May 9, 2021

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-357 

Mark Ayton 

Northern Infrastructure Products 

21 Fortecon Drive 

Stouffville ON 

Canada 

Dear Mr. Ayton: 

This letter is in response to your January 19, 2021 request for the Federal Highway 

Administration (FHWA) to review a roadside safety device, hardware, or system for eligibility 

for reimbursement under the Federal-aid highway program. This FHWA letter of eligibility is 

assigned FHWA control number B-357 and is valid until a subsequent letter is issued by FHWA 

that expressly references this device. 

Decision 

The following device is eligible within the length-of-need, with details provided in the form 

which is attached as an integral part of this letter: 

• Traffic Barrier with Soundwall System

Scope of this Letter 

To be found eligible for Federal-aid funding, new roadside safety devices should meet the crash 

test and evaluation criteria contained in the American Association of State Highway and 

Transportation Officials’(AASHTO) Manual for Assessing Safety Hardware (MASH). 

However, the FHWA, the Department of Transportation, and the United States Government do 

not regulate the manufacture of roadside safety devices. Eligibility for reimbursement under the 

Federal-aid highway program does not establish approval, certification or endorsement of the 

device for any particular purpose or use. 

This letter is not a determination by the FHWA, the Department of Transportation, or the United 

States Government that a vehicle crash involving the device will result in any particular 

outcome, nor is it a guarantee of the in-service performance of this device. Proper 

manufacturing, installation, and maintenance are required in order for this device to function as 

tested. 

This finding of eligibility is limited to the crashworthiness of the system and does not cover other 

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 

0 

U.S. Department 

of Transportation 

Federal Highway 

Administration 
2 

Eligibility for Reimbursement 

Based solely on a review of crash test results and certifications submitted by the manufacturer, 

and the crash test laboratory, FHWA agrees that the device described herein meets the crash test 

and evaluation criteria of the AASHTO’s MASH. Therefore, the device is eligible for

reimbursement under the Federal-aid highway program if installed under the range of tested 

conditions. 

Name of system: Traffic Barrier with Soundwall System 

Type of system: Longitudinal Barrier 

Test Level: TL3 

Testing conducted by: Texas A&M Transportation Institute (TTI) 

Date of request: January 19, 2021 

FHWA concurs with the recommendation of the accredited crash testing laboratory on the 

attached form. 

Full Description of the Eligible Device 

The device and supporting documentation, including reports of the crash tests or other testing 

done, videos of any crash testing, and/or drawings of the device, are described in the attached 

form. 

Notice 

This eligibility letter is issued for the subject device as tested. Modifications made to the device 

are not covered by this letter. Any modifications to this device should be submitted to the user 

(i.e., state DOT) as per their requirements. 

You are expected to supply potential users with sufficient information on design, installation and 

maintenance requirements to ensure proper performance. 

You are expected to certify to potential users that the hardware furnished has the same chemistry, 

mechanical properties, and geometry as that submitted for review, and that it will meet the test 

and evaluation criteria of AASHTO’s MASH.

Issuance of this letter does not convey property rights of any sort or any exclusive privilege. This 

letter is based on the premise that information and reports submitted by you are accurate and 

correct. We reserve the right to modify or revoke this letter if: (1) there are any inaccuracies in 

the information submitted in support of your request for this letter, (2) the qualification testing 

was flawed, (3) in-service performance or other information reveals safety problems, (4) the 

system is significantly different from the version that was crash tested, or (5) any other 

information indicates that the letter was issued in error or otherwise does not reflect full and 

complete information about the crashworthiness of the system. 
3 

Standard Provisions 

• To prevent misunderstanding by others, this letter of eligibility designated as FHWA

control number B-357 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 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.

• This FHWA eligibility letter is not an expression of any Agency view, position, or

determination of validity, scope, or ownership of any intellectual property rights to a

specific device or design. Further, this letter does not impute any distribution or licensing

rights to the requester. This FHWA eligibility letter determination is made based solely

on the crash-testing information submitted by the requester. The FHWA reserves the

right to review and revoke an earlier eligibility determination after receipt of subsequent

information related to crash testing.

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
 Version 10.0 (05/16)

Submitter

Request for Federal Aid Reimbursement Eligibility

of Highway Safety Hardware

 Date of Request: New Resubmission

Name:

Company:

Address:

Country:

Michael S. Griffith, Director To: FHWA, Office of Safety Technologies 

I request the following devices be considered eligible for reimbursement under the Federal-aid 

highway program.

By submitting this request for review and evaluation by the Federal Highway Administration, I certify 

that the product(s) was (were) tested in conformity with the AASHTO Manual for Assessing Safety 

Hardware and that the evaluation results meet the appropriate evaluation criteria in the MASH.

Individual or Organization responsible for the product:

Enter below all disclosures of financial interests as required by the FHWA `Federal-Aid Reimbursement 

Eligibility Process for Safety Hardware Devices' document.

Page 1 of 5 

January 19, 2021 I (i' r 

MarkAyton 

Northern Infrastructure Products 

21 Fortecon Drive, Stouffville ON 

Canada 

Device & Testing Criterion - Enter from right to left starting with Test Level I ' -' -' I 

System Type Submission Type Device Name/ Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers (i' Physical Crash Testing Traffic Barrier with AASHTO MASH TL3 

(Roadside, Median, Bridge (' Engineering Analysis Soundwall System Railinasl 

Contact Name: MarkAyton Same as Submitter [8J 

Company Name: Northern Infrastructure Products Same as Submitter [8J 

Address: 21 Fortecon Drive, Stouffville ON Same as Submitter [8J 

Country: Canada Same as Submitter [8J 

Texas A&M Transportation Institute (TTI) was contracted by Northern Infrastructure Products to perform fullscale crash testing of the Traffic Barrier with Soundwall System. There are no shared financial interests in the 

Traffic Barrier with Soundwall System by TTI, or between Northern Infrastructure Products and TTI, other than 

costs involved in the actual crash tests of the Traffic Barrier with Soundwall System to established MASH 

protocols and reports for this submission to FHWA. 
 Version 10.0 (05/16)

PRODUCT DESCRIPTION 

CRASH TESTING

Engineer Name:

Address:

Country:

 A brief description of each crash test and its result:

Page 2 of 5 

(i' New Hardware or 

• Significant Modification 

(' Modification to 

Existing Hardware 

The Traffic Barrier with Soundwall System consisted of five 15-ft (4.562 m) long sections of solid concrete single 

slope traffic barrier with soundwall panels mounted on top for a total length of 75 ft (22.86 m). The concrete 

sections of the precast concrete traffic barrier were 3.6 ft (1.1 m) high (of which 3.3 ft (1.0 m) was projecting 

above the pavement) and 2.1 ft (0.648 m) wide at the base, sloping up on the traffic side towards the field side 

for a width of 1.5 ft (0.46 m) at the top. Mounted on top of each precast concrete traffic barrier unit between 

the flanges of the set-back vertical steel posts installed at 15 ft (14.572 m) centers are stacked soundwall panels 

that were manufactured by Durisol. There were five rows of soundwall panels that consisted of a bottom row 

with a height of 2 ft (0.61 m) plus four upper rows each 3 ft (0.917 m) high, for a total soundwall panel height of 

14 ft (4.278 m). The total overall height of the installation measured from the top of pavement was 17.3 ft 

(5.278 m). There was no backfill placed on the field side of the traffic barrier, and there was a 4-inch space 

between the traffic face of the barrier and the runway aprons which was filled with compacted granular base 

material. 

By signature below, the Engineer affiliated with the testing laboratory, agrees in support of this submission that 

all of the critical and relevant crash tests for this device listed above were conducted to meet the MASH test 

criteria. The Engineer has determined that no other crash tests are necessary to determine the device meets 

the MASH criteria. 

Nathan D. Schulz 

Engineer Signature: Nathan D. Schulz Digitally signed by Nathan D. Schulz 

Date: 2021 .01.07 11 :13:58 -06'00' 

TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter D 

USA Same as Submitter D 
 Version 10.0 (05/16)

Page 3 of 5 

Required Test Narrative Evaluation 

Number Description Results 

TTI Crash Test Report No. 690902-PCL8&9 

contains the results of this 3-10 Test that 

was conducted on April 1, 2020. The target 

CIP was 3.6 ft (1. 1 m) upstream of the center 

of the joint between barriers 2 and 3. 

The impact speed and angle were 62.7 mi/h 

(100.9 km/h) and 24.8°. The actual impact 

point was 3.4 ft (1.0 m) upstream of the 

center of the joint between barriers 2 and 3. 

After loss of contact with the barrier, the 

vehicle came to rest 195 ft (60 m) 

downstream of the impact point and 94 ft 

(29 m) toward the traffic side. 

The Traffic Barrier with Soundwall System 

contained and redirected the 1 1 00C vehicle. 

The vehicle did not penetrate, underride, or 

override the installation. Maximum dynamic 

3-10 (1100() deflection during the test was 1. 1 inches (29 PASS mm). No detached elements, fragments, or 

other debris were present to penetrate or 

show potential for penetrating the 

occupant compartment, or present hazard 

to others in the area. Maximum occupant 

compartment deformation was 2.0 inches 

(51 mm) in the left front fire wall area. 

The 1 1 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 18° and 5°. 

Occupant risk factors were within the 

preferred limits of MASH. Longitudinal OIV 

was 21.3 ft/s (6.5 mis), and lateral OIV was 

28.2 ft/s (8.6 mis). Maximum longitudinal 

occupant ridedown acceleration was 5.3 g, 

and maximum lateral occupant ridedown 

acceleration was 9.9 g. 

The Traffic Barrier with Soundwall System 

performed acceptably for MASH Test 3-10. 
 Version 10.0 (05/16)

Full Scale Crash Testing was done in compliance with MASH by the following accredited crash test 

laboratory (cite the laboratory’s accreditation status as noted in the crash test reports.):

Page 4 of 5 

Required Test Narrative Evaluation 

Number Description Results 

TTI Crash Test Report No. 690902-PCL8&9 

contains the results of this 3-11 Test that 

was conducted on March 31, 2020. The 

target CIP was 4.3 ft (1.3 m) upstream of the 

center of the joint between barriers 2 and 3. 

The impact speed and angle were 61 .0 mi/h 

(98.2 km/h) and 24.7°. The actual impact 

point was 4.3 ft (1.3 m) upstream of the 

center of the joint between barriers 2 and 3. 

After loss of contact with the barrier, the 

vehicle came to rest 180 ft (55 m) 

downstream of the impact point and 6 ft 

(1.8 m) toward the field side. 

The Traffic Barrier with Soundwall System 

contained and redirected the 2270P vehicle. 

The vehicle did not penetrate, underride, or 

override the installation. Maximum dynamic 

deflection during the test was 5.3 inches 

3-1 1 (2270P) (135 mm). No detached elements, PASS 

fragments, or other debris were present to 

penetrate or show potential for penetrating 

the occupant compartment, or present 

hazard to others in the area. Maximum 

occupant compartment deformation was 

5.0 inches (127 mm) in the right front fire 

wall area. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 30° and 7°. 

Occupant risk factors were within the 

preferred limits of MASH. Longitudinal OIV 

was 20.3 ft/s (6.2 mis), and lateral OIV was 

25.6 ft/s (7.8 mis). Maximum longitudinal 

occupant ridedown acceleration was 5.7 g, 

and lateral occupant ridedown acceleration 

was 12.0g. 

The Traffic Barrier with Soundwall System 

performed acceptably for MASH Test 3-11. 

3-20 (1 1 00C) Test for transition is not applicable for this Non-Relevant Test, not conducted barrier system. 

3-21 (2270P) Test for transition is not applicable for this Non-Relevant Test, not conducted barrier system. 
Version 10.0 (05/16)

Laboratory Name:

Address:

Country:

Accreditation Certificate

Number and Dates of current

Accreditation period :

Submit Form

ATTACHMENTS

Attach to this form:

1) Additional disclosures of related financial interest as indicated above.

2) A copy of the full test report, video, and a Test Data Summary Sheet for each test conducted in

support of this request.

3) A drawing or drawings of the device(s) that conform to the Task Force-13 Drawing Specifications

[Hardware Guide Drawing Standards]. For proprietary products, a single isometric line drawing is

usually acceptable to illustrate the product, with detailed specifications, intended use, and contact

information provided on the reverse. Additional drawings (not in TF-13 format) showing details that

are relevant to understanding the dimensions and performance of the device should also be submitted

to facilitate our review.

FHWA Official Business Only:

Eligibility Letter

Number Date Key Words

Page 5 of 5 

Texas A&M Transportation Institute 

Laboratory Signature: Digitally signed by Darrell L. Kuhn 

'Date: 2021.01.14 15:49:21 -06'00 b~ 

TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter D 

USA Same as Submitter D 

ISO 17025 Laboratory 

Certificate Number: 2821.01 

Valid to: April 30, 2021 

M k A DigitallysignedbyMarkAyton 

Submitter Signature*: ar yton Date:2021 .01 .1909:49:18 

-05'00' 
Speed..................................

Figure 5.7. Summary of Results for MASH Test 3-10 on Traffic Barrier with Soundwall System. 

195' 

12.4' r3.4, r;- Exit Ang le I I Headinrngle t 

J_ lif:5 - -¥::. ______ 1 ~ '--~ Impact Angle, -

\ ~\ Exit Ang le Bo x \_Impact Path l 

J 

tee! angles 
 

Figure 6.6. Summary of Results for MASH Test 3-11 on Traffic Barrier with Soundwall System. 

~------180' I _j 

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INTENDED USE

The proprietary Traffic Barrier with Soundwall System is a MASH TL-3 system 

intended for installation along roadsides where a combination traffic barrier with 

soundwall system is required. The system consists of 15-ft [4.562m] long precast 

concrete single slope traffic barriers with soundwall panels mounted above. The 

precast concrete traffic barrier sections are 43.3 in [1100 mm] high (of which 39.4 

in [1000 mm] was projecting above the pavement) and 25.5 in [648 mm] wide at 

the base. Mounted on top of each precast concrete traffic barrier unit between the 

flanges of the set-back vertical W10x33 [W250x49] steel posts in drilled concrete 

footings installed at 15 ft [14.572 m] centers are stacked soundwall panels.

The crash tested installation consisted of five precast concrete traffic barriers with 

an overall length of 75 ft [22.9 m]. There were five rows of soundwall panels that 

consisted of a bottom row with a height of 2 ft [0.61 m] plus four upper rows 

each 3 ft [0.917 m] high, for a total soundwall height of 14 ft [4.278 m]. The 

total overall height of the installation measured from top of pavement was 17.3 ft 

[5.278 m].

Other than some scuffing on the traffic face of the precast concrete traffic barrier 

at the impact site, there was no observed damage to the traffic barrier or 

soundwall panels from MASH crash tests 3-10 or 3-11. Depth and diameter of

drilled concrete footings for roadside installations will have to be designed for each 

site to address local soil conditions and code requirements.

APPROVALS

The proprietary Traffic Barrier with Soundwall System has been fully tested in 

conformance with MASH, 2016 Test Level 3 and is determined eligible for

reimbursement by the FHWA.

FHWA Eligibility Letter: TBD

CONTACT INFORMATION

Northern Infrastructure Products

21 Fortecon Drive

Stouffville, ON

Canada

L4A 2G8

Phone: (905)727-4198

Website: WWW.NORTHERN-IP.COM 

TRAFFIC BARRIER WITH SOUNDWALL SYSTEM, MASH TL-3

Northern Infrastructure Products SGR72a

SHEET NO. DATE:

2 of 2 01/26/21

H 

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