1200 New Jersey Avenue, SE. 

Washington, DC 20590

July 17, 2008 

In Reply Refer To: HSSD/B-146 

Mr. Gerald M. McCarthy, Coordinator 

New England Transportation Consortium 

c/o Advanced Technology & Manufacturing Center 

University of Massachusetts Dartmouth 

151 Martine Street 

Fall River, MA 02723 

Dear Mr. McCarthy: 

This letter is in response to your request for the Federal Highway Administration (FHWA) 

acceptance of the New England Transportation Consortium (NETC) roadside safety system for 

use on the National Highway System (NHS). 

 Name of systems: 

1) NETC New Hampshire T2 Bridge Rail Transition 

2) NETC New Hampshire T4 Bridge Rail Transition 

3) NETC Massachusetts End Wall Transition to S3-TL4 Bridge Rail with 

Sidewalk 

4) NETC Massachusetts End Wall Transition to S3-TL4 Bridge Rail 

Curb-Mounted 

 Type of systems: 

1&2) W- to Thrie-Beam Transition direct to beam-and-post bridgerail 

3&4) W- to Thrie-Beam Transition to concrete end wall 

 Test Level: 

1&2) National Cooperative Highway Research Program (NCHRP) Report 350 

Test Level 3 (TL-3) 

3&4) NCHRP Report 350 TL-4 

 Testing conducted by: Texas Transportation Institute (TTI) 

 Date of request: February 1, 2006 

 Date of completed package: August 29, 2007 (NETC), June 26, 2008 (TTI) 

You requested that we find these systems acceptable for use on the NHS under the provisions of 

the NCHRP Report 350 “Recommended Procedures for the Safety Performance Evaluation of 

Highway Features.” We appreciate your patience and cooperation while finalizing this 

acceptance package. 
2

Requirements 

Roadside safety systems should meet the guidelines contained in the NCHRP Report 350, 

"Recommended Procedures for the Safety Performance Evaluation of Highway Features". 

FHWA Memorandum “ACTION: Identifying Acceptable Highway Safety Features” of July 25, 

1997 provides further guidance on crash testing requirements of longitudinal barriers. 

Description 

In the current project, the NETC developed bridge rail transitions for two bridge rail systems and 

for a concrete end wall, and desired to crash test them to TL-3 requirements of the NCHRP 

Report 350. Four transitions were developed: 

1. Transition to the 2-Bar steel bridge rail with approach curb. 

2. Transition to the 4-Bar steel bridge rail mounted on a sidewalk. 

3. Transition to the concrete end wall with approach curb. 

4. Transition to the concrete end wall mounted behind a sidewalk. 

Transitions #1 and #2 were developed by New Hampshire Department of Transportation 

(NHDOT) and transitions #3 and #4 by Massachusetts Highway Department (MHD). The MHD 

transitions were designed for use with various bridge rail systems beyond the end wall. 

Our office reviewed the four transitions and determined that two crash tests were required. 

1. Test 3-21 on transition #1 to the 2-bar steel bridge rail with approach curb for TL-3. 

2. Test 3-21 on transition #4 to the concrete end wall behind a sidewalk for TL-4. 

The FHWA accepted transition #3 to the concrete end wall with approach curb for TL-3 based 

on crash tests of similar systems already performed by others, and will accept transition #2 to the 

4-bar steel bridge rail mounted on a sidewalk pending successful testing of transition #1 to the 

2-bar steel bridge rail system with approach curb. 

The NETC decided that if the first test (using the 2000P vehicle) on transition #4 to a concrete 

end wall mounted behind a sidewalk was successful a TL-4 test with a single-unit truck (8000 kg 

vehicle) would be performed. If transition #4 was successful for TL-4, the FHWA indicated that 

they would accept transition #3 with an approach curb for TL-4 without testing. 

Brief descriptions of the transitions follow: 

New Hampshire Transitions 

The NETC New Hampshire transition consisted of standard W-beam guardrail attached to a 

symmetric 10-gage W-beam to Thrie-beam transition section, attached to nested 12-gage Thrie 

beam, connected to the two tube transition rail by means of a Thrie-beam terminal connector. 

The two tube transition rails are the same tubular elements used in the bridge rail. A 

TS 8 x 4 x 5/16 rail element was attached to the top of the W6 x 25 steel posts at a height of 

34 inches above the pavement surface (to the top of the rail) with two 6-inch long, 3/4-inch 

diameter round headed bolts. The TS 4 x 4 x 1/4 bottom rail was attached to the posts at a height 

of 20 inches with similar bolts. Wood posts throughout the transition were 6 inches x 8 inches x 
3

7 feet long. The seven wood posts adjacent to the tubular transition rail were installed 18-3/4 

inches on center, and the remainder of the posts in the transition were installed 37-1/2 inches on 

center. Posts in the w-beam section were installed at 6 foot 3-inch centers. The upstream end of 

the guardrail was anchored with an ET terminal. A 7-inch tall simulated granite curb was 

installed throughout the transition and extended in front of the rail tubes by 6 inches, and in front 

of the Thrie-beam by 1-1/4 inches. 

Massachusetts Transitions 

The Massachusetts S3-TL4 Steel Bridge Railing system is a beam and post system consisting of 

three tubular steel rail elements mounted on steel wide flange posts bolted to the concrete 

deck/sidewalk. It was mounted on a sidewalk a distance of 61 inches from the face of an 8-inch 

high curb. The bridge railing was attached to a concrete end wall that is part of the bridge 

abutment. The end wall flares away from the face by 8.8 inches over a distance of 2-feet, 

10 inches. A collapsing tube assembly is located in this flared area. The Thrie-beam transition 

was attached to the straight portion of the concrete end wall with a Thrie-beam end shoe. Two 

sections of 12 gage Thrie-beam were nested and attached to the end shoe and wood support 

posts. Posts 1 through 4 were 6 x 8-inch x 7-foot long with 18-inch long blockouts of the same 

section, spaced 1-1/2 feet on center. Posts 5 and 6 were 6x8-inch x 6.5-foot long, with 18-inch 

blockouts (6 x 8) and spaced 3 feet on center. Post 7 was 6x8-inch, 6.5-foot long with a 14-inch 

blockout (6 x 8). A 10-gage symmetric Thrie-beam to W-beam transition was mounted on posts 

5, 6, and 7. The sidewalk transitioned from 8 inches tall to 6 inches tall at post 8. 

Testing 

Full-scale truck testing was conducted on these transitions, as summarized in the tables below 

and detailed in the enclosed Crash Test Data Sheets for reference. The New Hampshire 

transition was tested to TL-3, whereas the Massachusetts transition was tested to TL-4. 

Test Number Test 3-21 

401181-1 

Test 4-21 

401181-2 

Test 4-22 

401181-3 

Transition New Hampshire Massachusetts Massachusetts 

Critical Impact 

Point Location 

1635 mm from 

1st bridgerail post 

1570 mm from 

start of wall slope 

1570 mm from 

start of wall slope 

Mass of Test 

Vehicle 

2135 kg 

(2000P) 

2108 kg 

(2000P) 

8106 kg 

(8000S) 

Impact Speed 102.3 km/hr 101.2 82.2 

Impact Angle 24.9 degrees 25.2 degrees 13.6 degrees 

Occupant 

Impact Velocity 

5.2 mps long. 

7.5 mps lat. 

5.1 mps long. 

6.6 mps lat. 

2.5 mps long. 

3.0 mps lat. 

Maximum 

Ridedown* 

-8.3 g’s long. 

13.5 g’s lat. 

-19.3g’s long. 

17.4g’s lat. 

-4.5 g’s long. 

7.4 g’s lat. 

Working Width 580 mm 450 mm 539 mm 

Max. Occup. 

Deform.** 

44 mm 104 mm N/A 

*Maximum Ridedown: maximum longitudinal and lateral ridedown accelerations 

**Max. Occup. Deform.: maximum occupant compartment deformation 
4

Findings 

In all three impacts, the test vehicles were smoothly redirected by the barrier, with maximum roll 

angles quite low or negligible. The results of the testing met the FHWA requirements and, 

therefore, the transitions described above and detailed in the enclosed drawings are acceptable 

for use on the NHS under the range of conditions tested, when proposed by a highway agency. 

Findings 

The systems described in the various requests above and detailed in the enclosed drawings are 

acceptable for use on the NHS under the range of conditions tested, when such use is acceptable 

to a highway agency. Specifically, the following scenarios are acceptable: 

1. New Hampshire Transition to the 2-Bar steel bridge rail with approach curb. 

2. New Hampshire Transition to the 4-Bar steel bridge rail mounted on a sidewalk. 

3. Massachusetts Transition to the concrete end wall with approach curb. 

4. Massachusetts Transition to the concrete end wall mounted behind a sidewalk. 

Please note that system #4 requires that either there be an existing sidewalk on the approach to 

the bridge, or that a gradual transition from the shoulder grade to the sidewalk is provided in 

conjunction with the transition. 

Please also note the following standard provisions that apply to the FHWA letters of acceptance: 

• This acceptance is limited to the crashworthiness characteristics of the systems and does 

not cover their structural features, nor conformity with the Manual on Uniform Traffic 

Control Devices. 

• Any changes that may adversely influence the crashworthiness of the system will require 

a new acceptance letter. 

• Should the FHWA discover that the qualification testing was flawed, that in-service 

performance reveals unacceptable safety problems, or that the system being marketed is 

significantly different from the version that was crash tested, we reserve the right to 

modify or revoke our acceptance. 

• You will be expected to supply potential users with sufficient information on design and 

installation requirements to ensure proper performance. 

• Users should ensure that the hardware furnished has essentially the same chemistry, 

mechanical properties, and geometry as that submitted for acceptance, and that it will 

meet the crashworthiness requirements of the FHWA and the NCHRP Report 350. 

• To prevent misunderstanding by others, this letter of acceptance is designated as number 

B-146 and 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 at our office upon request. 

• This acceptance 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. The acceptance letter is limited to the crashworthiness characteristics of the 
5

candidate system, and the FHWA is neither prepared nor required to become involved in 

issues concerning patent law. Patent issues, if any, are to be resolved by the applicant. 

Sincerely yours, 

David A. Nicol, P.E. 

Director, Office of Safety Design 

Office of Safety 

Enclosures 

cc: Mr. James Sime 

 Manager of Research 

 Research & Materials 

 ConnDOT 

 280 West Street 

 Rocky Hill, CT 06067-0207 

FHWA:HSSD:NArtimovich:tb:x61331:7/11/08 

File: s://directory folder/nartimovich/B146NETC_MA_NH.doc 

cc: HSSD (Reader, HSA; Chron File, HSSD; N.Artimovich, HSSD; 

 M.McDonough, HSSD) 
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MHO WI.07.D ('.')

MHO WI.070 (,.,) X EACH 160 '8" LONC, X 0 14" LONC

MQIES;

I. ALL STEEL HICHWAYCUARDRA" COMPONENTS AND HARDWARESHALL BE HOT DIP GALVANIZEDEXCEPT THE STAINLESS

STEEL BOLTS.

,. REFERENCED STANDARDSSHALL BE MODIfiED AS SHOWN ON THESE DRAWINCS, J. WOODPOSTS AND O"SET BLOCKS ARE fULL SAWN WITH THE ACTUAL DIMENS'DNS INDICATEDAND WOTHTOLERANCES

OF I" IN WIDTHAND THICKNESS.

4. WOOD POSTS SHALL HAVE A TOLERANCE Of ," ON THE LENGTH. THERE SHALL BE A r TOLERANCE ON THE LENGTH

Of THE WOOD BLOCK OUTS.

REFERENCE DOCUMENTS'

MHO - MASSACHUSETTSHIGHWAYDEPARTMENT- '995 STANDARD SPECifiCATIONS fOR HIGHWAY AND BRIDGES.

ARTBA - AASHTD AGC ARTBAJOINT COMMITTEE- 1995 A GUIDE TO STANDARDIZEDHIGHWAYBARRIERHARDWARE,

AlSi - AMERICAN IRON AND STEEL INSTITUTE.

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STATEOFNEWHAMPSHIRE DEPARTMENT OP TRANSPORTATION' BUREAU OP BRIDOE DESIGN

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SPLICE BAR DIMENSION TABLE

T A B C D X l

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0.000 s 0.132 s

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0.269 s

74.4 en

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General Information

Test Agency Texas TransportationInstitute

Test No. 401181-1

Date 04-14-2005

Test Article

Type... Transition

Name NETC New HampshireT2 Transition

InstallationLength(m) 21.5

Material or Key Elements W-beamto symmetric10 gauge W-beamto

thrie-beamtransition section,to nested

12 gauge thrie-beamsections,to two tube

transition by thrie-beamterminal connector

Soil Type and Condition Standard Soil, Dry

Test Vehicle

Type Production

Designation... 2000P

ModeL 2000 Chevrolet2500 Pickup

Mass (kg) Curb 2156

Test InertiaL 2135

Dummy No dummy

Gross Static 2135

0.406 s

/~

c~

Test Article Deflections (m)

Dynamic 0.20

Permanent 0.15

Working Width 0.58

Vehicle Damage

Exterior

VDS 11LFQ3

CDC " 11FYEW2

Max. Exterior

Vehicle Crush (mm)

Interior

OCDI.........................

Max. Occupant Compartment

Deformation (mm) ...............

Post-Impact Behavior

(during 1.0 see after impact)

Max. Yaw Angle (deg) 56

Max. Pitch Angle (deg) -14

Max. Roll Angle (deg) -19

530

LF0114000

44

Summary of results for NCHRP Report 350 test 3-21 on the New Hampshire transition.

Impact Conditions

Speed (km/h) ............................. 102.3

Angle (deg) ................................ 24.9

Exit Conditions

Speed (km/h) ............................. 85.1

Angle (deg) ................................ 11.7

Occupant Risk Values

Impact Velocity (m/s)

Longitudinal............................ 5.2

Lateral.. ...... ..............., ............ 7.5

THIV (km/h) .................:............. 32.3

Ridedown Accelerations (g's)

Longitudinal............................ -8.3

Lateral.................................... 10.0

PHD (g's) ................................... 11.9

ASI ............................................ 1.74

Max. 0.050-s Average (g's)

Longitudinal............................ -8.1

Lateral.................................... 13.5

Vertical.--................................ -7.6
0.000 s

. ... r:-T41:'"

,t.~ I \.r" j '-'1 1-5157.,

General Information

Test Agency............................... Test No.

Date.....

Test Article

Type...........................................

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

Installation Length (m)

Material or Key Elements ..........

Soil Type and Condition.............

Test Vehicle

Type...........................................

Designation . Model.........................................

Mass (kg)

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

Test Inertial.............................

Dummy...................................

Gross Static............................

2217

2108

No dummy 2108

Summary of results for NCHRP Report 350 test 4-21 on the Massachusetts transition.

0.122 s

570 ~

Texas Transportation Institute

401181-2

04-15-2005

Transition

NETC Massachusetts End Wall Transition

35.0

Nested thrie-beam transition attached to

straight portion of concrete transition with

thrie-beam end shoe

Standard Soil. Dry

Production

2000P

2000 Chevrolet 2500 Pickup

,.,,,,..,,~

~~

~'.3t ..;,,~,*i 1

\ lfl I I.,,",! ~ l.,k Ii "0'''''''''''''''''''''''. \ ,,. ..//" "'''' J

" ,...,. .

Jr,,~~;j;T~/JIJ~:'i: ... -~,,,;~::~~~:~::,¥~:L...~':t'~f.!~':~:::~:... ..~

I /,.""""""" . ~"1Si1i~ PtAH JJ "D£WALK

Impact Conditions

Speed (km/h)

Angle (deg) .. Exit Conditions

Speed (km/h)

Angle (deg) .. Occupant Risk Values

Impact Velocity (m/s)

Longitudinal

Lateral....

THIV (km/h)

Ridedown Accelerations (g's)

Longitudinal

Lateral

PHD (g's)

ASI ,

Max. 0.050-s Average (g's)

Longitudinal

Lateral

Vertical

96.9

25.2

Test Article Deflections (m)

Dynamic N/A

Permanent 0.06

Working Width 0.45

Vehicle Damage

Exterior

VDS 11LFQ5

CDC 11FLEW3

Max. Exterior

Vehicle Crush (mm)

Interior

OCDI.........................

Max. Occupant Compartment

Deformation (mm) ...............

Post-Impact Behavior

(during 1.0 sec after impact)

Max. Yaw Angle (deg) 30

Max. Pitch Angle (deg) -6

Max. Roll Angle (deg) 16

73.4

2.8

5.1

6.6

29.5

650

LF0102000

-19.3

17.4

24.3

1.73

104

-10.0

11.8

-7.7
, lLOC=l<~ r11

" 'L/-C-,- '3~1;" :~\':-I I

L

"r \,5 1. 1.83 M 387 c,

~HAf'T

General Information

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

Test No.

Date.....

Test Article

Type...........................................

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

Installation Length (m)

Material or Key Elements ..........

Texas Transportation Institute

401181-3

04-27-2005

Transition

NETC Massachusetts End Wall Transition

35.0

Nested thrie-beam transition attached to

straight portion of concrete transition with

thrie-beam end shoe

Soil Type and Condition............. Standard Soil, Dry

Test Vehicle

Type...........................................

Designation .

Model.........................................

Mass (kg)

Curb 5420

Test InertiaL 8106

Gross Static 8106

Production

8000S

1996 Ford F800 Single-Unit Truck

P1.AN AT SOIJEWMK

Test Article Deflections (m)

Dynamic , N/A

Permanent 0.18

Working Width N/A

Vehicle Damage

Exterior

VDS...............................................

CDC..........................

Max. Exterior

Vehicle Crush (mm)

N/A

11FYEW5

530

Post-Impact Behavior

(during1.0seeafterimpact)

Max.YawAngle (deg) 19

Max.PitchAngle (deg) 3

Max.RollAngle (deg) 12

Summary of results for NCHRP Report 350 test 4-22 on the Massachusetts transition.

Impact Conditions

Speed (km/h) ............................. 80.8

Angle (deg) ................................ 13.6

Exit Conditions

Speed (km/h) ............................. N/A

Angle (deg) ................................ 1.8

Occupant Risk Values

Impact Velocity (m/s)

Longitudinal............................ 2.5

Lateral.................................... 3.0

THIV (km/h) ............................... 13.1

Ridedown Accelerations (g's)

Longitudinal............................ -4.5

Lateral.................................... 7.4

PHD (g's) ................................... 7.4

ASI ............................................ 0.34

Max. 0.050-s Average (g's)

Longitudinal............................ -2.2

Lateral.................................... 2.7

Vertical................................... -2.9