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2018-05-15

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TR No. 690900-PSS11-PSS16


Version 10.0 (05/16)
Page 2 of 8

PRODUCT DESCRIPTION

New Hardware or Modification to
Significant Modification Existing Hardware

The installation consisted of an array of 12 PSS CrashGard’ sand barrels, each 36 inches in diameter at the top x
48 inches tall (approximately 36% diameter x 53 inches with a lid). The 12 barrels were positioned ina
combined pattern of two barrels wide by four barrels deep behind a single column of four barrels (see
Appendix A of attached report). The barrels were spaced approximately 6 inches apart in all directions. Overall
width of the installation was approximately 6 ft-7 inches, and overall depth was approximately 27 ft 2 1/2
inches. The barrels were set on a clean, dry concrete apron without adhesives, anchorage, or bolting.

Each barrel was filled with washed sand to levels specified by the manufacturer to attain nominal weights of
2100 Ib, 1400 Ib, 700 Ib, 400 Ib, and 200 Ib. A conical shaped insert was placed in 10 of the barrels prior to
placing the sand. The two 2100 Ib barrels did not contain this insert. Refer to Appendix A and B of attached
report for weight specific locations of the barrels. Each empty barrel, with insert and lid, weighed
approximately 52 Ib. An empty barrel and lid without an insert weighed approximately 45 Ib. The estimated
total weight for the 12 barrels with sand was 12,100 Ib.

CRASH TESTING

By signature below, the Engineer affiliated with the testing laboratory, agrees in support of this submission that
all of the critical and relevant crash tests for this device listed above were conducted to meet the MASH test
criteria, The Engineer has determined that no other crash tests are necessary to determine the device meets
the MASH criteria.

Engineer Name: [D. Lance Bullard, Jr.
. 3 . Digitally signed by D, Lance Bullard, Jr.
Engineer Signature: D. Lance Bullard, Jr. pari iebeos 08:30:57 -05'00'
‘Address: TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter (1)
Country: USA. Same as Submitter (_]
Abrief description of each crash test and its result:
Required Test Narrative Evaluation
Number Description Results
3-30 (1100¢) "Re Product is not a terminal nor a Non-Relevant Test, not conducted

redirective crash cushion.
|The product is not a terminal nora
redirective crash cushion.
The product is not a terminal nor a

3-31 (2270P) Non-Relevant Test, not conducted

3-32 (1100C) radiréctive crash cushion; Non-Relevant Test, not conducted

3-33 (2270P)_|"he Productis not a terminal nor a Non-Relevant Test, not conducted
redirective crash cushion.

3-34 (11000) The product s nota terminal nor a Non-Relevant Test, not conducted

redirective crash cushion.
|The product is not a terminal nora
redirective crash cushion.
The product is not a terminal nora
redirective crash cushion.
The product is not a terminal nora
redirective crash cushion,
The product is not a terminal nor a
redirective crash cushion.

3-35 (2270P) Non-Relevant Test, not conducted

3-36 (2270P) Non-Relevant Test, not conducted

3-37 (2270P) Non-Relevant Test, not conducted

3-38 (1SO0A) Non-Relevant Test, not conducted



APPENDIX A. DETAILS OF THE TEST ARTICLE

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2018-05-15

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TR No. 690900-PSS11-PSS16


3-45 (1SO0A)

Version 10.0 (05/16)
Page 7 of 8

volves a 1500A vehicle T OO ]

impacting the test article at a target speed _

of 62 mph and a target angle of 0 degrees.

The results of the test conducted on

February 16, 2018 are found in TTI Test

Report number 690900-PSS11-16, The test

vehicle was traveling at an impact speed of

63.7 mi/h as it contacted the nose of the

crash cushion, with the centerline of the

vehicle aligned with the centerline of the

crash cushion at an impact angle of 1.0°.

After loss of contact with the barrier, the

vehicle came to rest 5.5 ft downstream of

the impact point on barrel #1 and 2 ft

toward traffic lanes (left). Three barrels were

split, and the crushed bottoms remained in | PASS

the impact area. All remaining barrels were

deformed and sand was strewn about. The

front bumper, hood, grill, radiator and

support, and right and left front fenders

were deformed. A stress crack radiated

from the left lower corner of the windshield,

and traveled upward and outward.

(Maximum exterior crush to the vehicle was

8,0 inches in the front plane at the

centerline of the vehicle just above bumper

height. No occupant compartment

deformation or intrusion was noted.

Occupant risk factors were all within the

preferred MASH limits. The device

performed acceptably for MASH test 3-45.

Full Scale Crash Testing was done in compliance with MASH by the following accredited crash test
laboratory (cite the laboratory’s accreditation status as noted in the crash test reports.):

Laboratory Name: [Texas ‘A&M Transportation Institute

. : Digitally signed by Darrell L. Kuhn
Laboratory Signature: Darrell L. Kuhn Date: 2018.06.01 17:05:02 -05'00'
‘Address: TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter (_]

‘Country:

USA Same as Submitter (“]

Accreditation Certificate
Number and Dates of current
Accreditation period :

ISO 17025 Laboratory
‘Certificate Number: 2821.01
Valid To: April 30, 2019

Submit Form


Version 10.0 (05/16)
Page 4 of 8

3-41 (2270P)

Test 3-41 involves a 2270P vehicle
impacting the test article at a target speed
of 62 mph and a target angle of 0 degrees.
‘The results of the test conducted on March
1, 2018 are found in TTI Test Report number
690900-PSS11-16. The test vehicle was
traveling at an impact speed of 63.7 mi/h as
it contacted the crash cushion at an impact
angle of 0.4°. After loss of contact with the
barrier, the vehicle came to rest 24 ft
downstream of the impact. Barrels #1, #2,
#3, #4, and #12 (see attached report) were
crushed between the vehicle and the
backup structure. The remaining barrels
were deformed and the barrels, lids, and
sand were strewn about the test area.
Maximum debris scatter was 113 ft
downstream x 38 ft right and 25 ft left. The
front bumper, grill, hood, and radiator and
support were deformed. Maximum exterior
crush to the vehicle was 17.0 inches in the
front plane near the center at bumper
height. No occupant compartment
deformation or intrusion was noted.
Occupant risk factors were all within the
preferred MASH limits. The device
performed acceptably for MASH test 3-41.

PASS

3-42 (1100C)

Test 3-42 involves an 1100C vehicle
impacting the test article at a target speed
of 62 mph and a target angle of 5-to-15
degrees, The results of the test conducted
on February 28, 2018 are found in TTI Test
Report number 690900-PSS11-16. The test
vehicle was traveling at an impact speed of
63.0 mi/h as it contacted the crash cushion
with the centerline of the front of the
vehicle aligned with the centerline of the
nose of the crash cushion at an impact
angle of 5.5°. After loss of contact with the
barrier, the vehicle came to rest 21 ft
downstream of the impact and 36 ft toward
the field side (right). All barrels were
displaced except for barrel #11. A 12-inch
tall piece of a barrel was wedged under the
front bumper of the vehicle. Debris scatter

front bumper, hood, grill, radiator and
support, and left front fender were
deformed. The windshield was cracked in
the left lower corner. Maximum exterior
crush to the vehicle was 12.0 inches in the
front plane at the left front corner just
above bumper height. No occupant
compartment deformation or intrusion was
noted. Occupant risk factors were all within
ithe preferred MASH limits. The device

performed acceptably for MASH test 3-42.

was 90 ft long x 32 ft right and 35 ft left. The,

PASS



Version 10.0 (05/16)

Page 3 of 8
Evaluation ]
Results

| Required Test Narrative

Number Description
[Test 3-40 involves an 1100C vehicle
impacting the test article at a target speed
of 62 mph anda target angle of 0 degrees.
The results of the test conducted on
February 28, 2018 are found in TTI Test
Report number 690900-PSS11-16. The test
vehicle was traveling at an impact speed of -
62.6 mi/h as it contacted the crash cushion |
with the right quarter point of the vehicle |
aligned with the centerline of the crash
cushion at an impact angle of 0.5°, After loss
of contact with the crash cushion, the {
vehicle came to rest 15 ft downstream of
the point of impact and 10 ft toward the
traffic side (left). The last two barrels set
nearest the backstop of the array remained
upright, however, the barrels were PASS
damaged and the lids were missing. The {
remaining barrels in the array were
deformed and lying on the ground surface,
and sand from these barrels was strewn
about the test site. Debris scatter was 47 ft
downstream x 15 ft left and 29 ft right. The
front bumper, hood, and right and left front
fenders were damaged. The windshield
sustained a stress crack radiating from the
right lower corner of the windshield. |
Maximum exterior crush to the vehicle was |
7.5 inches in the front plane just above
bumper height. No occupant compartment
deformation or intrusion was noted.
| Occupant risk factors were all within the
: preferred MASH limits. The device {
| : performed acceptably for MASH test 3-40.

+——

}

3-40 (1100C)



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-05-15

2018.

30

TR No. 690900-PSS11-PSS16


3-44 (2270P)

impacting the test article at a target speed
of 62 mph and a target angle of 20 degrees. |
The results of the test conducted on |
February 16, 2018 are found in TTI Test |
Report number 690900-PSS11-16. The test
vehicle was traveling at an impact speed of
63.0 mi/h as it contacted the crash cushion,
with the centerline of the vehicle aligned |
with the leading traffic side corner of the
backup structure at an impact angle of
21.1°. After loss of contact with the barrier,
the vehicle came to rest 17 inches upstream
of the leading traffic side corner of the
backup structure and 11 ft toward traffic
lanes (left side). Barrels #1 through #4 were
not impacted and remained in place.

Barrels # 7 and 9 were split, and barrel #11
was crushed against the backup structure.
|All remaining barrels were crushed and
most of the sand strewn about. Debris
scatter was 54 ft downstream x 11 ft left
and 40 ft right. The front bumper, radiator
and support, hood, grill, water pump and
fan, right front fender, and left front fender
were damaged. The windshield was also
‘cracked in several locations. Maximum
exterior crush to the vehicle was 26.0 inches
in the front plane at center bumper height.
No occupant compartment deformation or
intrusion was noted. The device performed
acceptably for MASH test 3-44.

|pass

Version 10.0 (05/16)
Page 6 of 8



US.Department 1200 New Jersey Ave., SE

of Transportation Washington, D.C. 20590

Federal Highway

Administration
SEP 17 2018 In Reply Refer To:

HSST-1 / CC-145
Mr. Charles Mettler
Plastic Safety Systems, Inc.
2444 Baldwin Road
Cleveland, Ohio 44104

Dear Mr. Mettler:

This letter is in response to your June 25, 2018 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 CC-145 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:
e = CrashGard®

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.


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2018-05-15

49

TR No. 690900-PSS11-PSS16


Version 10.0 (05/16)
Page 8 of 8

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 _|
J



Version 10.0 (05/16)
Page 5 of 8

3-43 (2270P)

‘Test 3-43 involves a 2270P vehicle
impacting the test article at a target speed
lof 62 mph and a target angle of 5-to-15
degrees. The results of the test conducted
on March 1, 2018 are found in TTI Test
Report number 690900-PSS11-16. The test
vehicle was traveling at an impact speed of

62.8 mi/h as it contacted the crash cushion |

with the centerline of the front of the
vehicle with the centerline of the nose of
the crash cushion at an impact angle of 5.7°.
After loss of contact with the barrier, the
vehicle came to rest 45 ft downstream of
the impact and 25 ft toward the field side
(right). Barrel #11 was undisturbed, and
barre! 12 was upright but crushed against
the backup structure, and missing the lid
and some sand. One barrel was wedged
lunder the front of the test vehicle. The
remaining barrels, lids, and sand were
strewn about the test area. Maximum.
extent of debris was 109 ft downstream x
‘44 ft to the right side and 32 ft to the left
side. The front bumper, grill, hood, and
radiator and support were deformed.
‘Maximum exterior crush to the vehicle was
13.0 inches in the front plane at the center
at bumper height. No occupant
compartment deformation or intrusion was
noted. Occupant risk factors were all within
the preferred MASH limits. The device

performed acceptably for MASH test 3-43.

PASS



Version 10.0 (05/16)
Page 1 of 8

Request for Federal Aid Reimbursement Eligibility
of Highway Safety Hardware

Date of Request: | June 12, 2018 @New (C Resubmission
Name: | Chuck Mettler
Company: | pss (Plastic Safety Systems) Inc.
Address: |2444 Baldwin Road, Cleveland, Ohio 44104
Country: |usa

Michael S. Griffith, Director
FHWA, Office of Safety Technologies

Submitter

To:

T 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

System Type Submission Type Device Name/ Variant | Testing Criterion Ae
‘CC’: Crash Cushions, @ Physical Crash Testing icrashGard AASHTO MASH 73
Attenuators, & Terminals | (~ Engineering Analysis. |"

By submitting this request for review and evaluation by the Federal Highway Administration, | 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.

ividual or Organization ré nsil r the pre
|Contact Name: Chuck Mettler _ Same as Submitter (X]
‘Company Name: _ [PSS (Plastic Safety Systems) Inc. ‘Same as Submitter 14]
Address: 2444 Baldwin Road, Cleveland, Ohio 44104 ‘Same as Submitter [XJ
Country: USA _ ‘Same as Submitter [X]
Enter below all disclosures of financial interests as required by the FHWA ‘Federal-Aid Reimbursement

Eligibility Process for Safety Hardware Devices' document.

None



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Standard Provisions

To prevent misunderstanding by others, this letter of eligibility designated as FHWA
control number CC-145 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 sell any patented system for which the applicant is not the patent holder.

This FHWA 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 FHWA 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,

Hlicleel 3 “Jaffe

Michael S. Griffith
Director, Office of Safety Technologies
Office of Safety

Enclosures


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: CrashGard®

Type of system: Crash Cushion

Test Level: MASH Test Level 3 (TL3)

Testing conducted by: Texas A&M Transportation Institute
Date of request: June 25, 2018

Date initially acknowledged: June 26, 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.


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2018-05-15

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