U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Ave. S.E.
Washington, D.C. 20590
December 23, 2011
In Reply Refer To: HSST/CC-54I
Mr. Barry D. Stephens, P.E.
Sr. Vice President Engineering
Energy Absorption Systems
3617 Cincinnati Avenue
Rocklin, CA 95678
Dear Mr. Stephens:
This letter is in response to your request for the Federal Highway Administration (FHWA) to review a roadside safety system for eligibility for reimbursement under the Federal-aid highway program.
|Name of device:||TRACC to VULCAN Bi-directional Transition|
|Type of device:|
Attenuator to barrier Transition
|Test Level:||NCHRP Report 350 TL-2 and TL-3|
|Testing conducted by:||N/A; By comparison to successfully crash tested QuadGuard to Vulcan Transition testing as previously conducted by E-Tech Testing Services Inc.|
|Date of request:||December 18, 2010|
Date initially acknowledged:
|December 20, 2010|
|Date of final package:||October 17, 2011|
|Task Force 13 Designator:||SWM 18|
Based on a review of the analysis submitted by the manufacturer certifying the device described herein meets the crashworthiness criteria of the National Cooperative Highway Research Program (NCHRP) Report 350, 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.
The following device was found acceptable, with details provided below:
Roadside safety devices should meet the guidelines contained in the National Cooperative Highway Research Program Report 350 or the AASHTO Manual for Assessing Safety Hardware. The FHWA Memorandum “ACTION: Identifying Acceptable Highway Safety Features” of July 24, 1997, provides further guidance on crash testing requirements of longitudinal barriers.
The TRACC to Vulcan Bi-directional Transition (BT) is designed to connect between an anchored TRACC system and downstream steel Vulcan Barrier. This transition is necessary to prevent pocketing and/or snagging of vehicles impacting the Vulcan Barrier immediately downstream from the rigid connection point. The fabricated galvanized steel transition measures 2.03 meters (6.6 feet) long x 0.8-meter (31.5 inches) high. One end of the BT matches the profile of the Vulcan Barrier while the other transitions smoothly to the shape of the TRACC backup. As with the previously tested QuadGuard to Vulcan transition, there are no vehicle snag points. The interface to the TRACC is designed to provide support to the TRACC during head-on and angled impacts. The proposed BT has the same structural integrity as the QuadGuard to Vulcan Transition that was previously tested successfully.
The TL-3 QuadGuard to Vulcan transition was successfully crash tested as per NCHRP Report 350 and accepted by the FHWA on November 17, 2005 (ref. HSA-10/B-134A). The following table provides a comparison commentary on results of this test and the submitted report of proposed TRACC to VULCAN Bidirectional Transition.
TRACC to VULCAN
|Successfully Crash Tested
QUADGUARD to VULCAN
|1||Backup Diaphragm||Backup Diaphragm||See
|2||Backup Support Post||Backup Support Post|
|3||X-Brace Support||X-Brace Support|
|4||Stiffener Plate||Stiffener Plate|
|5||Attenuator Anchor||Attenuator Anchor|
|6||Base Plate||Base Plate|
|7||Transition Anchors||Transition Anchors|
|8||Support Diaphragm||Support Diaphragm|
▲ System drawing comparison of both proposed TRACC to VULCAN and existing QUADGUARD to VULCAN is included in this correspondence as enclosure "B".
Component comparison commentary as follows:
The last diaphragm for the QuadGuard is integrated into the QuadGuard backup. The last diaphragm for the TRACC is integrated into the new Transition. This keeps the last Fender Panels on both systems from moving laterally during side impacts. It should be noted that the TRACC system previously passed NCHRP Report 350 Test 3-39, a wrong-way impact test at 20 degrees from a 2000 kg pickup truck. The new TRACC to Vulcan Transition has no exposed vehicle snag points other then the attachment of the last TRACC Fender Panels. Since the attachment of this last Panel is identical to what was previously successfully tested, the transition can be expected to perform in a similar manner to the crash-tested version under the wrong-way redirect impact conditions.
The crash test summary sheet of NCHRP Report 350 Test 3-39 is included in this correspondence as an enclosure.
The QuadGuard Backup consists of a large support post which provides structural support for
head-on and angled impacts. The original TRACC design did not incorporate a similar structural support post, therefore to duplicate the same rigidity characteristics as the QuadGuard, one was added into the proposed TRACC transition.
The previously tested QuadGuard to Vulcan Transition mid-section incorporates a short Quad-beam panel that requires backside reinforcement to resist collapse during impacts. Reinforcement is achieved via lower x-brace supports and an upper stiffener plate. A finite element analysis was conducted after testing to calculate the total deformation. Based on the crash test data and the analysis of crash video of the Test 3-21 a resultant force of 400,000N was placed on the front half of the transition. A deformation structural analysis was performed and the deformation values ranged from 8.14 millimeters (0.32 inches) to 9.86 millimeters (0.388 inches).
The proposed TRACC Transition mid-section incorporates w-beam panels that also must be reinforced to resist impact loads. Reinforcement is achieved via lower x-bracing on both the upper and lower halves. A finite element analysis was conducted to calculate the total deformation. Based on the Test 3-21 crash test data of the Quadguard to Vulcan transition, an analysis of this crash using the same resultant force of 400,000N was placed on the front half of the transition. A deformation structural analysis was performed and the deformation values ranged from 4.43millimeters (0.174 inches) to 6.56 millimeters (0.258 inches).
Components 5, 6 &7:
The QuadGuard and TRACC Transitions both require anchoring to a rigid surface using the same anchoring-bolt system. The number of anchors (12) and moment arm (distance) from the unit's centerline is the same. The only difference is that the TRACC base plate was extended to allow enough space to integrate the structural support post and the last diaphragm. Thus, the TRACC Transition can be expected to perform the same as the tested and accepted QuadGuard Transition.
The QuadGuard and the TRACC transitions are both designed with an internal support diaphragm that supports mid transition impacts. In summary, the structural integrity and anchoring of the new TRACC to Vulcan Transition is equal-to or better-than the tested and accepted QuadGuard Transition.
The system drawing of proposed TRACC to VULCAN Bidirectional Transition is included in this correspondence as enclosure 'A'.
Based on the successfully crash tested TL-3 QuadGuard to Vulcan transition and provided component comparison and commentary, the proposed TRACC to VULCAN Bidirectional Transition as described in this request and detailed in the enclosed drawings is eligible for reimbursement under the federal-aid highway program under the range of conditions as previously successfully crash tested TL-3 QuadGuard to Vulcan transition, when such use is acceptable to a highway agency.
Please note the following standard provisions that apply to FHWA eligibility letters:
Sincerely yours,/* Signature of Michael S. Griffith */