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                Safety Eligibility Letter B-227
  
  **Hardware Type:**
            Longitudinal Barriers and Bridge Rails
                          **Code:**
            B-227
                          **Date:**
            01/06/2012
                          **Testing Criteria:**
            NCHRP 350
                          **Manufacturer:**
            Washington State DOT
                          **Device Description:**
            TL-3 High Tension 3 Cable Median & Roadside Barriers
                          **View PDF:**
            b227.pdf (766.88 KB)
    
    Safety Eligibility Letter B-227



						
**Download Version**PDF [766 KB]

DOT logoU.S. Department of Transportation**Federal Highway Administration**

			1200 New Jersey Ave. S.E.Washington, D.C. 20590

January 6, 2012

In Reply Refer To: 
HSST/B-227
Dave Olson
Design Policy, Standards, & Research Manager
Washington State Department of Transportation
P.O. Box 47329
Olympia, Washington  98504-7329
Dear Mr. Olson:
This letter is 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:

  	 High Tension 3-cable median and roadside  barriersType of system:

  	 Generic cable barrier systemTest Level:

  	 NCHRP Report 350 Test Level 3Testing conducted by:

  	 Texas Transportation InstituteTask Force 13 Designator:
      	   SGM01bDate of request:
      	   December 23, 2010Date initially acknowledged:
      	   January 7, 2011Date of completed package:
      	   January 7, 2011**Decision:**
The following device is eligible, with details provided  below:
High Tension 3-cable median and roadside  barriersBased on a review of crash test results submitted by the  manufacturer certifying the device described herein meets the crashworthiness  criteria of the National Cooperative Highway Research Program (NCHRP) Report  350, the device is eligible for reimbursement under the Federal-aid highway  program.  Eligibility for reimbursement  under the Federal-aid highway program does not establish approval or  endorsement by the FHWA for any particular purpose or use.
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.
**Requirements**
  Roadside safety devices should meet the guidelines  contained in the NCHRP Report 350 or the American  Association of State Highway and Transportation Officials' Manual for Assessing  Safety Hardware (MASH).   The FHWA  Memorandum “Identifying Acceptable Highway Safety Features" of July 25, 1997  provides further guidance on crash testing requirements of longitudinal barriers.
**Description**
  The purpose of this test program was to develop a generic,  high-tension 3-cable roadside and median barrier using the same length-of-need  design as the current low-tension generic cable systems.  The 476-foot long test installation consisted  of a 336 ft length modified Weak-Steel Post Wire Rope Guardrail System SGR01a-b  with posts spaced at 16 feet.  A high-tension  terminal anchored each end.  Wire rope  heights are the same as detailed in the SGR01a-b specification.  The system was terminated with Trinity  terminals that utilize wire rope Controlled Release Posts (CRP). Standard 3x7  non-prestretched wire ropes were used to match field applications of the  system. A splice connection was placed in the second clear span downstream of first  contact with the test vehicle.
A Crosby 3/4-inch G-416 epoxy socket was used for  termination of each wire rope.  The epoxy  socket termination performed as well as the field swage termination; however,  this termination presented a higher risk of an unsuccessful full-scale test due  to snagging at the termination site. It is expected that if the epoxy socket  termination is successful the field swage would also be successful.  Each epoxy socket requires 86 cc. of Crosby  Wirelock W416-7 socket compound. A standard Crosby HG-226 1-inch x 12-inch eye  and eye turnbuckle were used to connect the two epoxy sockets at each  splice.  A 1-inch x 6-inch Crosby G-291  eye bolt with double nuts was used to terminate the wire ropes at the CRP.  Tension of the wire ropes prior to the full-scale crash test was 5620-5640  lb.
You asked that field swaged fittings, previously crash  tested at TTI on cable barrier systems, would be found eligible.  Dynamic testing of the field swage fitting at  Texas Transportation Institute (TTI) indicates that field swaged fittings  performed better than the Crosby epoxy socket used in the full scale crash  test. We concur that field swaged fittings (such as the Trinity parts 5873 and  5874 included in the TTI evaluation) are eligible as an alternative to the  Crosby epoxy sockets.
Enclosed for reference is the test data summary sheet  showing the crash test and results which were in reasonably close conformity  with NCHRP Report 350.  The vehicle  remained upright and deflected the barrier 10.2 feet. A working width of 11  feet should be used for design purposes.
**Findings**
  The system described above and detailed in the enclosed  drawings 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 letter provides a AASHTO/ARTBA/AGC Task  Force 13 designator that should be used for the purpose of the creation of a  new and/or the update of existing Task Force 13 drawing for posting on the  on-line "Guide to Standardized Highway Barrier Hardware' currently referenced  in AASHTO Roadside Design Guide.
  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.
  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 NCHRP Report 350.
  To prevent misunderstanding by others, this  letter of eligibility is designated as number      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.
  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.
  Although the barrier performed well under ideal  test impact conditions with the two test vehicles, the likelihood of passenger  car underrides of any cable system may increase as the post spacing increases,  particularly when the barrier is installed on non-level or slightly irregular  terrain and the cables are not restrained from lifting at each post.  Consequently, some transportation agencies  have limited post spacing to approximately 6m (20 feet) for cable  barriers.  The dynamic deflection of the  barrier is likely to increase when it is installed along the convex sides of  horizontal curves, and when distances between anchorages exceed the 102m (336-foot)  test length.Sincerely yours,
      
      */* Signature of Michael S. Griffith */*
      
      Michael S. Griffith
  Director, Office of Safety  Technologies
  Office of SafetyEnclosures U.S. DEPARTMENT OF TRANSPORTATION

**Federal Highway Administration**

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