Safety Eligibility Letter CC-115D

U.S. Department of Transportation
Federal Highway Administration

1200 New Jersey Ave. S.E.
Washington, D.C. 20590

May 1, 2013

In Reply Refer To: HSST/CC-115D

Mr. Brian Smith
Trinity Highway Products, LLC
2525 North Stemmons Freeway
Dallas, Texas  75207

Dear Mr. Smith:

This correspondence supersedes existing eligibility letter HSST/CC-115A dated September 7, 2012 and is in response to your request for additional system details for furthered consideration for Federal Highway Administration (FHWA) review of the as-described roadside safety system for eligibility for reimbursement under the Federal-aid highway program.

Name of system:	Trinity TL3 SOFT-STOP Terminal
Type of system:	W-Beam Guardrail Terminal
Test Level:	MASH Test Level 3 (TL-3)
Testing conducted by:	Original testing by Texas Transportation Institute
Task Force 13 Designator:	SEW23C
Date of request:	January 23, 2013
Date to final package	April 12, 2013

Decision:
The following device is eligible, with details provided in the form which is attached as an integral part of this letter.

• Trinity TL3 SOFT-STOP Terminal

Based on a review of previous crash tests submitted by the manufacturer certifying the device described herein meets the crash test and evaluation criteria of the American Association of State Highway and Transportation Officials’ Manual for Assessing Safety Hardware (MASH), the device is eligible for reimbursement under the Federal-aid highway program. Eligibility for reimbursement under the Federal-aid highway program does not establish approval or endorsement by the FHWA for any particular purpose or use.

The FHWA, the Department of Transportation, and the United States Government do not endorse products or services and the issuance of a reimbursement eligibility letter is not an endorsement of any product or service.

Requirements
To be found eligible for Federal-aid funding, roadside safety devices should meet the crash test and evaluation criteria contained in the American Association of State Highway and Transportation Officials’ Manual for Assessing Safety Hardware (MASH).

Description
The device and supporting documentation are described in the attached form.

Summary and Standard Provisions
Therefore, the system described and detailed in the attached form is eligible for reimbursement and may be installed under the range of conditions tested.

Please note the following standard provisions that apply to FHWA eligibility letters:

• This letter provides a AASHTO/ARTBA/AGC Task Force 13 designator that should be used for the purpose of the creation of a new and/or the update of existing Task Force 13 drawing for posting on the on-line ‘Guide to Standardized Highway Barrier Hardware’ currently referenced in AASHTO Roadside Design Guide.
• This finding of eligibility does not cover other structural features of the systems, nor conformity with the Manual on Uniform Traffic Control Devices.
• Any changes that may influence system conformance with MASH will require a new reimbursement eligibility letter.
• Should the FHWA discover that the qualification testing was flawed, that in-service performance reveals safety problems, or that the system is significantly different from the version that was crash tested, we reserve the right to modify or revoke this
  letter.
• You are expected to supply potential users with sufficient information on design and installation requirements to ensure proper performance.
• You are expected to certify to potential users that the hardware furnished has the same chemistry, mechanical properties, and geometry as that submitted for review, and that it will meet the test and evaluation criteria of the MASH.
• To prevent misunderstanding by others, this letter of eligibility is designated as number CC-115D and shall not be reproduced except in full. This letter and the test documentation upon which it is based are public information. All such letters and documentation may be reviewed at our office upon request.
• This letter shall not be construed as authorization or consent by the FHWA to use, manufacture, or sell any patented system for which the applicant is not the patent holder. The FHWA does not become involved in issues concerning patent law. Patent issues, if any, are to be resolved by the applicant.
• The Trinity SOFT-STOP Terminal is a patented product and considered proprietary. If proprietary systems are specified by a highway agency for use on Federal-aid projects: (a) they must be supplied through competitive bidding with equally suitable unpatented items; (b) the highway agency must certify that they are essential for synchronization with the existing highway facilities or that no equally
  suitable alternative exists; or (c) they must be used for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. Our regulations concerning proprietary products are contained in Title 23, Code of
  Federal Regulations, Section 635.411.

Sincerely yours, /* Signature of Michael S. Griffith */ Michael S. Griffith Director, Office of Safety Technologies Office of Safety

Enclosures

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Request for Federal Aid Reimbursement Eligibility
Of Highway Safety Hardware

Submitter	Date of Request:	April 11, 2013
	Name:	Don Gripne
	Company:	TRINITY HIGHWAY PRODUCTS, LLC
	Address:	2525 STEMMONS FREEWAY, DALLAS, TX 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/Variant	Testing Criterion	Test Level
'CC': Crash Cushions, Attenuators, &	Trinity TL-3 SOFT-STOP Terminal	AASHTO MASH	TL3

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 of evaluation results meet the appropriate evaluation criteria in the MASH.

Identification of the individual or organization responsible for the product: /s/ Don Jay Gripne

Contact Name:	BRIAN SMITH
Company Name:	TRINITY HIGHWAY PRODUCTS, LLC
Address 1:	2525 STEMMONS FREEWAY
Address 2:
City/State/Zip	DALLAS, TX 75207
Country:	USA

 

Modification to Existing Hardware Non-Significant-Effect is postive or Inconsequential

The original crash test of the Trinity Soft Stop (TTICrash Report 2009) as per Eligibility Letter CC-115 dated December 19, 2011 specified steel post and w-beam guardrail using 12-inch wood block out. The crash test was conducted by Texas Transportation Institute (TTI) entitled NCHRP 350 Crash Testing and Evaluation of the Vertical Squisher' dated February 2009 (TTI Crash Report 2009). This request is to accept the as-tested article as per CC-11 5 for the following: A MASH TL-3 Soft Stop Terminal with a length of 50'-9 1/2". 12 inch or 8 inch wood/composite block outs. An offset 2-foot from tangent, flare rate of 25:1. For attachment to 8-inch/12-inch block out systems or no blackout W-beam guardrail systems. This modification is considered Non-significant, Effect is Positive or Inconsequential.

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Request for Federal Aid Reimbursement Eligibility
Of Highway Safety Hardware

Submitter	Date of Request:	April 12, 2013
	Name:	Don Gripne
	Company:	TRINITY HIGHWAY PRODUCTS, LLC
	Address:	2525 STEMMONS FREEWAY, DALLAS, TX 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/Variant	Testing Criterion	Test Level
'CC': Crash Cushions, Attenuators, &	Trinity TL-3 SOFT-STOP TERMINAL	AASHTO MASH	TL3

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 STEMMONS FREEWAY
Address 2:
City/State/Zip	DALLAS, TX 75207
Country:	USA

PRODUCT DESCRIPTION

Modification to Existing Hardware Non-Significant-Effect is postive or Inconsequential

The original crash test of the Trinity Soft Stop (TTICrash Report 2009) as per Eligibility Letter CC-115 dated December 19, 2011 specified steel post and w-beam guardrail using 12-inch wood block out. The crash test was conducted by Texas Transportation Institute (TTI) entitled NCHRP 350 Crash Testing and Evaluation of the Vertical Squisher' dated February 2009 (TTI Crash Report 2009). This request is to accept the as-tested article as per CC-11 5 for the following: A MASH TL-3 Soft Stop Terminal with a length of 50'-9 1/2". 12 inch or 8 inch wood/composite block outs. An offset 2-foot from tangent, flare rate of 25:1. For attachment to 8-inch/12-inch block out systems or no blackout W-beam guardrail systems. This modification is considered Non-significant, Effect is Positive or Inconsequential.

 

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CRASH TESTING

A brief description of each crash test and its result:

Required Test Number	Narrative Description	Evaluation Results
3-30 (1100C)	As per TTI Crash Report 2009, an 1100C (2425 lb) passenger car impacting the terminal end-on at a nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the quarter point of the vehicle aligned with the center line of the nose of the terminal. This test is primarily intended to evaluate occupant risk and vehicle trajectory criteria. The SOFT-STOP slowed and redirected the 1100C vehicle. No occupant compartment deformation occurred. The 1100C vehicle remained upright during and after the collision event. Maximum roll was 25 degrees, and maximum pitch was 7 degrees. Occupant risk factors were within the limits specified for MASH test 3-30. The vehicle subsequently came to rest 27 feet downstream of impact and 34 feet toward traffic lanes. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test 3-30.	WAIVER REQUES
3-31 (2270P)	As per TTI Crash Report 2009, A 2270P (5000 lb) pickup truck impacting the terminal end-on at a nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the center line of the vehicle aligned with the center line of the nose of the terminal. This test is primarily intended to evaluate occupant risk and vehicle trajectory criteria. The SOFT-STOP brought the 2270P vehicle to a controlled stop. No occupant compartment deformation occurred. The 2270P vehicle remained upright during and after the collision event. Maximum roll was 4 degrees, and maximum pitch was -3 degrees. Occupant risk factors were within the limits specified for MASH test 3-31. The 2270P vehicle came to rest within the installation. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test 3-31.	WAIVER REQUES
3-32 (1100C)	As per TTI Crash Report 2009, an 1100C (2425 lb) passenger car impacting the terminal end-on at a nominal impact speed and angle of 62 mph and 5/15 degrees, respectively, with the center line of the vehicle aligned with the center line of the nose of the terminal. This test is primarily intended to evaluate occupant risk and vehicle trajectory criteria. The SOFT -STOP slowed and stopped the 1100C vehicle. No occupant compartment deformation occurred. The 1100CC vehicle remained upright during and WAIVER REQUES after the collision event. Maximum roll was 28 degrees, and maximum pitch was -26 degrees. Occupant risk factors were within the limits specified for MASH test 3-32. The vehicle subsequently came to rest with the front of the vehicle adjacent to post 4 of the terminal, with most of the vehicle toward the field side. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test 3-32.	WAIVER REQUES
3-33 (2270P)	As per TTI Crash Report 2009, the 2000P vehicle, traveling at an impact speed of 62.7 mi/h, impacted the nose of the Vertical Squisher end-on at an impact angle of 16.3 degrees. At 0.044 s after impact, the head of the terminal began to move along the rail, and at 0.093 s, the 2000P vehicle began to redirect toward the field side. The front right tire contacted the terminal at 0.207 s. The vehicle began to travel parallel with the guardrail at 0.285 s, at a speed of 48.2 mi/h (77.6 km/h). At 0.372 s, the 2000P vehicle overrode the terminal and lost contact with the guardrail and was traveling at an exit speed and angle of 51.7 mi/h (83.2 km/h) and 1.8 degrees, respectively. After completely exiting the installation, the 2000P vehicle partially traversed a steep mound of soil and came to rest on its right side 242 ft downstream and 30 ft toward the field side.	WAIVER REQUES
3-34 (1100C)	As per TTI Crash Report 2009, an 1100C (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. The SOFT-STOP contained and redirected the 1100C vehicle. The vehicle did not penetrate or override the installation. Maximum dynamic deflection was 1.96 feet and the head fed through 6.2 feet of w-beam rail element. Maximum occupant compartment deformation was 1.0 inch inward in the area of the instrument panel on the left side. The 1100C vehicle remained upright during and after the collision event. Maximum roll was 10 degrees, and maximum pitch was -4 degrees. Occupant risk factors were within the limits specified for MASH test 3-34. The vehicle subsequently came to rest 15 feet toward traffic lanes in front of post 8. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test 3-34.	WAIVER REQUES
3-35 (2270P)	As per TTI Crash Report 2009, 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. The SOFTSTOP contained and redirected the 2270P. The vehicle did not under ride or override the installation. Although the w-beam rail anchorage released late in the impact event, the vehicle did not penetrate the installation. While the vehicle was in contact with the w-beam, the maximum dynamic deflection was 10.4 feet However, the upstream anchor released and as the vehicle lost contact with the w-beam, the w-beam continued to deflect, reaching a maximum displacement of 11.6 feet. The kickpanel of the left side was deformed inward 0.4 inch. The 2270P vehicle remained upright during and after the collision event. Maximum roll was -30 degrees, and maximum pitch was -12 degrees. Occupant risk factors were within the preferred limits specified for MASH test 3-31. The 2270P vehicle exited within the exit box. The SOFT-STOP performed acceptably according to the evaluation criteria of MASH test 3-35.
3-36 (2270P)	As per TTI Crash Report 2009, 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 SOFT-STOP will never be attached directly to a backup structure, and the transition to a stiff barrier is basically at Post 3. Therefore, Trinity feels that Test 3-36 is irrelevant and was therefore not conducted. Eligibility Letter CC-115 indicated that MASH test 3-36 may be waived because the SOFT-STOP will not be connected to any stiffer device than W-beam guardrail.	WAIVER REQUES
3-37 (2270P)	As per TTI Crash Report 2009, a 2270P (5000 1b) 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. However, researchers at TTI believe that the reverse direction impact would be more critical for the 1100C (2425 lb) passenger car than for the 2270P pickup. Therefore, an 1100C (2425 lb) passenger car was used in Test 3-37. Eligibility Letter CC-115 indicated that the substitution of the 1100C vehicle to evaluate the reverse direction impact was appropriate.	WAIVER REQUES
3-38 (1500A)	As perm Crash Report 2009, a 1500A (3307 lb) passenger car impacting the terminal end-on at a nominal impact speed and angle of 62 mi/h and 0 degree, respectively, with the center line of the vehicle aligned with the center line 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. The SOFT-STOP is not a staged device. Therefore Test 3-38 was not conducted. However, as per Appendix G of MASH, calculations based on Test 3-31 have been performed to predict the occupant risk values for the 1500A (3307lb) vehicle. The results of these calculations (shown on the enclosed document) predict that in crash testing with the 1500A (3307lb) vehicle, the SOFT-STOP Terminal, would perform acceptably according to the Test Level3 (TL-3) evaluation criteria set out in the MASH guidelines for terminals. Eligibility Letter CC-115 indicates that test 3-38 is not necessary because the SOFT-STOP is not a staged device and that manufacturers calculations predict crash worthy performance with the 1500A vehicle.
3-40 (1100C)	Does not apply to non-gating/energy absorbing devices.
3-41 (2270P)	Does not apply to non-gating/energy absorbing devices.
3-42 (1100C)	Does not apply to non-gating/energy absorbing devices.
3-43 (2270P)	Does not apply to non-gating/energy absorbing devices.
3-44 (2270P)	Does not apply to non-gating/energy absorbing devices.
3-45 (1500A)	Does not apply to non-gating/energy absorbing devices.

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:	Dean Alberson
Address:	3135 TAMU, College Station, TX. 77843-3135
Country:	USA
Accreditation Certificate Number and Date:	Mechanical 2821.01, Current date April 30, 2013

ATTACHMENTS

Attach to this form:

1. 1) A copy of the Test Data Summary Sheet for each test conducted in support of this request.
2. 2) A drawing or drawings of the device(s) that conform to the Task Force-13 Drawing Specifications [Hardware Guide Drawing Standards]. For proprietary products, a single isometric line drawing is usually acceptable to illustrate the product, with detailed specifications, intended use, and contact information provided on the reverse. Additional drawings (not in TF-13 format) showing details that are key to understanding the performance of the device should also be submitted to facilitate our review.

FHWA Official Business Only:

Eligibility Letter		AASHTO TF13	Key Words
Number	Date	Designator
CC-115D	April 22,2013	SEW22B	TL3, non-gating/energy absorbing terminal, tensioned w-beam guardrail terminal, steel yielding terminal posts, deflector terminal head

 

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General Information		Impact Conditions		Post-Impact Trajectory
Test Agency	Texas Transportation Institute	Speed	63.5 mi/h	Stopping Distance	62.5 ft dwnstrm 9.4 ft twd traffic
Test No.	400001-TSQ1	Angle	26.4 degrees	Vehicle Stability
Date	2009-10-01	Location/Orientation	At Post 3	Maximum Yaw Angle	74 degrees
Test Article		Exit Conditions		Maximum Pitch Angle	-12 degrees
Type	Terminal	Speed	Out of view	Maximum Roll Angle	-30 degrees
Name	Vertically Loading Terminal (VLT)	Angle	Out of view	Vehicle Snagging	No
Installation Length	151.75 ft.	Occupant Risk Values		Vehicle Pocketing	No
Material or Key Element	31 in tall 12 ga w-beam, steel posts	Impact Velocity		Test Article Deflections
Soil Type and Condition	Standard Soil, Damp	Longitudinal	15.8 ft/s	Dynamic	11.6 ft
Test Vehicle		Lateral	14.4 ft/s	Permanent	11.2 ft
Type/Designation	2270P	Ridedown Accelerations
Make and Model	2003 Dodge Ram 1500 quad-cab pickup	Longitudinal	-11.0 G	Working Width	10.4 ft
Curb	4708 lb	Lateral	7.9 G	Vehicle Damage
Test Inertial	5028 lb	THIV	21.0 km/h	VDS	11LFQ4
Dummy	No dummy	PHD	11.6 G	CDC	11FDEW3
Gross Static	5028 lb	Max. 0.050-s Average		Max. Exterior Deformation	16.0 inches
		Longitudinal	-4.7 G	Max. Occupant Compartment Deformation	0.4 inches
		Lateral	5.0 G
		Vertical	2.5 G

Summary of results for MASH test 3-35 on the VLT.

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General Information		Impact Conditions		Post-Impact Trajectory
Test Agency	Texas Transportation Institute	Speed	60.9 mi/h	Stopping Distance	28 ft dwnstrm Adjent to field side
Test No.	400001-TSQ1	Angle	7.3 degrees	Vehicle Stability
Date	2009-10-01	Location/Orientation	End-on	Maximum Yaw Angle	85 degrees
Test Article		Exit Conditions		Maximum Pitch Angle	5 degrees
Type	Terminal	Speed	Out of view	Maximum Roll Angle	-21 degrees
Name	Vertically Loading Terminal (VLT)	Angle	Out of view	Vehicle Snagging	No
Installation Length	151.75 ft.	Occupant Risk Values		Vehicle Pocketing	No
Material or Key Element	31 in tall 12 ga w-beam, steel posts	Impact Velocity		Test Article Deflections
Soil Type and Condition	Standard Soil, Damp	Longitudinal	21.0 ft/s	Dynamic	2.0 ft
Test Vehicle		Lateral	3.0 ft/s	Permanent	2.0 ft
Type/Designation	2270P	Ridedown Accelerations
Make and Model	2003 Dodge Ram 1500 quad-cab pickup	Longitudinal	-9.5 G	Working Width	14.7 ft
Curb	4695 lb	Lateral	3.8 G	Vehicle Damage
Test Inertial	4958 lb	THIV	23.3 km/h	VDS	12FC5
Dummy	No dummy	PHD	9.7 G	CDC	12FCEN4
Gross Static	4958 lb	Max. 0.050-s Average		Max. Exterior Deformation	17.75 inches
		Longitudinal	-7.3 G	Max. Occupant Compartment Deformation	0
		Lateral	2.8 G
		Vertical	3.1 G

Summary of results for MASH test 3-33 on the VLT.

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General Information		Impact Conditions		Post-Impact Trajectory
Test Agency	Texas Transportation Institute	Speed	61.1 mi/h	Stopping Distance	37.5 ft dwnstrm Over posts 6-7
Test No.	400001-TSQ7	Angle	1.4 degrees	Vehicle Stability
Date	2010-01-12	Location/Orientation	End-on	Maximum Yaw Angle	3 degrees
Test Article		Exit Conditions		Maximum Pitch Angle	-3 degrees
Type	Terminal	Speed	Out of view	Maximum Roll Angle	4 degrees
Name	Vertically Loading Terminal (VLT)	Angle	5.0 degrees	Vehicle Snagging	No
Installation Length	151.75 ft.	Occupant Risk Values		Vehicle Pocketing	No
Material or Key Element	31 in tall 12 ga w-beam, steel posts	Impact Velocity		Test Article Deflections
Soil Type and Condition	Standard Soil, Damp	Longitudinal	20.0 ft/s	Dynamic	45.7 ft
Test Vehicle		Lateral	0.0 ft/s	Permanent	45.7 ft
Type/Designation	2270P	Ridedown Accelerations
Make and Model	2002 Dodge Ram 1500 quad-cab pickup	Longitudinal	-8.6 G	Working Width	4.4 ft
Curb	5024 lb	Lateral	-2.3 G	Vehicle Damage
Test Inertial	5024 lb	THIV	21.8 km/h	VDS	12FC5
Dummy	No dummy	PHD	8.6 G	CDC	12FCEN4
Gross Static	5084 lb	Max. 0.050-s Average		Max. Exterior Deformation	17.0 inches
		Longitudinal	-5.0 G	Max. Occupant Compartment Deformation	0
		Lateral	0.8 G
		Vertical	2.3 G