![]() The guardrail then exits the head and the vehicle is slowed to a stop. Head on impacts allow the MSKT head to slide over the guardrail and through the main head, sequentially kinking it away from traffic. When impacted along the side within the length-of-need, the MASH SKT functions like guardrail, containing and redirecting the errant vehicle. MSKT is listed on the following state contracts: Using the MASH SKT head for both maintenance and new MASH installations, only the MSKT impact head needs to be inventoried, saving time and money. The MSKT’s Impact head can be used on existing in-place SKT-350 systems for maintenance repairs. For a complete list of differences please download the MSKT vs SKT-350 document listed at the bototm of this page. Designers can work with the same footprint as the SKT-350 for existing or new project that need to be MASH compliant. The new closed impact head design makes it easy for crews to idenify and conforms to MASH TL-3 standards. The MSKT uses the same technology that has proven in-field performance as seen in the SKT-350. ![]() Can work with the same footprint as the SKT-350.The rail then exits the head and the vehicle is brought to a controlled stop. During head on impacts, the MSKT head slides over the W-Beam guardrail, sequentially kinking the rail. MSKT has an overall length of 50’0” and has eight posts spaced at 6’3” on center. To schedule your free case evaluation in our Wilmington, Seaford, or Newark office, call 30, or we invite you to reach out to us through our contact page to tell us your story.The MSKT is an energy-absorbing tangent terminal that is MASH TL-3 compliant. You may have a right to compensation for your injuries. If you or a loved one has been injured or killed because a guardrail failed to stop a semi, let our resourceful Delaware truck accident attorneys at Silverman, McDonald & Friedman hold those responsible accountable to you. It stands to reason that our roads should be safe for our residents and visitors, however no amount of guardrail systems will eliminate the threat trucks will always pose to smaller vehicles. Delaware is a hot spot for traffic traveling up and down the coast, which includes commercial vehicles. The tools used for highway safety should be updated to encompass all vehicles that regularly use our roadways. Had there been other vehicles near this freightliner at the time, there could have been more fatalities. The weight of the truck coupled with the impact made the guardrail instrumental in the truck rolling over onto its roof. Last month in Delaware City a truck driver died when his truck struck a guardrail as he was trying to negotiate an exit ramp. Even at lower speeds, guardrails can actually cause injury and death when semis are involved. When a 60,000 pound truck hits one at 60 miles per hour, it’s going to drive straight through it. Guardrails are built to absorb the force of cars and smaller SUVs. That means they’re not likely to prevent catastrophe from happening when a big rig is involved. How many times have you cautiously driven behind an eighteen-wheeler observing the oversized vehicle swerving across lane lines or kicking up dust when it veers onto the shoulder? Guardrails have limitations and their effectiveness is easily compromised by the size and speed of a vehicle. There also happened to be 780 accidents involving semi-trucks. Guardrails are no match for eighteen-wheelers
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