U.S. Department 

of Transportation 

Federal Highway 

Administration 

June 3, 2020 

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-342 

Mr. David King 

KESS Corporation 

23 Alamo Court 

Elizabethtown, KY 42701 

USA 

Dear Mr. King: 

This letter is in response to your March 25, 2020 request for the Federal Highway Administration 

(FHWA) to review a roadside safety device, hardware, or system for eligibility for reimbursement 

under the Federal-aid highway program. This FHWA letter of eligibility is assigned FHWA 

control number B-342 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: 

• 8-inch King MASH16 Composite Block on 31” MGS

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, 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: 8-inch King MASH16 Composite Block on 31” MGS

Type of system: Longitudinal Barrier 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: Texas A&M Transportation Institute 

Date of request: March 25, 2020 

FHWA 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 crashworthiness of the system. 
3 

Standard Provisions 

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

control number B-342 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 FHWA to use, 

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

• This FHWA eligibility letter is not an expression ofany 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 FHW A 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. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 5 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

... 

QJ

....

....

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Date of Request: March 25, 2020  New  Resubmission 

Name: David King 

Company: 

Address: 

KESS Corporation 

23 Alamo Court, Elizabethtown, KY 42701 

.c 

::I 

Vl Country: USA 

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 FTJ 

Test System Type Submission Type Device Name / Variant Testing Criterion Level 

'B': Rigid/Semi-Rigid Barriers  Physical Crash Testing 8-inch King MASH16 AASHTO MASH TL

(Roadside, Median, Bridge Composite Block on 31"  Engineering Analysis Railinqs) MG

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: David King Same as Submitter 

Company Name: KESS Corporation Same as Submitter 

Address: 23 Alamo Court, Elizabethtown, KY 42701 Same as Submitter 

Country: USA 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. 

Texas A&M Transportation Institute (TTI) was contracted by the KESS Corporation to perform full-scale crash 

testing of the 8-inch King MASH 16 Composite Block on 31" MGS. There are no shared financial interests in the 8-

inch King MASH16 Composite Block on 31" MGS byTTI, or between KESS Corporation and TTI, other than the 

costs involved in the actual crash tests and reports for this submission to FHWA. 
Version 10.0 (05/16) 

Page 2 of 5 

PRODUCT DESCRIPTION 

 New Hardware or  Modification t

• Significant Modification Existing Hardware 

The test installation consisted of 162.5 ft of 12-gauge W-beam guardrail sections supported by 6-ft long 

W6x8.5 steel posts, with a TxDOT Downstream Anchor Terminal (DAT) on each end, for a total length of 181.25 

ft. The top of the W-beam guardrail was located 31 inches above grade, and the posts were spaced at 75 

inches. W-beam guardrail splices were located mid-span between posts. All steel was galvanized per ASTM 

International (ASTM) A 123 or ASTM A 153 specification. The rails were held off the posts in the length of need 

with 8-inch King MASHl 6 composite blackouts and secured with 10-inch guardrail bolts and nuts. The 

guardrail posts were embedded 40 inches. The supplied 8-inch King MASHl 6 composite blocks were formed 

using 99% recycled high-density polyethylene (HDPE) - blowing agent. The 8-inch King MASH 16 composite 

blocks are an alternate choice to be used in conjunction with the 31" Midwest Guardrail System (MGS). 

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: D. Lance Bullard, Jr. P.E. 

D. Lance Bullard, Jr. Digitally signed by D. Lance Bullard, Jr. Engineer Signature: Date: 2020.03.27 16:36:02 -05'00' 

Address: 3100 SH 47, Bldg 7091, Byran, Texas 77807 -•-r-11.11. ...., ..,,... - r, --~ --~I..,...., --,,- ,_ - - - Same as Submitter 

Country: _, .. .J ,_ ·- ' U:Jt Same as Submitter 

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

Page 3 of 5 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-10 (l 100C) 

Test 3-1 0 involves an 11 DOC 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 8.5 ft upstream of the 

centerline of Post #12. 

The results of the test conducted on January 

17, 2020 are found in TTI Test Report No. 

690900-KES2-3 . The test vehicle was 

traveling at a speed of 65.0 mi/has it made · 

contact with the 31-inch MGS Guardrail 

with 8-inch King MASH 16 Composite Blocks 

8.3 ft upstream of the centerline of Post #12 

and at an impact angle of 25.1 °. After loss of 

contact with the barrier, the vehicle came to 

rest 21 0 ft downstream of the impact point 

and 82 ft toward the traffic side. 

The 31-inch MGS Guardrail with 8-inch King 

MASHl 6 Composite Blocks contained and 

redirected the 11 DOC 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 of the rail 

during the test was 32.9 inches. Maximum 

permanent deformation was 18.0 inches. 

Working width was 38.9 inches, and height 

of working width was 1.0 inch. 

The 11 DOC vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 10° and 6°, 

respectively. 

Longitudinal OIV was 19.0 ft/sand lateral 

OIV was 16.1 ft/s. Maximum longitudinal 

occupant ridedown acceleration was 8.3 g, 

and maximum lateral occupant ridedown 

acceleration was 8.9 g. Occupant risk factors 

were within the maximum limits specified in 

MASH. 

Maximum exterior crush to the vehicle was 

11.5 inches in the side plane at the right 

front corner at bumper height. No 

occupant compartment deformation or 

intrusion was observed. 

The 31-inch MGS Guardrail with 8-inch King 

MASHl 6 Composite Blocks performed 

acceptably for MASH test 3-10. 

PASS 
Version 10.0 (05/16) 

Page 4 of 5 

Required Test Narrative Evaluation 

Number Description Results 

Test 3-11 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 the centerline of the face of 

post 14. 

The results of the test conducted on January 

9, 2020 are found in TTI Test Report No. 

690900-KES2-3. The test vehicle was 

traveling at a speed of 63.0 mi/has it made 

contact with the 31-inch MGS Guardrail 

with 8-inch King MASH 16 Composite Blocks 

centerline of Post #14 and at an impact 

angle of 24.8°. After loss of contact with the 

barrier, the vehicle came to rest 179 ft 

downstream of the impact point and 34 ft 

toward the field side. 

The 31-inch MGS Guardrail with 8-inch King 

MASHl 6 Composite Blocks contained and 

redirected the 2270P 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 48.2 inches. Maximum permanent 3-11 (2270P) PASS deformation was 29.5 inches. Working 

width was 57.0 inches, and the height of 

working width was 65.3 inches. 

The 2270P vehicle rema ined upright during 

and after the collision event. Maximum roll 

and pitch angles were 15° and 7°, 

respectively. 

Longitudinal OIV was 20.0 ft/sand lateral 

OIV was 13.1 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 5.2 g and maximum lateral 

occupant ridedown acceleration was 6.3 g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

14.0 inches in the side plane at the right 

front corner at bumper height. No 

occupant compartment deformation or 

intrusion was observed. 

The 31-inch MGS Guardrail with 8-inch King 

MASHl 6 Composite Blocks performed 

acceptably for MASH test 3-11. 
Version 10.0 (05/16) 

Page 5 of 5 

3-20 (1100C) This product is not a transition system. Non-Relevant Test, not conducted 

3-21 (2270P) This product is not a transition system. Non-Relevant Test, not conducted 

Full Scale Crash Testing was done in compliance with MASH by the following accredited crash test 

laboratory (cite the laboratory's accreditation status as noted in the crash test reports.): 

Laboratory Name: Texas A&M Transportation Institute 

Laboratory Signature: Digitally signed by Darrell L. Kuhn 

'Date: 2020.03.26 17:02:50 -05'00 

Address: 

3100 SH 47, Bldg 7091, Byran, Texas 77807 

TTI, TAMU 3135, 

College Station, TX 77843-3135 

Same as Submitter 

Country: USA Same as Submitter 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

ISO 17025-2017 Laboratory 

A2LA Certificate Number: 2821.01 

Valid To: April 30, 2021 

Submitter Signature*: 

ATTACHMENTS 

Attach to this form: 

I) 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 ofthis request. 

3) A drawing or drawings ofthe device(s) that conform to the Task Force-13 Drawing Specifications 

[Hardware G uide Drawing Standards]. For proprietary products, a sing le 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 ofthe device should also be submitted 

to facilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
 

 

 

 

 

 

 

 

 

 

 
 

 

 

 

 

 

 

 
 

 

 

 

 
 

 
 

 

 

 

 

 

 
 

 

 
f 

l 

--... --

-------------- ~ -

,. TexasA&M ~ Transportation 

Institute 

1-1/4" 1-5/8" 

78" 

Washer, 1" F844

15"10"7"0"

Nut, 1" A563 heavy hex

Anchor Cable Assembly

Standard Swedge Fitting and Stud 3/4" 6x19 Cable

1" -8 threads

 10'-5" 

9'-4-1/2"75"61"57"53"49"0"

6-1/4" 

DAT Terminal Rail 29/32" x 1-1/8" Slots

Scale 1:20 - See 4-space W-beam 

Guardrail drawing for cross-section 

and other dimensions.

 16" 

W-beam End Section

12 gauge steel - Scale 1:20

 R6-1/4" 

30.0° 

10-1/2" 2"0"

1" x 1-3/16" Slots

DAT Parts sheet 2

2019-07-26

Drawn by GES Sheet 3 of 3

T:\Drafting Department\Solidworks\Standard Parts\Guardrail Parts and Subs\Guardrail Drawings\DAT

Scale 1:10

DAT (Downstream Anchor Terminal)

Roadside Safety and

Physical Security Division -

Proving Ground