1200 New Jersey Ave., SE 

 Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-359 

Mr. Tekeste Amare 

Maryland Transportation Authority 

300 Authority Drive 

Baltimore MD 21222 

USA 

Dear Mr. Amare: 

This letter is in response to your April 1, 2021 request for the Federal Highway Administration 

(FHWA) to review a roadside safety device, hardware, or system for eligibility for 

reimbursement under the Federal-aid highway program. This FHWA letter of eligibility is 

assigned FHWA control number B-359 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: 

• MDTA Chesapeake Bay Bridge Steel Rail System

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. 

0 June 29, 2021
2

Eligibility for Reimbursement 

Based solely on a review of crash test results and certifications submitted by the manufacturer, 

and the crash test laboratory, FHWA agrees that the device described herein meets the crash test 

and evaluation criteria of the AASHTO’s MASH. Therefore, the device is eligible for 

reimbursement under the Federal-aid highway program if installed under the range of tested 

conditions. 

• Name of system: MDTA Chesapeake Bay Bridge Steel Rail System

Type of system: Longitudinal Barrier

Test Level: Test Level 5

Testing conducted by: Texas A&M Transportation Institute (TTI)

Date of request: April 1, 2021

FHWA concurs with the recommendation of the accredited crash testing laboratory on the 

attached form. 

In accordance with FHWA's Memo "Federal-aid Reimbursement Eligibility Process for Safety 

Hardware Devices" dated November 12, 2015, FHWA will make note of any reported damage to 

a test vehicle's fuel tank, oil pan, or other feature that might serve as a surrogate of the fuel tank. 

AASHTO's MASH states "Although not a specific factor in assessing test results, integrity of a 

test vehicle's fuel tank is a potential concern. It is preferable that the fuel tank remains intact and 

not be punctured. Damage or rupture of the fuel tank, oil pan, or other feature that might serve as 

a surrogate of the fuel tank should be reported". A test report included in with the submittal 

documents that Test 5-12 shows the right fuel tank was damaged. 

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.
3

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. 

Standard Provisions

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

control number B-359 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. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
 Version 10.0 (05/16)

Request for Federal Aid Reimbursement Eligibility

of Highway Safety Hardware

S

u

b

mitter

 Date of Request: New Resubmission

Name:

Company:

Address:

Country:

 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.

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:

Enter below all disclosures of financial interests as required by the FHWA `Federal-Aid Reimbursement 

Eligibility Process for Safety Hardware Devices' document.

Page 1 of 6 

April 01, 2021 I r- r 

Tekeste Amare 

Maryland Transportation Authority 

300 Authority Drive, Baltimore, MD 21222 

United States of America 

Device & Testing Criterion - Enter from right to left starting with Test Level I ! - ! - ! I 

System Type Submission Type Device Name/ Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers (e Physical Crash Testing MOTA Chesapeake Bay AASHTOMASH TLS 

(Roadside, Median, Bridge r Engineering Analysis Bridge Steel Rail System Railinasl 

Contact Name: Tekeste Amare Same as Submitter 

Company Name: Maryland Transportation Authority Same as Submitter 

Address: 300 Authority Drive, Baltimore, MD 21222 Same as Submitter 

Country: United States of America Same as Submitter 

Texas A&M Transportation Institute (TTI) was contracted by Modjeski and Masters, Inc. (M&M) vis-a'-vis the 

Maryland Transportation Authority (MOTA) to perform full-scale crash testing of the MOTA Chesapeake Bay 

Bridge Steel Rail System. There are no shared financial interests in the MOTA Chesapeake Bay Bridge Steel Rail 

System byTTI, or between/among M&M / MOTA and TTI, other than costs involved in the actual crash tests and 

reports for this submission to FHWA. 

612861-02 
 Version 10.0 (05/16)

PRODUCT DESCRIPTION 

CRASH TESTING

Engineer Name:

Address:

Country:

 A brief description of each crash test and its result:

Page 2 of 6 

 New Hardware or

• Significant Modification 

r Modification to 

Existing Hardware 

The MDTA Chesapeake Bay Bridge Steel Rail system consists of four 40-ft 8-inch long and one 42-3/16-inch 

long steel parapet assembly sections, which are supported and anchored to the bridge floor system by nine 

floor beam assemblies, evenly spaced at 20-ft-5-inches. The parapet assembly is anchored to the floor beam 

71⁄2 inches below grade and extends up to 32 inches above grade. A steel rail system is mounted on top of the 

parapet; it consists of an 8-inch x 4¥8-inch elliptical tube and intermediate short posts, with the top of the tube 

located 50 inches above grade. Both the parapet and rail contain 2-inch-wide longitudinal expansion joints 

between each assembly section. 

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. 

William F. Williams 

Engineer Signature:  Digitally signed by William Williams

Date: 2021.04.01 08:27:47 -05'00' 

1254 Avenue A, Bldg 7091, Bryan, Texas 77807 Same as Submitter 

United States of America Same as Submitter 
 Version 10.0 (05/16)

Page 3 of 6 

Required Test Narrative Evaluation 

Number Description Results 

Test 5-10 involves an 1100C vehicle 

impacting the test article at a target impact 

speed of 62 mi/h and target angle of 25°. 

The target CIP for the right corner of the 

front bumper was 3.6 ft upstream of the 

centerline of the steel rail joint between 

posts 6 & 7. 

The results of the test conducted on May 26, 

2020, are found in TTI Test Report No. 

612861-02. The test vehicle was traveling at 

an impact speed of 62.6 mi/h as it made 

contact with the MOTA Chesapeake Bay 

Bridge Steel Rail System 3.9 ft upstream of 

the centerline of the steel rail joint between 

posts 6 & 7 and at an impact angle of 25.0°. 

After loss of contact with the barrier, the 

vehicle came to rest 174 ft downstream of 

the impact point and in line with the bridge 

rail. 

The MOTA Chesapeake Bay Bridge Steel Rail 

System contained and redirected the 11 00C 

vehicle. The vehicle did not penetrate, 

underride, or override the installation. The 

vehicle exited within the exit box criteria 

defined in MASH. 

Maximum dynamic deflection during the 

test was 1 .5 inches. Maximum permanent 

deformation was 0.25 inch. Working width 

5-10 ( 1100C) was 25.0 inches. PASS No detached elements, fragments, or other 

debris were present to penetrate, or to 

show potential for penetrating, the 

occupant compartment, or to present 

undue hazard for others in the area. 

The 11 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 18° and 14°, 

respectively. 

Longitudinal OIV was 20.3 ft/sand lateral 

OIV was 29.2 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 4.8 g, and maximum lateral 

occupant ridedown acceleration was 6.5 g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

10.0 inches in the front plane at the right 

front corner at bumper height. Maximum 

occupant compartment deformations were 

6.5 inches in the right-side kick panel; 6.5 

inches in the right-side diagonal direction of 

the windshield; 3.0 inches in the right-side 

firewall; and 2.0 inches in the floor pan. No 

fuel tank damage was observed. 

The MOTA Chesapeake Bay Bridge Steel Rail 

System performed acceptably for MASH test 

5-10. 
 Version 10.0 (05/16)

Page 4 of 6 

Required Test Narrative Evaluation 

Number Description Results 

Test 5-11 involves a 2270P vehicle 

impacting the test article at a target impact 

speed of 62 mi/h and target angle of 25°. 

The target CIP for the right corner of the 

front bumper was 4.3 ft upstream of the 

centerline of the joint in the steel rail 

between posts 6 & 7. 

The results of the test conducted on May 21, 

2020, are found in TTI Test Report No. 

612861-02. The test vehicle was traveling at 

an impact speed of 62.2 mi/h as it made 

contact with the MOTA Chesapeake Bay 

Bridge Steel Rail System 5. 1 ft upstream of 

the centerline of the joint in the steel rail 

between posts 6 & 7 and at an impact angle 

of 25.0°. After loss of contact with the 

barrier, the vehicle came to rest 151 ft 

downstream of the impact point and 4 ft 

toward the field side. 

The MOTA Chesapeake Bay Bridge Steel Rail 

System contained and redirected the 2270P 

vehicle. The vehicle did not penetrate, 

underride, or override the installation. The 

vehicle exited within the exit box criteria 

defined in MASH. 

Maximum dynamic deflection during the 

test was 2.6 inches. Maximum permanent 

5-1 1 (2270P) deformation was 1. 1 inches. Working width PASS 

was 20. 1 inches. 

No detached elements, fragments, or other 

debris were present to penetrate, or to 

show potential for penetrating, the 

occupant compartment, or to present 

undue hazard for others in the area. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 16° and 10°, 

respectively. 

Longitudinal OIV was 21.0 ft/sand lateral 

OIV was 31 .2 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 6. 1 g and maximum lateral 

occupant ridedown acceleration was 9.8 g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

12.0 inches in the side plane at the right 

front corner at bumper height. Maximum 

occupant compartment deformation was 

2.5 inches in the right front firewall area. No 

fuel tank damage was observed. 

The MOTA Chesapeake Bay Bridge Steel Rail 

System performed acceptably for MASH test 

5-11. 
 Version 10.0 (05/16)

Page 5 of 6 

Test 5-12 involves a 36000V vehicle 

impacting the test article at a target impact 

speed of 50 mi/h and target angle of 15°. 

The target CIP for the right corner of the 

cab's front bumper was 7.0 ft upstream of 

the centerline of post 3. 

The results of the test conducted on May 29, 

2020, are found in TTI Test Report No. 

612861-02. The test vehicle was traveling at 

an impact speed of 49.9 mi/h as it made 

contact with the MDTA Chesapeake Bay 

Bridge Steel Rail System 6.9 ft upstream of 

the centerline of post 3 and at an impact 

angle of 15.0°. After loss of contact with the 

barrier, the vehicle came to rest 309 ft 

downstream of the impact point and 104 ft 

toward the field side. 

The MDTA Chesapeake Bay Bridge Steel Rail 

System contained and redirected the 

36000Vvehicle. The vehicle did not 

penetrate, underride, or override the 

installation. The vehicle exited within the 

exit box criteria defined in MASH. 

Maximum dynamic deflection during the 

test was 3.0 inches. Permanent deformation 

was unmeasurable due to rail separation. 

5-12 (36000V) Working width was 60.9 inches. PASS No detached elements, fragments, or other 

debris were present to penetrate or to show 

potential for penetrating the occupant 

compartment, or to present undue hazard 

for others in the area. 

The 36000V vehicle remained upright 

during and after the collision event, 

although the trailer severed 5 feet behind 

the bulkhead. 

Maximum roll and pitch angles were 6° and 

4°, respectively. 

Longitudinal OIV was 3.3 ft/s, and lateral OIV 

was 14.8 ft/s. 

Maximum longitudinal occupant ridedown 

acceleration was 12.4 g, and maximum 

lateral occupant ridedown acceleration was 

12.5 g. 

Maximum exterior crush to the vehicle cab 

was 19.0 inches in the front plane at the 

right front corner of the cab at bumper 

height. Maximum occupant compartment 

deformation was 4.5 inches in the right floor 

pan. 

The MDTA Chesapeake Bay Bridge Steel Rail 

System performed acceptably for MASH test 

5-12. 

5-20 (11 00C) Test for transition is not applicable for this Non-Relevant Test, not conducted bridge barrier system 
 Version 10.0 (05/16)

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:

Address:

Country:

Accreditation Certificate 

Number and Dates of current

Accreditation period :

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

Page 6 of 6 

5-21 (2270P) Test for transition is not applicable for this Non-Relevant Test, not conducted bridge barrier system 

5-22 (36000V) Test for transition is not applicable for this Non-Relevant Test, not conducted bridge barrier system 

Texas A&M Transportation Institute Proving Ground 

Laboratory Signature: Digitally 

'Date: 2021.03.29 

signed by 

16:36:35 

Darrell L. 

-05'00 

Kuhn 

1254 Avenue A, Bldg 7091, Bryan, Texas 77807 Same as Submitter 

United States of America Same as Submitter 

ISO 17025-2017 Laboratory 

A2LA Certificate Number: 2821.01 

Valid To: April 30, 2021 

S b ·tt 5. t * 

u mI er Igna ure