U.S. Deportment 1200 New Jersey Ave., SE 

of Transportation Washington , D.C. 20590 

Federal Highway 

Administration June 15, 2017 In Reply Refer To: 

HSST-l/CC-132 

Mr. Felipe Almanza 

TrafFix Devices Inc. 

160 A venida La Pata 

San Clemente, CA 92673 

Dear Mr. Almanza: 

This letter is in response to your January 10, 2017 request for the Federal Highway 

Administration (FHW A) lo review a roadside safely device, hardware, or system for eligibility 

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

assigned FHW A control number CC-132 and is valid until a subsequent letter is issued by ~ 

FHW A that expressly references this device. 

Decision 

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

integral part of this letter: 

• Scorpion II 

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 FHW A, 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. 
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: Scorpion II 
 

Type of system: Truck-Trailer Mounted Attenuator (TTMA) 
 

Test Level: MASH Test Level 3 (TL3) 
 

Testing conducted by: KARCO 
 

Date ofrequest: January 13, 2017 
 

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

within 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 and will need to be tested in accordance with all recommended tests 

in AASHTO's MASH as part of a new and separate submittal. 

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 crash worthiness of the system. 
3 

Standard Provisions 

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

control number CC-132 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 FHW A to use, 

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

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

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

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

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

with the existing highway facilities or that no equally suitable alternative exists; or ( c) 

they must be used for research or for a distinctive type of construction on relatively short 

sections of road for experimental purposes. Our regulations concerning proprietary 

products are contained in Title 23, Code of Federal Regulations, Section 635.411. 

Sincerely, 

Robert Ritter 

Acting Director, Office of Safety 

Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 7 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

Date of Request: 

Name: 

1-10-17 

Felipe Almanza 

I r. New (' Resubmission 

... 

Cll

....

.... ·e 

.0 

::I 

II) 

Company: 

Address: 

Country: 

TrafFix Devices Inc 

160 Avenida La Pata San Clemente 

United States 

To: Michael S. Griffith, Director 

FHWA, Office of Safety Technologies 

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

highway program. 

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

System Type 

'CC': Truck-Mounted 

Attenuators (TMA) 

Submission Type 

(e' Physical Crash Testing 

(' Engineering Analysis 

Device Name I Va riant Testing Criterion 

AASHTOMASH 

Scorpion II 

Test 

Level 

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 . 

Individual or Organization responsible for the product: 

Contact Name: Felipe Almanza Same as Submitter r8J 

Company Name: TrafFix Devices Inc Same as Submitter r8J 

Address: 160 Avenida La Pata San Clemente Same as Submitter r8J 

Country: United States Same as Submitter r8J 

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

Eligibility Process for Safety Hardware Devices' document. 

TrafFix Devices Inc. and Karco Engineering LLC share no financial interests between the two organizations. This 

includes no shared financial interest but not limited to: 

i. Compensation included wages, salaries, commissions, professional fees, or fees for business referrals 

iii. Research funding or other forms of research support; 

iv. Patents, copyrights, licenses, and other intellectual property interests; 

vi. Business ownership and investment interests; 
Version 10.0 (05/16) 

Page 2 of 7 

PRODUCT DESCRIPTION 

(i' New Hardware or (' Modification to 

• Significant Modification Existing Hardware 

The Scorpion Truck Mounted Attenuator (TMA) is a mobile crash cushion attached to the rear of a support 

vehicle's frame. The TMA may be used on shadow, stationary block vehicle, or on advanced warning vehicles 

upstream of a moving or stationary operation. The Scorpion TMA can be used on support vehicles with a min. 

actual/curb weight of 15,000 lbs with no upper weight limit (infinite weight). Lighting consists of LED or 

incandescent brake, directional, and running lights meeting FMVSS requirements and optional strobe/flashing 

lights can be accommodated for enhancement of advanced warning to drivers. The structural mounting 

system incorporates extender frames to provide clearance for support vehicles with excess bed overhang and 

to provide clearance of equipment on the back of a support vehicle when the TMA is in the stored position. The 

Scorpion TL-3 TMA has overall dimensions of 12.94 ft. (3.9 m) X 8.0 ft (2.4 m) X 2.0 ft (0.6 m) and has a ground 

clearance of 12 in± 1 in (305 mm ± 25.4 mm) when deployed in the horizontal operating position. The 

Scorpion TMA consists of three main components: Strut, Cartridge, and backup/diaphragm frames. The Strut 

and Cartridge are the energy attenuation components. The Strut is positioned nearest to the support vehicle 

and the Cartridge is positioned furthest away from the support vehicle. The Cartridge is typically the first 

component impacted by an errant vehicle. The Strut consists of four outboard convex aluminum tubes (two on 

each side) forming an aluminum structural weldment. The aluminum structural weldments bolt to a structural 

steel diaphragm/backup frame. The structural assembly encompasses the aluminum crush Module D. The 

module is made from an aluminum outer skin that contains expanded aluminum honeycomb and has overall 

dimensions of 4.0 ft (1.2 m) X 6.7 ft (2.0 m) X 1.9 ft (0.6 m). Module Dis designed to accommodate an 

assortment of rear facing reflective sheeting colors and patterns. The complete Strut consists of two aluminum 

tube weldments, diaphragm/backup, and one Module D and has overall dimensions of 5.2 ft (1 .6 m) X 8.0 ft (2.4 

m) X 2.2 ft (0.7 m). The Cartridge consists of four outboard convex aluminum tubes (two on each side) forming 

an aluminum structural weldment. The aluminum structural weldments bolt to a set of steel structural 

diaphragm frames. The structural assembly encompasses the two-aluminum crush Modules C. Attached to the 

rear most end of the Cartridge, is the single crush Module A. Crush Modules A and Care made from an 

aluminum outer skin that contains expanded aluminum honeycomb. Module A has overall dimension of 1.0 ft 

(0.3 m) X 5.0 ft (1 .5 m) X 2.0 ft (0.6 m) and Module Chas overall dimension of 2 ft (0.6 m) X 5 ft (1.594 m) X 2 ft 

(0.6 m). Module A is designed to accommodate an assortment of rear facing reflective sheeting colors and 

patterns. The complete Cartridge consists of two aluminum tube weldments, diaphragm's, one Module A, and 

two Module C and has overall dimensions of 7.71 (2.3 m) X 8 ft (2.4 m) X 2.2 ft (0.7 m). The steel diaphragm/ 

backup frames are are made from structural steel angles, plates, and channels that are welded into the backup 

and diaphragm components and are the supporting frame members for the aluminum tubes and crush 

modules. For Test 3-51 the lower Module A mounting angle was 4" (102 mm) X 4" (102 mm) and for Tests 3-50, 

3-52, and 3-53 the lower Module A mounting angle is 4" (102 mm) X 6" (152 mm). The Scorpion TMA is rotated 

into the stored and deployed positions by means of an on board hydraulic system. The Scorpion TMA can be 

rotated in double 90° fold position over the support vehicles bed or in a single 90° fold in a vertical stored 

position. An optional hydraulic powered vertical lift can be utilized with the TMA to deploy a display panel 

when the TMA is lowered into the deployed position. The vertical lift is powered by the same on board 

hydraulic system that rotates the TMA into the stored and deployed position. The vertical lift is sequenced to 

raise and lower a panel for displaying advanced messages, directional indicators, or other notifications .. 

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: Balbino A. Beltran 

Engineer Signature: Balbino A. Beltran Digitally signed by Balbino A. Beltran 

ON: cn=Ba lbino A. Beltran, o:KARCO Engineering, LLC., ou, 

email=abeltran@karco.com, c=US 

Date: 20 17.01.13 16:35:04 -08'00' 

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

Country: United States Same as Submitter D 
Version 10.0 (05/16) 

Page 3 of 7 

A brief description of each crash test and its result: 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-50 (1 lOOC) 

The TMA was positioned in line with the test 

vehicle's centerline. The inl ine centered 

position examines the TMA's energy 

dissipation capacity, structural adequacy, 

occupant risk, with a rigidly blocked 

support vehicle for no upper support 

vehicle weight limit (infinite weight). The 

test was conducted using a commercially 

available 2013 Kia Rio 4-door sedan with 

test inertial mass of 2,431 .17 lbs ( 1, 103.0 kg). 

The vehicle was in good condition, was free 

of major body damage, and was not missing 

any structural components. The bumpers 

were standard equipment and were not 

modified for this test. Based on CarFax 

reporting there was no recorded history of 

major accidents, was not a salvage titled 

vehicle, not involved in flooding, or fire. 

The test vehicle impacted the TMA at a 

velocity of 60.83 mph (97.90 km/ hr) and at 

an impact angle of 0.6°. 

The vehicle made initial contact with the 

rear Cartridge crushing Module A upon 

impact and the outboard convex tube 

weldments began to collapse. After the 

convex tube weldments fully collapsed the 

two inboard Cartridge Modules C contacted 

each other and were crushed. The front 

Strut sustained moderate collapse of the 

outboard convex tube weldments and 

minimal crush of Module D. 

The impacting vehicle was brought to a 

controlled stop and remained upright 

throughout the impact event. The test 

vehicles occupant compartment was not 

penetrated and there was no measurable in 

cab deformation beyond the maximum 

allowable limits. The maximum roll and 

pitch did not exceed 75°and occupant risk 

values are within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

PASS 
Version 10.0 (05/16) 

Page 4 of 7 

Required Test 

Number 

3-51 (2270P) 

Narrative 

Description 

The TMA was positioned in line with the test 

vehicle's centerline. The inline centered 

position examines the TMA'S energy 

dissipation capacity, structural adequacy, 

occupant risk, with a rigidly blocked 

support vehicle for no upper support 

vehicle weight limit (infinite weight). The 

test was conducted using a commercially 

available 2012 RAM 1500 4-door pickup 

truck with test inertial mass of 4920.6 lbs 

(2232.0 kg). The vehicle was in good 

condition, was free of major body damage, 

and was not missing any structural 

components. The bumpers were standard 

equipment and were not modified for this 

test. Based on CarFax reporting there was 

no recorded history of major accidents, was 

not a salvage titled vehicle, not involved in 

flooding, or fire. The test vehicle impacted 

the TMA at a velocity of 63.16 mph (101 .65 

km/ hr) and at an impact angle of 0.9°. 

The vehicle made initial contact with the 

rear Cartridge crushing Module A upon 

impact and the outboard convex tube PASS weldments began to collapse. After the 

convex tube weldments fully collapsed the 

two inboard Cartridge Modules C contacted 

each other and were crushed. The front 

Strut sets of outboard convex tube 

weldments fully collapsed and the inner 

Module D crushed to a near flattened state. 

The TMA system contained the hydraulic 

powered vertical lift to raise and lower a 

display panel. The display panel and lift 

system did not pose or show potential to be 

a hazard in the impact event. 

The impacting vehicle was brought to a 

controlled stop and remained upright 

throughout the impact event. The test 

vehicles occupant compartment was not 

penetrated and there was no measurable in 

cab deformation beyond the maximum 

allowable limits. The maximum roll and 

pitch did not exceed 75°and occupant risk 

values are within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

Evaluation 

Results 
Version 10.0 (05/16) 

Page 5 of 7 

3-52 (2270P) 

The TMA was positioned offset 1 /3 of the 

test vehicles width to the centerline of the 

test vehicle. The offset position examines 

the capability of a TMA to safely attenuate 

off-center impacts, the TMA's structural 

adequacy, occupant risk, with a rigidly 

blocked support vehicle for no upper 

support vehicle weight limit (infinite 

weight). The test was conducted using a 

commercially available 2012 RAM 1500 4­

door pickup truck with test inertial mass of 

4993.4 lbs (2265.0 kg). The vehicle was in 

good condition, was free of major body 

damage, and was not missing any structural 

components. The bumpers were standard 

equipment and were not modified for this 

test. Based on CarFax reporting there was 

no recorded history of major accidents, was 

not a salvage titled vehicle, not involved in 

flooding, or fire. The test vehicle impacted 

the TMA at a velocity of 63.31 mph (101.89 

km/hr) and at an impact angle of 0.2°. 

The vehicle made initial contact with the 

rear Cartridge crushing Module A upon 

impact and the outboard convex tube 

weldments began to collapse. After the 

convex tube weldments fully collapsed the 

two inboard Cartridge Modules C contacted 

each other and were crushed. The front 

Strut sets of outboard convex tube 

weldments fully collapsed and the inner 

Module D crushed to a near flattened state. 

The TMA system contained the hydraulic 

powered vertical lift to raise and lower a 

display panel. The display panel and lift 

system did not pose or show potential to be 

a hazard in the impact event. 

The impacting vehicle was brought to a 

controlled stop and remained upright 

throughout the impact event. The test 

vehicles occupant compartment was not 

penetrated and there was no measurable in 

cab deformation beyond the maximum 

allowable limits. The maximum roll and 

pitch did not exceed 75°and occupant risk 

values are within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

PASS 
Version 10.0 (05/16) 

Page 6 of 7 

The TMA was positioned offset % of the test 

vehicles width and at a nominal angle of 10° 

with the center of the test vehicle. The 

offset and angular position impact 

examines the energy dissipation capacity of 

a TMA, the TMA's structural adequacy, 

occupant risk, and with a minimum support 

vehicle weight of 15,000 lbs (6803 kg) with 

the parking brake engaged and the 

transmission in 2nd gear. The recorded roll 

ahead for the support vehicle was 16.8 ft 

(5.1 m). The test was conducted using a 

commercially available 2012 RAM 1500 4­

door pickup truck with test inertial mass of 

4995.6 lbs (2266.0 kg). The vehicle was in 

good condition, was free of major body 

damage, and was not missing any structural 

components. The bumpers were standard 

equipment and were not modified for this 

test. Based on CarFax reporting there was 

no recorded history of major accidents, was 

not a salvage titled vehicle, not involved in 

flooding, or fire. The test vehicle impacted 

the TMA at a velocity of 64.05 mph (103.08 

km/hr) and at an impact angle of 10.3°. The 

vehicle made initial contact with the rear 3-53 (2270P) PASS Cartridge crushing Module A upon impact 

and the outboard convex tube weldments 

began to collapse. After the convex tube 

weldments fully collapsed the two inboard 

Cartridge Modules C made contact with 

each other and were crushed. The front 

Strut sets of outboard convex tube 

weldments fully collapsed and the inner 

Module D crushed to near a near flattened 

state. The TMA system contained the 

hydraulic powered vertical lift to raise and 

lower a display panel. The display panel and 

lift system did not pose or show potential to 

be a hazard in the impact event. The 

impacting vehicle was brought to a 

controlled stop and remained upright 

throughout the impact event. The test 

vehicles occupant compartment was not 

penetrated and there was no measurable in 

cab deformation beyond the maximum 

allowable. The maximum roll and pitch did 

not exceed 75°and occupant risk values are 

within limits per MASH specifications for 

Occupant Impact Velocity and Ridedown 

Acceleration. 

3-54 (1500A) Per MASH Test is optional Non-Critical, not conducted 
Version 10.0 (05/16) 

Page 7 of 7 

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: 

Laboratory Signature: 

KARCO Engineering, INC 

Balbino A. Beltran D191tally si gned by Ba1b1no A. Behran 

ON: cn=Balbino A. Beltran, o=KARCO Engineering, LLC ou, 

email=abeltran@karco.com, c=US 

Date: 2017.01.13 16:3 5:23 -08'00' 

Address : 9270 Holly Road, Adelanto, CA. 92301 Same as Submitter 0 

Country: United States Same as Submitter 0 

Accred itat ion Certificate 

Number and Dates of current 

Accreditation period : 

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

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 
Test Article: 

Test Program: 

SECTION 4 

MASH TEST 3-50 SUMMARY 

TrafFix Devices Scorpion TL3 TMA 

MASH 3-50 

Project No. 

Test Date: 

P361 16-01 

06/24/16 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.050 s 0.100s 0.150 s 1.500 s 2.000 s 

PLAN VIEW 

-60 ft -45 ft -30 ft -15 ft 0 ft 15 ft 30 ft 45 ft 

re· est 

e Miclc 

e ·veh1c16 

Post-Tost ,________ 371 ft. -----------<

• Anlcle 

e ·i1ehicle 

• Debris 

3.0ft. 

10 TR-P36116-01-NC 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-50 SUMMARY 

Test Article: TrafFix Devices Scorpion TL3 TMA Project No. P36116-01 

Test Program: MASH 3-50 Test Date: 06/24/1 6 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Fngineering, 11 C. EXIT VELOCITY 

TEST NUMBER P36116-01 EXIT ANGLE 

TEST DESIGNATION 3-50 VEHICLE STABILITY Satisfactory 

TEST DATE 06/24/16 FINAL VEHICLE POSITION 37.1 ft. (11 .3 m) rearward and 3.0 ft. (0.9 m) left 

TEST ARTICLE from its initial point on contact. 

NAME/MODEL Scorpion TL3 TMA VEHICLE SNAGGING None 

TYPE Truck Mounted Attenuator VEHICLE POCKETING None 

KEY ELEMENTS Curved Tubes , Aluminum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 2.5° 

MAXIMUM PITCH ANGLE -5.1' 

ARTICLE LENGTH 12.9 ft. (3.9 m) MAXIMUM YAW ANGLE 2.4° 

HEIGHT FROM GROUND 11.25 in . (286 mm) KINETIC ENERGY 300.79 kip-ft (407.81 kJ) 

MAXIMUM WIDTH 8.0 ft . (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal 34.8 tus (10.6 mis) 

SUPPORT VEHICLE Lateral 2.6 tus (0 .8 mis) 

TOTAL INSTALLATION LENGTH 41.3 ft (12 .6 m) RIDEDOWN 

ACCELERATION 

Longitudinal -19.2 g 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral -4.8 g 

RESTRAINT Blocked Aqainst Roll Ahead THIV 35.1 tus (10.7 mis) 

TEST VEHICLE PHO 19.7 g 

TYPE I DESIGNATION 1100C ASI 1.37 

YEAR, MAKE AND MODEL 2013 Kia Rio TEST ARTICLE DEFLECTIONS 

CURB MASS 2,520.9 lbs (1 , 143.5 kg) DYNAMIC DEFLECTION 6.8ft. (2.1 m) 

TEST INERTIAL MASS 2,431 .7 lbs (1 , 103.0 kg) STATIC DEFORMATION 5.6 ft. (1.7 m) 

GROSS STATIC MASS 2,597.0 lbs (1 , 178.0 kg) 

ARTICLE DAMAGE Damage to cartridge, strut and tube sections. IMPACT CONDITIONS 

IMPACT VELOCITY 60.83 moh (97 .90 km/h) 

IMPACT ANGLE 0.6' VEHICLE DAMAGE 

IMPACT LOCATION I ORIENTATION 0.3 in . (8 mm) left of TMA centerline. VEHICLE DAMAGE SCALE 12-FD-3 

COLLISION DAMAGE CLASSIFICATION 12FDEW4 

11 TR-P36116-01 -NC 
Test Article: 

Test Program: 

SECTION 4 
 

MASH TEST 3-51 SUMMARY 
 

TrafFix Devices Scorpion TL3 TMA 

MASH 3-51 

Project No. 

Test Date: 

P35200-01 

10/22/15 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.050 s 0.150 s 0.250 s 0.750 s 1.800 s 

PLAN VIEW 

-60 ft -45 ft -30 ft -15 ft 0 ft 15 ft 30 ft 45 ft 

r~ t 

e A.nkle 

V~ lidH 

Poot·Teot 

e 1\r11c1o 

• Ve1ilcie 

• f")i..-h1is 

f-------- 111 n -------1 

• 

i on 

9 TR-P35200-01 -A 
SECTION 4 .. . (CONTINUED) 

MASH TEST 3-51 SUMMARY 

Test Article: TrafFix Devices Scorpion TL3 TMA Project No. P35200-01 

Test Program: MASH 3-51 Test Date: 10/22/1 5 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC . EXIT VELOCITY 

TEST NUMBER P35200-01 EXIT ANGLE 

TEST DESIGNATION 3-51 VEHICLE STABILITY Satisfactory 

TEST DATE 10/22/15 37.1 ft. (11 .3 m) rearward and 1.0 ft. (0.3 m) right FINAL VEHICLE POSITION TEST ARTICLE from its initial point on contact. 

NAME / MODEL Scorpion TL3 TMA VEH ICLE SNAGGING None 

TYPE Truck Mounted Attenuator VEH ICLE POCKETING None 

Cuived Tubes , Aluminum Honeycomb, Support MAXIMUM ROLL ANGLE -1 .8' KEY ELEMENTS Frame, Cartridge Sections MAXIMUM PITCH ANGLE -5.9' 

ARTICLE LENGTH 12.9 ft. (3 .9 m) MAXIMUM YAW ANGLE -2.3' 

HEIGHT FROM GROUND 11 .75 in . (298 mm) KINETIC ENERGY 656 .6 kip-ft (889.8 kJ) 

MAXIMUM WIDTH 8.0 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT Longitudinal 38 .7 fUs (11 .8 mis) 

SUPPORT VEHICLE VELOCITY Lateral 1.0 fUs (0 .3 mis) 

TOTAL INSTALLATION LENGTH 41 .3 ft (12 .6 m) RIDEDOWN Longitudinal -20.0g 

YEAR , MAKE AND MODEL 1991 Ford F700 ACCELERATION Lateral -3.7 g 

RESTRAINT Blocked Aoainst Roll Ahead THIV 38.4 fUs (11 .7 mis) 

TEST VEHICLE PHO 20.1 g 

TYPE I DESIGNATION 2270P ASI 1.46 

YEAR , MAKE AND MODEL 2012 RAM 1500 TEST ARTICLE DEFLECTIONS 

CURB MASS 4,901 .9 lbs (2,223.5.0 kg) DYNAMIC DEFLECTION 7.9 ft. (2.4 m) 

TEST INERTIAL MASS 4,920.6 lbs (2 ,232 .0 kg) STATIC DEFORMATION 7.2 ft. (2 .2 m) 

GROSS STATIC MASS 4,920.6 lbs (2,232 .0 kg) 

Damage to backup structure, strut section , IMPACT CONDITIONS ARTICLE DAMAGE cartridge section , and tubes. Module C detached. 

IMPACT VELOCITY 63.16 mph (101.65 km/h) 

IMPACT ANGLE 0.9' VEHICLE DAMAGE 

VEHICLE DAMAGE SCALE 12-FD-5 IMPACT LOCATION I ORIENTATION 0.7 in . (18 mm) right of TMA center1ine. COLLISION DAMAGE CLASSIFICATION 12FDEW2 

10 TR-P35200-01-A 
Test Article: 

Test Program : 

SECTION 4 

MASH TEST 3-52 SUMMARY 

TrafFix Devices Scorpion TL3 TMA 

MASH 3-52 

Project No. 

Test Date: 

P36206-01 

08/22/16 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.050 s 0.150 s 0.250 s 0.500 s 2.000 s 

PLAN VIEW 

-30 ft -15 ft 0 ft 15 ft 30 ft 45 ft 

Prll·Test 

e Article 

icl ~ 

Post-Test 

Arti ~ 

e VehirJ"l 

9 TR-P36206-01 -NC 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-52 SUMMARY 

Test Article: TrafFix Devices Scorpion TL3 TMA Project No. P36206-01 

Test Program: MASH 3-52 Test Date: 08/22/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Fnginooring, 11 C. EXIT VELOCITY 

TEST NUMBER P36206-01 EXIT ANGLE 

TEST DESIGNATION 3-52 VEHICLE STABILITY Satisfactory 

TEST DATE 08/22/16 FINAL VEHICLE POSITION 15. 7 ft. (4.8 m) forward and 9.2 ft. (2.8 m) left from 

TEST ARTICLE its initial point on contact. 

NAME /MODEL Scorpion TL3 TMA VEHICLE SNAGGING None 

TYPE Truck Mounted Attenuator VEHICLE POCKETING None 

KEY ELEMENTS Curved Tubes , Aluminum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 18.9° 

MAXIMUM PITCH ANGLE -14.8° 

ARTICLE LENGTH 12.9 ft. (3 .9 m) MAXIMUM YAW ANGLE 1045° 

HEIGHT FROM GROUND 11 .42 in . (290 mm) KINETIC ENERGY 669.11 kip-ft (907.19 kJ) 

MAXIMUM WIDTH 8.0 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal 37.7 IVs (11 .5 mis) 

SUPPORT VEHICLE Lateral 6.2 IVs (1 .9 mis) 

TOTAL INSTALLATION LENGTH 41.3 ft (12 .6 m) RIDEDOWN 

ACCELERATION 

Longitudinal -186 g 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral -2 .6 g 

RESTRAINT Blocked Against Roll Ahead THIV 38.11Vs(11 .6mls) 

TEST VEHICLE PHD 18.7 g 

TYPE I DESIGNATION 2270P ASI 1.22 

YEAR, MAKE AND MODEL 2012 RAM 1500 TEST ARTICLE DEFLECTIONS 

CURB MASS 5,046.3 lbs (2,289.0 kg) DYNAMIC DEFLECTION 10.2 ft. (3.1 m) 

TEST INERTIAL MASS 4,993.4 lbs (2 ,265.0 kg) STATIC DEFORMATION 9.2 ft. (2.8 m) 

GROSS STATIC MASS 4,993.4 lbs (2 ,265.0 kg) 

ARTICLE DAMAGE Damage to backup structure, strut section, 

ca1ridge section, and tubes. IMPACT CONDITIONS 

IMPACT VELOCITY 63.31 mph (101 .89 km/h) 

IMPACT ANGLE 0.2· VEHICLE DAMAGE 

VEHICLE DAMAGE SCALE 12-FD-4 IMPACT LOCATION I ORIENTATION 26.97 in. (685 mm) Right of Vehicle Centerline. COLLISION DAMAGE CLASSIFICATION 12FDEW2 

10 TR-P36206-01-NC 
SECTION 4 

MASH TEST 3-53 SUMMARY 

Test Article: TrafFix Devices Scorpion TL3 TMA Project No. P36129-01 

Test Program: MASH 3-53 Test Date: 09/07/16 

SEQUENTIAL PHOTOGRAPHS 

0.000 s 0.050 s 0.150 s 0.300 s 0.500 s 

PLAN VIEW 

-30 ft -15ft Oft 15 ft 30ft 45ft 60 ft 75 ft 

1.200 s 

Pre·THI 

e.l\rtJcle 

• Venicle 

P0&t-Test 

e Arh1:k1 

e VePliele 

10 TR-P36129-01 -NC 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-53 SUMMARY 

Test Article: TrafFix Devices Scorpion TL3 TMA Project No. P36129-01 

Test Program: MASH 3-53 Test Date: 09/07/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARC0 Fnginooring, l l C. EXIT VELOCITY 

TEST NUMBER P3612S-01 EXIT ANGLE 

TEST DESIGNATION 3-53 VEHICLE STABILITY Satisfactory 

TEST DATE 09/07/16 48.2 ft. (14.7 m) forward and 24.3 ft. (7.4 m) left FINAL VEHICLE POSITION TEST ARTICLE from its initial point on contact. 

NAME / MODEL Scorpion TL3 TMA VEHICLE SNAGGING None 

TYPE Truck Mounted Attenuator VEHICLE POCKETING None 

Curved Tubes , Aluminum Honeycomb, Support MAXIMUM ROLL ANGLE 37.2' KEY ELEMENTS Frame, Cartridge Section MAXIMUM PITCH ANGLE 20.9' 

ARTICLE LENGTH 12.9 ft. (3.9 m) MAXIMUM YAW ANGLE 164.6' 

HEIGHT FROM GROUND 11 .02 in. (280 mm) KINETIC ENERGY 685.12 kip-ft (928.10 kJ) 

MAXIMUM WIDTH 8.0 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT Longitudinal 35.8 IVs (10.9 mis) 

SUPPORT VEHICLE VELOCITY Lateral 3.9 IVs (1 .2 mis) 

TOTAL INSTALLATION LENGTH 41 .3 ft (12.6 m) RIDEDOWN Lonaitudinal -12.5 g 

YEAR, MAKE AND MODEL 1991 Ford F700 ACCELERATION Lateral -4.9 g 

RESTRAINT 2nd aear and oarkina brake enn""ed THIV 36.1 IVs (11 .0 mis) 

TEST VEHICLE PHO 12.8 g 

TYPE I DESIGNATION 2270P ASI 1.10 

YEAR, MAKE AND MODEL 2012 RAM 1500 TEST ARTICLE DEFLECTIONS 

CURB MASS 4,964.7 lbs (2,252.0 kg) DYNAMIC DEFLECTION 11 .2 ft. (3.4 m) 

TEST INERTIAL MASS 4,995.6 lbs (2,266.0 kg) STATIC DEFORMATION 10.8 ft. (3 .3 m) 

GROSS STATIC MASS 4,996.6 lbs (2,266.5 kg) 

Damage to backup structure, strut section, IMPACT CONDITIONS ARTICLE DAMAGE catridge section, and tubes. 

IMPACT VELOCITY 64.05 mph (103.08 km/h) 

IMPACT ANGLE 10.3' VEHICLE DAMAGE 

VEHICLE DAMAGE SCALE 12-FD-4 IMPACT LOCATION I ORIENTATION 10' and 20.6 in . (523 mm) from vehicle centeriine COLLISION DAMAGE CLASS IFICATION 12FDEW2 

11 TR-P36129-01 -NC 
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GllOUND :J¥tC NO. REV l'"11' ~ ... 1000-162 A YiEE1 10 : 2 

Figure 1:TL3 Scorpion TMA Sheet 1 of 2 

D-1 TR-P36129-01-NC 
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NOTE5. UN E5S orHaW/5E sncmn> EET 20f :t 

Figure 2:TL3 Scorpion TMA Sheet 2 of 2 

D-2 TR-P36129-01-NC