0 January 29, 20 19 

  1200 New Jersey Ave., SE

Washington, D.C. 20590 

In Reply Refer To: 

HSST-l/B-314 

Mr. Kinton Lawler 

Asset Integrity Management Solutions, LLC 

1617 Peach Leaf Street 

Houston, TX. 77039 

Dear Mr. Lawler: 

This letter is in response to your November 12, 2018 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 FHWA control number B-314 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: 

• AIMS Liferail Retrofit Bridge Rail 

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 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 crash worthiness 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 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: AIMS Liferail Retrofit Bridge Rail 

Type of system: Bridge Rail 

Test Level: MASH Test Level 4 (TL4) 

Testing conducted by: TamTI 

Date of request: November 14, 2018 

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-314 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. 

• This FHW A eligibility letter is not an expression of any 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 FHWA eligibility letter determination is made based solely 

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

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

information related to crash testing. 

• If the 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, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
_

Version 10.0 (05/16) 

Page 1 of 6 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

.. 

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+,I 

+,I 

·e 

Date of Request: November 12, 2018 (i' New C Resubmission I 

Name: Kinton Lawler 

Company: Asset Integrity Management Solutions, LLC dba AIMS International 

Address: 1617 Peach Leaf Street, Houston, TX 77039 ..c 

:, 

V, 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 Fl 

System Type Submission Type Device Name/ Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railinos) 

~ ' Physical Crash Testing 

(' Engineering Analysis 

AIMS Liferail Retrofit 

Bridge Rail 

AASHTO MASH TL4 

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: Kinton Lawler Same as Submitter 1:8] 

Company Name: Asset Integrity Management Solutions, LLC dba AIMS ,_.,_ _ _ _ ... : _ _ , Same as Submitter 1:8] 

Address: 1617 Peach Leaf Street, Houston, TX 77039 Same as Submitter 1:8] 

Country: USA Same as Submitter 1:8] 

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 AIMS International to perform full-scale crash testing 

of the AIMS Liferail Retrofit Bridge Rail. There are no shared financial interests in the AIMS Liferail Retrofit Bridge 

Rail by TTI, or between AIMS International and TTI, other than costs involved in the actual crash tests and reports 

for this submission to FHWA. 
Version 10.0 (05/16) 

Page 2 of 6 

PRODUCT DESCRIPTION 

New Hardware or 

@Significant Modification 

(' Modification to 

' Existing Hardware 

The AIMS Liferail retrofit bridge rail test article was comprised of four 40-ft long double fiberglass reinforced 

plastic (FRP) rail segments (with 21⁄4-inch long expansion gaps) for a total length of 160 ft-63⁄4 inches. Each 

hollow FRP rail element measured 40-ft long x 61⁄2-i nches wide x 4-inches tall. 

Each rail segment was supported by 6 fabricated stainless steel posts, each 21-1⁄2 inches tall, for a total of 24 

posts. The posts were anchored to the top of a 25-inch tall concrete sectionalized curb and parapet that was a 

reproduction of the existing structure on the Lake Pontchartrain Causeway Bridge. The top of the parapet 

extended 15 inches above the top of the curb. The curb was 28 inches wide x 10 inches tall (nominal) with a 2-

inch deep backwards sloping traffic side face (11.3 degrees) and a 2-inch radius shoulder. 

The double FRP bridge rail measured 46-3/1 6 inches in overall height (to the top of the upper rail) above the 

bridge deck. The top of the lower rail measured 33-% inches above the bridge deck. The traffic-side face of the 

FRP rail elements were located approximately 1 1⁄4 inches out from and beyond the traffic-side face of the 

parapet, or 163⁄4 inches to the toe of the curb. 

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: William F. Williams, P.E. 

Digitally signed by William Williams 

Date: 2018.11 .13 12:02:11 -06'00' Engineer Signature: William Williams 

Address: TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter D 

Country: USA Same as Submitter D 

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

Page 3 of 6 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

4-10 (1100(} 

Test 4-10 involves an 11 00C vehicle 

impacting the test article at a target impact 

speed of 62 mi/hand target angle of 25°. 

The target CIP for the right corner of the 

front bumper was 3.6 ft upstream of 

centerline of the second joint in the 

concrete parapet (between posts 1 1 & 12). 

The results of the test conducted on 

September 26, 2017 are found in TTI Test 

Report No. 690900-AIM 1-3. The test vehicle 

was traveling at an impact speed of 63.5 mi/ 

h as it made contact with AIMS Liferail 

Retrofit Barrier 3.8 ft upstream of the second 

parapet joint (between posts 11 and 12) and 

at an impact angle of 24.6°. After loss of 

contact with the barrier, the vehicle came to 

rest 235 ft downstream of the impact point 

and 33 ft toward the traffic lanes. 

The bridge rail contained and redirected the 

11 00C vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. Maximum dynamic deflection 

during the test was 1.0 inch at the top of the 

barrier. Maximum permanent deformation 

was 0.62 inch. Working width was 7.5 

inches. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present undue hazard to 

others in the area. 

Maximum occupant compartment 

deformation was 2.0 inches in the right 

front firewall area. 

The 11 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 10° and 5°, 

respectively. 

Longitudinal OIV was 19.4 ft/s, and lateral 

OIV was 27.9 ft/s. 

Maximum longitudinal ridedown 

acceleration was 5.4 g, and maximum lateral 

ridedown acceleration was 9.0 g. 

Maximum exterior crush to the vehicle was 

13.0 inches in the side plane at the right 

front corner at bumper height. 

The bridge rail performed acceptably for 

MASH test 4-10. 

PASS 
Version 10.0 (05/16) 

Page 4 of 6 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

4-11 (2270P) 

Test 4-11 involves an 2270P vehicle 

impacting the test article at a target impact 

speed of 62 mi/hand target angle of 25°. 

The target CIP for the right corner of the 

front bumper was 4.3 ft upstream of 

centerline of the third joint in the concrete 

parapet (between posts 17 & 18). 

The results of the test conducted on 

September 25, 2017 are found in TTI Test 

Report No. 690900-AIM 1-3. The test vehicle 

was traveling at an impact speed of 63.4 mi/ 

h as it made contact with AIMS Liferail 

Retrofit Barrier 4.5 ft upstream of the third 

parapet joint (between posts 17 and 18) and 

at an impact angle of 24.4°. After loss of 

contact with the barrier, the vehicle came to 

rest 190 ft downstream of the impact point 

and 14 ft toward the field side. 

The bridge rail contained and redirected the 

2270P vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. Maximum dynamic deflection 

during the test was 11.1 inch at the top of 

the barrier. Maximum permanent 

deformation was 3.0 inches. Working width 

was 24 inches. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present undue hazard to 

others in the area. 

Maximum occupant compartment 

deformation was 4.5 inches in the right 

front firewall area near the toe pan. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 16° and 12°, 

respectively. 

Longitudinal OIV was 18.0 ft/ s, and lateral 

OIV was 21 .0 ft/s. 

Maximum longitudinal ridedown 

acceleration was 20.3 g, and maximum 

lateral ridedown acceleration was 10.4 g. 

Maximum exterior crush to the vehicle was 

16.0 inches in the side plane at the right 

front corner at bumper height. 

The bridge rail performed acceptably for 

MASH test 4-11. 

PASS 
Version 10.0 (05/16) 

Page 5 of 6 

4-12 (1 0000S) 

Test 4-12 involves a 1 0000S vehicle 

impacting the test article at a target impact 

speed of 56 mi/hand target angle of 15°. 

The target CIP for the right corner of the 

front bumper was 5.0 ft upstream of 

centerline of the first joint in the concrete 

parapet (between posts 5 & 6). 

The results of the test conducted on 

September 22, 2017 are found in TTI Test 

Report No. 690900-AIM 1-3. The test vehicle 

was traveling at an impact speed of 58.3 mi/ 

h as it made contact with AIMS Liferail 

Retrofit Barrier 4.6 ft upstream of the third 

parapet joint (between posts 5 and 6) and at 

an impact angle of 15.0°. After loss of 

contact with the barrier, the vehicle came to 

rest 306 ft downstream of the impact point 

and 38 ft toward the field side. 

The bridge rail contained and redirected the 

1 0000S vehicle. The vehicle did not 

penetrate, underride, or override the 

installation. Maximum dynamic deflection 

during the test was not determinable due to 

obscured views. Maximum permanent 

deformation was 6.25 inches. Working 

width was 3.8 feet. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment, or present undue hazard to 

others in the area. 

No occupant compartment deformation 

was observed. 

The 1 0000S vehicle remained upright 

during and after the collision event. 

Maximum roll and pitch angles were 29° 

and 13°, respectively. 

Longitudinal OIV was 6.6 ft/ s, and lateral OIV 

was 11.5 ft/s. 

Maximum longitudinal ridedown 

acceleration was 4.3 g, and maximum lateral 

ridedown acceleration was 4.4 g. 

Maximum exterior crush to the vehicle was 

14.0 inches in the side plane at the right 

front corner. 

The bridge rail performed acceptably for 

MASH test 4-12. 

PASS 

4-20 (11 00C) This product is not a Transition System. Non-Relevant Test, not conducted 

4-21 (2270P) This product is not a Transition System. Non-Relevant Test, not conducted 

4-22 (1 0000S) This product is not a Transition System. Non-Relevant Test, not conducted 
Version 10.0 (05/16) 

Page 6 of 6 

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 AM Transportation Institute 

Laboratory Signature: Digitally signed by Darrell L. Kuhn Darrell L. Kuhn Date: 2018.11 .1315:16:14-06'00' 

Address: TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter D 

Country: USA Same as Submitter D 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

ISO 17025 Laboratory 

Certificate Number: 2821.01 

Valid To: April 30, 2019 

Olgi1.iltyiignedbyKinlonUwler 

Submitter Signature*: Kinton Lawler :;,:;:::~~"':;~:"' 

-a .. kin1onl•Mtl1-lnll.c:om, c.US 

O.it~:Xlll.11 .1407:54:38-06'00' 

Submit Form 

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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General Information 

Test Agency ......... ............. . 

Test Standard Test No ..... .. 

TTI Test No. 

Test Date 

Test Article 

Type 

Name ............... ......... ....... .. 

Installation Length ............ .. 

Material or Key Elements .. . 

Soil Type and Condition .... . 

Test Vehicle 

Type/Designation ............. .. 

Make and Model 

N Curb ..... ..... .. ...................... . 0 Test Inertial. ...................... . 

-.....1 Dummy I Gross Static N 

I 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-10 

690900-AIM3 

2017-09-26 

Bridge Rail Retrofit 

AIMS International Bridge Rail Retrofit 

160 ft-61⁄4 inches 

Double fiberglass reinforced plastic (FRP) 

rail with steel posts on a concrete parapet 

Concrete Bridge Deck, Damp 

1100C 

2011 Kia Rio 

2469Ib 

2439Ib 

165Ib 

2604Ib 

Impact Conditions 

Speed ...... .. ........................ 63.5 mi/h 

Angle ................................. 24.6° 

Location/Orientation ........... 3.8 ft upstream of 

joint 11-12 

Impact Severity ....... .. ....... .... 57 kip-ft 

Exit Conditions 

Speed .... ...... .. .................... 49.2 mi/h 

Angle ................................. 6.2° 

Occupant Risk Values 

Longitudinal OIV ................ 19.4 ft/s 

Lateral OIV ......................... 27.9 ft/s 

Longitudinal Ridedown ....... 5.4 g 

Lateral Ridedown .............. . 9.0 g 

THIV .................................. 36.9 km/h 

PHD ................................... 11 .2g 

ASl. .................................... 1.71 

Max. 0.050-s Average 

Longitudinal .................... -8.4 g 

Lateral.. ........................... -13.5 g 

Vertical. ............ ............... -5.9 g 

Post-Impact Trajectory 

Stopping Distance ..................... 235 ft downstream 

33 ft tv.u traffic 

Vehicle Stability 

Maximum Yaw Angle ................ 30° 

Maximum Pitch Angle ............... 5° 

Maximum Roll Angle .. ............... 10° 

Vehicle Snagging ...................... No 

Vehicle Pocketing ................... .. No 

Test Article Deflections 

Dynamic .................................... 1.0 inch 

Permanent ................................ 0.62 inch 

Working Width ........................... 7.5 inches 

Height of Working Width ........... 3.8 ft 

Vehicle Damage 

VDS .......................................... 01RFQ5 

CDC .......................................... 01FREW4 

Max. Exterior Deformation ......... 13.0 inches 

OCDI. ........................................ FR0010000 

Max. Occupant Compartment 

Deformation ........................... 2.0 inches 

N Figure 7.6. Summary of Results for MASH Test 4-10 on AIMS International Retrofit Bridge Rail Option 1. 
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General Information 

Test Agency ...................... . 

Test Standard Test No .. .... . 

TTI Test No. 

Test Date 

Test Article 

Type 

Name ................................ . 

Installation Length ............ .. 

Material or Key Elements .. . 

Soil Type and Condition .... . 

N 

0 

-..J --I 

N 

I 

Test Vehicle 

Type/Designation 

Make and Model 

Curb .................................. . 

Test Inertial 

Dummy 

Gross Static 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-11 

690900-AIM2 

2017-09-25 

Bridge Rail Retrofit 

AIMS International Bridge Rail Retrofit 

160 ft-61⁄4 inches 

Double fiberglass reinforced plastic (FRP) 

rai l with steel posts on a concrete parapet 

Concrete Bridge Deck, Damp 

2270P 

2012 Dodge RAM 1500 Pickup 

4913 lb 

5034 lb 

165Ib 

5199 lb 

Impact Conditions 

s~~ ................................ ~.4m~ 

Angle ................................. 24.4° 

Location/Orientation ........... 4.5 ft upstream of 

joint 18-19 

Impact Severity .................... 116 kip-ft 

Exit Conditions 

s~~ .. .............................. ~.4m~ 

Angle ................................. 5.2° 

Occupant Risk Values 

Longitudinal OIV ................ 18.0 ft/s 

Lateral OIV ......................... 21 .0 ft/s 

Longitudinal Ridedown ....... 20.3 g 

Lateral Ridedown ............... 10.4 g 

THIV .................................. 29.8 km/h 

PHO ................................... 21.3 g 

ASl ................. ........ .......... .. 1.46 

Max. 0.050-s Average 

Longitudinal .................... -9.0 g 

Lateral. ............................ -11.3 g 

Vertical .. .......................... 3.5 g 

Post-Impact Trajectory 

Stopping Distance ..................... 190 ft downstream 

14.0 ft twd field side 

Vehicle Stability 

Maximum Yaw Angle ................ 29° 

Maximum Pitch Angle ......... ...... 12° 

Maximum Roll Angle ............... .. 16° 

Vehicle Snagging ............ .... .... .. No 

Vehicle Pocketing ..................... No 

Test Article Deflections 

Dynamic .................. .................. 11 .1 inches 

Permanent ................................ 3.0 inches 

Working Width ........................... 2.0 ft 

Height of Working Width ........... 5.1 ft 

Vehicle Damage 

VOS .......................................... 01RFQ5 

CDC ........... .. .... ... ...................... 01 RFEW3 

Max. Exterior Deformation ......... 16.0 inches 

OCDI. ... ..................................... FR0002000 

Max. Occupant Compartment 

Deformation ........................... 4.5 inches 

N Figure 6.9. Summary of Results for MASH Test 4-10 on AIMS International Retrofit Bridge Rail Option 1. 
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General Information 

Test Agency ...................... . 

Test Standard Test No ...... . 

TTI Test No. 

Test Date 

Test Article 

Type 

Name ................................ . 

Installation Length ............. . 

Material or Key Elements .. . 

Soil Type and Condition .... . 

Test Vehicle 

Type/Designation 

Make and Model 

Curb .................. ................ . 

Gross Static 

Test Inertial 

Dummy 

Texas A&M Transportation Institute (TTI) 

MASH Test 4-12 

690900-AIM 1 

2017-09-22 

Bridge Rail Retrofit 

AIMS International Bridge Rail Retrofit 

160 ft-61⁄4 inches 

Double fiberglass reinforced plastic (FRP) 

rail with steel posts on a concrete parapet 

Concrete Bridge Deck, Damp 

10000S 

2011 International 4300 Single-Unit Truck 

13,750 lb 

22,130 lb 

No dummy 

22,130 lb 

Impact Conditions 

Speed ................................ 58.3 mi/h 

Angle ................................. 15.0° 

Location/Orientation ........... 4.6 ft upstream of 

joint 6 - 7 

Impact Severity ..... ... ..... .... ... 168 kip-ft 

Exit Conditions 

Speed ................. ............... 56.6 mi/h 

Angle ................................. 0° 

Occupant Risk Values 

Longitudinal OIV ..... ........... 6.6 ft/s 

Lateral OIV ..... .................... 11 .5 ft/s 

Longitudinal Ridedown ....... 4.3 g 

Lateral Ridedown ............... 4.4 g 

THIV .................................. 15.1 km/h 

PHO ............. .. .................... 5.3 g 

ASI ..................................... 0.39 

Max. 0.050-s Average 

Longitudinal .................... -1 .7 g 

Lateral. ............................ -3. 7 g 

Vertical. ........................... -4.3 g 

Post-Impact Trajectory 

Stopping Distance ..................... 306 ft downstream 

38 ft too field side 

Vehicle Stability 

Maximum Yaw Angle .... ............ 16° 

Maximum Pitch Angle ............... 13° 

Maximum Roll Angle ................. 29° 

Vehicle Snagging ...................... Yes 

Vehicle Pocketing ..................... No 

Test Article Deflections 

Dynamic .. .. ................................ Obscured 

Permanent ................................ 6.25 inches 

Working Width .. .. .... ................... 3.8 ft 

Height of Working Width .. ......... 9.6 ft 

Vehicle Damage 

VOS .......................................... NA 

CDC .......................................... 01FREW4 

Max. Exterior Deformation ......... 14.0 inches 

OCDI ...................... ................... NA 

Max. Occupant Compartment 

Deformation ........................... None 

N Figure 5.14. Summary of Results for MASH Test 4-12 on AIMS International Retrofit Bridge Rail Option 1. 
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