1200 New Jersey Ave ., SE

Washington, D.C. 20590 

September 15, 20 17 In Reply Refer To: 

HSST-1 /CC-138 

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 May 4, 2017 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 FHW A control number CC-138 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 Trailer Attenuator 

Scope of this Letter 

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

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

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

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

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

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

device for any particular purpose or use. 

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

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

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

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

tested. 

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

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 
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: Scorpion II Trailer Attenuator 

Type of system: Trailer Mounted Attenuator (TMA) 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: KARCO 

Date ofrequest: May 1, 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 crashworthiness of the system. 
3 

Standard Provisions 

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

control number CC-138 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 

,._ 

QI

... 

.~ 

E 

..0 

::, 

II) 

Date of Request: May 01, 2017 I r. New (' Resubmission

Name: 

Company: 

Address: 

Country: 

Felipe Almanza 

TrafFix Devices Inc. 

160 Avenida La Pata San Clemente CA 92672 

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. 

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

System Type Submission Type Device Name/ Variant Testing Criterion Test 

Level 

'CC': Truck-Mounted (e Physical Crash Testing Scorpion II Trailer AASHTO MASH TL3 

Attenuators (TMA) (' Engineering Analysis Attenuator 

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 ~ 

Company Name: TrafFix Devices Inc. Same as Submitter ~ 

Address: 160 Avenida La Pata San Clemente CA 92672 Same as Submitter ~ 

Country: United States Same as Submitter ~ 

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 

(e' New Hardware or 

• Significant Modification 

Modification to 1 Existing Hardware 

The Scorpion Trailer Attenuator (TA) is a mobile crash cushion designed with a trailer tongue and axle/wheel 

assembly for towing by a support vehicle. The TA connects directly to the support vehicle's trailer connection 

and from a lunette eye on the attenuator. The TA may be used on shadow vehicle's, stationary block vehicle's, 

or on advanced warning vehicle's upstream of a moving or stationary operation. The Scorpion TA can be used 

on support vehicles with a min. actual/curb weight of 12,000 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. 

he TA has overall dimensions of 17.8 ft (5.4 m) x 7.8 ft (2.4 m) x 4.3 ft (1.3 m) with ground clearance of 12.0 in± 

1 .0 in (305 mm±25 mm). The Scorpion TA consists of three (3) main components: the trailer tongue, front Strut, 

and rear Cartridge. The Strut and Cartridge are the attenuation components. The trailer tongue is positioned 

nearest to the support vehicle, the Strut is bolted to the tongue and Cartridge. The Cartridge is the rear most 

component, furthest away from the support vehicle. The Cartridge is typically the first component impacted by 

an errant vehicle. The trailer tongue acts as a standard trailer single point connection under normal towing 

conditions by the support vehicle. The trailer tongue is designed with an integral Telescoping Anti-Rotation 

System (TARS) that is activated when the TA is impacted. The forward sliding action occurs during an impact, 

upon completion of the full telescoping action the outboard anti-rotation supports come into contact with the 

impact zone which in turn prevents angular rotation about the rear of the host vehicle. The TARS impact zone 

is a designated impact space on the rear of the host vehicle which the TARS anti-rotation support will come 

into contact when the TARS system engages in the designed forward action. The TARS impact zone is 

symmetrical left to right and is approximately 6" (152.4 mm) X 1 0" (254.0 mm) and 12" (304.8 mm] from the 

enterline of the support vehicle. The TARS tongue has overall dimensions of 4.8 ft. (1.5 m) X 6.3 ft. (1 .9 m) X 2.2 

t. (0.7 m). The Strut consists of four (4) outboard convex aluminum tubes (two on each side) forming an 

aluminum structural weldment. The aluminum structural weldments bolt directly to the TARS tongue and the 

rear Cartridge. 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 2.0 ft. (0.6 m). The complete assembled Strut consists of two aluminum tube 

weldments and Module D. The Strut has overall dimensions of 4.8 ft. (1.5 m) x 7.8 ft. (2.4 m) x 2.2 ft. (0.7 m). The 

artridge consists of four (4) outboard convex aluminum tubes (two on each side) forming an aluminum 

structural weldment. The aluminum structural weldments bolt directly the Strut's steel angles and rear trailer 

diaphragm. The TA uses a Cartridge Trailer Diaphragm with an axle/wheel attachment for towing the TA. The 

structural assembly encompasses the two-aluminum crush Module C's. Attached to the rear most end of the 

artridge is the single crush Module A. The complete Cartridge consists of two aluminum tube weldments; axle 

diaphragm, mounting angles, one Module A, and two Module C's. The modules are made from an aluminum 

outer skin that contains expanded aluminum honeycomb. Module A has overall dimensions of 1 .0 ft. (0.3 m) x 

.0 ft. (1.5 m) x 2.0 ft. (0.6 m) and each Module Chas overall dimensions of 2.0 ft. (0.6 m) x 5.0 ft. (1.5 m) X 2.0 ft 

(0.6 m). The complete assembled Cartridge has overall dimensions of 8.3 ft. (2.5 m) x 7.8 ft. (2.4 m) x 3.0 ft. (0.9 

m). An optional display panel lifting frame was utilized for all tests to validate the safe performance of a TA with 

he lifting frame and a mounted display panel. The lift frame rotates a display panel from a horizontal stored 

position to vertical deployed position with a manual or electrical power lift. 

T

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C

C

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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: Robert L. Ramirez 

Engineer Signature: Robert Ramirez Digitally signed by Robert Ramirez 

ON: cn=Robert Ramirez, o=KARCO Engineering, ou=Project Engineer, 

email::rramirez@karco.com, c:::US 

Date: 2017.05.04 09:30:24-07'00' 

Address: 9270 Holly Rd. 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 l00C) 

The TA was positioned in line with the test 

vehicle's centerline. The inline centered 

position examines the TA'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 Kia Rio 4-door sedan with 

test inertial mass of 2,458.1 lbs (1,115.0 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 TA at a 

velocity of 60.19 mph (96.87 km/ hr) and at 

an impact angle of 0.8°. 

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 TA system contained a display panel 

mounted to the lifting frame and was raised 

into the vertical deployed position. The 

display panel and lift frame 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 

vehicle's 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 

Narrative 

Description 

Evaluation 

Results 

3-51 (2270P) 

The TA was positioned in line with the test 

vehicle's centerline. The in line centered 

position examines the TA'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 5,006.6 lbs 

(2,271 .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 63.54 mph (103.25 

km/ hr) and at an impact angle of 0.4°. 

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 TA system contained a display panel 

mounted to the lifting frame and was raised 

into the vertical deployed position. The 

display panel and lift frame 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 

vehicle's 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 5 of 7 

3-52 (2270P) 

The TA 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 TA to safely attenuate offcenter 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 2011 RAM 1500 4-

door pickup truck with test inertial mass of 

5,002.2 lbs (2,269.0 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 TA at a velocity of 60.60 mph (97.52 km/ 

hr) and at an impact angle of 1.3°. 

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 TA system contained a display panel 

mounted to the lifting frame and was raised 

into the vertical deployed position. The 

display panel and lift frame 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 

vehicle's 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 

3-53 (2270P) 

The TA was positioned offset1⁄4 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 TA, the TA's structural adequacy, occupant 

risk, and with a minimum support vehicle 

weight of 13,560.4 lbs (6,151.0 kg) with the 

parking brake engaged and the 

transmission in 2nd gear. The recorded roll 

ahead for the support vehicle was 20.3 ft 

(6.2 m). The test was conducted using a 

commercially available 2012 RAM 1500 4-

door pickup truck with test inertial mass of 

4,998.9 lbs (2,267.50 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 63.12 mph (101.58 

km/hr) and at an impact angle of 9.8°. 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 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 TA system contained a display 

panel mounted to the lifting frame and was 

raised into the vertical deployed position. 

The display panel and lift frame 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 

vehicle's 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. 

PASS 

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: KARCO Engineering, INC 

Laboratory Signature: Robert Ramirez Digitally signed by Robert Ramirez 

ON:cn =Robert Ramirez, o=KARCO Engineering, ou =Project Engmee,,

ema1l =rramirez@karco.com, c=US 

Date: 2017.05.04 09:31 :S4 -07'00' 

Address: 9270 Holly Rd. Same as Submitter D 

Country: United States Same as Submitter D 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

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

Submit Form 

ATTACHNIENTS 

Attach to this form: 

I) Additional disclosures of related financial interest as indi cated above. 

2) A copy of the fu ll test repo1i, 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 acceptab le 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 a lso be subm itted 

to fac ilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
SECTION 4 

MASH TEST 3-50 SUMMARY 

Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36284-01 

Test Program: MASH 3-50 Test Date: 11/10/16 

9 TR-P36284-01-NC 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-50 SUMMARY 

Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36284-01 

Test Program: MASH 3-50 Test Date: 11/10/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. EXIT VELOCITY 

TEST NUMBER P36284-01 EXIT ANGLE 

TEST DESIGNATION 3-50 VEHICLE STABILITY ,.. Satisfactory 

TEST DATE 11 /10/16 

FINAL VEHICLE POSITION 31 .8 ft. (9.7 m) rearward and 2.0 ft. (0.6 m) rig ht 

TEST ARTICLE from its initial point on contact. 

NAME/ MODEL Scorpion II TL3 TA VEHICLE SNAGGING None 

TYPE Trailer Mounted Attenuator VEHICLE POCKETING None 

KEY ELEMENTS Curved Tubes , Aluminum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 1.5° 

MAXIMUM PITCH ANGLE 3.8° 

ARTICLE LENGTH 17.8 ft. (5.4 m) MAXIMUM YAW ANGLE -2.9° ? 

HEIGHT FROM GROUND 12.4 in. (315 mm) KINETIC ENERGY 297.7 kip-ft (403.6 kJ) ,-l'T 

MAXIMUM WIDTH 7.8 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal 33.5 ft/s (10.2 mis) ~--"-::..1 

SUPPORT VEHICLE Lateral 0.0 ft/s I 

TOTAL INSTALLATION LENGTH 45.2 ft (13.8 m) RIDEDOWN 

ACCELERATION 

Longitudinal -12.7 g i 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral 3.1 g I 

RESTRAINT Blocked AQainst Roll Ahead THIV 33.1 ft/s (10.1 mis) t 

TEST VEHICLE PHO 12.8 g 1 

TYPE / DESIGNATION 1100C ASI 1.68 • ~,__,..,.__,...f 

YEAR, MAKE AND MODEL 2012 Kia Rio TEST ARTICLE DEFLECTIONS 

CURB MASS 2,539.7 lbs (1 ,152.0 kg) DYNAMIC DEFLECTION 8.92 ft. (2.72 m) ~-~ 

TEST INERTIAL MASS 2,458.1 lbs (1,115.0 kg) STATIC DEFORMATION 7.48 ft. (2.28 m) f 

GROSS STATIC MASS 2,631 .2 lbs (1,193.5 kg) 

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

IMPACT VELOCITY 60.19 mph (96.87 km/h) 

IMPACT ANGLE 0.8° VEHICLE DAMAGE 

IMPACT LOCATION / ORIENTATION 0.5 in. (13 mm) right of TA centerline. VEHICLE DAMAGE SCALE 

COLLISION DAMAGE CLASSIFICATION 

-~-..........,~.... 12-FD-4 

.- ___....... 12FDEW4 

10 TR-P36284-01-NC 
SECTION 4 

MASH TEST 3-51 SUMMARY 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-51 SUMMARY 

Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36017-01 

Test Program: MASH 3-51 Test Date: 12/09/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Engineering , LLC. EXIT VELOCITY 

TEST NUMBER P36017-01 EXIT ANGLE . ·-

TEST DESIGNATION 3-51 VEHICLE STABILITY -· - -

Satisfactory 

TEST DATE 12/09/16 

FINAL VEHICLE POSITION 10.4 ft. (3.2 m) forward and 1.3 ft. (0.4 m) right 

TEST ARTICLE from its initial point on contact.

NAME/ MODEL Scorpion II TL3 TA VEHICLE SNAGGING None ; 

TYPE Trailer Mounted Attenuator VEHICLE POCKETING None 

KEY ELEMENTS Curved Rails, Aluminum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 4.9° 

MAXIMUM PITCH ANGLE 6.6° 

ARTICLE LENGTH 17.8 ft. (5.4 m) MAXIMUM YAW ANGLE -14.7' 

HEIGHT FROM GROUND 12.8 in. (325 mm) KINETIC ENERGY _______...( 675. 7 kip-ft (916.2 kJ) 

MAXIMUM WIDTH 7.8 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal 31.2 ft/s (9.5 mis) •-----._.--....,c 

SUPPORT VEHICLE Lateral 0.7 ft/s (0.2 mis) t 

TOTAL INSTALLATION LENGTH 45.2 ft (13.8 m) RIDEDOWN 

ACCELERATION 

Longitudinal -19.3 g r 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral -2.5 g r 

RESTRAINT Blocked Against Roll Ahead THIV 31 .2 ft/s (9.5 mis) 

TEST VEHICLE PHO 12.8 q s 

TYPE / DESIGNATION 2270P ASI j 1.45 -- ---~ 

YEAR, MAKE AND MODEL 2012 RAM 1500 TEST ARTICLE DEFLECTIONS 

CURB MASS 4,935.0 lbs (2,238.5 kg) DYNAMIC DEFLECTION ......._, 11 .98 ft. (3.65 m) 

TEST INERTIAL MASS 5,006.6 lbs (2,271 .0 kg) STATIC DEFORMATION 10.24 ft. (3.12 m) 

GROSS STATIC MASS 5,006.6 lbs (2,271.0 kg) 

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

IMPACT VELOCITY 63.54 mph (103.25 km/h) 

IMPACT ANGLE 0.4' VEHICLE DAMAGE 

IMPACT LOCATION / ORIENTATION 0.68 in. (17 mm) left of TMA centerline. VEHICLE DAMAGE SCALE ~,. 12-FD-3 

COLLISION DAMAGE CLASSIFICATION ---~.,,_ 12FDEW2 ~ 

10 TR-P36017-01-NC 
SECTION 4 

Test Article: 

Test Program: 

MASH TEST 3-52 SUMMARY 

TrafFix Devices ScorQion II TL3 TA 

MASH 3-52 

Project No. 

Test Date: 

P36165-01 

12/20/16 

10 TR-P36165-01-NC 
SECTION 4 ... (CONTINUED) 

MASH TEST 3-52 SUMMARY 

Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36165-01 

Test Program: MASH 3-52 Test Date: 12/20/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Engineering, LLC. EXIT VELOCITY 

TEST NUMBER P36165-01 EXIT ANGLE 

TEST DESIGNATION 3-52 VEHICLE STABILITY Satisfactory 

TEST DATE 12/20/16 

FINAL VEHICLE POSITION 10.5 ft. (3.2 m) forward and 15.1 ft. (4.6 m) left 

TEST ARTICLE from its initial point on contact.

NAME / MODEL Scorpion II TL3 TA VEHICLE SNAGGING None 

TYPE Trailer Mounted Attenuator VEHICLE POCKETING None 

KEY ELEMENTS Curved Rails, Aluminum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 9.5° a;: 

MAXIMUM PITCH ANGLE -19.8° ) 

ARTICLE LENGTH 17. 8 ft. (5.4 m) MAXIMUM YAW ANGLE r 36.3° l 

HEIGHT FROM GROUND 12.8 in. (325 mm) KINETIC ENERGY 614.1 kip-ft (832.6 kJ) ~ 

MAXIMUM WIDTH 7.8 ft. (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Concrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal 30.2 ft/s (9.2 m/s) 

SUPPORT VEHICLE Lateral 1.6 ft/s (0.5 mis) 

TOTAL INSTALLATION LENGTH 45.2 ft (13.8 m) RIDEDOWN 

ACCELERATION 

Longitudinal -10.0 g ..s 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral -2.4 g J 

RESTRAINT Blocked Against Roll Ahead THIV 30.2 ft/s (9.2 m/s) ~ 

TEST VEHICLE PHO 10.1 g ! 

TYPE / DESIGNATION 2270P ASI 0.88 ~_J 

YEAR, MAKE AND MODEL 2011 RAM 1500 TEST ARTICLE DEFLECTIONS 

CURB MASS 4,985.7 lbs (2,261 .5 kg) DYNAMIC DEFLECTION 11 .32 ft. (3.45 m) "--<r'7i 

TEST INERTIAL MASS 5,002 .2 lbs (2,269.0 kg) STATIC DEFORMATION 10.56 ft. (3.22 m) ~ 

GROSS STATIC MASS 5,002.2 lbs (2,269.0 kg) 

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

IMPACT VELOCITY 60.60 mph (97. 52 km/h) 

IMPACT ANGLE 1.3° VEHICLE DAMAGE 

TARGET OFFSET/ ACTUAL OFFSET 26.5 in. (674 mm)/ 25.8 in. (655 mm) 

VEHICLE DAMAGE SCALE LI"'t.--.;..._°li"""'--- 12-FD-4 

COLLISION DAMAGE CLASSIFICATION -~ 12FDEW3 ~ 

11 TR-P36165-01-NC 
Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36177-01 

Test Program: MASH 3-53 Test Date: 12/21/16 

 

9 TR-P36177-01-NC 

SECTION 4 

MASH TEST 3-53 SUMMARY 
SECTION 4 ... (CONTINUED) 

MASHTEST3~3SUMMARY 

Test Article: TrafFix Devices ScorQion II TL3 TA Project No. P36177-01 

Test Program: MASH 3-53 Test Date: 12/21/16 

GENERAL INFORMATION EXIT CONDITIONS 

TEST AGENCY KARCO Engineering , LLC. EXIT VELOCITY 

TEST NUMBER P36177-01 EXIT ANGLE 

- TEST DESIGNATION 3-53 VEHICLE STABILITY - - . Satisfactory 

TEST DATE 12/21 /16 

FINAL VEHICLE POSITION 56.1 ft. (17.1 m) forward and 34.1 ft. (10.4 m) left 

TEST ARTICLE from its initial point on contact.

NAME / MODEL Scorpion II TL3 TA VEHICLE SNAGGING None 

TYPE Trailer MoLnted Attenuator VEHICLE POCKETING None \' 

KEY ELEMENTS Curved Rails, Alumirum Honeycomb, Support 

Frame, Cartridge Section 

MAXIMUM ROLL ANGLE 10.9° I 

MAXIMUM PITCH ANGLE 5.7° I' 

ARTICLE LENGTH 17.8 ft. (5.4 m) MAXIMUM YAW ANGLE ', 133° 

HEIGHT FROM GROUND 12.75 in. (324 mm) KINETIC ENERGY 665.8 kip-ft (902.7 kJ) ~ 

MAXIMUM WIDTH 7.8 t . (2.4 m) OCCUPANT RISK VALUES 

ROAD SURFACE Ce:ncrete OCCUPANT IMPACT 

VELOCITY 

Longitudinal "--··-- 27.9 ft/s (8.5 m/s) 

SUPPORT VEHICLE Lateral 3.9 ft/s (1.2 m/s) 

TOTAL INSTALLATION LENGTH 45.2 ft (13.8 m) RIDEDOWN 

ACCELERATION 

Longitudinal -12.6 g 

YEAR, MAKE AND MODEL 1991 Ford F700 Lateral -3.9 g 

RESTRAINT 2nd Gear, Parkino Brake Enoaoed THIV 28.2 ft/s (8.6 m/s) 

TEST VEHICLE PHO 13.2 g 

TYPE/ 

YEAR, MAKE 

DESIGNATION 

AND MODEL 2012 

2270P 

RAM 1500 

ASI 

TEST ARTICLE DEFLECTIONS 

1.08 ~ 

CURB MASS 4,986.8 lbs (2,262.0 kg) DYNAMIC DEFLECTION -._,.- 9.83 ft. (3.00 m) 

TEST INERTIAL MASS 4,998.9 lbs (2,267.5 kg) STATIC DEFORMATION 9.10 ft. (2.77 m) 

GROSS STATIC MASS 4,998.9 lbs (2,267.5 kg) 

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

IMPACT VELOCITY 63.12 mph (101.58 km/h) 

IMPACT ANGLE :1.8° VEHICLE DAMAGE 

TARGET OFFSET/ ACTUAL OFFSET 19.9 in. (505 mm) / 19.4 in. (493 mm) 

VEHICLE DAMAGE SCALE 12-FD-4 -~ 

COLLISION DAMAGE CLASSIFICATION ~ 12FDEW3 

10 TR-P36177-01-NC 
 

 

www.traffixdevices.com 
4 

D D

C C

Assembled View of Arrowboard Lift Install 

to Scorpion II TA 

UNLESS OTHERWISE SPECIFIED: All D(MENSIONS AkE IN fEET [m). 160 Avenida La Para OECIM.4.1..: X.X ! .0,25" TrafFix ~ San Clemente, CA 92673 X. XX !.032'" (949) 351-5653 • X.XXX! .015" Devices Inc. ,1:11 FAX/949135 1-9205 ! OEGIIEES: ! 0.5 ' 0 www.traftixd6vices.com 

TOLERANCES: 

Exploded View of Arrowboard Lift Install TITLE : 

A to Scorpion II TA A

TL-3 Scorpion II TA 

w/ Arrowboard Lift 

I - -1 lc-c--c-- ~ SIZE -~ DWG~NO.- REV I ,ORAWN BY: DATE: 

c~~~•~!!!!_ 8/31/17 1 CHECKED BY: -,-DATE· I B 900-194 A i. FA ,.!1_~Jii7 1 

)An ROVED &Y: DAU: SHEET 2-F 27 fjQ[f_S: UNLESS OTHEfiWISE_SPEC{flED . FA _,,_ a/31 / 17 

8 4 3 2