Test Report For:

Trinity Highway Products

Median Attenuating TREND® Terminal (MATT™)

TESTED TO:
Manual for Assessing Safety Hardware (MASH 2016)
Test 3-30

PREPARED FOR:
Trinity Highway Products, LLC
15601 Dallas Parkway, Suite 525
Addison, TX 75001

TEST REPORT NUMBER:

TR-P41061-01-A

REPORT DATE:
May 26, 2022

TEST DATE:
April 9, 2021

Applus IDIADA KARCO Engineering, LLC.

Automotive Safety and Testing Facility
9270 Holly Road, Adelanto, CA 92301
Tel: (760) 246-1672 Fax: (760) 246-8112
TL-371
 Applus IDIADA KARCO Engineering compiled this publication for information gathering
only. The findings and conclusions expressed in this publication are those of the authors and not
necessarily those of any other organization. Applus IDIADA KARCO Engineering provides test
services only and is not involved in consulting, product design or the manufacturing of any
highway safety products. Applus IDIADA KARCO Engineering does not warrant, supervise or
monitor compliance of products or services except as specifically agreed to in writing. By their
very nature, testing, analysis and other Applus IDIADA KARCO Engineering services are limited
in scope and subject to expected measurement variability. No activity by Applus IDIADA KARCO
Engineering can release a manufacturer from product or any other liability. The results, findings
and conclusions expressed in this publication relate only to the items tested for the specific
situation simulated in the test.

Tested By:
Mr. Alex Beltran
Engineering Manager

Report By:
Mr. Antonio Reyes
Project Engineer

Reviewed By:
Mr. Andrew J. Espindola
Quality Assurance Manager

Approved By:
Mr. Michael L. Dunlap
Director of Operations

Approval Date: May 26, 2022

i TR-P41061-01-A
 REVISION CONTROL LOG
P41061-01

Revision Date Description

-NC 02/11/22 Original Test Report

-A 05/26/22 - Impact Location Description (pg.16 & 20)

ii TR-P41061-01-A
 TECHNICAL REPORT DOCUMENTATION PAGE
1. Report No. 2. Government Accession No. 3. Recipients Catalog No.
TR-P41061-01-A
4. Title and Subtitle 5. Report Date
Final Test Report May 26, 2022
Trinity Highway Products MATT terminal 6. Performing Organization Code
MASH 2016 Test 3-30 KAR
7. Author(s) 8. Performing Organization Report No.
Mr. Antonio Reyes, Project Engineer, Applus IDIADA KARCO Engineering, LLC TR-P41061-01-A
9. Performing Organization Name and Address 10. Work Unit No.
Applus IDIADA KARCO Engineering, LLC.
9270 Holly Rd. 11. Contract or Grant No.
Adelanto, CA 92301
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
Final Test Report, April 9, 2021 - May 26,
2022
14. Sponsoring Agency Code

15. Supplementary Notes

16. Abstract
One (1) MASH 2016 Test Level 3, Test 30 (3-30) was performed on the subject Trinity Highway Products MATT™
terminal. The terminal was impacted at a Critical Impact Angle (CIA) of 0° by an 1100C small car. Testing was
conducted by Applus IDIADA KARCO Engineering, LLC. in Adelanto, CA on April 9, 2021.

The terminal was impacted by a 2015 Kia Rio 4-door sedan at a velocity of 63.14 mph (101.61 km/h) and a CIA of 0.7°.
Upon impact, the terminal's post 1 released, post 2 yielded and partially uprooted as the rails translated rearward
shearing the tabs through 1-1/2 panels. The vehicle yawed counter-clockwise and came to rest. There was no
significant deformation or penetration into the vehicle's occupant compartment. The vehicle experienced a maximum
occupant impact velocity (OIV) of 32.5 ft/s (9.9 m/s) and a maximum ridedown acceleration (RA) of 19.0 g.

The Trinity Highway Products MATT terminal met all the requirements for MASH 2016 Test 3-30.

17. Key Words 18. Distribution Statement

Trinity Highway Products
MATT terminal
Terminal
MASH 2016
3-30
19. Security Classification of this report 20. Security Classification of this page 21. No. of Pages 22. Price
84

iii TR-P41061-01-A
 Table of Contents
1. INTRODUCTION ................................................................................................................... 1
1.1 PROBLEM STATEMENT ........................................................................................................ 1
1.2 OBJECTIVE ......................................................................................................................... 1
1.3 SCOPE ............................................................................................................................... 1
2. SYSTEM DETAILS ................................................................................................................ 3
2.1 TEST ARTICLE .................................................................................................................... 3
2.2 DESIGN MODIFICATIONS ..................................................................................................... 5
3. TEST REQUIREMENTS AND EVALUATION CRITERIA ...................................................... 9
3.1 TEST REQUIREMENTS ......................................................................................................... 9
3.2 EVALUATION CRITERIA ........................................................................................................ 9
3.3 SOIL STRENGTH REQUIREMENTS........................................................................................11
4. TEST CONDITIONS .............................................................................................................12
4.1 TEST FACILITY...................................................................................................................12
4.2 VEHICLE TOW AND GUIDANCE SYSTEM ...............................................................................12
4.3 TEST VEHICLES .................................................................................................................12
4.4 DATA ACQUISITION SYSTEMS .............................................................................................14
4.4.1 TEST VEHICLE INSTRUMENTATION ...................................................................................14
4.4.2 CALIBRATION..................................................................................................................14
4.4.3 PHOTOGRAPHIC DOCUMENTATION ...................................................................................14
4.4.4 MEASUREMENT UNCERTAINTY.........................................................................................15
5.CRASH TEST RESULTS.......................................................................................................16
5.1 WEATHER CONDITIONS ......................................................................................................16
5.2 MASH 2016 TEST 3-30 .....................................................................................................16
5.3 TEST DESCRIPTION ...........................................................................................................16
5.4 TEST ARTICLE DAMAGE .....................................................................................................17
5.5 TEST VEHICLE DAMAGE .....................................................................................................17
5.6 STRUCTURAL ADEQUACY ...................................................................................................17
5.7 OCCUPANT RISK................................................................................................................17
5.8 POST-IMPACT VEHICULAR RESPONSE .................................................................................18
5.9 DISCUSSION AND SUMMARY OF RESULTS............................................................................18
MASH 2016 TEST 3-30 SUMMARY .........................................................................................20
APPENDIX A ............................................................................................................................. A
APPENDIX B ............................................................................................................................. B
APPENDIX C ............................................................................................................................. C
APPENDIX D ............................................................................................................................. D
APPENDIX E ............................................................................................................................. E
APPENDIX F ............................................................................................................................. F
APPENDIX G .............................................................................................................................G

iv TR-P41061-01-A
 List of Tables
Table 1 Test Chronology ............................................................................................................ 2
Table 2 Multi-direction Soil Plates Modification .......................................................................... 5
Table 3 Revised Fasteners at Posts 1 and 2 .............................................................................. 6
Table 4 Revised Impact Head design ......................................................................................... 7
Table 5 Missing Tacks attaching Serial No. Tag......................................................................... 8
Table 6 MASH 2016 TL-3 Test Matrix for Redirective Terminals ................................................ 9
Table 7 MASH 2016 Evaluation Criteria for Gating Terminals and Crash Cushions ..................10
Table 8 Vehicle Instrumentation List for Test 3-30 ....................................................................14
Table 9 High Speed Camera Information Test 3-30 ..................................................................15
Table 10 Weather Conditions Test 3-30 ....................................................................................16
Table 11 Maximum Occupant Compartment Deformation by Location ......................................17
Table 12 Summary of Occupant Risk Factors ...........................................................................18
Table 13 Evaluation Criteria Summary ......................................................................................19

List of Figures
Figure 1 Test 3-30 Vehicle Information .....................................................................................13
Figure 2 Summary of Test 3-30 .................................................................................................20

Total Number of Pages ............................................................................................................ 84

Final Page of Report ..............................................................................................................G-1

Quantity Typical Application Std Units Metric Unit Multiply By

Mass Vehicle Weight lb kg 0.4536
Linear Velocity Impact Velocity miles/hr km/hr 1.609344
Length or Distance Measurements in mm 25.4
Volume Fuel Systems gal liter 3.785
Volume Small Fluids oz mL 29.574
2
Pressure Tire Pressures lbf/in kPa 6.895
o o
Temperature General Use F C =(Tf -32)/1.8
Force Dynamic Forces lbf N 4.448
Moment Torque lbf-ft N•m 1.355

v TR-P41061-01-A
 1. Introduction
1.1 Problem Statement
The purpose of this report is to detail the safety performance of the Trinity Highway
Products MATT terminal when evaluated to the criteria set forth by Manual for Assessing Safety
Hardware (MASH 2016).
1.2 Objective
The primary objective of this project was to evaluate the safety performance of the Trinity
Highway Products MATT terminal when subjected to full-scale crash testing according to MASH
2016 Test Level 3, Test 30 (3-30) for redirective gating terminals.
1.3 Scope
This project consists of full-scale dynamic crash testing of the MATT terminal. A total of
seven (7) crash tests were conducted on the MATT terminal in accordance with the MASH 2016,
Test Level 3 Test Matrix for Terminals (MASH 2016, Terminals and Redirective Crash Cushions).
The tests conducted for this project were MASH Tests 3-30, 3-31, 3-32, 3-33, 3-34, 3-35, and 3-
37b. The (CIA) critical impact angle must present the worse-case condition, therefore, IDIADA
KARCO selected the appropriate CIA for each test.
MASH Test 3-30 involved an 1100C small car impacting the terminal at a nominal velocity
of 62 mph (100 km/h) and impact angle of 0° offset ¼ of its overall width. MASH Test 3-31 involved
a 2270P pickup truck impacting the centerline of the terminal at a nominal impact velocity of 62
mph (100 km/h) and impact angle of 0°. MASH Test 3-32 involved an 1100C small car impacting
the critical impact point (CIP) of the terminal at a nominal velocity of 62 mph (100 km/h) and
impact angle of 5°. MASH Test 3-33 involved a 2270P pickup truck impacting the CIP of the
terminal at a nominal impact velocity of 62 mph (100 km/h) and impact angle of 5°. MASH Test
3-34 involved an 1100C small car impacting the CIP of the terminal at a nominal velocity of 62
mph (100 km/h) and impact angle of 15°. MASH Test 3-35 involved a 2270P pickup truck
impacting the CIP of the terminal at a nominal impact velocity of 62 mph (100 km/h) and impact
angle of 25°. MASH Test 3-37b involved an 1100C small car impacting the CIP of the terminal at
a nominal velocity of 62 mph (100 km/h) and impact angle of 25° in the reverse direction of travel.
The Trinity Highway Products MATT terminal satisfied all the requirements of MASH 2016
Test Level 3. This report presents the results of MASH Test 3-30 at a CIA of 0°. The results for
the remaining tests are documented in the test reports for the IDIADA KARCO Test Numbers
outlined in Table 1.

1 TR-P41061-01-A
Table 1 Test Chronology
IDIADA KARCO Critical Impact
MASH Test No. Test Date Test Result
Test No. Angle (CIA)
3-30 P41061-01 0° 4/9/21 Pass
3-31 P41062-01 0° 3/25/21 Pass
3-32 P41295-01 5° 10/8/21 Pass
3-33 P41064-01 5° 4/20/21 Pass
3-34 P41065-01 15° 3/11/21 Pass
3-35 P41244-01 25° 8/9/21 Pass
3-37b P41228-01 25° 7/22/21 Pass

2 TR-P41061-01-A
 2. System Details
2.1 Test Article
The Trinity Highway Products MATT terminal is classified as a gating, re-directive end
terminal. The width of the MATT terminal is 29” (737 mm) with a total length of 36’ – 4 3/8” (11.1
m) from the front of the impact head to the center of the first guardrail mid-span splice. The system
consists of an impact head assembly, a tension strut and tension cable assembly, a front tension
post assembly with a controlled-release (CR) feature, four (4) 6’ (1.8 m) long W6 x 8.5# steel-
yielding terminal posts (SYTP) at posts 2 through 5 and one (1) standard 6’ (1.8 m) long W6 x
8.5# guardrail post at post 6. All system posts utilize below-grade soil plates for increased soil
bearing resistance with posts 1 and 2 utilizing flat rectangular soil plates and posts 3 through 6
utilizing W-shaped soil plates for increased resistance in multiple directions. Steel blockout
spacers attach to each side of the first five (5) system posts spacing the TREND guardrail panels
a nominal 8” (203 mm) from the face of each post to the back of each TREND panel. The blockout
at post 6 uses a nominal 8” wide (203 mm) by 14” tall (356 mm) standard guardrail composite
blockout. Attached to each blockout from post to post are unique TREND energy-absorbing
slotted guardrail panels. Bay 1, from post 1 to 2, uses a 10 ga. slotted W-beam rail. Bay 2, from
posts 2 to 3, uses a 12 ga. slotted W-beam rail. Bays 3 and 4, posts 3 to 4 and 4 to 5 respectively,
uses 12 ga. slotted W-beam rails with additional energy-absorbing fins. Bay 6, posts 5 through 6
to the mid-span splice, uses a 125” (3.18 m) long 12ga non-slotted W-beam rail with energy-
absorbing fins to transition to standard W-beam guardrail median applications with nominal 8”
wide (203 mm) blockouts and mid-span guardrail splices. Each rail attaches to its respective post
and blockout combination via six (6) 5/8” x 2” long grade 5 rail bolts, ¼” thick washers and heavy
hex nuts with a unique backing plate designed to clamp each rail to the blockout with each nut
torqued to 65 ft-lbs (88 N-m).
During each post installation a hole was cored with a 2’ (.6 m) diameter auger and drilled
approximately 2” deeper than the bottom of each post. All posts were spaced 75” (1.9 m) apart.
Each MATT post was placed in the hole with the soil plate attached and backfilled with slightly
moistened AASHTO M147 Grade B standard soil and then compacted in 6” lifts with a pneumatic
tamper until flush with the original grade. Each test installation included the MATT terminal system
followed by an additional 109’-4” (33.3 m) of standard AASHTO M180 W-beam median guardrail
with 8” (203 mm) nominal composite blockouts installed on W6 x 8.5# posts compacted in
AASHTO M147 Grade B standard soil in the same manner as the MATT posts. Each guardrail

3 TR-P41061-01-A
splice was connected together with standard AASHTO M180 rail bolts and nuts. The downstream
anchorage assembly was identical to that of post 1 and 2 of the MATT terminal system.

Photographs of the as-tested system and installation details are available in Appendix A
of this report. The manufacturers drawing of the MATT terminal as well as the specific drawing
set for this test is available in Appendix D of this report.

4 TR-P41061-01-A
2.2 Design Modifications
For Test 3-35, the soil plates at Posts 3, 4, 5 and 6 were revised to multi-directional soil
plates, which provides increased soil bearing resistance in the lateral direction. The soil plates at
Posts 1 and 2 remained flat plates. Subsequent Tests 3-37b and 3-32 also used the same soil
plate arrangement: flat plates at Posts 1 & 2 and multi-directional plates at Posts 3 through 6.

Prior Tests 3-30, 3-31, 3-33 and 3-34 were all run with standard flat soil plates at all six
(6) system posts. This modification is viewed as positive since both types of soil plates provide
resistance in the longitudinal direction, however the multi-directional soil plates will provide
increased resistance in all directions. Furthermore, Posts 2 through 6 utilize yield posts which are
intended to yield over at grade once impacted longitudinally. Once the posts yield over, the soil
plates, which are beneath grade, do not contribute throughout the rest of the event. Table 2 below
shows the change in soil plates at Posts 3 through 6.

Table 2 Multi-direction Soil Plates Modification

Tests 3-30, 3-31, 3-33, 3-34 Tests 3-32, 3-35, 3-37b

Flat Soil Multi-directional

Plates Soil Plates

For Test 3-37b, the fasteners at Posts 1 and 2 which attach the Spacers to the Posts was
revised from 5/8" diameter to 1/2" diameter, with an additional washer beneath the nut, to improve
system performance on opposite direction impacts. Subsequent Tests 3-32 and 3-35 was tested
with the 1/2" fasteners. Prior Tests 3-30, 3-31, 3-33 and 3-34 were all run with 5/8” diameter
fasteners, however this change is considered positive since the bolts are intended to shear in
most instances. In instances where the bolts aren’t intended to shear (Tests 3-34 and 3-35) the
1/2" fasteners, under worst case loading (Test 3-35), has been proven to provide sufficient
strength to maintain Spacer connection to the Post. The connection between the 1st spacer and
the upper portion of Post 1 is also sufficient since the entire upper portion of Post 1 is designed
to release from the lower portion of Post 1 by shearing two (2) 5/16” diameter A307 grade A bolts

5 TR-P41061-01-A
at its connection point. Table 3 below shows the modification in fasteners between the Spacer
and Post.

Table 3 Revised Fasteners at Posts 1 and 2

Test 3-30, 3-31, 3-33, 3-34
Cut-away showing 5/8” Fasteners connecting Spacer to Post

Post 1 shown, Post 2 connection similar 5/8” Fasteners w/one washer

Test 3-32, 3-35, 3-37b

Cut-away showing 1/2” Fasteners connecting Spacer to Post

Post 1 shown, Post 2 connection similar 1/2” Fasteners w/two washers

For Test 3-32, the Impact Head was revised to add two (2) extended gusseted lips at the
top and bottom of the Impact Head. Additionally, the two (2) stiffeners running vertically the full
height of the Impact Head was revised from 1/8” thick to 1/4" thick to add additional rigidity
throughout the height of the Head. The extended lips provide increased engagement with the
front end of the impacting vehicle in an effort to prevent the Head from slipping up the front of the

6 TR-P41061-01-A
1100C vehicle hood. Prior Tests 3-30, 3-31, 3-33, 3-34, 3-35 and 3-37b did not utilize this feature
but still passed all MASH tests. This modification is considered positive as it does not pose a
negative risk to any of the prior passing tests and will only increase vehicle engagement, reducing
the likelihood of the Head slipping upward during impacts. Table 4 below shows the modifications
made to the Impact Head.

Table 4 Revised Impact Head design

Test 3-30, 3-31, 3-33, 3-34, 3-35, 3-37b

1/8” thick
Stiffeners

Original
Impact
Head

Test 3-32

Modified Impact Head 1/4” thick

Stiffeners

Gussets/Extended Lips (typical top & bottom)

For Test 3-32, the metal tacks were missing for the attachment of the data plate on the
back of the Impact Head. All other tests included the tacks, as intended. This modification was

7 TR-P41061-01-A
unintended and inconsequential and was negligible to the performance of the system. Table 5
below shows the data plate and tacks in question.

Table 5 Missing Tacks attaching Serial No. Tag

Test 3-32
Pre-test photos showing missing Tacks
Missing Tacks

Location of Serial No. Tag with missing Tacks

Test 3-30, 3-31, 3-33, 3-34, 3-35, 3-37b

Pre-test photos from Test 3-31 with Tacks in place
Tack shown in place

Location of Serial No. Tag

8 TR-P41061-01-A
 3. Test Requirements and Evaluation Criteria
3.1 Test Requirements
The Trinity Highway Products MATT terminal described in this report is classified as a
gating, redirective terminal (MASH 2016, Terminals and Redirective Crash Cushions). MASH
2016 recommends a series of up to nine (9) full scale crash tests to evaluate redirective terminals.
However, Test 3-36 is intended for a system that had a rigid backup structure and is not applicable
for this system. As stated by the Manual for Assessing Safety Hardware (MASH 2016) Appendix
G, Test 3-38 can be waived by performing a force versus deflection analysis to find a theoretical
value for occupant risk factors. This analysis was performed and yielded satisfactory results (See
Appendix F of this report). Therefore Tests 3-36 and 3-38 were not conducted. For this project,
seven (7) recommended MASH 2016 test were conducted.
Table 6 MASH 2016 TL-3 Test Matrix for Redirective Gating Terminals
Test Designation Impact Conditions
Nominal Nominal Evaluation
MASH Test No. Vehicle Speed Angle Criteria
(mph) (deg)
3-30 1100C 62 0 C,D,F,H,I,N

3-31 2270P 62 0 C,D,F,H,I,N

3-32 1100C 62 5-15 C,D,F,H,I,N

Test
Level 3 3-33 2270P 62 5-15 C,D,F,H,I,N

3-34 1100C 62 15 C,D,F,H,I,N

3-35 2270P 62 25 A,D,F,H,I

3-36 2270P 62 25 A,D,F,H,I

3-37a 2270P
62 25 C,D,F,H,I,N
3-37b 1100C
3-38 1500A 62 0 C,D,F,H,I,N

3.2 Evaluation Criteria

Evaluation criteria for full-scale vehicle crash testing are based on three criteria: (1) Structural
Adequacy, (2) Occupant Risk, and (3) Post-Impact Vehicular Response. Criteria for structural
adequacy evaluate the article’s ability to allow redirection, controlled penetration, or controlled
stopping of the vehicle. Occupant risk evaluates the degree of hazard to occupants in the impacting
vehicle. Post-impact vehicular response is a measure of the potential of the vehicle to result in a
secondary collision with other vehicles or fixed objects.

9 TR-P41061-01-A
 Post-Impact Head Deceleration (PHD), Theoretical Head Impact Velocity (THIV), and
Acceleration Severity Index (ASI) occupant risk values have also been calculated for the evaluation
of the crash tests.
Table 7 MASH 2016 Evaluation Criteria for Gating Terminals and Crash Cushions
Evaluation
Evaluation Criteria
Factors
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
A.
installation although controlled lateral direction of the test article is
Structural acceptable.
Adequacy
Acceptable test article performance may be by redirection, controlled
C. penetration, or controlled stopping of the vehicle.

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, pedestrian, or personnel in a work
zone.
D.
Deformations of, or intrusions into, the occupant compartment should not
exceed limits set forth in Section 5.2.2 and Appendix E of the Manual for
Assessing Safety Hardware (MASH 2016).

The vehicle should remain upright during and after collision. The maximum
F.
roll and pitch angles are not to exceed 75 degrees

Occupant Occupant impact velocities (OIV) should satisfy the following

Risk
Occupant Impact Velocity Limits, ft/s (m/s)
H. Component Preferred Maximum

Longitudinal and 30 ft/s 40 ft/s

Lateral (9.1 m/s) (12.2 m/s)
The occupant ridedown acceleration should satisfy the following limits
Occupant Ridedown Acceleration Limits (G)
I. Component Preferred Maximum
Longitudinal and
15.0 G 20.49 G
Lateral

Post-
Impact
N. Vehicle trajectory behind the test article is acceptable.
Vehicular
Response

10 TR-P41061-01-A
3.3 Soil Strength Requirements
In accordance to Appendix B of MASH 2016, the soil strength must be verified before any
full-scale crash testing can be conducted on soil-based installations. Two instrumented W6x16
posts are installed near the impact area of the installation. The posts are pulled prior to full-scale
testing to ensure the soil meets 90% of the established baseline. See Appendix C for soil test
data.

11 TR-P41061-01-A
 4. Test Conditions
4.1 Test Facility
This test series was conducted at KARCO Engineering’s test facility in Adelanto,
California.
4.2 Vehicle Tow and Guidance System
The tow road is a continuous level surface constructed of reinforced concrete and
measures 900.0 ft. (274.3 m) in length, 14.0 ft. (4.3 m) wide, and 6.0 in. (152 mm) thick. A steel
rail is embedded in the road to provide vehicle guidance. Vehicle tow propulsion is provided by a
1 ton truck using a 1-to-2 pulley system. The test vehicle is towed into the test article by a nylon
rope clamped to a 0.375 in. (10 mm) steel cable. The clamp is released from the cable on contact
with a cable release mechanism positioned to allow the test vehicle to proceed under its own
momentum for a maximum of 25.0 ft. (7.6 m) before impacting the test article.
4.3 Test Vehicles
For test 3-30, an 1100C test vehicle was used. The vehicle was a 2015 Kia Rio 4-door sedan
with a front mounted engine, automatic transmission, and front wheel drive. The 1100C test vehicle
had a curb, test inertial, and gross static weight of 2,544.1 lbs (1,154.0 kg), 2,444.9 lbs (1,109.0
kg), and 2,610.2 lbs (1,184.0 kg) respectively. A 50th percentile male Anthropomorphic Test
Device (ATD) was placed inside the driver seat of the vehicle for the test. Test vehicle information
can be found in Figure 1.

12 TR-P41061-01-A
 Test Date……… 04/09/21 Project No…...... P41061-01 Year…………… 2015
Make…….…...... Kia Model…………... Rio Color…………... BLACK
Tire Size………. P195/65R15 Vehicle Vin #..... KNADM4A37F6528739
Tire Inflation.….. 32 psi Odometer……... 107,406 mi
GVWR Rating
Total…………………... 3,660 lbs
Front……...…………… 2,028 lbs
Rear…………………... 1,852 lbs

Engine Type…………… Inline 4

Engine Size……………. 1.6 L
Transmission Type……. Automatic

Dummy Type………….. 50th Male

Dummy Mass………….. 165 lbs.
Seat Position…………... Driver Seat
Previous Vehicle Damage…. None
No. Inches mm No. Inches mm No. Inches mm No. Inches mm
A 67.9 1725 F 32.1 815 K 13.4 341 P 1.5 39
B 57.2 1454 G 24.5 622 L 26.9 684 Q 23.4 595
C 168.7 4285 H 38.5 978 M 59.8 1518 R 16.2 411
D 37.0 941 I 8.0 204 N 59.8 1518 S 10.6 268
E 101.3 2574 J 19.4 493 O 24.8 630 T 67.4 1712

TEST VEHICLE MASS

As Received (lbs) Test Inertial (lbs) Gross Static (lbs)
Front Rear Total Front Rear Total Front Rear Total
Left 790.3 504.9 1295.2 781.5 465.2 1246.7 793.7 445.3 1239.0
Right 778.2 470.7 1248.9 712.1 486.1 1198.2 809.1 562.2 1371.3
Ratio (%) 61.7 38.3 100.0 61.1 38.9 100.0 61.4 38.6 100.0
Total 1568.5 975.6 2544.1 1493.6 951.3 2444.9 1602.8 1007.5 2610.2

As Received (kg) Test Inertial (kg) Gross Static (kg)

Front Rear Total Front Rear Total Front Rear Total
Left 358.5 229.0 587.5 354.5 211.0 565.5 360.0 202.0 562.0
Right 353.0 213.5 566.5 323.0 220.5 543.5 367.0 255.0 622.0
Ratio (%) 61.7 38.3 100.0 61.1 38.9 100.0 61.4 38.6 100.0
Total 711.5 442.5 1154.0 677.5 431.5 1109.0 727.0 457.0 1184.0

Figure 1 Test 3-30 Vehicle Information

13 TR-P41061-01-A
4.4 Data Acquisition Systems
All data acquisition for this test of the terminal was performed in accordance with the
MASH 2016 requirements.
4.4.1 Test Vehicle Instrumentation
The test vehicle was instrumented with one (1) tri-axial accelerometer and one (1) tri-axial
angular rate sensor. The set of accelerometers and angular rate sensors were mounted within
2.0 in. (50 mm) of the test vehicle’s center of gravity in the x-y plane. The accelerometers
measured longitudinal (x), lateral (y), and vertical (z) acceleration. The angular rate sensors
measured roll (moment x), pitch (moment y) and yaw (moment z).
Table 8 Vehicle Instrumentation List for Test 3-30
Ch. Location Axis Ident. No. Description MFR Model Units
1 Vehicle CG X A199889 Accelerometer Endevco 7264-2K g

2 Vehicle CG Y A199891 Accelerometer Endevco 7264-2K g

3 Vehicle CG Z A201199 Accelerometer Endevco 7264-2K g

4 Vehicle CG Roll ARS14099 Angular Rate Sensor DTS ARS-18K Deg/s

5 Vehicle CG Pitch ARS14100 Angular Rate Sensor DTS ARS-18K Deg/s

6 Vehicle CG Yaw ARS14101 Angular Rate Sensor DTS ARS-18K Deg/s

4.4.2 Calibration
All instrumentation used in this test has been calibrated through standards traceable to
NIST and is maintained in a calibrated condition.
4.4.3 Photographic Documentation
Photographic documentation of this test series included a minimum of one (1) real-time
video camera at 60 frames per second (fps), and six (6) high-speed color digital video cameras
at 1,000 fps. All high-speed cameras were activated by a pressure-sensitive tape switch which
was positioned on the test article to indicate the instant of contact (time zero). A digital still camera
was used for documenting the pre- and post-test condition of the test article and the test vehicle.

14 TR-P41061-01-A
Table 9 High Speed Camera Information Test 3-30
View Location Identification No. Manufacturer Type

1 Driver Overall 20698 Phantom 340L

2 Oblique 20699 Phantom 340L

3 Inline Article 20695 Phantom 640L

4 Passenger Overall 20696 Phantom 640L

5 Overhead Close-Up 8519 Phantom V9.1

6 Overhead Overall 6198 Phantom V10

4.4.4 Measurement Uncertainty

Measurement uncertainties have been determined for pertinent values affecting the
results of this test. KARCO maintains these uncertainty budgets, which are available upon
request, but are not included in this report. In certain cases the nature of the test method may
preclude rigorous and statistically valid calculation of uncertainty of measurement. In these cases
KARCO attempts to identify the components of uncertainty and make a reasonable estimation.
Reasonable estimation is based on knowledge of the performance of the method and on the
measurement scope and makes use of, for example, previous experience and validation data.

15 TR-P41061-01-A
 5.Crash Test Results
5.1 Weather conditions
Table 10 Weather Conditions Test 3-30
Date April 9, 2021
Time 1:03 P.M.
Temperature 78°F
Humidity 11%
Wind Speed 2 mph
Wind Direction Southwest
Information for reference only

5.2 MASH 2016 Test 3-30

As recommended in MASH 2016 a full-scale impact test was conducted to evaluate the
impact performance of the Trinity Highway Products MATT terminal to MASH Test 3-30 on April
9, 2021. MASH Test 3-30 involves an 1100C small car impacting the terminal at a nominal velocity
of 62 mph (100 km/h). The test was conducted using a commercially available 2015 Kia Rio 4-
door sedan with a test inertial mass of 2,444.9 lbs (1,109.0 kg).
5.3 Test Description
The Trinity Highway Products MATT terminal was oriented at a CIA of 0° and was offset
a quarter width of the vehicle 17.0 in. (431 mm) toward the driver side. The test vehicle impacted
the system at a velocity of 63.14 mph (101.61 km/h) and angle of 0.7°. The resulting kinetic energy
of the impact was 325.8 kip-ft (441.7 kJ).
The vehicle’s front bumper first contacted the impact head at a height of 23.6 in. (0.6 m)
above ground. The impact location was 15.0 in. (382 mm) from the vehicle centerline on the driver
side. As the vehicle moved forward it pushed the impact head. At 0.019 s, the slotted rails begin
translating and at 0.031 s, upper post 1 detached from the lower post 1. At 0.100 s the (SYTP)
post 2 began yielding and at 0.200 s the slotted rails stop translating. The median spacers
attached to the slotted rails, and posts 1 and 2, remained attached. As the vehicle proceeded into
the system it impacted post 2 causing it to completely yield as designed and at 0.190 s the vehicle
began to yaw counterclockwise.
The vehicle lost contact with the system at approximately 0.550 s and exited in a controlled
manner. The vehicle came to rest 30.0 ft. (9.1 m) right and 27.7 ft. (8.4 m) downstream from its
initial point of contact with the system measured from the vehicle’s center of gravity. Test vehicle
brakes were not applied during the test.

16 TR-P41061-01-A
5.4 Test Article Damage
The system was damaged from post 1 through post 3 and there was approximately 17.7
ft. (5.4 m) of damaged rail. The impact head deformed but remained attached to the slotted rails.
Lower post 1 remained in the ground and the tension cable detached from the post. The ground
strut had no visible damage and detached from post 2.
• Post 1 – Upper post detached from the lower post
• Post 2 – SYTP was sheared at yielding holes
• Post 3 – slotted rails stopped translating prior to reaching post 3
5.5 Test Vehicle Damage
The vehicle’s damage was concentrated at its front end. The front bumper beam was
crushed at its center and pushed back into the radiator. The radiator and its support were
deformed. The hood was crushed and deformed. The bumper fascia and headlights were
detached and damaged. The occupant compartment was not penetrated, and the deformation
limits were not exceeded.
Table 11 Maximum Occupant Compartment Deformation by Location
Location Maximum Deformation MASH Allowable Deformation
Roof 0.0 in. (0 mm) 4.0 in. (102 mm)
Windshield 0.1 in. (3 mm) 3.0 in. (76 mm)
Window 0.0 in. (0 mm) 0.0 in. (0 mm)
Wheel / foot well and toe pan 0.4 in. (10 mm) 9.0 in. (229 mm)
Side front panel (forward of A-pillar 0.1 in. (3 mm) 12.0 in. (305 mm)
Front side door area (above seat) 0.2 in. (5 mm) 9.0 in. (229 mm)
Front side door area (below seat 0.0 in. (0 mm) 12.0 in. (305 mm)
Floor pan and transmission tunnel 0.2 in. (5 mm) 12.0 in. (305 mm)

5.6 Structural Adequacy

Acceptable test article performance may be by redirection, controlled penetration, or
controlled stopping of the vehicle. The test article brought the vehicle to a controlled stop.
5.7 Occupant Risk
Under occupant risk, the test articles are evaluated by four (4) criteria. The first criterion
evaluates the potential hazard of detached elements, fragments, or other debris from the test
article to penetrate the test vehicle’s occupant compartment or present undue hazard to other
traffic, pedestrians, or personnel in a work zone. The second criterion is that the vehicle remains
upright. The third criterion is that the roll or pitch angle of the vehicle does not exceed 75°
throughout the test. The final criteria are based on the calculated Occupant Impact Velocities

17 TR-P41061-01-A
(OIV) and occupant ridedown accelerations. The maximum allowable limit for Occupant Impact
Velocity Limit in both the longitudinal and lateral directions is 40.0 ft/s (12.2 m/s). The maximum
allowable ridedown acceleration in both the longitudinal and lateral directions is 20.49 g. Both
criteria are calculated from the acceleration data collected during the test.
Table 12 Summary of Occupant Risk Factors
Test Parameter Axis Units Max Time Start (s) Time End (s)
Occupant Impact Velocity X ft/s 32.5 0.1124
Occupant Impact Velocity Y ft/s -2.6 0.1124
Ridedown Acceleration X g -19.0 0.1268 0.1368
Ridedown Acceleration Y g 3.1 0.1440 0.1540
THIV ft/s 32.8 0.1128
PHD g 19.0 0.1268 0.1368
ASI 1.35 0.1397 0.1897
Roll X deg. -13.0 0.3690
Pitch Y deg. 19.8 4.4998
Yaw Z deg. 127.1 4.4998
5.8 Post-Impact Vehicular Response
Post-impact vehicular response is a measure of the potential of the vehicle to result in a
secondary collision with other vehicles and/or fixed objects, thereby increasing the risk of injury
to the occupants of the impacting vehicle and/or other vehicles. Post-Impact Vehicular Response
of the MATT terminal was deemed as acceptable as it brought the vehicle to a controlled stop.
5.9 Discussion and Summary of Results
The Trinity Highway Products MATT terminal met all the requirements for MASH 2016
Test 3-30. The system brought the vehicle to a controlled stop. None of the intrusion limits were
exceeded, there was no penetration into the occupant compartment, and all the occupant risk
factors were within the allowable limits. The Trinity Highway Products MATT terminal performance
to MASH 2016 Test 3-30, was deemed as acceptable.

18 TR-P41061-01-A
Table 13 Evaluation Criteria Summary
Evaluation
Evaluation Criteria Result
Factor

Structural Acceptable test article performance may be redirection, controlled

C PASS
Adequacy penetration, or controlled stopping of the vehicle.

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.
D PASS
Deformations of, or intrusions into, the occupant compartment should
not exceed limits set forth in Section 5.2.2 and Appendix E of the
Manual for Assessing Safety Hardware (MASH 2016).

The vehicle should remain upright during and after the collision. The
F PASS
Occupant maximum roll and pitch angles are not to exceed 75°.
Risk

Occupant impact velocities (OIV) should satisfy the following limits:

H Component Preferred Maximum PASS

Longitudinal and
30 ft/s (9.1 m/s) 40 ft/s (12.2 m/s)
Lateral
The occupant ridedown acceleration should satisfy the following
limits:
I Component Preferred Maximum PASS
Longitudinal and
15.0 g 20.49 g
Lateral

Post-Impact
Vehicular N Vehicle trajectory behind the test article is acceptable. PASS
Response

OVERALL TEST ASSESSMENT PASS

19 TR-P41061-01-A
 MASH 2016 Test 3-30 Summary

0.000 s 0.090 s 0.180 s 0.270 s 0.450 s

GENERAL INFORMATION Impact Conditions Occupant Risk

Test Agency………….…. Applus IDIADA KARCO Impact Velocity……………. 63.14 mph (101.61 km/h) Longitudinal OIV……………32.5 ft/s (9.9 m/s)
KARCO Test No………… P41061-01 Impact Angle…………………0.7° Lateral OIV………………… -2.6 ft/s (-0.8 m/s)
Test Designation………… 3-30 Location / Orientation……… 15.0 in. (382 mm) From Veh. C/L on Dr. Side Longitudinal RA…………… -19.0 g
Test Date………………… 4/9/21 Kinetic Energy……………… 325.8 kip-ft (441.7 kJ) Lateral RA……………………3.1 g
Minimum KE Required...… 288.0 kip-ft. (390.0 kJ) THIV…………………………32.8 ft/s (10.0 m/s)
TEST ARTICLE Exit Conditions PHD………………………… 19.0 g
Name / Model…………….. MATT™ Exit Velocity………………… 20.1 mph (32.4 km/h) ASI……………………………1.35
Type………………………. Terminal Exit Angle…………………… 88.5°
Installation Length……….. 143.8 ft. (43.8 m) (Nominal) Final Vehicle Position……… 30.0 ft. (9.1 m) Traffic Side Test Article Deflections
Terminal Length…………. 36.4 ft. (11.1 m) 27.7 ft. (8.4 m) Downstream Static…………………………9.2 in. (234 mm)
Road Surface……………. Smooth Concrete to Fine Silty Soil Vehicle Snagging……………None Dynamic……………………… 18.7 in. (475 mm)
Vehicle Pocketing……………None Working Width………………18.7 in. (475 mm)
TEST VEHICLE Vehicle Stability………………Satisfactory
Type / Designation………. 1100C Maximum Roll Angle…………-13.0 °
Year, Make, and Model…. 2015 Kia Rio Maximum Pitch Angle………19.8 ° Vehicle Damage
Curb Mass……………….. 2,544.1 lbs (1,154.0 kg) Maximum Yaw Angle……… 127.1 ° Vehicle Damage Scale…… 12-FD-6
Test Inertial Mass……….. 2,444.9 lbs (1,109.0 kg) CDC………………………… 12DEW3
Gross Static Mass………. 2,610.2 lbs (1,184.0 kg) Maximum Deformation…. 0.4 in. (10 mm) Toe Pan

Figure 2 Summary of Test 3-30

20 TR-P41061-01-A
Appendix A
Photographs

A TR-P41061-01-A
 LIST OF PHOTOGRAPHS
Figure Page
1 Test Setup A-1
2 Test Setup, Close-Up A-1
3 Test Setup A-2
4 Test Setup, Close-Up A-2
5 Test Setup A-3
6 Test Setup, Close-Up A-3
7 Test Setup A-4
8 Test Setup, Close-Up A-4
9 Test Setup A-5
10 Test Setup, Close-Up A-5
11 Pre-Test A-6
12 Post-Test A-6
13 Post-Test A-7
14 Post-Test A-7
15 Pre-Test Front View of Test Article A-8
16 Post-Test Front View of Test Article A-8
17 Pre-Test Right Front ¾ View of Test Article A-9
18 Post-Test Right Front ¾ View of Test Article A-9
19 Pre-Test Right View of Test Article A-10
20 Post-Test Right View of Test Article A-10
21 Pre-Test Right Rear ¾ View of Test Article A-11
22 Post-Test Right Rear ¾ View of Test Article A-11
23 Pre-Test Right Rear View of Test Article A-12
24 Post-Test Right Rear View of Test Article A-12
25 Pre-Test Left Rear ¾ View of Test Article A-13
26 Post-Test Left Rear ¾ View of Test Article A-13
27 Pre-Test Left View of Test Article A-14
28 Post-Test Left View of Test Article A-14
29 Pre-Test Left Front ¾ View of Test Article A-15
30 Post-Test Left Front ¾ View of Test Article A-15
31 Test Article Damage A-16
32 Test Article Damage A-16
33 Test Article Damage A-17

A-i TR-P41061-01-A
 LIST OF PHOTOGRAPHS … (CONTINUED)
Figure Page
34 Test Article Damage A-17
35 Test Article Damage A-18
36 Test Article Damage A-18
37 Pre-Test Left View of Test Vehicle A-19
38 Post-Test Left View of Test Vehicle A-19
39 Pre-Test Left Front ¾ View of Test Vehicle A-20
40 Post-Test Left Front ¾ View of Test Vehicle A-20
41 Pre-Test Front View of Test Vehicle A-21
42 Post-Test Front View of Test Vehicle A-21
43 Pre-Test Right Front ¾ View of Test Vehicle A-22
44 Post-Test Right Front ¾ View of Test Vehicle A-22
45 Pre-Test Right View of Test Vehicle A-23
46 Post-Test Right View of Test Vehicle A-23
47 Pre-Test View of Windshield A-24
48 Post-Test View of Windshield A-24
49 Pre-Test Driver Side Occupant Compartment A-25
50 Post-Test Driver Side Occupant Compartment A-25
51 Pre-Test Driver Side Floorpan A-26
52 Post-Test Driver Side Floorpan A-26
53 Pre-Test Passenger Side Occupant Compartment A-27
54 Post-Test Passenger Side Occupant Compartment A-27
55 Pre-Test Passenger Side Floorpan A-28
56 Post-Test Passenger Side Floorpan A-28
57 Test Vehicle Manufacturer’s Label A-29

A-ii TR-P41061-01-A
 FIGURE 1. Test Setup

FIGURE 2. Test Setup, Close-Up

A-1 TR-P41061-01-A
 FIGURE 3. Test Setup

FIGURE 4. Test Setup, Close-Up

A-2 TR-P41061-01-A
 FIGURE 5. Test Setup

FIGURE 6. Test Setup, Close-Up

A-3 TR-P41061-01-A
 FIGURE 7. Test Setup

FIGURE 8. Test Setup, Close-Up

A-4 TR-P41061-01-A
 FIGURE 9. Test Setup

FIGURE 10. Test Setup, Close-Up

A-5 TR-P41061-01-A
FIGURE 11. Pre-Test

FIGURE 12. Post-Test

A-6 TR-P41061-01-A
FIGURE 13. Post-Test

FIGURE 14. Post-Test

A-7 TR-P41061-01-A
FIGURE 15. Pre-Test Front View of Test Article

FIGURE 16. Post-Test Front View of Test Article

A-8 TR-P41061-01-A
FIGURE 17. Pre-Test Right Front ¾ View of Test Article

FIGURE 18. Post-Test Right Front ¾ View of Test Article

A-9 TR-P41061-01-A
FIGURE 19. Pre-Test Right View of Test Article

FIGURE 20. Post-Test Right View of Test Article

A-10 TR-P41061-01-A
FIGURE 21. Pre-Test Right Rear ¾ View of Test Article

FIGURE 22. Post-Test Right Rear ¾ View of Test Article

A-11 TR-P41061-01-A
FIGURE 23. Pre-Test Rear View of Test Article

FIGURE 24. Post-Test Rear View of Test Article

A-12 TR-P41061-01-A
FIGURE 25. Pre-Test Left Rear ¾ View of Test Article

FIGURE 26. Post-Test Left Rear ¾ View of Test Article

A-13 TR-P41061-01-A
FIGURE 27. Pre-Test Left View of Test Article

FIGURE 28. Post-Test Left View of Test Article

A-14 TR-P41061-01-A
FIGURE 29. Pre-Test Left Front ¾ View of Test Article

FIGURE 30. Post-Test Left Front ¾ View of Test Article

A-15 TR-P41061-01-A
FIGURE 31. Test Article Damage

FIGURE 32. Test Article Damage

A-16 TR-P41061-01-A
FIGURE 33. Test Article Damage

FIGURE 34. Test Article Damage

A-17 TR-P41061-01-A
FIGURE 35. Test Article Damage

FIGURE 36. Test Article Damage

A-18 TR-P41061-01-A
FIGURE 37. Pre-Test Left View of Test Vehicle

FIGURE 38. Post-Test Left View of Test Vehicle

A-19 TR-P41061-01-A
FIGURE 39. Pre-Test Left Front ¾ View of Test Vehicle

FIGURE 40. Post-Test Left Front ¾ View of Test Vehicle

A-20 TR-P41061-01-A
FIGURE 41. Pre-Test Front View of Test Vehicle

FIGURE 42. Post-Test Front View of Test Vehicle

A-21 TR-P41061-01-A
FIGURE 43. Pre-Test Right Front ¾ View of Test Vehicle

FIGURE 44. Post-Test Right Front ¾ View of Test Vehicle

A-22 TR-P41061-01-A
FIGURE 45. Pre-Test Right View of Test Vehicle

FIGURE 46. Post-Test Right View of Test Vehicle

A-23 TR-P41061-01-A
FIGURE 47. Pre-Test Windshield

FIGURE 48. Post-Test Windshield

A-24 TR-P41061-01-A
FIGURE 49. Pre-Test Driver Side Occupant Compartment

FIGURE 50. Post-Test Driver Side Occupant Compartment

A-25 TR-P41061-01-A
FIGURE 51. Pre-Test Driver Side Floorpan

FIGURE 52. Post-Test Driver Side Floorpan

A-26 TR-P41061-01-A
FIGURE 53. Pre-Test Passenger Side Occupant Compartment

FIGURE 54. Post-Test Passenger Side Occupant Compartment

A-27 TR-P41061-01-A
FIGURE 55. Pre-Test Passenger Side Floorpan

FIGURE 56. Post-Test Passenger Side Floorpan

A-28 TR-P41061-01-A
FIGURE 57. Test Vehicle Manufacturer’s Label

A-29 TR-P41061-01-A
Appendix B
Data Plots

B TR-P41061-01-A
 LIST OF DATA PLOTS
Plot Page
1 X Acceleration at CG B-1
2 Y Acceleration at CG B-2
3 Z Acceleration at CG B-3
4 ASI B-4
5 Roll, Pitch and Yaw Angles B-5

B-i TR-P41061-01-A
 X Acceleration at CG
5

0
Longitudinal Acceleration (G)

-5

-10

-15
Test Number: P41061-01
Test Article: MATT terminal
-20 Test Vehicle: 1100C, MASH 3-30
Inertial Mass: 1109 kg
Gross Mass: 1184 kg
Impact Speed: 101.61 km/h
-25
Impact Angle: 0.7 degrees

-30
0 0.1 0.2 0.3 0.4 0.5
Time (sec)

Time of OIV (0.1124 sec) 10-msec average

B-1 TR-P41061-01-A
 Y Acceleration at CG
6

4
Lateral Acceleration (G)

-2 Test Number: P41061-01

Test Article: MATT terminal
Test Vehicle: 1100C, MASH 3-30
Inertial Mass: 1109 kg
-4 Gross Mass: 1184 kg
Impact Speed: 101.61 km/h
Impact Angle: 0.7 degrees
-6
0 0.1 0.2 0.3 0.4 0.5
Time (sec)

Time of OIV (0.1124 sec) 10-msec average

B-2 TR-P41061-01-A
 Z Acceleration at CG
10
Vertical Acceleration (G)

Test Number: P41061-01

Test Article: MATT terminal
-5 Test Vehicle: 1100C, MASH 3-30
Inertial Mass: 1109 kg
Gross Mass: 1184 kg
Impact Speed: 101.61 km/h
Impact Angle: 0.7 degrees
-10
0 0.1 0.2 0.3 0.4 0.5
Time (sec)

10-msec average

B-3 TR-P41061-01-A
 ASI
1.4

1.2

1.0
Test Number: P41061-01
Test Article: MATT terminal
0.8 Test Vehicle: 1100C, MASH 3-30
Inertial Mass: 1109 kg
ASI

Gross Mass: 1184 kg

0.6 Impact Speed: 101.61 km/h
Impact Angle: 0.7 degrees

0.4

0.2

0
0 0.1 0.2 0.3 0.4 0.5
Time (sec)

ASI

B-4 TR-P41061-01-A
 Roll, Pitch and Yaw Angles
140

120

100
Test Number: P41061-01
Angles (degrees)

Test Article: MATT terminal

80 Test Vehicle: 1100C, MASH 3-30
Inertial Mass: 1109 kg
60 Gross Mass: 1184 kg
Impact Speed: 101.61 km/h
Impact Angle: 0.7 degrees
40

20

-20
0 0.5 1.0 1.5 2.0
Time (sec)

Roll Pitch Yaw

B-5 TR-P41061-01-A
 Appendix C
Soil Strength Information

C TR-P41061-01-A
 LIST OF FIGURES

Figure Page
1 Dynamic Soil Strength Data C-1
2 Static Soil Strength Data C-2
3 AASHTO M147 Grade B Soil Sieve Analysis C-3

C-i TR-P41061-01-A
 DYNAMIC SOIL STRENGTH DATA
Test Article: MATT terminal
Project No. P41061-01
Test Program: MASH 3-30 Test Date: 12/02/20

Pre-Test Post-Test

Dynamic Soil Strength Performance Test

25000
22500
20000
17500
Load (lbs)

15000
12500
10000
7500
5000
2500
0
0 5 10 15 20 25
Displacement (in.)

Required Dynamic Load Dynamic Test

Comparison of Load vs. Displacement

Certification Date 12/02/20

Test Facility and Site Location IDIADA KARCO, Track 2 East
In Situ Soil Description (ASTM D 2487) Medium to fine silty sand
Description of Fill Placement Procedure Post driven into native soil
Bogie Weight 2,044.8 lbs (927.5 kg)
Impact Velocity 20.74 mph (33.38 km/h)

Figure 1: Dynamic Soil Strength Data

C-1 TR-P41061-01-A
 STATIC SOIL STRENGTH DATA
Test Article: MATT terminal
Project No. P41061-01
Test Program: MASH 3-30 Test Date: 04/09/21

Pre-Test Post-Test

Baseline Static v. Test Day Static 4/9/21

14000

12000

10000
Load (lbs)

8000

6000

4000

2000

0
0 5 10 15 20 25 30
Displacement (in.)

Baseline Static Test Test Day Static

Comparison of Load vs. Displacement

Date 04/09/21
Test Facility and Site Location IDIADA KARCO, Track 4 East
In Situ Soil Description (ASTM D 2487) Medium to fine silty sand
AASHTO M147 Grade B soil compacted with
Description of Fill Placement Procedure
pneumatic tamper in 6.0 in. (152 mm) lifts
Figure 2: Static Soil Strength Data

C-2 TR-P41061-01-A
 SOIL SIEVE ANALYSIS
Test Article: MATT terminal Project No. P41061-01
Test Program: MASH 3-30 Test Date: 04/09/21

Figure 3: AASHTO M147 Gradation Sieve Analysis

C-3 TR-P41061-01-A
 Appendix D
Manufacturer Documents

D TR-P41061-01-A
 LIST OF FIGURES
Figure Page
1 MATT terminal, Sheet 1 D-1
2 MATT terminal, Sheet 2 D-2
3 MATT terminal, Test 3-30 D-3

D-i TR-P41061-01-A
Figure 1: MATT terminal, Sheet 1

D-1 TR-P41061-01-A
Figure 2: MATT terminal, Sheet 2

D-2 TR-P41061-01-A
Figure 3: MATT terminal, Test 3-30

D-3 TR-P41061-01-A
 Appendix E
Sequential Photographs

E TR-P41061-01-A
0.000 s 0.090 s 0.180 s

0.270 s 0.360 s 0.450 s

E-1 TR-P41061-01-A
0.540 s 0.630 s 0.720 s

0.810 s 0.900 s 0.990 s

E-2 TR-P41061-01-A
0.000 s 0.090 s 0.180 s

0.270 s 0.360 s 0.450 s

E-3 TR-P41061-01-A
0.540 s 0.630 s 0.720 s

0.810 s 0.900 s 0.990 s

E-4 TR-P41061-01-A
 Appendix F
Occupant Risk Estimation for 1500A Vehicle

F TR-P41061-01-A
 OCCUPANT RISK ESTIMATION FOR 1500A VEHICLE

Test Article: MATT terminal

Project No. P41061-01
Test Program: MASH 3-30

Per MASH 2016, test 38 is required for redirective terminals and/or crash cushions unless it can
be shown that proper attenuation can be provided for mid-size vehicles. The concern is that
attenuation staging can be tuned to meet the testing requirements for the small car and heavy
pickup truck without accommodating mid-sized vehicles.

To demonstrate whether test 38 is required, MASH offers a conservative calculation procedure

based on accelerometer data from test 31. Test 31 is conducted with a pickup truck weighing a
nominal 2270 kg.

The results of the Occupant Risk Estimation for a 1500A Vehicle found in MASH 2016 Appendix
G was conducted utilizing the accelerometer data from test 3-31 on the Trinity Highway’s MATT
terminal. Equations G2-1 through G2-12 found in MASH 2016 Appendix G were applied and
the results for Occupant Impact Velocity (OIV) and Ridedown Acceleration (RA) are shown
below:
t* (s) 0.1281
Occupant Impact Velocity -10.1

t (s) 0.2306
Ridedown Acceleration -19.80

The estimated OIV and RA values were found to comply with the evaluation criteria set forth in
Chapter 5 of the Manual for Assessing Safety Hardware (MASH 2016).

F-1 TR-P41061-01-A
Appendix G
References

G TR-P41061-01-A
 References

1. American Association of State Highway and Transportation Officials. “Manual for

Assessing Safety Hardware, Second Edition” 2016.

2. The Transportation Research Board. “NCHRP Report 350 Recommended Procedures

for the Safety Performance Evaluation of Highway Features”
Washington, D.C.: National Academy of Sciences, 1993

3. Society of Automotive Engineers. “SAE J224 MAR80, Collision Deformation

Classification, SAE Recommended Practice Revised March 1980”
SAE, Warrendale, Pennsylvania, 1980

4. National Safety Council. “Vehicle Damage Scale for Traffic Accident Investigators”
Chicago, Illinois, 1984

FINAL PAGE OF REPORT

G-1 TR-P41061-01-A