SECTION 4

MASH TEST 3-42 SUMMARY
Test Article: TrafFix Devices SLED Project No. P35237-01
Test Program: MASH 3-42 Test Date: 12/02/15

SEQUENTIAL PHOTOGRAPHS

14s

55m 60m

= PrecTest
m Article
i Vehicle
Post-Test
i Article
mi Vehicle
5X Debris

TR-P35237-01-B


SECTION 4
MASH TEST 3-40 SUMMARY
Test Article: TrafFix Devices SLED Project No. P35244-01
Test Program: MASH 3-40, Test Date: 11/23/15

SEQUENTIAL PHOTOGRAPHS

(De

+

9 TR-P35244-01-A


25'-3"
(7.7m)
EFFECTIVE LENGTH PIN TO PIN

at

27 1/4"
[0.69m] FRONT

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bad

EMPTY
WATER FILLED SECONDARY ELEMENTS. PRIMARY:
ELEMENT

FRONT

FRONT

, CUTAWAY SLED END TREATMENT
ALL SECTIONS CONTAIN INTERNAL MOLDED-IN CABLES,

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Version 10.0 (05/16)

Page 2 of 8
PRODUCT DESCRIPTION
New Hardware or Modification to
Significant Modification Existing Hardware

The SLED is a non-redirective, gating crash cushion, designed to shield the end of rigid objects. The SLED is free
standing, does not require anchoring to the road surface, can be used on concrete, asphalt, gravel, and
compacted dirt surfaces. The surface used for these tests was concrete. A SLED transition is mechanically
attached to the barrier it is shielding. Freestanding barrier was used for this test series. The system consists of
six main components: four Modules, one Containment Impact Sled (CIS), and one transition. The system's
overall dim. are 25.25 ft (7.7 m) long (pin to pin) X 2.3 ft (0.7 m) wide X 3.8 ft (1.2 m) tall. The modules have
overall dim. of 6.3 ft (1.9 m) long (pin to pin) X 1.9 ft (0.57 m) wide X 3.8 ft (1.2 m) tall. The modules are
manufactured from polyethylene that is UV stabilized. A TL-3 system consists of three water filled modules and
one empty front module connected to the steel CIS. Water filled modules weigh approx. 2000Ibs (907 kg) when
filled. Each water filled module contains 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.
This provides a positive connection between adjacent modules. At the front of the SLED system is the steel CIS
that is connected to the empty front module. The empty module is identical in design to the water filled
modules. To assure that the front module in the CIS remains empty, drain holes are drilled into the module at
ground level preventing water filling. The CIS is designed using a steel tube frame and sheet metal
construction. The CIS has overall dim. of 2.5 ft (0.77 m) tall X 2.3 ft (0.7 m) wide X 7.3 ft (2.2 m) long, and weighs
197 lb (89.4 kg). The 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 adjacent 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. The SLED is attached to the barrier using two transition
panels attached to both sides of the barriers side surfaces. The SLED Transition is made of three main
components: one steel transition frame and two symmetric transition panels. 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 t-pin. This is the same connection method used between adjacent modules and within the CIS
and the empty front module. The transition panels are pinned to the transition frame using outboard
alignment pins designed into the transition frame. The transition panels are attached to the barrier using a
minimum of four mechanical fasteners per side. A minimum of eight fasteners are required to attach the SLED
to the barrier. The MASH tested and passed SLED TL-3 crash cushion, described above, is the same product as
the previously tested and passed NCHRP-350 SLED TL-3 crash cushion (Reference Letter CC-114). The design,
manufacturing process, and installation are identical between the MASH and NCHRP-350 tested products.
Existing inventory is interchangeable as no design changes have been made since the inception of the SLED in
February 2011.

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
ithe MASH criteria.

Engineer Name: Balbino A. Beltran
. Digitally signed by Babino A Bevan
Engineer Signature: Balbino A. Beltran Ssttnitenetetemo cn
Date: 20160812 115013-0700
Address: 19270 Holly Rd. Adelanto, CA. 92301 Same as Submitter []
Country: United States Same as Submitter [_]



Test Article:

SECTION 4...(CONTINUED)
MASH TEST 3-42 SUMMARY

TrafFix Devices SLED

Test Program:

MASH 3-42

Project No.
Test Date:

P35237-01
12/02/15

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 61.94 mph (99.68 km/h)
TEST NUMBER P35237-01 IMPACT ANGLE (°) 14.0
TEST DESIGNATION 3-42 MAXIMUM ROLL ANGLE (°) 10.9
TEST DATE ; 12/2/15 MAXIMUM PITCH ANGLE (°) 5.9

TEST ARTICLE MAXIMUM YAW ANGLE (°) 9.2
NAME / MODEL Sentry Longitudinal Energy Dissipater (SLED) STOPPING DISTANCE 181.5 ft. (55.3 m)
TYPE Crash Cushion / End Treatment KINETIC ENERGY 313.4 kip-ft (424.9 kJ)
KEY ELEMENTS Containment Impact Sled, Empty Primary Element, OCCUPANT RISK VALUES

Water Filled Secondary Elements OCCUPANT IMPACT [Longitudinal 30.5 ft/s (9.3 m/s)

CRASH CUSHION LENGTH 25.2 ft. (7.7 m) VELOCITY Lateral 2.6 fl/s (0.8 m/s)
ADJOINING BARRIER LENGTH 41.0 ft. (42.5 m) RIDEDOWN Longitudinal -12.0 9
ROAD SURFACE Conerete ACCELERATION — [i ateral 5.19

TEST VEHICLE THIV 30.5 ft/s (9.3 m/s)
TYPE / DESIGNATION 1100C PHD 12.29
YEAR, MAKE AND MODEL 2010 Kia Rio ASI 1.0
CURB MASS 2,497.8 lbs (1,133.0 kg) VEHICLE DAMAGE
TEST INERTIAL MASS 2,443.8 Ibs (1,108.5 ka) VEHICLE DAMAGE SCALE 12-FC-5
GROSS STATIC MASS 2,600.3 Ibs (1,179.5 kg) COLLISION DAMAGE CLASSIFICATION 12FCEW3

TR-P35237-01-B



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Test Article:

SECTION 4...(CONTINUED)
MASH TEST 3-43 SUMMARY

TrafFix Devices SLED

P

Test Program:

MASH 3-43

Test Date:

P35245-01
12/02/15

roject No.

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 60.17 mph (96.84 km/h)
TEST NUMBER P35245-01 IMPACT ANGLE (°) 15.2
TEST DESIGNATION 3-43 MAXIMUM ROLL ANGLE (°) 5.1
TEST DATE 12/2/15 MAXIMUM PITCH ANGLE (°) “47

TEST ARTICLE MAXIMUM YAW ANGLE (°) “25.3
NAME / MODEL Sentry Longitudinal Energy Dissipater (SLED) STOPPING DISTANCE 162.0 ft. (49.4 m)
TYPE Crash Cushion / End Treatment KINETIC ENERGY 595.0 kip-ft (807.0 kJ)
KEY ELEMENTS Containment impact Sled, Empty Primary Element, OCCUPANT RISK VALUES

Water Filled Secondary Elements OCCUPANT IMPACT [Longitudinal 25.9 fs (7.9 m/s)

CRASH CUSHION LENGTH 25.0 ft. (7.6 m) VELOCITY Lateral 6.6 fs (2.0m/s)
ADJOINING BARRIER LENGTH 40.9 ft. (12.5 m) RIDEDOWN Longitudinal 4.89
ROAD SURFACE Concrete ACCELERATION _ |Lateral 4.89

TEST VEHICLE THIV 26.6 ft/s (8.1 mis)
TYPE / DESIGNATION 2270P PHD 68g
YEAR, MAKE AND MODEL. 2010 Dodge Ram 1500 ASI 0.64
CURB MASS 4,776.2 Ibs (2,166.5 kg) VEHICLE DAMAGE
TEST INERTIAL MASS 4,917.3 Ibs (2,230.5 kg) VEHICLE DAMAGE SCALE 72FC5

COLLISION DAMAGE CLASSIFICATION 12FCEW3

GROSS STATIC MASS

4,917.3 Ibs (2,230.5 kg)

TR-P35245-01-B



SECTION 4
MASH TEST 3-44 SUMMARY
Test Article: TrafFix Devices SLED Project No. P35049-01
Test Program: MASH 3-44 Test Date: 10/27/15

SEQUENTIAL PHOTOGRAPHS

10m Sm om Sm 10m 15m 20m 25m 30m 35m 40m

Pre-Test
© ance
even

PosttTest

9 TR-P35049-01-NC


Version 10.0 (05/16)

Page 7 of 8

[The SLED was positioned inline with center
lof the test vehicle. The inline centered
position examines the risk of exceeding
occupant risk values, vehicle instability, the
ISLED's capacity to absorb sufficient impact
lenergy, and the SLED's ability to bring the
vehicle to a safe controlled stop. The test
was conducted using a commercially
available’ 2010 Chevy Malibu 4-door sedan
with a test inertial mass of 3,310.2 Ibs
(1,501.5 kg). The test vehicle impacted the
SLED at a velocity of 62.13 mph (99.99 km/
hr) and at an impact angle of 0°. The test
vehicle impacted the Containment Impact
Sled (CIS) pushing it rearward crushing and
rupturing the empty and water filled
modules. The SLED brought the vehicle to a
controlled stop and remained upright
throughout the impact event. The test
vehicle's occupant compartment was not
penetrated and there was no measurable in
cab deformation. The maximum roll and
pitch angle did not exceed 75°. Occupant
risk values are within limits per MASH
specifications for Occupant Impact Velocity
jand Ridedown Acceleration.

3-45 (1500A)

PASS

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: KARCO Engineering, INC

° ‘igally signed by Babing AGelran
Laboratory Signature: Balbino A. Beltran  iktertemcisSemmisca

Date: 20160812 115037 0700

Address: 9270 Holly Rd. Adelanto, CA. 92301 Same as Submitter [_]
Country: United States Same as Submitter [_]
Accreditation Certificate
Number and Dates of current |December 18, 2015 - December 18, 2017
Accreditation period :

gla sgn Febe nanee

Submitter Signature*: Wu Llrwong

‘crabtimarasoual
‘ate orconto spas ore

Submit'Form

ATTACHMENTS


INTENDED USE

The Sentry Longitudinal Energy Dissipater (SLED) Crash Cushion is a narrow water-filled, non-redirective
gating crash cushion designed to shield the end of rigid objects. The SLED End Treatment does not require

anchor bolts to be secured to the road surface. The SLED system can be installed on asphalt and concrete road
surfaces.

The MASH SLED TL-3 is the same design as the NCHRP-350 SLED TL-3 (reference acceptance letter
CC-114). No changes were made to meet the safety evaluation criteria for MASH. Four yellow polyethylene
plastic modules make up the TL-3 system. The front module is left empty and weighs approximately 150 Ibs.
[68 kg]. The Containment Impact Sled (CIS) is pinned to the front empty module. The three remaining
modules used in a TL-3 application are water filled. When filled, each module weighs approximately 2000 lbs
[907 kg]. The rearmost water filled module is positively connected to the steel transition frame. This is the
same connection method used between adjacent modules and within the CIS and the empty front module.
The transition panels are pinned to the transition frame using outboard alignment pins designed into the
transition frame. The transition panels are attached to the igid object using a minimum of four (4) mechanical
fasteners per side. A minimum of eight (8) fasteners are required to properly secure the SLED to the i
object.

3D End Treatment

Length:

25 ft. (7.7 m) (Pin to Pin)- Four (4) Modules, TL-3 Version
Height: 3.8 ft. (1.2 m)

Width: 2.3 ft. (0.7 m)

The SLED End Treatment has been tested and passed the recommended procedures of NCHRP-350 and
MASH.

ACCEPTANCE
FHWA Eligibility Letter:

CONTACT INFORMATION
TrafFix Devices, Inc.
Corporate Headquarters
160 Avenida La Pata
San Clemente, CA 92673
www traffixdevices.com

Phone: +1(949)-361-5663
Fax: +1(949)-361-9205
il: info@traffixdevices.com

SLED END TREATMENT

SER## . ya
TrafFix
SHEET NO. DATE: Devices Inc. y A i:

2 OF 2 08/15/2016



Version 10.0 (05/16)
Page 4 of 8

Required Test Narrative Evaluation
Number Description Results

The SLED was positioned inline with the
center of the test vehicle. The inline
centered position examines the risk of
lexceeding occupant risk values, vehicle
instability, the SLED's capacity to absorb
sufficient impact energy, and the SLED's
lability to bring the vehicle to a safe
controlled stop. The test was conducted
using a commercially available 2012 Dodge
Ram 4-door pickup truck with a test inertial
mass of 4,927.2 Ibs (2,235 kg). The test
vehicle impacted the SLED at a velocity of
62.12 mph (100 km/hr) and at an impact
3-41 (2270P) angle of 0.9°. The test vehicle impacted the |PASS
Containment Impact Sled (CIS) pushing it
rearward crushing and rupturing the empty
land water filled modules. The SLED brought
the vehicle 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 measurable in
cab deformation. The maximum roll and
pitch angle did not exceed 75° and
occupant risk values are within limits per
IMASH specifications for Occupant Impact
Velocity and Ridedown Acceleration.

The test was conducted using a
commercially available 2010 Kia Rio 4-door
sedan with a test inertial mass of 2,443.8 Ibs
(1,108.5 kg). The test vehicle impacted the
crash cushion at a velocity of 61.94 mph
(99.68 km/hr) and at an impact angle of 14°.
The test vehicle impacted the Containment
Impact Sled (CIS) and the front empty and
first water filled module were forced

> rearward and rotated counter-clockwise
180° from their original position. This
rotation induced a large bending moment
lon the rear water filled modules and on the
transition connection point to the barrier.
The modules remained tethered together
via the steel t-pin between adjacent
modules which connects directly to the
internal molded in steel cables inside all the
modules. The transition attachment
remained secure to the CMB and did not
release from the barrier throughout the
impact event. The test vehicle's occupant
compartment was not penetrated and there
were no measurable in cab deformation.
|The maximum roll and pitch angle did not
lexceed 75°. Occupant risk values are within
limits per MASH specifications for Occupant
impact Velocity and Ridedown Acceleration.

3-42 (1100C) PASS



Version 10.0 (05/16)
Page 3 of 8

A brief description of each crash test and its result:

Required Test Narrative Evaluation
Number Description Results

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

[Test for redirective crash cushions is not
applicable for the SLED system.

Test for redirective crash cushions is not
applicable for the SLED system.

|The SLED was positioned offset a quarter of
the vehicle’s width toward 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 2010 Kia Rio 4-door sedan with a
test inertial mass of 2,459.2 Ibs (1,115.5 kg).
The test vehicle impacted the SLED at a
velocity of 63.66 mph (102.45 km/hr) and at
an impact angle of 0.2°. The test vehicle
impacted the Containment Impact Sled
3-40 (1100C) |(CIS), pushing it rearward, crushing and PASS
rupturing the empty and water filled
modules before rotating about its yaw axis
before coming to a controlled stop. The
vehicle remained upright throughout the
impact event. The test vehicle's occupant
compartment was not penetrated and there
lwas no measurable in cab deformation. The
maximum roll and pitch angle did not
lexceed 75° and occupant risk values were
within limits per MASH specifications for
(Occupant Impact Velocity (OIV) and
IRidedown Acceleration (RA).

3-30 (1100C) Non-Relevant Test, not conducted

3-31 (2270P) Non-Relevant Test, not conducted

3-32 (1100) Non-Relevant Test, not conducted

3-33 (2270P) Non-Relevant Test, not conducted

3-34 (1100C) Non-Relevant Test, not conducted

3-35 (2270P) Non-Relevant Test, not conducted

3-36 (2270P) Non-Relevant Test, not conducted

3-37 (2270P) Non-Relevant Test, not conducted

3-38 (1500A) Non-Relevant Test, not conducted



Test Article:

SECTION 4...(CONTINUED)
MASH TEST 3-44 SUMMARY

TrafFix Devices SLED

Test Program:

MASH 3-44

P
tT

P35049-01
10/27/15

roject No.

est Date:

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 62.58 mph (100.71 km/h)
TEST NUMBER P35049-01 IMPACT ANGLE (°) 20.5
TEST DESIGNATION 3-44 MAXIMUM ROLL ANGLE (°) -13.9
TEST DATE 10/27/15 MAXIMUM PITCH ANGLE ( -13.8

TEST ARTICLE MAXIMUM YAW ANGLE (°) 420.3
NAME / MODEL Sentry Longitudinal Energy Dissipater (SLED) STOPPING DISTANCE 32.9 ft (10.0 m)
TYPE Crash Cushion / End Treatment IMPACT KINETIC ENERGY 648.7 kip-ft (879.5 kJ)
KEY ELEMENTS Containment Impact Sled, Empty Primary Element, - OCCUPANT RISK VALUES

Water Filled Secondary Elements OCCUPANT IMPACT {Longitudinal 35.1 fis (10.7 m/s)

CRASH CUSHION LENGTH 25.4 ft. (7.7 m) VELOCITY Lateral 6.9 ft/s (2.1 m/s)
ADJOINING BARRIER LENGTH 40.5 ft. (12.3 m) RIDEDOWN Longitudinal -25.0 9
ROAD SURFACE Concrete ACCELERATION __ |Lateral 8.79

TEST VEHICLE THIV 36.1 ft/s (11.0 m/s)
TYPE / DESIGNATION 2270P PHD 25.99
YEAR, MAKE AND MODEL 2009 Dodge Ram 1500 ASI 1.34
CURB MASS 4,952.6 Ibs (2,246.5 kg) VEHICLE DAMAGE
TEST INERTIAL MASS 4,954.7 Ibs (2,247.5 kg) VEHICLE DAMAGE SCALE 1-FR-7
GROSS STATIC MASS 4,954.7 Ibs (2,247.5 kg) COLLISION DAMAGE CLASSIFICATION O1FREE4

10

TR-P35049-01-NC



Version 10.0 (05/16)
Page 6 of 8

3-44 (2270P)

The SLED was positioned at a nominal angle
lof 20° and the centerline of the impacting
vehicle was directed at the corner of the
adjoining concrete median barrier. This
angle and intersection directed the test
vehicle into the crash cushion at its CIP
approx. 14.92 ft [4.55 m] from the front of
the SLED. The CIP and impact angle was
defined in specifications detailed in MASH
for test procedures for Gating Non-
Redirective Crash Cushion. The test was
conducted using a commercially available
2009 Dodge Ram 4-door pickup truck with a
test inertial mass of 4,954.7 Ibs (2,247.5 kg).
[The test vehicle impacted the crash cushion
jat a velocity of 62.58 mph (100.71 km/hr)
and at an impact angle of 20.5°. The test
vehicle made initial contact with the second
water filled module. The test vehicle
subsequently impacted the third water
filled modules. All four Modules and the
Containment Impact Sled (CIS) rotated
clockwise upon impact and the concrete
median barriers were pushed forward and
rotated counterclockwise. The transition
attachment remained securely attached to
tthe CMB throughout the impact event. All
the modules remained tethered and
restrained to each other. The steel drop pins
between adjacent modules and the internal
molded in steel cables remained intact
preventing the vehicle from entering the
clear zone. The SLED brought the vehicle to
ja controlled stop, the vehicle

remained upright, and did not exhibit
vaulting throughout the impact event. The
maximum roll and pitch angle did not

lexceed 75°.

PASS



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A)

1200 New Jersey Ave., SE

Ofereoottaton Washington, D.C. 20590
Federal Highway

inistrati =
Administration In Reply Refer To:

HSST-1/CC-131

Mr. Felipe Almanza
TrafFix Devices Inc.

160 Avenida La Pata

San Clemente, CA 92672.

Dear Mr. Almanza:

This letter is in response to your May 24, 2016 request for the Federal Highway Administration
(FHWA) to review a roadside safety device, hardware, or system for eligibility for
reimbursement under the Federal-aid highway p1 FHWA letter of eligibility is
assigned FHWA control number CC-131 and is valid until a subsequent letter is issued by
FHWA that expressly references this device.

Decision

The following devices are eligible, with details provided in the form which is attached as an
integral part of this letter:
* MASH Sentry Longitudinal Energy Dissipater (SLED)

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’ 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 FHWA, the Department of Transportation, 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.


SECTION 4
MASH TEST 3-41 SUMMARY

Test Article: TrafFix Devices SLED Project No. P35201-01
Test Program: MASH 3-41 Test Date: 10/22/15

SEQUENTIAL PHOTOGRAPHS

0.000 s 0.120 0.240 s 0.360 s : 0.480 s 0.600 s

PLAN VIEW

10 m sm om sm tom Asm. 20m 25m. 30m 3m om 48m som

Mi PreTest Vehicle
WM Post-Test Vehicle
WM Pre-Test Auticle

WM Post-Test Article
@Post-Test Debris

9 TR-P35201-01-B


Version 10.0 (05/16)
Page 8 of 8

Attach to this form:
1) 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

Hard: ‘ide Drawin; . For proprietary products, a single isometric line drawing is
i

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 facilitate our review.

FHWA Official Business Only:
Eligibility Letter
Number Date Key Words



Version 10.0 (05/16)
Page 5 of 8

3-43 (2270P)

The test was conducted using a
commercially available 2010 Dodge Ram 4-
door pickup truck with a test inertial mass of|
4,917.3 Ibs (2,230.5 kg). The test vehicle
impacted the crash cushion at a velocity of
160.21 mph (96.90 km/hr) and at an impact
jangle of 15.2°. The test vehicle impacted the
Containment Impact Sled (CIS) and the front
lempty and first water filled module were
forced rearward and rotated counter-
clockwise 180° from their original position.
This rotation induced a large bending
moment on the rear water filled modules
and on the transition connection point to
the barrier. The modules remained tethered
together via the steel t-pin between
adjacent modules which connects directly
ito the internal molded in steel cables inside
jall the modules. The transition attachment
remained secure to the barrier and did not
release from the barrier throughout the
impact event. The test vehicle’s occupant
icompartment was not penetrated and there
were no measurable in cab deformation.
[The maximum roll and pitch angle did not
exceed 75°. Occupant risk values are within
limits per MASH specifications for Occupant

Impact Velocity and Ridedown Acceleration.

PASS



SECTION 4
MASH TEST 3-43 SUMMARY
Test Article: TrafFix Devices SLED Project No. P35245-01
Test Program: MASH 3-43 Test Date: 12/02/15

SEQUENTIAL PHOTOGRAPHS

PLAN VIEW

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nOebne

Crp

10 TR-P35245-01-B


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Version 10.0 (05/16)
Page 1 of 8

Request for Federal Aid Reimbursement Eligibility
of Highway Safety Hardware

Date of Request: | 5-24-16 @New (Resubmission
Name: | Felipe Almanza
§ Company: |TrafFix Devices Inc.
E Address: | 160 Avenida La Pata San Clemente California 92672
3 Country: [United States
To: Michael S. Griffith, Director -
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

*CC': Crash Cushions,
Attenuators, & Terminals

(@ Physical Crash Testing
C Engineering Analysis

System Type Submission Type Device Name / Variant Testing Criterion rest
AASHTO MASH TL3

SLED

By submitting this request for review and evaluation by the Federal Highway Administration, | 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: Felipe Almanza Same as Submitter J]
[Company Name: __|TrafFix Devices Inc. Same as Submitter [x]
Address: 160 Avenida La Pata San Clemente California 92672 Same as Submitter x]
Country: United States Same as Submitter [X]

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 Karco Engineering LLC share no financial interests between the two organizations. This
includes no shared financial interest but not limited to:
i. Compensation included 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;



Test Article:

SECTION 4...(CONTINUED)
MASH TEST 3-40 SUMMARY

TrafFix Devices SLED

Test Program:

MASH 3-40

Project No.
Test Date:

P35244-01
41/23/15

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 63.66 mph (102.45 km/h)
TEST NUMBER P35244-01 IMPACT ANGLE (°) 0.2
TEST DESIGNATION 3-40 MAXIMUM ROLL ANGLE (°) 6.3
TEST DATE 11/23/15 MAXIMUM PITCH ANGLE (°) 75
TEST ARTICLE MAXIMUM YAW ANGLE (°) 327.5
NAME / MODEL Sentry Longitudinal Energy Dissipater (SLED) STOPPING DISTANCE 73.5 ft. (22.4 m)

TYPE Crash Cushion / End Treatment KINETIC ENERGY 333.2 kip-ft (451.8 kJ)
KEY ELEMENTS Containment Impact Sled, Empty Primary Element, — OCCUPANT RISK VALUES
Water Filled Secondary Elements OCCUPANT IMPACT [Longitudinal 33.5 fs (10.2 mis)

CRASH CUSHION LENGTH 25.5 ft, (7.8 m) VELOCITY Lateral 3.6 fils (1.4 mis)
ADJOINING BARRIER LENGTH 40.3 ft. (12.3 m) RIDEDOWN Longitudinal 716.59
ROAD SURFACE Concrete ACCELERATION | |Lateral 6.29

TEST VEHICLE THIV 33.8 ft/s (10.3 mis)
TYPE / DESIGNATION 44006 PHD 16.79
YEAR, MAKE AND MODEL 2010 Kia Rio LX ASI 1.06
CURB MASS 2,456.0 Ibs (1,144.0 kg) VEHICLE DAMAGE
TEST INERTIAL MASS 2,459.3 Ibs (1,115.5 kg) VEHICLE DAMAGE SCALE 12-FD-3
GROSS STATIC MASS 2,620.2 Ibs (1,188.5 kg) COLLISION DAMAGE CLASSIFICATION 42FDEW2

10

TR-P35244-01-A



Test Article:

SECTION 4
MASH TEST 3-45 SUMMARY... (CONTINUED)

Test Program:

TrafFix Devices SLED PI
MASH 3-45 T
SUMMARY TABLE

P35211-01
10/23/15

roject No.
est Date:

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLC. IMPACT VELOCITY 62.13 mph (99.99 km/h)
TEST NUMBER P35211-01 IMPACT ANGLE (°) 0.0
TEST DESIGNATION 3-45 MAXIMUM ROLL ANGLE (°) 233)
TEST DATE 10/23/15 MAXIMUM PITCH ANGLE (°) 2.6

TEST ARTICLE MAXIMUM YAW ANGLE (°) 34
NAME / MODEL Sentry Longitudinal Energy Dissipater (SLED) STOPPING DISTANCE 20.3 ft. (6.2 m)
TYPE Crash Cushion / End Treatment IMPACT SEVERITY 427.2 kip-ft (579.1 kJ)
KEY ELEMENTS Containment Impact Sled, Empty Primary Element, OCCUPANT RISK VALUES

Water Filled Secondary Elements OCCUPANT IMPACT {Longitudinal 33.8 f/s (10.3 m/s)

CRASH CUSHION LENGTH 25.3 ft. (7.7 m) VELOCITY Lateral 2.0 fils (0.6 mis)
ADJOINING BARRIER LENGTH 40.9 ft. (12.5 m) RIDEDOWN Longitudinal “17g
ROAD SURFACE Concrete ACCELERATION 2.09

TEST VEHICLE THIV 33.8 fils (10.3 m/s)
TYPE / DESIGNATION 1500A PHD i179
YEAR, MAKE AND MODEL 2010 Chevy Malibu ASI 1.06
CURB MASS 3,352.1 Ibs (1,520.5 kg) VEHICLE DAMAGE
TEST INERTIAL MASS 3,310.2 Ibs (1,501.5 kg) VEHICLE DAMAGE SCALE 12-FC-5
GROSS STATIC MASS 3,310.2 Ibs (1,501.5 kg) COLLISION DAMAGE CLASSIFICATION 12FCEW2

11

TR-P35211-01-B



3

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 the 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

e To prevent misunderstanding by others, this letter of eligibility designated as FHWA
control number CC-131 shal] 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.

e This letter shall not be construed as authorization or consent by the FHWA to use,
manufacture, or sell any patented system for which the applicant is not the patent holder.

e Ifthe subject device is a patented product it may be considered to be proprietary. If
. proprietary systems are specified by a highway agency for use on Federal-aid projects:

(a) they must be supplied through competitive bidding with equally suitable unpatented
items; (b) the highway agency must certify that they are essential for synchronization
with the existing highway facilities or that no equally suitable alternative exists; or (c)
they must be used for research or for a distinctive type of construction on relatively short
sections of road for experimental purposes. Our regulations concerning proprietary
products are contained in Title 23, Code of Federal Regulations, Section 635.411.

Sincerely yours,

Wicbeef & “puff

Michael S. Griffith
Director, Office of Safety Technologies
Office of Safety

Enclosures


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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 American Association of State Highway and Transportation
Officials’ Manual for Assessing Safety Hardware (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: MASH Sentry Longitudinal Energy Dissipater (SLED)
Type of system: Crash Cushion

Test Level: MASH Test Level 3

Testing conducted by: KARCO

Date of request: May 24, 2016

Date initially acknowledged: May 27, 2016

Date of completed package: August 15, 2016

FHWA concurs with the recommendation of the accredited crash testing laboratory as stated
within 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

Ifa manufacturer makes any modification to any of their roadside safety hardware that has an
existing eligibility letter from FHWA, the manufacturer must notify FHWA of such modification
with a request for continued eligibility for reimbursement. The notice of all modifications to a
device must be accompanied by:

o Significant modifications — For these modifications, crash test results must be
submitted with accompanying documentation and videos.

o Non-signification modifications — For these modifications, a statement from the
crash test laboratory on the potential effect of the modification on the ability of
the device to meet the relevant crash test criteria.

FHWA's determination of continued eligibility for the modified hardware will be based on
whether the modified hardware will continue to meet the relevant crash test criteria.

You are expected to supply potential users with sufficient information on design, installation and
maintenance requirements to ensure proper performance.


| TRANSITION
PANELS-

CONTAINMENT
IMPACT SLED

SLED END TREATMENT

p21
TratFix ya SER##
Devices Inc. y A 4 SHEET NO. DATE:
10F2 08/15/2016



Test Article:

SECTION 4...(CONTINUED)
MASH TEST 3-41 SUMMARY

TrafFix Devices SLED

Test Program:

MASH 3-44

Project No.
Test Date:

P35201-014
10/22/15

GENERAL INFORMATION

IMPACT AND EXIT CONDITIONS

TEST AGENCY KARCO Engineering, LLG IMPACT VELOCITY 62.12 mph (100.0 km/h)
TEST NUMBER P35201-01 IMPACT ANGLE (°) 0.9
TEST DESIGNATION 3-44 MAXIMUM ROLL ANGLE (*) “3.4
TEST DATE 10/22/15 MAXIMUM PITCH ANGLE (°) 24

TEST ARTICLE MAXIMUM YAW ANGLE (°) 19
NAME 7 MODEL Sentry Longitudinal Energy Dissipater (SLED) _| STOPPING DISTANCE 23.7 ft. (7.2 m)
TYPE Crash Cushion / End Treatment IMPACT SEVERITY 643.4 kip-ft (872.4 kJ)

Containment Impact Sled, Empty Primary Element, OCCUPANT RISK VALUES

REEMENTS Water Filled See Flares OCCUPANT IMPACT [Longitudinal 32.5 fs (9.9 mis)
CRASH CUSHION LENGTH 25.0 ft. (7.6 m) VELOCITY Lateral 0.3 ft/s (0.1 mis)
ADJOINING BARRIER LENGTH 40.9 ft. (12.5 m) RIDEDOWN Longitudinal =1159
ROAD SURFACE Concrete ACCELERATION | Lateral 1.59

TEST VEHICLE THIV 32.2 ft/s (9.8 mis)
TYPE / DESIGNATION 2270P PHD 11.59
YEAR, MAKE AND MODEL 2012 Dodge Ram 1500 ASI 0.93
CURB MASS 4,988.0 Ibs (2,262.5 ka) VEHICLE DAMAGE
TEST INERTIAL MASS 4,927.2 Ibs (2,235.0 ka) VEHICLE DAMAGE SCALE 2-FC-5
GROSS STATIC MASS 4,927.2 lbs (2,235.0 kg) COLLISION DAMAGE CLASSIFICATION 12FCEW3

TR-P35201-01-B



Test Article:

SECTION 4
MASH TEST 3-45 SUMMARY

TrafFix Devices SLED

Test Program:

MASH 3-45

Project No. P35211-01

SEQUENTIAL PHOTOGRAPHS

Test Date: 10/23/15

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PLAN VIEW
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TR-P35211-01-B