U.S. Department 

of Transportation 

Federal Highway 

Administration 

May 27, 2020 

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-339 

Mr. Ahmad Hammad 

WSP USA Inc. 

2200 Western Court, Suite 120 

Lisle, IL 60532 

USA 

Dear Mr. Hammad: 

This letter is in response to your February 7, 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-339 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: 

• F-Shape Barrier on Cantilevered Bridge Deck with Noise Wall Panels 

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: F-Shape Barrier on Cantilevered Bridge Deck with Noise Wall Panels 

Type of system: Bridge Barrier 

Test Level: MASH Test Level 5 (TL5) 

Testing conducted by: Texas A&M Transportation Institute. 

Date of request: February 7, 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-339 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 seli"'°any 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 ofvalidity, scope, or ownership of any intellectual property rights to a 

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

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

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

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

information related to crash testing. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

Submitter 

Date of Request: February07,2020 New Resubmission 

Name: PaulKovacs,P.E.,ChiefEngineering Officer 

Company: IllinoisStateTollHighway Authority 

Address: 2700OgdenAvenue,DownersGrove, IL 60515 

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&TestingCriterion-Enter from right to left starting with TestLevel ! -! - ! ! -! -! 

SystemType SubmissionType DeviceName / Variant TestingCriterion Test 

Level 

'B':Rigid/Semi-RigidBarriers PhysicalCrashTesting 

Engineering Analysis 

F-ShapeBarrier on 

Cantilevered Bridge 

Deckwith NoiseWall 

Panels 

AASHTOMASH TL5 

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: AhmadHammad,PhD,PE,SE SameasSubmitter 

CompanyName: WSPUSAInc. SameasSubmitter 

Address: 2200WesternCourt,Suite 120,Lisle,IL60532 SameasSubmitter 

Country: USA SameasSubmitter 

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 WSPUSAInc. (WSP)to perform full-scale crash 

testing of the6-ftTall IllinoisTollwayF-ShapeBarrier onCantileveredBridge Deckwith NoiseAbatement Wall 

Panels. There are no shared financial interests in the 6-ft Tall Illinois Tollway F-Shape Barrier on Cantilevered 

Bridge Deckwith NoiseAbatement WallPanelsbyTTI,or betweenWSPandTTI,other than costsinvolved in the 

actual crash testsand reportsfor thissubmission toFHWA. **690900-ITG1-3** 
 

 

 

 

 

 

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PRODUCT DESCRIPTION 

Help 

New Hardwareor Modification to 

Significant Modification ExistingHardware 

Theinstallation was90 ft-1⁄2inch longand consistedof a6-ft tall reinforcedconcreteF-shapeconcrete parapet 

anchored to acantilevered reinforcedconcrete deck.A1⁄2-inch joint in thedeckand parapet waslocated 30 ft 

from the upstream end of the installation.W8×48postsweresecured to thebackof the parapet,spacedat 11 

ft-8 incheson center.Thesepostssupported noiseabatement panels that extended 18 ft abovegrade. 

CRASH TESTING 

Bysignaturebelow, theEngineeraffiliated with the testing laboratory, agreesin support of thissubmission 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 testsare necessary to determine the device meets 

theMASH criteria. 

Engineer Name: D.LanceBullard,Jr. P.E. 

EngineerSignature: D.LanceBullard,Jr. Digitally signed by D. LanceBullard,Jr. 

Date:2020.02.07 13:07:50-06'00' 

Address: 3100SH47,Bldg 7091,BryanTX77807 SameasSubmitter 

Country: USA SameasSubmitter 

A brief description of each crash test and its result: Help 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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RequiredTest 

Number 

Narrative 

Description 

Evaluation 

Results 

5-10(1100C) 

Test5-10 involvesan 1100Cvehicle 

impacting the testarticleat 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 determined using the information 

provided in MASHSection 2.2.1,Section 

2.3.2, and Table 2-7 and was for the left 

corner of the front bumper to impactat 3.6 

ft upstream of thebarrier joint. 

The results of the test conducted on 

September26,2019,arefoundin TTITest 

Report number 690900-ITG1-3. The test 

vehicle wastravelingat an impactspeedof 

62.2mi/h asit madecontact with thebarrier 

3.9 ft upstream of the barrier joint at an 

impactangle of 25.1°.After lossof contact 

with the barrier, the vehicle came to rest 

242 ft downstream of theimpact point and 

50 ft towards the trafficside. 

The barrier contained and redirected the 

1100C vehicle. The vehicle did not 

penetrate, underride, or override the 

installation.The1100Cvehicleexited within 

theexit boxcriteria. 

Workingwidth was43.0inchesto thefield 

side of postsupport protrusions. Therewas 

no measurable dynamic deflection during 

the test, or permanent deformation 

observed afterwards, for either the barrier 

or thewall. 

No detachedelements,fragments,or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment,or present hazard to others 

in thearea. 

Maximum exteriorcrush to thevehicle was 

9.5inchesin the front planeat theleft front 

corner at bumper height. Maximum 

occupant compartment deformation was 

2.5inchesin the left floor panarea. 

The1100Cvehicle remainedupright during 

andafter thecollision event.Maximum roll 

and pitch angles were 10° and 9°, 

respectively. Longitudinal OIVwas21.0ft/s, 

and lateral OIV was 30.8 ft/s. Longitudinal 

occupant ridedown acceleration was3.2g, 

and lateral occupant ridedown acceleration 

9.6g. Theoccupant riskfactorswere 

within theMASHpreferred limits. 

The6-ft tall IllinoisTollwayF-ShapeBarrier 

with Noise Abatement Wall Panels 

performedacceptably for MASHtest5-10. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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RequiredTest 

Number 

Narrative 

Description 

Evaluation 

Results 

5-11(2270P) 

Test5-11 involvesa2270Pvehicle 

impacting the testarticleat 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 determined using the information 

provided in MASHSection 2.2.1,Section 

2.3.2, and Table 2-7 and was for the left 

corner of the front bumper to impactat 4.3 

ft upstream of thebarrier joint. 

The results of the test conducted on 

September 27, 2019 are found in TTI Test 

Report number 690900-ITG1-3. The test 

vehicle wastravelingat an impactspeedof 

61.7mi/h asit madecontact with thebarrier 

5.2 ft upstream of the barrier joint at an 

angle of 26.7°.After lossof contact with the 

barrier, the vehicle came to rest 186 ft 

downstream of the impact point and 2 ft 

towards the trafficside. 

The barrier contained and redirected the 

2270P vehicle. The vehicle did not 

penetrate, underride, or override the 

installation.The2270Pvehicleexited within 

theexit boxcriteria. 

Workingwidth was43.0-inches to thefield 

side of postsupport protrusions.Therewas 

no measurable dynamic deflection during 

the test, or permanent deformation 

observed afterwards, for either the barrier 

or thewall. 

No detachedelements,fragments,or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment,or present hazard to others 

in thearea. 

Maximum exteriorcrush to thevehicle was 

15.0 inches in the front plane at the left 

front cornerat bumper height. Maximum 

occupant compartment deformation was 

4.0inchesin the left front firewall area. 

The2270Pvehicleremained upright during 

andafter thecollision event.Maximum roll 

and pitch angles were 9° and 15°, 

respectively. Longitudinal OIVwas20.0ft/s, 

and lateral OIV was 29.2 ft/s. Longitudinal 

occupant ridedown acceleration was3.7g, 

and lateral occupant ridedown acceleration 

9.8g. Theoccupant risk factorswerewithin 

theMASHpreferred limits. 

The6-ft tall IllinoisTollwayF-ShapeBarrier 

with Noise Abatement Wall Panels 

performedacceptably for MASHtest5-11. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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5-12(36000V) 

Test5-12 involvesa36000Vvehicle 

impacting the testarticleat 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 determined using the information 

provided in MASHSection 2.2.1,Section 

2.3.2, and Table 2-7 and was for the left 

corner of thefront bumper to impactat 1ft 

downstream of thebarrier joint. 

The results of the test conducted on 

October 2,2019arefoundinTTITestReport 

number 690900-ITG1-3. The test vehicle 

wastravelingat an impactspeedof50.5mi/ 

h as it made contact with the barrier 0.9 ft 

downstream of thebarrier joint at anangle 

of 15.2°. After loss of contact with the 

barrier, the vehicle came to rest 279 ft 

downstream of the impact point and 16 ft 

towards thefield side. 

The barrier contained and redirected the 

36000V vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The 36000V vehicle exited 

within theexit box criteria. Thetrailer broke 

at its 1⁄3rd point. 

Working width was 47.1 inches to the field 

side of thewall postsat the top of theposts. 

The maximum dynamic deflection during 

the test was 9.6 inchesat the top of the 

noiseabatement wall panel,and3.3inches 

at the top of the F-Shape barrier. The 

maximum permanent deformation was 0.5 

inch at the top of the wall panel, and 0.4 

inch at the top of the barrier just 

downstream of thejoint. 

No detachedelements,fragments,or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment,or present hazard to others 

in thearea 

Maximum exteriorcrush to thevehicle was 

12.0inchesin thefront planeat theleft 

front corner at bumper height. No 

occupant compartment deformation or 

intrusionwas observed. 

The 36000V vehicle remained upright 

during and after the collision event. 

Maximum roll was 11°. Longitudinal OIV 

was 4.3 ft/s, and lateral OIV was 17.1 ft/s. 

Longitudinal occupant ridedown 

acceleration was 10.2 g, and lateral 

occupant ridedown acceleration 5.6g. The 

occupant risk factorswere within theMASH 

preferred limits. 

The6-ft tall IllinoisTollwayF-ShapeBarrier 

with Noise Abatement Wall Panels 

performedacceptably for MASHtest5-12. 

PASS 
 

 

 

 

 

 

 

 

 

 

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5-20(1100C) Thisproduct isnot a transitionsystem. Non-Relevant Test,not conducted 

5-21(2270P) Thisproduct isnot a transitionsystem. Non-Relevant Test,not conducted 

5-22(36000V) Thisproduct isnot a transitionsystem. 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: TexasA&MTransportation Institute 

LaboratorySignature: Digitally signed by DarrellL.Kuhn 

'Date:2020.02.0712:49:09-06'00 

Address: 3100SH47,Bldg 7091,BryanTX77807 SameasSubmitter 

Country: USA SameasSubmitter 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

ISO17025-2017Laboratory 

A2LACertificate Number:2821.01 

ValidTo:April 30,2021 

PaulD.Kovacs DigitallysignedbyPaulD.Kovacs SubmitterSignature*: Date:2020.02.0715:18:12-06'00' 

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 
 

 

 
 

 

 

 

 

 

 

 

 

 

 
 

 

 

 
 

 

 
 

 

 
 
 

 

 
 

 

 

 

 

 

 

 
 

 
 
 

 

 

 

 

 

 

 
 

 
 

 

 

 

 
 

 
 

 

 

 

 

 
 
 
 

 

 
 

 

 
 
 

 

 
 

 

 
 
 

 

 

 
 

 

 

 
 

 

 

 
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