectional view of a tire facing-tire tread friction connector; 
         FIG. 7A  is a sectional view of a side rail connector; 
         FIG. 7B  is a centered plan view of the side rail connector; and 
         FIG. 7C  is a sectional view of the side rail connector with tire treads installed therein. 
     
    
    
     DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS 
     The present disclosure provides embodiments directed to earth georeinforcing (herein referred to as “georeinforcing”) elements. The present embodiments can be made from used tire treads or from new materials that are similar in size, shape and composition to used tire treads (hereafter included in the term “tire treads”). Used tires treads are a particularly advantageous starting material as they are relatively inexpensive, and results in the added collateral benefit of repurposing materials that would otherwise be destined for disposal in landfills. 
     The present embodiments can be assembled at a dedicated manufacturing facility, or optionally can be assembled at the site of deployment, thereby providing options for deployment of the embodiments in accordance with the needs of the user, and the location for the deployment. 
     The present embodiments can be made from non-corrosive materials, thereby eliminating the need for anti-corrosive measures, such as having to encapsulate the deployed georeinforcing elements in treated pH neutral backfill. This results in a faster and more cost-efficient deployment process. 
     The present embodiments can be used to reinforce material behind retaining walls to minimize the pressure on those walls. The embodiments can be attached to the retaining walls or can also be deployed unattached to the retaining wall. 
     The present embodiments can be deployed to stabilize a temporary retaining wall or other earth structure. When the temporary wall or earth structure is no longer needed, and dismantled, the embodiments can be recovered and reused. 
     The present embodiments provide earth reinforcing (hereafter referred to “georeinforcing”) elements and systems. The georeinforcing elements are made from tire treads. The tire georeinforcing elements utilize friction between the surfaces of the georeinforcing elements and the surrounding particular matter to help stabilize a MSE. Moreover it has been discovered that there is a distinct strength advantage to be realized by manufacturing georeinforcing elements entirely from tire treads. Instrumental in the manufacture of tire tread georeinforcing elements are suitable tire tread connectors for adjoining tire treads together and maintaining their connection after the tire tread georeinforcing element is deployed. 
     An embodiment of the present disclosure provides a vertical georeinforcing element comprising a plurality of tire treads. A used tire tread is generally obtained from a tire by separating the sidewalls of the tire from the tire tread surface. The tire tread surface is then cut across the treads resulting in an essentially flat, rectangular tire tread. Multiple tire treads can be adjoined lengthwise by various fastener systems end to end thereby forming a tire tread georeinforcing element. As can be readily appreciated, a tire tread georeinforcing element can be made to any desired length by adjoining any number of tire treads. If a resulting tire tread georeinforcing element is too long because of the addition of one tire tread, the excess length can be trimmed to provide a tire tread band georeinforcing element of the desired length. Tire treads can be adjoined to other tire treads using connectors, fasteners or other mechanical implements, such as non-corrosive looping wire or bolts. 
     An embodiment of the present disclosure provides a tire tread connector that can be used to make a tire tread georeinforcing element in a manufacturing facility or at the location of deployment. Two adjacent tire treads are adjoined end to end by the connector.  FIG. 1  is a sectional view of a first tire tread  301  and a second tire tread  302  placed end-to-end and adjoined by means of one or more non-corrosive tire tread clamp connectors  300 . One end of a first tire tread  301  is placed adjacent to one end of a second tire tread  302 . The serrated edge  307  of a first clamp piece  303  of tire tread clamp connector  300  is placed on a first side of first tire tread  301  and adjacent tire tread  302 . The serrated edge  307  of a second clamp piece  304  of tire tread clamp connector  300  is placed on a second side of first tire tread  301  and adjacent tire tread  302 ; the first side opposite the second side. A non-corrosive clamp bolt  305  is placed through holes in first clamp piece  303  and second clamp piece  304  and is secured by clamp bolt  306 . 
     The fastener system depicted in  FIG. 1  is particular effective for vertical placement of tire tread georeinforcing elements, such as in existing levies. The method and manner of insertion of the georeinforcing element can vary, such as drilling a vertical hole in the levy at various points and inserting a georeinforcing element into each hole, then backfilling the remainder of the whole. Alternatively, pneumatic insertion devices can be used to essentially drive the georeinforcing elements into the levy from the upper surface of the levy. Newly built levies, however, need not rely on vertical georeinforcing elements and could also be built using lateral georeinforcing elements, or even a network of mixed vertical and lateral georeinforcing elements. 
     Another embodiment of the present disclosure provides a tire tread connector that can be used to make a tire tread georeinforcing element in a manufacturing facility or at the location of deployment. Two adjacent tire treads are adjoined and maintained in an overlapping fashion using the connector.  FIG. 2  is a sectional view of a tire tread wrap friction connector  400  used to adjoin two tire treads  401  and  402 . A first tire tread  401  wraps partially around a spacer  403  of any size, shape and non-corrosive material appropriate for the intended use, with the short end of first tire tread  401  extending below the spacer  403  and the long section of first tire tread  401  extending horizontally away from the bottom of the spacer  403 . The second tire tread  402  wraps over and at least partially around, and parallel to, the first tire tread  401  with the short end of the second tire tread  402  extending below the spacer  403  and the long section of second tire tread  402  extending horizontally away from the bottom of the spacer  403  in a direction opposite that of the long section of the first tire tread  401 . The first tire tread  401  and the second tire tread  402  are fixed in the above-described configuration by a first non-corrosive load bar  404  on one side of the parallel tire treads  401  and  402  beneath the spacer  403  and by a second non-corrosive load bar  405  on the opposite side of the parallel tire treads  401  and  402  beneath the spacer  403 . Load bars  404  and  405  are held in place by two non-corrosive load bar clamps  406  and  407 , each comprising a planar object of any appropriate size and shape, with an opening ( FIG. 2  shows two example openings  408  and  409 ) near each end of load bar clamps  406  and  407 , which fit over each end of each load bar  404  and  405 . The primary axes of the load bars  404  and  405  are perpendicular to the lengths of first and second tire treads  401  and  402  and are parallel to the axis of the spacer  403 . The primary axes of the load bar clamps  406  and  407  are perpendicular to the primary axes of the load bars  404  and  405 . Tensile forces on the first tire tread  401  and the second tire tread  402  results in friction between the first tire tread  401  and the second tire tread  402 , between the first tire tread  401  and its adjacent load bar  405 , and between the second tire tread  402  and its adjacent load bar  404 . These frictional forces in multiple directions prevent movement and separation of the first tire tread  401  and the second tire tread  402 . 
     Another embodiment of the present disclosure provides a tire tread connector that can be used to make a tire tread georeinforcing element in a manufacturing facility or at the location of deployment. Two adjacent tire treads are adjoined and maintained in an overlapping fashion using the connector.  FIG. 3  is a sectional view of a tire tread linear friction connecter  500  used to adjoin two tire treads  501  and  502 . A tire tread linear friction connector is a manufactured non-corrosive piece comprising two end pieces (not shown) of any appropriate size and shape attached to a plurality of cross pieces  504  of any appropriate size and shape. The cross pieces  504  are spaced apart from one another to accommodate a first tire tread  501  and a second tire tread  502 . The first tire tread  501  is wound in a serpentine fashion through the openings between the cross pieces  504  in one half of the tire tread linear friction connector  500 . The second tire tread  502  is wound in a serpentine fashion through the openings between the cross pieces  504  in the opposite half of the tire tread linear friction connector  500 . The friction between the first tire tread  501  and the cross pieces  504  with which the first tire tread  501  engages, and the friction between the second tire tread  502  and the cross pieces  504  with which the second tire tread  502  engages prevent movement of the first tire tread  501  relative to the second tire tread  502 . 
     Yet another embodiment provides a connector piece which connects one end of a tire tread georeinforcing element to a mechanically stabilized embankment (MSE) facing panel.  FIG. 4  illustrates a cross sectional view of a MSE-tire tread friction connector  700 . The MSE-tire tread connector  700  is a manufactured, non-corrosive piece comprising two sides  701  spanned by, and connected to, any appropriate cross pieces  702  which are perpendicular to sides  701  and are spaced apart from each other any appropriate distance. A first cross piece  703  is located on one end of the MSE-tire tread friction connector  700 . The cross piece  703  extends vertically upward and downward and perpendicular to MSE-tire tread friction connector  700 . One end of a first tire tread  704  in a georeinforcing element is inserted into the spaces between cross pieces  702  in a serpentine fashion. The first cross piece  703  mates with two non-corrosive, angle shaped tabs  706  protruding from the read side of a manufactured facing panel  707 . The ends of the angle shaped tabs  706  opposite the protruding ends are embedded in the solid MSE facing panel  707  and anchored by any appropriate means. 
     Yet another embodiment provides a connector piece which connects one end of a tire tread georeinforcing element to a modular block retaining wall or to a crib wall.  FIG. 5  illustrates a cross-section view of a modular block/crib wall-tire tread friction connector  800 . A modular block/crib wall-tire tread connector  800  is a manufactured, non-corrosive piece comprising two sides  801  spanned by, and connected to, any appropriate cross pieces  802  which are perpendicular to sides  801  and are spaced apart from each other any appropriate distance. A first cross piece  803  is located on one end of modular block/crib wall-tire tread friction connector  800 ; that first cross piece  803  has a leg which extends vertically below, and perpendicular to, the front edge of first cross piece  803 . The vertical leg of first cross piece  803  bears against the rear of the core hole of any modular block  804  or, in the case of connecting to a crib wall, bears against the front face of a crib wall front stretcher  805 . One end of a first tire tread  704  of a georeinforcing element is inserted into the spaces between cross pieces  802  in a serpentine fashion. 
     Still another embodiment provides a piece which connects one end of a tire tread georeinforcing element to whole tires used as facing elements for temporary retaining walls.  FIG. 6  shows a cross-section view of a tire facing-tire tread friction connector  900 . The tire facing-tire tread connector  900  is a manufactured, non-corrosive piece comprising two sides  901  spanned by, and connected to, any appropriate cross pieces  902  which are perpendicular to sides  901  and are spaced apart from each other any appropriate distance. A first cross piece  903  is located on one end of tire facing-tire tread friction connector  900 . The first cross piece  903  extends vertically below, and perpendicular to, the front edge of cross pieces  902 , then horizontally back toward the opposite end of cross pieces  902 . The first cross piece  903  bears against the inside portion of the bead  904  of whole tire  905 . One end of a first tire tread  704  of a tire tread georeinforcing element is inserted into the spaces between cross pieces  902  in a serpentine fashion. 
     Another embodiment of the present disclosure provides a tire tread connector that can be used to make a tire tread georeinforcing element in a manufacturing facility or at the location of deployment. At least two adjacent tire treads are adjoined and maintained in an overlapping fashion using the connector.  FIGS. 7A and 7B  illustrate a side rail connector  1000  configured to adjoin the tire treads and  FIG. 7C  illustrates two tire treads  1042  and  1044  adjoined in the side rail connector  1000 . 
     Referring to  FIG. 7A , a sectional view of the side rail connector  1000  is illustrated. The side rail connector  1000  comprises a number of side rails  1002  (two side rails  1002  are shown in  FIG. 7B ) that are configured to secure a series of similar cross-pieces  1014  and  1016  around which tire treads can be installed (two tire treads  1042  and  1044  wrapped in a serpentine configuration around the cross-pieces are shown in  FIG. 7C ). Each side rail  1002  may include consecutive sets of openings  1004  and cavities  1006  forming a predefined pattern in which the cross-pieces  1014  and  1016 , respectfully, can be installed. 
     Two consecutive sets are shown in  FIG. 7A , in each of which there are two openings  1004  and a cavity  1006  in between the two openings  1004 . This pattern could be reversed, such as two cavities  1006  on either side of an opening  1004 , or some other combination of openings and cavities could be used. As shown in  FIG. 7A , the pattern of opening-cavity-opening is repeated across the two sets. Further, the two sets may be separated at a predefined distance that allows sections of at least two tire treads to be adjacently installed in the space partially defined by the distance. For example, the distance between an end of one opening  1004  in one set and an end of another opening  1004  in the consecutive set may substantially be around 1.25 inches, where in this example, the two openings  1004  are consecutive and the two ends face each other. 
     Within a single set, consecutive elements of the pattern (an element being an opening or a cavity) may be separated at a predefined distance that allows a section of at least one tire tread to be installed in the space partially defined by the distance. For example, the distance between an end of one opening  1004  and an end of a cavity  1006  may substantially be around 0.75 inches, where in this example, the opening and the cavity are consecutive and the two ends face each other. Further, the distance between an end of the set and a facing end of the side rail  1002  may be predefined such that this distance is minimized to avoid unnecessary material while also maintaining the structural integrity of the side rail connector  1000 . Continuing with the previous example, an end of an opening  1004  to a facing end of the side rail  1002  may substantially be around 0.5 inches, where in this example, the opening is the most adjacent element within the set to the end of the side rail. 
     Within a single set and/or across the two sets, bottom surfaces of the elements (the openings  1004  and the cavities  1006 ) may belong to the same surface plan. In an example, the bottom surfaces can be set at substantially 0.25 inches from the bottom surface of the side rail  1002 . Likewise, top surfaces of the openings  1004  may belong to a same first surface plan while, top surfaces of the cavities  1006  may belong to a same second surface plan. However, the first and second surface plans may be different. Continuing with the previous example, each of the openings  1004  may be centered between the top and bottom surfaces of the side rail  1002 . As such, the top surface of the openings may be at substantially 0.25 inches from the top surface of the side rail  1002 . In comparison, the top surface of each of the cavity  1006  may be aligned with the top surface of the side rail  1002  (i.e., the distance between these two surfaces is substantially 0 inches). As used herein, a top surface of a cavity  1006  is intended to illustrate an imaginary line that substantially defines the shape of that surface and is not intended to illustrate a physical surface or edge. 
     Considering an opening  1004  and a cavity  1006 , these two elements may be configured to support cross-pieces that have the same dimensions but that are installed in different configurations. For example, the opening  1004  may have dimensions of substantially 1 inch in length, 0.5 inches in height, and the same width of the side rail  1002  (which may be at substantially 0.5 inches in this example). In comparison, the cavity  1006  may have dimensions of substantially 0.5 inches in length, 0.75 inches in height, and the same width of the side rail  1002 . Such dimensioning allows the installation of cross-pieces of the same size but in horizontal and vertical configurations relative to the side rail  1002 . Put differently, the cross-piece  1014  installed in opening  1004  and the cross-piece  1016  installed in the cavity  1006  can have the same overall dimensions but can be installed perpendicularly relative to each other such that the cross-piece  1016  is rotated ninety degrees relative to the cross-piece  1014 . These overall dimensions may be slightly smaller than or substantially the same as the dimensions of the opening  1004  such that the space between the edges of the opening  1004  and the cross-piece  1014  and the space between the edges of the cavity  1006  and the cross-piece  1016  are minimized when the cross pieces are installed. This minimization in space allows a secure installation of the cross-pieces  1014  and  1016  in the side rail  1002 . As such, the dimensions of the cross-piece  1014  may be 1 inch in width, 0.5 inches in height, and a predefined length that exceeds the width of the side rail  1002  (as discussed herein below with regard to  FIG. 7B , this length can be set to 10.5 inches to allow a tire tread to be installed around the cross-piece  1014 ). Likewise, and to be perpendicular to the cross-piece  1014 , the cross-piece  1016  has a width of 0.5 inches, a height of 1 inch, and the same predefined length. 
     Various mechanisms may be used to further secure the cross-pieces  1014  and  1016  to the side rail  1002 . For example, after inserting the cross-piece  1014  in the opening  1004 , a pin  1024  may be inserted from the top surface of the side rail  1002  through the body of the cross-section  1014 . Likewise, after inserting the cross-piece  1016  in the cavity  1006 , a similar pin  1026  (but which may have a different length than that of the pin  1024 ) may be inserted from the top surface of the cross-piece  1016 , through the body of the cross-piece  1016 , exiting the bottom surface of the cross-piece  1016 , and entering the body of the side rail  1002 . The pins  1024  and  1016  may be permanently installed (e.g., not removed after the installation of the tire treads). In such a case, these pins may be made of non-corrosive materials. Alternatively, the pins  1024  and  1016  may be temporarily installed (e.g., removed after the installation of the tire treads as shown in  FIG. 7C ). In such a case, these pins need not be made of non-corrosive materials (e.g., can be made using 1/16″ metal pins). Other securing mechanisms may also be used in conjunction with or instead of the pins  1024  and  1026  such as screws, bolts, rods, loopy wires, etc. ( FIG. 7B  illustrates the use of loopy wires  1036  in conjunction with pins  1024 ). If the relative dimensions of the cross-pieces and side rails are such that the woven tire treads fit snuggle between the cross-pieces, there may be no need for further securing the cross-pieces to the side rails because once the tire treads are woven through, the side rails may be inconsequential. 
     Referring to  FIG. 7B , a centered plan view of the side rail connector  1000  is illustrated. Although the side rail connector  1000  is shown as comprising two parallel side rails  1002 , a larger number of side rails can be used, or even a single, centered side rail could be used. For example, the side rail connector  1000  may include three parallel side rails  1002  aligned in parallel such that each cross-piece  1014  is installed in three parallel openings  1004  and each cross-piece  1016  is installed in three parallel cavities  1006 . 
     As shown in  FIG. 7B , the two side rails  1002  are aligned such their horizontal axes are parallel to each other and such that their respective openings  1004  and  1006  are in parallel positions. Further, when the cross-pieces  1014  and  1016  are installed in these openings  1004  and  1006 , respectively, the cross-pieces have horizontal axes that are parallel to each other and that are also perpendicular to the horizontal axes of the side rails  1002 . 
     The distance between the two side rails  1002  can be set to be equal or greater than a size (e.g., width) of at least a tire tread that may be installed. For example, the distance can be substantially 9 inches for certain sizes of tires and more or less for others. This distance can be used to partially define the length of the cross-pieces  1014  and  1016 . This length can be based on the distance between the two side rails  1002 , the width of each side rail  1002 , and a margin that allows the cross-pieces to exit each side rail  1002  from the side not facing the other side rail. This margin can be set to be equal the distance between the bottom surface of an opening  1004 /cavity  1006  and the bottom surface of a side rail  1002  (e.g., 0.25 inches in the example provided in  FIG. 7A ). As such, with a 9 inch distance between the two side rails  1002 , a 0.5 inch wide side rail, and a margin of 0.25 inches, each cross-piece may have a length of at least 10.5 inches. 
     As described above, the side rail  1002  may include two sets of elements. Each set may include a pattern of two openings  1004  and a cavity  1006  therebetween. Each opening  1004  may allow a cross-section  1014  to be installed and secured to the side rail  1002 . Likewise, each cavity  1006  may allow a cross-section  1016  to be installed and secured to the side rail  1002 . The openings  1004  and  1006  are configured such that the cross-sections  1014  and  1016  have the same overall dimensions and are installed in a ninety degree rotation relatively to each other. The openings  1014  and the cavity  1016  of one set are spaced apart to allow the installation of at least a tire tread. The two sets are spaced apart to allow two tire treads, each being installed in one of the two sets, to be adjoined together. The overall dimensions of the side rail  1002  are substantially 0.5 inches in width, 1 inch in height and 10.25 inches in length. These components of the side rail connector  1000  may be made of non-corrosive materials appropriate for the intended use. One having ordinary skill in the art will appreciate that various other configurations of the side rail connector  1000  are possible. For example, as noted above, other patterns of elements may be used (e.g., opening-opening-opening, cavity-opening-cavity, etc.), more or less than three elements may be used in a set, more than two sets may be used, the sets need not have the same pattern, the elements need not have rectangular shapes (e.g., the openings and cavities can have square shapes, can be triangular, etc.). Further, the provided examples of sizes, shapes, distances, dimensions, and compositions are illustrative. Other sizes, shapes, distances, dimensions, and compositions may be implemented depending on a desired configuration of the side rail connector  1000  and the type of tires being used. The specific implementation may depend on georeinforcing requirements, the installed tire treads, and the like and may be customized to realize a compact and cost efficient connector  1000  while also maintaining its structural integrity. 
     Referring to  FIG. 7C , a sectional view of the side rail connector  1000  is illustrated with two tire treads installed therein. A first tire tread  1042  wraps in a serpentine fashion around the cross-pieces  1014  and  1016  in the one half (the left side as illustrated in  FIG. 7C ) of the side rail connector  1000  (e.g., in the first set of the two consecutive sets, the first set including two openings  1004  and a cavity  1006 ). The short end of the first tire tread  1042  extends above the side rail connector  1000  and is located in the space partially defined between the first set and the second set. The long section of the first tire tread  1042  extends horizontally away from the bottom of the side rail connector  1000 . Likewise, a second tire tread  1044  wraps in a serpentine fashion around the cross-pieces  1014  and  1016  in the opposite half (the right side as illustrated in  FIG. 7C ) of the side rail connector  1000  (e.g., in the second set of the two consecutive sets, the second set including two openings  1004  and a cavity  1006 ). The short end of the second tire tread  1044  extends above the side rail connector  1000  and is located in the space partially defined between the second set and the first set. The long section of the second tire tread  1044  extends horizontally away from the bottom of the side rail connector  1000  in a direction opposite that of the long section of the first tire tread  1042 . 
     The friction between the first tire tread  1042  and the cross-pieces  1014  and  1016  with which the first tire tread  1042  engages, the friction between the second tire tread  1044  and the cross-pieces  1014  and  1016  with which the second tire tread  1044  engages, and the friction between the short ends of the first and second tire treads  1042  and  1044  prevent movement and separation of the first tire tread  1042  and the second tire tread  1044 . 
     As described above, the side rail connector  1000  for adjoining the first tire tread  1042  and the second tire tread  1044  comprises: a first side rail  1002 , a second side rail  1002 , and at least six cross pieces (four cross pieces  1014  and two cross pieces  1016 ). A first end of each cross piece is installed in a perpendicular orientation to the same side of the first side rail  1002  with each cross piece positioned apart on the first side rail  1002  so that there is adequate space between each cross piece for a tire tread, a second end of each cross piece is installed in a perpendicular orientation to the same side of the second side rail  1002 . Further, two adjacent cross pieces of the six cross pieces are positioned apart so that there is adequate space between the two cross pieces for the first and second tire treads  1042  and  1044 . The first tire tread  1042  is positioned in a first direction longitudinal to the first and the second side rails  1002  and is wound about at least three cross pieces of the six cross pieces in a serpentine orientation. Similarly, the second tire tread  1044  is positioned in a second direction opposite to the first direction longitudinal to the first and the second side rails  1002  and is wound about at least the remaining three cross pieces of the six cross pieces in a serpentine orientation. 
     The side rail connector  1000  of  FIGS. 7A-7C  can be assembled at a dedicated manufacturing facility, or optionally can be assembled at the site of deployment, thereby providing options for deployment of the embodiments in accordance with the needs of the user, and the location for the deployment. Additionally, the assembly may be distributed between the manufacturing facility and the site of deployment. For example, the side rails  1002  with the installed cross-pieces  1014  and  1016  can be assembled in the manufacturing facility and delivered to the site of deployment where the tire treads  1042  and  1044  are cut and installed in the side rail connector  1000 . 
     In an embodiment, a combination of the herein above described connectors may be used to connect a plurality of tire treads (e.g., to form a chain of tire treads, to form a web of tire treads, etc.) and to connect the tire treads to a plurality of structures (e.g., connect a tire tread at one end of a chain of tire treads to a MSE panel and connect a tire tread at the other end of the chain to another or same MSE panel). To illustrate, the connector  700  of  FIG. 4  can be configured to connect a first tire tread to the manufactured facing panel  707 . The connector  300  of  FIG. 1  may be configured to connect the first tire tread to a second tire tread. Also, the connector  400  of  FIG. 2  may be configured to connect the second tire tread to a third tire tread. Continuing with this chaining, the connector  500  of  FIG. 3  may be configured to connect the third tire tread to a fourth tire tread and connector  1000  of  FIGS. 7A-7C  may be configured to connect the fourth tire tread to a fifth tire tread. To connect the fifth tire tread to a crib wall, the connector  800  of  FIG. 5  may be used. To connect the fifth tire tread to a temporary retaining wall instead, the connector  900  of  FIG. 65  may be used. This example is merely illustrative. One having ordinary skill in the art will appreciate that various other configurations for using the herein above described connectors may be implemented depending on a desired georeinforcing configuration. 
     In a further embodiment, the combination of the herein above described connectors can be assembled at a dedicated manufacturing facility, or optionally can be assembled at the site of deployment, thereby providing options for deployment of the embodiments in accordance with the needs of the user, and the location for the deployment. Additionally, the assembly may be distributed between the manufacturing facility and the site of deployment. For example, the various components of the connectors can be assembled in the manufacturing facility and delivered to the site of deployment where the tire treads are cut and installed in using these various pre-assembled components. 
     While the present disclosure illustrates and describes a preferred embodiment and several alternatives, it is to be understood that the techniques described herein can have a multitude of additional uses and applications. Accordingly, the invention should not be limited to just the particular description and various drawing figures contained in this specification that merely illustrate various embodiments and application of the principles of such embodiments.