J-J Hooks Crash Test Results
The Manual for Assessing Safety Hardware, known as MASH, provides Federal Highway guidelines for crash-testing roadside barriers. The J-J Hooks system meets or exceeds MASH criteria, based on certified test results of our systems. Here is a summary of test results.
Highways: MASH Test Level 3
Meets or exceeds requirements for Jersey, F-Shape, Constant Slope and other barrier profiles.
- Free-standing and restrained (bolt-down, pin-down) barrier
- Lowest static deflection in bolt-down installation: 4.5”
- Lowest static deflection in pin-down installation: 5”
- YouTube video of MASH TL3 bolt-down installation
Certified Crash Test Results
Free-Standing
FREE-STANDING MASH Report Test Designation 3
“The EASI-SET Industries Certified Crash Test Results: FREE-STANDING MASH Report Test Designation 3-10. The J-J Hooks Free-Standing PCB system contained and redirected the 1100C vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic deflection during the test was 26.2”. No detached elements, fragments, or other debris was present to 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 and pitch angles were 25° and 10°, respectively. Maximum longitudinal OIV was 14.4ft/s, and maximum lateral OIV was 22.0ft/s. Maximum longitudinal occupant ridedown acceleration was 4.2g, and maximum lateral occupant ridedown acceleration was 9.6g. CONCLUSION: The J-J Hooks Free-Standing PCB preformed acceptably for MASH TL3 test for longitudinal barriers.”
“SUMMARY OF RESULTS: The EASI-SET Industries Certified Crash Test Results: FREE-STANDING MASH Report Test Designation 3-11. The J-J Hooks MASH Free-Standing Barrier contained and redirected the 2270P vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic deflection during the test was 64.2”. Only small pieces of the concrete spalled off the installation; however, these pieces did not penetrate or show potential to penetrate the occupant compartment, nor present hazard to others in the area. No occupant compartment deformation or intrusion occurred. The 2270P vehicle remained stable during and after the collision event. Maximum roll and pitch angles were 24° and 13°, respectively. Occupant risk factors were within the preferred values specified in MASH. Longitudinal Barrier Test 3-11 was performed in accordance with MASH (2009), which is consistent with MASH (2016) 2nd Edition.”
Restrained
RESTRAINED BOLT-DOWN MASH Report Test Designation 3-11
“SUMMARY OF RESULTS: The EASI-SET Industries J-J Hooks/MASH proprietary bolt-down system contained and redirected the 2270P. The vehicle did not penetrate, underride, or override the barrier. Maximum permanent deformation of the barrier was 4.0”. Maximum dynamic deflection during the test was 5.9”. No detached elements, fragments, or debris were present to penetrate or show potential for penetrating the occupant compartment or to present hazard to others in the area. Maximum occupant compartment deformation was 0.5 inch along the left lateral area across the cab between the kickpanels on either side of the cab near the driver’s feet. The 2270P vehicle remained upright during and after the collision period. Maximum roll and pitch angles were 36° and 14°, respectively. Occupant risk factors were within the preferred limits recommended in MASH. The 2270P vehicle exited with the exit box.”
RESTRAINED PIN-DOWN MASH Report Test Designation 3-11
“SUMMARY OF RESULTS: The EASI-SET Industries J-J Hooks/MASH proprietary barrier pinned to asphalt successfully contained and redirected the 2270P vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum permanent deformation was 5.5”. Maximum dynamic deflection during the test was 8.76”. No detached elements, fragments, or other debris from the installation was present to penetrate or show potential for penetrating the occupant compartment, or to present undue hazard to others in the area. Maximum occupant compartment deformation was 0.25 inch in the driver’s door area at hip height. The 2270P vehicle remained upright during and after the collision event. Occupant risk factors were within the preferred limits specified in MASH. Maximum roll and pitch angles were 36° and 20°, respectively.“