Laboratory testing of the Tire-Tie™ has been completed at the Vossloh Switch
Systems Laboratory in France and at the RIT Center for Integrated Manufacturing
Studies in Rochester, NY.
The Vossloh testing included static 3 point bending, screw pullout and lateral load
cyclic fatigue testing to EN13146-N specifications. A comparison was made using a
European wood standard tie. All tests on the Tire-Tie™passed the EN criteria for
The testing at the RIT CIMS laboratory was done using a 2 -axis dynamic test machine
designed by NPG Innovations. Several variations of the Tire-Tie™ were tested to the
AREMA and FRA Transportation Test Center's (TTCI) recommended test conditions.
Comparative testing was also done on a standard red oak tie.
Systems Laboratory in France and at the RIT Center for Integrated Manufacturing
Studies in Rochester, NY.
The Vossloh testing included static 3 point bending, screw pullout and lateral load
cyclic fatigue testing to EN13146-N specifications. A comparison was made using a
European wood standard tie. All tests on the Tire-Tie™passed the EN criteria for
The testing at the RIT CIMS laboratory was done using a 2 -axis dynamic test machine
designed by NPG Innovations. Several variations of the Tire-Tie™ were tested to the
AREMA and FRA Transportation Test Center's (TTCI) recommended test conditions.
Comparative testing was also done on a standard red oak tie.
Static 3-point bend testing showed that the Tire-Tie™
surpasses the AREMA and TTCI requirements. The Tire-Tie™
was found to be stiffer than standard oak ties as shown by the
following plot.
surpasses the AREMA and TTCI requirements. The Tire-Tie™
was found to be stiffer than standard oak ties as shown by the
following plot.
The Tire-Tie™ surpassed the TTCI requirement of 2 million
load cycles at RIT CIMS without excessive tie plate abrasion
to the tie surface or excessive rail lateral motion. The test
was taken out to 2.8 million cycles and the rail deflection
remained relatively constant throughout the test at 2.7 to 3.7
mm (0.11 to 0.15 inches) as shown in the following table.
load cycles at RIT CIMS without excessive tie plate abrasion
to the tie surface or excessive rail lateral motion. The test
was taken out to 2.8 million cycles and the rail deflection
remained relatively constant throughout the test at 2.7 to 3.7
mm (0.11 to 0.15 inches) as shown in the following table.
The Tire-Tie™ passed the EN13147-N 2 million cycle lateral
fatigue test at Vossloh. The vertical base plate deflection was
< 0.7 mm throughout the test. The lateral deflection was <
0.68 mm throughout the test.
fatigue test at Vossloh. The vertical base plate deflection was
< 0.7 mm throughout the test. The lateral deflection was <
0.68 mm throughout the test.
Several variations of Vossloh faster screws were pullout
load tested. They ranged from 44.7 kN (10050 lbs.) for the
SS8T screw to 66.4 kN (14927 lbs.) for the 3V screw. For
comparison the wood tie pullout force for the 3V screw
was 60.4 kN (13578 lbs.).
load tested. They ranged from 44.7 kN (10050 lbs.) for the
SS8T screw to 66.4 kN (14927 lbs.) for the 3V screw. For
comparison the wood tie pullout force for the 3V screw
was 60.4 kN (13578 lbs.).
Static load/deflection data from RIT CIMS and Vossloh shows the
stiffness of the Tire-Tie™ is higher than that of a European standard oak
wood tie and a US standard oak wood tie. The center deflection of the
Tire-Tie™ is approximately 0.15 inches at 10,000 lbs.
stiffness of the Tire-Tie™ is higher than that of a European standard oak
wood tie and a US standard oak wood tie. The center deflection of the
Tire-Tie™ is approximately 0.15 inches at 10,000 lbs.
The lateral fatigue test of the Tire-Tie™ at RIT CIMS was run out to 2.8
million cycles with little change in the rail head lateral displacement.
million cycles with little change in the rail head lateral displacement.
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