1200 New Jersey Ave., SE

 Washington, D.C. 20590

1 

In Reply Refer To: 

HSST-1/B-366 

Thomas Cho 

Triborough Bridge and Tunnel Authority (TBTA) 

Engineering and Construction, Room 215, 

Robert Mosses Building, Randall’s Island, 

New York City, NY 10035 

USA

Dear Mr. Cho: 

We received your correspondence of October 26, 2021 requesting issuance of a reimbursement 

eligibility letter under the Federal-aid highway program for the roadside safety system, device, 

design, product, or hardware (collectively “device”) described below. This letter is assigned 

Federal Highway Administration (FHWA) control number B-366. 

ELIGIBILITY LETTERS

The FHWA issues Federal-aid reimbursement eligibility letters for new roadside safety devices

that are crash tested in accordance with the industry standard of the American Association of 

State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware 

(MASH). 

FHWA, the Department of Transportation, and the United States (government) do not regulate 

roadside safety devices, crash test facilities, or the manufacturing industry. Issuance of 

eligibility letters is discretionary and provided only as a service to the states. FHWA may, at its 

discretion, decline to issue, revise, or rescind an eligibility letter. Eligibility letters are only 

issued by the FHWA headquarters Office of Safety. 

Eligibility letters are issued only as notice to the states that a device is eligible for reimbursement 

under the Federal-aid highway program. They do not establish approval or certification for any 

other purpose. Issuance of an eligibility letter is not a prerequisite or requirement for state 

transportation agencies seeking to use Federal-aid funds for roadside safety devices. State 

agencies may use a device for which an eligibility letter has not been issued and seek Federal-aid 

reimbursement. 

FEDERAL-AID REIMBURSEMENT

The request for issuance of this letter certified the device was crash tested in accordance with the 

industry standard of AASHTO’s MASH. This eligibility letter is based on that certification and 

the material offered in support of its issuance. The device described below is eligible for 

reimbursement under the Federal-aid highway program. 

August 5, 2022
2 

Name of system: RK-19 Bridge Rail

Type of system: Bridge Rail 

Test Level: Test Level 5

 Testing conducted by: Texas A&M Transportation Institute 

Date of request: October 26, 2021 

Information about the device, including material such as the eligibility request, crash test reports, 

drawings, or images are included in one or more attachment(s) to this letter. 

In accordance with FHWA's Memo "Federal-aid Reimbursement Eligibility Process for Safety

Hardware Devices" dated November 12, 2015, FHWA will make note of any reported damage to 

a test vehicle's fuel tank, oil pan, or other feature that might serve as a surrogate of the fuel tank. 

AASHTO's MASH states "Although not a specific factor in assessing test results, integrity of a 

test vehicle's fuel tank is a potential concern. It is preferable that the fuel tank remains intact and 

not be punctured. Damage or rupture of the fuel tank, oil pan, or other feature that might serve as 

a surrogate of the fuel tank should be reported". The test report included in this submittal states 

right fuel tank was damaged in Test 5-12. 

Eligibility letter B-366 is inapplicable to devices, optional equipment, alternate materials, or 

other features that were not crash tested in accordance with AASHTO’s MASH. 

This letter is issued only for the subject device as crash tested under AASHTO’s MASH. Later 

modification(s) of the device are not eligible for Federal-aid reimbursement under this letter. 

Notice of later modification(s) should be given to transportation agencies, facility owners, and 

operators (collectively “agencies”). 

Agencies should be provided appropriate information about the device’s design, installation, 

maintenance, materials, and mechanical properties. 

 

Issuance of this letter is discretionary, and it may be revised or rescinded at FHWA’s discretion. 

This letter is not a determination of compliance with the Manual on Uniform Traffic Control 

Devices for Streets and Highways (MUTCD) or ownership of any intellectual property rights. 

This eligibility letter is not a determination by the government that a crash involving the subject 

device will result in any particular outcome. It is limited to only the device’s eligibility for 

Federal-aid reimbursement. 

INTELLECTUAL PROPERTY 

Issuance of this eligibility letter does not convey property rights of any sort nor any exclusive 

privilege. This letter is not authorization or consent by the government for the use, manufacture, 

or sale of any patented or proprietary system, device, design, product, or hardware for which the 

requester is not the patent owner. Eligibility letters are not an expression of any view, position, 

or determination by the government as to the validity, scope, or ownership of any intellectual 

property rights to a specific device. These letters do not grant, impute, suggest, or otherwise 
3 

establish any ownership, distribution, or licensing rights to the requester. The government 

expresses no opinion about the intellectual property rights relating to any device for which this or 

any other eligibility letter is issued. 

PUBLIC DISCLOSURE

To prevent any misunderstanding, and as discussed above, this eligibility letter is assigned 

FHWA control number B-366. It should only be reproduced in full with its attachment(s). This 

letter and the material offered by the requester supporting its issuance is public information. All 

eligibility letters and supporting material are subject to public disclosure under the Freedom of 

Information Act (FOIA). Eligibility letters are available to the public at 

https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/. 

If you have any questions please contact Aimee Zhang at Aimee.Zhang@dot.gov. 

Sincerely,

Michael S. Griffith

Director, Office of Safety Technologies 

Office of Safety

Enclosures 
Page 1 of 6 

October 26, 2021 I 

Thomas Cho 

Triborough Bridge and Tunnel Authority {TBTA) 

Engineering and Construction, Room 215, Robert Mosses Building, Randall's 

Island, New York, NY 10035 

USA 

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 

'B': Rigid/Semi-Rigid Barriers  Physical Crash Testing AASHTO MASH TL5

{Roadside, Median, Bridge  Engineering Analysis

RK-19 Bridge Rail 

Railinasl 

Contact Name: Thomas Cho Same as Submitter 

Company Name: Triborough Bridge and Tunnel Authority {TBTA) Same as Submitter 

Address: Engineering and Construction, Room 215, Robert Mosses 

II Same as Submitter  n .. : 1-1 : - "- _._ .. ,_ •-•- .-1 ... ____ ,, _ _ ._ "'"' 11"\I"\..,~

Country: USA Same as Submitter 

Texas A&M Transportation Institute {TTI) was contracted by Ammann & Whitney/ WSP on behalf ofTBTA to 

perform full-scale crash testing of the RK-19 Bridge Rail. There are no shared financial interests in the RK-19 

Bridge Rail by TTI, or between Ammann & Whitney/ WSP and TTI, other than costs involved in the actual crash 

tests and reports for this submission to FHW A. 

**614911-01-1, -2, -3** 

 Version 10.0 (05/16)

Submitter

Request for Federal Aid Reimbursement Eligibility

of Highway Safety Hardware

 Date of Request: New Resubmission

Name:

Company:

Address:

Country:

Michael S. Griffith, Director To: FHWA, Office of Safety Technologies 

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

highway program.

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:

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

Eligibility Process for Safety Hardware Devices' document.
Page 2 of 6 

 New Hardware or

 Significant Modification

 Modification to

Existing Hardware 

The installation consisted of a steel bridge rail system mounted to a 1ft-10 inches thick orthotropic steel bridge 

deck, with a 3/8-inch-thick overlay. The bridge deck was 9 ft wide, and 50 ft-9 inches long, starting 1 ft-81⁄2 

inches upstream of post 3 and ending 1 ft-81⁄2 inches downstream of post 11. Steel W8x28 posts, which 

supported 1 rectangular and 3 square steel rails, were evenly spaced at 5 ft-11 inches center-to-center for a 

total length of 130 ft-2 inches. The top rail (HSS 6x6x1⁄2 inch) was mounted to the posts at 44-1 /8 inches from 

the roadway to the top of the rail, the preceding two rails (HSS 6x6x5/16 inch) were mounted below with 5 

inches between each rail, and the bottom rail (HSS 5x3x3/s inch) was mounted 6 inches below the rail above. 

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 Signature: 

1254 Avenue A, Bldg 7091, Bryan, Texas 77807 USA Same as Submitter 

Same as Submitter 

 Version 10.0 (05/16)

PRODUCT DESCRIPTION 

CRASH TESTING

Engineer Name:

Address:

Country:

 A brief description of each crash test and its result:
Page 3 of 6 

Required Test Narrative Evaluation 

Number Description Results 

Test 5-10 involves an 11 00C vehicle 

impacting the test article at a target impact 

speed of 62 mi/h ±2.5 mi/h and a target 

impact angle of 25° ± 1 .5°. The target CIP 

was for the right corner of the front bumper 

to impact 3.6 ft upstream of the centerline 

of the rail splice between posts 6 and 7. 

The results of the test conducted on April 

27, 2021, are found in TTI Test Report 

number 614911-01. The test vehicle was 

traveling at an impact speed of 62.4 mi/h as 

it made contact with the rail 3.5 ft upstream 

of the centerline of the rail splice between 

posts 6 and 7 at an impact angle of 25.0°. 

After loss of contact with the barrier, the 

vehicle came to rest 201 ft downstream of 

the impact point and 40 ft towards the 

traffic side. 

The bridge rail contained and redirected the 

11 00C vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The 11 00C vehicle exited within 

the exit box criteria. 

Working width was 17.5 inches. Maximum 

5-10 (1100() dynamic deflection was 1.3 inches during PASS the test. No permanent deformation was 

observed afterwards. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present hazard to others 

in the area. 

Maximum exterior crush to the vehicle was 

10.0 inches in the front and side planes at 

the right front corner at and above bumper 

height. Maximum occupant compartment 

deformation was 3.0 inches in the right 

front firewall/toe pan area. 

The 11 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 8° and 4°, 

respectively. Longitudinal OIV was 21.5 ft/s, 

and lateral OIV was 34.6 ft/s. Longitudinal 

occupant ridedown acceleration was 3.4 g, 

and lateral occupant ridedown acceleration 

11.2 g. The occupant risk factors were 

within the MASH allowable limits. 

The RK-19 Bridge Rail performed acceptably 

for MASH test 5-10. 

 Version 10.0 (05/16)
Page 4 of 6 

Required Test Narrative Evaluation 

Number Description Results 

Test 5-11 involves a 2270P vehicle 

impacting the test article at a target impact 

speed of 62 mi/h ±2.5 mi/h and a target 

impact angle of 25° ± 1 .5°. The target CIP 

was for the right corner of the front bumper 

to impact at 4.3 ft upstream of the 

centerline of the rail splice between posts 6 

and 7. 

The results of the test conducted on April 

29, 2021 are found in TTI Test Report 

number 614911-01. The test vehicle was 

traveling at an impact speed of 64.0 mi/h as 

it made contact with the barrier 4.1 ft 

upstream of the centerline of the rail splice 

between posts 6 and 7 at an angle of 25.1 °. 

After loss of contact with the barrier, the 

vehicle came to rest 241 ft downstream of 

the impact point and 31 ft towards the 

traffic side. 

The bridge rail contained and redirected the 

2270P vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The 2270P vehicle exited within 

the exit box criteria. 

Working width was 17.5-inches. Maximum 

5-11 (2270P) dynamic deflection during the test was 1.5 PASS inches. No permanent deformation was 

observed afterwards. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present hazard to others 

in the area. 

Maximum exterior crush to the vehicle was 

11.0 inches in the side plane at the right 

front corner above bumper height. 

Maximum occupant compartment 

deformation 1.0 inch in the right front fire 

wall/toe pan area and the right front 

kickpanel. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 9° and 7°, 

respectively. Longitudinal OIV was 16.2 ft/s, 

and lateral OIV was 31.7 ft/s. Longitudinal 

occupant ridedown acceleration was 6.7 g, 

and lateral occupant ridedown acceleration 

15.2 g. The occupant risk factors were 

within the MASH allowable limits. 

The RK-19 Bridge Rail performed acceptably 

for MASH test 5-11. 

 Version 10.0 (05/16)
Page 5 of 6 

Test 5-12 involves a 36000V vehicle 

impacting the test article at a target impact 

speed of 50 mi/h ±2.5 mi/h and a target 

impact angle of 15° ± 1 .5°. The target CIP 

was for the right corner of the front bumper 

to impact at 1 ft downstream of the 

centerline of the rail splice between posts 6 

and 7. 

The results of the test conducted on May 7, 

2021 are found in TTI Test Report number 

614911-01. The test vehicle was traveling at 

an impact speed of 51.8 mi/has it made 

contact with the barrier 0.9 ft downstream 

of the centerline of the rail splice between 

posts 6 and 7 at an angle of 15.9°. After loss 

of contact with the barrier, the vehicle came 

to rest 233 ft downstream of the impact 

point and 91 ft towards the traffic side. 

The bridge rail contained and redirected the 

36000V vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The 36000V vehicle exited 

within the exit box criteria. 

5-12 (36000V) Working width was 46.5 inches. Maximum PASS dynamic deflection during the test was 2.8 

inches. The maximum permanent 

deformation was 1.0 inch 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present hazard to others 

in the area 

Maximum exterior crush to the vehicle was 

10.0 inches at the right front corner at 

bumper height. Maximum occupant 

compartment deformation was 4.0 inches in 

the right front floor pan. 

The 36000V vehicle remained upright 

during and after the collision event. . 

Maximum roll and pitch angles were 19° 

and 50°, respectively. Longitudinal OIV was 

1.2 ft/s, and lateral OIV was 18.6 ft/s. 

Longitudinal occupant ridedown 

acceleration was 15.4 g, and lateral 

occupant ridedown acceleration 38.2 g. 

The RK-19 Bridge Rail performed acceptably 

for MASH test 5-12. 

5-20 (11 00C) This bridge rail is not a transition system. Non-Relevant Test, not conducted 

5-21 (2270P) This bridge rail is not a transition system. Non-Relevant Test, not conducted 

5-22 (36000V) This bridge rail is not a transition system. Non-Relevant Test, not conducted 

 Version 10.0 (05/16)
 

 

 

 

 

 

 

 

 

 

Laboratory Signature: 

Page 6 of 6 

Texas AM Transportation Institute 

Digitally signed by Darrell L. Kuhn 

'Date: 2021.10.26 09:46:42 -05'00 b~ 

1254 Avenue A, Bldg 7091, Bryan, Texas 77807 USA Same as Submitter 

USA Same as Submitter 

ISO 17025-2017 Laboratory 

A2LA Certificate Number: 2821.01 

Valid To: April 30, 2023 

Digitally signed by Thomas Cho 

Submitter Signature*:Thomas Cho ~':,'.,c:.;;;::::~:-;,:~:~:"""''

0

" 

emad=thomas.cho@mtacd.org, e=US 

Oate: 2022.01.2016:01:28-0S'OO' 

Version 10.0 (05/16)

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:

Address:

Country:

Accreditation Certificate

Number and Dates of current

Accreditation period :

 

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
TR No. 9-1002-15-2 1 2023-03-01 

0.000 s 0.120 s 0.240 s 0.360 s 

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

490026-4-1 

2016-07-20

Bridge Rail

TxDOT Type C2P Bridge Rail 

112 ft Rail Post-to-Post

Three steel rails supported on fabricated 

steel posts mounted on concrete curb and 

deck

Concrete Bridge Deck, Dry

1100C

2010 Kia Rio

2493 lb

2433 lb

165 lb

2598 lb

Impact Conditions

Speed ................................. 

Angle .................................. 

Location/Orientation............ 

Impact Severity.....................

Exit Conditions

Speed ................................. 

Angle .................................. 

Occupant Risk Values

Longitudinal OIV ................. 

Lateral OIV.......................... 

Longitudinal Ridedown........ 

Lateral Ridedown ................ 

THIV ................................... 

PHD.................................... 

ASI......................................

Max. 0.050-s Average 

 Longitudinal ..................... 

 Lateral.............................. 

 Vertical............................. 

63.0 mi/h

25.7 degrees

45 inches upstream 

of post 11 

60 kip-ft

49.5 mi/h

9.7 degrees

26.2 ft/s

33.1 ft/s

2.8 g

8.2 g

46.0 km/h

8.5 g

2.81

−14.9 g

19.7 g

−3.8 g

Post-Impact Trajectory

Stopping Distance...................... 

Vehicle Stability

Maximum Yaw Angle ................. 

Maximum Pitch Angle ................ 

Maximum Roll Angle .................. 

Vehicle Snagging....................... 

Vehicle Pocketing ......................

Test Article Deflections

Dynamic..................................... 

Permanent ................................. 

Working Width............................

Vehicle Damage

VDS...........................................

CDC........................................... 

Max. Exterior Deformation.......... 

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

Max. Occupant Compartment 

Deformation............................ 

174 ft downstream

2 ft twd field side

52 degrees

5 degrees

6 degrees

No

No

0.8 inch

None noted

14.0 inches

11LFQ5

11FLEW4

13.0 inches

LF0033000

4.0 inches Driver’s 

side toe pan

Figure 5-1. Summary of Results for MASH Test 4-10 on TxDOT Type C2P Bridge Rail. 
TR No. 9-1002-15-2 2 2023-03-01 

0.000 s 0.120 s 0.240 s 0.360 s 

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

490026-4-2 

2016-07-13

Bridge Rail

TxDOT Type C2P Bridge Rail

112 ft Rail Post-to-Post 

Three steel rails supported on fabricated 

steel posts mounted on concrete curb and 

deck

Concrete Bridge Deck, Dry

2270P

2011 Dodge RAM 1500

4911 lb

5048 lb

165 lb

5213 lb

Impact Conditions

Speed ............................... 

Angle ................................ 

Location/Orientation..........

Impact Severity...................

Exit Conditions

Speed ............................... 

Angle ................................ 

Occupant Risk Values

Longitudinal OIV ...............

Lateral OIV........................ 

Longitudinal Ridedown...... 

Lateral Ridedown .............. 

THIV ................................. 

PHD.................................. 

ASI.................................... 

Max. 0.050-s Average 

 Longitudinal ...................

Lateral............................ 

 Vertical...........................

62.9 mi/h

24.5 degrees

471⁄2 inches upstream 

of post 6 

115 kip-ft

50.5 mi/h

8.1 degrees

18.4 ft/s

29.5 ft/s

3.0 g

9.5 g

38.7 km/h

9.9 g

2.03

−9.9 g

15.3 g

−2.5 g

Post-Impact Trajectory

Stopping Distance......................

Vehicle Stability

Maximum Yaw Angle ................. 

Maximum Pitch Angle ................ 

Maximum Roll Angle .................. 

Vehicle Snagging....................... 

Vehicle Pocketing ......................

Test Article Deflections

Dynamic..................................... 

Permanent ................................. 

Working Width............................ 

Vehicle Damage

VDS...........................................

CDC........................................... 

Max. Exterior Deformation.......... 

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

Max. Occupant Compartment 

Deformation............................ 

220 ft downstream

1 ft twd traffic lanes

37 degrees

4 degrees

5 degrees

No

No

2.5 inches

1.4 inches

14.0 inches

11LFQ4

11FLEW3

13.0 inches

LF0000000

2.25 inches driver 

side dash.

Figure 6-2. Summary of Results for MASH Test 4-11 on TxDOT Type C2P Bridge Rail. 
TR No. 9-1002-15-2 3 2023-03-01 

0.000 s 0.200 s 0.400 s 0.600 s 

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....................................

Ballast................................. 

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

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

Texas A&M Transportation Institute (TTI)

MASH Test 4-12

490026-4-3 

2016-06-27

Bridge Rail

TxDOT Type C2P Bridge Rail 

144 ft Rail Post-to-Post

Three steel rails supported on fabricated 

steel posts mounted on concrete curb and 

deck

Concrete Bridge Deck, Dry

10000S 

2004 International 4200 single-unit box 

van truck

12,360 lb

10,287

22,220 lb

23,385 lb

Impact Conditions

Speed ................................. 

Angle .................................. 

Location/Orientation............ 

Impact Severity.....................

Exit Conditions

Speed ................................. 

Angle .................................. 

Occupant Risk Values

Longitudinal OIV ................. 

Lateral OIV.......................... 

Longitudinal Ridedown........ 

Lateral Ridedown ................ 

THIV ................................... 

PHD.................................... 

ASI......................................

Max. 0.050-s Average 

 Longitudinal .....................

 Lateral.............................. 

 Vertical.............................

58.4 mi/h

15.3 degrees

63 inches upstream 

of post 6

176 kip-ft

54.1 mi/h

Not obtainable

6.2 ft/s

15.1 ft/s

3.6 g

8.0 g

17.8 km/h

8.0 g

0.61

-1.8 g

5.4 g

-2.5 g

Post-Impact Trajectory

Stopping Distance...................... 

Vehicle Stability

Maximum Yaw Angle ................. 

Maximum Pitch Angle ................ 

Maximum Roll Angle .................. 

Vehicle Snagging....................... 

Vehicle Pocketing ...................... 

Test Article Deflections

Dynamic..................................... 

Permanent ................................. 

Working Width............................ 

Vehicle Damage

VDS........................................... 

CDC...........................................

Max. Exterior Deformation.......... 

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

Max. Occupant Compartment 

Deformation............................ 

240 ft dwnstrm

6 ft twd traffic

29 degrees

10 degrees

89 degrees

No

No

11.4 inches

7.25 inches

62.3 inches

NA

11FLEW5

14.0 inches

LF0000000

None

Figure 7-3. Summary of Results for MASH Test 4-12 on TxDOT Type C2P Bridge Rail.