General Information
Test Agency. Texas Transportation Institute
400001-TSQ2

2009-11-05

Terminal
Vertically Loading Terminal (VLT)
151.75 ft

31 in tall 12 ga w-beam, steel posts

Installation Length
Material or Key Elements

Soil Type and Condition...

Standard Soil, Damp

Test Vehicle
Type/Designation.
Make and Mode!

1100C
2003 Kia Rio
2401 Ib
2413 Ib

175 Ib
2588 Ib

Impact Conditions
Speed
Angle
Location/Orientatior

Exit Conditions
Speed
Angle

Occupant Risk Values
Impact Velocity

Longitudinal .
Lateral ..
Ridedown Accelerations

Longitudinal .

Max. 0.050-s Average
Longitudinal .. .

3.2 milh
.25.2 degrees
At Post 22

40.2 mifh
28.6 degrees

Post-Impact Trajectory
Stopping Distance .... 62.5 ft dwnstrm

9.4 ft twd traffic

Vehicle Stability
Maximum Yaw Angle
Maximum Pitch Angle
Maximum Roll Angle.....
Vehicle Snagging
Vehicle Pocketing

-20 degrees
8 degrees
8 degrees

14.0 inches

Max. Occupant Compartment

Deformation... 0.75 inch

Summary of results for MASH test 3-37 (modified) on the VLT.



Page 2

MASH Test Designation 3-30: An 1100C (2425 Ib) passenger car impacting the terminal end-on at
a nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the quarter point of the
vehicle aligned with the centerline of the nose of the terminal. This test is primarily intended to
evaluate occupant risk and vehicle trajectory criteria.

Summary of results: The SOFT-STOP slowed and redirected the 1100C vehicle. No occupant
compartment deformation occurred. The 1100C vehicle remained upright during and after the
collision event. Maximum roll was 25 degrees, and maximum pitch was 7 degrees. Occupant risk
factors were within the limits specified for MASH test 3-30. The vehicle subsequently came to rest
27 feet downstream of impact and 34 feet toward traffic lanes. The SOFT-STOP performed
acceptably according to the evaluation criteria of MASH test 3-30.

MASH Test Designation 3-31: A 2270P (5000 Ib) pickup truck impacting the terminal end-on at a
nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the centerline of the
vehicle aligned with the centerline of the nose of the terminal. This test is primarily intended to
evaluate occupant risk and vehicle trajectory criteria.

Summary of results: The SOFT-STOP brought the 2270P vehicle to a controlled stop. No occupant
compartment deformation occurred. The 2270P vehicle remained upright during and after the
collision event. Maximum roll was 4 degrees, and maximum pitch was -3 degrees. Occupant risk
factors were within the limits specified for MASH test 3-31. The 2270P vehicle came to rest within
the installation. The SOFT-STOP performed acceptably according to the evaluation criteria of
MASH test 3-31.

MASH Test Designation 3-32: An 1100C (2425 Ib) passenger car impacting the terminal end-on at
a nominal impact speed and angle of 62 mi/h and 5/15 degrees, respectively, with the centerline of
the vehicle aligned with the centerline of the nose of the terminal. This test is primarily intended to
evaluate occupant risk and vehicle trajectory criteria.

Summary of results: The SOFT-STOP slowed and stopped the 1100C vehicle. No occupant
compartment deformation occurred. The 1100C vehicle remained upright during and after the
collision event. Maximum roll was 28 degrees, and maximum pitch was -26 degrees. Occupant risk
factors were within the limits specified for MASH test 3-32. The vehicle subsequently came to rest
with the front of the vehicle adjacent to post 4 of the terminal, with most of the vehicle toward the
field side. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test
3-32,

MASH Test Designation 3-33: A 2270P (5000 Ib) pickup truck impacting the terminal end-on at a
nominal impact speed and angle of 62 mi/h and 5/15 degrees, respectively, with the centerline of the
vehicle aligned with the centerline of the nose of the terminal. This test is primarily intended to
evaluate occupant risk and vehicle trajectory criteria.

2525 North Stemmons Freeway * Dallas, Texas 75207 USA
Tel: +1-214-589-8140 * Fax: +1-214-589-8423 * www.highwayguardrail.com


General Information Impact Conditions Post4mpact Trajectory
Speed ‘Stopping Distance... Post 4
4 fttwd field side

Date. Vehicle Stability

Test Article eet Conditions Maximum Yaw Angle.
Nami Vertically Loading Terminal (VLT)
installation Length 51.75 R

Material or Key Elements in tall 12 ga w-eam, steel posts

‘Soll Type and Condition...

Test Vehicle
Ty

Summary of results for MASH test 3-32 on the VLT.


Page 4

MASH Test Designation 3-37: A 2270P (5000 Ib) pickup truck impacting the terminal at a nominal
impact speed and angle of 62 mi/h and 25 degrees, respectively, mid-point between the nose and the
end of the terminal in the reverse direction. This test is intended to evaluate the performance of a
terminal for a “reverse” hit.

However, researchers at TTI believe that the reverse direction impact would be more critical for the
1100C (2425 Ib) passenger car than for the 2270P pickup. Therefore, an 1 100C (2425 Ib) passenger
car was used in Test 3-37.

Summary of results: The SOFT-STOP slowed the 1100C vehicle and allowed the 1100C (2425 Ib)
vehicle to gate through the end of the terminal. Maximum occupant compartment deformation was
0.75 inch in the floor to rood area on the left side. The 1100C vehicle remained upright during and
after the collision event. Maximum roll was 8 degrees, and maximum pitch was 8 degrees.
Occupant risk factors were within the preferred limits specified for MASH test 3-31. The 2270P
vehicle exited toward the field side of the terminal. The SOFT-STOP performed acceptably
according to the evaluation criteria of MASH test 3-37.

MASH Test Designation 3-38: A 1500A (3307 Ib) passenger car impacting the terminal end-on at a
nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the centerline of the
vehicle aligned with the centerline of the nose of the terminal. This test is primarily intended to
evaluate the performance of the staged attenuator/terminal when impacted by a mid-size vehicle.

The SOFT-STOP is not a staged device. Therefore Test 3-38 was not conducted. However, as per
Appendix G of MASH, calculations based on Test 3-31 have been performed to predict the occupant
risk values for the 1500A (3307 Ib) vehicle. The results of these calculations (shown on the enclosed
document) predict that in crash testing with the 1500A (3307 Ib) vehicle, the SOFT-STOP Terminal,
would perform acceptably according to the Test Level 3 (TL-3) evaluation criteria set out in the
MASH guidelines for terminals.

Trinity respectfully requests FHWA acceptance of the SOFT-STOP Terminal for use on the
National Highway System (NHS) when such use is acceptable to the contracting agency as MASH
Test Level 3 compliant.

Thank you for your consideration. Should you have questions, we will be pleased to furnish or secure
answers promptly.

Sincerely,
Brian Smith

boSoe

Trinity Highway Products, LLC.
Enclosures: 9

2525 North Stemmons Freeway * Dallas, Texas 75207 USA
Tel: +1-214-589-8140 ° Fax: +1-214-589-8423 * www.highwayguardrail.com


Page 3

Summary of results: The SOFT-STOP slowed the 2270P vehicle, redirected the vehicle toward the
field side where the vehicle came to rest nearly adjacent to the field side of the installation. No
occupant compartment deformation occurred. The 2270P vehicle remained upright during and after
the collision event. Maximum roll was -21 degrees, and maximum pitch was 5 degrees. Occupant
tisk factors were within the limits specified for MASH test 3-31. The 2270P vehicle came to rest
within the installation. The SOFT-STOP performed acceptably according to the evaluation criteria
of MASH test 3-33.

MASH Test Designation 3-34: An 1100C (2425 Ib) passenger car impacting the terminal at a
nominal impact speed and angle of 62 mi/h and 15 degrees, respectively, with the corer of the
vehicle bumper aligned with the critical impact point (CIP) of the length of need (LON) of the
terminal. This test is primarily intended to evaluate occupant risk and vehicle trajectory criteria.

Summary of results: The SOFT-STOP contained and redirected the 1100C vehicle. The vehicle did
not penetrate or override the installation. Maximum dynamic deflection was 1.96 feet and the head
fed through 6.2 feet of w-beam rail element. Maximum occupant compartment deformation was 1.0
inch inward in the area of the instrument panel on the left side. The 1100C vehicle remained upright
during and after the collision event. Maximum roll was 10 degrees, and maximum pitch was -4
degrees. Occupant risk factors were within the limits specified for MASH test 3-32. The vehicle
subsequently came to rest 15 feet toward traffic lanes in front of post 8. The SOFT-STOP performed
acceptably according to the evaluation criteria of MASH test 3-32.

MASH Test Designation 3-35: A 2270P (5000 Ib) pickup truck impacting the terminal at a nominal
impact speed and angle of 62 mi/h and 25 degrees, respectively, with the corner of the vehicle
bumper aligned with the beginning of the LON of the terminal. This test is primarily intended to
evaluate structural adequacy and vehicle trajectory criteria.

Summary of results: The SOFT-STOP contained and redirected the 2270P. The vehicle did not
underride or override the installation. Although the w-beam rail anchorage released late in the
impact event, the vehicle did not penetrate the installation. While the vehicle was in contact with the
w-beam, the maximum dynamic deflection was 10.4 feet. However, the upstream anchor released
and as the vehicle lost contact with the w-beam, the w-beam continued to deflect, reaching a
maximum displacement of 11.6 feet. The kickpanel of the left side was deformed inward 0.4 inch.
The 2270P vehicle remained upright during and after the collision event. Maximum roll was -30
degrees, and maximum pitch was -12 degrees. Occupant risk factors were within the preferred limits
specified for MASH test 3-31. The 2270P vehicle exited within the exit box. The SOFT-STOP
performed acceptably according to the evaluation criteria of MASH test 3-35.

MASH Test Designation 3-36: A 2270P (5000 Ib) pickup truck impacting the terminal at a nominal
impact speed and angle of 62 mi/h and 25 degrees, respectively, with the corner of the vehicle
bumper aligned with the CIP with respect to the transition to the stiff barrier or backup structure.

As a w-beam guardrail terminal, the SOFT-STOP will never be attached directly to a backup
structure, and the transition to a stiff barrier is basically at Post 3. Therefore, Trinity feels that Test
3-36 is irrelevant and was therefore not conducted.

2525 North Stemmons Freeway * Dallas, Texas 75207 USA
Tel: +1-214-589-8140 * Fax: +1-214-589-8423 * www.highwayguardrail.com


0.126 s

General Information Impact Conditions Post4mpact Trajectory
Test Agency. Speed 62.6 mith ‘Stopping Distance .... sss POSE 4
Fest No. 4 fitwd field side

Test Asticta
Type.

Name.

Installation Length

Material or Key Elements:
Soil Type and Condition.

Test Vehicto

Summary of results for MASH test 3-32 on the VLT.


@

US.Department 1200 New Jersey Ave., SE
of Transportation Washington, D.C. 20590
Federal Highway November 12, 2015

Administration In Reply Refer To:

HSST/CC-115

Mr. Brian Smith

Trinity Highway Products, LLC
2525 North Stemmons Freeway
Dallas, Texas 75207

Dear Mr. Smith:

This letter updates eligibility letter CC-115 issued on December 19, 2011 in response to your
request for the Federal Highway Administration (FHWA) to review a roadside safety system for
eligibility for reimbursement under the Federal-aid highway program.

Name of system: Trinity SOF’ OP Terminal
Type of system: W-Beam Guardrail Terminal
Test Level: MASH Test Level 3 (TL-3)
Testing conducted by: Texas Transportation Institute
Task Force 13 Designator: | SEW22

Date of request: September 3, 2010

3
Date initially acknowledged: September 30, 2010
Date of completed package: September 3, 2010

Based on a review of crash test results submitted by the manufacturer certifying the device
described herein meets the crashworthiness criteria of the American Association of State
Highway and Transportation Officials (AASHTO) “Manual for Assessing Safety Hardware”
(MASH), the device is eligible for reimbursement under the Federal-aid highway program.
MASH states “Although not a specific factor in assessing test results, integrity of a test vehicle’s
fuel tank is a potential concern. It is preferable that the fuel tank remains intact and not be
punctured. Damage to or rupture of the fuel tank, oil pan, or other feature that might serve as a
surrogate of the fuel tank should be reported.” One test report that accompanied the request for
Federal-aid reimbursement eligibility (titled MASH 7, 3-31 on the Vertically Loading
Terminal) indicated “A small cut was noted in the fuel tank.” A second test report that
accompanied the request (titled MASH * 3-35 on the Vertically Loading Terminal) indicated
“there was a very small puncture in the gas tank.” Eligibility for reimbursement under the
Federal-aid highway program does not establish approval or endorsement by FHWA for any
particular purpose or use.



0.098 s

Post4mpact Trajectory
Stopping Distance........

Vehicle Stabitity

43.8 ft dwnstrm
15.0 ft twd traffic

Installation Length
Material or Key Elements

Soll Type and Condition...
Test Vehicle

Summary of results for MASH test 3-34 on the VLT.



2) W=TSSI, a SaaS eas a Ra STE = :
Ce eee | Serer (sermon) cr igen to
Sac] ST sino anon NI | SARS LS LS See a WY. IVS | NODE ma
JSS aes} £ GAT ISH HSyA ~] ~]
|__—i_v} HOUD3S % ROWWARII ‘NYT
2 ve) THR COLS@1J0S ALINaL
dois-1a0s BRKKE
= ae
2m ay mom 9 ont
Rae at
NEEM cree an | fn we | hee
OY SS Bore nese wy ais
SS SEE
oy rvs ERT persone
(sss) g Tae PO [res
Q, W130 af 08 wo
Cited sow wv) rset reer J Nae 100% 110 © eta ean a
RR «8, WLS
~ Aa io ohn brs (asce@ om toon w ito8)
mony wane 0 we WLC
lesen gpm aon
FN PT Shave
soa nene

i . a asose
THOTT canoe fan ee Lae — aes Sot
senor mt | at nT, soauemene [[ ee pasta

z aR S=
ls. man ss S |? q
* clit i i i i
s i H ia to H

i 4. * a” i
THe] sages fF OS we © 6 Fe © cy
or} pain sonra
ote in : Pais 3a esraas
Ts | |
n H H

i

sia, q q q t q q
0 v om sis
a Awan ie 2 He



eT

0.413 s

ST, aed

‘Soil Type and Condition.

Test Vehicle

Occupant Risk Values
Impact Velocity

2003 Dodge Ram 1500 quad-cab pickup
4708 ib

5028 tb
No dummy
5028 Ib

Post4mpact Trajoctory
‘Stopping Distance.......

Summary of results for MASH test 3-35 on the VLT.


~ wy TRINITY HIGHWAY PRODUCTS, LLC

September 3, 2010

Mr. Nicholas Artimovich, II

Highway Engineer, Office of Safety Design
Federal Highway Administration HSSD

1200 New Jersey Avenue SE, Room E-71-322
Washington, DC 20590

Tel: 202-366-1331

Fax: 202-366-2249

e-mail: nick.artimovich@ fhwa.dot.gov

Re: — Request for FHWA Acceptance of the Trinity SOFT-STOP Terminal

Dear Mr. Artimovich:

Trinity Highway Products, LLC is pleased to submit for your review and acceptance the Trinity SOFT-
STOP Terminal, which performed acceptably according to the Test Level 3 (TL-3) evaluation criteria set
out in the Manual for Assessing Safety Hardware (MASH) guidelines for terminals. Full-scale crash
testing was conducted at the Texas Transportation Institute. Test reports and crash test videos are
enclosed.

The SOFT-STOP is a proprietary terminal that includes a 12 gauge w-beam guardrail into which slots
have been cut over the initial 81.75 inches. The slots allow the w-beam guardrail to be flattened into four
strips which are fed through an extruder head and connected via a threaded rod assembly end attachment
to an anchor post in advance of the terminal. Standard 12 gauge w-beam guardrail panels are used
thereafter.

The top of the w-beam is 31 inches above grade, and guardrail splices are located at mid-span between
posts. Post 1 is a W6x8.5 Steel Yielding Terminal Post (SYTP) and is placed under and attached to the
extruding head 55 inches downstream of the anchor post. Post 2 is also a W6x8.5# SYTP. It is located
68 inches downstream of Post | and incorporates a 12-inch deep offset block (either routed or non-
routed). Post 3 and beyond are spaced at 75 inches and are standard, non-weakened W6x8.5# line posts
with 12-inch deep routed or non-routed offset blocks).

According to MASH, up to nine crash tests are recommended to evaluate terminals to TL-3. In the
safety performance evaluation of the SOFT-STOP, seven full-scale crash tests were conducted.
Trinity feels that safety performance verification of the proposed SOFT-STOP can be concluded, as
summarized below.

2525 North Stemmons Freeway * Dallas, Texas 75207 USA
Tel: +1-214-589-8140 * Fax: +1-214-589-8423 * www.highwayguardrail.com


eae

Post-4mpact Trajectory
‘Stopping Distance
Vehicle Stability

Genera! Information

Maximum Yaw Angie.

Summary of results for MASH test 3-33 on the VLT.



You will be expected to certify to potential users that the hardware furnished has
essentially the same chemistry, mechanical properties, and geometry as that submitted for
review, and that it will meet the crashworthiness requirements of the FHWA and the
MASH.

To prevent misunderstanding by others, this letter of eligibility is designated as number
CC-115 and shall not be reproduced except in full. This letter and the test documentation
upon which it is based are public information. All such letters and documentation may be
reviewed at our office upon request.

The Trinity SOFT-STOP terminal is a patented product and considered proprietary. If
proprietary systems are specified by a highway agency for use on Federal-aid projects, (a)
they must be supplied through competitive bidding with equally suitable unpatented
items; (b) the highway agency must certify that they are essential for synchronization
with the existing highway facilities or that no equally suitable alternative exists; or (c)
they must be used for research or for a distinctive type of construction on relatively short
sections of road for experimental purposes.

Our regulations concerning proprietary products are contained in Title 23, Code of
Federal Regulations, Section 635.411.

This letter shall not be construed as authorization or consent by the FHWA to use,
manufacture, or sell any patented system for which the applicant is not the patent holder.
The finding of eligibility is limited to the crashworthiness characteristics of the candidate
system, and the FHWA is neither prepared nor required to become involved in issues
concerning patent law. Patent issues, if any, are to be resolved by the applicant.

Sincerely yours,

Mehl 8. fab fle

Michael S. Griffith
Director, Office of Safety Technologies
Office of Safety


The FHWA, the Department of Transportation, and the United States Government do not
endorse products or services and the issuance of a reimbursement eligibility letter is not an
endorsement of any product or service

Decision:
The following device was found eligible, with details provided below:
¢ Trinity SOFT-STOP guardrail terminal.

Requirements

Roadside safety devices should meet the guidelines contained in the American Association of
State Highway and Transportation Officials’ Manual for Assessing Safety Hardware. The
FHWA memorandum “Identifying Acceptable Highway Safety Features” of July 25, 1997, and
the FHWA/AASHTO MASH Implementation Plan provide further guidance on roadside
hardware design.

Description and Crash Testing

Your letter of September 3, 2010, enclosed for reference, describes the Trinity SOFT-STOP in
detail. Your letter also detailed the crash test matrix that was evaluated for the device. The
MASH tests 3-30, 3-31, 3-32, 3-33, 3-34, 3-35, and 3-37) were conducted in reasonably close
conformity with the guidelines. The test data summary sheets from the individual crash test
reports are enclosed for reference.

We concur that MASH test 3-36 may be waived because the SOFT-STOP will not be connected
to any stiffer device than W-beam guardrail, and test 3-35 showed that the performance of the
system when impacted at an angle by the 2270P was satisfactory. We concur that the
substitution of the 1100C vehicle to evaluate the reverse direction impact was appropriate. We
concur that test 3-38 is not necessary because the SOFT-STOP is not a staged device and that
your calculations predict crashworthy performance with the 1500A vehicle.

Findings

Therefore, the system described and detailed in the enclosed letter is eligible for reimbursement
and should be installed under the range of conditions tested, when such use is acceptable to a
highway agency.

Please note the following standard provisions that apply to FHWA eligibility letters:

* This finding of eligibility is limited to the crashworthiness characteristics of the systems
and does not cover their structural features, nor conformity with the Manual on Uniform
Traffic Control Devices.

* Any changes that may adversely influence the crashworthiness of the system will require
a new letter.

* Should the FHWA discover that the qualification testing was flawed, that in-service
performance reveals unacceptable safety problems, or that the system being marketed is
significantly different from the version that was crash tested, we reserve the right to
modify or revoke this letter.

* You will be expected to supply potential users with sufficient information on design and
installation requirements to ensure proper performance.


Impact Conditions Post-impact Trajectory
Speed Stopping Distance

Vehicle Stability

2010-01-12

Exit Conditions
Terminal speed.
Vertically Loading Terminal (VLT)
51.75 ft

Soil Type and Condition...
Test Vehicio
7 ;

Summary of results for MASH test 3-31 on the VLT.