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Request for Federal Aid Reimbursement Eligibility 

Of Highway Safety Hardware 

.. 

~ E 

Date of Request: 27 September 2012 

Name: Brian Smith 

Company: Trinity Highway Products, LLC ,ZJ 

::s 

VI Address: 2525 N. Stemmons Freeway Dallas, Texas 75207 

To: Michael S. Griffith, Director 

FHWA, Office of Safety Technologies 

I request the following devices be considered eligible for reimbursement under the Federal-aid 

highway program. 

System Type Device Name I Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, Attenuators, & T SRT·MASH TL-3 AASHTOMASH n3 

By submitting this request for review and evaluation by the Federal Highway Administration, I certify 

that the product(s) was (were) tested in conformity with the AASHTO Manual for Assessing Safety 

Hardware and that the test I evaluation results meet the appropriate evaluation criteria in the MASH. 

Identification of the individual or organization responsible for the product: 

Contact Name: Brian Smith 

Company Name: Trinity Highway Products, LLC 

Address 1: 2525 N. Stem mons Freeway 

Address 2: 

City/State/Zip: Dallas, TX 75207 

Country: USA 

PRODUCT DESCRIPTION 

Modification to Existing Hardware Significant 
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The SRT-MASH is a proprietary 1 0-post w-beam terminal that has a linear flare with a 4-foot offset over a length 

of 37 feet 61nches. The anchor post (Post 1) is a Cable Release Post (CRP) embedded 6 feet 61nches below 

grade. 6ft long Steel Yielding Terminal Posts (SYTP) are used throughout the remaining length of the terminal 

(Posts 2·1 O) and are embedded 40 inches below grade. Posts 1 and 2 are spaced 75 Inches on center and 

connected at the ground line with a 3-lnch x 3-inch x %-inch Angle Strut. 

The spacing between Posts 2 and 3 Is 56 inches to offset the rail splice from the post to midspan between Posts 

3 and 4. Posts 3 through 10 are spaced at 37.5 inches. The last post spacing in the terminal between Posts 10 

and 11 (the first standard line post) Is 56 inches. 

Two 12 ft-61nch long 12 gauge Slotted W-beam Ralls are followed by a 12 ft-6 Inch standard section of 12 

gauge W-Beam. The first Slotted W-beam Rail has two sets of three 'fl-Inch wide x 27-lnch long slots located 

between Posts 1 and 2 and Posts 2 and 3. The second Slotted W-beam Rail has two sets of three 'fl-Inch wide x 

12-inch long slots located between Posts 3 and 4 and Posts 6 and 7. Slot Guards are bolted to the ralls at the 

downstream end of each set of slots. 

Post 3 through Post 10 are offset from the rail using 6-inch x 8-inch x 14-inch routed Wood Offset Blocks. No 

Offset Blocks are used on Post 1 and Post 2. Posts 2 through Post 7 were not bolted to the Slotted W-Beam 

Ralls. A Shelf Angle fabricated from 'fl-Inch steel plate Is used at Post 2 to provide vertical reaction for the Cable 

Anchor System. W-Beam Flange Protectors are used at Posts 2 through Post 7 to provide additional vertical 

support to the Slotted W-Beam Rails. 

A standard SRT Cable Anchor Bracket Is attached to the first Slotted W-Beam Rail between Post 1 and Post 2 

using eight 5/8-inch diameter A307 Hex Bolts with Nuts and Washers. A 9V4·inch long section of 1 V4·inch 

diameter A53 Grade 8, schedule 40 pipe is positioned Inside the Cable Anchor Bracket against 

the downstream Bearing Plate. A modified 6ft 6-inch Cable with 12'11-lnch long threaded rods extending from 

the swaged fittings and with shorter wire rope is used. 

Standard W6x8.5 steel line posts with 6-inch x 8-inch x 1 4-inch routed Wood Offset Blocks are used beginning 

at Post 11. The height of theW-Beam Rail was transitioned from 31 Inches at Post 11 to 271nches at Post 13. 

The Federal Highway Administration (FHWA) agreed that attaching the MASH SRT to a 27¥1-lnch high modified 

G4(1S) guardrail would be more critical than attaching the MASH SRT to a 31 -lnch high guardrail system. Thus, 

If the MASH SRT performed acceptably In this configuration, it would be accepted for use with crashworthy 

guardrail systems with heights ranging from 27¥.. inches to 31 inches. 
Page 3 of 8 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (11000 

MASH Test Designation 3·30: An 1100C (2425 lb) passenger car 

Impacting the terminal end-on at a nominal impact speed and angle of 62 

milh and 0 degree, respectively, with the quarter point of the vehicle 

aligned with the centerline of the nose of the terminal. This test is 

primarily Intended to evaluate occupant risk and vehicle trajectory 

criteria. 

Summary of results: The 1100(, traveling at an impact speed of 61.4 mi/h, 

impacted the nose of the SRT·MASH at 1.2 degrees with the left 

quarterpoint aligned with the center of post 1. The SRT·MASH activated 

as designed, slowed the 11 OOC vehicle, and permitted Its controlled 

penetration behind the test article. The top portion of Post 1 was resting 

12.5 feet toward the field side of Post 23. This detached element rode 

along with the vehicle and did not penetrate or show potential for 

penetrating the occupant compartment, or to present undue hazard to 

others in the area. The seam on the interior right side between the 

firewall and the door frame opened when the skin on the passenger door 

was peeled off. However, there was no evidence of penetration Into the 

passenger compartment or direct contact of the terminal components 

with the firewall. Maximum occupant compartment deformation was 

6.25 Inches In the right floorpan area. Occupant risk factors were within 

the limits specified for MASH test 3·30.Maximum roll was 1 0 degrees, and 

maximum pitch was • 10 degrees. The 1 1 OOC vehicle remained upright 

during and after the collision event. The vehicle subsequently came to 

rest adjacent to Post 14 of the test installation and 13 feet toward the 

field side. The SRT-MASH performed acceptably according to the 

evaluation criteria of MASH test 3-30. 

PASS 

3·31 (2270P) 

MASH Test Designation 3·31: A 2270P (SOOO I b) pickup truck impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/h and 

0 degree, respectively, with the centerline of the vehicle aligned with the 

centerline of the nose of the terminal. This test is primarily intended to 

evaluate occupant risk and vehicle trajectory criteria. 

Summary ofresults: The 2270P, traveling at an impact speed of 61.0 mi/h, 

impacted the nose of the SRT·MASH at an impact angle of 0.6 degrees. 

The SRT-MASH activated as designed and permitted its controlled gating 

of the 2270P behind the test article. The first section ofW-Beam Guardrail 

tore after buckling and collapsing In front to the vehicle, and came to rest 

adjacent to the field side of the installation between Post 14 and 15. This 

fragment did not penetrate or show potential for penetrating the 

occupant compartment, or to present undue hazard to others in the area. 

No occupant compartment deformation occurred. The 2270P vehicle 

remained upright during and after the collision event. Maximum roll was 

7 degrees, and maximum pitch was 5 degrees. Occupant risk factors were 

within the preferred limits specified for MASH test 3-31. The SRT-MASH 

performed acceptably according to the evaluation criteria of MASH test 

3-31. 

PASS 

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CRASH TESTING 

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A brief description of each crash test and Its result: 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3·32 (11000 

MASH Test Designation 3-32: An 11 OOC (2425 I b) passenger car 

impacting the terminal end-on at a nominal impact speed and angle of 62 

mi/h and 5/1 5 degrees, respectively, with the centerline of the vehicle 

aligned with the centerline of the nose of the terminal. This test is 

primarily intended to evaluate occupant risk and vehicle trajectory 

criteria. 

For Test 3-32, the slot In the central portion of the upstream end (anchor 

end) of the first Sloned Rail was extended another 6 inches further 

downstream than in the previous tests for a total slot length of 13.5 

Inches. The additional slot length permits the CRP to rotate and activate 

more readily during end-on impacts. This change does not affect the 

anchorage capacity of the SRT-MASH during redirection impacts along 

the length of the terminal. 

Also, the biockout at post 3 was removed for 3-32. This change will not 

affect the outcome of the previously conducted tests. 

The beginning of length of need is defined as post 4, so test 3·35 is not 

affected by removal ofthe blockout on post 3. Even lfthe beginning of 

LON was post 3, the vehicle would not engage that post. 

In test 3-34, post 3 was contacted and pushed down by the small car. The 

removal of the blockout at post 3 does not increase the post strength or 

forces Imparted to the vehicle anributable to post activation. The post Is 

not anached to the rail and it is an SYTP. Consequently, the vehicle can 

readily push this post down without generating any significant snagging 

forces. Given that post 3 was already pushed down by the vehicle, and 

the force does not change with the removal of the blockout, the outcome 

of the test would not be affected in any way. 

Tests 3-30 and 3-31 will also not be affected for some of the same 

reasons. The posts were readily pushed over due to their design (SYTP) 

and the fact that the rail is not anached to the posts. Without the 

blockout, the post is positioned more toward the center of the impacting 

vehicle. Therefore, the small force that is imparted to the vehicle during 

the post activation Is more aligned with the e.g of the vehicle and Is 

therefore less likely to Induce any yaw as the vehicle gates through the 

system. 

Summary of results: The 11 OOC, traveling at an impact speed of 61.5 mi/h, 

contacted the nose ofthe SRT-MASH at post 1 at an impact angle of 5.4 

degrees. The SRT-MASH activated as designed and permlned controlled 

gating of the 1 1 OOC. The top portion of Post 1 detached from the base 

(as designed) and came to rest adjacent to the field side of the 

installation. This detached element did not penetrate or show potential 

for penetrating the occupant compartment, or to present undue hazard 

to others In the area. No occupant compartment deformation or 

intrusion occurred. The 1100C vehicle remained upright during and after 

the collision event. Maximum roll was -31 degrees, and maximum pitch 

was 14 degrees. Occupant risk factors were within the preferred limits 

specified for MASH test 3-32. Brakes were applied at 2 seconds after 

Impact, and the vehicle subsequently came to rest 191 ft downstream of 

the terminal and 35 feet toward the field side. The SRT-MASH performed 

""''"'-•""~l u ... ,,......,.,,.u...,,.. •- t'-'" " " ""'' ,.,..;,..,...., ,....,;.."'"' ""' ,..1 AA ACU t"' r t, ,.., 

PASS 
3·33 (2270P) 

MASH Test Designation 3·33: A 2270P (5000 I b) pickup truck impacting 

the terminal end-on at a nominal impact speed and angle of 62 mVh and 

5/15 degrees, respectively, with the centerline of the vehicle aligned with 

the. centerline of the nose of the terminal. This test is primarily intended 

to evaluate occupant risk and vehicle trajectory criteria. 

Summary of results: Researchers at Til feel that the successfully 

conducted Test 3·321s a more critical test, and therefore, Test 3·33 was 

not conducted. 

WAIVER REQUES 

3·34 (11000 

MASH Test Designation 3·34: An 11 OOC (2425 lb) passenger car 

impacting the terminal at a nominal impact speed and angle of 62 mi/h 

and 15 degrees, respectively, with the comer of the vehicle bumper 

aligned with the critical impact point (CIP) of the length of need (LON) of 

the terminal. This test is primarily intended to evaluate occupant risk and 

vehicle trajectory criteria. 

Summary of results: The 11 OOC, traveling at an impact speed of 62.2 mi/h, 

impacted the SRT·MASH 24 inches downstream of post 1 at an impact 

angle of 14.5 degrees. The SRT·MASH contained and redirected the 

1 1 OOC vehicle. The vehicle did not penetrate or override the installation. 

Maximum dynamic deflection was 2.6 feet. Several blockouts separated 

from the posts and came to rest on the field side of the installation. Two 

were resting near the Installation, and a piece of blockout was resting 52 

feet toward the field side. These blackouts did not penetrate or show 

potential for penetrating the occupant compartment, or to present 

undue hazard to others in the area. No occupant compartment 

deformation or Intrusion occurred. The 11 OOC vehicle remained upright 

during and after the collision event. Over a 2·second period, maximum 

roll was 1 0.6 degrees, and maximum pitch was 2.5 degrees. Occupant risk 

factors were within the limits specified for MASH test 3·32. The 11 OOC 

vehicle exited within the exit box. Brakes on the vehicle were not applied 

and the vehicle came to a controlled stop 15 feet from the traffic face of 

Post 11 . The SRT ·MASH performed acceptably according to the 

evaluation criteria of MASH test 3·34. 

PASS 

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3-35 (2270P) 

MASH Test Designation 3-35: A 2270P (5000 lb) pickup truck Impacting 

the terminal at a nominal impact speed and angle of 62 mi/h and 25 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the beginning of the LON of the terminal. This test is primarily intended 

to evaluate structural adequacy and vehicle trajectory criteria. 

Summary of results: The 2270P, traveling at an impact speed of 62.4 mi/h, 

impacted the SRT-MASH 6.8inches downstream of post 4 at an impact 

angle of 24.3 degrees. The SRT-MASH contained and redirected the 2270P 

vehicle. The vehicle did not penetrate, underride or override the 

installation. Maximum dynamic deflection during the test was 3.8 feet. 

Some of the blackouts separated from the posts. However, these 

blackouts did not penetrate or show potential for penetrating the 

occupant compartment, or to present undue hazard to others in the area. 

Maximum occupant compartment deformation was 1.5 inches from 

kickpanel to kickpanel just above the floorpan. The 2270P vehicle 

remained upright during and after the collision event. During the first 1.5 

seconds of the test, maximum roll was 9 degrees, and maximum pitch 

was -5 degrees. Occupant risk factors were within the preferred limits 

specified for MASH test 3-31. The 2270P vehicle exited within the exit 

box. Brakes on the vehicle were not applied and the vehicle came to rest 

against Post 14. The SRT-MASH performed acceptably according to the 

evaluation criteria of MASH test 3-35. 

PASS 

3-36 (2270P) 

MASH Test Designation 3-36: A 2270P (5000 lb) pickup truck impacting 

the terminal at a nominal Impact speed and angle of 62 mi/h and 25 

degrees, respectively, with the comer of the vehicle bumper aligned with 

the CIP with respect to the transition to the stiff barrier or backup 

structure. 

As a w-beam guardrail terminal, the SRT-MASH will never be attached 

directly to a backup structure, and the transition to a stiff barrier Is 

basically at Post 11. Therefore, researchers at Til feel that Test 3-36 is 

irrelevant and was therefore not conducted. 

WAIVER REQUES 

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MASH Test Designation 3·37: A 2270P (5000 lb) pickup truck Impacting 

the terminal at a nominal impact speed and angle of 62 mi/h and 25 

degrees, respectively, mid-point between the nose and the end of the 

terminal in the reverse direction. This test is intended to evaluate the 

performance of a terminal for a "reverse" hit. 

Summary of results: Researchers at m feel that test 3-37 is not a critical 

test for a flared, non-energy-absorbing, gating terminal system that has 

no impact head. In the reverse direction, the slotted rail flares away from 

the impacting vehicle, effectively reducing the impact angle from 25• to 

19• and significantly decreasing impact severity. 

3-37 (2270P) 

Other factors used to conclude that test 3-37 was unnecessary Include 

the following: WAIVER REQUES 

1. The SYTP are designed to yield and bend over for impacts from either 

the downstream direction or the reverse direction. 

2. The rail is not attached to the SYTP at post locations 2 through 7, 

allowing the SYTP to easily bend and lay down when Impacted. 

3. The rail is slotted at post location 1 so that In a reverse hit, the rail offers 

no resistance to release of the CRP at post location 1. 

4. Pendulum tests and previous tests of other terminals systems have 

demonstrated the ability of the CRP to release for Impacts In either the 

downstream direction or the reverse direction. Test 3-39 of a cable 

barrier terminal with 820C test vehicle in m report entitled Crash Testing 

and Evaluation of a New Terminal for Cable/Wire Rope Guardrails: dated 

March 2002. 

3-38 (1500A) 

MASH Test Designation 3-38: A 1500A (33071b) passenger car impacting 

the terminal end-on at a nominal impact speed and angle of 62 mi/h and 

0 degree, respectively, with the centerline of the vehicle aligned with the 

centerline of the nose of the terminal. This test is primarily intended to 

evaluate the performance of the staged attenuator/terminal when 

impacted by a mid-size vehicle. WAIVER REQUES 

This test is not applicable. The SRT-MASH is a non-energy-absorbing 

terminal system and not a staged energy-absorbing device. Therefore, 

Test 3-38 was not conducted. 

3-40 ( 11 OOC) This test Involves non-redirective crash cushions. The SRT-MASH is not a 

non-redlrective crash cushion. WAIVER REQU ES 

3-41 (2270P) This test Involves non-redirective crash cushions. The SRT -MASH is not a 

non-redlrective crash cushion. WAIVER REQUES 

3-42 ( 11 OOCI This test Involves non-redirective crash cushions. The SRT-MASH is not a 

non-redlrectlve crash cushion. WAIVER REQUES 

3-43 (2270P) This test Involves non-redirectlve crash cushions. The SRT-MASH Is not a 

non-redirective crash cushion. WAIVER REQUES 

3-44 (2270P) This test involves non-redirective crash cushions. The SRT-MASH is not a 

non-redirective crash cushion. WAIVER REQUES 

3-45 (1 SOOA) This test Involves non-redlrectlve crash cushions. The SRT-MASH Is not a 

non-redlrectlve crash cushion. 

WAIVER REQUES 

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Page 7 of 8 

full Scale Crash Testing was done in compliance with MASH by the following accredited crash test 

laboratory (cite the laboratory's accreditation status as noted in the crash test reports.): 
Laboratory Name: Texas Transportation Institute 

Laboratory Contact: Dr. Roger Bligh 

Address: 

Texas A&M Riverside Campus 

Building 7091 

3100 State Highway 47 

Bryan. TX 77807 

Country: USA 

Accreditation Certificate 

Number and Date: 

Mechanical 2821 .01 30 April 2013 

Attach to this form: 

1) A copy of the Test Data Summnry Sheet for ench test conducted in support of this request. 

2) A drawing or drawings of the device(s) that conform to th e Task Force-13 Drawing Specifica tions 

[Hardware Guide Drawing Standards]. For propnetary products, a single isometric line drawing is 

usually acceptable to illustrate the product, with detililed specifications, intended use, and contact 

information provided on the reverse. Additionill drawings (not in TF-13 formilt) showing details that 

are key to understanding the performance of the device should also be submitted to facilitate our 

review. 

1\TT/\CIIIvl ENTS 

Version 4.1 (10/11) 

Page 8 of 8 

FHWA Official Business Only: 

Eligibility letter AASHTO TF 13 

Number Date Designator Key Words I 

CC-1008 November 30,2012 SEW12c 

I Terminal, end treatment, guardrail, roadside safety, 

crash testing, MASH 

I 
r

WI'AI..T r ATH 

·~- - - -<q 4 

' -- --·-- --·~~.!....!.· ........ 

-- -·- 71PACBS~ )7 1/1" 

21' 101,7 

Genen11 lnfonn~~tlon Impact Conditions Post~mpaet Trajectory 

Test Agency ............................. Texas Transportation Institute {lTI} Speed ................................. .61.4 mllh Stopping Distance ..................... 43.75 ft dwnstrm 

Test Standard Test No . ........... MASH Test 3-30 Angle ................................... 1.2 degrees 26.3 ft fwd field side 

Til Test No ......................•...... 400001..SRT6 location/Orientation ........... .Nose Vehlcla Stability 

Date ...................................•..... Odober 29, 2010 Kinetic Energy ...................... 305 kip-ft (·2.6%) Maximum Yaw Angle ................. 151 degrees 

TeatAttlcla Exit Conditions Maximum Pitch Angle ................ ·10 degrees 

Type ......................................... Terminal Speed .................................. 12.0 mllh Maximum Roll Angle .................. 10 degrees 

Name ....................................... SRT-MASH Angle ................................... 45.4 degrees Vehide Snagging ....................... No 

Installation Length ................... 131 ft-3 inches Occupant Risk Valun Vehide Pocketing ...................... No 

Material or Key Elements ........ Slotted rail. CRP post 1, SYTP. lmpad Velocity Test Article Deflactlona 

anchor bradtet and cable Longitudinal... .................. 24.3 fils Dynamic ..................................... 5.3 ft 

Soli Type and Condition ........... Standard Soil, Dry Lateral .............................. 1.0 fils Permanent ................................. 5.3 ft 

Ri1fedown Accelerations Vehlcta Damage 

Test Vehicle Longitudlnal... ................... 10.9 G vos ........................................... 12RF06 

Typelt)eslgnatlon ..................... 1100C Lateral ............................. .6.6 G CDC ........................................... 12FREW4 

Make and Model ...................... 2005 Kla Rio THIV ................................... 26.9 kmlh Max. Exterior Deformation ......... 12.0 Inches 

Curb ......................................... 2385 lb PH0 ..................................... 11.4 G OCDI .......................................... RF1000100 

Test Inertial. ............................. 24231b 

Dummy .................................... 1781b 

ASI ...................................... D.66 

Max. 0.050-s Average 

Max. Occupant Compartment 

OeformaUon ......................... 6.251nches 

Gross Static ............................. 2601 lb longitudinal ...................... ·7.6 G 

Lateral .............................. -1 .9 G 

Vertical ............................. ·3.1 G 

Figure 5.7. Summary of results for MASH test 3-30 on the SRT-MASH. 
191' 

... II

~ ' 

l 

Generallnfonnatlon Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation lnstHu1e {TTl) Speed ................................. .61.5 milh Stopping Distance ....................... 191 It dwnstrm 

Test Standard Test No ............ MASH Test 3-32 Angle .................................. .5.4 degrees 35 It twd field aide 

Til Test No . ............................ 400001·SRT8 locatJon/OrientaUon ........... .Nose Vahlclo Stability 

Date ......................................... January 21 , 2011 Impact Severity .................... .8885 kip-It Maximum Yaw Angle ................... -8 degrees 

Test Article Exit Conditions Maximum Pitch Angle .................. 14 degrees 

Type ......................................... Terminal Speed .................................. 40.0 milh Maximum Roll Angle .................... -32 degrees 

Name ....................................... SRT·MASH Angle .................................. 2.0 degrees Vehfde Snagging ......................... No 

Installation Length ................... 125 It Occupant Risk Values Vehfde Pocl<elfng ........................ No 

Material or Key Elements ........ Slotted rail, CRP post 1, SYTP. lmpad Velocity Test Article Deflections 

anchor bracket and cable Longltudlnal ..................... 24.6 Ills Dynamic ....................................... 4.0 ft 

Soli Type and Condition ........... Standard Soil, Dry Lateral ............................. .3.3 Ills Permanent ................................... 4.0 It 

Test Vehicle Rldedown Accelerations Working 'Mdth ............................ . 

Type/Designation ..................... 1100C longitudinal ..................... .5.0 G Vehicle Damage 

Make and Model.. .................... 2005 Kla Rio Lateral ............................. .5.6 G VDS ............................................. 12FD6 

Curb ......................................... 23B51b THIV ................................... .27.3 kmlh CDC ............................................. 12FDEW4 

Test Inertial... ........................... 24121b PH0 ..................................... 7.4G Max. Exterior DefonnatJon ........... 7.0 Inches 

Dummy .................................... 1721b ASI ...................................... .O.S-4 OCDI ............................................ FSOOOOOOO 

Gross Static ............................. 2584 tb Max. 0.050.s Average Max. Occupant Compartment 

Longitudinal ...................... 7 G Deformatlon ........................... o 

Lateral .............................. 1.8 G 

Veftical ............................. ·52 G 

Figure 5.7. Summary of results for MASH test 3-32 on SRT-MASH. 
- ~- .. . .. , 

:--"-··· :P CE: JT l/~ 11 101~ .. __ _ 

General Information Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation lnslltute (TTl) Speed ................................. .62.4 mllh Slopping Distance ..................... 81.3 fl 

Test standard Test No ............ MASH Test 3-35 Angle .................................. 24.3 degrees 

Til Test No . ............................ 403371 -SRT3 Location/Orientation ........... Post 4 Vehicle Stability 

Date ......................................... 201()-1()-()4 Impact Severity .................... .3507 klp-ft (-4.9%) Maximum Yaw Angle ................. --43 degrees 

Test ArtJcle Exit Conditions Maximum Pitch Angle ................ -5 degrees 

Type ......................................... Terminal Speed ................................. .Not obtainable Maximum Roll Angle .................. 9 degrees 

Name ....................................... SRT-MASH Angle .................................. .Not obtainable Vehicle Snagging ....................... No 

Installation Length ................... 137 IHI inches Occupant Risk Values Vehicle Pocketing ...................... No 

Material or Key Elemen1s ........ Slotted rail, CRP post 1, SYTP, Impact Velocity Test Article Deflec:tlona 

anchor bracket and cable Longitudinal ..................... 21.6 ftls Dynamic ..................................... 3.8 II 

Soli Type and Condition ........... Standard Soli. Dry Lateral .............................. 16. 7 ftls Permanent ................................. 3.8 II 

Ridedown Accelerations Working Width ........................... 4.0 II 

Test Vehicle Longltudlnal ..................... .8.1 G Vehicle Damage 

TypeiOeslgnation ..................... 2270P Lateral ............................. .5.2 G VDS ........................................... 11LFQ5 

Make and Model ...................... 2003 Dodge Ram 1500 Pickup THIV ................................... 29.5 kmJh COC ........................................... 11FLEW4 

CUrb ......................................... 4712lb PHD .................................... .9.4G Max. Exterior Deformalion ......... 16.0 Inches 

Test Inertial .............................. 4948lb ASI ...................................... D.n OCOI .......................................... LFOOOOOOO 

Dummy .................................... No dummy Max. 0.050-s Average Max. Occupant Compartment 

Gross Static ............................. 4948 lb Longitudinal ...................... -6.7 G Deformation ......................... 1.5 Inches 

Lateral .............................. 5.1 G 

Vertical ............................. 1.6 G 

Figure 5.7. Summary of results for MASHtest 3-35 on SRT-MASH. 
tiC..• 

t0.000 s 

e e , 1 

·, I 

I:""" 

RAIL rn~ e>s -1 ----~1 

At'TA TRtT _/ t 

0.112 s 0.224 0.336 s 

General Information Impact Condltlona P011t-lmpact Trajectory 

Test Agency ............................. Texas Transportation Institute (TTl) Speed ............................... .61 .0 milh Stopping Distance ....................... 81 .0 ft dwnstnn 

Test Slandard Test No . ........... MASH 3-31 Angle ................................ D.6 degrees Against field side 

TTl Test No ............................. 400001-SRT5 Locatlon/Orienlation ......... .Nose Vehicle Stability 

Date ......................................... October21, 2010 Impact Severity .................. .624 kip-fl (- 3.5%) Maximum Yaw Angle ...•............... 72 degrees 

Test Article Exit Condltlona Maximum Pitch Angle.................. 5 degrees 

Type ......................................... Terminal Speed ............................... .Not obtainable Maximum Roll Angle.................... 7 degrees 

Name ....................................... SRT-MASH Angle ................................ .Not obtainable Vehlde Snagging ......................... No 

lnstaUation Length . . . . . . . . . .. . . . . . . . . 131 ft-3 Inches Occupant Risk Values Vehide Pocketing ........................ No 

Material or Key Elements ........ Slotted rail, CRP post 1, SYTP. Impact Velocity Test Altfcle Deftectlons 

andlor bradtet and cable Longltudina1... ................. 18.0 fils Dynamic ....................................... 13.3 fl 

Soli Type and Condition ........... Standard Soil, Dry Lateral ............................ 2.0 fils Permanent ................................... 12.5 ft 

Rldedown Accelerations Working Width ............................. 20.25 ft 

Test Vehicle Longitudinal .................... 11.8 G Vohlcle Damage 

Type/Designation ..................... 2270P Lateral ............................ 7.6 G VDS ............................................. 12FC4 

Make and Model ...................... 2003 Dodge Ram 1500 Pidtup Trudt THIV ................................. 20.0 kmn\ CDC ....•....•................................... 12FCEW4 

Curb ......................................... 47741b ASI .................................... D.50 Max. Exterior Deformation ........... 17.0 Inches 

Test Inertial. ............................. 5021 lb Max. 0.050-s Average OCDI ............................................ FSOOOOOOO 

Dummy .................................... No dummy LongHudinal.. .................. -4$.7 G Max. Occupant Compartment 

Gross Stallc ............................. 502tlb Lateral ............................ 1.5 G Defonnation ........................... o 

Vertical ........................... -3.0 G 

Figure 5.7. Summary of results for MASH test 3-31 on the SRT-MASH. 
0.000 s 0.126 s 0.252 s 0.377 s 

I

rJ.oa:a n n:r..w I<JITt 

General Information Impact Conditions Post-Impact Trajectory 

Test Agency ............................. Texas Transportation Institute (TTl) Speed ................................. .62.2 mllh Stopping Distance ....................... 43.6 ft 

Test Standard Test No . ........... MASH 3-34 Angle ................................... 14.5 degrees 

TTl Test No . ............................ 400001-SRT4 Location/Orientation ........... 24 inches Vehicle Stability 

Date ......................................... October 19, 2010 dwnstrm post 1 Maldmum Yaw Angle ................... ·166 degrees 

Test Article Impact Severity .................... 2126 kip-ft, {-5.5%) Maximum Pitch Angle.................. 2 degrees 

Type ......................................... Terminal Exit Conditions Maximum Roll Angle.................... 11 degrees 

Name ....................................... SRT·MASH Speed ...................•.......••.•... 13.3 mllh Vehicle Snagging ...................•..... No 

Installation Length . .. ................ 131 ft-3 Inches Angle .............................•.... .64.6 degrees Vehicle Pockellng ........................ No 

Material or Key Elements ........ Slotted rail. CRP post 1, SYTP, Occupant Risk Values Test Article Deflections 

anctlor bracket and cable Impact Velocity Oynamlc ....................................... 2.62 ft 

Soli Type and Condition ........... Standard SoU, Oly Longltudinal. ..•.•............... .34.6 fils Permanent ................................... 2.62 II 

Lateral .............................. 13.4 fils Wortllng 'Mdth ............................. 2.62 ft 

Tnt Vehicle Rldedown Accelerations Vehicle Damage 

Type/Designation ..................... 1100C Longitudinal .........•............ 12.0 G VDS ............................................. 11LFQ6 

Make and Model ...................... 2004 Kla Rio Lateral .............................. 5.4 G CDC ............................................. 11FLEW4 

Curb ......................................... 2428 lb THIV .................................. ..41.1 kmlh Max. Exterior Oeformatlon ........... 15.5 1nches 

Test Inertial... ........................... 2431 lb PHD ..................................... 13.0G OCDI ............................................ FSOOOOOOO 

Dummy .................................... 1741b A$1 ....................................... 1.06 Max. Occupant Compartment 

Gross Static ............................. 26051b Max. 0.050-s Average Deformatlon ........................... O 

Longitudinat ...................... -11.9 G 

Lateral ...................... ........ 3.9 G 

Vertical ................... ..... ..... 3.0 G 

Figure 5.7. Summary of results for MASH test 3-34 on SRT-MASH. 
--- 7 SPACES@ 37 1/ 'Z' 

21' 10 1 /2" 

48" -f:t;,"~t rr ~~.. - 10" 

30" - 14" 6" - - - ·-

PLAN VIEW 

31" 2 3 8 9 10 

GROUND LINE ELEVATION VIEW 

I. Two Slotguards on nnls I and 2 (Four tntstl). 

2. Range protectors on posts 2-7. 

3. Shelf angle on post 2. 

4. Posts 2 - 7 not attached to mil 

5. Posts 2- 10 SYTP, posts 11 - 25 STD line posts.