June 25, 2019 

 1200 New Jersey Ave ., SE

Washington, D.C. 20590 

In Reply Refer To : 

HSST-l /B-324 

Mr. Tekeste Amare 

Maryland Transportation Authority 

300 Authority Drive 

Baltimore, MD 21222 

Dear Mr. Amare: 

This letter is in response to your April 15, 2019 request for the Federal Highway Administration 

(FHW A) to review a roadside safety device, hardware, or system for eligibility for 

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

assigned FHWA control number B-324 and is valid until a subsequent letter is issued by FHWA 

that expressly references this device. ' ' ' ' . 

Decision 

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

which is attached as an integral part of this letter: 

• MDT A Chesapeake Bay Bridge Concrete Rail System 

Scope of this Letter 

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

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

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

However, the FHW A, the Department of Transportation, and the United States Government do 

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

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

device for any particular purpose or use. 

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

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

outcome, nor is it a guarantee ofthe 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 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 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: MDT A Chesapeake Bay Bridge Concrete Rail System 

Type of system: Longitudinal Bridge Barrier 

Test Level: MASH Test Level 4 (TL4) 

Testing conducted by: Texas A&M Transportation Institute 

Date ofrequest: April 15, 2019 

FHW A concurs with the recommendation of the accredited crash testing laboratory on the 

attached form 

Full Description of the Eligible Device 

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

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

form. 

Notice 

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

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

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

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

maintenance requirements to ensure proper performance. 

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

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

and evaluation criteria of AASHTO's MASH. 

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

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

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

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

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

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

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

complete information about the crash worthiness of the system. 
3 

Standard Provisions 

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

control number B-324 shall not be reproduced except in full. This letter and the test 

documentation upon which it is based are public information. All sucli letters and 

documentation may be reviewed upon request. 

• This letter shall not be construed as authorization or consent by the FHWA to use, 

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

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

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

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

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

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

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

information related to crash testing. 

• 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, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 6 

Request for Federal Aid Reimbursement Eligibility

of Highway Safety Hardware 

Date of Request: April 15, 2019 I (e' New (' Resubmission 

Name: Tekeste Amare 

... 

....,

....,

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Company: 

Address: 

Country: 

Maryland Transportation Authority 

300 Authority Drive, Baltimore, MD 21222 

United States of America 

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. 

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

System Type Submission Type Device Name / Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railinqs) 

(e Physical Crash Testing 

(' Eng ineering Analysis 

MDTA Chesapeake Bay 

Bridge Concrete Rail 

System 

AASHTO MASH TL4 

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: Tekeste Amare Same as Submitter l:8J 

Company Name: Maryland Transportation Authority Same as Submitter l:8J 

Address: 300 Authority Drive, Baltimore, MD 21222 Same as Submitter 1:8'.1 

Country: United States of America Same as Submitter 1:8'.1 

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

Eligibility Process for Safety Hardware Devices' document. 

Texas A&M Transportation Institute (TTI) was contracted by Modjeski and Masters, Inc. (M&M) vis-a'-vis the 

Maryland Transportation Authority (MDTA) to perform full-scale crash testing of the MOTA Chesapeake Bay 

Bridge Concrete Rail System. There are no shared financial interests in the MOTA Chesapeake Bay Bridge 

Concrete Rail System by TTI, or between/among M&M / MOTA and TTI, other than costs involved in the actual 

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

Page 2 of 6 

PRODUCT DESCRIPTION 

(e New Hardware or 

Significant Modification 

(' Modification to 

Existing Hardware 

The MDTA Chesapeake Bay Bridge Concrete Rail System consists of a single sectionalized elliptical steel rail and 

posts anchored to a 32-inch tall steel reinforced concrete parapet with a New Jersey barrier profile on the 

traffic side. The parapet itself is anchored to the bridge deck using two types of threaded anchor rods; the 

anchor rods extend through the entire thickness of the deck and are secured at the top and bottom of the deck 

using nuts. The bridge rail has an overall height of 50 inches (measured at the top of the rail) above the bridge 

deck. The steel rail is comprised of a series of 29 ft-11 inch long sections, and 14 ft-10.5 inch long end sections, 

with 2-inch gaps at spliced expansion joints in the steel bridge rail between each section. The parapet has a 0.5 

inch wide joint between each 15-ft segment along the length of the installation. 

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: William F. Will iams 

Digitally signed by William Williams

Date: 2019.05.20 10:19:50 -05'00' Engineer Signature: William Williams

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

Country: United States of America Same as Submitter D 

A brief description of each crash test and its result: 
Version 10.0 (05/16) 

Page 3 of 6 

Required Test Narrative Evaluation 

Number Description Results 

Test 4-10 involves an 11 00C vehicle 

impacting the test article at a target impact 

speed of 62 mi/hand target angle of 25°. 

• The target CIP for the left corner of the front 

bumper was 3.6 ft upstream of the 

centerline of the fifth joint in the concrete 

parapet (between posts 10 & 11 ). 

The results of the test conducted on 

December 1, 2017, are found in TTI Test 

Report No. 607841-3. The test vehicle was 

traveling at an impact speed of 62.0 mi/has 

it made contact with the MDTA Chesapeake 

Bay Bridge Concrete Rail System 3.6 ft 

upstream of the fifth parapet joint and at 

an impact angle of 25.6°. After loss of 

contact with the barrier, the vehicle came to 

rest 260 ft downstream of the impact point 

and 44 ft toward the traffic lanes. 

The MDTA Chesapeake Bay Bridge 

Concrete Rail System contained and 

redirected the 11 00C vehicle. The vehicle 

did not penetrate, underride, or override 

the installation. The vehicle exited within 

the exit box criteria defined in MASH. 

Maximum dynamic deflection during the 

test was less than 1 inch. Maximum 

4-10 ( 1100C) permanent deformation was 0.4 inch. 

Working width was 20.0 inches. PASS 

No detached elements, fragments, or other 

debris were present to penetrate, or to 

show potential for penetrating, the 

occupant compartment, or to present 

undue hazard for others in the area. 

The 11 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 21 ° and 7°, 

respectively. 

Longitudinal OIV was 24.0 ft/sand lateral 

OIV was 29.5 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 6.0 g, and maximum lateral 

occupant ridedown acceleration was 4.2 g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

7.0 inches in the side plane in the front 

plane at the left front corner at bumper 

height. Maximum occupant compartment 

deformation was 2.5 inches in the left floor 

pan area. 

The MDTA Chesapeake Bay Bridge Concrete 

Rail System performed acceptably for MASH 
Version 10.0 (05/16) 

Page 4 of 6 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

4-11 (2270P) 

Test 4-11 involves a 2270P vehicle 

impacting the test article at a target impact 

speed of 62 mi/hand target angle of 25°. 

The target CIP for the left corner of the front 

bumper was 4.3 ft upstream of the 

centerline of the seventh joint in the 

concrete parapet (between posts 14 & 15). 

The results of the test conducted on 

November 30, 2017, are found in TTI Test 

Report No. 607841-2. The test vehicle was 

traveling at an impact speed of 62.8 mi/h as 

it made contact with the MDTA Chesapeake 

Bay Bridge Concrete Rail System 3.9 ft 

upstream of the seventh parapet joint and 

at an impact angle of 24.9°. After loss of 

contact with the barrier, the vehicle came to 

rest 180 ft downstream of the impact point 

and 45 ft toward the field side. 

The MDTA Chesapeake Bay Bridge Concrete 

Rail System contained and redirected the 

2270P vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The vehicle exited with in the 

exit box criteria defined in MASH. 

Maximum dynamic deflection during the 

test was 1.0 inch. Maximum permanent 

deformatism was 0.9 inch. Working width 

was 44.2 inches. PASS 

. 

No detached elements, fragments, or other 

debris were present to penetrate, or to 

show potential for penetrating, the 

occupant compartment, or to present 

undue hazard for others in the area. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 9° and 5°, 

respectively. 

Longitudinal OIV was 24.6 ft/sand lateral 

OIV was 25.9 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 8.6 g and maximum lateral 

occupant ridedown acceleration was 5.7 g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

16.0 inches in the front plane at the left 

front corner at bumper height. Maximum 

occupant compartment deformation was 

7.5 inches in the left floor pan area. 

The MDTA Chesapeake Bay Bridge Concrete 

Rail System performed acceptably for MASH 
Version 10.0 (05/16) 

Page 5 of 6 

Test 4-12 involves a 1 0000S vehicle 

impacting the test article at a target impact 

speed of 56 mi/hand target angle of 15°. 

The target CIP for the left corner of the front 

bumper was 5.0 ft upstream of centerline of 

the third joint in the concrete parapet 

(between posts 6 & 7). 

The results of the test conducted on 

November 29, 2017, are found in TTI Test 

Report No. 607841 -1. The test vehicle was 

traveling at an impact speed of 56.3 mi/has 

it made contact with the MDTA Chesapeake 

Bay Bridge Concrete Rail System 4.6 ft 

upstream of the third parapet joint and at 

an impact angle of 15.4°. After loss of 

contact with the barrier, the vehicle came to 

rest 235 ft downstream of the impact point 

and 8 ft toward the field side. 

The MDTA Chesapeake Bay Bridge Concrete 

Rail System contained and redirected the 

1 0000S vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The vehicle exited within the 

exit box criteria defined in MASH. 

Maximum dynamic deflection during the 

4-12 (10000S) test was 2.0 inches. Maximum permanent PASS deformation was 2.0 inches. Working width 

was 28.3 inches. 

No detached elements, fragments, or other 

debris were present to penetrate or to show 

potential for penetrating the occupant 

compartment, or to present undue hazard 

for others in the area. 

The 1 0000S vehicle remained upright 

during and after the collision event. 

Maximum roll and pitch angles were 12° 

and 4°, respectively. 

Longitudinal OIV was 8.5 ft/ s, and lateral OIV 

was 14.1 ft/ s. 

Maximum longitudinal occupant ridedown 

acceleration was 1.3 g, and maximum lateral 

occupant ridedown acceleration was 10.5 g. 

Maximum exterior crush to the vehicle was 

16.0 inches in the side plane at the left front 

corner at bumper height. No occupant 

compartment deformation or intrusion was 

observed. 

The MDTA Chesapeake Bay Bridge Concrete 

Rail System performed acceptably for MASH 

test 4-12. 
Version 10.0 (05/16) 

Page 6 of 6 

4-20 {1 lO0C) Test for transition is not applicable for this 

bridge barrier system Non-Relevant Test, not conducted 

4-21 (2270P) Test for transition is not applicable for this 

bridge barrier system 

Non-Relevant Test, not conducted 

4-22 (l0000S) Non-Relevant Test, not conducted Test for transition is not applicable for this 

bridge barrier system . 

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 A&M Transportation Institute Proving Ground 

Laboratory Signature: Digitally signed by Darrell L. Kuhn 

'Date: 2019.05.08 08:53 :16 -05'00 

Address : TTI, TAMU 31 35, College Station, TX 77843-3135 Same as Submitter D 

Country: United States of America Same as Submitter D 

Accreditation Certificate 

Number and Dates of current

Accreditation period : 

ISO 17025 Laboratory 

Certificate Number: 2821.01 

Valid To: April 30, 2019 

Submit Form 

ATTACHMENTS 

Attach to this fo rm: 

I) Additional disclosures of related fi nancial interest as ind icated 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 confo rm to the Task Force-1 3 Drawing Specifications 

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

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

info rmation provided on the reverse. Additional drawings (not in TF-1 3 format) showing details that 

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

to fac il itate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
0.000 s I 0.200 s I 0.400 s 

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General Information 

Test Agency ............ . 

Test Standard Test No ... 

TTI Test No. 

Test Date 

Test Article 

Type 

Name .. ....... . 

Installation Length . 

Material or Key Elements ... 

Soil Type and Condition ... .. 

Test Vehicle 

Type/Designation ...... ........ . 

Make and Model . . . . . . .. .. . . . . .. 

Curb ................. ..... .. ........ .. 

Test Inertial ..... .. .. .. ....... 

Dummy .... .. .... .... ................ 

Gross Static ...... ........ ... 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-10 

607841 -3 

2017-12-01 

Bridge Rail 

William P. Lane, Jr. Bridge 

150 ft 41⁄2 inches 

Four 29-ft 11-inch long steel rail sections , 

and two 14-ft 101⁄2-inch long end sections 

set atop 32-inch tall steel reinforced 

concrete sectionalized parapet; 50 inches 

in overall height 

Concrete Bridge Deck, Damp 

11 00C 

2009 Kia Rio 

2466 lb 

2440 lb 

165 lb 

2605 lb 

Impact Conditions 

Speed .. ....... . . ... 62.0 mi/h 

Angle ............. 25.6° 

Location/Orientation ...... ... . 3.6 ft upstream of 

5th parapet joint 

Impact Severity .. .. 59 kip-ft 

Exit Conditions 

Speed 46.2 mi/h 

Angle 3.0° 

Occupant Risk Values 

Longitudinal OIV ..... 24.0 ft/s 

Lateral OIV.. .... 29.5 ft/s 

Longitudinal Ridedown ....... 6.0 g 

Lateral Ridedown .. .... .. ... .... 4.2 g 

THIV ............................... 41 .6 km/h 

PHO ................. ..... .. ..... ... . 6.0 g 

ASI. . ....... . ..... .. ... 2.56 

Max. 0.050-s Average 

Longitudinal -12.8 g 

Lateral. .. . 17.3 g 

Vertical. .. . .... .. -7.1 g 

Post-Impact Trajectory 

Stopping Distance ... .. ... 260 ft downstream 

44 ft twd traffic 

Vehicle Stability 

Maximum Yaw Angle 43° 

Maximum Pitch Angle 7° 

Maximum Roll Angle 21 ° 

Vehicle Snagging No 

Vehicle Pocketing No 

Test Article Deflections 

Dynamic...... . .... ..... .. <1.0 inch 

Permanent.. .. .. ....... ................. 0.38 inch 

Working Width.. . ... .. ....... ...... 20.0 inches 

Height of Working Width .. .... ... . 32.0 inches 

Vehicle Damage 

VOS 11LFQ5 

11FLEW4 

Max. Exterior Deformation . .... ... 7.0 inches 

OCDI ....... .. .... .... ... ....... . 

Max. Occupant Compartment 

Deformation 2.5 inches 

Summary of Results for MASH Test 4-10 on New MASH TL-4 Bridge Rail for William P. Lane, Jr. Bridge. 
0.000 s 0.200 s 0.400 s 0.600 s 

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General Information 

Test Agency .. .. .. . 

Test Standard Test No. 

TTI Test No. 

Test Date 

Test Article 

Type 

Name .. . .. 

Installation Length ....... . 

Material or Key Elements ... 

Soil Type and Condition ..... 

Test Vehicle 

Type/Designation .. .... . . 

Make and Model .. ...... 

Curb.... .. ...... . .... ...... ...... 

Test Inertial. ............. ......... 

Dummy .. .... ... ... .. .... ......... ... 

Gross Static . ..... .... ............ 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-11 

607841-2 

2017-11-30 

Bridge Rail 

William P. Lane, Jr. Bridge 

150 ft 41⁄2 inches 

Four 29-ft 11-inch long steel rail sections , 

and two 14-ft 101/,-inch long end sections 

set atop 32-inch tall steel reinforced 

concrete sectionalized parapet; 50 inches 

in overall height 

Concrete Bridge Deck, Damp 

2270P 

2011 Dodge RAM 1500 Pickup 

4978 lb 

5012 lb 

165 lb 

5177 lb 

Impact Conditions 

Speed .. ... .... .. .... .. ... ... .... 62.8 mi/h 

Angle . 24.9° 

Location/Orientation ...... 3.9 ft upstream of 7th 

parapet joint 

Impact Severity .. .... . , .. .... .... .. 117 kip-ft 

Exit Conditions 

Speed 43.9 mi/h 

Angle 4.3° 

Occupant Risk Values 

Longitudinal OIV ...... ......... 24.6 ft/s 

Lateral OIV....... . ......... 25.9 ft/s 

Longitudinal Ridedown .. ..... 8.6 g 

Lateral Ridedown ...... .... ..... 5.7 g 

THIV .... .. .................. . ....... 38.5 km/h 

PHO .... .. .... .... ..... .. ..... ... ...... 8.7 g 

ASI. ..... .... ... .... ... .... ... .. .. ... 1.94 

Max. 0.050-s Average 

Longitudinal ... ... ............ . -11.1 g 

Lateral. ... .. ... .. ... .......... ... 14.2 g 

Vertical. ......................... 2.5 g 

Post-Impact Trajectory 

Stopping Distance .. ... 180 ft downstream 

45 ft twd field side 

Vehicle Stability 

Maximum Yaw Angle 32° 

Maximum Pitch Angle 50 

Maximum go Roll Angle 

Vehicle Snagging Yes 

Vehicle Pocketing No 

Test Article Deflections 

Dynamic ..... 1.0 inch 

Permanent 0.9 inch 

Working Width .. .... ... 44.2 inches 

Vehicle Intrusion 52.2 inches 

Vehicle Damage 

VOS 11LFQ6 

11F,LEW5 

Max. Exterior Deformation .. ... .. . 16.0 inches 

OCDI. .... .... ............ .... .. ............ . LF0200000 

Max. Occupant Compartment 

Deformation 7.5 inches 

Summary of Results for MA SH Test 4-11 on New MASH TL-4 Bridge Rail for William P. Lane, Jr. Bridge. 
0.000 s 0.200 s 0.400 s 0.600 s 

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Test Agency .. 

Test Standard Test No .. 

TTI Test No. 

Test Date 

Test Article · 

Type 

Name .. .... .. 

Installation Length .. 

Material or Key Elements 

Soil Type and Condition .. .. . 

Test Vehicle 

Type/Designation .. .... . 

Make and Model .. 

Curb..................... 

Test Inertial 

Dummy .. .... ............. 

Gross Static .......... .. .. .. .. .... 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-12 

607841-1 

2017-11 -19 

Bridge Rail 

William P. Lane, Jr. Bridge 

150 ft 41⁄2 inches 

Four 29-ft 11 -inch long steel rail sections , 

and two 14-ft 101⁄2-inch long end sections 

set atop 32-inch tall steel reinforced 

concrete sectionalized parapet; 50 inches 

in overall height 

Concrete Bridge Deck, Damp 

1 0000S 

2004 GMC C7500 Single Unit Truck 

15,270 lb 

22,640 lb 

No dummy 

22,640 lb 

Impact Conditions 

Speed .. .... ..... ............. .. .... 56.3 mi/h 

Angle .. .... .. .. .. .... 15.4° 

Location/Orientation .. . ....... 4.6 ft upstream of 

the 3rd parapet joint 

Impact Severity ... 

Exit Conditions 169 kip-ft 

Speed 

Angle 50.2 mi/h 

Occupant Risk Values 1.0° 

Longitudinal OIV 

Lateral OIV 8.5 ft/s 

Longitudinal Ridedown .. 14.1 ft/s 

Lateral Ridedown 1.3 g 

THIV 18.9 km/h 

PHO 10.5 g 

ASI 0.91 

Max. 0.050-s Average 

Longitudinal ................... -2.8 g 

Lateral.. .. ........... ... 7.2 g 

Vertical. ............ ............. 3.8 g 

Post-Impact Trajectory 

Stopping Distance .. .... .. .. 235 ft downstream 

8 ft twd field side 

Vehicle Stability 

Maximum Yaw Angle 24° 

Maximum Pilch Angle 4• 

Maximum Roll Angle 12° 

Vehicle Snagging No 

Vehicle Pocketing No 

Test Article Deflections 

Dynamic .. .... .... ........ .. ....... ....... . 2.0 inches 

Permanent . .. .... .. 2.0 inches 

Working Width ...................... .... . 28.3 inches 

Height of Working Width .. . ....... 96.4 inches 

Vehicle Damage 

VOS NA 

11FLEW4 

Max. Exterior Deformation. 16.0 inches 

OCDI . None 

Max. Occupant Compartment 

Deformation FS0000000 

Summary of Results for MASH Test 4-12 on New MASHTL-4 Bridge Rail for William P. Lane, Jr. Bridge. 
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bars is 18-3/4". 

@ 12" 111 Wall 2c. 3/4" Chamfer at back edges of the deck as shown. ~ 

2d. Concrete strength is 5000 psi. ..,. 

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