Development of MASH TL-2 

Crashworthy W-Beam Terminals

For Low-Speed/Volume Roads

February 2023

Publication No. FHWA-FLH-23-004
Proving Ground

Test Report No. 615181-01

DEVELOPMENT OF MASH TL-2 CRASHWORTHY

W-BEAM TERMINALS FOR LOW-SPEED/VOLUME ROADS

Sponsored by

Federal Highway Administration

Office of Federal Lands Highway

TEXAS A&M TRANSPORTATION INSTITUTE PROVING GROUND

Roadside Safety & Physical Security

Texas A&M University System RELLIS Campus

Building 7091

1254 Avenue A

Bryan, TX 77807

ISO 17025 Laboratory

Testing Certificate # 2821.01
Notice

This document is disseminated under the sponsorship of the U.S. Department of Transportation 

in the interest of information exchange. The U.S. Government assumes no liability for the use of 

the information contained in this document. 

The U.S. Government does not endorse products or manufacturers. Trademarks or 

manufacturers’ names appear in this report only because they are considered essential to the 

objective of the document. 

Quality Assurance Statement 

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. Standards 

and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its 

information. FHWA periodically reviews quality issues and adjusts its programs and processes to 

ensure continuous quality improvement.
Technical Report Documentation Page 

1. Report No.

FHWA-FLH-23-004

2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle

DEVELOPMENT OF MASH TL-2 CRASHWORTHY W-BEAM 

TERMINALS FOR LOW-SPEED/VOLUME ROADS 

5. Report Date

June 2023

6. Performing Organization Code

7. Author(s)

Akram A. Abu-Odeh, D. Lance Bullard, Nathan D. Schulz, William J. L. 

Schroeder, and Darrell L. Kuhn

8. Performing Organization Report No.

Report 615181-01

9. Performing Organization Name and Address

Texas A&M Transportation Institute Proving Ground

3135 TAMU

College Station, Texas 77843-3135

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

Project DTFH6116D0039L

12. Sponsoring Agency Name and Address

Office of Federal Lands Highway

1200 New Jersey Avenue, SE.

Washington, DC 20590

13. Type of Report and Period Covered

Technical Report:

September 2020–June 2023

14. Sponsoring Agency Code

HFL-16

15. Supplementary Notes

Project Title: Development of MASH TL-2 Crashworthy W-beam Terminals for Low-Speed/Volume Roads

Name of Contacting Representative: Jeremiah B. Rogers

16. Abstract

The objective of this research was to design a simple low-cost guardrail terminal at Manual for 

Assessing Safety Hardware (MASH) Test Level 2 (TL-2) (44 mi/h) that assumed use of a current generic 

MGS W-beam guardrail, which is the most widely used guardrail in the country. The terminal design was 

tested and evaluated according to the safety-performance evaluation guidelines included in the second 

edition of MASH (1). The crash tests were performed in accordance with MASH TL-2.

This report provides details on the development and simulations of different designs for the TL-2 

W-beam end terminal, the crash tests and results, and the performance assessment of the TL-2 W-beam end 

terminal for MASH TL-2 gating terminal evaluation criteria.

The final TL-2 W-beam end terminal design met the performance criteria for MASH Tests 2-35, 2-30, 

2-31, and 2-37b for gating terminals.

17. Key Words

Gating Terminal, MASH, Crash Test, TL-2, 

Guardrail, W-beam

18. Distribution Statement

The illustrations and drawings were produced by 

Texas A&M as part of the research project. FHWA 

reserves the right to publish all contents of this 

report.

No restrictions. This document is available to the 

public through NTIS:

National Technical Information Service

Alexandria, Virginia 22312

http://www.ntis.gov

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No. of Pages

298

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized. 

DEVELOPMENT OF MASH TL-2 CRASHWORTHY W-BEAM TERMINALS FOR 

LOW-SPEED/VOLUME ROADS

by

Akram A. Abu-Odeh, Ph.D.

Research Scientist

Texas A&M Transportation Institute

D. Lance Bullard, P.E.

Senior Research Engineer

Texas A&M Transportation Institute

Nathan D. Schulz, Ph.D.

Assistant Research Scientist

Texas A&M Transportation Institute

William J. L. Schroeder

Research Engineering Associate

Texas A&M Transportation Institute

and

Darrell L. Kuhn, P.E.

Research Specialist

Texas A&M Transportation Institute

Report 615181-01

Contract No.: DTFH6116D0039L

Project Title: Development of MASH TL-2 Crashworthy W-beam Terminals for LowSpeed/Volume Roads

Sponsored by the

Federal Highway Administration

June 2023

TEXAS A&M TRANSPORTATION INSTITUTE

College Station, Texas 77843-3135

TR No. 615181-01 vii 2023-06-05

DISCLAIMER

The contents of this report reflect the views of the authors, who are solely responsible for 

the facts and accuracy of the data and the opinions, findings, and conclusions presented herein. 

The contents do not necessarily reflect the official views or policies of the Federal Highway 

Administration, The Texas A&M University System, or the Texas A&M Transportation Institute 

(TTI). This report does not constitute a standard, specification, or regulation. In addition, the 

above-listed agencies/companies assume no liability for its contents or use thereof. The names of 

specific products or manufacturers listed herein do not imply endorsement of those products or 

manufacturers. 

The results reported herein apply only to the article tested. The full-scale crash tests were

performed according to TTI Proving Ground quality procedures and American Association of 

State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware, 

Second Edition (MASH) guidelines and standards.

The Proving Ground Laboratory within TTI’s Roadside Safety and Physical Security 

Division (“TTI Lab”) strives for accuracy and completeness in its crash test reports. On rare 

occasions, unintentional or inadvertent clerical errors, technical errors, omissions, oversights, or 

misunderstandings (collectively referred to as “errors”) may occur and may not be identified for 

corrective action prior to the final report being published and issued. If, and when, the TTI Lab 

discovers an error in a published and issued final report, the TTI Lab will promptly disclose such 

error to the Federal Highway Administration, and both parties shall endeavor in good faith to 

resolve this situation. The TTI Lab will be responsible for correcting the error that occurred in 

the report, which may be in the form of errata, amendment, replacement sections, or up to and 

including full reissuance of the report. The cost of correcting an error in the report shall be borne 

by the TTI Lab. Any such errors or inadvertent delays that occur in connection with the 

performance of the related testing contract will not constitute a breach of the testing contract. 

THE TTI LAB WILL NOT BE LIABLE FOR ANY INDIRECT, 

CONSEQUENTIAL, PUNITIVE, OR OTHER DAMAGES SUFFERED BY THE 

FEDERAL HIGHWAY ADMINISTRATION OR ANY OTHER PERSON OR ENTITY, 

WHETHER SUCH LIABILITY IS BASED, OR CLAIMED TO BE BASED, UPON ANY 

NEGLIGENT ACT, OMISSION, ERROR, CORRECTION OF ERROR, DELAY, OR 

BREACH OF AN OBLIGATION BY THE TTI LAB.
TR No. 615181-01 viii 2023-06-05

ACKNOWLEDGMENTS

The authors of this report are deeply grateful to all those who have contributed to its 

successful completion. This project was funded by the Federal Highway Administration 

(FHWA). The FHWA Task Order Contracting Officer’s Representative for this project was 

Christine Black, who provided invaluable support, guidance, and encouragement throughout the 

course of this project.

The authors appreciate the support of the members of the Technical Advisory Committee 

(TAC). They provided great input and feedback. The members of the TAC were Dick Albin, 

Eduardo Arispe, Shawn Debenham, Jeff T. Boutwell, Wayne R. Emington, and Peter Tomczik.

The authors would also like to acknowledge the support of Ronald Faller from the 

Midwest Roadside Safety Facility (MwRSF) for sharing reports and presentations of different 

tests conducted at the MwRSF.

Moreover, the authors acknowledge the support of Kristen Maldonado, Sophie Tullos, 

Sun Hee Park, Roger Bligh, Glenn Schroeder, Adam Mayer, and Maysam Kiani from the Texas 

A&M Transportation Institute.

Finally, the authors acknowledge the support of ANSYS LS-DYNA for providing the 

simulation software and Texas A&M University High Performance Research Computing for 

providing the computational resource to perform LS-DYNA simulations.
TR No. 615181-01 ix 2023-06-05

REPORT AUTHORIZATION

REPORT REVIEWED BY:

Glenn Schroeder, Research Specialist 

Drafting & Reporting

Ken Reeves, Research Specialist 

Electronics Instrumentation

Adam Mayer, Research Specialist 

Construction

Richard Badillo, Research Specialist 

Photographic Instrumentation

Scott Dobrovolny, Research Specialist 

Mechanical Instrumentation 

William J. L. Schroeder, Research 

Engineering Associate

Research Evaluation and Reporting

Bill L. Griffith, Research Specialist 

Deputy Quality Manager

Darrell L. Kuhn, P.E., Research Specialist 

Quality Manager

Matthew N. Robinson, Research Specialist 

Test Facility Manager & Technical Manager

Akram A. Abu-Odeh, Ph.D.

Research Scientist

DocuSign Envelope ID: 9B9F30AA-E80F-4C6A-9D61-98278E9660AF
TR No. 615181-01 vii 2023-06-05 

TABLE OF CONTENTS

Page

Chapter 1. Introduction and Background ......................................................................... 1

1.1. Introduction ..................................................................................................................... 1

1.2. Background ..................................................................................................................... 1

1.2.1. Vermont Guardrail Terminal .................................................................................. 1

1.2.2. Texas Turndown Terminal ...................................................................................... 3

1.2.3. Slotted Rail Terminal .............................................................................................. 4

Chapter 2. System Design ................................................................................................... 5

2.1. Simulation Introduction .................................................................................................. 5

2.2. Simulation Setup ............................................................................................................. 5

2.3. Texas Twist Design Evaluation ...................................................................................... 6

2.4. Vermont Terminal Design Concept ................................................................................ 8

2.5. Flared Slotted Terminal Design Concept ...................................................................... 10

2.6. Discussion ..................................................................................................................... 12

Chapter 3. Initial Testing .................................................................................................. 13

3.1. MASH Test 2-32 (Crash Test No. 615181-01-1, Test Date 2021-08-31) .................... 13

3.1.1. Test Article and Installation Details ..................................................................... 13

3.1.2. Crash Test Results for Crash Test 615181-01-1 ................................................... 17

3.2. MASH Test 2-30 (Crash Test No. 615181-01-2, Test Date 2021-09-02). ................... 17

3.2.1. Test Article and Installation Details ..................................................................... 17

3.2.2. Crash Test Results for Crash Test 615181-01-2 ................................................... 21

3.3. MASH Test 2-30 (Crash Test No. 615181-01-10, Test Date 2021-12-15). ................. 23

3.3.1. Test Article and Installation Details ..................................................................... 23

3.3.2. Crash Test Results for Crash Test 615181-01-10 ................................................. 27

3.4. MASH Test 2-30 (Crash Test No. 615181-01-9, Test Date 2022-02-11). ................... 29

3.4.1. Test Article and Installation Details ..................................................................... 29

3.4.2. Crash Test Results for Crash Test 615181-01-9 ................................................... 33

3.5. MASH Test 2-31 (Crash Test No. 615181-01-3, Test Date 2022-02-16). ................... 34

3.5.1. Test Article and Installation Details ..................................................................... 34

3.6. MASH Test 2-35 (Crash Test No. 615181-01-8, Test Date 2022-04-06). ................... 35

3.6.1. Test Article and Installation Details ..................................................................... 35

3.6.2. Crash Test Results for Crash Test 615181-01-8 ................................................... 38

3.7. MASH Test 2-30 (Crash Test No. 615181-01-4, Test Date 2022-07-20). ................... 38

3.7.1. Test Article and Installation Details ..................................................................... 38

3.7.2. Crash Test Results for Crash Test 615181-01-4 ................................................... 42

Chapter 4. Final End Terminal System Evaluation ....................................................... 43

4.1. Model Design Concept and Simulation Introduction ................................................... 43

4.2. Flared End Terminal Model .......................................................................................... 44

4.3. Test 2-30 Simulation ..................................................................................................... 45

4.4. Test 2-31 Simulation ..................................................................................................... 47

4.5. Test 2-35 Simulation ..................................................................................................... 49

4.6. Test 2-37b Simulation ................................................................................................... 51

4.7. Discussion ..................................................................................................................... 53
TR No. 615181-01 viii 2023-06-05

Chapter 5. System Details................................................................................................. 55

5.1. Test Article and Installation Details ............................................................................. 55

5.2. Design Modifications during Tests............................................................................... 55

5.3. Material Specifications ................................................................................................. 67

5.4. Soil Conditions.............................................................................................................. 67

Chapter 6. Test Requirements and Evaluation Criteria................................................ 69

6.1. Crash Test Performed/Matrix ....................................................................................... 69

6.2. Evaluation Criteria ........................................................................................................ 70

Chapter 7. Test Conditions............................................................................................... 73

7.1. Test Facility .................................................................................................................. 73

7.2. Vehicle Tow and Guidance System.............................................................................. 73

7.3. Data Acquisition Systems............................................................................................. 73

7.3.1. Vehicle Instrumentation and Data Processing ...................................................... 73

7.3.2. Anthropomorphic Dummy Instrumentation ......................................................... 74

7.3.3. Photographic Instrumentation Data Processing.................................................... 74

Chapter 8. MASH Test 2-35 (Crash Test No. 615181-01-5)........................................... 77

8.1. Test Designation and Actual Impact Conditions.......................................................... 77

8.2. Weather Conditions ...................................................................................................... 79

8.3. Test Vehicle .................................................................................................................. 79

8.4. Test Description............................................................................................................ 80

8.5. Damage to Test Installation .......................................................................................... 81

8.6. Damage to Test Vehicle................................................................................................ 82

8.7. Occupant Risk Factors.................................................................................................. 86

8.8. Test Summary ............................................................................................................... 86

Chapter 9. Failed Tests ..................................................................................................... 88

9.1. MASH Test 2-30 (Crash Test No. 615181-01-6, Test Date 2022-09-14). ................... 88

9.1.1. Test Article and Installation Details ..................................................................... 88

9.1.2. Crash Test Results for Crash Test 615181-01-6................................................... 88

9.2. MASH Test 2-30 (Crash Test No. 615181-01-7, Test Date 2022-09-20). ................... 90

9.2.1. Test Article and Installation Details ..................................................................... 90

9.2.2. Crash Test Results for Crash Test 615181-01-7................................................... 94

Chapter 10. MASH Test 2-30 (Crash Test No. 615181-01-11)......................................... 97

10.1. Test Designation and Actual Impact Conditions.......................................................... 97

10.2. Weather Conditions ...................................................................................................... 99

10.3. Test Vehicle .................................................................................................................. 99

10.4. Test Description.......................................................................................................... 100

10.5. Damage to Test Installation ........................................................................................ 101

10.6. Damage to Test Vehicle.............................................................................................. 102

10.7. Occupant Risk Factors................................................................................................ 105

10.8. Test Summary ............................................................................................................. 105

Chapter 11. MASH Test 2-31 (Crash Test No. 615181-01-12)....................................... 107

11.1. Test Designation and Actual Impact Conditions........................................................ 107

11.2. Weather Conditions .................................................................................................... 109

11.3. Test Vehicle ................................................................................................................ 109

11.4. Test Description.......................................................................................................... 111

11.5. Damage to Test Installation ........................................................................................ 111
TR No. 615181-01 ix 2023-06-05

11.6. Damage to Test Vehicle.............................................................................................. 113

11.7. Occupant Risk Factors................................................................................................ 116

11.8. Test Summary ............................................................................................................. 116

Chapter 12. MASH Test 2-37B (Crash Test No. 615181-01-13).................................... 119

12.1. Test Designation and Actual Impact Conditions........................................................ 119

12.2. Weather Conditions .................................................................................................... 121

12.3. Test Vehicle ................................................................................................................ 121

12.4. Test Description.......................................................................................................... 123

12.5. Damage to Test Installation ........................................................................................ 123

12.6. Damage to Test Vehicle.............................................................................................. 124

12.7. Occupant Risk Factors................................................................................................ 127

12.8. Test Summary ............................................................................................................. 127

Chapter 13. Non-Critical Simulations............................................................................. 131

13.1. Introduction and Justification ..................................................................................... 131

13.2. Test 2-32 Simulation (5-Degree Impact Angle) ......................................................... 132

13.3. Test 2-32 Simulation (15-Degree Impact Angle) ....................................................... 134

13.4. Test 2-33 Simulation (5-Degree Impact Angle) ......................................................... 136

13.5. Test 2-33 Simulation (15-Degree Impact Angle) ....................................................... 138

13.6. Test 2-34 Simulation................................................................................................... 140

13.7. Test 2-37a Simulation................................................................................................. 142

13.8. Discussion................................................................................................................... 146

Chapter 14. Summary and Conclusions.......................................................................... 147

14.1. Assessment of Test Results......................................................................................... 147

14.2. Conclusions................................................................................................................. 148

14.3. Engineering Opinion on the Results of MASH Testing .............................................. 149

References ........................................................................................................................ 151

APPENDIX A. Details of TL-2 W-beam End Terminal ..................................................... 153

A.1. Drawings for Crash Test 615181-01-5 ........................................................................... 154

A.2. Drawings for Crash Test 615181-01-11 & 615181-01-12.............................................. 176

A.3. Drawings for Crash Test 615181-01-13 ......................................................................... 201

APPENDIX B. Supporting Certification Documents.......................................................... 221

APPENDIX C. MASH Test 2-35 (Crash Test No. 615181-01-5)......................................... 259

C.1. Vehicle Properties and Information............................................................................ 260

C.2. Sequential Photographs............................................................................................... 263

C.3. Vehicle Angular Displacements ................................................................................. 266

C.4. Vehicle Accelerations................................................................................................. 267

APPENDIX D. MASH Test 2-30 (Crash Test No. 615181-01-11)....................................... 269

D.1. Vehicle Properties and Information............................................................................ 270

D.2. Sequential Photographs............................................................................................... 273

D.3. Vehicle Angular Displacements ................................................................................. 276

D.4. Vehicle Accelerations................................................................................................. 277

APPENDIX E. MASH Test 2-31 (Crash Test No. 615181-01-12)....................................... 279

E.1. Vehicle Properties and Information............................................................................ 280

E.2. Sequential Photographs............................................................................................... 283

E.3. Vehicle Angular Displacements ................................................................................. 286

E.4. Vehicle Accelerations................................................................................................. 287
TR No. 615181-01 x 2023-06-05

APPENDIX F. MASH Test 2-37b (Crash Test No. 615181-01-13)..................................... 289

F.1. Vehicle Properties and Information............................................................................ 290

F.2. Sequential Photographs............................................................................................... 293

F.3. Vehicle Angular Displacements ................................................................................. 296

F.4. Vehicle Accelerations................................................................................................. 297
TR No. 615181-01 xi 2023-06-05

LIST OF FIGURES

Page

Figure 1.1. Vermont W-Beam Guardrail Terminal (2)................................................................... 1

Figure 1.2. Vehicle and Test Installation after Test 2-30 (2).......................................................... 2

Figure 1.3. Vehicle and Test Installation after Test 2-34 (2).......................................................... 2

Figure 1.4. Texas Turndown Terminal System (3)......................................................................... 3

Figure 1.5. Test Vehicle after Head-On Crash Test (3).................................................................. 3

Figure 2.1. FE Vehicle Models....................................................................................................... 5

Figure 2.2. FE Model of Texas Twist End Terminal Design.......................................................... 6

Figure 2.3. Texas Twist Test 2-30 Simulation Sequential Images (Downstream View). .............. 7

Figure 2.4. FE Model of Vermont End Terminal Design............................................................... 8

Figure 2.5. Vermont Terminal Test 2-34 Simulation Sequential Images (Overhead View). ......... 9

Figure 2.6. FE Model of Flared Slotted End Terminal Design..................................................... 10

Figure 2.7. Flared Slotted Terminal Test 2-30 Simulation Sequential Images 

(Overhead View)......................................................................................................... 11

Figure 3.1. Details of TL-2 Terminal on MGS for Crash Test 615181-01-1. .............................. 14

Figure 3.2. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-

01-1. ............................................................................................................................ 15

Figure 3.3. TL-2 Terminal on MGS prior to Crash Test 615181-01-1......................................... 16

Figure 3.4. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-1........ 16

Figure 3.5. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-1............................ 17

Figure 3.6. Details of TL-2 Terminal on MGS for Crash Test 615181-01-2. .............................. 18

Figure 3.7. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-

01-2. ............................................................................................................................ 19

Figure 3.8. TL-2 Terminal on MGS prior to Crash Test 615181-01-2......................................... 20

Figure 3.9. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-2........ 20

Figure 3.10. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-2.......................... 21

Figure 3.11. Detailed View of the Windshield after Crash Test 615181-01-2. ............................ 22

Figure 3.12. Overall View of the Windshield after Crash Test 615181-01-2............................... 22

Figure 3.13. Details of TL-2 Terminal on MGS for Crash Test 615181-01-10. .......................... 24

Figure 3.14. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-

01-10. .......................................................................................................................... 25

Figure 3.15. TL-2 Terminal on MGS prior to Crash Test 615181-01-10..................................... 26

Figure 3.16. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-

10................................................................................................................................. 26

Figure 3.17. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.............................. 27

Figure 3.18. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.............................. 28

Figure 3.19. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.............................. 28

Figure 3.20. Details of TL-2 Terminal on MGS for Crash Test 615181-01-9. ............................ 30

Figure 3.21. Details of TL-2 Terminal on MGS for Crash Test 615181-01-9. ............................ 31

Figure 3.22. TL-2 Terminal on MGS prior to Crash Test 615181-01-9....................................... 32

Figure 3.23. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-9...... 32

Figure 3.24. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-9.......................... 33

Figure 3.25. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-3.......................... 34

Figure 3.26. Details of TL-2 Terminal on MGS for Crash Test 615181-01-8. ............................ 36
TR No. 615181-01 xii 2023-06-05

Figure 3.27. TL-2 Terminal on MGS prior to Crash Test 615181-01-8....................................... 37

Figure 3.28. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-8...... 37

Figure 3.29. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-8.......................... 38

Figure 3.30. Details of TL-2 Terminal on MGS for Crash Test 615181-01-4. ............................ 39

Figure 3.31. TL-2 Terminal on MGS prior to Crash Test 615181-01-4....................................... 41

Figure 3.32. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-4...... 41

Figure 3.33. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-4.......................... 42

Figure 4.1. Rendered Model of the First Post with the Anchor Details........................................ 43

Figure 4.2. FE Model of Flared Terminal Design. ....................................................................... 44

Figure 4.3. Flared Terminal Test 2-30 Simulation Sequential Images (Overhead View). ........... 45

Figure 4.4. Flared Terminal Test 2-30 Simulation Sequential Images (Downstream View). ...... 46

Figure 4.5. Flared Terminal Test 2-31 Simulation Sequential Images (Overhead View). ........... 47

Figure 4.6. Flared Terminal Test 2-31 Simulation Sequential Images (Downstream View). ...... 48

Figure 4.7. Flared Terminal Test 2-35 Simulation Sequential Images (Overhead View). ........... 49

Figure 4.8. Flared Terminal Test 2-35 Simulation Sequential Images (Downstream View). ...... 50

Figure 4.9. Flared Terminal Test 2-37b Simulation Sequential Images (Overhead View). ......... 51

Figure 4.10. Flared Terminal Test 2-37b Simulation Sequential Images 

(Downstream View).................................................................................................... 52

Figure 5.1. Details of TL-2 W-beam End Terminal Test 615181-01-5........................................ 57

Figure 5.2. TL-2 W-beam Installation prior to Test 615181-01-5................................................ 58

Figure 5.3. TL-2 W-beam End Terminal prior to Test 615181-01-5............................................ 58

Figure 5.4. TL-2 W-beam End Terminal at Posts 3 and 4 prior to Test 615181-01-5. ................ 59

Figure 5.5. TL-2 W-beam End Terminal at Post 5 prior to Test 615181-01-5............................. 59

Figure 5.6. Field Side of theTL-2 W-beam End Terminal prior to Test 615181-01-5................. 60

Figure 5.7. Field Side of the TL-2 W-beam End Terminal Installation prior to Test 615181-

01-5. ............................................................................................................................ 60

Figure 5.8. Details of TL-2 W-beam End Terminal Tests 615181-01-11 & 615181-01-12. ....... 61

Figure 5.9. TL-2 W-beam End Terminal prior to Tests 615181-01-11 & 615181-01-12. ........... 62

Figure 5.10. The Anchor Bolt with Cap Nut on the TL-2 W-beam End Terminal prior to 

Tests 615181-01-11 & 615181-01-12......................................................................... 62

Figure 5.11. TL-2 W-beam End Terminal on the Impact Side of Post 4 prior to Tests 

615181-01-11 & 615181-01-12. ................................................................................. 63

Figure 5.12. TL-2 W-beam End Terminal on the Non-Impact Side of Post 4 prior to Tests 

615181-01-11 & 615181-01-12. ................................................................................. 63

Figure 5.13. Details of TL-2 W-beam End Terminal Test 615181-01-13.................................... 64

Figure 5.14. TL-2 W-beam End Terminal Prior to Test 615181-01-13. ...................................... 65

Figure 5.15. TL-2 W-beam End Terminal Anchor Post Prior to Test 615181-01-13. ................. 65

Figure 5.16. Rear View of the TL-2 W-beam End Terminal Prior to Test 615181-01-13........... 66

Figure 5.17. Downstream View of the TL-2 W-beam End Terminal Prior to Test 615181-

01-13. .......................................................................................................................... 66

Figure 6.1. Target CIP for MASH 2-35 Test on TL-2 W-beam End Terminal Test 615181-

01-5. ............................................................................................................................ 69

Figure 6.2. Target CIP for MASH 2-30 Test on TL-2 W-beam End Terminal Test 615181-

1-11 ............................................................................................................................. 69

Figure 6.3. Target CIP for MASH 2-31 Test on TL-2 W-beam End Terminal Test 615181-

1-12 ............................................................................................................................. 70
TR No. 615181-01 xiii 2023-06-05

Figure 6.4. Target CIP for MASH 2-37b Test on TL-2 W-beam End Terminal Test 615181-

1-13 ............................................................................................................................. 70

Figure 8.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-5.......... 78

Figure 8.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-5................ 78

Figure 8.3. Impact Side of Test Vehicle before Test 615181-01-5. ............................................. 79

Figure 8.4. Opposite Impact Side of Test Vehicle before Test 615181-01-5. .............................. 80

Figure 8.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-5................. 82

Figure 8.6. TL-2 W-beam End Terminal after Test at the Upstream End Terminal 615181-

01-5. ............................................................................................................................ 82

Figure 8.7. Impact Side of Test Vehicle after Test 615181-01-5. ................................................ 83

Figure 8.8. Rear Impact Side of Test Vehicle after Test 615181-01-5......................................... 83

Figure 8.9. Overall Interior of Test Vehicle after Test 615181-01-5............................................ 84

Figure 8.10. Interior of Test Vehicle on Impact Side after Test 615181-01-5. ............................ 84

Figure 8.11. Summary of Results for MASH Test 2-35 on TL-2 W-beam End Terminal............ 87

Figure 9.1. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-6............................ 88

Figure 9.2. Occupant Compartment Penetration after Crash Test 615181-01-6. ......................... 89

Figure 9.3. Undercarriage Damage after Crash Test 615181-01-6............................................... 89

Figure 9.4. Details of TL-2 Terminal on MGS for Crash Test 615181-01-7. .............................. 91

Figure 9.5. TL-2 Terminal on MGS prior to Crash Test 615181-01-7......................................... 93

Figure 9.6. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-7........ 93

Figure 9.7. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-7............................ 94

Figure 9.8. Post Engaged with Undercarriage of Vehicle after Crash Test 615181-01-7. ........... 95

Figure 9.9. Occupant Compartment Damage after Crash Test 615181-01-7. .............................. 95

Figure 10.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-11...... 98

Figure 10.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-11............ 98

Figure 10.3. Impact Side of Test Vehicle before Test 615181-01-11. ......................................... 99

Figure 10.4. Overall Interior of Test Vehicle before Test 615181-01-11................................... 100

Figure 10.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-11........... 101

Figure 10.6. TL-2 W-beam End Terminal after Test after the Small Car was Removed 

615181-01-11............................................................................................................ 102

Figure 10.7. Right Side of Test Vehicle after Test 615181-01-11.............................................. 102

Figure 10.8. Left Side of Test Vehicle after Test 615181-01-11................................................ 103

Figure 10.9. Overall Interior of Test Vehicle after Test 615181-01-11...................................... 103

Figure 10.10. Interior of Test Vehicle on Impact Side after Test 615181-01-11. ...................... 104

Figure 10.11. Summary of Results for MASH Test 2-30 on TL-2 W-beam End Terminal........ 106

Figure 11.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-12.... 108

Figure 11.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-12.......... 108

Figure 11.3. Impact Side of Test Vehicle before Test 615181-01-12. ....................................... 109

Figure 11.4. Interior of the Test Vehicle before Test 615181-01-12.......................................... 110

Figure 11.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-12........... 112

Figure 11.6. TL-2 W-beam End Terminal after Test at the Downstream Terminal 615181-

01-12. ........................................................................................................................ 112

Figure 11.7. Impact Side of Test Vehicle after Test 615181-01-12. .......................................... 113

Figure 11.8. Left Side of Test Vehicle after Test 615181-01-12................................................ 113

Figure 11.9. Overall Interior of Test Vehicle after Test 615181-01-12...................................... 114

Figure 11.10. Interior of Test Vehicle on Impact Side after Test 615181-01-12. ...................... 114
TR No. 615181-01 xiv 2023-06-05

Figure 11.11. Summary of Results for MASH Test 2-31 on TL-2 W-beam End Terminal........ 117

Figure 12.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-13.... 120

Figure 12.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-13.......... 120

Figure 12.3. Impact Side of Test Vehicle before Test 615181-01-13. ....................................... 121

Figure 12.4. Opposite Impact Side of Test Vehicle before Test 615181-01-13......................... 122

Figure 12.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-13........... 123

Figure 12.6. End of the Rail and Anchor Post of the TL-2 W-beam End Terminal after Test 

615181-01-13............................................................................................................ 124

Figure 12.7. Impact Side of Test Vehicle after Test 615181-01-13. .......................................... 124

Figure 12.8. Rear Impact Side of Test Vehicle after Test 615181-01-13................................... 125

Figure 12.9. Overall Interior of Test Vehicle after Test 615181-01-13...................................... 125

Figure 12.10. Interior of Test Vehicle on Impact Side after Test 615181-01-13. ...................... 126

Figure 12.11. Summary of Results for MASH Test 2-37b on TL-2 W-beam End Terminal...... 129

Figure 13.1. Flared Terminal Test 2-32 (5 Degrees) Simulation Sequential Images 

(Overhead View)....................................................................................................... 132

Figure 13.2. Flared Terminal Test 2-32 (5 Degrees) Simulation Sequential Images 

(Downstream View).................................................................................................. 133

Figure 13.3. Flared Terminal Test 2-32 (15 Degrees) Simulation Sequential Images 

(Overhead View)....................................................................................................... 134

Figure 13.4. Flared Terminal Test 2-32 (15 Degrees) Simulation Sequential Images 

(Downstream View).................................................................................................. 135

Figure 13.5. Flared Terminal Test 2-33 (5 Degrees) Simulation Sequential Images 

(Overhead View)....................................................................................................... 136

Figure 13.6. Flared Terminal Test 2-33 (5 Degrees) Simulation Sequential Images 

(Downstream View).................................................................................................. 137

Figure 13.7. Flared Terminal Test 2-33 (15 Degrees) Simulation Sequential Images 

(Overhead View)....................................................................................................... 138

Figure 13.8. Flared Terminal Test 2-33 (15 Degrees) Simulation Sequential Images 

(Downstream View).................................................................................................. 139

Figure 13.9. Flared Terminal Test 2-34 Simulation Sequential Images (Overhead View). ....... 140

Figure 13.10. Flared Terminal Test 2-34 Simulation Sequential Images 

(Downstream View).................................................................................................. 141

Figure 13.11. Flared Terminal Test 2-37a Simulation CIP01 Sequential Images 

(Overhead View)....................................................................................................... 142

Figure 13.12. Flared Terminal Test 2-37a Simulation CIP01 Sequential Images 

(Downstream View).................................................................................................. 143

Figure 13.13. Flared Terminal Test 2-37a Simulation CIP02 Sequential Images 

(Overhead View)....................................................................................................... 144

Figure 13.14. Flared Terminal Test 2-37a Simulation CIP02 Sequential Images 

(Downstream View).................................................................................................. 145

Figure B.1. Test Day Static Soil Strength Documentation for Test No. 615181-01-5............... 254

Figure B.2. Test Day Static Soil Strength Documentation for Test No. 615181-01-11............. 255

Figure B.3. Test Day Static Soil Strength Documentation for Test No. 615181-01-12............. 256

Figure B.4. Test Day Static Soil Strength Documentation for Test No. 615181-01-13............. 257

Figure C.1. Vehicle Properties for Test No. 615181-01-5.......................................................... 260

Figure C.2. Exterior Crush Measurements for Test No. 615181-01-5. ...................................... 261
TR No. 615181-01 xv 2023-06-05

Figure C.3. Occupant Compartment Measurements for Test No. 615181-01-5......................... 262

Figure C.4. Sequential Photographs for Test No. 615181-01-5 (Overhead Views)................... 263

Figure C.5. Sequential Photographs for Test No. 615181-01-5 (Frontal Views)....................... 264

Figure C.6. Sequential Photographs for Test No. 615181-01-5 (Rear Views)........................... 265

Figure C.7. Vehicle Angular Displacements for Test No. 615181-01-5. ................................... 266

Figure C.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-5 

(Accelerometer Located at Center of Gravity). ........................................................ 267

Figure C.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-5 

(Accelerometer Located at Center of Gravity). ........................................................ 267

Figure C.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-5 

(Accelerometer Located at Center of Gravity). ........................................................ 268

Figure D.1. Vehicle Properties for Test No. 615181-01-11. ...................................................... 270

Figure D.2. Exterior Crush Measurements for Test No. 615181-01-11. .................................... 271

Figure D.3. Occupant Compartment Measurements for Test No. 615181-01-11. ..................... 272

Figure D.4. Sequential Photographs for Test No. 615181-01-11 (Overhead Views)................. 273

Figure D.5. Sequential Photographs for Test No. 615181-01-11 (Frontal Views)..................... 274

Figure D.6. Sequential Photographs for Test No. 615181-01-11 (Oblique Views). .................. 275

Figure D.7. Vehicle Angular Displacements for Test No. 615181-01-11.................................. 276

Figure D.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-11 

(Accelerometer Located at Center of Gravity). ........................................................ 277

Figure D.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-11 

(Accelerometer Located at Center of Gravity). ........................................................ 277

Figure D.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-11 

(Accelerometer Located at Center of Gravity). ........................................................ 278

Figure E.1. Vehicle Properties for Test No. 615181-01-12........................................................ 280

Figure E.2. Exterior Crush Measurements for Test No. 615181-01-12...................................... 281

Figure E.3. Occupant Compartment Measurements for Test No. 615181-01-12....................... 282

Figure E.4. Sequential Photographs for Test No. 615181-01-12 (Overhead Views). ................ 283

Figure E.5. Sequential Photographs for Test No. 615181-01-12 (Frontal Views). .................... 284

Figure E.6. Sequential Photographs for Test No. 615181-01-12 (Oblique Views).................... 285

Figure E.7. Vehicle Angular Displacements for Test No. 615181-01-12. ................................. 286

Figure E.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-12 

(Accelerometer Located at Center of Gravity). ........................................................ 287

Figure E.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-12 

(Accelerometer Located at Center of Gravity). ........................................................ 287

Figure E.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-12 

(Accelerometer Located at Center of Gravity). ........................................................ 288

Figure F.1. Vehicle Properties for Test No. 615181-01-13. ....................................................... 290

Figure F.2. Exterior Crush Measurements for Test No. 615181-01-13...................................... 291

Figure F.3. Occupant Compartment Measurements for Test No. 615181-01-13. ...................... 292

Figure F.4. Sequential Photographs for Test No. 615181-01-13 (Overhead Views). ................ 293

Figure F.5. Sequential Photographs for Test No. 615181-01-13 (Frontal Views). .................... 294

Figure F.6. Sequential Photographs for Test No. 615181-01-13 (Rear Views). ........................ 295

Figure F.7. Vehicle Angular Displacements for Test No. 615181-01-13................................... 296

Figure F.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-13 

(Accelerometer Located at Center of Gravity). ........................................................ 297
TR No. 615181-01 xvi 2023-06-05

Figure F.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-13 

(Accelerometer Located at Center of Gravity). ........................................................ 297

Figure F.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-13 

(Accelerometer Located at Center of Gravity). ........................................................ 298
TR No. 615181-01 xvii 2023-06-05

LIST OF TABLES

Page

Table 4.1. Flared Terminal Test 2-37b Occupant Risk................................................................. 52

Table 5.1. Soil Strength for Crash Test 615181-01-5................................................................... 67

Table 5.2. Soil Strength for Crash Test 615181-01-11................................................................. 67

Table 5.3. Soil Strength for Crash Test 615181-01-12................................................................. 68

Table 5.4. Soil Strength for Crash Test 615181-01-13................................................................. 68

Table 6.1. Test Conditions and Evaluation Criteria Specified for MASH TL-2 Non-gating 

Terminals .................................................................................................................... 69

Table 6.2. Evaluation Criteria Required for MASH Testing......................................................... 70

Table 8.1. Impact Conditions for Test 615181-01-5..................................................................... 77

Table 8.2. Exit Parameters for Test 615181-01-5......................................................................... 77

Table 8.3. Weather Conditions 615181-01-5................................................................................ 79

Table 8.4. Vehicle Measurements 615181-01-5. .......................................................................... 80

Table 8.5. Events during Test 615181-01-5.................................................................................. 81

Table 8.6. Damage to TL-2 W-beam End Terminal 615181-01-5. .............................................. 81

Table 8.7. Deflections of the TL-2 W-beam End Terminal 615181-01-5. ................................... 81

Table 8.8. Occupant Compartment Deformation 615181-01-5.................................................... 85

Table 8.9. Exterior Vehicle Damage 615181-01-5....................................................................... 85

Table 8.10. Occupant Risk Factors for Test 615181-01-5............................................................ 86

Table 10.1. Impact Conditions for Test 615181-01-11................................................................. 97

Table 10.2. Exit Parameters for Test 615181-01-11..................................................................... 97

Table 10.3. Weather Conditions 615181-01-11............................................................................ 99

Table 10.4. Vehicle Measurements 615181-01-11. .................................................................... 100

Table 10.5. Events during Test 615181-01-11............................................................................ 101

Table 10.6. Occupant Compartment Deformation 615181-01-11.............................................. 104

Table 10.7. Exterior Vehicle Damage 615181-01-11................................................................. 104

Table 10.8. Occupant Risk Factors for Test 615181-01-11........................................................ 105

Table 11.1. Impact Conditions for Test 615181-01-12............................................................... 107

Table 11.2. Exit Parameters for Test 615181-01-12................................................................... 107

Table 11.3. Weather Conditions 615181-01-12.......................................................................... 109

Table 11.4. Vehicle Measurements 615181-01-12. .................................................................... 110

Table 11.5. Events during Test 615181-01-12............................................................................ 111

Table 11.6. Occupant Compartment Deformation 615181-01-12.............................................. 115

Table 11.7. Exterior Vehicle Damage 615181-01-12................................................................. 115

Table 11.8. Occupant Risk Factors for Test 615181-01-12........................................................ 116

Table 12.1. Impact Conditions for Test 615181-01-13............................................................... 119

Table 12.2. Exit Parameters for Test 615181-01-13................................................................... 119

Table 12.3. Weather Conditions 615181-01-13.......................................................................... 121

Table 12.4. Vehicle Measurements 615181-01-13. .................................................................... 122

Table 12.5. Events during Test 615181-01-13............................................................................ 123

Table 12.6. Occupant Compartment Deformation 615181-01-13.............................................. 126

Table 12.7. Exterior Vehicle Damage 615181-01-13................................................................. 126

Table 12.8. Occupant Risk Factors for Test 615181-01-13........................................................ 127

Table 13.1. Flared Terminal Test 2-32 (5 Degrees) Simulation Occupant Risk. ....................... 133
TR No. 615181-01 xviii 2023-06-05

Table 13.2. Flared Terminal Test 2-32 (15 Degrees) Simulation Occupant Risk. ..................... 135

Table 13.3. Flared Terminal Test 2-33 (5 Degrees) Simulation Occupant Risk. ....................... 137

Table 13.4. Flared Terminal Test 2-33 (15 Degrees) Simulation Occupant Risk. ..................... 139

Table 13.5. Flared Terminal Test 2-34 Simulation Occupant Risk. ........................................... 141

Table 13.6. Flared Terminal Test 2-37a Simulation Occupant Risk. ......................................... 145

Table 14.1. Summary of Tests in Numerical Order.................................................................... 147

Table 14.2. Assessment Summary for MASH TL-2 Tests on TL-2 W-beam End Terminal...... 148

Table B.1. Test Day Static Soil Strength Documentation for Test No. 615181-01-5. ............... 254

Table B.2. Test Day Static Soil Strength Documentation for Test No. 615181-01-11. ............. 255

Table B.3. Test Day Static Soil Strength Documentation for Test No. 615181-01-12. ............. 256

Table B.4. Test Day Static Soil Strength Documentation for Test No. 615181-01-13. ............. 257
SI* (MODERN METRIC) CONVERSION FACTORS

APPROXIMATE CONVERSIONS TO SI UNITS

Symbol When You Know Multiply By To Find Symbol

LENGTH

in inches 25.4 millimeters mm

ft ft 0.305 meters m

yd yards 0.914 meters m

mi miles 1.61 kilometers km

AREA

in2 square inches 645.2 square millimeters mm2

ft2 square ft 0.093 square meters m2

yd2 square yards 0.836 square meters m2

ac acres 0.405 hectares ha

mi2 square miles 2.59 square kilometers km2

VOLUME

fl oz fluid ounces 29.57 milliliters mL

gal gallons 3.785 liters L

ft3 cubic ft 0.028 cubic meters m3

yd3 cubic yards 0.765 cubic meters m3

NOTE: volumes greater than 1000L shall be shown in m3

MASS

oz ounces 28.35 grams g

lb pounds 0.454 kilograms kg

T short tons (2000 lb) 0.907 megagrams (or metric ton”) Mg (or “t”)

TEMPERATURE (exact degrees)

°F Fahrenheit 5(F-32)/9 Celsius °C

or (F-32)/1.8

FORCE and PRESSURE or STRESS

lbf poundforce 4.45 newtons N

lbf/in2 poundforce per square inch 6.89 kilopascals kPa

APPROXIMATE CONVERSIONS FROM SI UNITS

Symbol When You Know Multiply By To Find Symbol

LENGTH

mm millimeters 0.039 inches in

m meters 3.28 ft ft

m meters 1.09 yards yd

km kilometers 0.621 miles mi

AREA

mm2 square millimeters 0.0016 square inches in2

m2 square meters 10.764 square ft ft2

m2 square meters 1.195 square yards yd2

ha hectares 2.47 acres ac

km2 Square kilometers 0.386 square miles mi2

VOLUME

mL milliliters 0.034 fluid ounces oz

L liters 0.264 gallons gal

m3 cubic meters 35.314 cubic ft ft3

m3 cubic meters 1.307 cubic yards yd3

MASS

g grams 0.035 ounces oz

kg kilograms 2.202 pounds lb

Mg (or “t”) megagrams (or “metric ton”) 1.103 short tons (2000lb) T

TEMPERATURE (exact degrees)

°C Celsius 1.8C+32 Fahrenheit °F

FORCE and PRESSURE or STRESS

N newtons 0.225 poundforce lbf

kPa kilopascals 0.145 poundforce per square inch lb/in2

*SI is the symbol for the International System of Units
TR No. 615181-01 1 2023-06-05

Chapter 1. INTRODUCTION AND BACKGROUND

1.1. INTRODUCTION

The objective of this research was to design a simple low-cost guardrail terminal at 

American Association of State Highway and Transportation Officials (AASHTO) Manual for 

Assessing Safety Hardware (MASH) Test Level 2 (TL-2) (44 mi/h) that assumed use of a current 

generic MGS W-beam guardrail, which is the most widely used guardrail in the country. The 

terminal design was tested and evaluated according to the safety-performance evaluation 

guidelines included in the second edition of MASH (1). The crash tests were performed in 

accordance with MASH TL-2 for gating end terminals (as discussed in Chapter 6).

1.2. BACKGROUND

Guardrail terminals have been developed and evaluated for decades to improve safety 

during vehicle crashes with the end section of guardrail systems. A few of the previously tested 

TL-2 guardrail terminal systems are summarized in this section.

1.2.1. Vermont Guardrail Terminal

The Vermont W-beam guardrail terminal was evaluated by the Texas A&M 

Transportation Institute (TTI) according to National Cooperative Highway Research Program 

(NCHRP) Report 350 TL-2 (2).

The terminal consisted of a flared radius end section across two steel posts. The total flare 

offset was 58 inches. The length-of-need (LON) section was anchored at the third post, where 

the end treatment transitions to the tangent LON section, using an anchor spider. Figure 1.1

shows the Vermont W-beam guardrail terminal. The terminal end component was a standard 

W-beam end section.

Figure 1.1. Vermont W-Beam Guardrail Terminal (2).

Three crash tests were conducted to evaluate the crashworthy performance of the 

Vermont W-beam guardrail terminal: NCHRP Report 350 Tests 2-30, 2-34, and 2-35.

For NCHRP Report 350 Test 2-30, the vehicle gated through the terminal and came to a 

stop behind the installation. During the vehicle impact, the first steel post yielded and was 
TR No. 615181-01 2 2023-06-05

deflected down toward the ground as the vehicle traversed over it. The end rail section bent 

backward during vehicle impact and was curved around the second post. There was minimal 

movement of the other posts. The damage to the vehicle was acceptable, and the occupant risk 

values were within the limits. Figure 1.2 shows the vehicle and test installation after the crash 

test.

Figure 1.2. Vehicle and Test Installation after Test 2-30 (2).

For NCHRP Report 350 Test 2-34, the small car vehicle came to a controlled stop after 

impacting the end terminal. The second steel post yielded during vehicle impact and was 

deflected down toward the ground. The rail end section detached at posts 1 and 2. No other 

significant damage was noted for the installation. The damage to the vehicle was acceptable, and 

the occupant risk values were within the limits. Figure 1.3 shows the vehicle and test installation 

after the crash test.

Figure 1.3. Vehicle and Test Installation after Test 2-34 (2).
TR No. 615181-01 3 2023-06-05

For NCHRP Report 350 Test 2-35, the pickup truck vehicle was successfully contained 

and redirected. There was minimal damage to the test installation. The damage to the vehicle was 

acceptable, and the occupant risk values were within the limits.

The Vermont W-beam guardrail terminal met all the evaluation criteria for NCHRP 

Report 350 TL-2 end terminals.

1.2.2. Texas Turndown Terminal

A turndown version of a guardrail terminal was developed and evaluated by TTI 

according to NCHRP Report 153 and later to NCHRP Report 230 (3).

The turndown terminal system consisted of a 25-ft guardrail section twisted down from 

the guardrail LON height to the ground. There were no guardrail posts in this section, and the rail 

was attached to a concrete foundation. The twisted guardrail section was not attached to the first 

five wood posts. The section was held in place by steel straps that were attached to W-beam 

backup plates connected to the wood posts. Figure 1.4 shows the terminal system.

Figure 1.4. Texas Turndown Terminal System (3).

Five crash tests were conducted to evaluate the crashworthy performance of the Texas 

turndown terminal. The terminal system was considered satisfactory for the NCHRP Report 153 

evaluation criteria. The turndown system allowed the vehicle to ride over the twisted section 

without rolling over. In the head-on crash test, the vehicle depressed the rail and rode along the 

length of the guardrail installation. Figure 1.5 shows the vehicle after the crash test. 

Figure 1.5. Test Vehicle after Head-On Crash Test (3).
TR No. 615181-01 4 2023-06-05

The Texas turndown terminal was later evaluated according to NCHRP Report 230. The 

design failed NCHRP Report 230 Test 45 because the vehicle launched into the air during the

head-on impact and rolled over. Different adaptions of the Texas turndown terminal were 

developed and evaluated over the years. These systems were also found to be unsuccessful for 

NCHRP Report 230. The main components of the twisted, unsupported, and ground-anchored 

rail were similar among the different designs.

1.2.3. Slotted Rail Terminal

The slotted rail terminal (SRT) is a guardrail end terminal that has been tested and 

evaluated according to NCHRP Report 350 and MASH TL-3 (4). The SRT incorporates some of

the following design elements: a cable release anchor post, steel terminal posts, two slotted 

W-beam rails, and a standard cable anchor bracket. The use of slotted rails was considered 

during the design phase of this project. The other design elements of the SRT were not 

considered in this research. 
TR No. 615181-01 5 2023-06-05 

Chapter 2. SYSTEM DESIGN

2.1. SIMULATION INTRODUCTION

Finite element (FE) computer simulations were utilized to evaluate three end terminal 

design concepts according to MASH TL-2 evaluation criteria. The three design concepts were 

similar to the systems discussed in Chapter 1. The simulations were conducted using LS-DYNA, 

which is a general-purpose FE program capable of simulating complex engineering systems with 

impact-contact phenomena (5). This chapter discusses the simulation setup, design concepts, and 

computer simulation results. The designs considered early in this project were based on the nonproprietary systems, mainly the Vermont terminal and the Texas twist or turned down terminal 

due to their simplicity. Neither of these designs has been tested per MASH test conditions, and 

known performance issues have to be addressed through design modification to evaluate their 

performance per MASH test conditions and evaluation criteria. 

2.2. SIMULATION SETUP

Representative FE models of the 1100C and 2270P test vehicles are shown in Figure 2.1. 

The vehicle models were developed by the Center for Collision Safety and Analysis. These 

vehicle models were used to evaluate the crashworthy performance of the end terminal models. 

(a) 1100C FE Model (b) 2270P FE Model 

Figure 2.1. FE Vehicle Models.

Geometrical representations of the three end terminal design concepts were developed, 

and an FE mesh was applied to each of the parts. Appropriate section and material properties 

were applied for the end terminal system components (steel posts, wood posts, guardrail, anchor, 

etc.). Boundary conditions and contact between the vehicle and end terminal model were 

defined. 
TR No. 615181-01 6 2023-06-05

2.3. TEXAS TWIST DESIGN EVALUATION

The Texas twist end terminal design was evaluated with FE computer simulations. 

Figure 2.2 shows the FE model of the end terminal. A standard 12-ft section of W-beam 

guardrail was anchored at groundline (applied boundary constraint) and twisted to attach at the 

first steel post. The remaining system consists of a standard LON guardrail.

Figure 2.2. FE Model of Texas Twist End Terminal Design.

The first impact simulation for this system was MASH Test 2-30, which is a head-on 

impact. This test involved impacting the end terminal with the 1100C vehicle model at a speed of 

44 mi/h and an angle of 0 degrees. The 1100C vehicle model impacted the terminal system with 

the quarter point of the vehicle bumper aligned with the tangent guardrail. Figure 2.3 shows 

sequential images for the MASH Test 2-30 simulation impact. The small car vehicle model 

climbed the rail during impact and rolled over. Thus, the system would be considered 

unsatisfactory according to MASH. Additional simulations were not conducted on this system 

based on the unsatisfactory performance.
TR No. 615181-01 7 2023-06-05

(a) 0.0 s

(b) 0.2 s

(c) 0.4 s

(d) 0.6 s

(e) 0.8 s

Figure 2.3. Texas Twist Test 2-30 Simulation Sequential Images (Downstream View).
TR No. 615181-01 8 2023-06-05

2.4. VERMONT TERMINAL DESIGN CONCEPT

The Vermont end terminal design was evaluated with FE computer simulations. 

Figure 2.4 shows the FE model of the end terminal. The first two posts are attached to a curved 

section of W-beam guardrail. A rounded W-beam end section is located at the end of the 

terminal. The remaining system consists of a standard LON guardrail. An anchor cable is 

connected between the tangent guardrail section and the third steel post.

(a) Elevation view

(b) Plan view

Figure 2.4. FE Model of Vermont End Terminal Design.

The following impact simulations were performed on the Vermont terminal model 

system: MASH Tests 2-30, 2-31, 2-32, 2-33, 2-34, 2-35, and 2-37b. For conciseness, only the 

results of the MASH Test 2-34 simulation are discussed. 

MASH Test 2-34 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 15 degrees. The 1100C vehicle model impacted the terminal 

system 30 inches upstream of the third steel post. Figure 2.5 shows sequential images for the 

MASH Test 2-34 simulation impact. The impact side front wheel of the car model snagged on the 

cable anchor during impact. This resulted in a longitudinal occupant ridedown acceleration 

(ORA) of 25.6 g, which was above the MASH limit. Thus, the system would be considered 

unsatisfactory according to MASH. Additional simulations were not conducted on this system 

based on the unsatisfactory performance.
TR No. 615181-01 9 2023-06-05

(a) 0.0 s

(b) 0.1 s

(c) 0.2 s

(d) 0.3 s

(e) 0.4 s

Figure 2.5. Vermont Terminal Test 2-34 Simulation Sequential Images (Overhead View).
TR No. 615181-01 10 2023-06-05

2.5. FLARED SLOTTED TERMINAL DESIGN CONCEPT

The flared slotted end terminal design was evaluated with FE computer simulations. 

Figure 2.6 shows the FE model of the end terminal. The first two slotted rail sections transitioned 

from a height of 25 inches to 31 inches. The first six posts were wood breakaway posts inserted 

in steel sleeves. The remaining guardrail posts were standard steel posts. The terminal was 

anchored at the first wood breakaway post with a steel anchor cable. The remaining system 

consists of a standard LON guardrail. 

(a) Elevation view

(b) Plan view

Figure 2.6. FE Model of Flared Slotted End Terminal Design.

Two critical impact simulations were performed on the flared slotted end terminal model 

system: MASH Tests 2-30 and 2-35. 

MASH Test 2-30 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 0 degrees. The 1100C vehicle model impacted the terminal 

system with the quarter point of the vehicle bumper aligned with the end terminal head. 

Figure 2.7 shows sequential images for the MASH Test 2-30 simulation impact. The end terminal 

released as designed, and the vehicle gated through the system. The occupant risk values were 

within the MASH limits.
TR No. 615181-01 11 2023-06-05

(a) 0.0 s

(b) 0.2 s

(c) 0.4 s

(d) 0.6 s

(e) 0.8 s

Figure 2.7. Flared Slotted Terminal Test 2-30 Simulation Sequential Images

(Overhead View).
TR No. 615181-01 12 2023-06-05

2.6. DISCUSSION

Three end terminal design concepts were evaluated according to MASH TL-2 evaluation 

criteria. FE computer simulations were performed with impact conditions representative of the 

MASH TL-2 crash test conditions for end terminals.

The small car vehicle rolled over during the MASH Test 2-30 impact simulation with the 

Texas twist end terminal system. This result indicates that more design modifications must be 

done for the Texas twist terminal system to have a chance at eliminating vehicular rollover. 

The Vermont terminal design did perform acceptably for most of the MASH TL-2 crash 

tests. However, the small car wheel snagged on the cable anchor during the Test 2-34 impact 

simulation. This snagging phenomenon led to ridedown accelerations exceeding the MASH limit.

The failure of the vehicle suspension is a complex phenomenon to be accurately modeled and 

simulated. Thus, having a simulated higher ridedown acceleration value is not necessarily going 

to be reflected in the physical tests given that small car suspension fails easily from an overall 

anecdotal observation of recent testing. 

The flared slotted end terminal design did perform acceptably for MASH Test 2-30 but 

had unsatisfactory performance for MASH Test 2-35. The anchor cable assembly needed 

modification to successfully contain and redirect the pickup truck.

These initial simulations indicated that the Vermont terminal design was the candidate to 

be evaluated via crash testing. Use of a slotted rail was also appropriate given that the rail would 

have less stiffness than a non-slotted rail for head-on impacts. The initial tests were focused on 

the terminal end performance in a head-on impact. The redirection tests were not evaluated first 

since the anchors in these candidate systems have historically performed well. Consequently, a 

Texas twist terminal was evaluated with weaker rail segments via slotting of initial rail segments. 

This evaluation provided an assessment on whether making changes to the design would be 

worth pursuing if the performance was significantly improved and the vehicular rollover was 

prevented. 
TR No. 615181-01 13 2023-06-05

Chapter 3. INITIAL TESTING

Several different designs were tested before the final configuration successfully 

completed the MASH Tests 2-35, 2-30, 2-31, and 2-37b for gating terminals. Those installations, 

their differences, and any test failure mechanisms are presented in this chapter.

3.1. MASH TEST 2-32 (CRASH TEST NO. 615181-01-1, TEST DATE 2021-08-31)

3.1.1. Test Article and Installation Details

The test installation was 131 ft 3 inches long. A TL-2 Terminal, which was 

approximately 21.8 ft. long, was at one end, and a Steel Post Terminal which was approximately 

9.5 ft was at the opposite end. Between the two end terminals was 100 ft. of standard length-ofneed guardrail. The LON consisted of 12-gauge W-beam supported by W6×8.5 posts with timber 

blockouts. All posts were spaced at 75 inches.

The TL-2 Terminal spanned four posts, with the first one offset toward the field side 

24 inches and the second one offset 51⁄2 inches. All other posts were in line with the LON. A

BCT anchor cable was attached to the W-beam between posts 3 and 4 and anchored to a W6×15 

post on the traffic side of post 3. This anchor post protruded 3 inches above grade.

Figure 3.1 and Figure 3.2 present the overall information on the TL-2 Terminal, and 

Figure 3.3 and Figure 3.4 provide photographs of the installation.
TR No. 615181-01 14 2023-06-05

Figure 3.1. Details of TL-2 Terminal on MGS for Crash Test 615181-01-1.
TR No. 615181-01 15 2023-06-05

Figure 3.2. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-01-1.
TR No. 615181-01 16 2023-06-05

Figure 3.3. TL-2 Terminal on MGS prior to Crash Test 615181-01-1.

Figure 3.4. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-1.
TR No. 615181-01 17 2023-06-05

3.1.2. Crash Test Results for Crash Test 615181-01-1

The TL-2 Terminal for crash test 615181-01-1 met the performance criteria for MASH

TL-2 Test 2-32 for Gating Terminals. Thus, crash test 615181-01-2 for MASH Test 2-30 was 

performed next. Its details follow in section 3.2.

Figure 3.5 shows the installation and vehicle post impact.

Figure 3.5. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-1.

3.2. MASH TEST 2-30 (CRASH TEST NO. 615181-01-2, TEST DATE 2021-09-02)

3.2.1. Test Article and Installation Details

The 615181-01-2 test installation differed from the 615181-01-1 installation in that the 

TL-2 terminal was used on both ends of the installation. This shortened the overall length of the 

installation by 1 ft-3 inches to 130 ft-0 inches.

Figure 3.6 and Figure 3.7 present the overall information on the TL-2 Terminal on MGS, 

and Figure 3.8 and Figure 3.9 provide photographs of the installation.
TR No. 615181-01 18 2023-06-05

Figure 3.6. Details of TL-2 Terminal on MGS for Crash Test 615181-01-2.
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Figure 3.7. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-01-2.
TR No. 615181-01 20 2023-06-05

Figure 3.8. TL-2 Terminal on MGS prior to Crash Test 615181-01-2.

Figure 3.9. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-2.
TR No. 615181-01 21 2023-06-05

3.2.2. Crash Test Results for Crash Test 615181-01-2

The TL-2 Terminal for MASH Test 2-30 crash test 615181-01-2 did not meet the 

performance criteria for MASH TL-2 Gating Terminals. The rail impacted and tore the 

windshield, thus showing potential for penetration of the occupant compartment, which is 

considered a failure under MASH Evaluation Criteria D, as detailed in Chapter 6. The installation 

was redesigned, and the details of the 615181-01-10 installation for MASH Test 2-30 are

presented in section 3.3.

Figure 3.10, Figure 3.11, and Figure 3.12 show the installation and vehicle damage after 

impact.

Figure 3.10. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-2.
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Figure 3.11. Detailed View of the Windshield after Crash Test 615181-01-2.

Figure 3.12. Overall View of the Windshield after Crash Test 615181-01-2.
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3.3. MASH TEST 2-30 (CRASH TEST NO. 615181-01-10, TEST DATE 2021-12-15)

3.3.1. Test Article and Installation Details

The 615181-01-10 test installation differed from the 615181-01-2 installation in that the 

W-beam rails from posts 1 through 6 and 17 through 22 were slotted along the two ridges and the 

valley of the rail in between the connection slots, and the rail did not attach to post 7. The flare 

was also increased from spanning 3 posts to spanning 7 posts on each end of the installation. The 

embedded anchor post in front of post 3 was also not used, and the rail was anchored to post 1 

using an anchor cable assembly.

Figure 3.13 and Figure 3.14 present the overall information on the TL-2 Terminal on 

MGS for crash test 615181-01-10, and Figure 3.15 and Figure 3.16 provide photographs of the 

installation.
TR No. 615181-01 24 2023-06-05

Figure 3.13. Details of TL-2 Terminal on MGS for Crash Test 615181-01-10.
TR No. 615181-01 25 2023-06-05

Figure 3.14. Upstream Terminal Details of TL-2 Terminal on MGS for Crash Test 615181-01-10.
TR No. 615181-01 26 2023-06-05

Figure 3.15. TL-2 Terminal on MGS prior to Crash Test 615181-01-10.

Figure 3.16. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-10.
TR No. 615181-01 27 2023-06-05

3.3.2. Crash Test Results for Crash Test 615181-01-10

The TL-2 Terminal for crash test 615181-01-10 did not meet the performance criteria for 

MASH TL-2 Gating Terminals. The rail impacted and tore the windshield thus showing potential 

for penetration of the occupant compartment, which is considered a failure under MASH

Evaluation Criteria D as detailed in Chapter 6. The installation was redesigned, and the details of 

the 615181-01-9 installation and crash test are presented in section 3.3.

Figure 3.17, Figure 3.18, and Figure 3.19 show the installation and vehicle damage after 

impact.

Figure 3.17. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.
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Figure 3.18. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.

Figure 3.19. TL-2 Terminal on MGS Post Impact Crash Test 615181-01-10.
TR No. 615181-01 29 2023-06-05

3.4. MASH TEST 2-30 (CRASH TEST NO. 615181-01-9, TEST DATE 2022-02-11)

3.4.1. Test Article and Installation Details

The 615181-01-9 test installation differed from the 615181-01-10 installation in that the 

rail height was lowered upstream of post 7 and downstream of post 16 from 31 inches to a height 

of 25 inches at the end posts. 

Figure 3.20 and Figure 3.21 present the overall information on the TL-2 Terminal on 

MGS for crash test 615181-01-9, and Figure 3.22 and Figure 3.23 provide photographs of the 

installation.
TR No. 615181-01 30 2023-06-05

Figure 3.20. Details of TL-2 Terminal on MGS for Crash Test 615181-01-9.
TR No. 615181-01 31 2023-06-05

Figure 3.21. Details of TL-2 Terminal on MGS for Crash Test 615181-01-9.
TR No. 615181-01 32 2023-06-05

Figure 3.22. TL-2 Terminal on MGS prior to Crash Test 615181-01-9.

Figure 3.23. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-9.
TR No. 615181-01 33 2023-06-05

3.4.2. Crash Test Results for Crash Test 615181-01-9

The TL-2 Terminal for crash test 615181-01-9 met the performance criteria for MASH

TL-2 Test 2-30 for Gating Terminals. Therefore, testing continued with MASH Test 2-31 as Test 

615181-01-3. Its details are in section 3.5.

Figure 3.24 shows the installation and vehicle after impact.

Figure 3.24. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-9.
TR No. 615181-01 34 2023-06-05

3.5. MASH TEST 2-31 (CRASH TEST NO. 615181-01-3, TEST DATE 2022-02-16)

3.5.1. Test Article and Installation Details

The installation details for Test 615181-01-3 were the same as those for Test 

615181-01-9.Crash Test Results for Crash Test 615181-01-3

The TL-2 Terminal for MASH Test 2-31 crash test 615181-01-3 met the performance 

criteria for MASH TL-2 Gating Terminals. Therefore, testing continued with MASH Test 2-35 as 

Test 615181-01-8, which is detailed in section 3.6.

Figure 3.25 shows the installation and vehicle after impact.

Figure 3.25. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-3.
TR No. 615181-01 35 2023-06-05

3.6. MASH TEST 2-35 (CRASH TEST NO. 615181-01-8, TEST DATE 2022-04-06)

3.6.1. Test Article and Installation Details

A crash test simulation showed that the 2270P vehicle could override the system as tested 

in 615181-01-3 when tested to MASH Test 2-35 criteria, therefore a strut was added between 

posts 1 and 2, and then again at posts 25 and 26. The length of need was also increased, which 

led to an overall length of 156 ft- 1 inch. All other details remained the same as the installations 

for crash tests 615181-01-09 and 615181-01-3.

Figure 3.26 presents the overall information on the TL-2 Terminal on MGS for crash test 

615181-01-8, and Figure 3.27 and Figure 3.28 provide photographs of the installation
TR No. 615181-01 36 2023-06-05

Figure 3.26. Details of TL-2 Terminal on MGS for Crash Test 615181-01-8.
TR No. 615181-01 37 2023-06-05

Figure 3.27. TL-2 Terminal on MGS prior to Crash Test 615181-01-8.

Figure 3.28. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-8.
TR No. 615181-01 38 2023-06-05

3.6.2. Crash Test Results for Crash Test 615181-01-8

The TL-2 Terminal for crash test 615181-01-8 did not meet the performance criteria for 

MASH TL-2 Test 2-35 for Gating Terminals. The installation did not redirect the vehicle, which 

is considered a failure under MASH Evaluation Criteria A as detailed in Chapter 6. The 

installation was redesigned, and the details of the 615181-01-4 installation and crash test are

presented in section 3.7.

Figure 3.29 shows the installation and vehicle after impact.

Figure 3.29. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-8.

3.7. MASH TEST 2-30 (CRASH TEST NO. 615181-01-4, TEST DATE 2022-07-20).

3.7.1. Test Article and Installation Details

The 615181-01-4 test installation differed from the 615181-01-8 installation in that an 

anchor post was added upstream of post 1 and the rail began to turn down starting at post 2 and 

connected to the anchor post at grade. The downstream terminal remained unchanged. The 

spacing on the posts between posts 2 and 6 also changed.

Figure 3.30 presents the overall information on the TL-2 Terminal on MGS, and Figure 

3.31 and Figure 3.32 provide photographs of the installation.
TR No. 615181-01 39 2023-06-05

Figure 3.30. Details of TL-2 Terminal on MGS for Crash Test 615181-01-3.

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Figure 3.31. TL-2 Terminal on MGS prior to Crash Test 615181-01-3.

Figure 3.32. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-3.
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3.7.2. Crash Test Results for Crash Test 615181-01-4

The TL-2 Terminal for crash test 615181-01-4 did not meet the performance criteria for 

MASH TL-2 Gating Terminals. The vehicle rolled 103°, which exceeds the 75° maximum 

specified in MASH Evaluation Criteria F as detailed in Chapter 6. The installation was 

redesigned, and the details of the final designs are presented in the remainder of this report.

Figure 3.33 shows the installation and vehicle after impact.

Figure 3.33. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-3.
TR No. 615181-01 43 2023-06-05

Chapter 4. FINAL END TERMINAL SYSTEM EVALUATION

4.1. MODEL DESIGN CONCEPT AND SIMULATION INTRODUCTION

An additional end terminal model design concept was developed for evaluation according 

to MASH TL-2. This design incorporates a new anchor mechanism to enhance the anchor 

performance when it is subjected to the tensile force due to the redirectional impact of the 

MASH 2-35 test by the 2270P vehicle while being easily releasable from the direct impact by the 

small car under MASH 2-30 conditions. This innovative anchor design is based on the generic 

cable anchor design with two simple innovative components: a supporting member for the 

anchor plate that consists of two steel angles that are welded to the foundation tube of the first 

post and a thin gage pull plate that is nailed to the upstream face of the first post and extends 

downward behind the anchor plate. This innovative design is depicted in Figure 4.1. 

Figure 4.1. Rendered Model of the First Post with the Anchor Details.

The new design keeps the slotted rail segments to reduce the severity of the head-on 

impact given that it does not have a terminal head commonly used to act as an energy absorption

mechanism in different terminal designs. The design keeps the tapered initial section of the rail 

to prevent the rail components from sliding on the vehicle hood and interacting with the 

windshield of the vehicle. Such an interaction might cause cracks and holes in the windshield

that violate MASH evaluation criteria relating to occupant risk.

FE simulations were performed to evaluate the crashworthiness of the system. The 

model details and impact simulation results are discussed in this chapter. The following critical 

impact simulations were conducted:

• MASH Test 2-30—small car head-on impact at 44 mi/h.

• MASH Test 2-31—pickup truck head-on impact at 44 mi/h.

• MASH Test 2-35—pickup truck redirective impact at 44 mi/h.

• MASH Test 2-37b—small car opposite-direction impact at 44 mi/h.
TR No. 615181-01 44 2023-06-05

4.2. FLARED END TERMINAL MODEL

The flared terminal design concept consisted of three slotted rail sections connecting to a 

standard LON guardrail section. The first two slotted rail sections transitioned from a height of 

25 inches to 31 inches. The first three posts were wood breakaway posts inserted in steel sleeves. 

The remaining guardrail posts were standard steel posts. The terminal was anchored at the first 

wood breakaway post with a BCT anchor cable. To enhance the performance of the anchor 

assembly, two steel angles were added to the upstream side of the first wood breakaway post 

steel sleeve. Figure 4.2 shows the FE model of the end terminal.

(a) Elevation view

(b) Plan view

Figure 4.2. FE Model of Flared Terminal Design.
TR No. 615181-01 45 2023-06-05

4.3. TEST 2-30 SIMULATION

MASH Test 2-30 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 0 degrees. The 1100C vehicle model impacted the terminal 

system with the quarter point of the vehicle bumper aligned with the terminal head. Figure 4.3

and Figure 4.4 show sequential images for the MASH Test 2-30 simulation impact. The end 

terminal released as designed, and the vehicle came to a controlled stop. The occupant risk 

values were within the MASH limits.

(a) 0.0 s

(b) 0.4 s

(c) 0.8 s

Figure 4.3. Flared Terminal Test 2-30 Simulation Sequential Images (Overhead View).
TR No. 615181-01 46 2023-06-05

(a) 0.0 s

(b) 0.4 s

(c) 0.8 s

Figure 4.4. Flared Terminal Test 2-30 Simulation Sequential Images (Downstream View).
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4.4. TEST 2-31 SIMULATION

MASH Test 2-31 involved impacting the end terminal with the 2270P vehicle model at a 

speed of 44 mi/h and an angle of 0 degrees. The 2270P vehicle model impacted the terminal 

system with the centerline of the truck aligned with the terminal head. Figure 4.5 and Figure 4.6

show sequential images for the MASH Test 2-31 simulation impact. The end terminal released as 

designed, and the vehicle came to a controlled stop. The occupant risk values were within the 

MASH limits.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.5. Flared Terminal Test 2-31 Simulation Sequential Images (Overhead View).
TR No. 615181-01 48 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.6. Flared Terminal Test 2-31 Simulation Sequential Images (Downstream View).
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4.5. TEST 2-35 SIMULATION

MASH Test 2-35 involved impacting the end terminal with the 2270P vehicle model at a 

speed of 44 mi/h and an angle of 25 degrees. The 2270P vehicle model impacted the terminal 

system at the beginning of the LON section. Figure 4.7 and Figure 4.8 show sequential images 

for the MASH Test 2-35 simulation impact. The pickup truck vehicle was successfully contained 

and redirected. The occupant risk values were within the MASH limits.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.7. Flared Terminal Test 2-35 Simulation Sequential Images (Overhead View).
TR No. 615181-01 50 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.8. Flared Terminal Test 2-35 Simulation Sequential Images (Downstream View).
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4.6. TEST 2-37B SIMULATION

MASH Test 2-37b involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 25 degrees. The 1100C vehicle model impacted the terminal 

system in the reverse direction. Four different impact locations were evaluated to determine 

which was most critical. Figure 4.9 and Figure 4.10 show sequential images for one of the 

MASH Test 2-37b impact simulations. For the three impact locations nearest to the second steel 

post, the end terminal released, and the vehicle gated through the system. For the impact location 

farthest upstream from the second steel post, the end terminal did not release, and the vehicle 

was contained and redirected. Table 4.1 shows a comparison of the occupant risk values for each

impact location. The impact location of 42 inches upstream of post 2 resulted in the highest 

longitudinal ORA value and the highest roll angle. Thus, this impact location was determined to 

be most critical.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.9. Flared Terminal Test 2-37b Simulation Sequential Images (Overhead View).
TR No. 615181-01 52 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 4.10. Flared Terminal Test 2-37b Simulation Sequential Images 

(Downstream View).

Table 4.1. Flared Terminal Test 2-37b Occupant Risk.

Impact Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max.

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

6 inches u/s post 2 3.6 2.8 −1.6 2.4 −1.5 0.9 −9.5

42 inches u/s post 2a 5.8 3.0 −10.6 −5.0 −23.9 −1.5 19.2

76 inches u/s post 2 −7.9 −6.5 −6.7 −5.3 4.4 −5.7 −33.4

156 inches u/s post 2 5.4 6.3 −5.3 −3.9 −2.8 −1.8 19.2 a Impact location that resulted in the highest longitudinal ORA value and the highest roll angle, and thus determined 

to be most critical.

Note: u/s = upstream.
TR No. 615181-01 53 2023-06-05

4.7. DISCUSSION

The simulation cases with the new design indicated that this design with the enhanced 

anchorage had a significant chance of passing MASH TL-2 testing for the critical tests simulated,

and thus this design was recommended for further evaluation by full-scale crash testing.

TR No. 615181-01 55 2023-06-05

Chapter 5. SYSTEM DETAILS

5.1. TEST ARTICLE AND INSTALLATION DETAILS

For crash test 615181-01-5 (MASH Test 2-35), the test installation was 156 ft - 1-inch 

long. A TL-2 Terminal (approximately 46 ft - 3 inches long) was installed on the upstream end 

and a Steel Post Terminal on the opposite end, with 75 ft. of standard Length-of-Need guardrail 

between them. Posts 1, 2, and 3 were wood timber posts, and posts 4 through 24 were standard 

Wide-Flange W6×8.5 guardrail posts with timber blockouts supporting 12-gauge W-beam 

guardrail. All posts were spaced at 75 inches.

The TL-2 Terminal spanned eight posts, with the first one offset toward the field side 24 

inches, and posts 2 through 6 gradually positioned closer to the Length-of-Need. The 

downstream terminal was similarly flared. There was a brace cable attached to the W-beam 

between posts 1 and 2 and anchored to the upstream side of post 1 at its base. The bearing plate 

was a single 8-inch × 8-inch × 5⁄8-inch thick plate. The bearing plate rested on a 6-inch × 30-inch 

× 0.1875-inch thick pull plate that was added to the upstream side of the first post. The rail at the 

terminal sloped downward, beginning at a height of 31 inches at the top of the rail at post 5, and 

terminating with a final height of 25 inches at post 1. The first three rails on the upstream end of

the installation had slots along the two ridges and the valley of the rail in between the connection 

slots, and the rail did not attach to posts 3 and 7. The guardrail post bolt slot on the upstream end 

of the first rail was extended to the upstream end of the rail.

Figure 5.1 presents the overall information on the TL-2 W-beam End Terminal, and 

Figure 5.2 thru Figure 5.7 provide photographs of the installation. Appendix A provides further 

details on the TL-2 W-beam End Terminal. Drawings were provided by the TTI Proving Ground, 

and construction was performed by TTI Proving Ground personnel.

5.2. DESIGN MODIFICATIONS DURING TESTS

For crash tests 615181-01-11 (MASH Test 2-30) and 615181-01-12 (MASH Test 2-31),

the flanges on posts 4 through 7 were rounded at the top, and a wood trapezoidal block was 

attached to the upstream side of the webbing so that the top of the block was flush with the top of 

the post. These modifications were warranted due to the penetration of the post flanges into the 

floorboard of the vehicle during test 615181-01-7 (MASH Test 2-30). At the opposite end, the

downstream terminal was sloped downward in the same manner as the upstream terminal and 

likewise, the last three rails were slotted to match the first three rails. On the downstream 

terminal, the posts were not rounded, and trapezoidal blocks were not added to the posts. The 

Length-of-Need was also shortened to 63 ft - 6 inches since both terminals now spanned 46 ft - 3 

inches. The overall length remained 156 ft – 1 inch. All other details remained the same.

Figure 5.8 presents the overall information on the TL-2 W-beam End Terminal, and 

Figure 5.9 thru Figure 5.12 provide photographs of the installation for tests 615181-01-11 

(MASH Test 2-30) and 615181-01-12 (MASH Test 2-31),. Appendix A provides further details 

on the TL-2 W-beam End Terminal. Drawings were provided by the TTI Proving Ground, and 

construction was performed by TTI Proving Ground personnel.
TR No. 615181-01 56 2023-06-05

To accommodate the reverse direction impact for crash test 615181-01-13 (MASH Test 2-

37b), top rounded posts were used, and trapezoidal blocks were added to posts 20 through 23. 

The order that the guardrail was overlapped was reversed for the last three sections of rail in 

order to simulate a reverse direction impact.

Figure 5.13 presents the overall information on the TL-2 W-beam End Terminal, and 

Figure 5.14 thru Figure 5.17 provide photographs of the installation for test 615181-01-13 

(MASH Test 2-37b). Appendix A provides further details on the TL-2 W-beam End Terminal. 

Drawings were provided by the TTI Proving Ground, and construction was performed by TTI 

Proving Ground personnel.
TR No. 615181-01 57 2023-06-05

Figure 5.1. Details of TL-2 W-beam End Terminal Test 615181-01-5.
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Figure 5.2. TL-2 W-beam Installation prior to Test 615181-01-5.

Figure 5.3. TL-2 W-beam End Terminal prior to Test 615181-01-5.
TR No. 615181-01 59 2023-06-05

Figure 5.4. TL-2 W-beam End Terminal at Posts 3 and 4 prior to Test 615181-01-5.

Figure 5.5. TL-2 W-beam End Terminal at Post 5 prior to Test 615181-01-5.
TR No. 615181-01 60 2023-06-05

Figure 5.6. Field Side of theTL-2 W-beam End Terminal prior to Test 615181-01-5.

Figure 5.7. Field Side of the TL-2 W-beam End Terminal Installation prior to 

Test 615181-01-5.
TR No. 615181-01 61 2023-06-05

Figure 5.8. Details of TL-2 W-beam End Terminal Tests 615181-01-11 & 615181-01-12.
TR No. 615181-01 62 2023-06-05

Figure 5.9. TL-2 W-beam End Terminal prior to Tests 615181-01-11 & 615181-01-12.

Figure 5.10. The Anchor Bolt with Cap Nut on the TL-2 W-beam End Terminal prior to 

Tests 615181-01-11 & 615181-01-12.
TR No. 615181-01 63 2023-06-05

Figure 5.11. TL-2 W-beam End Terminal on the Impact Side of Post 4 prior to Tests 

615181-01-11 & 615181-01-12.

Figure 5.12. TL-2 W-beam End Terminal on the Non-Impact Side of Post 4 prior to Tests 

615181-01-11 & 615181-01-12.
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Figure 5.13. Details of TL-2 W-beam End Terminal Test 615181-01-13.
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Figure 5.14. TL-2 W-beam End Terminal Prior to Test 615181-01-13.

Figure 5.15. TL-2 W-beam End Terminal Anchor Post Prior to Test 615181-01-13.
TR No. 615181-01 66 2023-06-05

Figure 5.16. Rear View of the TL-2 W-beam End Terminal Prior to Test 615181-01-13.

Figure 5.17. Downstream View of the TL-2 W-beam End Terminal Prior to Test 615181-

01-13.
TR No. 615181-01 67 2023-06-05 

5.3. MATERIAL SPECIFICATIONS 

Appendix B provides material certification documents for the materials used to 

install/construct the TL-2 W-beam End Terminal. 

5.4. SOIL CONDITIONS 

The test installation was installed in standard soil meeting Type 1 Grade D of AASHTO 

standard specification M147-17 “Materials for Aggregate and Soil Aggregate Subbase, Base, and 

Surface Courses.”

In accordance with Appendix B of MASH, soil strength was measured the day of each

crash test. During installation of the TL-2 W-beam End Terminal for full-scale crash testing, 6-ft 

long W6×16 posts were installed in the immediate vicinity of the TL-2 W-beam End Terminal

using the same fill materials and installation procedures used in the test installation and the 

standard dynamic test. Table B.1 through Table B.4 in Appendix B presents minimum soil 

strength properties established through the dynamic testing performed in accordance with MASH

Appendix B. 

On the day of MASH Test 2-35, 2022-09-09, loads on the post at deflections were as 

follows: the backfill material in which the TL-2 W-beam End Terminal was installed met 

minimum MASH requirements for soil strength. 

Table 5.1. Soil Strength for Crash Test 615181-01-5. 

Displacement (in) Minimum Load (lb) Actual Load (lb)

5 4420 8120

10 4981 8664

15 5282 9181

On the day of MASH Test 2-30, 2022-10-06, loads on the post at deflections were as 

follows: the backfill material in which the TL-2 W-beam End Terminal was installed met 

minimum MASH requirements for soil strength. Due to the load measurements far surpassing the 

minimum requirements at 5 and 10 inches, the 15 inch measurement was not taken. 

Table 5.2. Soil Strength for Crash Test 615181-01-11. 

Displacement (in) Minimum Load (lb) Actual Load (lb)

5 4420 9515

10 4981 10909

15 5282 -
TR No. 615181-01 68 2023-06-05 

On the day of MASH Test 2-31, 2022-10-11, loads on the post at deflections were as 

follows: the backfill material in which the TL-2 W-beam End Terminal was installed met 

minimum MASH requirements for soil strength. 

Table 5.3. Soil Strength for Crash Test 615181-01-12. 

Displacement (in) Minimum Load (lb) Actual Load (lb)

5 4420 7404

10 4981 8757

15 5282 9727

On the day of MASH Test 2-37b, 2022-10-20, loads on the post at deflections were as 

follows: the backfill material in which the TL-2 W-beam End Terminal was installed met 

minimum MASH requirements for soil strength. 

Table 5.4. Soil Strength for Crash Test 615181-01-13. 

Displacement (in) Minimum Load (lb) Actual Load (lb)

5 4420 5818

10 4981 6333

15 5282 6545
TR No. 615181-01 69 2023-06-05 

Chapter 6. TEST REQUIREMENTS AND EVALUATION CRITERIA 

6.1. CRASH TEST PERFORMED/MATRIX

Table 6.1 shows the test conditions and evaluation criteria for MASH TL-2 for gating

terminals. The target critical impact points (CIPs) for each test were determined using the 

information provided in MASH Section 2.2.1 and Section 2.3.2. Figure 6.1 through Figure 6.4

show the target CIP for MASH Tests 2-35, 2-30, 2-31, and 2-37b on the TL-2 W-beam End 

Terminal. 

Table 6.1. Test Conditions and Evaluation Criteria Specified for MASH TL-2 Gating

Terminals

Test 

Designation 

TTI Test 

Number

Test 

Vehicle

Impact 

Speed

Impact 

Angle Evaluation Criteria 

2-35 615181-01-5 2270P 44 mi/h 25o A, D, F, H, I

2-30 615181-01-11 1100C 44 mi/h 0° C, D, F, H, I, N

2-31 615181-01-12 2270P 44 mi/h 0° C, D, F, H, I, N

2-37b 615181-01-13 1100C 44 mi/h 25o C, D, F, H, I, N

Figure 6.1. Target CIP for MASH 2-35 Test on TL-2 W-beam End Terminal

Test 615181-01-5. 

Figure 6.2. Target CIP for MASH 2-30 Test on TL-2 W-beam End Terminal

Test 615181-1-11 
TR No. 615181-01 70 2023-06-05 

Figure 6.3. Target CIP for MASH 2-31 Test on TL-2 W-beam End Terminal

Test 615181-1-12 

Figure 6.4. Target CIP for MASH 2-37b Test on TL-2 W-beam End Terminal

Test 615181-1-13 

The crash tests and data analysis procedures were in accordance with guidelines 

presented in MASH. Chapter 4 presents brief descriptions of these procedures. 

6.2. EVALUATION CRITERIA

The appropriate safety evaluation criteria from Tables 2.2 and 5.1 of MASH were used to 

evaluate the crash tests reported herein. Table 6.1 lists the test conditions and evaluation criteria 

required for MASH TL-2, and Table 6.2 provides detailed information on the evaluation criteria.

Table 6.2. Evaluation Criteria Required for MASH Testing. 

Evaluation

Factors Evaluation Criteria MASH Test

A. Test article should contain and redirect the vehicle or bring the 

vehicle to a controlled stop; the vehicle should not penetrate, 

underride, or override the installation although controlled 

lateral deflection of the test article is acceptable.

35 

C. Acceptable test article performance may be by redirection, 

controlled penetration, or controlled stopping of the vehicle. 30, 31, & 37b 
TR No. 615181-01 71 2023-06-05 

Evaluation

Factors Evaluation Criteria MASH Test

D. Detached elements, fragments, or other debris from the test 

article should not penetrate or show potential for penetrating 

the occupant compartment, or present undue hazard to other 

traffic, pedestrians, or personnel in a work zone. Deformations 

of, or intrusions into, the occupant compartment should not 

exceed limits set forth in Section 5.2.2 and Appendix E of 

MASH.

30, 31, 35, & 37b 

F. The vehicle should remain upright during and after collision. 

The maximum roll and pitch angles are not to exceed 75 

degrees.

30, 31, 35, & 37b 

H. Occupant impact velocities (OIV) should satisfy the following 

limits: Preferred value of 30 ft/s, or maximum allowable value 

of 40 ft/s. 30, 31, 35, & 37b 

I. The occupant ridedown accelerations should satisfy the 

following: Preferred value of 15.0 g, or maximum allowable 

value of 20.49 g.

30, 31, 35, & 37b 

N. Vehicle trajectory behind the test article is acceptable. 30, 31, & 37b

TR No. 615181-01 73 2023-06-05

Chapter 7. TEST CONDITIONS

7.1. TEST FACILITY

The full-scale crash tests reported herein were performed at the TTI Proving Ground, an 

International Standards Organization (ISO)/International Electrotechnical Commission (IEC)

17025-accredited laboratory with American Association for Laboratory Accreditation (A2LA) 

Mechanical Testing Certificate 2821.01. The full-scale crash tests were performed according to 

TTI Proving Ground quality procedures, as well as MASH guidelines and standards.

The test facilities of the TTI Proving Ground are located on The Texas A&M University

System RELLIS Campus, which consists of a 2000-acre complex of research and training 

facilities situated 10 mi northwest of the flagship campus of Texas A&M University. The site, 

formerly a United States Army Air Corps base, has large expanses of concrete runways and 

parking aprons well suited for experimental research and testing in the areas of vehicle 

performance and handling, vehicle-roadway interaction, highway pavement durability and 

efficacy, and roadside safety hardware and perimeter protective device evaluation. The sites

selected for construction and testing are along the edge of an out-of-service apron/runway. The 

apron/runway consists of an unreinforced jointed-concrete pavement in 12.5-ft × 15-ft blocks 

nominally 6 inches deep. The aprons were built in 1942, and the joints have some displacement 

but are otherwise flat and level.

7.2. VEHICLE TOW AND GUIDANCE SYSTEM

For the testing utilizing the 1100C and 2270P vehicles, each was towed into the test 

installation using a steel cable guidance and reverse tow system. A steel cable for guiding the test 

vehicle was tensioned along the path, anchored at each end, and threaded through an attachment 

to the front wheel of the test vehicle. An additional steel cable was connected to the test vehicle, 

passed around a pulley near the impact point and through a pulley on the tow vehicle, and then 

anchored to the ground such that the tow vehicle moved away from the test site. A 2:1 speed 

ratio between the test and tow vehicle existed with this system. Just prior to impact with the 

installation, the test vehicle was released and ran unrestrained. The vehicle remained 

freewheeling (i.e., no steering or braking inputs) until it cleared the immediate area of the test 

site.

7.3. DATA ACQUISITION SYSTEMS

7.3.1. Vehicle Instrumentation and Data Processing

Each test vehicle was instrumented with a self-contained onboard data acquisition 

system. The signal conditioning and acquisition system is a multi-channel data acquisition 

system (DAS) produced by Diversified Technical Systems Inc. The accelerometers, which 

measure the x, y, and z axis of vehicle acceleration, are strain gauge type with linear millivolt 

output proportional to acceleration. Angular rate sensors, measuring vehicle roll, pitch, and yaw 

rates, are ultra-small, solid-state units designed for crash test service. The data acquisition 

hardware and software conform to the latest SAE J211, Instrumentation for Impact Test. Each of 
TR No. 615181-01 74 2023-06-05

the channels is capable of providing precision amplification, scaling, and filtering based 

on transducer specifications and calibrations. During the test, data are recorded from each 

channel at a rate of 10,000 samples per second with a resolution of one part in 65,536. Once data 

are recorded, internal batteries back these up inside the unit in case the primary battery 

cable is severed. Initial contact of the pressure switch on the vehicle bumper provides a time zero 

mark and initiates the recording process. After each test, the data are downloaded from the DAS 

unit into a laptop computer at the test site. The Test Risk Assessment Program (TRAP) software 

then processes the raw data to produce detailed reports of the test results. 

Each DAS is returned to the factory annually for complete recalibration and to ensure 

that all instrumentation used in the vehicle conforms to the specifications outlined by SAE 

J211. All accelerometers are calibrated annually by means of an ENDEVCO 2901 precision 

primary vibration standard. This standard and its support instruments are checked annually and 

receive a National Institute of Standards Technology (NIST) traceable calibration. The rate 

transducers used in the data acquisition system receive calibration via a Genisco Rate-of-Turn 

table. The subsystems of each data channel are also evaluated annually, using instruments with 

current NIST traceability, and the results are factored into the accuracy of the total data channel 

per SAE J211. Calibrations and evaluations are also made anytime data are suspect. Acceleration 

data are measured with an expanded uncertainty of ±1.7 percent at a confidence factor of 

95 percent (k = 2).

TRAP uses the DAS-captured data to compute the occupant/compartment impact 

velocities, time of occupant/compartment impact after vehicle impact, and highest 

10˗millisecond (ms) average ridedown acceleration. TRAP calculates change in vehicle velocity 

at the end of a given impulse period. In addition, maximum average accelerations over 50˗ms 

intervals in each of the three directions are computed. For reporting purposes, the data from the 

vehicle-mounted accelerometers are filtered with an SAE Class 180-Hz low-pass digital filter, 

and acceleration versus time curves for the longitudinal, lateral, and vertical directions are 

plotted using TRAP. 

TRAP uses the data from the yaw, pitch, and roll rate transducers to compute angular 

displacement in degrees at 0.0001-s intervals, and then plots yaw, pitch, and roll versus 

time. These displacements are in reference to the vehicle-fixed coordinate system with the initial 

position and orientation being initial impact. Rate of rotation data is measured with an expanded 

uncertainty of ±0.7 percent at a confidence factor of 95 percent (k = 2).

7.3.2. Anthropomorphic Dummy Instrumentation

An Alderson Research Laboratories Hybrid II, 50th percentile male anthropomorphic 

dummy, restrained with lap and shoulder belts, was placed in the front seat on the impact 

side/opposite side of impact of the 1100C vehicle. The dummy was not instrumented.

According to MASH, use of a dummy in the 2270P vehicle is optional, and no dummy 

was used in the tests.

7.3.3. Photographic Instrumentation Data Processing

Photographic coverage of each test included three digital high-speed cameras:
TR No. 615181-01 75 2023-06-05

• For all tests, one camera was located overhead with a field of view perpendicular to 

the ground and directly over the impact point. 

• For MASH tests 2-35 and 2-37b (615181-1-5 and -1-13), one camera was placed 

upstream from the installation at an angle to have a field of view of the interaction of 

the rear of the vehicle with the installation.

• For MASH tests 2-30 and 2-31 (615181-1-11 and -1-12), one camera was placed 

downstream from the installation at an angle to have an oblique view of the 

interaction of the vehicle with the installation.

• For all tests, one camera was placed with a field of view parallel to and aligned with 

the installation at the downstream end.

A flashbulb on the impacting vehicle was activated by a pressure-sensitive tape switch to 

indicate the instant of contact with the TL-2 W-beam End Terminal. The flashbulb was visible 

from each camera. The video files from these digital high-speed cameras were analyzed to 

observe phenomena occurring during the collision and to obtain time-event, displacement, and 

angular data. A digital camera recorded and documented conditions of each test vehicle and the 

installation before and after the test.

TR No. 615181-01 77 2023-06-05 

Chapter 8. MASH TEST 2-35 (CRASH TEST NO. 615181-01-5) 

8.1. TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS

See Table 8.1 for details on MASH impact conditions for this test and Table 8.2 for the 

exit parameters. Figure 8.1 and Figure 8.2 depict the target impact setup.

Table 8.1. Impact Conditions for Test 615181-01-5. 

Test Parameter Specification Tolerance Measured

Impact Speed (mi/h) 45 mi/h ± 2.5 mi/h 45.9

Impact Angle (deg) 25° ± 1.5° 25

Impact Severity (kip-ft) 52 kip-ft ≥52 kip-ft 63.6

Impact Location Centerline of post 5. ± 12 inches 3.8 inches upstream from 

the centerline of post 5

Table 8.2. Exit Parameters for Test 615181-01-5. 

Exit Parameter Measured

Speed (mi/h) 20.8

Trajectory (deg) 23

Heading (deg) 17

Brakes applied post impact (s) ≥5

Vehicle at rest position

163 ft downstream of impact point

3 ft to the traffic side

3° right

Comments: Vehicle remained upright and stable.

Vehicle did not cross exit box a. 

a Not less than 32.8 ft downstream from loss of contact for cars and pickups is optimal.
TR No. 615181-01 78 2023-06-05

Figure 8.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-5.

Figure 8.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-5.
TR No. 615181-01 79 2023-06-05

8.2. WEATHER CONDITIONS

Table 8.3 provides the weather conditions for 615181-01-5.

Table 8.3. Weather Conditions 615181-01-5.

Date of Test 2022-09-09 AM

Wind Speed (mi/h) 5

Wind Direction (deg) 88

Temperature (°F) 85

Relative Humidity (%) 65

Vehicle Traveling (deg) 325

8.3. TEST VEHICLE 

Figure 8.3 and Figure 8.4 show the 2016 RAM 1500 used for the crash test. Table 8.4

shows the vehicle measurements. Table C.1 in Appendix C.1 gives additional dimensions and 

information on the vehicle.

Figure 8.3. Impact Side of Test Vehicle before Test 615181-01-5.
TR No. 615181-01 80 2023-06-05 

Figure 8.4. Opposite Impact Side of Test Vehicle before Test 615181-01-5. 

Table 8.4. Vehicle Measurements 615181-01-5. 

Test Parameter MASH Allowed 

Tolerance Measured

Dummy (if applicable)a (lb) 165 N/A N/A

Vehicle Inertial Weight (lb) 5000 lbs ± 110 lbs 5054

Gross Statica (lb) 5000 ± 110 5054

Wheelbase (inches) 148 ±12 140.5

Front Overhang (inches) 39 ±3 40.0

Overall Length (inches) 237 ±13 227.5

Overall Width (inches) 78 ±2 78.5

Hood Height (inches) 43 ±4 46.0

Track Widthb (inches) 67 ±1.5 68.25

CG aft of Front Axlec (inches) 63 ±4 61.1

CG above Groundc,d (inches) 28 ≥28 28.5 a If a dummy is used, the gross static vehicle mass should be increased by the mass of the dummy.

b Average of front and rear axles.

c For test inertial mass.

d 2270P vehicle must meet minimum CG height requirement.

8.4. TEST DESCRIPTION

Table 8.5 lists events that occurred during Test No. 615181-01-5. Figures C.1 and C.2 in 

Appendix C.2 present sequential photographs during the test. 
TR No. 615181-01 81 2023-06-05 

Table 8.5. Events during Test 615181-01-5. 

Time (s) Events

0.0000 Vehicle impacted the installation

0.0080 Post 5 began to lean toward the field side

0.0290 Post 6 began to lean back toward field side

0.0600 Vehicle began to redirect

0.1020 Post 7 began to lean back toward field side

0.1630 Rail released from post 2 and 3

0.3050 Rear driver side bumper impacted rail near post 5

0.3350 Vehicle was parallel to installation

0.8010 Vehicle lost contact with rail, exiting the system at 20.8 mi/h, at a heading and vehicle 

trajectory of 22.6 and 16.9 degrees respectively.

8.5. DAMAGE TO TEST INSTALLATION

The rail released from posts 2 through 9, and the blockouts were missing from posts 6 

and 7. Posts 6 through 8 were twisted 90° clockwise. Table 8.6 describes the damage to the TL-2 

W-beam End Terminal. u/s = upstream d/s = downstream f/s = field side t/s = traffic 

side 

Table 8.7 describes the deflections of the TL-2 W-beam End Terminal. Figure 8.5 and 

Figure 8.6 show the damage to the TL-2 W-beam End Terminal. 

Table 8.6. Damage to TL-2 W-beam End Terminal 615181-01-5. 

Post Number Soil Gap Post Lean from Vertical

1 11⁄2 inches u/s -

2 3⁄8-inch u/s; 1⁄2-inch d/s -

3 - -

4 Soil Disturbed 0.7°

5 13⁄4 inches t/s; 1⁄2-inch f/s 4.7°

6 - 15°

7 - 15°

8 - 15°

9 1⁄2-inch t/s; 1⁄8-inch f/s 1.2°

u/s = upstream d/s = downstream f/s = field side t/s = traffic side

Table 8.7. Deflections of the TL-2 W-beam End Terminal 615181-01-5. 

Test Parameter Measured

Permanent Deflection/Location 29.0 inches toward field side, 12 inches downstream of post 7 

Dynamic Deflection 38.2 inches toward field side

Working Width a and Height 46.5 inches, at a height of 62.3 inches at the left side mirror a Per MASH, “The working width is the maximum dynamic lateral position of any major part of the system or 

vehicle. These measurements are all relative to the pre-impact traffic face of the test article.” In other words, 

working width is the total barrier width plus the maximum dynamic intrusion of any portion of the barrier or test 

vehicle past the field side edge of the barrier.
TR No. 615181-01 82 2023-06-05

Figure 8.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-5.

Figure 8.6. TL-2 W-beam End Terminal after Test at the Upstream End Terminal

615181-01-5.

8.6. DAMAGE TO TEST VEHICLE

Figure 8.7 and Figure 8.8 show the damage sustained by the vehicle. Figure 8.9 and 

Figure 8.10 show the interior of the test vehicle. Table 8.8 and Table 8.9 provide details on the 

occupant compartment deformation and exterior vehicle damage. Tables C.2 and C.3 in 

Appendix C.1 provide exterior crush and occupant compartment measurements.
TR No. 615181-01 83 2023-06-05

Figure 8.7. Impact Side of Test Vehicle after Test 615181-01-5.

Figure 8.8. Rear Impact Side of Test Vehicle after Test 615181-01-5.
TR No. 615181-01 84 2023-06-05

Figure 8.9. Overall Interior of Test Vehicle after Test 615181-01-5.

Figure 8.10. Interior of Test Vehicle on Impact Side after Test 615181-01-5.
TR No. 615181-01 85 2023-06-05 

Table 8.8. Occupant Compartment Deformation 615181-01-5. 

Test Parameter Specification Measured

Roof ≤4.0 inches 0 inches

Windshield ≤3.0 inches 0 inches

A and B Pillars ≤5.0 overall/≤3.0 inches lateral 0 inches

Foot Well/Toe Pan ≤9.0 inches 0 inches

Floor Pan/Transmission Tunnel ≤12.0 inches 0 inches

Side Front Panel ≤12.0 inches 0 inches

Front Door (above Seat) ≤9.0 inches 0 inches

Front Door (below Seat) ≤12.0 inches 0 inches

Table 8.9. Exterior Vehicle Damage 615181-01-5. 

Side Windows The side windows remained intact

Maximum Exterior Deformation 10 inches in the front plane at the right front corner at bumper height

VDS 11FLQ2

CDC 11FLEW2

Fuel Tank Damage None

Description of Damage to 

Vehicle: 

The front bumper, left front headlight, left front quarter fender, left 

front tire and rim, left front door, left rear door, left cab corner, left 

rear quarter fender, and rear bumper were damaged. 
TR No. 615181-01 86 2023-06-05 

8.7. OCCUPANT RISK FACTORS

Data from the accelerometers were digitized for evaluation of occupant risk, and the 

results are shown in Table 8.10. Figure C.3 in Appendix C.3 shows the vehicle angular 

displacements, and Figures C.4 through C.6 in Appendix C.4 show acceleration versus time 

traces. 

Table 8.10. Occupant Risk Factors for Test 615181-01-5. 

Test Parameter MASH Measured Time

OIV, Longitudinal (ft/s) ≤40.0 16.7 0.1799 seconds on left side of interior

OIV, Lateral (ft/s) ≤40.0 13.6 0.1799 seconds on left side of interior

Ridedown, Longitudinal (g) ≤20.49 5.4 0.3789 - 0.3889 seconds

Ridedown, Lateral (g) ≤20.49 4.7 0.3308 - 0.3408 seconds

THIV (m/s) N/A 6.3 0.1738 seconds on left side of interior

ASI N/A 0.6 0.1459 - 0.1959 seconds

50-ms MA Longitudinal (g) N/A -4.8 0.1247 - 0.1747 seconds

50-ms MA Lateral (g) N/A 3.5 0.1248 - 0.1748 seconds

50-ms MA Vertical (g) N/A 2.0 0.5180 - 0.5680 seconds

Roll (deg) ≤75 6 1.2355 seconds

Pitch (deg) ≤75 5 0.6396 seconds

Yaw (deg) N/A 44 0.7093 seconds

8.8. TEST SUMMARY

Figure 8.11 presents the summary results for crash test 615181-01-5. 
TR No. 615181-01 87 2023-06-05 

0.000 s

Test Agency Texas A&M Transportation Institute (TTI)

Test Standard/Test No. MASH 2016, Test 2-35

TTI Project No. 615181-01-5

Test Date 2022-09-09

TEST ARTICLE

Type Gating Terminal

Name TL-2 W-beam End Terminal

Length 156 ft 1-inch

Key Materials W-beam guardrail, Wood timber posts, Steel guardrail 

posts

0.200 s

Soil Type and Condition AASHTO M147-17, Grading D Crushed Concrete

TEST VEHICLE

Type/Designation 2270P

Year, Make and Model 2016 RAM 1500

Inertial Weight (lb) 5054

Dummy (lb) N/A

Gross Static (lb) 5054

IMPACT CONDITIONS

0.400 s

Impact Speed (mi/h) 45.9

Impact Angle (deg) 25

Impact Location 3.8 inches upstream from the centerline of post 5

Impact Severity (kip-ft) 63.6

EXIT CONDITIONS

Exit Speed (mi/h) 20.8

Trajectory/Heading Angle (deg) 23 / 17

Exit Box Criteria Did not cross

Stopping Distance 163 ft downstream 

3 ft to the traffic side

TEST ARTICLE DEFLECTIONS

0.600 s

Dynamic (inches) 38.2

Permanent (inches) 29.0

Working Width / Height (inches) 46.5 / 62.3

VEHICLE DAMAGE

VDS 11FLQ2

CDC 11FLEW2

Max. Ext. Deformation 10

Max Occupant Compartment 

Deformation No occupant compartment deformation

OCCUPANT RISK VALUES

Long. OIV (ft/s) 16.7 Long. Ridedown (g) 5.4 Max 50-ms Long. (g) -4.8 Max Roll (deg) 6

Lat. OIV (ft/s) 13.6 Lat. Ridedown (g) 4.7 Max 50-ms Lat. (g) 3.5 Max Pitch (deg) 5

THIV (m/s) 6.3 ASI 0.6 Max 50-ms Vert. (g) 2.0 Max Yaw (deg) 44

Figure 8.11. Summary of Results for MASH Test 2-35 on TL-2 W-beam End Terminal.
TR No. 615181-01 88 2023-06-05

Chapter 9. FAILED TESTS

9.1. MASH TEST 2-30 (CRASH TEST NO. 615181-01-6, TEST DATE 2022-09-14)

9.1.1. Test Article and Installation Details

The installation details were the same as 615181-01-5.

9.1.2. Crash Test Results for Crash Test 615181-01-6

The TL-2 Terminal for crash test 615181-01-6 did not meet the performance criteria for 

MASH TL-2 Gating Terminals. The threaded rod on the anchor cable punctured the floor board 

of the vehicle, penetrating into the occupant compartment, which is considered a failure under 

MASH Evaluation Criteria D, which is detailed in Chapter 6. Changes were made to the 

installation and the details of the 615181-01-7 installation and crash test are presented in section 

9.2.

Figure 9.1, Figure 9.2, and Figure 9.3 show the installation and vehicle damage after

impact.

Figure 9.1. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-6.
TR No. 615181-01 89 2023-06-05

Figure 9.2. Occupant Compartment Penetration after Crash Test 615181-01-6.

Figure 9.3. Undercarriage Damage after Crash Test 615181-01-6.
TR No. 615181-01 90 2023-06-05

9.2. MASH TEST 2-30 (CRASH TEST NO. 615181-01-7, TEST DATE 2022-09-20)

9.2.1. Test Article and Installation Details

The installation differed from crash test 615181-01-6 in that a crown cap nut was added 

to the threaded rod of the anchor cable, and the pull plate thickness was changed to 1⁄8-inch.

Figure 9.4 presents the overall information on the TL-2 Terminal on MGS, and Figure 

9.5 and Figure 9.6 provide photographs of the installation
TR No. 615181-01 91 2023-06-05

Figure 9.4. Details of TL-2 Terminal on MGS for Crash Test 615181-01-7.

TR No. 615181-01 93 2023-06-05

Figure 9.5. TL-2 Terminal on MGS prior to Crash Test 615181-01-7.

Figure 9.6. In-Line View of the TL-2 Terminal on MGS prior to Crash Test 615181-01-7.
TR No. 615181-01 94 2023-06-05

9.2.2. Crash Test Results for Crash Test 615181-01-7

The TL-2 Terminal for crash test 615181-01-7 did not meet the performance criteria for 

MASH TL-2 gating terminals. An upstream corner of a steel guardrail post punctured the floor 

board of the vehicle, penetrating into the occupant compartment, which is considered a failure 

under MASH Evaluation Criteria D as detailed in Chapter 6. Additional changes were made (as 

described in chapter 7) to the installation and the crash tests are presented in the remainder of 

this report.

Figure 9.7, Figure 9.8, and Figure 9.9 show the installation and vehicle damage post 

impact.

Figure 9.7. TL-2 Terminal on MGS Post Impact for Crash Test 615181-01-7.
TR No. 615181-01 95 2023-06-05

Figure 9.8. Post Engaged with Undercarriage of Vehicle after Crash Test 615181-01-7.

Figure 9.9. Occupant Compartment Damage after Crash Test 615181-01-7.

TR No. 615181-01 97 2023-06-05 

Chapter 10.MASH TEST 2-30 (CRASH TEST NO. 615181-01-11) 

10.1. TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS

See Table 10.1 for details on MASH impact conditions for this test and Table 10.2 for the 

exit parameters. Figure 10.1 and Figure 10.2 depict the target impact setup.

Table 10.1. Impact Conditions for Test 615181-01-11. 

Test Parameter Specification Tolerance Measured

Impact Speed (mi/h) 45 ±2.5 mi/h 45.6

Impact Angle (deg) 0 ±1.5° 0

Kinetic Energy (kip-ft) 141 ≥141 kip-ft 168.2

Impact Location 

Centerline of post 1 

aligned 13 inches off 

the centerline of the 

vehicle toward 

drivers side.

± 6 inches 

Centerline of post 1 aligned 

14.4 inches off the 

centerline of the vehicle 

toward drivers side.

Table 10.2. Exit Parameters for Test 615181-01-11. 

Exit Parameter Measured

Speed (mi/h) N/A

Trajectory (deg) N/A

Heading (deg) N/A

Brakes applied post impact (s) Brakes not applied

Vehicle at rest position

27 ft downstream of impact point

3 ft to the field side

3° left

Comments: Vehicle remained upright and stable.
TR No. 615181-01 98 2023-06-05

Figure 10.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-11.

Figure 10.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-11.
TR No. 615181-01 99 2023-06-05

10.2. WEATHER CONDITIONS

Table 10.3 provides the weather conditions for 615181-01-11.

Table 10.3. Weather Conditions 615181-01-11.

Date of Test 2022-10-06 AM

Wind Speed (mi/h) 1

Wind Direction (deg) 309

Temperature (°F) 81

Relative Humidity (%) 57

Vehicle Traveling (deg) 350

10.3. TEST VEHICLE 

Figure 10.3 and Figure 10.4 show the 2017 Nissan Versa used for the crash test. Table 

10.4 shows the vehicle measurements. Table D.1 in Appendix D.1 gives additional dimensions 

and information on the vehicle.

Figure 10.3. Impact Side of Test Vehicle before Test 615181-01-11.
TR No. 615181-01 100 2023-06-05 

Figure 10.4. Overall Interior of Test Vehicle before Test 615181-01-11. 

Table 10.4. Vehicle Measurements 615181-01-11. 

Test Parameter MASH Allowed 

Tolerance Measured

Dummy (if applicable)a (lb) 165 N/A 165

Inertial Weight (lb) 2420 ±55 2420

Gross Statica (lb) 2585 ±25 2585

Wheelbase (inches) 98 ±5 102.4

Front Overhang (inches) 35 ±4 32.5

Overall Length (inches) 169 ±8 175.4

Overall Width (inches) 65 ±3 66.7

Hood Height (inches) 28 ±4 30.5

Track Widthb (inches) 59 ±2 58.4

CG aft of Front Axlec (inches) 39 ±4 41.4

CG above Groundc,d (inches) N/A N/A N/A a If a dummy is used, the gross static vehicle mass should be increased by the mass of the dummy. b Average of front and rear axles. c For test inertial mass. d 2270P vehicle must meet minimum CG height requirement. 

10.4. TEST DESCRIPTION

Table 10.5 lists events that occurred during Test No. 615181-01-11. Figures D.1 and D.2 

in Appendix D.2 present sequential photographs during the test. 
TR No. 615181-01 101 2023-06-05 

Table 10.5. Events during Test 615181-01-11. 

Time (s) Events

0.0000 Vehicle impacted the installation

0.0090 Post 1 began to move to the right (toward traffic side)

0.0150 Rail began to buckle between posts 1 and 2

0.0260 Vehicle contacted Post 1, and the post began to move downstream

0.0600 Post 2 began to move upstream toward vehicle

0.0830 Rail began to buckle between posts 2 and 3

0.1030 Post 2 began to move downstream

0.1100 Post 2 began to break longitudinally along post

0.1500 Rail began to buckle between posts 3 and 4

0.2760 Post 3 contacted by debris and vehicle and began to move downstream

0.3210 Rail began to buckle between posts 4 and 5

0.4160 Post 4 contacted by vehicle, began to move downstream

0.6660 Post 5 contacted by the vehicle and debris, began to move downstream

0.3850 Post 6 was contacted by debris in front of the vehicle and began to move downstream

0.9880 Vehicle stopped

10.5. DAMAGE TO TEST INSTALLATION

Posts 1 through 3 were broken off at grade. Post 4 was leaning downstream 30° and post 

5 was leaning downstream 54°. The rail released from posts 1 through 5, and it was crumpled in 

front of the small car. Figure 10.5 and Figure 10.6 show the damage to the TL-2 W-beam End 

Terminal. 

Figure 10.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-11. 
TR No. 615181-01 102 2023-06-05

Figure 10.6. TL-2 W-beam End Terminal after Test after the Small Car was Removed

615181-01-11.

10.6. DAMAGE TO TEST VEHICLE

Figure 10.7 and Figure 10.8 show the damage sustained by the vehicle. Figure 10.9 and 

Figure 10.10 show the interior of the test vehicle. Table 10.6 and Table 10.7 provide details on 

the occupant compartment deformation and exterior vehicle damage. Tables D.2 and D.3 in 

Appendix D.1 provide exterior crush and occupant compartment measurements.

Figure 10.7. Right Side of Test Vehicle after Test 615181-01-11.
TR No. 615181-01 103 2023-06-05

Figure 10.8. Left Side of Test Vehicle after Test 615181-01-11.

Figure 10.9. Overall Interior of Test Vehicle after Test 615181-01-11.
TR No. 615181-01 104 2023-06-05 

Figure 10.10. Interior of Test Vehicle on Impact Side after Test 615181-01-11. 

Table 10.6. Occupant Compartment Deformation 615181-01-11. 

Test Parameter Specification Measured

Roof ≤4.0 inches 0 inches

Windshield ≤3.0 inches 0 inches

A and B Pillars ≤5.0 overall/≤3.0 inches lateral 0 inches

Foot Well/Toe Pan ≤9.0 inches 0 inches

Floor Pan/Transmission Tunnel ≤12.0 inches 0 inches

Side Front Panel ≤12.0 inches 0 inches

Front Door (above Seat) ≤9.0 inches 0 inches

Front Door (below Seat) ≤12.0 inches 0 inches

Table 10.7. Exterior Vehicle Damage 615181-01-11. 

Side Windows The side windows remained intact

Maximum Exterior Deformation 13 inches in the front plane at bumper height

VDS 12FC2

CDC 12FCEN1

Fuel Tank Damage None

Description of Damage to 

Vehicle: 

The front bumper, hood, grill, right and left headlights, bottom of the 

floor pan and oil pan were damaged. There was a 8-inch × 1-inch × 

1⁄2-inch deep dent in the underside of the floor pan, but there was no 

hole or cut. There was a hole in the oil pan.
TR No. 615181-01 105 2023-06-05 

10.7. OCCUPANT RISK FACTORS

Data from the accelerometers were digitized for evaluation of occupant risk, and the 

results are shown in Table 10.8. Figure D.3 in Appendix D.3 shows the vehicle angular 

displacements, and Figures D.4 through D.6 in Appendix D.4 show acceleration versus time 

traces. 

Table 10.8. Occupant Risk Factors for Test 615181-01-11. 

Test Parameter MASH Measured Time

OIV, Longitudinal (ft/s) ≤40.0 18.6 0.2023 seconds on front of interior

OIV, Lateral (ft/s) ≤40.0 2.1 0.2023 seconds on front of interior

Ridedown, Longitudinal (g) ≤20.49 11.0 0.2768 - 0.2868 seconds

Ridedown, Lateral (g) ≤20.49 6.0 0.2885 - 0.2985 seconds

THIV (m/s) N/A 5.7 0.2032 seconds on front of interior

ASI N/A 0.4 0.7111 - 0.7611 seconds

50-ms MA Longitudinal (g) N/A -4.7 0.1045 - 0.1545 seconds

50-ms MA Lateral (g) N/A -2.3 0.6865 - 0.7365 seconds

50-ms MA Vertical (g) N/A 2.1 0.3026 - 0.3526 seconds

Roll (deg) ≤75 9 1.4426 seconds

Pitch (deg) ≤75 8 0.7862 seconds

Yaw (deg) N/A 9 0.6206 seconds

10.8. TEST SUMMARY

Figure 10.11 presents the summary results for crash test 615181-01-11. 
TR No. 615181-01 106 2023-06-05 

0.000 s

Test Agency Texas A&M Transportation Institute (TTI)

Test Standard/Test No. MASH 2016, Test 2-30

TTI Project No. 615181-01-11

Test Date 2022-10-06

TEST ARTICLE

Type Gating Terminal

Name TL-2 W-beam End Terminal

Length 156 ft 1-inch

Key Materials W-beam guardrail, Wood timber posts, Steel guardrail 

posts

0.200 s

Soil Type and Condition AASHTO M147-17 Grading D (crushed concrete)

TEST VEHICLE

Type/Designation 1100C

Year, Make and Model 2017 Nissan Versa

Inertial Weight (lb) 2420

Dummy (lb) 165

Gross Static (lb) 2585

IMPACT CONDITIONS

0.400 s

Impact Speed (mi/h) 45.6

Impact Angle (deg) 0

Impact Location Centerline of post 1 aligned 14.4 inches off the 

centerline of the vehicle toward drivers side.

Impact Severity (kip-ft) 168.2

EXIT CONDITIONS

Exit Speed (mi/h) N/A

Trajectory/Heading Angle (deg) N/A / N/A

Stopping Distance 27 ft downstream 

3 ft to the field side

TEST ARTICLE DEFLECTIONS

0.600 s

Dynamic (inches) N/A

Permanent (inches) N/A

Working Width / Height (inches) N/A / N/A

VEHICLE DAMAGE

VDS 12FC2

CDC 12FCEN1

Max. Ext. Deformation 13

Max Occupant Compartment 

Deformation There was no occupant compartment deformation

OCCUPANT RISK VALUES

Long. OIV (ft/s) 18.6 Long. Ridedown (g) 11.0 Max 50-ms Long. (g) -4.7 Max Roll (deg) 9

Lat. OIV (ft/s) 2.1 Lat. Ridedown (g) 6.0 Max 50-ms Lat. (g) -2.3 Max Pitch (deg) 8

THIV (m/s) 5.7 ASI 0.4 Max 50-ms Vert. (g) 2.1 Max Yaw (deg) 9

Figure 10.11. Summary of Results for MASH Test 2-30 on TL-2 W-beam End Terminal.
TR No. 615181-01 107 2023-06-05 

Chapter 11.MASH TEST 2-31 (CRASH TEST NO. 615181-01-12) 

11.1. TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS

See Table 11.1 for details on MASH impact conditions for this test and Table 11.2 for the 

exit parameters. Figure 11.1 and Figure 11.2 depict the target impact setup.

Table 11.1. Impact Conditions for Test 615181-01-12. 

Test Parameter Specification Tolerance Measured

Impact Speed (mi/h) 45 mi/h ± 2.5 mi/h 46.1

Impact Angle (deg) 0° ± 1.5° 0

Impact Severity (kip-ft) 291 kip-ft ≥291 kip-ft 360.3

Impact Location 

Centerline of post 1 

aligned with the 

centerline of the 

vehicle

± 6 inches

Centerline of post 1 aligned 

with the centerline of the 

vehicle 

Table 11.2. Exit Parameters for Test 615181-01-12. 

Exit Parameter Measured

Speed (mi/h) N/A

Trajectory (deg) N/A

Heading (deg) N/A

Brakes applied post impact (s) Brakes not applied

Vehicle at rest position 

37 ft downstream of impact point

3 ft to the traffic side

80° right

Comments: Vehicle remained upright and stable
TR No. 615181-01 108 2023-06-05

Figure 11.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-12.

Figure 11.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-12.
TR No. 615181-01 109 2023-06-05

11.2. WEATHER CONDITIONS

Table 11.3 provides the weather conditions for 615181-01-12.

Table 11.3. Weather Conditions 615181-01-12.

Date of Test 2022-10-11 AM

Wind Speed (mi/h) 10

Wind Direction (deg) 162

Temperature (°F) 79

Relative Humidity (%) 67

Vehicle Traveling (deg) 350

11.3. TEST VEHICLE 

Figure 11.3 and Figure 11.4 show the 2017 RAM 1500 used for the crash test. Table 11.4

shows the vehicle measurements. Table E.1 in Appendix E.1 gives additional dimensions and 

information on the vehicle.

Figure 11.3. Impact Side of Test Vehicle before Test 615181-01-12.
TR No. 615181-01 110 2023-06-05 

Figure 11.4. Interior of the Test Vehicle before Test 615181-01-12. 

Table 11.4. Vehicle Measurements 615181-01-12. 

Test Parameter MASH Allowed 

Tolerance Measured

Dummy (if applicable)a (lb) 165 N/A N/A

Inertial Weight (lb) 5000 ± 110 5072

Gross Statica (lb) 5000 ± 110 5072

Wheelbase (inches) 148 ±12 140.5

Front Overhang (inches) 39 ±3 40.0.

Overall Length (inches) 237 ±13 227.5

Overall Width (inches) 78 ±2 78.5

Hood Height (inches) 43 ±4 46.0

Track Widthb (inches) 67 ±1.5 68.25

CG aft of Front Axlec (inches) 63 ±4 60.0

CG above Groundc,d (inches) 28 ≥28 28.4 a If a dummy is used, the gross static vehicle mass should be increased by the mass of the dummy.

b Average of front and rear axles.

c For test inertial mass.

d 2270P vehicle must meet minimum CG height requirement.
TR No. 615181-01 111 2023-06-05 

11.4. TEST DESCRIPTION

Table 11.5 lists events that occurred during Test No. 615181-01-12. Figures E.1 and E.2 

in Appendix E.2 present sequential photographs during the test. 

Table 11.5. Events during Test 615181-01-12. 

Time (s) Events

0.0000 Vehicle impacted the installation

0.0200 Vehicle contacted Post 1, and the post began to move downstream

0.0320 Rail began to buckle between posts 1 and 2

0.0470 Post 1 began to break at grade

0.0980 Rail began to buckle between posts 2 and 3

0.0112 Post 2 began to split and move downstream from impact

0.1240 Post 2 began to break at grade

0.1480 Rail began to buckle between posts 3 and 4

0.1850 Post 3 contacted by debris and vehicle and began to move downstream

0.2480 Rail began to buckle between posts 4 and 5

0.3570 Post 4 contacted by vehicle, began to move downstream

0.3700 Rail began to buckle between posts 4 and 5

0.4870 Truck began to yaw to the left

0.4970 Post 5 contacted by the vehicle, began to move downstream

0.6310 Post 6 contacted by the vehicle, began to move downstream

0.6560 Rail began to buckle between posts 6 and 7

0.7700 Rail began to release from post 8

0.0808 Rail was fully released from all posts

2.0030 Vehicle stopped

11.5. DAMAGE TO TEST INSTALLATION

The rail released from all posts and was shifted 7 inches downstream. Posts 1 through 3 

were broken off at grade and Posts 4 through 6 were leaning 15° downstream from vertical. Posts 

21 and 23 were split, and 22 and 24 were broken off at grade. Post 25 was leaning over, and post 

26 released from the rail. Posts 22 through 24 had a 1⁄8-inch gap in the soil on the downstream 

side. Figure 11.5 and Figure 11.6 show the damage to the TL-2 W-beam End Terminal. 
TR No. 615181-01 112 2023-06-05

Figure 11.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-12.

Figure 11.6. TL-2 W-beam End Terminal after Test at the Downstream Terminal 615181-

01-12.
TR No. 615181-01 113 2023-06-05

11.6. DAMAGE TO TEST VEHICLE

Figure 11.7 and Figure 11.8 show the damage sustained by the vehicle. Figure 11.9 and 

Figure 11.10 show the interior of the test vehicle. Table 11.6 and Table 11.7 provide details on 

the occupant compartment deformation and exterior vehicle damage. Tables E.2 and E.3 in 

Appendix E.1 provide exterior crush and occupant compartment measurements.

Figure 11.7. Impact Side of Test Vehicle after Test 615181-01-12.

Figure 11.8. Left Side of Test Vehicle after Test 615181-01-12.
TR No. 615181-01 114 2023-06-05

Figure 11.9. Overall Interior of Test Vehicle after Test 615181-01-12.

Figure 11.10. Interior of Test Vehicle on Impact Side after Test 615181-01-12.
TR No. 615181-01 115 2023-06-05 

Table 11.6. Occupant Compartment Deformation 615181-01-12. 

Test Parameter Specification Measured

Roof ≤4.0 inches 0 inches

Windshield ≤3.0 inches 0 inches

A and B Pillars ≤5.0 overall/≤3.0 inches lateral 0 inches

Foot Well/Toe Pan ≤9.0 inches 0 inches

Floor Pan/Transmission Tunnel ≤12.0 inches 0 inches

Side Front Panel ≤12.0 inches 0 inches

Front Door (above Seat) ≤9.0 inches 0 inches

Front Door (below Seat) ≤12.0 inches 0 inches

Table 11.7. Exterior Vehicle Damage 615181-01-12. 

Side Windows The side windows remained intact

Maximum Exterior Deformation 14 inches in the front plane at bumper height

VDS 12FC2

CDC FCEN2

Fuel Tank Damage Yes, there was some scuff marks on the fuel tank but no puncture or 

hole

Description of Damage to 

Vehicle: 

The front bumper, grill, right and left head lights, radiator and 

support, left front quarter fender, right rocker, tail pipe, fuel tank, 

and transmission pan were damaged. 
TR No. 615181-01 116 2023-06-05 

11.7. OCCUPANT RISK FACTORS

Data from the accelerometers were digitized for evaluation of occupant risk, and the 

results are shown in Table 11.8. Figure E.3 in Appendix E.3 shows the vehicle angular 

displacements, and Figures E.4 through E.6 in Appendix E.4 show acceleration versus time 

traces. 

Table 11.8. Occupant Risk Factors for Test 615181-01-12. 

Test Parameter MASH Measured Time

OIV, Longitudinal (ft/s) ≤40.0 12.6 0.2898 seconds on front of interior

OIV, Lateral (ft/s) ≤40.0 1.1 0.2898 seconds on front of interior

Ridedown, Longitudinal (g) ≤20.49 8.9 0.7741 - 0.7841 seconds

Ridedown, Lateral (g) ≤20.49 4.4 0.7759 - 0.7859 seconds

THIV (m/s) N/A 3.9 0.2898 seconds on front of interior

ASI N/A 0.7 0.7821 - 0.8321 seconds

50-ms MA Longitudinal (g) N/A -7.3 0.7512 - 0.8012 seconds

50-ms MA Lateral (g) N/A 2.1 1.4256 - 1.4756 seconds

50-ms MA Vertical (g) N/A -4.5 0.8311 - 0.8811 seconds

Roll (deg) ≤75 9 0.8403 seconds

Pitch (deg) ≤75 5 0.9134 seconds

Yaw (deg) N/A 75 1.9640 seconds

11.8. TEST SUMMARY

Figure 11.11 presents the summary results for crash test 615181-01-12. 
TR No. 615181-01 117 2023-06-05 

0.000 s

Test Agency Texas A&M Transportation Institute (TTI)

Test Standard/Test No. MASH 2016, Test 2-31

TTI Project No. 615181-01-12

Test Date 2022-10-11

TEST ARTICLE

Type Gating Terminal

Name TL-2 W-beam End Terminal

Length 156 ft 1-inch

Key Materials W-beam guardrail, Wood timber posts, Steel guardrail 

posts

0.200 s

Soil Type and Condition AASHTO M147-17 Grading D (crushed concrete)

TEST VEHICLE

Type/Designation 2270P

Year, Make and Model 2017 RAM 1500

Inertial Weight (lb) 5072

Dummy (lb) N/A

Gross Static (lb) 5072

IMPACT CONDITIONS

0.400 s

Impact Speed (mi/h) 46.1

Impact Angle (deg) 0

Impact Location Centerline of post 1 aligned with the centerline of the 

vehicle

Impact Severity (kip-ft) 360.3

EXIT CONDITIONS

Exit Speed (mi/h) N/A

Trajectory/Heading Angle (deg) N/A / N/A

Exit Box Criteria N/A

Stopping Distance 37 ft downstream 

3 ft to the traffic side

TEST ARTICLE DEFLECTIONS

0.600 s

Dynamic (inches) N/A

Permanent (inches) N/A

Working Width / Height (inches) N/A / N/A

VEHICLE DAMAGE

VDS 12FC2

CDC FCEN2

Max. Ext. Deformation 14

Max Occupant Compartment 

Deformation There was no occupant compartment deformation

OCCUPANT RISK VALUES

Long. OIV (ft/s) 12.6 Long. Ridedown (g) 8.9 Max 50-ms Long. (g) -7.3 Max Roll (deg) 9

Lat. OIV (ft/s) 1.1 Lat. Ridedown (g) 4.4 Max 50-ms Lat. (g) 2.1 Max Pitch (deg) 5

THIV (m/s) 3.9 ASI 0.7 Max 50-ms Vert. (g) -4.5 Max Yaw (deg) 75

Figure 11.11. Summary of Results for MASH Test 2-31 on TL-2 W-beam End Terminal.

TR No. 615181-01 119 2023-06-05 

Chapter 12.MASH TEST 2-37B (CRASH TEST NO. 615181-01-13) 

12.1. TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS

See Table 12.1 for details on MASH impact conditions for this test and Table 12.2 for the 

exit parameters. Figure 12.1 and Figure 12.2 depict the target impact setup.

Table 12.1. Impact Conditions for Test 615181-01-13. 

Test Parameter Specification Tolerance Measured

Impact Speed (mi/h) 45 ±2.5 mi/h 45.3

Impact Angle (deg) 25 ±1.5° 24.5

Impact Severity (kip-ft) 25 ≥25 kip-ft 28.9

Impact Location 

14 inches upstream 

from upstream edge of 

post 24.

± 12 inches

11.4 inches upstream 

from upstream edge of 

post 24.

Table 12.2. Exit Parameters for Test 615181-01-13. 

Exit Parameter Measured

Speed (mi/h) 27.9

Trajectory (deg) 8

Heading (deg) 7

Brakes applied post impact (s) Brakes Not Applied

Vehicle at rest position

99 ft downstream of impact point

3 ft to the field side

Facing downstream

Comments: Vehicle remained upright and stable.
TR No. 615181-01 120 2023-06-05

Figure 12.1. TL-2 W-beam End Terminal/Test Vehicle Geometrics for Test 615181-01-13.

Figure 12.2. TL-2 W-beam End Terminal/Test Vehicle Impact Location 615181-01-13.
TR No. 615181-01 121 2023-06-05

12.2. WEATHER CONDITIONS

Table 12.3 provides the weather conditions for 615181-01-13.

Table 12.3. Weather Conditions 615181-01-13.

Date of Test 2022-10-20 PM

Wind Speed (mi/h) 10

Wind Direction (deg) 211

Temperature (°F) 81

Relative Humidity (%) 37

Vehicle Traveling (deg) 325

12.3. TEST VEHICLE 

Figure 12.3 and Figure 12.4 show the 2017 Nissan Versa used for the crash test. Table 

12.4 shows the vehicle measurements. Table F.1 in Appendix F.1 gives additional dimensions 

and information on the vehicle.

Figure 12.3. Impact Side of Test Vehicle before Test 615181-01-13.
TR No. 615181-01 122 2023-06-05 

Figure 12.4. Opposite Impact Side of Test Vehicle before Test 615181-01-13. 

Table 12.4. Vehicle Measurements 615181-01-13. 

Test Parameter MASH Allowed 

Tolerance Measured

Dummy (if applicable)a (lb) 165 N/A 165

Inertial Weight (lb) 2420 ±55 2450

Gross Statica (lb) 2585 ±55 2615

Wheelbase (inches) 98 ±5 102.4

Front Overhang (inches) 35 ±4 32.5

Overall Length (inches) 169 ±8 175.4

Overall Width (inches) 65 ±3 66.7

Hood Height (inches) 28 ±4 30.5

Track Widthb (inches) 59 ±2 58.4

CG aft of Front Axlec (inches) 39 ±4 41.7

CG above Groundc,d (inches) N/A N/A N/A a If a dummy is used, the gross static vehicle mass should be increased by the mass of the dummy.

b Average of front and rear axles.

c For test inertial mass.

d 2270P vehicle must meet minimum CG height requirement.
TR No. 615181-01 123 2023-06-05 

12.4. TEST DESCRIPTION

Table 12.5 lists events that occurred during Test No. 615181-01-13. Figures F.1 and F.2 

in Appendix F.2 present sequential photographs during the test. 

Table 12.5. Events during Test 615181-01-13. 

Time (s) Events

0.0000 Vehicle impacted the installation

0.0110 Post 24 began to lean toward field side

0.0200 Vehicle began to redirect

0.0210 Post 25 began to lean toward field side

0.1900 Vehicle impacted post 26

0.2100 Post 26 began to break

0.3180 Vehicle lost contact with rail and exited the system at 27.9 mi/h and at a trajectory of 8 

degrees and vehicle heading of 7.5 degrees.

0.4320 Vehicle was parallel with rail

12.5. DAMAGE TO TEST INSTALLATION

The soil was disturbed at post 23, and post 24 was leaning 3.5° back from vertical. Posts 

25 and 26 broke off at grade and released from the rail. Figure 12.5 and Figure 12.6 show the 

damage to the TL-2 W-beam End Terminal.

Figure 12.5. TL-2 W-beam End Terminal after Test at Impact Location 615181-01-13. 
TR No. 615181-01 124 2023-06-05

Figure 12.6. End of the Rail and Anchor Post of the TL-2 W-beam End Terminal after Test 

615181-01-13.

12.6. DAMAGE TO TEST VEHICLE

Figure 12.7 and Figure 12.8 show the damage sustained by the vehicle. Figure 12.9 and 

Figure 12.10 show the interior of the test vehicle. Table 12.6 and Table 12.7 provide details on 

the occupant compartment deformation and exterior vehicle damage. Tables F.2 and F.3 in 

Appendix F.1 provide exterior crush and occupant compartment measurements.

Figure 12.7. Impact Side of Test Vehicle after Test 615181-01-13.
TR No. 615181-01 125 2023-06-05

Figure 12.8. Rear Impact Side of Test Vehicle after Test 615181-01-13.

Figure 12.9. Overall Interior of Test Vehicle after Test 615181-01-13.
TR No. 615181-01 126 2023-06-05 

Figure 12.10. Interior of Test Vehicle on Impact Side after Test 615181-01-13. 

Table 12.6. Occupant Compartment Deformation 615181-01-13. 

Test Parameter Specification Measured

Roof ≤4.0 inches 0 inches

Windshield ≤3.0 inches 0 inches

A and B Pillars ≤5.0 overall/≤3.0 inches lateral 0 inches

Foot Well/Toe Pan ≤9.0 inches 0 inches

Floor Pan/Transmission Tunnel ≤12.0 inches 0 inches

Side Front Panel ≤12.0 inches 0 inches

Front Door (above Seat) ≤9.0 inches 0 inches

Front Door (below Seat) ≤12.0 inches 0 inches

Table 12.7. Exterior Vehicle Damage 615181-01-13. 

Side Windows The side windows remained intact.

Maximum Exterior Deformation 6 inches in the front plane at the left front corner at bumper height

VDS 11LFQ2

CDC 11FLEW2

Fuel Tank Damage None

Description of Damage to 

Vehicle: 

The front bumper, hood, grill, left head light, left front tire and rim, 

oil pan, left front strut and tower, left front quarter fender, left front 

door, left rear door, and left rear quarter fender were damaged. The 

left front door had a 11⁄4-inch gap at the top of the door. 
TR No. 615181-01 127 2023-06-05 

12.7. OCCUPANT RISK FACTORS

Data from the accelerometers were digitized for evaluation of occupant risk, and the 

results are shown in Table 12.8. Figure F.3 in Appendix F.3 shows the vehicle angular 

displacements, and Figures F.4 through F.6 in Appendix F.4 show acceleration versus time 

traces. 

Table 12.8. Occupant Risk Factors for Test 615181-01-13. 

Test Parameter MASH Measured Time

OIV, Longitudinal (ft/s) ≤40.0 10.1 0.1613 seconds on left side of interior

OIV, Lateral (ft/s) ≤40.0 12.6 0.1613 seconds on left side of interior

Ridedown, Longitudinal (g) ≤20.49 11.5 0.2075 - 0.2175 seconds

Ridedown, Lateral (g) ≤20.49 6.4 0.2040 - 0.2140 seconds

THIV (m/s) N/A 4.6 0.1565 seconds on left side of interior

ASI N/A 0.8 0.2084 - 0.2584 seconds

50-ms MA Longitudinal (g) N/A -7.6 0.1839 - 0.2339 seconds

50-ms MA Lateral (g) N/A 4.2 0.0444 - 0.0944 seconds

50-ms MA Vertical (g) N/A -2.6 0.1797 - 0.2297 seconds

Roll (deg) ≤75 10 0.4921 seconds

Pitch (deg) ≤75 11 4.5000 seconds

Yaw (deg) N/A 23 0.7334 seconds

12.8. TEST SUMMARY

Figure 12.11 presents the summary results for crash test 615181-01-13. 

TR No. 615181-01 129 2023-06-05 

0.000 s

Test Agency Texas A&M Transportation Institute (TTI)

Test Standard/Test No. MASH 2016, Test 2-37B

TTI Project No. 615181-01-13

Test Date 2022-10-20

TEST ARTICLE

Type Gating Terminal

Name TL-2 W-beam End Terminal

Length 156 ft 0-inch

Key Materials W-beam guardrail, Wood timber posts, Steel 

guardrail posts

0.200 s

Soil Type and Condition AASHTO M147-17 Grading D (crushed 

concrete)

TEST VEHICLE

Type/Designation 1100C

Year, Make and Model 2017 Nissan Versa

Inertial Weight (lb) 2450

Dummy (lb) 165

Gross Static (lb) 2615

IMPACT CONDITIONS

0.400 s

Impact Speed (mi/h) 45.3

Impact Angle (deg) 24.5

Impact Location 11.4 inches upstream from upstream edge of 

post 24.

Impact Severity (kip-ft) 28.9

EXIT CONDITIONS

Exit Speed (mi/h) 27.9

Trajectory/Heading Angle (deg) 8 / 7

Exit Box Criteria Vehicle crossed the exit box

Stopping Distance 99 ft downstream 

3 ft to the field side

TEST ARTICLE DEFLECTIONS

0.600 s

Dynamic (inches) N/A

Permanent (inches) N/A

Working Width / Height (inches) N/A / N/A

VEHICLE DAMAGE

VDS 11LFQ2

CDC 11FLEW2

Max. Ext. Deformation 6

Max Occupant Compartment 

Deformation No occupant compartment deformation

OCCUPANT RISK VALUES

Long. OIV (ft/s) 10.1 Long. Ridedown (g) 11.5 Max 50-ms Long. (g) -7.6 Max Roll (deg) 10

Lat. OIV (ft/s) 12.6 Lat. Ridedown (g) 6.4 Max 50-ms Lat. (g) 4.2 Max Pitch (deg) 11

THIV (m/s) 4.6 ASI 0.8 Max 50-ms Vert. (g) -2.6 Max Yaw (deg) 23

Figure 12.11. Summary of Results for MASH Test 2-37b on TL-2 W-beam End Terminal.

TR No. 615181-01 131 2023-06-05

Chapter 13. NON-CRITICAL SIMULATIONS

13.1. INTRODUCTION AND JUSTIFICATION

Additional FE simulations were performed to evaluate the crashworthy performance of 

the system for the non-critical MASH tests in the TL-2 gating terminal test matrix. The following 

impact simulations were conducted:

• MASH Test 2-32—small car impact at terminal head (5–15 degrees) at 44 mi/h.

• MASH Test 2-33—pickup truck impact at terminal head (5–15 degrees) at 44 mi/h.

• MASH Test 2-34—small car redirective impact (15 degrees) at 44 mi/h.

• MASH Test 2-37a—reverse-direction pickup truck impact (45 degrees) at 44 mi/h.

These test conditions are considered non-critical for the TL-2 terminal developed under 

this project. Neither MASH Test 2-32 nor MASH Test 2-33 are critical because this TL-2 terminal 

does not have a head component, so the vehicles will experience the impact with only the initial 

region of the terminal and with a shallower impact angle than MASH 2-30 and MASH 2-31 tests,

and will subsequently gate. This TL-2 system passed both MASH Test 2-30 and MASH Test 2-31 

full-scale crash tests, as presented in Chapter 14. MASH Test 2-34 has a shallower impact angle 

than MASH Test 2-35 and with a lighter vehicle (1100C) than the pickup truck (2270P) used in 

MASH Test 2-35. Since the TL-2 system passed the more severe test (MASH Test 2-35) in terms 

of angle and speed, MASH Test 2-34 is considered non-critical. Finally, the reverse-direction 

pickup truck test (MASH Test 2-37a) is not as critical as the small car test (MASH Test 2-37b) for 

post-and-beam terminals per MASH section 2.2.2.2: “For post-and-beam terminals utilizing a 

breakaway cable system, the 1100C will generally be the critical vehicle for this test, and the 

impact point should be selected to maximize the risk of the vehicle snagging on the anchor 

cable.” The reverse small car test passed the full-scale crash testing, as presented in Chapter 12.

The flared terminal design model was the same as the one presented earlier in Chapter 4. 
TR No. 615181-01 132 2023-06-05

13.2. TEST 2-32 SIMULATION (5-DEGREE IMPACT ANGLE)

MASH Test 2-32 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 5 degrees. The 1100C vehicle model impacted the terminal 

system with the centerline of the car aligned with the center of the terminal head. Figure 13.1 and 

Figure 13.2 show sequential images for the MASH Test 2-32 simulation impact. The end terminal 

released as designed, and the vehicle gated through the system. Table 13.1 shows the occupant 

risk values, which were within the limits of the MASH evaluation criteria described in Chapter 6

section 6.2.

(a) 0.0 s

(b) 0.4 s

(c) 0.8 s

Figure 13.1. Flared Terminal Test 2-32 (5 Degrees) Simulation Sequential Images 

(Overhead View).
TR No. 615181-01 133 2023-06-05

(a) 0.0 s

(b) 0.4 s

(c) 0.8 s

Figure 13.2. Flared Terminal Test 2-32 (5 Degrees) Simulation Sequential Images 

(Downstream View).

Table 13.1. Flared Terminal Test 2-32 (5 Degrees) Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

Terminal 

Head 5.5 0.4 9.8 5.5 −23.7 −1.5 175
TR No. 615181-01 134 2023-06-05

13.3. TEST 2-32 SIMULATION (15-DEGREE IMPACT ANGLE)

MASH Test 2-32 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 15 degrees. The 1100C vehicle model impacted the terminal 

system with the centerline of the car aligned with the center of the terminal head. Figure 13.3 and 

Figure 13.4 show sequential images for the MASH Test 2-32 simulation impact. The end terminal 

released as designed, and the vehicle gated through the system. Table 13.2 shows the occupant 

risk values, which were within the limits of the MASH evaluation criteria described in Chapter 6

section 6.2.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.3. Flared Terminal Test 2-32 (15 Degrees) Simulation Sequential Images 

(Overhead View).
TR No. 615181-01 135 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.4. Flared Terminal Test 2-32 (15 Degrees) Simulation Sequential Images 

(Downstream View).

Table 13.2. Flared Terminal Test 2-32 (15 Degrees) Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

Terminal 

Head 6.2 1.5 4.8 3.4 −4.6 1.7 36.8
TR No. 615181-01 136 2023-06-05

13.4. TEST 2-33 SIMULATION (5-DEGREE IMPACT ANGLE)

MASH Test 2-33 involved impacting the end terminal with the 2270P vehicle model at a 

speed of 44 mi/h and an angle of 5 degrees. The 2270P vehicle model impacted the terminal 

system with the centerline of the truck aligned with the terminal head. Figure 13.5 and 

Figure 13.6 show sequential images for the MASH Test 2-33 simulation impact. The end terminal 

released as designed, and the vehicle gated through the system. Table 13.3 shows the occupant 

risk values, which were within the limits of the MASH evaluation criteria described in Chapter 6

section 6.2.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.5. Flared Terminal Test 2-33 (5 Degrees) Simulation Sequential Images 

(Overhead View).
TR No. 615181-01 137 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.6. Flared Terminal Test 2-33 (5 Degrees) Simulation Sequential Images 

(Downstream View).

Table 13.3. Flared Terminal Test 2-33 (5 Degrees) Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

Terminal 

Head 3.8 0.2 4.7 3.2 8.5 2.1 19.5
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13.5. TEST 2-33 SIMULATION (15-DEGREE IMPACT ANGLE)

MASH Test 2-33 involved impacting the end terminal with the 2270P vehicle model at a 

speed of 44 mi/h and an angle of 15 degrees. The 2270P vehicle model impacted the terminal 

system with the centerline of the truck aligned with the center of the terminal head. Figure 13.7

and Figure 13.8 show sequential images for the MASH Test 2-33 simulation impact. The end 

terminal released as designed, and the vehicle gated through the system. Table 13.4 shows the 

occupant risk values, which were within the limits of the MASH evaluation criteria described in 

Chapter 6 section 6.2.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.7. Flared Terminal Test 2-33 (15 Degrees) Simulation Sequential Images 

(Overhead View).
TR No. 615181-01 139 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.8. Flared Terminal Test 2-33 (15 Degrees) Simulation Sequential Images 

(Downstream View).

Table 13.4. Flared Terminal Test 2-33 (15 Degrees) Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

Terminal 

Head 2.7 0.4 2.4 2.5 −10.1 −4.6 4.2
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13.6. TEST 2-34 SIMULATION

MASH Test 2-34 involved impacting the end terminal with the 1100C vehicle model at a 

speed of 44 mi/h and an angle of 15 degrees. The 1100C vehicle model impacted the terminal 

system at the beginning of the LON section. Figure 13.9 and Figure 13.10 show sequential 

images for the MASH Test 2-34 simulation impact. The small car vehicle was successfully 

contained and redirected. Table 13.5 shows the occupant risk values, which were within the 

limits of the MASH evaluation criteria described in Chapter 6 section 6.2.

.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.9. Flared Terminal Test 2-34 Simulation Sequential Images (Overhead View).
TR No. 615181-01 141 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.10. Flared Terminal Test 2-34 Simulation Sequential Images 

(Downstream View).

Table 13.5. Flared Terminal Test 2-34 Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

18 inches 

u/s post 5 5.5 4.3 17.9 6.5 5.5 11.5 194.4

Note: u/s = upstream.
TR No. 615181-01 142 2023-06-05

13.7. TEST 2-37A SIMULATION

MASH Test 2-37a involved impacting the end terminal with the 2270P vehicle model at a 

speed of 44 mi/h and an angle of 25 degrees. The 2270P vehicle model impacted the terminal 

system in the reverse direction. Figure 13.11 and Figure 13.12 show sequential images for the 

first CIP of the MASH Test 2-37a impact simulations. Figure 13.13 and Figure 13.14 show 

sequential images for the second CIP of the MASH Test 2-37a impact simulations. Table 13.6

shows the occupant risk values, which were within the limits of the MASH evaluation criteria 

described in Chapter 6 section 6.2.

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.11. Flared Terminal Test 2-37a Simulation CIP01 Sequential Images 

(Overhead View).
TR No. 615181-01 143 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.12. Flared Terminal Test 2-37a Simulation CIP01 Sequential Images 

(Downstream View).
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(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.13. Flared Terminal Test 2-37a Simulation CIP02 Sequential Images 

(Overhead View).
TR No. 615181-01 145 2023-06-05

(a) 0.0 s

(b) 0.3 s

(c) 0.6 s

Figure 13.14. Flared Terminal Test 2-37a Simulation CIP02 Sequential Images 

(Downstream View).

Table 13.6. Flared Terminal Test 2-37a Simulation Occupant Risk.

Impact 

Location

OIV 

Longitudinal 

(m/s)

OIV 

Lateral 

(m/s)

ORA 

Longitudinal 

(g)

ORA 

Lateral 

(g)

Max. 

Roll 

(deg)

Max. 

Pitch 

(deg)

Max. 

Yaw 

(deg)

6 inches u/s

post 2 3.2 1.4 1.8 1.9 −5.0 −3.0 5.0

92 inches u/s

post 2 3.5 2.8 9.3 5.5 −4.0 2.8 −14.0

Note: u/s = upstream.
TR No. 615181-01 146 2023-06-05

13.8. DISCUSSION

These test conditions are considered non-critical for the TL-2 terminal developed under 

this project, as detailed earlier in this chapter. Nevertheless, nonlinear FE simulations were 

conducted with the same models used to predict the testing in Chapter 4. These simulations 

indicated that the TL-2 terminal design passes MASH evaluation criteria for the non-critical tests 

presented herein.
TR No. 615181-01 147 2023-06-05

Chapter 14. SUMMARY AND CONCLUSIONS

14.1. ASSESSMENT OF TEST RESULTS

The crash tests reported herein were performed in accordance with MASH TL-2 on the 

TL-2 W-beam end terminal. The tables at the end of this chapter provide an assessment of each

test based on the applicable safety evaluation criteria for MASH TL-2 gating terminals. Table 

14.1 provides a summary of all test results for project 615181-01 in chronological order.

Table 14.1. Summary of Tests in Numerical Order.

Test Date TTI Test No. 

615181-01

MASH

Test No.

Vehicle 

Class

Notes or 

Outcome

8/31/2021 -1 2-32 1100C Developmental

9/2/2021 -2 2-30 1100C Developmental

2/16/2022 -3 2-31 2270P Developmental

7/20/2022 -4 2-30 1100C Failed due to Rollover

9/9/2022 -5 2-35 2270P Pass

9/14/2022 -6 2-30 1100C Failed due to Penetration

9/20/2022 -7 2-30 1100C Failed due to Penetration

4/6/2022 -8 2-35 2270P Developmental

2/11/2022 -9 2-30 1100C Developmental

12/15/2021 -10 2-30 1100C Developmental

10/6/2022 -11 2-30 1100C Pass

10/11/2022 -12 2-31 2270P Pass

10/20/2022 -13 2-37b 1100C Pass
TR No. 615181-01 148 2023-06-05 

14.2. CONCLUSIONS

Table 14.2 shows that the TL-2 W-beam end terminal met the performance criteria for 

MASH Tests 2-35, 2-30, 2-31, and 2-37b for gating terminals. 

Table 14.2. Assessment Summary for MASH TL-2 Tests on TL-2 W-beam End Terminal. 

Evaluation 

Criteriaa Description

Test No. 

615181-01-5 

MASH 2-35

Test No. 

615181-01-11

MASH 2-30

Test No. 

615181-01-12

MASH 2-31

Test No. 

615181-01-13

MASH 2-37b

A 

Contain, 

redirect, or 

controlled 

stop

S N/A N/A N/A

C 

Redirect, 

controlled 

penetration, 

or controlled 

stop

N/A S S S 

D 

No 

penetration 

into occupant 

compartment

S S S S 

F Roll and 

pitch limit S S S S 

H OIV 

threshold S S S S 

I Ridedown 

threshold S S S S 

N 

Trajectory 

behind is 

acceptable

N/A S S S 

Overall

Evaluation 

Results Per 

Test Pass Pass Pass Pass

a See Table 6.2 for details. 

Note: S = Satisfactory; N/A = Not Applicable.
TR No. 615181-01 149 2023-06-05

14.3. ENGINEERING OPINION ON THE RESULTS OF MASH TESTING*

MASH Tests 2-32 and 2-33 are specified with an angle from 5 to 15 degrees with the 

roadway, which makes them less critical than MASH Tests 2-30 and 2-31 that have 0-degree

angles with the roadway. Without a terminal head, the vehicle would not engage much of the 

system other than the first post. MASH states that “However, gating redirective systems are 

designed to allow a vehicle to penetrate behind the system, and increasing the lateral load on the 

device will likely accentuate the gating process. Therefore, gating redirective terminals and crash 

cushions should be tested at much lower impact angles, closer to the 5-dgree minimum values.” 

Thus, MASH Tests 2-32 and 2-33 are considered non-critical since the design of this system does 

not incorporate a head at the terminal end for a vehicle to trip on, accentuate the gating process, 

or present potential for subsequent dynamic instability. Both MASH Tests 2-30 and 2-31 were 

tested in this project and passed MASH evaluation criteria. Nevertheless, the research team 

conducted FE simulations for the MASH 2-32 and 2-33 tests, incorporating both ends of the 

impact angle range. These simulations, presented previously in this report, showed that the

system performance meets the evaluation criteria of MASH.

MASH Test 2-34 involves the small car redirecting at a 15-degree impact angle. This test 

is considered non-critical since the system was able to redirect the pickup test vehicle at the more 

acute impact angle of 25 degrees per MASH 2-35 conditions. The MASH 2-35 test was physically 

performed under this project, and the system was able to redirect the vehicle while meeting

required MASH evaluation criteria. Thus, a redirective impact with a lesser mass vehicle and 

shallower impact angle is not expected to be more critical than the one (MASH 2-35) tested. As 

an additional check, the research team performed FE simulation of the MASH 2-34 test, and the 

results of the simulation were passing when assessed per MASH evaluation criteria. The impact 

location of the MASH 2-35 test was post number 5. The same impact point was used for the 

simulation of MASH 2-34 test. The testing of MASH 2-35 and the simulation of MASH 2-34 

resulted in the vehicle being redirected. Hence, the beginning of the length of need (LON) for 

this system is defined to be post number 5.

Finally, MASH Test 2-37b (car) is considered the critical test since MASH states the 

following: “For post-and-beam terminals utilizing a breakaway cable system, the 1100C will 

generally be the critical vehicle for this test, and the impact point should be selected to maximize 

the risk of the vehicle snagging on the anchor cable.” The car test (MASH 2-37b) was physically 

performed, and the outcome was passing per MASH evaluation criteria. Moreover, the research 

team performed FE simulations for the pickup truck test, MASH 2-37a, using two different 

impact conditions, as presented earlier, and each of these simulations resulted in acceptable 

performance per MASH evaluation criteria.

This terminal design does not have a special head component and utilizes the slotting in 

the rail elements to incorporate several innovative and easy-to-implement features:

• An open slot at the end of the first rail element to reduce tensile loading on the first post.

• Two support angle sections to better hold the bearing plate and transfer its load to the 

foundation tube.

* The opinions/interpretations identified/expressed in this section of the report are outside the scope of TTI Proving 

Ground’s A2LA Accreditation.
TR No. 615181-01 150 2023-06-05

• A pull plate at the upstream face of the first post to facilitate the release of the cable 

anchor during impacts engaging the first post, such as head-on and reverse impacts.

• A crown nut at the end of the cable anchor threaded rod to prevent the rod end from 

engaging and cutting the sheet metal of the vehicle.

• Rounded posts at the top of the first five steel posts to reduce sharp post corners 

interacting with the vehicle undercarriage.

• An upstream-facing trapezoidal wood block to provide separation between the post 

flanges and the vehicle undercarriage. This trapezoidal is made from high-quality wood,

and options such as dense rubber or high-density polyethylene should provide a similar 

function if desired.

• The rail is not attached to post number 3 and post number 7.

It should be noted that the details of the first installation of this system that was tested 

under MASH 2-35 conditions did not include the post rounding, the trapezoidal wood block, nor 

the crown nut. The pull plate was 3

/16 inch which is thicker than the ͕1⁄8 inch pull plate used in 

later tests. These design modifications do not affect the performance of the system under MASH

2-35 since these innovative modifications interact with the vehicle only when the vehicle impacts

the system in a way to release the cable such as head-on or reverse impact. These innovative 

modifications are meant for such impacts without affecting the system performance under redirective impact conditions.

This system was evaluated through both testing and simulations to MASH TL-2 and is 

intended for low-speed roadways where the encroachment speed is 45 mi/h or less. Furthermore, 

this terminal is compatible with aesthetic coatings such as powder coating and stain.
TR No. 615181-01 151 2023-06-05

REFERENCES

1. AASHTO. Manual for Assessing Roadside Safety Hardware, Second Edition. American 

Association of State Highway and Transportation Officials, Washington, DC, 2016.

2. Arnold, A. G., Menges, W. L., and Butler, B. G. Testing and Evaluation of the Vermont WBeam Guardrail Terminal for Low Speed Areas. Report No. 473080-1. Texas Transportation 

Institute, College Station, TX, 1998.

3. Hirsch, T. J., Dolf, T. J., and Arnold, A. G. Maryland Turned-Down Guardrail Terminal.

Texas Transportation Institute, College Station, TX, 1982.

4. Mak, K. K., Ross, H. E., Bligh, R. P., and Menges, W. L. NCHRP Report 350 Testing of WBeam Slotted-Rail Terminal. Transportation Research Record, 1599(1), 22–31, 1997.

5. LS-DYNA Keyword User’s Manual, Volume 1 R11. Livermore Software Technology 

Company (LSTC), Livermore, CA, 2018.

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APPENDIX A. DETAILS OF TL-2 W-BEAM END TERMINAL
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A.1. DRAWINGS FOR CRASH TEST 615181-01-5
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A.2. DRAWINGS FOR CRASH TEST 615181-01-11 & 615181-01-12
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A.3. DRAWINGS FOR CRASH TEST 615181-01-13
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APPENDIX B. SUPPORTING CERTIFICATION DOCUMENTS
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Table B.1. Test Day Static Soil Strength Documentation for Test No. 615181-01-5.

Date 2022-09-09

Test Facility and Site Location

TTI Proving Ground

3100 SH 47

Bryan, TX 77807

In Situ Soil Description (ASTM D2487) Sandy gravel with silty fines

Fill Material Description (ASTM D2487) and sieve analysis AASHTO M147-17 Grading D 

Crushed Concrete Road Base

Description of Fill Placement Procedure 12-inch lifts tamped with a 

pneumatic compactor for 20 s

Figure B.1. Test Day Static Soil Strength Documentation for Test No. 615181-01-5.

8,120

Actual

8,664

Actual

9,181

Actual

4,420

Min.

4,981

Min.

5,282

Min.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

5 10 15

Load (lb)

Displacement (inch)

Comparison of Static Load Test Results and Required Minimum:

Load Versus Displacement at 25-inch Height

Actual Load vs. Displacement from Static Load Test Minimum Static Load
TR No. 615181-01 255 2023-06-05

Table B.2. Test Day Static Soil Strength Documentation for Test No. 615181-01-11.

Date 2022-10-06

Test Facility and Site Location

TTI Proving Ground

3100 SH 47

Bryan, TX 77807

In Situ Soil Description (ASTM D2487) Sandy gravel with silty fines

Fill Material Description (ASTM D2487) and sieve analysis AASHTO M147-17 Grading D 

Crushed Concrete Road Base

Description of Fill Placement Procedure 12-inch lifts tamped with a 

pneumatic compactor for 20 s

Figure B.2. Test Day Static Soil Strength Documentation for Test No. 615181-01-11.

9,515

Actual

10,909

Actual

Not Tested

Due to

Dispalcement

Values at 

5-in and

10-in

4,420

Min.

4,981

Min.

5,282

Min.

0

2000

4000

6000

8000

10000

12000

5 10 15

Load (lb)

Displacement (inch)

Comparison of Static Load Test Results and Required Minimum:

Load Versus Displacement at 25-inch Height

Actual Load vs. Displacement from Static Load Test Minimum Static Load
TR No. 615181-01 256 2023-06-05

Table B.3. Test Day Static Soil Strength Documentation for Test No. 615181-01-12.

Date 2022-10-11

Test Facility and Site Location

TTI Proving Ground

3100 SH 47

Bryan, TX 77807

In Situ Soil Description (ASTM D2487) Sandy gravel with silty fines

Fill Material Description (ASTM D2487) and sieve analysis AASHTO M147-17 Grading D 

Crushed Concrete Road Base

Description of Fill Placement Procedure 12-inch lifts tamped with a 

pneumatic compactor for 20 s

Figure B.3. Test Day Static Soil Strength Documentation for Test No. 615181-01-12.

7,404

Actual

8,757

Actual

9,727

Actual

4,420

Min.

4,981

Min.

5,282

Min.

0

2000

4000

6000

8000

10000

12000

5 10 15

Load (lb)

Displacement (inch)

Comparison of Static Load Test Results and Required Minimum:

Load Versus Displacement at 25-inch Height

Actual Load vs. Displacement from Static Load Test Minimum Static Load
TR No. 615181-01 257 2023-06-05

Table B.4. Test Day Static Soil Strength Documentation for Test No. 615181-01-13.

Date 2022-10-20

Test Facility and Site Location

TTI Proving Ground

3100 SH 47

Bryan, TX 77807

In Situ Soil Description (ASTM D2487) Sandy gravel with silty fines

Fill Material Description (ASTM D2487) and sieve analysis AASHTO M147-17 Grading D 

Crushed Concrete Road Base

Description of Fill Placement Procedure 12-inch lifts tamped with a 

pneumatic compactor for 20 s

Figure B.4. Test Day Static Soil Strength Documentation for Test No. 615181-01-13.

5,818

Actual

6,333

Actual

6,545

Actual

4,420

Min.

4,981

Min.

5,282

Min.

0

1000

2000

3000

4000

5000

6000

7000

5 10 15

Load (lb)

Displacement (inch)

Comparison of Static Load Test Results and Required Minimum:

Load Versus Displacement at 25-inch Height

Actual Load vs. Displacement from Static Load Test Minimum Static Load

TR No. 615181-01 259 2023-06-05

APPENDIX C. MASH TEST 2-35 (CRASH TEST NO. 615181-01-5)
TR No. 615181-01 260 2023-06-05

C.1. VEHICLE PROPERTIES AND INFORMATION

Figure C.1. Vehicle Properties for Test No. 615181-01-5.
TR No. 615181-01 261 2023-06-05

Figure C.2. Exterior Crush Measurements for Test No. 615181-01-5.
TR No. 615181-01 262 2023-06-05

Figure C.3. Occupant Compartment Measurements for Test No. 615181-01-5.
TR No. 615181-01 263 2023-06-05

C.2. SEQUENTIAL PHOTOGRAPHS

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure C.4. Sequential Photographs for Test No. 615181-01-5 (Overhead Views).
TR No. 615181-01 264 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure C.5. Sequential Photographs for Test No. 615181-01-5 (Frontal Views).
TR No. 615181-01 265 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure C.6. Sequential Photographs for Test No. 615181-01-5 (Rear Views).
TR No. 615181-01 266 2023-06-05 

C.3. VEHICLE ANGULAR DISPLACEMENTS

Figure C.7. Vehicle Angular Displacements for Test No. 615181-01-5. 

Axes are vehicle-fixed. 

Sequence for 

determining orientation:

1. Yaw.

2. Pitch.

3. Roll.

Test Number: 615181-01-5

Test Standard Test Number: MASH Test 2-35

Test Article: TL-2 W-beam End Terminal

Test Vehicle: 2016 RAM 1500

Inertial Mass: 5054 lbs

Gross Mass: 5054 lbs

Impact Speed: 45.9 mi/h

Impact Angle: 25° 
TR No. 615181-01 267 2023-06-05

C.4. VEHICLE ACCELERATIONS

Figure C.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-5

(Accelerometer Located at Center of Gravity).

Figure C.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-5

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 268 2023-06-05

Figure C.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-5

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 269 2023-06-05

APPENDIX D. MASH TEST 2-30 (CRASH TEST NO. 615181-01-11)
TR No. 615181-01 270 2023-06-05

D.1. VEHICLE PROPERTIES AND INFORMATION

Figure D.1. Vehicle Properties for Test No. 615181-01-11.
TR No. 615181-01 271 2023-06-05

Figure D.2. Exterior Crush Measurements for Test No. 615181-01-11.
TR No. 615181-01 272 2023-06-05

Figure D.3. Occupant Compartment Measurements for Test No. 615181-01-11.
TR No. 615181-01 273 2023-06-05

D.2. SEQUENTIAL PHOTOGRAPHS

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure D.4. Sequential Photographs for Test No. 615181-01-11 (Overhead Views).
TR No. 615181-01 274 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure D.5. Sequential Photographs for Test No. 615181-01-11 (Frontal Views).
TR No. 615181-01 275 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure D.6. Sequential Photographs for Test No. 615181-01-11 (Oblique Views).
TR No. 615181-01 276 2023-06-05 

D.3. VEHICLE ANGULAR DISPLACEMENTS

Figure D.7. Vehicle Angular Displacements for Test No. 615181-01-11. 

Axes are vehicle-fixed. 

Sequence for 

determining orientation:

4. Yaw.

5. Pitch.

6. Roll.

Test Number: 615181-01-11

Test Standard Test Number: MASH Test 2-30

Test Article: TL-2 W-beam End Terminal

Test Vehicle: 2017 Nissan Versa

Inertial Mass: 2420 lbs

Gross Mass: 2585 lbs

Impact Speed: 45.6 mi/h

Impact Angle: 0°
TR No. 615181-01 277 2023-06-05

D.4. VEHICLE ACCELERATIONS

Figure D.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-11

(Accelerometer Located at Center of Gravity).

Figure D.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-11

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 278 2023-06-05

Figure D.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-11

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 279 2023-06-05

APPENDIX E. MASH TEST 2-31 (CRASH TEST NO. 615181-01-12)
TR No. 615181-01 280 2023-06-05

E.1. VEHICLE PROPERTIES AND INFORMATION

Figure E.1. Vehicle Properties for Test No. 615181-01-12.
TR No. 615181-01 281 2023-06-05

Figure E.2. Exterior Crush Measurements for Test No. 615181-01-12.
TR No. 615181-01 282 2023-06-05

Figure E.3. Occupant Compartment Measurements for Test No. 615181-01-12.
TR No. 615181-01 283 2023-06-05

E.2. SEQUENTIAL PHOTOGRAPHS

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure E.4. Sequential Photographs for Test No. 615181-01-12 (Overhead Views).
TR No. 615181-01 284 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure E.5. Sequential Photographs for Test No. 615181-01-12 (Frontal Views).
TR No. 615181-01 285 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure E.6. Sequential Photographs for Test No. 615181-01-12 (Oblique Views).
TR No. 615181-01 286 2023-06-05 

E.3. VEHICLE ANGULAR DISPLACEMENTS

Figure E.7. Vehicle Angular Displacements for Test No. 615181-01-12. 

Axes are vehicle-fixed. 

Sequence for 

determining orientation:

7. Yaw.

8. Pitch.

9. Roll.

Test Number: 615181-01-12

Test Standard Test Number: MASH Test 2-31

Test Article: TL-2 W-beam End Terminal

Test Vehicle: 2017 RAM 1500

Inertial Mass: 5072 lbs

Gross Mass: 5072 lbs

Impact Speed: 46.1 mi/h

Impact Angle: 0°
TR No. 615181-01 287 2023-06-05

E.4. VEHICLE ACCELERATIONS

Figure E.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-12

(Accelerometer Located at Center of Gravity).

Figure E.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-12

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 288 2023-06-05

Figure E.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-12

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 289 2023-06-05

APPENDIX F. MASH TEST 2-37B (CRASH TEST NO. 615181-01-13)
TR No. 615181-01 290 2023-06-05

F.1. VEHICLE PROPERTIES AND INFORMATION

Figure F.1. Vehicle Properties for Test No. 615181-01-13.
TR No. 615181-01 291 2023-06-05

Figure F.2. Exterior Crush Measurements for Test No. 615181-01-13.
TR No. 615181-01 292 2023-06-05

Figure F.3. Occupant Compartment Measurements for Test No. 615181-01-13.
TR No. 615181-01 293 2023-06-05

F.2. SEQUENTIAL PHOTOGRAPHS

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure F.4. Sequential Photographs for Test No. 615181-01-13 (Overhead Views).
TR No. 615181-01 294 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure F.5. Sequential Photographs for Test No. 615181-01-13 (Frontal Views).
TR No. 615181-01 295 2023-06-05

(a) 0.000 s (b) 0.100 s

(c) 0.200 s (d) 0.300 s

(e) 0.400 s (f) 0.500 s

(g) 0.600 s (h) 0.700 s

Figure F.6. Sequential Photographs for Test No. 615181-01-13 (Rear Views).
TR No. 615181-01 296 2023-06-05 

F.3. VEHICLE ANGULAR DISPLACEMENTS

Figure F.7. Vehicle Angular Displacements for Test No. 615181-01-13. 

Axes are vehicle-fixed. 

Sequence for 

determining orientation:

10. Yaw.

11. Pitch.

12. Roll.

Test Number: 615181-01-13

Test Standard Test Number: MASH Test 2-37b

Test Article: TL-2 W-beam End Terminal

Test Vehicle: 2017 Nissan Versa

Inertial Mass: 2450 lbs

Gross Mass: 2615 lbs

Impact Speed: 45.3 mi/h

Impact Angle: 24.5°
TR No. 615181-01 297 2023-06-05

F.4. VEHICLE ACCELERATIONS

Figure F.8. Vehicle Longitudinal Accelerometer Trace for Test No. 615181-01-13

(Accelerometer Located at Center of Gravity).

Figure F.9. Vehicle Lateral Accelerometer Trace for Test No. 615181-01-13

(Accelerometer Located at Center of Gravity).
TR No. 615181-01 298 2023-06-05

Figure F.10. Vehicle Vertical Accelerometer Trace for Test No. 615181-01-13

(Accelerometer Located at Center of Gravity).

FHWA-FLH-23-004