Lawsuit blames guardrail failures for “horrific” crashes

Lawsuit blames guardrail failures for “horrific” crashes

“You see them everywhere,” says Steven Lawrence, an attorney representing Harman in the federal case.

The guardrail end terminals — or ‘heads’ as they’re called by engineers — are designed to absorb the energy of a crash (see 1999 crash test video), safely slowing you down, while preventing the rail from spearing your car and impaling you.

“It takes the guardrail and pushes it out to the side of the vehicle,” Lawrence explains, “and slows the vehicle to a controlled stop.”


One thing is indisputable.  Trinity did make changes to the ET Plus.

The question is why.

“Why did you change this?” Harman asks.  “Who told you to change it?  The answer is resounding.  ‘I don’t remember.’”

Harman and his legal team believe they know the answer.  They say Trinity used to market its end terminals to the government as being re-usable, but after shrinking the dimensions, Lawrence says it is far less likely a terminal can be salvaged after a crash.

“So now, every time there’s an accident with the ET-Plus, Trinity sells a new terminal,” he says.

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