U.S. Department 1200 New Jersey Ave., SE 

of Transportation Washington, D.C. 20590 

Federal Highway 

Administration June 15, 2017 In Reply Refer To: 

HSST-1/CC-133 

Mr. Gerrit A. Dyke 

Lindsay Transportation Solutions, Inc. 

180 River Road 

Rio Vista, CA 94571 

Dear Mr. Dyke: 

This letter is in response to your February 7, 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-133 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: 

• MAX-TensionTM Guardrail Terminal System (MAXTM) 

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 ofTransportation, 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 FHW A, 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 American Association of State Highway and Transportation 

Officials' Manual for Assessing Safety Hardware (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: MAX-TensionTM Guardrail Terminal System (MAXTM) 


Type of system: Crash Cushion 


Test Level: AASHTO MASH Test Level 3 


Testing conducted by: Safe Technologies, Inc. 


Date of request: February 7, 2017 


Date initially acknowledged: February 10, 2017 


Date of completed package: February 10, 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 crash worthiness of the system. 
3 

Standard Provisions 

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

control number CC-133 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 1 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

Date of Request: February 07, 2017 I r. New (' Resubmission 

Name: Gerrit A. Dyke, P.E. 

... 

QI

.... 

·e 

Company: 

Address: 

Lindsay Transportation Solutions, Inc. 

180 River Road, Rio Vista, CA 94571 

..c 

;:, 

Ill 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 I'-'-'I 

System Type Submission Type Device Name I Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, 

Attenuators, & Terminals 

(9 Physical Crash Testing 

(' Engineering Analysis 

MAX-Tension 

AASHTO MASH TL3 

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: Gerrit A. Dyke, P.E. Same as Submitter ~ 

Company Name: Lindsay Transportation Solutions, Inc. Same as Submitter ~ 

Address: 180 River Road, Rio Vista, CA 94571 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. 

Safe Technologies, Inc. (STI) performs testing and analysis services for Lindsay Transportation Solutions, Inc. 

(LTS). STI is a wholly owned subsidiary of LTS. STI is a fully accredited crash test facility per A2LA 17025 and 

recognized by the US Federal Highway Administration (FHWA) to perform full scale crash tests per NCHRP 

Report 350 and MASH criteria. 

The STI laboratory manager, technicians, and laborers are compensated by LTS for salaries and wages. The STI 

staff does not receive any incentive, compensation, commissions, or professional fees corresponding to the 

outcome of any testing or analysis. 

STI or staff does not receive any research funding or other research support from LTS. STI and staff also do not 

have any financial interest in patents, copyrights, or other intellectual property associated with the products 

they perform testing or analysis on. 

KARCO Engineering, LLC. was contracted by LTS to collaborate with STI for this testing program. KARCO 

provided guidance, recommendations, and suggestions for testing and reporting practices. KARCO reviewed 

test data and reports to ensure accuracy and correct representation of test parameters and results. KARCO nor 

any testing facility employee has any financial interest in LTS, STI, or the product being tested. 
Version 10.0 (05/16) 

Page 3 of 1 

PRODUCT DESCRIPTION 

(e' New Hardware or (' Modification to 

• Significant Modification Existing Hardware 

The MAX-Tension"' Guardrail Terminal System (MAX"') is a re-directive gating end terminal for corrugated Wbeam barrier systems in tangent configurations. The MAX system utilizes tensioned cables, telescoping 

panels, and a cutting tooth to absorb the kinetic energy and safely contain or redirect impacting 

vehicles. The system is comprised of a friction based energy absorbing impact head, two tension 

cables, a releasable post 1, a ground anchor assembly, and an energy absorbing coupler with integrated 

cutting tooth used in conjunction with standard AASHTO 12 Gauge guardrail panels, posts, blackouts, and 

hardware. The system length is approximately 27ft [8.2m) and has an effective length of approximately SO ft 

[1 S.2Sm), with the anchor assembly extending forward approximately 4 ft [1 .2m). The Length of Need is at 

Post 3, 9ft 4in [2.86m) downstream of the first post. 

The MAX can be applied directly to W-Beam guardrail systems at, or transitioned to, 31" rail height with 

panels and post spacing configured at mid-span splice. Transitions to strong post W-beam guardrail systems 

or other barriers where the splice is not mid-span can be accomplished using 3ft 1 1 /2in [0.9Sm], 9ft 4 1 Oin 

[2.8Sm), or 1 Sft 7 1 /2in [4.7Sm) panels after the MAX system (minimum SOft [1 S.2Sm) downstream of the first 

post) in accordance with Federal, State, and local standards. Transitions to other barrier systems such as thrie 

beam or rigid bridge or roadside barriers shall be in accordance with Federal, State, and local requirements and 

attached after the MAX system (minimum SOft [1 S.2Sm) downstream of the first post). 

The MAX can be applied with a 0 to 2 ft [610mm) offset in accordance with FHWA recommendations and 

memorandum titled "Guidelines for the Selection of W-Beam Barrier Terminals" dated October 26, 2004. 

The MAX may be configured using wood or composite blackouts with Bin [200mm) or l 2in [30Smm) depths. 

Reference Enclosure A, "MAX-Tension System Configurations Justification". 

The MAX may utilize standard AASHTO 8.Slb/ft or 91b/ft line posts after post number one. Reference 

Enclosure A. 

The MAX may utilize standard AASHTO M-180 12 Gauge panels in 12ft -6in [3.8m) or 2Sft [7.6m) lengths 

within the system. Reference Enclosure A. 

The MAX may be painted, stained, or powder coated on surfaces that do not effect the function of the 

system in place of or in addition to galvanizing. Reference Enclosure A for details regarding surfaces that may 

be coated and the components or surfaces that should not. 

Any delineation pattern, tape, or decal may be placed on the Delineation Bracket attached to the MAX 

impact head. In addition, several variations of brackets may be utilized with the MAX. Reference Enclosure A. 

The MAX may display identification decals, tags, or stamps for product identification, component tracking 

and quality control. The identification method and location shall not effect the capacity, function, or 

performance of the MAX. Reference Enclosure A. 

Two minor modifications to the system components are proposed in Enclosure A. The section titled 

"Stamped vs. Welded Traffic Side Slider Brackets" details an alternative manufacturing method for the coupler 

where it is stamped from a single sheet of steel instead of welding two components together. The section 

titled "Soi l An chor Modification" details a reduction in length of stiffeners intended to support the post during 

installation. These components may be fabricated in either configurations with no effect on the capacity, 

function, or performance of the MAX. 

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: 

Engineer Signature: 

Joseph Nagy 

Joseph Nagy Digitally signed by Joseph Nagy 

Date: 2017 .02.07 16:58:26 -08'00' 

Address: 170 River Road, Rio Vista, CA 94S71 Same as Submitter D 

Country: USA Same as Submitter D 
Version 10.0 (05/16) 

Page 4 of 1 

A brief description of each crash test and its result : 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (11 OOC) 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an end terminal. The 

test article first captured and later 

redirected the 11 OOC vehicle in a controlled 

manner. The vehicle did not penetrate, 

underride, or override the installation. The 

test article exhibited controlled permanent 

and dynamic deflection in the test. 

All of the occupant risk criteria were 

satisfied in testing the MAX-Tension End 

Terminal. Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the preferred 

limit of 30.0 ft/s (9.6 m/s). Ridcdown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15.0 G. There was no test article 

debris detached during the test. 

There was no deformation to the occupant 

compartment of the 11 OOC test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle remained 

upright during and after the collision with 

minor roll, pitch and yaw. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable MASH vehicle 

trajectory criteria. 

The Terminal was judged to have 

successfully met all of the evaluation criteria 

for MASH Test 3-30. 

PASS 
Version 10.0 (05/16) 

Page 5 of 1 

Required Test 

Number 

3-31 (2270P) 

Narrative 

Description 

Test METOl 5 and Test METl 70105: 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an End Terminal in 

both tests. The test article captured the 

2270P vehicles in a controlled manner. The 

vehicles did not penetrate, underride, or 

override the installation. The test articles 

exhibited controlled permanent and 

dynamic deflection in each test. 

All of the occupant risk criteria were 

satisfied in both tests. Theoretical occupant 

impact velocities in the longitudinal and 

lateral directions were all well below the 

preferred limit of 30.0 ft/s (9.1 m/s). 

Ridedown accelerations in the longitudinal 

and lateral directions were well below the 

preferred limit of 15 G. There was no test 

article debris detached during the tests. 

There was no deformation to the occupant 

compartments of the 2270P test vehicles. 

There were no intrusions into the occupant 

compartments. The test vehicles remained 

upright during and after the collision with 

minor roll, pitch and yaw. The vehicle did 

not intrude into adjacent lanes. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable MASH vehicle 

trajectory criteria in both tests. 

The Terminal was judged to have 

successfully met all of the eva luation criteria 

for MASH Test 3-31 in each test. 

PASS 

Evaluation 

Results 
Version 10.0 (05/16) 

Page 6 of 1 

3-32 (11 OOC) 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an End Terminal. The 

test article captured the 11 OOC vehicle in a 

controlled manner. The vehicle did not 

penetrate, underride, or override the 

installation. The test article exhibited 

controlled permanent and dynamic 

deflection in the test. 

All of the occupant risk criteria were 

satisfied in testing the MAX-Tension End 

Terminal. Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the maximum 

limit of 40.0 ft/s (12 mis). Ridedown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15.0 G. There was no test article 

debris detached during the test. 

There was no deformation to the occupant 

compartment of the 11 OOC test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle remained 

upright during and after the collision with 

minor roll, pitch and yaw. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable MASH vehicle 

trajectory criteria. 

The Terminal was judged to have 

successfully met all of the evaluation criteria 

for MASH Test 3-32. 

PASS 
Version 10.0 (05/16) 

Page 7 of 1 

3-33 (2270P) 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an End Terminal. The 

test article captured the 2270P vehicle in a 

controlled manner and brought the vehicle 

to a safe and stop. The vehicle did not gate 

to the backside of the system. The vehicle 

did not penetrate, underride, or override 

the installation. The test article exhibited 

controlled permanent and dynamic 

deflection in the test. 

All of the occupant risk criteria were 

satisfied . Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the preferred 

limit of 30.0 ft/s (9.1 mis). Ridedown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15 G. There was no test article debris 

detached during the test. 

There was no deformation to the occupant 

compartment of the 2270P test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle remained 

upright during and after the collision with 

minor roll, pitch and yaw. The vehicle did 

not intrude into adjacent lanes. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable MASH vehicle 

trajectory criteria. 

The Terminal was judged to have 

successfully met all of the evaluation criteria 

for MASH Test 3-33. 

PASS 
Version 10.0 (05/16) 

Page 8 of 1 

3-34 ( 1100() 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an End Terminal. The 

test article redirected the 1 lOOC vehicle in a 

controlled manner. The vehicle did not 

penetrate, underride, or override the 

installation. The test article exhibited some 

permanent and dynamic deflection in the 

test. 

All of the occupant risk criteria were 

satisfied. Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the preferred 

limit of 30.0 ft/s (9.1 mi s). Ridedown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15.0 G. There was no test article 

debris detached during the test. 

hPn~ was no deformation to the occupant 

compartment of the 11 OOC test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle rema ined 

upright during and after the collision with 

minor roll, pitch and yaw. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable vehicle 

trajectory criteria in MASH . There was no 

vehicle intrusion into adjacent lanes. 

The Terminal was judged to have 

successfully met all of the evaluation criteria 

for MASH Test 3-34. 

PASS 
Version 10.0 (05/16) 

Page 9 of 1 

3-35 (2270P) 

3-36 (2270P) 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an End Terminal. The 

test article contained the 2270P vehicle in a 

controlled manner and brought the vehicle 

to a safe and controlled stop. The vehicle 

did not penetrate, underride, override or 

gate the installation. The test article 

exhibited some permanent and dynamic 

deflection in the test. 

All of the occupant risk criteria were 

satisfied in testing the MAX-Tension End 

Terminal. Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the preferred 

limit of 30.0 ft/s (9.1 mi s). Ridedown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15.0 G. There was no test article 

debris detached during the test. 

There was no deformation to the occupant 

compartment of the 2270P test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle remained 

upright during and after the collision with 

minor roll, pitch and yaw. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable vehicle 

trajectory criteria in MASH. There was no 

vehicle intrusion into adjacent lanes. 

The Terminal was judged to have 

successfully met all ofthe evaluation criteria 

for MASH Test 3-35. 

The MAX-Tension is applied only to 

corrugated W-profile guardrail barrier 

systems of equal lateral stiffness. Therefore 

this test is not relevant and was not 

conducted. 

PASS 

Non-Relevant Test, not conducted 
Version 10.0 (05/16) 

Page 1C of 1 

3-37 (2270P) 

The MAX-Tension End Terminal satisfied the 

MASH structural adequacy criteria for its 

intended function as an end Terminal. The 

test article redirected the 2270P vehicle in a 

controlled manner. The vehicle did not gate 

to the backside of the system. It did not 

penetrate, underride, or override the 

installation. The test article exhibited 

controlled permanent and dynamic 

deflection in the test. 

All of the occupant risk criteria were 

satisfied in testing the MAX-Tension End 

Terminal. Theoretical occupant impact 

velocities in the longitudinal and lateral 

directions were well below the preferred 

limit of 30.0 ft/s (9.1 m/ s) . Ridedown 

accelerations in the longitudinal and lateral 

directions were well below the preferred 

limit of 15.0 G. There was no test article 

debris detached during the test except for 

pieces of a blockout that shattered upon 

impact. 

There was no deformation to the occupant 

compartment of the 2270P test vehicle. 

There were no intrusions into the occupant 

compartment. The test vehicle remained 

upright during and after the collision with 

minor roll, pitch and yaw. 

The MAX-Tension End Terminal was judged 

as satisfying the applicable vehicle 

trajectory criteria in MASH. 

The Terminal was judged to have 

successfully met all of the evaluation criteria 

for MASH Test 3-37. 

PASS 

3-38 (1500A) 

Calculations performed to demonstrate 

acceptable occupant risk values per MASH 

evaluation criteria. Reference Enclosure A, 

"MAX-Tension System Configurations 

Justification" section titled "1500A Vehicle 

Mathematical Simulation". 

PASS 

3-40 (11 OOC) Non-Relevant Test, not conducted 

3-4 1 (2270P) Non-Relevant Test, not conducted 

3-42 (1100C) Non-Relevant Test, not conducted 

3-43 (2270P) Non-Relevant Test, not conducted 

3-44 (2270P) Non-Relevant Test, not conducted 

3-45 (1500A) 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 .): 
Version 10.0 (05/16) 

Page 11 of 1 

Laboratory Name: Safe Technologies, Inc. 

Laboratory Signature: Joseph Nagy Digitally signed by Joseph Nagy 

Date: 2017.02.07 17:04:57 -08'00' 

Address: 170 River Road, Rio Vista, CA 94571 Same as Submitter 0 

Country: USA Same as Submitter 0 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

1851.01, Valid through March 31 , 2017 

. D k Digitally signed by Gerrit Dyke SubmitterSignature*: Gernt y e oate:2011.02.01 11:06:3o 

-08'00' 

Submit Form 

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 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 subm itted 

to facilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
t= O000 sec t= 0 100 sec t= O 200 sec 

JI 

~ . 

9)( "° 1/8 

I 68 118 

3 PA CfS A. '5 

5.!5 1 "2 

General Information 

Test Agency ....................... . SAFE TECHNOLOGIES, INC. 

t= 0 300 sec 

Exit Conditions 

Speed (mph) .. 

t= 0400 sec t= O500 sec 

55-1 12'v',"'• -'f"' SI Qf>. 

':ll.•~O">IL fN:'.'TEPM "' ~ """Q~ i.. · 

21.4 (34.5 km/h) 

Test Number ..... ...... ... ... ... ... .. .. MET161228 

Test Designation . ............... MASH 3-30 

Date.. 12/28/2016 

Test Article 

Name ... Lindsay Transportation - MaX-Tension 

Type .............................................................. Guardrail End Terminal 


Installation Length . .. ........................... 155.1 ft (47.3m ) 


Width ............................................................. 17.4 in (441 .3mm) 


Height .................................. .. .. ....... 31 in (787mm) 


Soil Conditions 

Type of Soil . AASHTO Grade AJB Soil-Aggregate 

Soil strength .............................. .. 12,933 lbs 

Test Vehicle 


Type I Designation .............................................. 1100C 


Make and Model ........................ .. .......... 2011 Kia Rio, 4-Door 


Curb Weight ....................................... . ........... 2463.7 lbs (1117.5 kg) 


Test Inertial Weight . .. .................. 2280.7 lbs (1034.5 kg) 


Gross Static Weight ......................... .. ................ 2446.0 lbs (1109.5 kg) 


Impact Conditions 

Speed ............................................................ 61 .7 mph (99.3 km/h) 

Angle ............................................................... Odeg 

Location I Orientation .......................................... 1/4 Offset 

Angle (deg) .. 31 

Post Impact Trajectory 

Vehicle Stability . Satisfactory 

Stopping Distance, ft (m) . .. ............... 41 (12.5) dwnstrm 

and 28.2 ( 8.6) to the left 

Occupant risk Values 

Longitudinal OIV ................................ ..................... ...... 31 .5 ft/s (9.6 mis) 

Lateral OIV . 3.9 ft/s (1.2 mis) 

Longitudinal ORA .............................. . 11 .2 g's 

Lateral ORA ............................... 5.8g's 

THIV .......................................................................... 31 .8 ft/s (9.7 mis) 

PHD .......................... .. ................ 12.5g's 

A~ . 1.n 

Test Article Damage ....................................................... Substantial 


Test Article Deflections 

Permanent . 10.6 in (0.27 m) front 

7.5 in (0.19 m) rear 

Dynamic . 19.1 in (0.49 m) front 

Vehicle Damage 

VDS.. . . .. . ... . ................... 12-FR-5 

CDC.. 12FREN3 

Interior Deformation ...................... No interior damage 

"J '.l t - )~ 2 63 l ~ 

l!i!> I If,!' 

" ? 

General Information 

Test Agency .. SAFE TECHNOLOGIES, INC. 

Test Number .. MET170105 

Test Designation . ... MASH 3-31 

Date .. 1/512017 

Test Article 

Name ...................................... . Lindsay Transportation - MAX-Tension 

Type . ..... Guardrail End TeITTlinal 

Installation Length . 155.1 ft (47.3m ) 

Width ........... ................... .. ... . .. ................... 17.4 in (441 .3mm) 

Height ... . ................ 31 in (787mm) 

Soil Conditions 

Type of soil. ... ................... AAS HTO Grade AIB Soil-Aggregate 

Soil strength .. ... 13,767 lbs 

Test Vehicle 

Type I Designation . ... 2270P 

Make and Model . .. 2012 Dodge Ram 1500 Quad Cab Pickup 

Curb Weight .. .. 4790.6 lbs (2173.0 kg) 

Test Inertial Weight . . . _ .... 5022.1 lbs (2278.0 kg) 

Gross Static Weight . ..... 5022.1 lbs (2278.0 kg) 

Impact Conditions 

Speed . .. ...................... 62.6 mph (100.7 km /h) 

Angle . 0.0 deg 

Location I Orientation ........................ .................. Front!Center 


Exit Conditions 

Speed (mph) ................ . .. ................... NIA 


Angle (deg) .... ................ N/A 


Post Impact Trajectory 

Vehicle Stability .......... . .. ... .. . .. . ........ .. ........ Satisfactory 

Stopping Distance . .. .................... 22.8 ft (7.0 m) 

Vehicle Snagging/Pocketing ... _.. _.. _.... _ .... _............. _ Captured 

Occupant risk Values 

Longitudinal OIV .................................................. 24.3 ftls (7.4 mis ) 

Lateral OIV . 1.6 Ills (0.5 mis ) 

Longitudinal ORA 9.4 g's 

Lateral ORA . .. .... 2.4 g's 

THIV ................................................................ 24.3 ftls (7.4 mis) 

PHD . 9.6 g's 

ASI . 0.82 

Test Article Damage .............................................. Substantial 


Test Article Deflections 

PeITTlanent lateral deflection ... .............. 2.38 ft (0.73 m) 

Longitudinal system stroke . 20.8 ft (6.3 m) 

Vehicle Damage 

VDS.. .............. 12-FC-5 

CDC .. ........ 12FCEN2 

Maximum Deformation .. No interior damage 
ft ..-4 .. -.

- '<! 

rl' .. <. 

t= 0 000 soc t= 0 100sec t= 0.200sec t= 0.500sec t= O.BOOsec t= 1.500sec 

55 12 

I 

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~] ? .• 

" 

9X 4() 1/8 

I 681J8 

l"i"i- 11 

~!:>- FJ M.l.X.f~N~ON 

CU>":;.Q.!.Jl Et-.;;) TEF•. 0.INAL T.A~C:E""T 

- 1·:! -

~~.._....___.~.._....___.~..__._~~-'-~~~-'-__.~,___,___.~.._....___.~.._~ , -'-~~'"'c::J I 

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General Information 

Test Agency.. 

Test Number.. 

Test Designation . 

Date ... 

Test Article 

Name . 

Type . 

Installation Length . 

Width . 

Height . 

Soil Conditions 

Type of soil. . 

Soil strength.. 

Test Vehicle 

Type I Designation . 

Make and Model . 

Curb Weight . 

Test Inertial Weight . 

Gross Static Weight .. 

Impact Conditions 

Speed ... 

Angle . 

Location I Orientation . 

SAFE TECHNOLOGIES, INC. 

MET161203 

............... MASH 3-32 

121312016 

Lindsay Transportation - MaX-Tension 

.............. Guardrail End Temiinal 

............. 155.1 ft (47.3m) 

. 17.4 in (441 .3mm) 

. ........... 31 in (787mm) 

............. AAS HTO Grade AIB Soil-Aggregate 

. 17,198 lbs 

. 1100C 

............ 2011 Kia Rio 


............... 2428.4 lbs (1101 .5 kg) 


............. 2436.1 lbs (1105.0 kg) 


. ............... 2601 .5 lbs (1180.0 kg) 


. 61 .6 mph (99.2 km/h) 

.. ...... ...... 5.0 deg 

. .............................. FronUCenter 

Exit Conditions 

Speed (mph)... . ............. N/A 

Angle (deg).. .. N/A 

Post Impact Trajectory 

Vehicle Stability . ... Satisfactory 

Stopping Distance . ..... 9.5 ft (2.9m) 

Vehicle Snagging/Pocketing . ................ None 

Occupant risk Values 

Longitudinal OIV .. ................. 35.4 ft/s (10.8 mis ) 

Lateral OIV . ................ 0.7 ft/s (0.2 m/s) 

Longitudinal ORA . . ................ 10.9 g's 

Lateral ORA . ............................... 3.3 g's 

TH IV ... . ................................ 35.4 ft/s (10.8 mis ) 

PHO . . 11 g's 

ASI . 1.49 

Test Article Deformation ........................................ Moderate 


Test Article Deflections 

Permanent . 9.0 in (0.23 m) front 

Dynamic . ............................ 19.1 in (0.49 m) front 

Vehicle Damage 

VOS .. ............ 12-FC-6 

CDC .. . 12FDEN3 

Maximum Deformation . ............. No interior damage 

.. .. 
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' 300sec t= O.SOOsec ' 
 t= 0.900sec t= 2.300sec 

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General Information Exit Conditions 

Test Agency .. SAFE TECHNOLOGIES, INC. Speed (mph) .. . .......... N/A 

Test Number .. MET161206 Angle (deg) .. .................. N/A 

Test Designation .... MASH 3-33 Post Impact Trajectory 

Date.. ........ 12/6/2016 Vehicle Stability ... .. .............. Satisfactory 

Test Article Stopping Distance . ......................... 30.5 ft (9.3m) 

Name . Lindsay Transportation · MaX-Tension Vehicle Snagging/Pocketing .. ....... . ......... None 

Type . .................... ........... Guardrail End Term inal Occupant risk Values 

Installation Length . . ...... 155.1 ft (47.3m) Longitudinal OIV . . .. .................. 24.9 ftls (7.6 m/s) 

Width .................................. . ..... 17.4 in (441 .3mm) Lateral OIV . ....................... 0.0 ftls (0.0 mis) 

Height .............................................................. 31 in (787mm) Longitudinal ORA . .. .................... 10.4 g's 

Soil Conditions Lateral ORA . . ..................... 3.1 g's 

Type of soil .......................................................AASHTO Grade NB Soil-Aggregate THIV . . .... 24.9 ftls (7.6 m/s) 

Soil strength.. . .... 16.041 lbs PHO . 10.4 g's 

Test Vehicle ASI . 0.75 

Type I Designation ... 2270P Test Article Damage .......................................... Substantial 

Make and Model . ............................ 2010 Dodge Ram 1500 Quad Cab Pickup Test Article Deflections 

Curb Weight . . .... . .. ... .. .. ... .. 4968.1 lbs (2253.5 kg) Permanent . 11 .55 ft (3.52m ) 

Test Inertial Weight . . ............................ 4973.6 lbs (2256.0 kg) Dynamic . 11 .64 ft (3.55m ) 

Gross Static Weight . .... 4973.6 lbs (2256.0 kg) Vehicle Damage 

Impact Conditions VOS .. .. ........ .................................... 12-FC-5 

Speed . . ....... 62.3 mph (100.5 km/h) CDC.. .............. 12FCEN2 

Angle . 5.5 deg Maximum Deformation . ............... No interior damage 

Location I Orientation . .. .... FronUCenter 
t= O000 sec t= O 050 sec t= 0 100 sec t= O150 sec t= 0 250 sec t= 0 350 sec 

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General Information 

Test Agency .. SAFE TECHNOLOGIES, INC. 

Test Number ... MET161229 

Test Designation . ..................... MASH 3-34 

Date.. 12129/2016 

Test Article 

Name . Lindsay Transportation - MaX-Tension 

Type . ................... Guardrail End Term inal 

Installation Length ... ................ 155.1 ft (47.3m) 

Width . ................... 17.4 in (441 .3mm) 

Height . ................ 31 in (787mm) 

Soil Conditions 

Type of Soil . AASHTO Grade N B Soil-Aggregate 

Soil strength . 12,934 lbs 

Test Vehicle 

Type I Designation . .. ............. 1100C 

Make and Model ......................... .................... 2011 Kia Rio, 4-Door 


Curb Weight . .............. ........ 2444.91bs (11 09.0kg) 


Test Inertial Weight ...................... .. ............... 2282.9 lbs (1035.5 kg) 


Gross Static Weight . .. ......................... 2448.2 lbs (1110.5 kg) 

Impact Conditions 

Speed ............................. ........................... 62.2mph (100.1 km/h) 


Angle . ............................................ ........ 15.0deg 


Location I Orientation .......................................... 13" downstream from middle of post 1 


Exit Conditions 

Speed (mph) .. ............... 46.2 (74.3 km/h) 

Angle (deg) ................................ . '""" """ .. ' ....... 3.5 

Post Impact Trajectory 

Vehicle Stability ........................... . .. .................... Satisfactory 

Stopping Distance . .. ................ NA - capturec 

Vehicle Snagging/Pocketing . .. .......................... None 

Occupant risk Values 

Longitudinal OIV .......................................................... 10.8 ft/s (3.3 m/s) 

Lateral OIV ........................................... . .. ........ 17.7 ft/s (5.4 m/s) 

Longitudinal ORA . 8.6 g's 

Lateral ORA ................................................................ 9.6 g's 

THIV ........................................................................... 19.0 ft/s (5.8 m/s) 

PHD . ................................................. 9.7 g's 

ASI . 0.65 

Test Article Damage: .. ................................................ Moderate 


Test Article Deflections 

Permanent . 7.1 in (0.18m) 


Dynamic . ................................................ 11.4 in (0.29m) 


Vehicle Damage 

VDS .. ................................................. 1-RFQ-4 

CDC .. 01FREA3 

Interior Deformation . ................. No interior damage 
t= 0 000 sec t- O100sec t= 0 200soc 

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END 

M-X-T(NSI TERMIN~l ~ T~NGENT 

-

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General Information 

Test Agency .. SAFE TECHNOLOGIES, INC. 

Test Number.. MET161212 

Test Designation . ............................. MASH 3-35 

Date .......................... . - - -­ --­ ---­ 12/12/2016 

Test Article 

Name . Lindsay Transportation - MaX-Tension 

Type . .............................. Guardrail End Term inal 


Installation Length _ _ .................. 155.1 ft (47.3m ) 


Width . .. .............................. 17.4 in (441 .3mm) 


Height ___ ____ ___ _____ _______________________ .................... 31 in(787mm) 


Soil Conditions 

Type of soil .. __ ____ _____ __ ,,.. .. ___ ...... _______ ...... AAS HTO Grade A/B Soil-Aggregate 

Soil strength ...................................................... 13,489 lbs 

Test Vehicle 

Type I Designation ........................ 2270P 

Make and Model . .. ................... 2010 Dodge Ram 1500 Quad Cab Pickup 

Curb Weight ....................................... .............. 4692.5 lbs (2128.5 kg) 

Test Inertial Weight . ........ 4984.7 lbs (2261 .0 kg) 

Gross Static Weight . .. ............ 4984.7 lbs (2261 .0 kg) 

Impact Conditions 

Speed . . ....... 62.3 mph (100.3 km/h) 

Angle . ............. 25.0 deg 

Location I Orientation . . .... 2.86m downstream from middle of post 1 

Exit Conditions 

Speed(mph) ....................................................... NIA 

Angle (deg) .. .................................. N/A 

Post Impact Trajectory 

Vehicle Stability . . ....... Satisfactory 

Stopping Distance ................................................. 60.2 ft (18.33m ) 


Vehicle SnagginglPocketing .................................... Some (see Figure 8) 


Occupant risk Values 

Longitudinal OIV . ..................................... 17.4 ft/s (5.3 mis) 

Lateral OIV . .................... 13.8 ft/s (4.2 mis) 

Longitudinal ORA . .. ...................... 10.7 g's 

Lateral ORA . ...................... .7.5 g's 

THIV . ........ 21 .3ft/s (6.5m/s) 

PHO . ...... 12.7 g's 

ASI . 0.64 

Test Article Damage.. .............................. Substantial 


Test Article Deflections 

Permanent . 4.27 ft (1 .30m) 

Dynamic .. 5.25 ft (1 .60m) 

Vehicle Damage 

VOS .. ....... 1-RFQ-4 

CDC .. .............................. 01 FREA4 

Maximum Deformation . . . No interior damage 
t= O 000 sec t- O 100sec t= 0 200soc t= 0 300sec t• O 400sec t= o700sec 

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55' · 1/7 MAX-TENSKJN 

CUAltORAl l ENO TERMINAL 1'ANCENT 

................ 1,....-:3+­ .7_._....... ,.....__._..-) ......­ ,....... .__.__._.........___.__.__.. . ,........__.....___ 

General Information 

Test Agency .. SAFE TECHNOLOGIES, INC. 

Test Number ....................... .. MET161220 

Test Designation ............................................... MASH 3-37 

Date.. ............. 12/20/2016 

Test Article 

Name . Lindsay Transportation - MaX-Tension 

Type ................................................................ Guardrail End Terminal 


Installation Length . .............. 155.1 ft(47 .3m) 


Width ............................................................ 17.4 in (441 .3mm) 


Height .... .................................................. 31 in (787mm) 


Soil Conditions 

Type of soil .............AASHTO Grade NB Soil-Aggregate 

Soil strength ..................................................... 14. 705 lbs 

Test Vehicle 


Type I Designation ............................................. 2270P 


Make and Model . . .............. 2011 Dodge Ram 1500 Quad Cab Pickup 


Curb Weight ......... ............... ............................. 5069.5 lbs (2299.5 kg) 


Test Inertial Weight ....................... 5006. 7 lbs (2271 .0 kg) 


Gross Static Weight ............................................. 5006. 7 lbs (2271 .0 kg) 


Impact Conditions 

Speed ..... .... .... ..................................................62.4 mph (100.4 km/h) 

Angle .............................................................. 25.0 deg 

Location I Orientation .......................................... 32.2 ft (9.8 m) from post 1 

Exit Conditions 

Speed (mph) .. .. ........ 23.1 (37.1 km/h) 

Angle (deg) .. ...................................... ... 19 

Post Impact Trajectory 

Vehicle Stability . ....................................... Satisfactory 

Stopping Distance . .. ........................ 28.48 ft (8. 7m) 

Vehicle Snagging/Pocketing .................. Some snagging and pocketing 

Occupant risk Values 

Longitudinal OIV ........................................... 16.7 ft/s (5.1 m/s) 

Lateral OIV . .. .. 15.1 ft/s (4.6 mis) 

Longitudinal ORA ..................................... ... 6.5 g's 

Lateral ORA . .. ........... 7.2 g's 

THIV . .. ............................. 22.3 ft/s (6.8 m/s) 

PHO . ... 9.1 g's 

ASI ........................................... 0.66 

Test Article Damage ................................ ...... Substantial 

Test Article Deflections 

Permanent . 1.87 ft (0.57m) 

Dynamic . 3.64ft(1 .11m) 

Vehicle Damage 

VOS.. 1-RFQ-4 

CDC ........................................................... 01 FYEA3 

Maximum Deformation .................................... No interior damage 
3'1 1/2 " 

ST PWE01 BX WIDE FLANGE 8~0 BLOC KO UT [im] 

ENERGY ABSORB ING COUPLER 

IM PACT HEAD 

SYSTEM POST 1 

DELINEATION BRACKET 

GROUND 

SO IL 

2X 
INTENDED USE 

The MAX-TensionTM Guardrail End Terminal (MAX) is a re-directive, gating tension-based end terminal for corrugated 

W-Beam barrier systems in tangent configurations. It can be used to protect motorists from unforgiving terminations of 

longitudinal barriers. The MAX system absorbs the energy and gradually decelerates an impacting vehicle when 

impacted head-on and contains and redirects a vehicle during side impacts. The BLON is at post 3. The MAX system 

integrates directly into a corrugated W-Beam guardrail system. 

The system consists of an impact head, energy absorbing coupler, two tension cables, soil anchor and ground strut, in 

addition to standard guardrail components such as posts, blockouts, and rails. The system can be installed on any 

guardrail system transitioned to a rail height of 31" [787) with mid-span splices. Contact the manufacturer for further 

information and installation instructions. 

The MAX-Tension can be applied in the following configurations: 

• 8" or 12" blockouts, wood or composite 

• Standard AASHTO line post can be 8.5 or 9 lb/ft 

• Four standard AASHTO 12 Ga. 12-'6" 4-Space W-beam or two 25'-0" 4-Space W-beam rails 

• Transition to 27 1/2" downstream guardrai l with or without mid-span splice 

• Transition directly to thrie-beam or other bridge rail transition 

• Up to 2 ft. offset 

APPROVALS 

The MAX-Tension Tangent system has been fully tested in conformance with MASH Test Level 3 and is eligible 

for Federal reimbursement. 

FHWA Eligibility Letters: XXXXXXX 

CONTACT INFORMATION 

Lindsay Transportation Solutions 

180 River Rd . 

Rio Vista, CA 94571 

www.barriersystemsinc.com 

Phone: 888-800-3691 or 707-374-6800 

Fax: 707-374-6801 

Emai l: info@barriersystemsinc.com 

MAX-TENSION GUARDRAIL END TERMINAL, TANGENT 

SHEET NO. DATE :

------,---·-­ N I RDA~PPER" IY'UNDSAY --­ Lindsa y Transportation So lutions. 180 River Rd .. Rio Vista CA. 94571. 888 - 800 - 3691 

www.theroadzipper.com 

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