January 6, 2020 1200 New Jersey Ave., SE

 Washington, D.C. 20590

In Reply Refer To: 

HSST-l /CC-155 

Mr. Felipe Almanza 

TrafFix Devices Inc. 

160 Avenida La Pata 

San Clemente California 92673 

Dear Mr. Almanza: 

This letter is in response to your March 13, 2019 request for the Federal Highway Administration 

(FHW A) to review a roadside safety device, hardware, or system for eligibility for 

reimbursement under the Federal-aid highway program. This FHWA letter of eligibility is 

assigned FHW A control number CC-155 and is valid until a subsequent letter is issued by 

FHW A that expressly references this device. 

Decision 

The following device is eligible within the length-of-need, with details provided in the form 

which is attached as an integral part of this letter: 

• SLED to MGS Guardrail 

Scope of this Letter 

To be found eligible for Federal-aid funding, new roadside safety devices should meet the crash 

test and evaluation criteria contained in the American Association of State Highway and 

Transportation Officials'(AASHTO) Manual for Assessing Safety Hardware (MASH). 

However, the FHWA, the Department of Transportation, and the United States Government do 

not regulate the manufacture of roadside safety devices. Eligibility for reimbursement under the 

Federal-aid highway program does not establish approval, certification or endorsement of the 

device for any particular purpose or use. 

This letter is not a determination by the FHW A, the Department ofTransportation, or the United 

States Government that a vehicle crash involving the device will result in any particular 

outcome, nor is it a guarantee of the in-service performance of this device. Proper 

manufacturing, installation, and maintenance are required in order for this device to function as 

tested. 

This finding of eligibility is limited to the crashworthiness of the system and does not cover other 

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 
2 

Eligibility for Reimbursement 

Based solely on a review of crash test results and certifications submitted by the manufacturer, 

and the crash test laboratory, FHWA agrees that the device described herein meets the crash test 

and evaluation criteria of the AASHTO's MASH. Therefore, the device is .eligible for 

reimbursement under the Federal-aid highway program if installed under the range of tested 

conditions. 

Name of system: SLED to MGS Guardrail 

Type of system: Crash Cushion 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: KARCO 

Date ofrequest: March 13, 2019 

FHW A concurs with the recommendation of the accredited crash testing laboratory on the 

attached form. 

Full Description of the Eligible Device 

The device and supporting documentation, including reports of the crash tests or other testing 

done, videos of any crash testing, and/or drawings of the device, are described in the attached 

form. 

Notice 

This eligibility letter is issued for the subject device as tested. Modifications made to the device 

are not covered by this letter. Any modifications to this device should be submitted to the user 

(i.e., state DOT) as per their requirements. 

You are expected to supply potential users with sufficient information on design, installation and 

maintenance requirements to ensure proper performance. 

You are expected to certify to potential users that the hardware furnished has the same chemistry, 

mechanical properties, and geometry as that submitted for review, and that it will meet the test 

and evaluation criteria of AASHTO's MASH. 

Issuance of this letter does not convey property rights of any sort or any exclusive privilege. This 

letter is based on the premise that information and reports submitted by you are accurate and 

correct. We reserve the right to modify or revoke this letter if: (1) there are any inaccuracies in 

the information submitted in support of your request for this letter, (2) the qualification testing 

was flawed, (3) in-service performance or other information reveals safety problems, (4) the 

system is significantly different from the version that was crash tested, or (5) any other 

information indicates that the letter was issued in error or otherwise does not reflect full and 

complete information about the crashworthiness of the system. 

Standard Provisions 
3 

• To prevent misunderstanding by others, this letter of eligibility designated as FHWA 

control number CC-155 shall not be reproduced except in full. This letter and the test 

documentation upon which it is based are public information. All such letters and 

documentation may be reviewed upon request. 

• This letter shall not be construed as authorization or consent by the FHW A to use, 

manufacture, or sell any patented system for which the applicant is not the patent holder. 

• This FHW A eligibility letter is not an expression of any Agency view, position, or 

determination of validity, scope, or ownership of any intellectual property rights to a 

specific device or design. Further, this letter does not impute any distribution or licensing 

rights to the requester. This FHW A eligibility letter determination is made based solely 

on the crash-testing information submitted by the requester. The FHW A reserves the 

right to review and revoke an earlier eligibility determination after receipt of subsequent 

information related to crash testing. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
.c 

Version 10.0 (05/16) 

Page 1 of 9 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

Date of Request: March 13, 2019 (i' New (' Resubmission I . Name: Robert Ramirez 

... Company: C1I TrafFix Devices, Inc. ....

.... Address: ·e 160 Avenida La Pata, San Clemente CA, 92673 

::s Country: United States 

Michael S. Griffith, Director 

V) 

To: FHWA, Office of Safety Technologies 

I request the following devices be considered eligible for reimbursement under the Federal-aid 

highway program. 

Device & Testing Criterion - Enter from right to left starting with Test Level Fl 

System Type Submission Type Device Name / Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, 

Attenuators, & Terminals 

(i' Physical Crash Testing 

(' Eng ineering Analysis 

SLED to Guardrail 

AASHTOMASH TL3 

By submitting this request for review and evaluation by the Federal Highway Administration, I certify 

that the product(s) was (were) tested in conformity with the AASHTO Manual for Assessing Safety 

Hardware and that the evaluation results meet the appropriate evaluation criteria in the MASH. 

Individual or Organization responsible for the product: 

Contact Name: Robert Ramirez Same as Submitter ~ 

Company Name: TrafFix Devices, Inc. Same as Submitter ~ 

Address: 160 Avenida La Pata, San Clemente CA, 92673 Same as Submitter ~ 

Country: United States Same as Submitter ~ 

Enter below all disclosures of financial interests as required by the FHWA ' Federal-Aid Reimbursement 

Eligibility Process for Safety Hardware Devices' document. 

TrafFix Devices Inc. and Appl us IDIADA KARCO Engineering LLC share no financial interests between the two 

organizations. This includes no shared financial interest but not limited to: 

i. Compensation including wages, salaries, commissions, professional fees, or fees for business referrals 

iii. Research funding or other forms of research support; 

iv. Patents, copyrights, licenses, and other intellectual property interests; 

vi. Business ownership and investment interests. 
Version 10.0 (05/16) 

Page 2 of 9 

PRODUCT DESCRIPTION 

(a New Hardware or 

Significant Modification

(' Modification to 

Existin§ Hardware 

The SLED is a free standing, non-redirective, gating crash cushion, designed to shield the end of guardrail. The 

SLED does not require anchoring to the road surface and can be used on concrete, asphalt, gravel, and dirt 

surfaces. The SLED was tested on a dirt surface. The SLED can be used in TL-1, TL-2, and TL-3 installations to 

treat the end of guardrail. The SLED attached to guardrail test series was conducted at TL-3 conditions. The 

SLED utilizes a transition that is mechanically attached to the guardrail it is shielding. The SLED system consists 

of four main components: three yellow water filled modules, one yellow empty module, one Containment 

Impact Sled (CIS), and one transition. The SLED's overall dimensions are 25.25 ft. (7.7 m) long (pin to pin) x 

27.25 in. (0.7 m) wide x 45.875 in. (1.2 m) tall. The yellow modules are manufactured from polyethylene that is 

UV stabilized. The SLED system consists of three water filled modules with the front empty module connected 

to the steel CIS. The water filled modules weigh approx. 2,000 lbs. (907 kg) when filled. The SLED's yellow water 

filled modules contain a fill lid, which incorporates a pop-up float water level indicator for identifying that 

modules are filled to the appropriate level. Permanently molded within the plastic modules are four corrosion 

resistant cables. The modules are designed with knuckles at the ends which contains a series of vertically 

aligned concentric holes that allow a steel t-pin to be inserted to connect adjacent modules together. When 

modules are pinned together there are a total of eleven knuckles aligned with the steel t-pin inserted. At the 

front of the SLED system is the steel CIS that is connected to the front yellow empty module. The CIS is 

designed using a steel tube frame and sheet metal construction. The front yellow empty module is connected 

to the CIS through the vertically aligned concentric holes in the knuckles and the t-pin connects the module 

and the CIS together. This is the same connection method used between the three yellow water filled modules. 

Bolted to the front impact face on the CIS is the directional indicator panel. The directional indicator panel is a 

square sheet of plastic that contains gore point directional sheeting on one side and left, or right, directional 

sheeting on the opposite side. This allows the user to convert the panel to the proper direction when installing 

the SLED. The directional indicator panel contours to the curved shape on the front impact face on the CIS and 

is secured by six bolts. Other directional sheeting and markings are available. The SLED is attached to the 

guardrail using aw-beam transition panel and a standard panel attached to thew-beam. The SLED transition is 

made of three components: one steel transition frame, one standard transition panel, and one w-beam 

transition panel. The transition frame is positively connected to the rear most water filled module through the 

vertically aligned concentric holes in the knuckles using a steel drop pin. This is the same connection method 

used between the yellow water filled modules and between the CIS and the front yellow empty module. The 

transition panels are pinned to the transition frame using outboard alignment pins designed into the transition 

frame. The transition panel is attached to the guardrail panel using eight guardrail bolts. The standard 

transition panel and w-beam transition panels are also connected to thew-beam using one guardrail post bolt 

and two wooden blockouts. 

CRASH TESTING 

By signature below, the Engineer affiliated with the testing laboratory, agrees in support of this submission that 

all of the critical and relevant crash tests for this device listed above were conducted to meet the MASH test 

criteria. The Engineer has determined that no other crash tests are necessary to determine the device meets 

the MASH criteria. 

Engineer Name: Steven Matsusaka 

Engineer Signature: Steven MatS U Sa ka 

Digitally si gned by Steven Matsusaka 

ON : cn=~teven Matsusaka, o=~p_plus IDIADA KARCO Engineering, LLC.,

ou, ema1l=Steven.Matsusaka@1d1ada.com, c=US 

Date: 2019.04.12 17:08:5 8 ..07'00' 

Address : 9270 Holly Rd, Adelanto, CA 92301 Same as Submitter D 

Country: United States of America Same as Submitter D 

A brief description of each crash test and its result: 
Version 10.0 (05/16) 

Page 3 of 9 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (11 00C) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-31 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted. 

3-32 (1 lO0C) Not applicab le for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-33 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-34 (1100() Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-35 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-36 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-37 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

3-38 ( 1 S00A) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 
Version 10.0 (05/16) 

Page 4 of 9 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-40 (11 00C) 

The SLED was positioned offset a quarter of 

the vehicle's width towards the passenger 

side. The offset position examines the risk of 

exceeding occupant risk values, vehicle 

instability, and vehicle yaw movement. The 

test was conducted using a commercially 

available 2013 Kia Rio 4-door sedan with a 

test inertial mass of 2,471.3 lbs. (1,121 .0 kg). 

The test vehicle impacted the SLED at a 

velocity of 62.78 mph (101.03 km/ h) and at 

an impact angle of 0.5°. The test vehicle 

impacted the steel Containment Impact 

Sled (CIS), pushing it rearward crushing and 

rupturing the yellow empty module within 

the CIS. As the vehicle continued 

downstream the three yellow water filled 

modules were crushed, ruptured, and 

dispersed the contained water. The vehicle 

rotated in a counter clockwise direction 

about its yaw axis before coming to a 

controlled stop 23.0 ft. (7.0 m) forward and 

10.4 ft. (3.2 m) lateral from the initial point 

of impact. The yellow SLED modules 

remained tethered together and securely 

attached to the guardrail via the steel t-pins 

between the module knuckles which 

connects directly to the internal molded in 

steel cables. The impacting vehicle was 

brought to a controlled stop, remained 

upright and did not exhibit vaulting 

throughout the impact event. The test 

vehicle's occupant compartment was not 

penetrated and there was no in cab 

deformation beyond allowable limits. The 

maximum roll and pitch angle did not 

exceed 75° and·occupant risk values were 

within limits per MASH specifications for 

Occupant Impact Velocity (OIV) and 

Ridedown Acceleration (RA). The SLED 

attached to guardrail met all the 

requirements of MASH Test 3-40. 

PASS 
Version 10.0 (05/16) 

Page 5 of 9 

The SLED was positioned in line with the 

center of the test vehicle. The inline 

centered position examines the risk of 

exceeding occupant risk values, vehicle 

instability, capacity to absorb sufficient 

kinetic energy, and the SLED's ability to 

bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2013 RAM 1500 4-door pickup 

truck with a test inertial mass of 4,986.8 lbs. 

(2,262.0 kg). The test vehicle impacted the 

SLED at a velocity of 62.75 mph (100.99 km/ 

h) and at an impact angle of 0.6°. The test 

vehicle impacted the steel Containment 

Impact Sled (CIS), pushing it rearward 

crushing the yellow empty module within 

the CIS. As the vehicle continued 

downstream the three yellow water filled 

modules were crushed, ruptured, and 

dispersed the contained water. The yellow 

SLED modules remained tethered together 

and securely attached to the guardrail via 

the steel t-pins between the module 

knuckles which connects directly to the 

internal molded in steel cables. The 

impacting vehicle was brought to a stop 8.2 

ft. (2.5 m) rearward and 5.6 ft. (1.7 m) lateral 

from the initial point of impact, remained 

upright and did not exhibit vaulting 

throughout the impact event. The test 

vehicle's occupant compartment was not 

penetrated and there was no in cab 

deformation beyond allowable limits. The 

maximum roll and pitch angle did not 

exceed 75° and occupant risk values were 

within limits per MASH specifications for 

Occupant Impact Velocity (OIV) and 

Ridedown Acceleration (RA). The SLED 

attached to guardrail met all the 

requirements of MASH Test 3-41 . 

. 

3-41 (2270P) PASS 
Version 10.0 (05/16) 

Page 6 of 9 

3-42 (1100() 

The SLED was positioned at a nominal angle 

of 5° with the centerline of the test vehicle 

aligned with the nose of the system. The 

angled position examines the risk of 

exceeding occupant risk values, vehicle 

instability, capacity to absorb sufficient 

impact energy, and the SLED's ability to 

bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2016 Hyundai Accent 4-door 

sedan with a test inertial mass of 2,426.1 lbs. 

(1,100.5 kg). The test vehicle impacted the 

SLED at a velocity of 61 .99 mph (99.76 km/ 

h) and at an impact angle of 4.2°. The test 

vehicle impacted the steel Containment 

Impact Sled (CIS), pushing it downstream 

crushing and rupturing the yellow empty 

module within the CIS. As the vehicle 

continued downstream the three yellow 

water filled modules were crushed, 

ruptured, and dispersed the contained 

water. The vehicle rotated in a clockwise 

direction about its yaw axis before coming 

to a controlled stop 15.7 ft. (4.8 m) 

downstream and 5.8 ft. (1.8 m) lateral from 

the initial point of impact. The yellow SLED 

modules remained tethered together and 

securely attached to the guardrail via the 

steel t-pins between the module knuckles 

which connects directly to the internal 

molded in steel cables. The impacting 

vehicle was brought to a controlled stop, 

remained upright and did not exhibit 

vaulting throughout the impact event. The 

test vehicle's occupant compartment was 

not penetrated and there was no in cab 

deformation beyond allowable limits. The 

maximum roll and pitch angle did not 

exceed 75° and occupant risk values were 

within limits per MASH specifications for 

Occupant Impact Velocity (OIV) and 

Ridedown Acceleration (RA). The SLED 

attached to guardrail met all the 

requirements of MASH Test 3-42. 

. 

PASS 
Version 10.0 (05/16) 

Page 7 of 9 

3-43 (2270P) 

The SLED was positioned at a nominal angle 

of 5° with the centerline of the test vehicle 

aligned with the nose of the system. The 

angled position examines the risk of 

exceeding occupant risk values, vehicle 

instability, capacity to absorb sufficient . impact energy, and the SLED's ability to 

bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2013 RAM 1500 4-door pickup . 

truck with a test inertial mass of 5,003.3 lbs. 

(2,269.5 kg). The test vehicle impacted the 

crash cushion at a velocity of 63.22 mph 

(101.75 km/h) and at an impact angle of 

5.4°. The test vehicle impacted the steel 

Containment Impact Sled (CIS), pushing it 

rearward crushing and rupturing the yellow 

empty module within the CIS. As the vehicle 

continued rearward the three yellow water 

filled modules were crushed, ruptured, and 

dispersed the contained water. The vehicle 

rotated in a clockwise direction about its 

yaw axis before coming to a controlled stop 

97.4 ft. (29.7 m) forward and 10.8 ft. (3.3 m) 

lateral from the initial point of impact. The 

yellow SLED modules remained tethered 

together and securely attached to the 

guardrail via the steel t-pins between the 

module knuckles which connects directly to 

the internal molded in steel cables. The 

impacting vehicle was brought to a 

controlled stop, remained upright and did 

not exhibit vaulting throughout the impact 

event. The test vehicle's occupant 

compartment was not penetrated and there 

was no in cab deformation beyond 

allowable limits. The maximum roll and 

pitch angle did not exceed 75° and 

occupant risk values were within limits per 

MASH specifications for Occupant Impact 

Velocity (OIV) and Ridedown Acceleration 

(RA). The SLED attached to guardrail met all 

the requirements of MASH Test 3-43. 

PASS 
Version 10.0 (05/16) 

Page 8 of 9 

3-44 (2270P) 

The SLED was positioned at a nominal angle 

of 20° with the center line of the test vehicle 

directed at the corner of the guardrail that is 

connected to the rearmost SLED yellow 

water filled module. The side angled impact 

test is to evaluate the SLED's ability to bring 

the vehicle to a controlled stop'. This angle 

and intersection directed the test vehicle 

into the third module from the front of the 

system. The test was conducted using a 

commercially available 2012 RAM 1500 4-

door pickup truck with a test inertial mass of 

4,989.0 lbs. (2,263.0 kg). The test vehicle 

impacted the SLED at a velocity of 62.38 

mph (100.39 km/ h) and at an impact angle 

of 19.8°. The test vehicle impacted the third 

yellow water filled module, ca~sing the 

vehicle to redirect slightly while crushing 

and rupturing the yellow filled module. As 

the vehicle continued forward the rearmost 

yellow water filled module was impacted 

and ruptured, which caused it to tear and 

disperse the contained water at the 

transition. The W-beam transition panel 

separated from the transition pin and 

allowed the vehicle to continue forward 

behind the crash cushion. The vehicle came 

to a controlled stop 117.8 ft. (35.9 m) 

downstream and 62.1 ft. (18.9 m) lateral 

from the initial point of impact. The yellow 

SLED modules remained tethered together 

but separated from the guardrail at the 

transition portion of the system. The steel tpins between the module knuckles which 

connects directly to the internal molded in 

steel cables remained intact. The impacting 

vehicle was brought to a controlled stop, 

remained upright and did not exhibit 

vaulting throughout the impact event. The 

test vehicle's occupant compartment was 

not penetrated and there was no in cab 

deformation beyond allowable limits. The 

maximum roll and pitch angle did not 

exceed 75°. The SLED attached to guardrail 

met all the requirements of MASH Test 3-44. 

PASS 

3-45 (1500A) 

Test 3-45 is intended for the evaluation of 

staging devices. The SLED uses water to 

dissipate the impacting vehicle's kinetic 

energy. All water-filled modules are 

physically the same in composition and 

contain the same amount of water. The 

force to activate each module is the same 

throughout the system, making the 

activation force linear throughout the 

system. Therefore the SLED is not a staging 

devices and test 3-45 is non-relevant and 

was not conducted. 

Non-Relevant Test, not conducted 
Version 10.0 (05/16) 

Page 9 of 9 

Full Scale Crash Testing was done in compliance with MASH by the following accredited crash test 

laboratory (cite the laboratory's accreditation status as noted in the crash test reports.): 

Laboratory Name: Appl us IDIADA KARCO Engineering, LLC 

Laboratory Signature: Digitally signed by Steven Matsusaka 

ON: cn=Steven Matsusaka, o=Applus IDlAOA KARCO Engineering, LLC., ou, Steven Matsusaka email=Steven.Matsusaka@idiada.com, c=US 

Date: 2019.04.1 2 17:10:17 -07'00' 

Address: 9270 Holly Rd, Adelanto, CA 92301 Same as Submitter D 

Country: United States of America Same as Submitter O 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

TL-371,Julyl 2018-Julyl , 20 19 

Submit Form 

ATTACHMENTS 

Attach to this form : 

I) Additional disclosures of related financial interest as indicated above. 

2) A copy of the full test report, video, and a Test Data Summary Sheet for each test conducted in 

support of this request. 

3) A drawing or drawings of the device(s) that conform to the Task Force-13 Drawing Specifications 

[Hardware Guide Drawin~ Standards]. For proprietary products, a single isometric line drawing is 

usually acceptable to illustrate the product, with detailed specifications, intended use, and contact 

information provided on the reverse. Additional drawings (not in TF-13 format) showing details that 

are relevant to understanding the dimensions and performance of the device should also be submitted 

to faci litate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
MASH Test 3-40 Summary 

0.000 s 0.200 s 0.400 s 0.600 s 1.000 s 

1

'~0 Y 'i'"- /· Jr -•f [ J.L">trrl 

"'- ---11---- I 

O_ n (P""-' • ', 

;..... ; ~ 

General Information 

Test Agency ... KARCO Engineering, LLC. 

KARCO Test No ... P37262-01 

Test Designation .. 3-40 

Test Date ............ . 07/23/17 

Test Article 

Name/ Model. .... ........ .... SLED Attached to Guardrail 

Type ..... . ....... .... .... ... ....... Crash Cushion 

Article Length ........ ........ ... 25.0 ft. (7.6 m) 

Installation Length ............ 136.1 ft. (41 .5 m) 

Road Surface.. . .. Medium to Fine Silty Soil 

Test Vehicle 

Type / Designation ........... 1100C 

Year, Make, and Model. .... 2013 Kia Rio 

Curb Mass ....... ... ... . ..... .. 2,554.0 lbs (1,158.5 kg) 

Test Inertial Mass ........ . .... 2,471 .3 lbs (1,121.0 kg) 

Gross Static Mass .. 2,627.9 lbs (1 ,192.0 kg) 

Figure 2 Summary of Test 3-40 

Impact Conditions 

Impact Velocity .. 

Impact Angle .. . 

Location I Orientation ... 

Kinetic Energy ..... . 

62.78 mph (101 .03 km/h) 

0.5° 

Offset 16.8 in. (428 mm) 

325.6 kip-ft (441.5 kJ) 

Exit Conditions 

Exit Velocity....... ... N/A 

Exit Angle .. ... .................. N/A 

Final Vehicle Position........ 23.0 ft. (7.0 m ) downstream 

10.4 ft. (3.2 m) right 

Vehicle Snagging ............. None 

Vehicle Pocketing..... ... ... . None 

Vehicle Stability ... ............ Satisfactory 

Maximum Roll Angle ........ . -8.1 ° 

Maximum Pitch Angle .. ..... 5.2 ° 

Maximum Yaw Angle ........ -113.7 ° 

'r--\ 

--~-' 

Occupant Risk 

Longitudinal OIV. ............ 10.6 m/s (34.8 ft/s) 

Lateral OIV ................... 0.3 m/s (1.0 ft/s) 

Longitudinal RA ..... ........ . -18.6 g 

Lateral RA ........... .. ... .. .. -1.8 g 

THIV . . . . ..... ......... 10.5 m/s (34.4 ft/s) 

PHO . . ... ... .... ..... .... . ... 18.2 g 

ASI ..... ............ ... ........ . 1.18 

Test Article Deflections 

Static .... . ...... ....... ... .. ... 7.2 ft. (2.2 m) 

Dynamic. . .... .......... 7.2 ft. (2.2 m) 

Working Width .... ....... ... 9.4 ft. (2.9 m) 

Debris Field. . ...... 65.9 ft. (20.0 m) downstream 

24.3 ft. (7.4 m) right 

Vehicle Damage 

Vehicle Damage Scale ..... 12-FD-4 

CDC.. .. ... . ....... 12FDEW4 

Maximum Intrusion.......... 0.8 in. (19 mm) 

15 TR-P37262-01-NC 
MASH Test 3-41 Summary 

0.000 s 0.127 s 0.381 s 0.635 s 1.143 s 

>----+8.2 ft. [2,5 M] 

General Information 

Test Agency .. . ...... IDIADA KARCO 

KARCO Test No. .. P37165-01 

Test Designation .... 3-41 

Test Date .... . 06/06/17 

Test Article 

Name / Model .. .. . . . . . .. .. SLED Attached to GR 

Type.. . ... .................. Non-redirective Crash Cushion 

Article Length ............ ..... .. 25.3 ft. (7.7 m) 

Installation Length .. .... ....... 131.4 (40.1 m) 

Road Surface.. ...... .. .. ....... Medium to Fine Silty Soil 

Test Vehicle 

Type I Designation ..... .. .. .. 2270P 

Year, Make, and Model. ..... 2013 Ram 1500 

Curb Mass ... .. .. .. .. .. .. .. ...... 4,888.7 lbs (2,217.5 kg) 

Test Inertial Mass . .. .. . 4,986.8 lbs (2,262.0 kg) 

Gross Static Mass .. ... .. ... 4,986.8 lbs (2,262.0 kg) 

Impact Conditions 

Impact Velocity ... .. 62.75 mph (100.99 km/h) 

Impact Angle .. ................. 0.6° 

Location / Orientation ........ Center vehicle to center of CC 

Kinetic Energy .......... 656.5 kip-ft (890.0 kJ) 

Exit Conditions 

Exit Velocity ......... .. ... N/A 

Exit Angle ...... .. ........ N/A 

Final Vehicle Position ........ 8.2 ft. (2.5 m ) Rearward 

5.6 ft. (1.7 m) Left 

Vehicle Snagging ..... . None 

Vehicle Pocketing .... .... ... . None 

Vehicle Stability ............... Satisfactory 

Maximum Roll Angle......... 20.8 ° 

Maximum Pitch Angle ...... . -12.0 ° 

Maximum Yaw Angle ........ 5.6 ° 

Occupant Risk 

Longitudinal OIV ..... ........ 11.2 m/s (36. 7 ft/s) 

Lateral OIV ... 0.3 m/s (1 .0 ft/s) 

Longitudinal RA ...... ......... -11.5 g 

Lateral RA............. ......... 1.2 g 

THIV ......... ...... ... . . 11 .2 m/s (36.7 ft/s) 

PHO................. .. .. ..... 10.8 g 

ASI. .. .. . .. . . ... .. . . 1.13 

Test Article Deflections 

Static ... 1.6 ft. (0.5 m) 

Dynamic....... ... .... .. .. ..... 1.6 ft. (0.5 m) 

Working Width ... .. ...... 10.7 ft. (3.3 m) 

Debris Field ...... .. .... .. . N/A 

Vehicle Damage 

Vehicle Damage Scale . 12-FC-6 

CDC 12FDEW2 

Maximum Intrusion.. .. .. .. .. 0.4 in. (10 mm) 

Figure 2 Summary of Test 3-41 

14 TR-P37165-01-NC 

MASH Test 3-43 Summary 

0.000 s 0.100 s 0.200 s 0.600 s 1.00 s 

~----------- 97 4 ft [297m l ' 

I 

10.8 ft . [3 3 m] 

General Information 

Test Agency ........... . . . IDIADA KARCO 

Test No ............... . . P38132-01 

Test Designation ... .. 3-43 

Test Date .. .. 05/24/18 

Test Article 

Name I Model... .. .. .... ... .. SLED Attached to GR 

Type ..................... .. ... ... Non-Redirective Crash Cushion 

Article Length ...... ... ... ... .. 25.3 ft. (7. 7 m) 

Installation Length ..... ....... 131.4 ft. (40.1 m) 

Road Surface ... .......... .... Compacted Soil 

Test Vehicle 

Type I Designation ........... 2270P 

Year, Make, and Model. .. .. 2013 RAM 1500 

Curb Mass .. .......... ..... .. .. 4,883.2 lbs (2,215.0 kg) 

Test Inertial Mass ... ... 5,003.3 lbs (2,269.5 kg) 

Gross Static Mass ...... .. 51 003.3 lbs (2,269.5 kg) 

Figure 2 Summary of Test 3-43 

Impact Conditions 

Impact Velocity ... .. .. ......... 63.22 mph (1 01 .75 km/h) 

Impact Angle .. .. .. 5.4° 

Location/ Orientation......... Center of CIS 

Kinetic Energy ................. 668.5 kip-ft (906.4 kJ) 

Exit Conditions 

Exit Velocity .... 14.04 mph (22.60 km/h) 

Exit Angle ... .......... 11 .2° 

Final Vehicle Position .. . ..... 97.4 ft. (29.7 m) dw 

10.8 ft. (3.3 m) Left 

Vehicle Snagging .. ... .. .... .. None 

Vehicle Pocketing . . . . . . . . . . . . None 

Vehicle Stability ................ Satisfactory 

Maximum Roll Angle .......... 8.8 ° 

Maximum Pitch Angle ........ 23.8 ° 

Maximum Yaw Angle ....... .. -22.9 ° 

Occupant Risk 

Longitudinal OIV ..... ..... .... 32.2 ft/s (9.8 m/s) 

Lateral OIV ........... ... .. ... 2.6 ft/s (0.8 m/s) 

Longitudinal RA.............. -12.8 g 

Lateral RA .................... -3.9 g 

THIV .... .... .................. .. 32.2 ft/s (9.8 m/s) 

PHO......... ................... 12.0 g 

ASI. ..... ....... ... . ... . 0.88 

Test Article Deflections 

Static.. ............... 7.8 ft. (2.4 m) 

Dynamic........................ 8.2 ft. (2.5 m) 

Working Width.... . .. 16.4 ft. (5.0 m) 

Debris Field . ............. 11 0.9 fl. (33.8 m) downstream 

29.8 ft. (9.1 m) Left 

Vehicle Damage 

Vehicle Damage Scale ..... 12-FD-4 

CDC.. ........ .. .. .. .. .. .. . . . . . 12FDEW4 

Maximum Intrusion ........... 0.2 in. (6 mm) 

15 TR-P38132-01-NC 
MASH Test 3-44 Summary 

0.000 s 0.060 s 

r. 

~ ~ 

t,? I r! ,109 "' 

General Information 

Test Agency .................... IDIADA KARCO 

Test No. .. .... 

Test Designation .. 

Test Date .. 

. .... P37261-01 

3-44 

.. 07/26/17 

Test Article 

Name / Model . . . . . . . . . . . . . . .. SLED Attached to GR 

Type .... ....... Non-Redirective Crash Cushion 

Article Length ......... ... ... .. 25.3 ft. (7.7 m) 

Installation Length . . .. 131.4 ft. (40.1 m) 

Road Surface............... .... Compacted Soil 

Test Vehicle 

Type/ Designation.. . ... 2270P 

Year, Make, and Model. ..... 2012 RAM 1500 

Curb Mass ....... 4,990.1 lbs (2,263.5 kg) 

Test Inertial Mass ........ ...... 4,989.0 lbs (2,263.0 kg) 

Gross Static Mass .. . ..... .... 4,989.0 lbs {2,263.0 kg) 

Figure 2 Summary of Test 3-44 

0.120 s 0.220 s 0.420 s 

H 't .J:>5 ~. 

',, 

Ol''' ~_I:::] --~3' ' ~ 

Impact Conditions 

Impact Velocity .. ...... ........ 62.38 mph (100.39 km/h) 

Impact Angle ................... 19.8° 

Location/ Orientation ... ..... Veh. CL to W-Beam Leading 

Kinetic Energy ...... .......... 649.0 kip-ft (879.9 kJ) 

Exit Conditions 

Exit Velocity ......... ..... .... . 25.34 mph (40.78 km/h) 

Exit Angle .... .................. 29.5° 

Final Vehicle Position........ 117.8 ft. (35.9 m) downstream 

62.1 ft. (18.9 m) Right 

Vehicle Snagging ...... ....... Minor 

Vehicle Pocketing .. .. None 

Vehicle Stability ................ Satisfactory 

Maximum Roll Angle ... ....... -4.7 ° 

Maximum Pitch Angle .. ...... 9.8 ° 

Maximum Yaw An_g_le ......... 13.0 ° 

Occupant Risk 

Longitudinal OIV ...... ....... 26.6 ft/s (8.1 m/s) 

Lateral OIV. . ......... .. .. .... 6.9 ft/s (2.1 m/s) 

Longitudinal RA....... ..... .. -10.0 g 

Lateral RA ... .... ..... .. .. .... 4.1 g 

THIV. .. .. . . .. .. . . 27.6 ft/s (8.4 m/s) 

PHO.. .. ...... .... . ... 10.1 g 

ASI. ....... ..................... 0.82 

Test Article Deflections 

Static .......... 14.3 ft. (4.4 m) 

Dynamic... . ... N/A 

Working Width ..... . .. 18.1 ft (5.5 m) 

Article Debris Field ... ....... 105.9 ft. (32.3 m} downstream 

45.9 ft. (14.0 m) right 

Vehicle Damage 

Vehicle Damage Scale ..... 12-FD-4 

CDC 12FDEW4 

Maximum Intrusion.......... 1.3 in. (33 mm) 

14 TR-P37261-01-NC 

4 

25'-J" 

[7.7m) 

EFFECTIVE LENGTH PIN TO PIN 

- D D

:f • ' 8 ' 8 l 8

FRONT :;~ :~~ 

TMm 271 /4" 

[692.15mm) • WATER FILLED SECONDARY ELEMENTS -------- +---------PRIMARY·----i I 

ELEMENT 

C C 

-FRONT 

i--------------------SLED END TREATMENT ------------------

.---,:·~ c-~-

-----~ -- _ -------::;:;;,--- ~ - - -

___._ -FRONT 

CUT AWAY SLED END TREATMENT 

ALL SECTIONS CONTAIN INTERNAL MOLDED-IN CABLES UNLESS OTHUWIU s,ecmED: 

All CIMfNMONS AU IN INCHES{mmJ. 

TrafFix dJIP 

Devices Inc. ~ 

160 Aventda La Pata S..i11 Clemente, CA 92673 

1t1',~J·~~~~9205 

www.tmWixdevices com 

A 

TITLE : 

SLED END 

TREATMENT W/ GUARDRAIL 

A 

NOTES: UNLESS OTHERWISE SPECIFIED 

DRAWN IY ; Chrutoph•1J0im• 

CHECKEOIY: 

FA 

Ar,ltOVEDaY: 

fA 

DATE: 

5/17/17 

DATE : 5/ 17/ 17 

DATE : 5/ 17/ 17 

SI ZE 

B DWG. NO. 

300-262 

REV 

A SHEET 1 OF 2 

5 4 3 
C 

8 3 2 

D 

Q 

3" 

(76.20 ] 7 f-

~ 

38 1/2" 

(978] 

T PIN A 

UNITS: INCHES [mm] 

MATERIAL: STEEL 

NOTES: UNLESS OTHERWISE SPECIFIED 

D 

88" 

(2235.20] 

27 1/4" --j 

[692.15] I 

I 

FRONT STEEL CAP 

160 Avenida La Para TrafFix .,. San Clcmcnrc, CA 926 73 

Devices Inc. 6,1® ~;>(~J-~~?.9205 

www lrof~xdevice~ com 

TITLE: 

SLED END TREATMENT A 

HARDWARE 

DRAWN BY: 

JEREMYSMnH 

CHECKED BY: 

FA 

DATE: 

02-()0-10 

DATE: 

10-16-09 

SIZE 

B DWG. NO. 

300-106 REV H APPROVED l!Y· 

FA DATE: 10-1~ SHEE T I OF 2 

8 

C 
C 

D ~ -.;:-- ........

5 15/16" 

C 0 7J 

(!)22 3/8"

Ii-•---[568.33i ----•1 

r- a ..,..,-.- l

25 3/4" 

[ 654.05] 

21 1/2" Jo] 

SLED END TREATMENT 

TRANSITION FRAME 

SHORT 

OUTSIDE 

TRANSITION PIN 

W / KEEPER PIN 

A 

UNITS : INCHES [mm] 

MATERIAL: STEEL 

NOTES: UNLESS OTHERW ISE SPEC IFIED 

8 

I 

I 

I 

0RAWN 8Y: 

JEREMY SMITH 

CHECt::ED 8Y: 

FA 

APPROVED BY: FA 

20 7 /8"' 

[530.23] 

I 

SLED END TREATMENT 

TRANSITION PANEL 

3 

...,......;l"1~•9 I D 

160Avemda LaPara TrafFix San Clemente, CA 92673 ~ (949) 361-5663 Dev,ces Inc. = ~AX <949JJs1,92os '°" www troffixdevu ..·es com 

TITLE: -

SLED END TREATMENT A 

rtARDWARE SIZE DWG. NO. REV 

B 300-106 H SHEET 2 OF 2 

'--' 

I 

38 1/ 4" 

[ 911.55 l 

LONG 

CENTER 

TRANSITION PIN 

WI KEEPER PIN DATE: 

02-09·10 

DATE: 

10-16-09 

DATE: 

10-1 6-()Q 

C 
4 

D D

20 

[sos] 

C C 

15 

[381] 

UNlfSS OTHUWISE SPfClflfD: All CMMfNSIONS Allf IN INCHES(mrn] . 

TrafFix -,., 160 Aventt1a La Para 

Devices Im;;. 6® Sau C!c:mcntc, CA 926 73 

f_t_i)(~J-~~~~9205 

www.traf:lxdevices com 

TITLE : 

A W-Beam Guardrail A 

Transition Panel 

SIZE DWG. NO. REV DllAWN IY: DATE: 

2. Units: Inches [mm) Chrittoph•rJolm• S/ 11/17 300-263 1. Material: Steel CHECK.f0 IY: DATE: 

FA S/ 11/ 17 

B A 

NOTES: UNLESS OTHERWISE SPECIFIED AP~ll:OVt:0 I Y: DATE: FA 5/1 1/ 17 SHEET 1 OF 1 

8 4 
D

C