U.S.Department 

of Transportation 

Federal Highway 

December 21, 2012 

1200 New Jersey Ave., SE 

Washington, D.C . 20590 

Administration 

In Reply Refer To: 

HSST/CC-l 15B 

Mr. Brian Smith 

Trinity Highway Products, LLC 

2525 North Stemmons Freeway 

Dallas, Texas 75207 

Dear Mr. Smith: 

This letter is in response to your request for the Federal Highway Administration (FHW A) to 

review a roadside safety system for eligibility for reimbmsement under the Federal-aid highway 

program. 

Name of system: Trinity SOFT-STOP Terminal for line posts with 8" wood offset blocks 

and a 1-foot offset from tangent (flare rate of 50: 1 ). 

Type of system: W-Beam Guardrail Terminal 

Test Level: MASH Test Level 2 (TL-2) 

Testing conducted by: Original testing by Texas Transportation Institute 

Task Force 13 Designator: SEW22B 

Date ofrequest: November 1, 2012 

Date initially acknowledged: November 1, 2012 

Decision: 

The following device is eligible, with details provided in the form which is attached as an 

integral part of this letter: 

• Trinity SOFT-STOP Terminal for line posts with 

- 12-inch wood block-out as per eligibility letter CC-11 5 dated December 9, 2011 

- 8-inch wood block out for both line posts and post no 2 within the Trinity Soft 

Stop Terminal system, including an offset 1-foot from tangent at a flare 

rate of 50: 1 as per Eligibility Letter dated September 7, 20 12 

Based on a review of previous crash tests submitted by the manufacturer certifying the device 

described herein meets the crash test and evaluation criteria of the American Association of State 

Highway and Transportation Officials' Manual for Assessing Safety Hardware (MASH), the 

device is eligible for reimbursement under the Federal-aid highway program. Eligibility for 

reimbursement under the Federal-aid highway program does not establish approval or 

endorsement by the FHWA for any particular purpose or use. 

The FHW A, the Department of Transportation, and the United States Government do not 

endorse products or services and the issuance of a reimbursement eligibility letter is not an 

endorsement of any product or service. 
2 

Requirements 

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

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

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

Description 

The device and supporting documentation are described in the attached form. 

Summary and Standard Provisions 

Therefore, the system described and detailed in the attached form is eligible for reimbursement 

and may be installed under the range of conditions tested. 

Please note the following standard provisions that apply to FHW A eligibility letters: 

• 	 This letter provides a AASHTO/ ARTBA/ AGC Task Force 13 designator that 

should be used for the purpose ofthe creation of a new and/or the update of existing 

Task Force 13 drawing for posting on the on-line 'Guide to Standardized Highway 

Barrier Hardware' currently referenced in AASHTO Roadside Design Guide. 

• 	 This finding of eligibility does not cover other structural features ofthe systems, 

nor conformity with the Manual on Uniform Traffic Control Devices. 

• 	 Any changes that may influence system conformance with MASH will require a 

new reimbursement eligibility letter. 

• 	 Should the FHW A discover that the qualification testing was flawed, that in-service 

performance reveals safety problems, or that the system is significantly different· 

from the version that was crash tested, we reserve the right to modify or revoke this 

letter. 

• 	 You are expected to supply potential users with sufficient information on design 

and installation 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 ofthe MASH. 

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

number CC-115B and 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 at our office 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. The FHW A does not become involved in issues concerning patent law. 

Patent issues, if any, are to be resolved by the applicant. 

• 	 The Trinity SOFT-STOP Terminal is a patented product and considered proprietary. 

Ifproprietary 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 
3 

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 635.4 11. 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 
Version 4.1 (10/11) 

Page 1 of 5 

Request for Federal Aid Reimbursement Eligibility 

Of Highway Safety Hardware 

Date of Request: December 19, 2012

... Name: Don Gripne ...

GI 

... ·e Company: TRINITY HIGHWAY PRODUCTS, LLC ..D 

:I Address: 2525 STEMMONS FREEWAY, DALLAS, TX 75207 

Michael S. Griffith, Director 

Ill 

To: FHWA, Office of Safety Technologies 

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

highway program. 

System Type Device Name I Variant 

'CC': Crash Cushions, Attenuators, &T SOFTSTOP TL-2 

Testing Criterion 

AASHTOMASH 

Test 

Level 

TL2 

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 test/ evaluation results meet the appropriate evaluation criteria in the MASH. 

Identification of the individual or organization responsible for the product: 

Contact Name: BRIAN SMITH 

Company Name: TRINITY HIGHWAY PRODUCTS, LLC 

Address 1: 2525 STEMMONS FREEWAY 

Address 2: 

City/State/Zip: DALLAS, TX 75207 

Country: USA 

PRODUCT DESCRIPTION 


Modification to Existing Hardware Non-Significant - Effect is positive or Inconsequential 

The original crash test ofthe Trinity Soft Stop (TII Crash Report 2009) as per Eligibility Letter CC-115 dated 

December 9, 2011 specified steel post and w-beam guardrail using 12-inch wood block out. The crash test 

report was conducted by Texas Transportation Institute (TII) entitled NCHRP 350 Crash Testing and Evaluation 

ofthe Vertical Squisher' dated February 2009 (TII Crash Report 2009). Eligibility Letter CC-115A dated 

September 7, 2012 was issued to include 8-inch wood block out for both line posts and post no 2 within the 

Trinity Soft Stop Terminal system. This modification also includes an offset 1-footfrom tangent ofthe Trinity 

Soft Stop Terminal system as a flare rate of 50:1. 

This request is to accept the as-tested article as per CC-115 and CC-115A to meet the MASH Test Level-2 with an 

effective length of 25' - 9 1 /2". This is the length of the Soft Stop System. The length required to dissipate the 

energy of the 2270P test vehicle is calculated to be 21.1 feet (6.4 m). The calculated test results is on file with 

this request. 

This modification is considered Non-significant, Effect is Positive or Inconsequential. 
Version 4.1 (10/11) 

Page 2 of 5 

CRASH TESTING 

A brief description of each crash test and its result: 

Required Test Narrative Evaluation 


Number Description Results 


As per TII Crash Report 2009, an llOOC (24251 b) passenger car impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/h and 

0 degree, respectively, with the quarter point of the vehicle aligned with 

the center line of the nose of the terminal. This test is primarily intended 

to evaluate occupant risk and vehicle trajectory criteria. The SOFT -STOP 

slowed and redirected the II OOC vehicle. No occupant compartment 

2-30 (11 OOC) deformation occurred. The II OOC vehicle remained upright during and WAIVER REQUES 

after the collision event. Maximum roll was 25 degrees, and maximum 

pitch was 7 degrees. Occupant risk factors were within the limits specified 

for MASH test 3-30. The vehicle subsequently came to rest 27 feet 

downstream of impact and 34 feet toward traffic lanes. The SOFT-STOP 

performed acceptably according to the evaluation criteria of MASH test 

3-30. 

As per TII Crash Report 2009, A 2270P (5000 lb) pickup truck impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/hand 

0 degree, respectively, with the center line of the vehicle aligned with the 

center line of the nose of the terminal. This test is primarily intended to 

evaluate occupant risk and vehicle trajectory criteria. The SOFT-STOP 

brought the 2270P vehicle to a controlled stop. No occupant 2-31 (2270P) WAIVER REQUES compartment deformation occurred. The 2270P vehicle remained upright 

during and after the collision event. Maximum roll was 4 degrees, and 

maximum pitch was -3 degrees. Occupant risk factors were within the 

limits specified for MASH test 3-31. The 2270P vehicle came to rest within 

the installation. The SOFT-STOP performed acceptably according to the 

evaluation criteria of MASH test 3-31. 

As perTII Crash Report 2009, an llOOC (24251 b) passenger car impacting 

the terminal end-on at a nominal impact speed and angle of 62 mph and 

5/15 degrees, respectively, with the center line of the vehicle aligned with 

the center line of the nose ofthe terminal. This test is primarily intended 

to evaluate occupant risk and vehicle trajectory criteria. The SOFT -STOP 

slowed and stopped the llOOC vehicle. No occupant compartment 

2-32 (1100C) deformation occurred. The II OOC vehicle remained upright during and WAIVER REQUES 

after the collision event. Maximum roll was 28 degrees, and maximum 

pitch was -26 degrees. Occupant risk factors were within the limits 

specified for MASH test 3-32. The vehicle subsequently came to rest 

with the front of the vehicle adjacent to post 4 of the terminal, with most 

of the vehicle toward the field side. The SOFT -STOP performed 

acceptably according to the evaluation criteria of MASH test 3-32. 

As per TII Crash Report 2009, the 2000P vehicle, traveling at an impact 

speed of 62.7 mi/h, impacted the nose ofthe Vertical Squisher end-on at 

an impact angle of 16.3 degrees. At 0.044 s after impact, the head ofthe 

terminal began to move along the rail, and at 0.093 s, the 2000P vehicle 

began to redirect toward the field side. The front right tire contacted the 

terminal at 0.207 s. The vehicle began to travel parallel with the guardrail 2-33 (2270P) WAIVER REQUES at 0.285 s, at a speed of 48.2 mi/h (77.6 km/h). At 0.372 s, the 2000P 

vehicle overrode the terminal and lost contact with the guardrail and was 

traveling at an exit speed and angle of 51.7 mi/h (83.2 km/h) and 1.8 

degrees, respectively. After completely exiting the installation, the 2000P 

vehicle partially traversed a steep mound of soil and came to rest on its 

right side 242 ft downstream and 30 ft toward the field side. 
Version 4.1 (10/11) 

Page 3 of 5 

Required Test Narrative 


Number Description 


Evaluation 


Results 


As per TII Crash Report 2009, an llOOC (24251 b) passenger car impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 15 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the critical impact point (CIP) of the length of need (LON) ofthe 

terminal. This test is primarily intended to evaluate occupant risk and 

vehicle trajectory criteria. The SOFT-STOP contained and redirected the 

llOOC vehicle. The vehicle did not penetrate or override the installation. 

Maximum dynamic deflection was 1.96 feet and the head fed through 6.2 2-34 (11 OOC) WAIVER REQUES feet of w-beam rail element. Maximum occupant compartment 

deformation was 1.0 inch inward in the area of the instrument panel on 

the left side. The 1 I OOC vehicle remained upright during and after the 

collision event. Maximum roll was 10 degrees, and maximum pitch was -4 

degrees. Occupant risk factors were within the limits specified for MASH 

test 3-34. The vehicle subsequently came to rest 15 feet toward traffic 

lanes in front of post 8. The SOFT -STOP performed acceptably according 

to the evaluation criteria of MASH test 3-34. 

As perTII Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 25 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the beginning of the LON of the terminal. This test is primarily intended to 

evaluate structural adequacy and vehicle trajectory criteria. The SOFTSTOP contained and redirected the 2270P. The vehicle did not under ride 

or override the installation. Although thew-beam rail anchorage released 

late in the impact event, the vehicle did not penetrate the installation. 

While the vehicle was in contact with thew-beam, the maximum dynamic 2-35 (2270P) deflection was I 0.4 feet. However, the upstream anchor released 

and as the vehicle lost contact with thew-beam, thew-beam continued 

to deflect, reaching a maximum displacement of 11.6 feet. The kickpanel 

of the left side was deformed inward 0.4 inch. The 2270P vehicle 

remained upright during and after the collision event. Maximum roll was 

-30 degrees, and maximum pitch was -12 degrees. Occupant risk factors 

were within the preferred limits specified for MASH test 3-31. The 2270P 

vehicle exited within the exit box. The SOFT -STOP performed acceptably 

according to the evaluation criteria of MASH test 3-35. 

As per TII Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 25 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the CIP with respect to the transition to the stiff barrier or backup 

structure. As aw-beam guardrail terminal, the SOFT-STOP will never be 

2-36 (2270P) attached directly to a backup structure, and the transition to a stiff barrier WAIVER REQUES 

is basically at Post 3. Therefore, Trinity feels that Test 3-36 is irrelevant and 

was therefore not conducted. 

Eligibility Letter CC-115 indicated that MASH test 3-36 may be waived 

because the SOFT-STOP will not be connected to any stiffer device than 

W -beam guardrail. 

As per TII Crash Report 2009, a 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal impact speed and angle of 62 mi/hand 25 

degrees, respectively, mid-point between the nose and the end of the 

terminal in the reverse direction. This test is intended to evaluate the 

performance of a terminal for a "reverse" hit. However, researchers at TII 2-37 (2270P) WAIVER REQUES believe that the reverse direction impact would be more critical for the II 

OOC (2425 lb) passenger car than for the 2270P pickup. Therefore, an II 

OOC (2425 lb) passenger car was used in Test 3-37. 

Eligibility Letter CC-115 indicated that the substitution of the llOOC 

vehicle to evaluate the reverse direction impact was appropriate. 
Version 4.1 (10/11) 

Page 4 of 5 

2-38 (1500A) 

As per TTI Crash Report 2009, a 1 SOOA (33071 b) passenger car impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/h and 

0 degree, respectively, with the center line ofthe vehicle aligned with the 

center line ofthe nose ofthe terminal. This test is primarily intended to 

evaluate the performance of the staged attenuator/terminal when 

impacted by a mid-size vehicle. The SOFT-STOP is not a staged device. 

Therefore Test3-38 was not conducted. However, as per Appendix G of 

MASH, calculations based on Test 3-31 have been performed to predict 

the occupant risk values for the 1500A (33071 b) vehicle. The results of 

these calculations (shown on the enclosed document) predict that in 

crash testing with the 1500A (33071 b) vehicle, the SOFT-STOP Terminal, 

would perform acceptably according to the Test Level 3 (TL-3) evaluation 

criteria set out in the MASH guidelines for terminals. 

Eligibility Letter CC-115 indicates that test 3-38 is not necessary because 

the SOFT-STOP is not a staged device and that manufacturers calculations 

predict crash worthy performance with the 1500A vehicle. 

WAIVER REQUEs· 

2-40 (1100C) Does not apply to non-gating/energy absorbing devices. 

2-41 (2270P) Does not apply to non-gating/energy absorbing devices. 

2-42 (1100C) . Does not apply to non-gating/energy absorbing devices. 

2-43 (2270P) Does not apply to non-gating/energy absorbing devices. 

2-44 (2270P) Does not apply to non-gating/energy absorbing devices. 

2-45 (1500A) Does not apply to non-gating/energy absorbing devices. 

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 Transportation Institute 

Laboratory Contact: Dean Alberson 

Address: 3135 TAMU, College Station, TX. 77843-3135 

Country: USA 

Accreditation Certificate 

Number and Date: 

Mechanical 2821.01, Current date April 30, 2013 

ATTACHMENTS 

Attach to this form: 

1) A copy of the Test Data Summary Sheet for each test conducted in support of this request. 

2) 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 key to understanding the performance of the device should also be submitted to facilitate our 

review. 
Version 4.1 (10/11) 

Page 5 of 5 

FHWA Official Business Only: 

Eligibility Letter AASHTOTF13 

Number Date Designator Key Words 

CC-1158 December 20, 2012 SEW22B 

TL2, non-gating/energy absorbing terminal, 

tensioned w-beam guardrail terminal, steel yielding 

terminal posts, deflector terminal head 
Inputs and lntial Condition' Value Units Description Outputs 

M2306.06 _2306.06 kg Test veh icle mass Time @2 Max Ridedown Acceleration . o,6024 s 

98.3309 km/hr Ridedown Acceleration -10:6 g 

Vo2306.06 Test impact velocity 27.31 m/s Time of Occupant Impact -­ 0.2046 s

T2270p ,\, 2 s Time for acceleration data acquisition Occupant Impact Velocity 5.9 m/s 

Msedan 2270 kg Mass of Sedan 

,\; 70 km/hr 6.4 m 

Vosedan 

19.4 m/s Initial Velocity of Sedan Max Deflection 21.l lft I 

Time Step 2306.06 0..0001 s 

G . ~l m/s/\2 Gravational Constant 

-KEo2306.06 -860,232 J Initial Kinetic Energy 2306.06 

-KEo2270 -429,128 J Initial Kinetic Energy 2270 

OlV Travel Distance 0.60 m 

Data File Location T:\2012-2013\Trinity_Soft_Stop_Analysis_TL2\Data\ASCII\400001 ptsq7b00 I.FIL -- . . - ,_ ' 
In puts and lntial Condition'. Value Units Description Outputs 

M2306.06 2306.06 kg Test veh icle mass Time (@ Max Ridedown Acceleration ' 0.27 10 s 

Vo2306.06 98.3309 km/hr Test im pact ve locity 

Ridedown Acceleration -1L7 g 

27.3 1 m/s Time of Occupant Impact 0.1406 s 

T2270p 2 s Time fo r acce lerati on data acq uisition Occupant Im pact Velocity 8.0 mis 

Msedan 1100 kg Mass of Sedan 

70 km/hr 3.2 m 

Vosedan 

19.4 mis Initial Velocity of Sedan Max Deflection 10.5 ft 

Time Step 2306.06 0.0001 s 

G 9.81 m/s/\2 Gravational Constant 

-KEo2306.06 -860,232 J Initia l Kinetic Energy 2306.06 

-KEo I I 00 -207,948 J Initial Kinetic Enemv 1100 

OIV Travel Distance 0.60 m 

Data File Location T: \2012-2013\ Trinity_ Soft_Stop_ Ahalysis _ TL2\Data\ASCII\400001ptsq7b001 .FIL •'