US. Deportment 

ci Trmsportotion 

1200 New Jersey Ave., S.= 

Washington, D.C. 20590 

Federal Highway 

Administration June 10,20 16 

In Reply Refer To: 

HSST-1 /CC-126 

Mr. Kaddo Kathman 

Road Systems, Inc. 

36 161 loward County Airport 

Big Spring, TX 79720 

Dear Mr. Kathman: 

This letter is in response to your Jan uary 20. 20 16 request for the Federal I lighway 

Administration (Fl I WA) to review a roadside safety device, hardware, or system for eligibility 

for reimbursement under the Federal-aid highway program. This FH \V A letter or eligibi lity is 

assigned FI !WA control number CC-1 26 and is valid until a subsequent letter is .issued by 

FHW/\. that expressly references this device. 

Decision 

The following devices are eligible, with details provided in the form which is attached as an 

integral part or this letter: 

• MASH Sequentially Kinking Terminal (MSKT) 

Scope of this Letter 

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

test and evaluation cri te1ia contained in the American Association ofState Highway and 

Transportation Officials' Manual for Assessing Safety I lard ware (M/\.SH). However, the 

FHW/\., 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 FH\V A. the Department ofTransportation, 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 ofeligibility is limited to the crash worthiness of the system and does not cover other 

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 
2 

Eligibility for Reimbursement 

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

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

and evaluation criteria ofthe American Association of State Highway and Transportation 

Officials' Manual for Assessing Safety Hardware (MASH). Therefore, the device is eligible for 

reimbursement under the Federal-aid highway program if installed under the range oftested 

conditions. 

Name ofsystem: MASH Sequentially Kinking Terminal (MSKT) 


Type of system: Terminal 


Test Level: MASH Test Level 3 (TL3) 


Testing conducted by: KARCO 


Date ofrequest: January 20, 2016 


Date initially acknowledged: January 21, 2016 


Date of completed package: April 28, 2016 


FHW A concurs with the recommendation ofthe accredited crash testing laboratory as stated 

within the attached form. 

Full Description of the Eligible Device 

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

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

form. 

Notice 

Ifa manufacturer makes any modification to any oftheir roadside safety hardware that has an 

existing eligibility letter from FHWA, the manufacturer must notify FHW A ofsuch modification 

with a request for continued eligibility for reimbursement. The notice of all modifications to a 

device must be accompanied by: 

o 	 Significant modifications - For .these modifications, crash test results must be 

submitted with accompanying documentation and videos. 

o 	 Non-signification modifications - For these modifications, a statement from the 

crash test laboratory on the potential effect of the modification on the ability of 

the device to meet the relevant crash test criteria. 

FHW A's determination of continued eligibility for the modified hardware will be based on 

whether the modified hardware will continue to meet the relevant crash test criteria. 

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 ofthe MASH. 
3 

Issuance of this letter docs not convey property rights of any sort or any exclusive privil ege. This 

Jetter is based on the premise that infomrntion and reports submitted by you are accurate and 

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

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

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

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

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

complete information about the crash worthiness of the system. 

Standa rd Provisions 

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

control number CC- 126 shall not be reproduced except in rull. This lelter and the test 

documentation upon which it is based are public in formation. All such letters and 

documentation may be reviewed upon request. 

• 	 This lc11cr shall no! be construed as authori zation or consent by the FHWA to use, 

man ufa cture, or sell any patented system for which the appli cant is not the patent holder. 

• 	 If the subject device is a patented product it may be considered to be proprietary. If 

proprietary systems are specified by a highway agency fo r use on Federal-aid projects: 

(a) they must be supplied through competitive bidd ing with equally suitable unpatented 

items: (b) the highway agency must certify that they are essential for synchronization 

with the existi ng highway facilities or that no equal ly suitable alternative exists; or (c) 

they must be used for research or for a distincti ve type of construction on relati vely short 

sections of road for experimental purposes. Our regul ations concerning proprietary 

products arc contained in Title 23, Code of l'cderal Regul ations, Section 635.41 1. 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 11 

Request for Federal Aid Reimbursement Eligibility 

ofHighway Safety Hardware 

Date of Request: June 08, 2016 I (!:New ('>Resubmission

Name: Steven D. Matsusaka 

... 

GI Company: KARCO Engineering, LLC. 

~ 

E 

.a 

;, 

"' 

Address: 9270 Holly Road, Adelanto, CA 92301 

Country: United States 

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. 

Dcvi~c & Tgstfog Critgrfon-!;ntgr from right to left stf!!ling with Te:it Levgl 11-1-11 

System Type Submission Type Device Name I Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, 

Attenuators, & Terminals 

~Physical Crash Testing 

C Engineering Analysis 

MSKTTerminal 

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 evaluation results meet the appropriate evaluation criteria in the MASH. 

lndlvfdual or Organization responsible for the product: 

Contact Name: Kaddo Kothman Same as Submitter 0 

Company Name: Road Systems, Inc. Same as Submitter 0 

Address: 3616 Howard County Airport, Big Spring, TX 79720 Same as Submitter 0 

Country: United States Same as Submitter O 

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

Eligibility Process for Safety Hardware Devices' document. 

Road Systems, Inc. is the manufacturer and marketer ofdevice. 

KARCO Engineering, LLC Is an independent research and testing laboratory having no affiliation with any other 

entity. The company Is solely-owned and operated by Mr. Frank D. Richardson and Ms. Jennifer W. Peng 

(husband and wife) and was established on September 2, 1994. KARCO is actively Involved In data acquisition 

and compliance/certification testing for a variety ofgovernment agencies and equipment manufacturers. The 

principals and staffofKARCO Engineering have no past or present financial, contractual or organizational 

interest in any company or entity directly or indirectly related to the products that KARCO tests. Ifany financial 

Interest should arise, other than receiving fees for testing, reporting, etc., with respect to any project, the 

company will provide, In writing, a full and immediate disclosure to the FHWA. 
Version 10.0 (05/16) 

Page 2 of 11 

PRODUCT DESCRIPTION 

New Hardware or Modification to 

€·Significant Modification 0 ~xisting Hardware 

The MSKT-SP-MGS (MASH Sequential Kinking Terminal ­ Standard Post- Midwest Guardrail System) terminal 

Is a W-beam guardrail terminal consisting of: an Impact head assembly, a breakaway cable anchorage system 

and a 12.5 ft (3.8 m) end section. The system requires use of a 37.5 ft (11.4 m) standard guardrail section 

downstream of the terminal incorporating MGS guardrail mounted on 8 in. deep wood or composite blocks 

and W6x9 (or W6x8.5) steel posts. A 9.4 ft (2.9 m) W-beam rail section is required downstream of Post 3 to 

transition the rail splices to mid-span. 

The MASH SKT Impact head assembly Is 6.8 ft (2.1 m) long, consisting of an impact head and an attached guide 

chute that partially endoses the rail. Inside the Impact head is a deflector plate which, together with the kinker 

beam, sequentially kinks the guardrail as it is fed through the impact head, thus dissipating the kinetic energy 

of the impacting vehicle. 

The anchorage system consists of: an end post (Post 1) and a hinged Post 2 connected with a ground strut, a 

cable anchorage assembly to transmit the force from the rail to the end post and its foundation, and a cable 

release bracket that disengages the cable anchor from the rail upon impact by the end of the guide chute. Post 

1 has a 2.4 ft (0.7 m) long top portion constructed of 6 in. x 6 In. x0.125 in. steel tube and a 6 ft (1.8 m) long 

bottom section constructed of W6 x 15 steel I-beam. The top and bottom sections are pinned together by a 

0.625 In. (16 mm) diameter bolt and nut. Post 2 consists of one 2.8 ft (0.9 m) long top portion and a 6 ft (1.8 m) 

long bottom portion, both constructed of W6x9 steel I-beam and pinned together by a 0.75 In. (18 mm) 

diameter bolt and nut. The upstream end of the cable anchor Is attached to Post 1 through a 0.625 In. (16 mm) 

thick, 8.0 In. (203 mm) square steel bearing plate. The downstream end of the cable anchor Is attached to a 

cable release plate designed to disengage from the rail section upon impact by the end of the guide chute. The 

ground strut is mounted to a second 0.625 In. (16 mm) bolt through Post 1 and by the 0.75 In. (18 mm) hinge 

bolt in Post 2. 

All guardrail sections consist of 12-ga W-beam rail sections. The end section is 125 ft (3.8 m) long with hole 

patterns for rail splices and attachment of the cable release bracket, as well as slots to initiate kinking. The 

second rall section is 9.4 ft (2.9 m) long so that the next splice is be midspan between Posts 4 and 5. The 

remaining rails are standard 12.5 ft (3.8 m) long rail sections with the splices mid-point between posts. 

CRASH TESTING 

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. 

Engineer Name: Steven Matsusaka 

Engineer Signature: 

Address: 9270 Holly Road, Adelanto, CA 92301 Same as Submitter 181 

Country: United States Same as Submitter 181 

A brier aescript1on or each crash test ana Its result: 
Version 10.0 (05/16) 

Page 3 of 11 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (11000 

KARCOTest No. P35125-01. An 1lOOC (2,425 

lb) passenger car impacting the terminal 

end-on at a nominal impact speed and 

angle of 100 km/h (62.2 mph) and 0 

degrees, 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 test vehicle, a 2009 Kia Rio 4-door sedan 

weighing 2,390.9 lb (1,084.5 kg), Impacted 

the MASH SKT terminal head on at Impact 

speed and angle of61.54 mph (99.05 km/h) 

and 0.9 degree, respectively. The vehicle 

pushed the Impact head down the length of 

the guardrail past the fifth post, at which 

point the rail began to buckle and the 

vehicle began to yaw counter-clockwise 

until it impacted the rail at the bend before 

coming to a stop next to the rail on the 

traffic side. The test vehicle sustained 

moderate damage to the front end with no 

occupant compartment deformation. The 

vehicle remained upright without excessive 

roll or pitch. The test article was extensively 

damage from Post 1 through Post 5 and the 

rail wrapped around Post 6. The Occupant 

Impact Velocities (OIV) and rldedown 

accelerations are within the recommended 

limits. The MSKT-SP-MGS terminal passed all 

evaluation criteria for Test 3-30. 

PASS 
Version 10.0 (05/16) 

Page 4 of 11 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results

3-31 (2270P) 

KARCO Test No. P34149-01. A 2270P (5,000 

lb) pickup truck Impacting the terminal endon at a nominal Impact speed and angle of 

100 km/h (62.2 mph) and 0 degrees, 

respectively, with the center line ofthe 

vehicle aligned with the center line of the 

nose ofthe terminal. This test Is primarily 

Intended to evaluate occupant risk and 

vehicle trajectory criteria. 

The test vehicle, a 2008 Dodge Ram 4-door 

pickup truck. with a test inertial mass 

weighing 4,896.4 lb (2,221 kg). impacted the 

MASH SKTterminal head-on at impact 

speed and angle of62.33 mph (100.31 km/ 

h) and 0.4 degrees, respectively. The vehicle 

pushed the impact head down the length of 

the guardrail past Post 8 and came to rest 

50.5 ft (15.4 m) from the point of Initial 

Impact The test vehicle sustained moderate 

damage to the front end with no occupant 

compartment deformation. The vehicle 

remained upright and stable. The test article 

was extensively damaged from Post 1 

through Post 8. The Occupant Impact 

Velocities (OIV) and rldedown accelerations 

are within the recommended limits. The 

MSKT-SP terminal passed all evaluation 

criteria for Test 3-31. 

PASS 
KARCO Test No. P35025-01. An 11 OOC (2,425 

lb) passenger car impacting the terminal 

end-on at a nominal impact speed 

and angle of 100 km/h (62.2 mph) and 5 

degrees, respectively, with the center line of 

the vehicle aligned with the center line of 

the nose ofthe terminal. This test is 

primarily intended to evaluate occupant risk 

and vehicle trajectory criteria. 

The test vehicle, a 201 oKia Rio 4-door sedan 

weighing 2,457.o lb (1,114.5 kg), Impacted 

the MASH SKT terminal head-on at Impact 

speed and angle of61.47 mph (98.93 km/h) 

and 4.4 degrees, respectively. The vehicle 

pushed the impact head down the length of 3-32 (11 OOC) PASS the guardrail past the fifth post, at which 

point the vehicle mounted the guardrail. 

Upon dismounting the rail, the vehicle 

proceeded forward and to the left and 

remained upright throughout the impact 

sequence. The test vehicle sustained 

moderate damage to the front and left side 

with no occupant compartment 

deformation. The vehicle remained upright 

and stable. The test article was extensively 

damaged from Post 1 through Post 5. The 

Occupant Impact Velocities (OIV) and 

ridedown accelerations are within the 

recommended limits. The MSKT-SP-MGS 

terminal passed all evaluation criteria for 

Test3-32. 

Version 10.0 (05/16) 

Page 5 of 11 
Version 10.0 (05/16) 

Page 6 of 11 

3-33 (2270P) 

KARCO Test No. P34149-04 . A 2270P (5,000 

lb) pickup truck Impacting the terminal endon at a nominal Impact speed and angle of 

100 km/h (62.2 mph) and 5 degrees, 

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 test vehicle, a 2008 Dodge Ram 4-door 

pickup truck weighing 4,895.3 lb (2,220.5 

kg), impacted the MASH SKT terminal headon at an Impact speed and angle of 62.74 

mph (100.97 km/h) and 5.7 degrees, 

respectively. The vehicle pushed the impact 

head down the guardrail past the fifth post 

at which point the vehicle mounted the 

guardrail in a controlled manner without 

excessive deceleration and proceeded 

forward. The vehicle then impacted Post 6 

before separating from the guardrail. The 

vehicle impacted the test article again 

between Posts 23 and 24. The vehicle 

sustained moderate damage at the front 

and left side and deformations to the 

occupant compartment were negligible. 

The vehicle remained upright and stable. 

The test article was extensively damaged 

from Posts 1 through Post 6. Post 7 was not 

impacted, but separated from the guardrail 

as a result of the rail buckling. The Occupant 

Impact Velocities (OIV) and ridedown 

accelerations are within the recommended 

limits. The MSKT-SP terminal passed all 

evaluation criteria for Test 3-33. 

PASS
Version 10.0 (05/16) 

Page 7 of 1C 

KARCO Test No. P35126-01. An 11 OOC (2,425 

lb) passenger car Impacting the terminal at 

a nominal Impact speed and angle of 62.2 

mph (100 km/h) and 15 degrees, 

respectively, with the corner 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 test vehicle, a 2010 Kia Rio 4-door sedan 

weighing 2,436.1 lb (1,105.0 kg), Impacted 

the downstream end of the Impact head 

between Posts 1 and 2 at Impact speed and 

angle of 61.37 mph (98.77 km/h) and 15.3 

3-34 (11 OOC) degrees, respectlvely. The vehicle was PASS 


contained and redirected by the guardrail 

before separating from the test article near 

Post 6 at a velocity of 27.7 mph and an exit 

angle of 17.o degrees and proceeded 

downstream adjacent to the guardrail. The 

vehicle remained upright and stable 

throughout the impact sequence. The test 

vehicle sustained moderate damage to the 

front right side with no occupant 

compartment deformation. The test article 

was extensively damaged from Post 1 

through Post 5. The Occupant Impact 

Velocities (OIV) and ridedown accelerations 

are within the recommended limits. The 

MSKT-SP-MGS terminal passed all 

evaluation criteria for Test 3-34. 
Version 10.0 (05/16) 

Page 8 of 11 

3-35 (2270P) 

3-36 (2270P) 

KARCO Test No. P35103-01. A2270P (5,000 

lb) pickup truck Impacting the terminal at a 

nominal Impact speed and angle of 100 km/ 

h (62.2 mph) and 25 degrees, respectively, 

with the corner of the vehicle bumper 

aligned with the beginning of the length-ofneed (LON) of the terminal. This test is 

primarily intended to evaluate structural 

adequacy and vehicle trajectory criteria. 

The test vehicle, a 2011 Dodge Ram 4-door 

pickup truck weighing 4,942.6 lb (2,242.0 

kg), Impacted the guardrail at Post 3, the 

beginning of length-of-need, at impact 

speed and angle of 62.36 mph (100.36 km/ 

h) and 26 degrees, respectively. The vehicle 

was contained and redirected by the 

guardrail before separating from the test 

article near Post 9 at a velocity of 32.75 mph 

(52.71 km/h) and an exit angle of34.93 

degrees and proceeded downstream 

adjacent to the guardrail on the traffic side. 

The vehicle then veered back toward the 

guardrail and impacted Post 20 before 

coming to rest at Post 26. The vehicle 

remained upright and stable throughout 

the Impact sequence. The test vehicle 

sustained moderate damage to the front 

right side with no occupant compartment 

deformation. The test article was extensively 

damaged from Post 1 through Post 9. The 

maximum static lateral deformation was 

30.2 in (768 mm) between Posts 5 and 6. 

The Occupant Impact Velocities (OIV) and 

ridedown accelerations are within the 

recommended limits. The MSKT-SP-MGS 

terminal passed all evaluation criteria for 

Test 3-35. 

MASH Test Designation 3-36. A2270P (5,000 

lb) pickup truck impacting the terminal at a 

nominal Impact speed and angle of 100 km/ 

h (62 mph) and 25 degrees, respectively, 

with the corner of the vehicle bumper 

aligned with the critical Impact point (CIP) 

with respect to the transition to the stiff 

barrier or backup structure. This test Is 

primarily intended to evaluate the 

performance of the terminal when 

connected to a stiff barrier or a backup 

structure. 

As a W-beam guardrail terminal, the MSKTSP-MGS terminal Is designed to attach to Wbeam barrier, transitions to alternative 

barriers downstream of the terminal will 

require case-by-case evaluation. 

PASS 

Non-Relevant Test, not conducted 
Version 10.0 (05/16) 

Page 9 of 11 

3-37 (2270P) 

Test No. P35025-02. A2270P (5,000 lb) 

pickup truck Impacting the terminal at a 

nominal impact speed and angle of 62.2 

mph (100 km/h) and 25 degrees, 

respectively, midpoint 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. Successful testing of other 

cable anchor systems with the 11 OOC 

Indicates that the 2270P Is more critical with 

the concern of override and Interaction with 

the terminal head. 

The test vehicle, a 2009 Dodge Ram 4-door 

pickup truck weighing 4,964.7 lb (2,252.0 

kg), Impacted the guardrail at Post 3 with an 

impact speed and angle of 63.13 mph (101.6 

km/h) and 24.9 degrees, respectively. The 

vehicle impacted Post 2, the back side of the 

impact head, and then Post 1 before 

separating from the test article at an angle 

of 13.37 degrees clockwise from Its original 

path. The vehicle sustained moderate front 

end damage with no deformation to the 

occupant compartment. The test article 

received extensive damage between Posts 1 

and 2. The Impact head was forced off the 

rail element and the cable anchor assembly 

was separated from the guardrail. The 

Occupant Impact Velocities (OIV) and 

ridedown accelerations are within the 

recommended limits. The MSKf-SP-MGS 

terminal passed all evaluation criteria for 

Test3-37. 

PASS 

. 

3-38 (1500A) 

MASH Test Designation 3-38. A1500A 

(3,307 lb) passenger car impacting the 

terminal end-on at a nominal impact speed 

and angle of 100 km/h (62.2 mph) and 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 the 

performance of the staged attenuator/ 

terminal when Impacted by a mid-size 

vehicle. 

The MSKf-SP-MGS terminal is not a staged 

device, because the force required to move 

the Impact head down the rail does not 

change. The 3-30 test with the 11 OOC 

vehicle makes this test unnecessary. 

Non-Relevant Test, not conducted 

3-40 (11000 Test for non-redlrective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-41 (2270P) Test for non-redlrective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-42(11000 Test for non-redlrectlve crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 
..~:i,-~w.t-Y Steven Dtct.-... ~~Oo<CNllCO Submitter Signature•:M k ...___~'°"'~ atsusa a -=­

o.~ :t'1•0it:t tJ 11~1 ~7'J/J

Submit Form 

Version 10.0 (05/16} 

Page lC of 11 

3-43 (2270P) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-44 (2270P) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-45 (1500A) Test for non-redirective crash cushion, not 

applicable for terminals 

Non-Relevant Test, not conducted 

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: KARCO Engineering, INC 

Laboratory Signature: Steven Matsusaka 019!tially ' lgnttd by Stevtn M•t1uu1'U 

ON.cn•Slt"ltll M' OUHU.o ICA COCnglnee rlng, ll~ou, 

el'Nr rNOuuli4it '<OCOn\(• S 

O•tr2016060fJ 11.10.u orw 

Address: 9270 Holly Road, Adelanto, CA 92301 Same as Submitter IZJ 

Country: United States Same as Submitter IZJ 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

TL-371; December 18, 2015 through December 18, 2017 

AITACHMENTS 

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 fac ilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
• • 

SECTION 4 

MASHTEST3~0SUMMARY 

Test Article: 

Test Program: 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-30 

SEQUENTIAL PHOTOGRAPHS 

Project No. 

Test Date: 

P35125-01 

07/02/1 5 

0.000 s 0.300 s 0.600 s 0.900 s 1.200 s 1.500 s 

PLAN VIEW 

•IOm Om Sm 10m ISm 20m 2Sm 30m JSm Om 4S m 50 m 

• 
 Pu.Test 

• Article 

• • Vehicle 

• 

Post-Tut 

• Article 

• Vehicle 

• Debris 

• • • • _...__. • • • • ·----------

_

• 


10 TR-P35125-01-A 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-30 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-30 

Project No. 

Test Date: 

P35125-01 

07/02/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 61 .34 mph (98.72 km/h) 

TEST NUMBER P35125-01 IMPACT ANGLE (

0 

) 0.9 

TEST DESIGNATION 3-30 MAXIMUM ROLL ANGLE (

0 

) 17.6 

TEST DATE 7/2115 MAXIMUM PITCH ANGLE (

0 

) -14.0 

TEST ARTICLE MAXIMUM YAW ANGLE (

0 

) 149.7 

NAME/MODEL MSKT-SP-MSG Terminal STOPPING DISTANCE 36.1 ft (11.0 m) 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 321 .0 kip-ft (435.2 kJ) 

12 Ga. W-Beam, W6x15 I 6"x6"x0.125" Breakaway OCCUPANT RISK VALUES KEY ELEMENTS Post. W6 x 9 Breakaway Post OCCUPANT IMPACT Longitudinal 22.0 ft/s (6.7 mis) 

TERMINAL LENGTH 12.5 ft (3.8 m) VELOCITY Lateral 0.3 ft/s (0.1 m/s) 

ADJOINING BARRIER LENGTH 156.24 ft (47.6 m) RIDEDOWN Longitudinal -6.5 g 

RAIL MOUNTING HEIGHT 32.0 1n (813 mm) ACCELERATION Lateral -4.1 g 

ROAD SURFACE Compacted Soll THIV 22.0 ft/s (6. 7 mis) 

SOIL TYPE I CONDITION Medium to fine silty sand PHO 6.89 

TEST VEHICLE ASI 0.65 

TYPE I DESIGNATION 1100C VEHICLE DAMAGE 

YEAR, MAKE AND MODEL 2009 Kia Rio VEHICLE DAMAGE SCALE 12-FL-4 

CURB MASS 2,319.2 lbs (1.052.0 kg) COLLISION DAMAGE CLASSIFICATION 12FDEW1 

TEST INERTIAL MASS 2,390.9 lbs (1 .084.5 kg) MAXIMUM DEFORMATION 8.0 in. at C3 to the left of the vehicle centerline GROSS STATIC MASS 2.551.8 lbs (1, 157.5 kg) 

11 TR-P35125-01-A 
Test Article: 

Test Program: 

SECTION 4 

MASHTE T 3~1 UMMARY 

Road Systems MSKT-SP Terminal 

MASH 3-31 

Project No. 

Test Date: 

P34149-01 

11/20/14 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.240 s 0.480 s 0.720 s 0.960 s 

PLAN VIEW 

1.200 s 

Q 

G Q Q 

8 D 

El l8l 

£l - I _J._ ' ' ~ l 1

• Pr!!· Test Vetocle 

• Post-Test Vel'!cle 

• Pre-Test Amctc • Post-TestAmcle 

Q Oebris 

9 TR-P34149-01-B 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-31 SUMMARY... (CONTINUED) 

Road Systems MSKT-SP Terminal 

MASH 3-31 

Project No. 

Test Date: 

P34149-01 

11/20/14 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering. LLC. IMPACT VELOCITY 62.33 mph (100.31 km/h) 

TEST NUMBER P34149-01 IMPACT ANGLE (") 0.4 

TEST DESIGNATION 3-31 MAXIMUM ROLL ANGLE (") 4.1 

TEST DATE 11/20/14 MAXIMUM PITCH ANGLE (") 1.7 

TEST ARTICLE MAXIMUM YAW ANGLE (0 

) 1.6 

NAME / MODEL SKT-SP Terminal STOPPING DISTANCE 50.5 ft (15.4 m) 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 635.9 kip-ft (861.9 kJ) 

KEY ELEMENTS 12 Ga. W-Beam. W6x15 / 6"x6"x0.125" Breakaway 

Post. W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

OCCUPANT IMPACT 

VELOCITY 

Longitudinal 19.4 fVs (5.9 mis) 

INSTALLATION LENGTH 174.9 ft. (53.3 m) Lateral 1.0 fUs (0.3 mis) 

RAIL MOUNTING HEIGHT 28.0 in. (711 mm) RIDEDOWN 

ACCELERATION 

Longitudinal -6.9 g 

ROAD SURFACE Compacted Soil Lateral -2.7 g 

SOIL TYPE I CONDITION Medium to fine silty sand THIV 19.4 Ws (5.9 mis) 

TEST VEHICLE PHO 6.9 g 

TYPE I DESIGNATION 2270P ASI 0.35 

YEAR, MAKE AND MODEL 2008 Dodge Ram VEHICLE DAMAGE 

CURB MASS 4,953.7 lbs (2.247.0 kg) VEHICLE DAMAGE SCALE 12-FC-2 

TEST INERTIAL MASS 4,896.4 lbs (2.221.0 kg) COLLISION DAMAGE CLASSIFICATION 12FCEW1 

GROSS STATIC MASS 4,896.4 lbs (2.221.0 kg) MAXIMUM DEFORMATION 7 .2 in. (184 mm) at C3 to the left or the vehicle 

centerline on the front bumper 

10 TR-P34149-01 -B 

SECTION 4 

MASHTEST3~2SUMMARY 

Test Article: Road Systems MSKT-SP-MGS Terminal Project No. P35025-01 

Test Program: MASH 3-32 Test Date: 02/12/15 

SEQUENTIAL PHOTOGRAPHS 

.. 

0.000 s 0.300 s 0.600 s 0.900 s 1.200 s 1.500 s

Om Sm 10m 15m 25m 30m 35m 40m 4Sm SOm 55m 60m esm 70m 

• P11-Tut 

• Article 

• Vthkle 

Poot·Tut 

• Artkle 

• Vthlcle 

• Debris 

• 

•

• 

• 

9 TR-P35025-01-B 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-32 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-32 

Project No. 

Test Date: 

P35025-01 

02/12/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering. LLC. IMPACT VELOCITY 61.47 mph (98.93 km/h) 

TEST NUMBER P35025-01 IMPACT ANGLE (

0 

) 4.4 

TEST DESIGNATION 3-32 MAXIMUM ROLL ANGLE (

0 

) -45.9 

TEST DATE 2/12/15 MAXIMUM PITCH ANGLE (

0 

) -10.2 

TEST ARTICLE MAXIMUM YAW ANGLE (

0 

) 40.8 

NAME / MODEL MSKT-SP-MGS Terminal STOPPING DISTANCE 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 310.2 kip-ft (420.7 kJ) 

KEY ELEMENTS 12 Ga. W-Beam. W6x1 5 / 6"x6"x0. 125" Breakaway 

Post. W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

OCCUPANT IMPACT 

VELOCITY 

Longitudinal 22.6 fUs (6.9 mis) 

INSTALLATION LENGTH 168.75 ft. (51.44 m) Lateral 0.3 ft/s (0.1 mis) 

RAIL MOUNTING HEIGHT 32.0 in. (813 mm) RIDEDOWN 

ACCELERATION 

Longitudinal -8.1 

ROAD SURFACE Compacted Soil Lateral 5.0 

SOIL TYPE I CONDITION Medium to fine silty sand THIV 22.6 ft/s (6.9 m/s) 

TEST VEHICLE PHO 8.1 

TYPE I DESIGNATION 1100C ASI 0.56 

YEAR, MAKE AND MODEL 2010 Kia Rio VEHICLE DAMAGE 

CURB MASS 2.485.7 lbs (1,127.5 kg) VEHICLE DAMAGE SCALE 12-FL-4 

TEST INERTIAL MASS 2,457.0 lbs (1, 114.5 kg) COLLISION DAMAGE CLASSIFICATION 12FDEW2 

GROSS STATIC MASS 2.630.1 lbs (1,193.0 kg) MAXIMUM DEFORMATION 13.7 in. at CS to the right of the vehicle centerline 

10 TR-P35025-01-B 

SECTION 4 

MASHTEST3~3SUMMARY 

Test Article: 

Test Program: 

Road Systems MSKT-SP Terminal 

MASH 3-33 

SEQ UENTIAL PHOTOGRAPHS 

Project No. 

Test Date: 

P34149-04 

02/12/15 

0.300 s 

PLAN 

VIEW 

10 m 15 m 20m 25 m 

0.000 s 0.1 50s 

-1om -S m Om Sm 

•? f 


0.450 s 0.600 s 0.750 s 

30 m 35m 40m 45 m 50 m 55m 60 m 

Pre.Test 

• Article 


• Vehlcle 


Post-Teet 


• Article 


• Vehicle 


Debrie 

9 TR-P34149-04-B 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-33 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP Terminal 

MASH 3-33 

Project No. 

Test Date: 

P34149-04 

02/12/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering. LLC. IMPACT VELOCITY 62.74 mph (100.97 km/h) 

TEST NUMBER P34149-04 IMPACT ANGLE (°) 5.7 

TEST DESIGNATION 3-33 MAXIMUM ROLL ANGLE (

0 

) 24.3 

TEST DATE 2/12/15 MAXIMUM PITCH ANGLE (

0 

) 10.4 

TEST ARTICLE MAXIMUM YAW ANGLE (

0 

) -6.9 

NAME / MODEL MSKT-SP Terminal STOPPING DISTANCE 148.3 ft (45.2 m) 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 637 .9 kip-ft (864.9 kJ) 

KEY ELEMENTS 12 Ga. W-Beam. W6x15 I 6"x6"x0.125" Breakaway 

Post. W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

OCCUPANT IMPACT 

VELOCITY 

Longitudinal 18.0 rvs (5.5 mis) 

INSTALLATION LENGTH 174.3 ft. (53.1 m) Lateral 0.3 fl/s (0.1 m/s) 

RAIL MOUNTING HEIGHT 28.0 in. (799 mm) RIDEDOWN 

ACCELERATION 

Longitudinal -6.1 

ROAD SURFACE Compacted Soil Lateral -3.0 

SOIL TYPE I CONDITION Medium to fine silty sand THIV 18.0 rvs (5.5 mis) 

TEST VEHICLE PHO 6.2 

TYPE I DESIGNATION 2270P ASI 0.40 

YEAR, MAKE AND MODEL 2008 Dodge Ram VEHICLE DAMAGE 

CURB MASS 4,764.1 lbs(2.161.0kg) VEHICLE DAMAGE SCALE 12-FL-4 

TEST INERTIAL MASS 4,895.3 lbs (2.220.5 kg ) COLLISION DAMAGE CLASSIFICATION 12FDEW2 

GROSS STATIC MASS 4.895.3 lbs (2.220.5 kg) MAXIMUM DEFORMATION 25.4 in. at C1 to the left of the vehicle centerline 

10 TR-P34149-04-B 

SECTION 4 

MASHTEST3~4SUMMARY 

Test Article: 

Test Program: 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-34 

SEQUENTIAL PHOTOGRAPHS 

Project No. 

Test Date: 

P35126-01 

07/16/15 

0.000 s 0.200 s 0.700 s 1.000 s 

Om S m 10m 15 m 50m SSm 60m 65m 70m 

I {[]IJ 

• • 

.-· • • • -----· 

0.300 s 0.400 s 

PLAN VIEW 

20 m 25m 30m 3Sm 40m 45 m 

• • .-._. • 

• .--

• 

-·---· 

• 

• 

•.•--<·-·-· . _!. . • 

i llltD 

Prt·Ttst 

• Artlclt 

• V1hlcl1 

POCl·Ttrt 

Af11clt 

• Vehlclt 

• 01brl1 

11 TR-P351 26-01-A 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-34 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-34 

Project No. 

Test Date: 

P351 26-01 

07/16/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 61.37 mph (98.77 km/h) 

TEST NUMBER P35126-01 IMPACT ANGLE (°) 15.3 

TEST DESIGNATION 3-34 MAXIMUM ROLL ANGLE (

0 ) -7.1 

TEST DATE 7/16/15 MAXIMUM PITCH ANGLE (°) -5.0 

TEST ARTICLE MAXIMUM YAW ANGLE (

0 ) 17.9 

NAME/MODEL MSKT-SP-MGS Terminal STOPPING DISTANCE 134.8 ft. (41.1 m) 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 22.8 kip-ft (30.9 kJ) 

KEY ELEMENTS 12 Ga. W-Beam, W6 x15 / 6"x6"x0.125" Breakaway 

Post, W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

OCCUPANT IMPACT 

VELOCITY 

Longitudinal 18.7 fUs (5.7 mis) 

TERMINAL LENGTH 12.4 fl. (3.8 m) Lateral 11.48 ft/s (3.5 mis) 

ADJOINING BARRIER LENGTH 156.2 fl. (47.6 m) RIDEDOWN 

ACCELERATION 

Longitudinal -13.6 

RAIL MOUNTING HEIGHT 32.0 in. (813 mm) Lateral -6.5 

ROAD SURFACE Compacted Soil THIV 23.6 ft/s (7.2 mis) 

SOIL TYPE I CONDITION Medium to fine silly sand PHO 14.1 g 

TEST VEHICLE ASI 0.61 

TYPE I DESIGNATION 1100C VEHICLE DAMAGE 

YEAR, MAKE AND MODEL 2010 Kia Rio VEHICLE DAMAGE SCALE 2-RFQ-7 

CURB MASS 2,473.5 lbs (1 ,122.0 kg) COLLISION DAMAGE CLASSIFICATION 12RFMW1 

TEST INERTIAL MASS 2,436.1 lbs (1,105.0 kg) MAXIMUM DEFORMATION N/A

GROSS STATIC MASS 2,601.4 lbs (1,180.0 kg) 

12 TR-P35126-01 -A 

• 

• • • 

SECTION 4 

MASHTE T 3~5 SUMMA Y 

Test Article: Road Systems MSKT-SP-MGS Terminal Project No. P35103-01 

Test Program: MASH 3-35 Test Date: 06/25/15 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.200 s 0.400 s 0.600 s 0.800 s 1.000 s

PLAN VIEW 

...... •.. ,., I Orn ...... /U m 

..... . f ..t

........ 
 • 'lt Ndt 

.,

..... h•' 

• \ •'-lit 

... • ... • • • .. 

• 

- t:CJ • • • • 

10 TR-P35103-01-A 

Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-35 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP-MGS Terminal 

MASH 3-35 

Project No. 

Test Date: 

P35103-01 

06/25/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 62.36 mph (100.36 km/h) 

TEST NUMBER P35103-01 IMPACT ANGLE (

0 ) 26.0 

TEST DESIGNATION 3-35 MAXIMUM ROLL ANGLE (

0 ) 14.8 

TEST DATE 6/25/15 MAXIMUM PITCH ANGLE (

0 

) -6.5 

TEST ARTICLE MAXIMUM YAW ANGLE (0 

) 36.6 

NAME /MODEL MSKT-SP-MGS Terminal STOPPING DISTANCE 143.6 ft. (43.8 m) 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 123.2 kip-ft (167 kJ) 

KEY ELEMENTS 12 Ga. W -Beam . W6 x15 / 6"x6"x0.125" Breakaway 

Post, W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

OCCUPANT IMPACT 

VELOCITY 

Longitudinal 20.0 fUs (6.1 mis) 

TERMINAL LENGTH 12.5 rt. (3.8 m) Lateral 23.0 fUs (7.0 mis) 

ADJOINING BARRIER LENGTH 156.2 ft. (47.6 m) RIDEDOWN 

ACCELERATION 

Longitudinal -8.8 g 

RAIL MOUNTING HEIGHT 30.0 in. (762 mm) Lateral -9.1 g 

ROAD SURFACE Compacted Soil THIV 21.7 IVs (6.6 mis) 

SOIL TYPE I CONDITION Medium to fine silty sand PHO 9.6 

TEST VEHICLE ASI 0.7 

TYPE I DESIGNATION 2270P VEH ICLE DAMAGE 

YEAR, MAKE AND MODEL 2011 Dodge Ram 1500 VEHICLE DAMAGE SCALE 1-RFQ-5 

CURB MASS 5.061.7 lbs (2,296.0 kg) COLLISION DAMAGE CLASSIFICATION 01RFEW2 

TEST INERTIAL MASS 4,942.6 lbs (2,242.0 kg) MAXIMUM DEFORMATION 

GROSS STATIC MASS 4,942.6 lbs (2,242.0 kg) 

11 TR-P35103-01-A 

•• 

SECTION 4 


MASH TEST 3-37 SUMMARY 


Test Article: Road Systems MSKT-SP Terminal Project No. P35025-02 

Test Program: MASH 3-37 Test Date: 03/07/15 

SEQUENTIAL PHOTOGRAPHS 

0.000 ms 0.160 ms 0.320 ms 0.480 ms 0.640 ms 0.800 ms 

PLAN VIEW 

-20m -15m -1 0m -6m Om Sm !Om 15m 20m 2Sm 30m JSm 40m ~Sm 50m 55m 60m 

• 


Pro-T..t 

• Artlclo 


• Vthlclo 


Po11-Tu1 


• Ankle 


• Vehicle 


• 01br1s 

• 


9 TR-P35025-02-B 

Test Article: 

Test Prqgram: 

SECTION 4 

MASH TEST 3-37 SUMMARY ... (CONTINUED) 

Road Systems MSKT-SP Terminal 

MASH 3-37 

Project No. 

Test Date: 

P35025-02 

03/07/15 

SUMMARY TABLE 

GENERAL INFORMATION IMPACT AND EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 63.13 mph (101.60 km/h) 

TEST NUMBER P35025-02 IMPACT ANGLE (

0 

) 24.9 

TEST DESIGNATION 3-37 MAXIMUM ROLL ANGLE (0 

) 25.7 

TEST DATE 3rT/15 MAXIMUM PITCH ANGLE (

0 

) -33.3 

TEST ARTICLE MAXIMUM YAW ANGLE (°) -13.6 

NAME/ MODEL MSKT-SP Terminal STOPPING DISTANCE 

TYPE Guardrail Terminal I End Treatment IMPACT SEVERITY 543.6 kip-ft (738 kJ) 

KEY ELEMENTS 12 Ga. W-Beam. W6x15 / 6"x6"x0.125" Breakaway 

Post, W6 x 9 Breakaway Post 

OCCUPANT RISK VALUES 

INSTALLATION LENGTH 75.0 ft. (35.43 m) OCCUPANT IMPACT 

VELOCITY 

Longitudinal 17.1 rus (5.2 mis) 

RAIL MOUNTING HEIGHT 28.0 in. (711 mm) Lateral -6.6 !Us (-2.0 mis) 

ROAD SURFACE Compacted Soil RIDEDOWN 

ACCELERATION 

Longitudinal -6.8 g 

SOIL TYPE I CONDITION Medium to fine silty sand Lateral -2.6 g 

TEST VEHICLE 

THIV 18.7 fUs (5.7 m/s) 

TYPE I DESIGNATION 2270P 

YEAR, MAKE AND MODEL 2009 Dodge Ram PHO 7.2 

CURB MASS 4,800.5 lbs (2.177.5 kg) 

TEST INERTIAL MASS 

GROSS STATIC MASS 

4,964.7 lbs (2.252.0 kg) 

4,964.7 lbs (2.252.0 kg) 

ASI 0.67 

10 TR-P35025-02-B 

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SPLICE AT MIDSPAN _/ 

9'-4 1/2" (2.86m) W-BE:AM PANEL ~ 

s·xe· (150x200} TIMBER BLOCl<OUT 

W6x9 LINE POSTS ~· 

12'-6" (3.81m) W-BEAM END PANEL 

/~ 

UPPER/LOWER HINGED POST _/ J 

ANCHO:RO::::BLY _//lj" UPPER/LOWER ANCHOR POST _;1'~ BEARING PlATE 

MSKT IMPACT HOO 
INTENDED USE 

The MSKT (MASH SKT) SP (Standard Post) MGS (Midwest Guardrail System) is a tangent roadside 

energy-absorbing terminal that have been designed and tested under MASH criteria. The MSKT-SP-MGS system 

has a top-of-rail height of 31" with a plus-or-minus I" height tolerance. 

The first two posts in the terminal arc bolted posts connected by a strut. Downstream of post 112 the terminal 

requires the use ofa 9' -4 1/2" W-Beam panel to set splices at mid-span between posts, six W6x9 (or W6x8.5) 

steel line posts, 8" wood oreompositc blocks and 12 gage W-Bcam extending a minimum of3' - I 1/2" beyond 

post #8 for a TL-3 system. 

The MSKT is used to protect the ends ofMGS W-Bcam barriers. During end-on impacl~. the vehicle pushes the 

MSKT impact head down the rail section while sequentially kinking the rail clement. The kinked rail cxil~ the 

impact head on the backside of the rail. 

The MSKT-SP-MGS is a cable-anchored system. When impacted on the traffic side within the length of need 

and within design limits, the MSKT contains and redirects the enant vehicle back toward its original travel path. 

A cable anchor bracket is attached to the backside ofthe first rail section with spi:cial high strength shoulder bolts. 

The cable anchor bracket locks into place for traffic face redirection impacts but releases for end-on impacts. 

APPROVALS 

FHWA leuer (CC-XX) XX XX, 2016 - MSKT-SP-MGS MASH Test Level 3 

CONTACT INFORMATION 

Road Systems, Inc. 

3616 Howard County Airport 

Big Spring, Texas 79720 

Phone 432-263-2435 

Fax 432-267-4039 

www.roadsystcms.com 

MSKT MASH SKT MGS System 

SEWXX Road 

Systems 

Inc. SHEET NO. DATE: 

2 of 2 01-16-16