U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
202-366-4000


Skip to content
FacebookYouTubeTwitterFlickrLinkedIn

Safety

eSubscribe
eSubscribe Envelope

FHWA Home / Safety / Roadway Departure / Safety Eligibility Letter

Safety Eligibility Letter - CC-26j

Download Version
PDF [549 KB]

DOT logo
U.S. Department of Transportation
Federal Highway Administration

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

August 16, 2011

In Reply Refer To: HSSD/CC-26J

Barry D. Stephens, P.E.
Sr. Vice President Engineering
Energy Absorption Systems, Inc.
3617 Cincinnati Avenue
Rocklin, CA 95678

Dear Mr.Stephens:

This letter is in response to your request for Federal Highway Administration (FHWA) acceptance of a roadside safety device for use on the National Highway System (NHS).

Name of device/system: REACT 350® II
Type of device/system: Redirective non-gating impact attenuator
Test Level: NCHRP Report 350 Test Level 3 (TL-3)
Testing conducted by: E-TECH Testing Services
Date of request: December 10, 2010
Date initially acknowledged: December 22, 2010
Date final package received: July 22, 2011
Task Force 13 Designator: SCI 16c

You requested that we find this device acceptable for use on the NHS under the provisions of National Cooperative Highway Research Program (NCHRP) Report 350 "Recommended Procedures for the Safety Performance Evaluation of Highway Features."

Requirements
Roadside safety devices should meet the guidelines contained in the NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features" or the AASHTO Manual for Assessing Safety Hardware. FHWA Memorandum "ACTION: Identifying Acceptable Highway Safety Features" of July 25, 1997, provides further guidance on crash testing requirements of longitudinal barriers.

Decision:
The following device was found acceptable, with details provided below:

Description
The REACT 350® II Redirective Non-gating Impact Attenuator (REACT 350® II) uses an array of different energy absorbing cylinders with varying wall thicknesses to dissipate impact energy as per FHWA acceptance letters CC-26 (dated March 3, 1995) and CC-26I (dated April 18, 2008).  The current design presented in this submission requests FHWA review and acceptance of a shorter six cylinder system which is a self-restoring, redirective, non-gating crash cushion that can be used in temporary or permanent installations for both single-direction and bi-directional traffic applications when appropriately transitioned and anchored.  The six-cylinder design includes slightly thicker cylinders in the front and additional internal energy absorbing segments in the first and last two cylinders creating a more robust design as per NCHRP 350 compliance report prepared by E-TECH Testing Services, Inc.  The crash test report describes the REACT 350® II as well as the two full-scale crash tests conducted on this new attenuator. Design details are provided as enclosure to this correspondence.

.Crash Testing
To validate a shorter design, full-scale NCHRP 350 crash testing was conducted on the following two tests.  The crash test summaries are enclosed for reference.

  1. NCHRP 350 Test 3-30: This test utilizes a 820C vehicle (100KPH/0 deg/ w/4 offset).  The purpose of this test was to evaluate occupant risk and vehicle trajectory criteria for a small 820C passenger vehicle under a head-on centered, one quarter vehicle width offset, impact on the test article.  The curb mass of the vehicle was 827 kg, and the final test inertial mass was 827 kg.  The actual impact conditions were 97.7 km/h (60.7 mph) and 0 deg. the impact severity was 304.3 kJ which was within the NCHRP 350 recommended tolerance of 316.4 (-24.8/ +25.8) kJ.  The maximum dynamic deflection of the test article was 2.4 meters (7.9 feet) and the post-test deflection was 0.8-meter (2.6 feet).
  2. NCHRP 350 Test 3-31: This test is a capacity test utilizing a 2000P vehicle (100KPH/0 deg).  The purpose of this test was to evaluate the occupant risk and vehicle trajectory criteria for a large 2000P passenger vehicle under a head-on centered impact aligned with the nose of the system.  The curb mass of the vehicle was 2063 kg (4548 lbs.) and the final test inertial mass was 2021 kg (4674 lbs.).  The actual impact conditions were 97.0 km/h (60.7 mph) and 0 deg. the impact severity was 733.7 kJ which was within the NCHRP 350 recommended tolerance of 771.7 (-60.4 / +62.9) kJ.  The maximum dynamic deflection of the test article was 4.0 meters (13.1 feet) and the post-test deflection was 1.0-meter (3.3 feet) immediately after the test.

In addition, other required testing is hereby requested to be waived, as follows:

Test Number Test Level Requested Comparison
3-32 TL3

Not necessary since Test 3-30 considered worst case because in 3-32 car yaws quickly, resulting in lower ORV values

3-33 TL3

Not necessary since Test 3-31 considered worst case because in 3-33 pickup yaws quickly, resulting in lower ORV values

3-36 TL3

Not necessary since shorter configuration does not affect system performance.  Vehicle sees same wire ropes and the cylinder wall thickness (stiffness) has increased, improving performance

3-37 TL3

Not necessary since shorter configuration does not affect system performance.  Vehicle sees same wire ropes and the cylinder wall thickness (stiffness) has increased, improving performance (see reference test 270687-VAN9)

3-38 TL3

Not necessary since shorter configuration does not affect system performance.  Vehicle sees same wire ropes and the cylinder wall thickness (stiffness) has increased, improving redirective performance. (see reference test 472380-8)

3-39 TL3

Not necessary since shorter configuration does not affect system performance.  Vehicle sees same wire ropes and the cylinder wall thickness (stiffness) has increased, improving redirective performance.

Findings
Based upon the successful completion of the provided NCHRP 350 tests and consideration of requested waiver of testing, we concur the six cylinder TL-3 REACT 350® II self restoring, redirective, non-gating crash cushion can be used in temporary or permanent installations for both unidirectional and bidirectional traffic applications when appropriately transitioned and anchored. Therefore, the system as described above may be used on the NHS when such use is acceptable to the contracting authority.

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

 

Sincerely yours,

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

Enclosures

Page last modified on January 17, 2013.
Safe Roads for a Safer Future - Investment in roadway safety saves lives
Federal Highway Administration | 1200 New Jersey Avenue, SE | Washington, DC 20590 | 202-366-4000