U.S.Deportment 

of TronsportoliO'l 

Federal Highway 

Adminlst ration 

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

Sept 7,2012 In Reply Refer To: 

HSST/CC­ l 15A 

Mr. Brian Smith 

Trinity Highway Product., LLC 

2525 North Stemmons Freeway 

Da ll as, Texas 75207 

Dear Mr. Smith: 

This letter is in response Lo your request for the Federal Highway Admin istration (FHWA) Lo 

review a roadside safety system for eligibility for reimbursement under the Federal-aid highway 

program. 

Name of system: Trinity SOFT-STOP Terminal for line posts with 8" wood offset blocks 

and a I -foot offsec from tangent (Oare rate of 50: 1 ). 

Type of system: W-Beam Guardrail Terminal 

Test Level: MASH Test Level 3 (TL-3) 

Testing conducted by: Original testing by Texas Transport alion Institute 

Task Force 13 Designator: SEW22 

Date of requesc: August 18, 2012 

Dace initially acknowledged: August 23, 20 12 

Date of completed package: August 28, 20 12 

Decision: 


The following·device is eligible, w ith details provided in the form which is attached as an 


integral part of this letter: 


• 	 Trinity SOFT-STOP Terminal for line posts with 8" wood offset blocks and a I-foot 

offset from tangent (50: I flare rate) 

Based on a review of previous crash tests submitted by the manufacturer certifying the device 

described herein meets the crash cest and evaluation criteria of the American Association of State 

Highway and Transportation Officials' Manual for Assessing Safecy Hardware (MASH), the 

device is e ligible for reimbursement under the Federal-aid highway program. Eligibility for 

reimbursement under the Federal-aid highway program docs not establish approval or 

endorsement by the FHW A 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 e ligibility teller is not an 

endorsemem of any product or service. 
2 

Requirements 


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


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


Transportation Officials' Manual for Assessing Safety Hardware (MASH). 


Description 


The device and supporting documentation are described in the attached form. 


Summary and Standard Provisions 


Therefore, the system described and detailed in the attached form is eligible for reimbursement 


and may be installed under the range of conditions tested. 


Please note the following standard provisions that apply to FHW A 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 does not cover other structural features of the systems, 

nor conformity with the Manual on Uniform Traffic Control Devices. 

• 	 Any changes that may influence system conformance with MASH will require a 

new reimbursement eligibility letter. 

• 	 Should the FHW A discover that the qualification testing was flawed, that in-service 

performance reveals safety problems, or that the system is significantly different 

from the version that was crash tested, we reserve the right to modify or revoke this 

letter. 

• 	 You are expected to supply potential users with sufficient information on design 

and installation 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 the MASH. 

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

number CC-11 SA 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 FHW A to use, 

manufacture, or sell any patented system for which the applicant is not the patent 

holder. The FHW A does not become involved in issues concerning patent law. 

Patent issues, ifany, are to be resolved by the applicant. 
3 

• The Trinity SOFr-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 unpatcnted items: (b) the highway agency must certify that they are 

essential for synchroni zation with the ex isting 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 relati vely short sections of road fo r experiment.al purposes. 

Our regulations concerning proprietary products are contained in Title 23, Code of 

Federal Regulations. Sect ion 635.4 1 I. 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 5.0 (S/12) 

Page 1 of S 

Request for Federal Aid Reimbursement Eligibility 

Of Highway Safety Hardware 

.. 

QI 

~ 

E 

.D 

:I 

"' 

Date of Request: August 16, 2012 ICi New l' Resubmission

Name: DonGripne 

Company: TRINITY HIGHWAY PRODUCTS, LLC 

Address: 2525 STEMMONS FREEWAY, DALLAS, TX 75207

To: Michael s. Griffith, Director 

FHWA, Office of Safety Technologies 

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

highway program. 

System Type Device Name I Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, Attenuators, & T TRINITY SOFT-STOP TERMINAL AASHTOMASH TL3 

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 test/ evaluation results meet the appropriate evaluation criteria in the MASH. 

Identification of the individual or organization responsible for the product: 

Contact Name: BRIAN SMITH 

Company Name: TRINITY HIGHWAY PRODUCT, LLC 

Address 1: 2525 STEMMONS FREEWAY 

Address 2: 

City/State/Zip: DALLAS/TX/75207 

Country: USA 

PRODUCT DESCRIPTION 


Modification to Existing Hardware Non-Significant - Effect Is positive or Inconsequential 

The original crash test of the Trinity Soft Stop ITTl Crash Report 2009) as per Eligibility Letter CC-115 dated 

December 9, 2011 specified steel post and w-beam guardrail using 12-inch wood block out. The crash test 

report was conducted by Texas Transportation Institute (TTI) entitled NCH RP 350 Crash Testing and Evaluation 

of the Vertical Squisher' dated February 2009 (TTI Crash Report 2009). 

This request Is to modify the as-tested article as per CC-115 to Include 8-lnch wood block out for both line posts 

and post no 2 within the Trinity Soft Stop Terminal system. This modification also includes an offset 1-foot from 

tangent of the Trinity Soft Stop Terminal system as a flare rate of 50:1. 

This modification is considered Non-significant, Effect is Positive or Inconsequential. 
Version 5.0 (5/12) 

Page 2 of 5 

Required Test 

Number 

Narrative 


Description 


Evaluation 


Results 


3-30 (1100() 

As perm Crash Report 2009, an llOOC (24251 b) passenger car impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/h and 

O degree, respectively, with the quarter point of the vehicle aligned with 

the center line of the nose of the terminal. This test is primarily Intended 

to evaluate occupant risk and vehicle trajectory criteria. The SOFT -STOP 

slowed and redirected the II OOC vehicle. No occupant compartment 

deformation occurred. The II OOC 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. 

WAIVER REQUES 

3-31 (2270P) 

As perm Crash Report 2009, A 2270P (5000 lb) pickup truck Impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/hand 

0 degree, respectively, with the center line of the vehicle aligned with the 

center line of the nose of the terminal. This test is primarily Intended to 

evaluate occupant risk and vehicle trajectory criteria. 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. 

WAIVER REQUES 

3-32 (11 OOC) 

As perm Crash Report 2009, an llOOC (24251 b) passenger car Impacting 

the terminal end-on at a nominal Impact speed and angle of 62 mph and 

S/1 Sdegrees, respectively, with the center line of the vehicle aligned with 

the center line of the nose of the terminal. This test Is primarily intended 

to evaluate occupant risk and vehicle trajectory criteria. The SOFT -STOP 

slowed and stopped the llOOC vehicle. No occupant compartment 

deformation occurred. The II OOC 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. 

WAIVER REQUES 

3-33 (2270P) 

As per TTI Crash Report 2009, the 2000P vehicle, traveling at an impact 

speed of 62.7 mi/h, impacted the nose of the Vertical Squisher end-on at 

an impact angle of 16.3 degrees. At 0.044 s after impact, the head of the 

terminal began to move along the rail, and at 0.093 s, the 2000P vehicle 

began to redirect toward the field side. The front right tire contacted the 

terminal at 0.207 s. The vehicle began to travel parallel with the guardrail 

at 0.285 s, at a speed of 48.2 mi/h (77.6 km/h). At 0.372 s, the 2000P 

vehicle overrode the terminal and lost contact with the guardrail and was 

traveling at an exit speed and angle of 51.7 mi/h (83.2 km/h) and 1.8 

degrees, respectively. After completely exiting the installation, the 2000P 

vehicle partially traversed a steep mound of soil and came to rest on its 

right side 242 ft downstream and 30 ft toward the field side. 

WAIVER REQUES 
Version 5.0 (5/12) 

Page 3 of 5 

CRASH TESTING 

A brief description of each crash test and its result: 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-34 (11 OOC) 

As perm Crash Report 2009, an llOOC (24251 b) passenger car impacting 

the terminal at a nominal impact speed and angle of 62 mi/h and 15 

degrees, respectively, with the comer 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. The SOFT-STOP contained and redirected the 

llOOC 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 1 I OOC 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 3-34. 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 3-34. 

WAIVER REQUES 

As perm Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 25 

degrees, respectively, with the comer 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. The SOFTSTOP contained and redirected the 2270P. The vehicle did not under ride 

3-35 (2270P) 

or override the installation. Although thew-beam rail anchorage released 

late in the impact event, the vehicle did not penetrate the installation. 

While the vehicle was in contact with thew-beam, the maximum dynamic 

deflection was I0.4 feet. However, the upstream anchor released 

and as the vehicle lost contact with thew-beam, thew-beam continued 

WAIVER REQUES 

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. 

3-36 (2270P) 

As per TTI Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 25 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the CIP with respect to the transition to the stiff barrier or backup 

structure. As aw-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. 

WAIVER REQUES 

Eliglbillty Letter CC-115 indicated that MASH test 3-36 may be waived 

because the SOFT-STOP will not be connected to any stiffer device than 

W -beam guardrail. 
Version 5.0 (5/12) 

Page 4 of 5 

3-37 (2270P) 

3-38 (1500A) 

3-40 (11 OOC) 

3-41 (2270P) 

3-42 (11 OOC) 

3-43 (2270P) 

3-44 (2270P) 

3-45 (1 SOOA) 

As per TII Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal Impact speed and angle of 62 mi/hand 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 m WAIVER REQUES believe that the reverse direction Impact would be more critical for the II 

OOC (2425 lb) passenger car than for the 2270P pickup. Therefore, an II 

OOC (2425 lb) passenger car was used in Test 3-37. 

Eligibility Letter CC-115 indicated that the substitution of the llOOC 

vehicle to evaluate the reverse direction impact was appropriate. 

As perm Crash Report 2009, a 1500A (33071 b) passenger car impacting 

the terminal end-on at a nominal Impact speed and angle of 62 mi/hand 

Odegree, respectively, with the center line ofthe vehicle aligned with the 

center line 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 Test3-38 was not conducted. However, as per Appendix G of 

MASH, calculations based on Test 3-31 have been performed to predict WAIVER REQUES the occupant risk values for the 1500A (33071 b) vehicle. The results of 

these calculations (shown on the enclosed document) predict that in 

crash testing with the 1500A (33071 b) 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. 

Ellglbllity Letter CC-115 Indicates that test 3-38 is not necessary because 

the SOFT-STOP is not a staged device and that manufacturers calculations 

predict crash worthy performance with the 1 SOOA vehicle. 

Does not apply to non-gating/energy absorbing devices. 

Does not apply to non-gating/energy absorbing devices. 

Does not apply to non-gating/energy absorbing devices. 

Does not apply to non-gating/energy absorbing devices. 

Does not apply to non-gating/energy absorbing devices. 

Does not apply to non-gating/energy absorbing devices. 

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.): 

Laboratory Name: Texas Transportation Institute 

Laboratory Contact: Dean Alberson 

Address: 3135 TAMU, College Station, TX. 77843-3135 

Country: USA 

Accreditation Certificate 

Number and Date: Mechanical 2821.01, Current date April 30, 2013 

ATTACHMENTS 

Attach to this form: 

1} A copy of the Test Data Summary Sheet for each test conducted in support of this request. 

2) 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 key to understanding the performance of the device should also be submitted to facilitate our 
Version 5.0 (S/12) 

Page S of 5 

review. 


FHWA Official Business Only: 


Eligibility Letter AASHTOTF13 

Number Date Designator Key Words 

CC-115A August 31, 2012 SEW22 

non-gating/energy absorbing terminal, tensioned wbeam guardrail terminal, steel yielding terminal 

posts, deflector terminal head. 
,i 

~f~'t:-..':t ·~~: .:if· 

0.000 s 0.252 s 0.506 s 0.758 s 

UPSTREAM TERMINAL ~C:.. AASHIO·.CC-AATIJAI 5QI04c 

Slonco w-IVM W·B[M.I CUN!TlAAI.

r 

CUiARDAM.. CtTN\. I 

W•l!tAll G.,__ 

3 OOM. J 

INITIAL IMPACTL____ 

. 46'-2" 

16' 

fRONT Of VEHICLE IN-LINE 

WITH POST 11 

t f 

---­

General lnfonnatlon Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation Institute 
 Speed ....•.....................•........ .62.6 milh Stopping Distance ........................ .46.1 ft downstream 

Test No ................................... 220513-2-15 
 Angle .................................... D.4 degrees 16 ft behind 

Date •••.•...••.••.•••.••.•..•.••.•..•.•.••.•• 2008-09-01 Location/Orientation ....•....•... .End-on Vehicle Stablllty 

Test Article Exit Conditions Maximum Yaw Angle ...................•• 150degrees 

Type ......................................... Terminal Speed ................................... N/A Maximum Pitch Angle •.••••.••••.•.•••••• 10 degrees 

Name •.•.••••.••.•••.••.•..•.••.•..•.••••... Vertical Squisher Angle •..................•................• 145.5 degrees Maximum Roll Angle .....................• 18 degrees 

Installation Length ................... 147 ft-9 inches Occupant Risk Values 

Material or Key Elements ........ Tensioned 12-gauge W-beam guardrail lmpad Velocity 
 Test Article Deflections 

terminal · Longitudinal ••.•..•..•.•...••..•.•. .21.3 ft/s 
 Dynamic••••.•••••••.•.••••.•..•.•.••.•..•....•.• 30.0 ft 

lateral ........•..•..•..............•. .2.6 ft/s 
 Permanent ..................................... 30.0 ft 

Soll Type and Condition•.•.••.•..• Standard Soll, Damp Ridedown Accelerations 
 Working VVidth ............................... 22.2 ft 

Test Vehicle Longitudinal ••.•..•..•.•..•.•..•.•.. -8.1 g's 


Type/Designation ..................... 2000P 
 lateral ...........•..•....•....•....•.. 6.6 g's 
 Vehicle Damage 

Make and Model ...................... 1997 Chevrolet C2500 Pickup 
 THIV .•...............•.••.•.......•...... .23.6 km/h 
 VDS ............................................... 12FC2 

Curb •.•..•.•.••••.•.•..•..•.•.....•.•....•..• 4683 PHD ..•..................•.........•...... .8.3g's 
 CDC .............................................•. 12FCEW2 

Test Inertial.. ............................ 4594 
 Max. 0.050-s Average Max. Exterior Deformation ............. 17.7 inches 

Dummy .................................... No dummy 
 Longitudinal ........................ -6.2 g's Max. Occupant Compartment 

Gross Static ............................. 4594 
 Lateral •.•............................. 3.3 g's Deformation ..........•.................. O 


Vertical ............................... -2.8 g's OCDI .............................................. FSOOOOOOO 


Figure 24. Summary ofresults for NCHRP Report 350 test 3-31 on the Vertical Squisher. 
UPSTREAM TERMINAL ~[ClN MSHTO-ACC-AAl.., 5CAO•• W-8(.u.t CUAROllAcl. SLOOCD 'll·BC.u.t 

r•·BrAM 

GUARORA:l OCT~l I 

CUAAOllNL 

3 0£1.tA. " 

General lnfonnatlon Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation Institute 
 Speed .................................... 62.7 milh Stopping Distance ......................... 242 ft downstream 

Test No ................................... 220513-2-17 
 Angle ..................................... 16.3 degrees 30ft behind 

Date ......................................... 2008-09-30 
 Location/Orientation ............. .End-on Vehlcle Stability 

Test Article 
 Exit Conditions Maximum Yaw Angle ..................... 36 degrees 

Type ......................................... Terminal 
 Speed ................................... .51.7 milh Maximum Pitch Angle.................... -5 degrees 

Name ....................................... Vertical Squisher 
 Angle .................................. ... 1.8 degrees Maximum Roll Angle ...................... -33 degrees 

Installation Length ................... 14 ft 9 inches 
 Occupant Risk Values 

Material or Key Elements ........ Tensioned 12-gauge W-beam guardrail 
 Impact Velocity 
 Test Article Deflections 

terminal Longitudinal ........................ 18.4 fl/s 
 Dynamic ......................................... 7.44 ft 

Lateral ........... ..................... 7.2 fl/s 
 Permanent ..................................... 7.44 ft 

Soll Type and Condition........... Standard Soil. Dry 
 Ridedown Accelerations 
 Working Width ............................... 30 ft 

Test Vehicle Longitudinal ........................ -3. 7 g/s 


Type/Designation ..................... 2000P 
 Lateral ................................ -4.9 g/s 
 Vehicle Damage 

Make and Model...................... 1999 Chevrolet C2500 Pickup 
 THIV ..................................... 21.4 kmJh 
 VOS ............................................... 12FC3 

Curb ......................................... 4753 lb 
 PHO ....................................... 5.9 g's 
 CDC ............................................... 12FCEW2 

Test Inertial.. ............................ 4506 lb 
 Max. 0.050-s Average Max. Exterior Deformation ............. 13.4 inches 

Dummy .................................... No dummy 
 Longitudinal ........................ -6.7 g's Max. Occupant Compartment 

Gross Static ............................. 4506 lb 
 Lateral ................................ 2.5 g's Deformation ............................. O 


Vertical ............................... -4.1 g's OCDI .............................................. FSOOOOOOO 


Figure 38. Summary of results for NCHRP Report 350 test 3-33 on the Vertical Squisher. 
0.000 s 0.159 s 0.321 s 0.643 s 

I' 

IJ°-6" 

~mW.REST 

~VEHICLE IN-LINE 

WITH POST 12 

General lnfonnatlon Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation Institute Speed ................................... .61.7 milh Stopping Distance ......................... 43.75 ft downstream 

Test No ................................... 220513-2-16 Angle ..................................... 13.6 degrees 13.5 ft forward 

Date ......................................... 2006-09-23 Location/Orientation ............. . Vehicle Stability 

Test Article 
 Exit Conditions Maximum Yaw Angle ..................... -172 degrees 

Type ......................................... Terminal 
 Speed ................................... 23.0 milh Maximum Pilch Angle.................... 5 degrees 

Name ....................................... Vertical Squisher 
 Angle .................................... .61.1 degrees Maximum Roll Angle...................... 6 degrees 

Installation Length ................... 147 fl 9 inches 
 Occupant Risk Values 

Material or Key Elements ........ Tensioned 12-gauge W·beam guardrail 
 Imped Velocity 
 Test Artlcle Deflections 

terminal Longitudinal ....................... 21.3 ft/s 
 Dynamic ......................................... 1.48 ft 


Lateral ................................ 18.4 ft/s 
 Permanent ..................................... 1.47 ft 


Soll Type and Condition........... Standard Soil, Dry 
 Rldedown Accelerations 
 Working Vllldth ............................... 2.19 fl 


Longitudinal.. ............•..•.... ..-14.1 g's 


Test Vehlcle 
 Lateral ................................ 10.5 g's 
 Vehicle Damage 

Type/Designation ..................... 820C 
 THIV ................................ : .... 27.6 km/h 
 VDS ............................................... 11LFQ4 

Make and Model...................... 1995 Chevrolet Metro 
 PHO ....................................... 17.3 g's 
 CDC ............................................... 11FLEW3 

Curb ......................................... 1878 lb 
 Max. 0.050-s Average Max. Exterior Deformation ............. 13.4 inches 

Test Inertial... ........................... 1823 lb 
 Longitudinal ........................ -10.1 g's Max. Occupant Compartment 

Dummy.................................... 170 lb 
 Lateral ......... ....................... 6.6 g's Deformation ............................. 3.5 inches 


Gross Static ............................. 1993 lb 
 Vertical ............................... -2.2 g's OCDI .............................................. LF0021000 


Figure 31. Summary of results for NCHRP Report 350 test 3-34 on the Vertical Squisher. 
0.000 s 0.125 s 0.251 s 0.500 s 

UPSTREAM TERMINAL ~c., ...,.,o • .cc-Nm!AI scR04c W•MH.I CIJAROAAL SLOTTCD W·BCAM CUARCR.A!I. DCTA!L I 

W•BCAM 1.4' 30" r CUARORIJL 

l DtTAIL J 

LEF1 CORNER OF TRUCK 

ALIGNED WITH POST 17 

General Information Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation Institute 
 Speed ....................................62.3 milh Stopping Distance ..................... 62.5 ft downstream 

Test No................................... 220513-2-14 
 Angle .................................... 21.4 degrees 2.5 ft fwd of traffic 

Date ......................................... 2008-08·15 
 Location/Orientation .............. Post 3 face 

TestArtlcle 
 Exit Conditions Vehicle Stablllty 

Type......................................... Terminal 
 Speed ................................... 25.8 milh Maximum Yaw Angle ................. 37 degrees 

Name ....................................... Vertical Squisher 
 Angle ..................................... 12.1 degrees Maximum Pitch Angle ................ -4 degrees 

lnslallation Length ................... 147 ft-9 Inches 
 Occupant Risk Values Maximum Roll Angle .................. -11 degrees 

Material or Key Elements ........ Tensioned 12-gauge W-beam guardrail 
 Impact Velocity 


terminal Longitudinal ....................... 21.3 ft/s 
 Test Article Deflections 

Lateral ................................ 17.4 ft/s 
 Dynamic ..................................... 2.5 ft 

Soll Type and Condition ........... Standard Soil, Moist Ridedown Accelerations 
 Permanent................................. 1.5 ft 

Test Vehlcle Longitudinal ........................ -7.8 g's 
 Working IMdth ........................... 3.2 ft 

Type/Designation ..................... 2000P 
 Lateral ................................ 8.4 g's 
 Vehicle Damage 

Make and Model ...................... 1997 Chevrolet C2500 
 THIV ..................................... 27.9 km/h 
 VDS ........................................... 11LF04' 

Curb......................................... 4683 
 PHD ....................................... 8.4g's 
 CDC ........................................... 11 FLEW3 

Test Inertial... ........................... 4608 
 Max. 0.050-s Average Max. Exterior Deformation ......... 16.5 inches 

Dummy .................................... No dummy 
 Longitudinal ....................... .-7.5 g's Max. Occupant Compartment 

Gross Static ............................. 4608 
 Lateral ................................ 6.3 g's Deformation ......................... 1.2 inches 


Vertical ............................... -4.3 g's OCDI.......................................... LF0002000 


Figure 17. Summary ofresults for NCH RP Report 350 test 3-35 on the Vertical Squisher. 
0.000 s 0.121 s 0.243 s 0.365 s 

SLOTIED W-BEAt.I 

W-BEAM 

POST 5 

JI" POST OCTAIL B 

CVARO RAIL 

CVARORAIL 

CRP POST OETA1L A 

General lnfonnatlon Impact Conditions Post-Impact Trajectory 

Test Agency ........•........•....•...... Texas Transportation lnstiMe 
 Speed ...•.•..•....••••....•......... .62.1 mi/h Stopping Distance ..•.••......•..•.....•..• 67 ft downstream 

Test No •...............•....•............. 220513-2-9 
 Angle ..•.•.•.••....•..•.•..•.......•. 21.3 decrees 12.5 behind 

Date ....•.•.•..•.•.•.•......•......•....•..•• 2008-02-04 Localion/OrientaUon .....•... Post 3/reverse Vehlcle Stability 

Test Artlcle Exit Conditions Maximum Yaw Angle .•................... -79 degrees 

Type ...•.••.•.•.•..•.•..•..........•...••.••• Tenninal 
 Speed ••••••.••...................... .32.6 mi/h Maximum Pitch Angle.................... 8 degrees 

Name .•.........•........................•.. Vertical Squisher 
 Angle .•..•.•.••.•..•.••.•..•.••.•..•.. 41.2 degrees Maximum Roll Angle .•.......•....••••..•• 12 degrees 

lnstallaUon Length •....•.•...••.•..•. 176 ft-3 inches Occupant Risk Values 

Material or Key Elements ...•.... Tensioned 12-gauge W-beam guardrail lmpad Velocity 
 Test Artlcle Deflections 

tennlnal Longitudinal ................... 37.7 ftls 
 Dynamlc .•...............•....•.................. 2.9 ft 

Lateral ........•.....•....•.......• 14.1 ftls 
 Permanent. ............•....................... 1.6 ft 

Soll Type and Condition••••.•..•.• Standard Soil, Moist Ridedown Accelerations 
 Working VVidth ............................... 5.3 ft 

Longitudinal ••.......•....•..•.• -7.2 g's 


Test Vehicle 
 Lateral ...•....•.•...•.•..•.•..•... 3.4 g's 
 Vehicle Damage 

Type/DesignaUon ....•..........•..•.. 2000P 
 THIV ......•..•........................ 42.2 km/h 
 VDS ..................•.................•....•..... 11LFQ4 

Make and Model ...................•.. 2000 Chevrolet Geo 
 PHO •.•..•.•.••....•.................•• 10.9 g's 
 CDC •.•.•.•.••.•.•.•....•.••.••••..•.••.•....•..... 11FLEW3 

Curb ...................................•..... 1885 
 Max. 0.050-s Average Max. Exterior Defonnation ..........•.. 14.6 inches 

Test Inertial... •....•..................... 1832 
 Longitudinal... •..•.•..•....•... -15.3 g's Max. Oc.cupant Compartment 

Dummy •......•.•....•.•.•...........•..... 176 
 Lateral •............•..•....•...... 8.4 g's Defonnation ....................•..•..••. 3.0 inches 


Gross StaUc ............................. 2008 
 Vertical ....•..•....•.....•.•...... -4.9 g's OCDI ...•.••••.•.•..•.••••.......•.••......•... LF0120000 


Figure 10. Summary ofresults for NCHRP Report 350 modified test 3-39 on the Vertical Squisher. 
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Revisions TEXAS TRANSPORTATION IN

coll.EGE STATION, TEXAS 

0.. 11. llll-l l""' 

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L 02/11/08 Nil[ 

Prcjocl No. 2. 02/18/08 JB I Date 

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ReviJivns TEXAS TRANSPORTATION INSTITUTE !lo Date COIJ.EGE STATION, TEXAS 77843 

I J. 02/11/Da Nil[ 

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No Dal• B COLLEGE STATION, TEXAS 77843 

;· Project No. Dale Drawn By Seal• 

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L8.. 

--~~~~~~~~~~~41 The Texas A&M University System ;:: 1--~~--~~~~~~~~4~ 

Revisions TEXAS TRANSPORTATION INSTITUTE ~ No Date B COLLEGE STATION, TEXAS 77843 i 1. OZ/11/oa NOE - . . •• - . 8 :;:: rroiect no. uate Drawn By Scale 2 

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ReYilrions TEXAS TRANSPORTATION INSTITUTE 

No Dale Bv COLLEGE STATION, TEXAS 77843 

I. 02/11/08 NOE 

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....................................................................................................: 

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ReviB!ons: TEXAS TRANSPORTATION INSTITUTE 

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IRevisions: TEXAS TRANSPORTATION INSTITUTE 
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~· : Projed No. Dale lllrawn By ISeale 


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Revisions: TEXAS TRANSPORTATION INSTITUTE ~ No Date B Cbk COLLEGE STATION, TEXAS 77643 ~ 

Project No. Dale rawn By Scale ~ 220513-2 08/09/23 NDE ="2 

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Revisions: TEXAS TRANSPORTATION INSTITUTE 

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Revletons: TEXAS TRANSPORTATION INSTITUTE 

No Dote B Chk COLLEGE STATION, TEXAS 77843 

I. Project !lo. Dale rown By :kale 

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