U.S. Department 

of Transportation 

Federal Highway 

Administration 

May 13, 2020 

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/CC-161 

Mr. Robby Ramirez 

TrafFix Devices, Inc. 

160 Avenida La Pata 

San Clemente, CA 92673 

USA 

Dear Mr. Ramirez: 

This letter is in response to your January 3, 2020 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 program. This FHWA letter of eligibility is assigned FHWA 

control number CC-161 and is valid until a subsequent letter is issued by FHWA 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 Lo-Ro 

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 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. 
 

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 Lo-Ro 

Type of system: Crash cushion 

Test Level: MASH Test Level 2 (TL2) 

Testing conducted by: Applus IDIADA KARCO Engineering, LLC. 

Date of request: January 3, 2020 

FHWA 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 

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

control number CC-161 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 FHWA to use, 

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

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

determination ofvalidity, 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 FHWA eligibility letter determination is made based solely 

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

right to review and revoke an earlier eligibility determination after receipt ofsubsequent 

information related to crash testing. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
 

 

 

 

 

 

 

 

I  r

I I I I 

Version 10.0 (05/16) 

Page 1 of 8 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

S

u

bmitter 

Date of Request: January03,2020 New Resubmission 

Name: RobbyRamirez 

Company: TrafFixDevices,Inc. 

Address: 160AvenidaLaPataSanClemente,CA92673 

Country: UnitedStates 

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&TestingCriterion-Enter from right to left starting with TestLevel ! -! - ! ! -! -! 

SystemType SubmissionType DeviceName/ Variant TestingCriterion Test 

Level 

'CC'':CrashCushions,Attenua ' 

Attenuators,&Terminals 

PhysicalCrashTesting 

Engineering Analysis SLEDLo-Ro 

AASHTOMASH TL2 

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: RobbyRamirez SameasSubmitter 

CompanyName: TrafFixDevices,Inc. SameasSubmitter 

Address: 160AvenidaLaPataSanClemente,CA92673 SameasSubmitter 

Country: UnitedStates SameasSubmitter 

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

Eligibility Process for Safety Hardware Devices' document. 

TrafFixDevicesInc.and ApplusIDIADAKARCOEngineering LLCshareno financial interests between the two 

organizations.Thisincludes noshared financial interest but not limited to: 

i. Compensation including wages,salaries,commissions,professionalfees,or feesfor businessreferrals 

ii.Research funding or other formsof researchsupport; 

iii. Patents,copyrights, licenses,and other intellectual propertyinterests; 

iv. Businessownership and investment interests. 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

I 

r- r 

I l 

Version 10.0 (05/16) 

Page 2 of 8 

PRODUCT DESCRIPTION 

New Hardware or Modification to 

Significant Modification ExistingHardware 

TheSLEDLo-Roisa non-redirectivegating crashcushion designed toshield theend of theLowRotation (LoRo)WaterCableBarrier.TheSLEDsystem consistsof two (2) main components: one(1)Containment Impact 

Sled(CIS)and one(1) primaryelement.Theas-testedcrashcushion was75.75in.(1924mm) long measured 

from pin to pin by27.25in.(692mm) wide, with amaximum height of 36.63in.(930mm).TheSLEDLo-Ro 

Water is free standing and does not require anchoring to the road surface and can be used on concrete, 

asphalt, gravel, and dirt surfaces. The SLEDLo-Ro is designed and tested for TL-2 (44 mph/70 km/h) 

applicationsand canalsobe used in TL-1(31 mph/50km/h)applications. 

At thefront ofsystem is thesteelCISconnected to thewater filled front module.Themoduleisidentical in 

design to the other water filled modules. The CIS is designed using asteel tube frame and sheet metal 

construction and weighsapproximately 197.0 lbs.(89.5kg).TheCISisapproximately 88.0in.(2.2m) long by 

27.25in.(692mm) wide by 30.5in.(775mm) tall.Theprimary moduleisconnected to theCISthrough the 

vertically aligned concentric holesin theknucklesusing thevertical drop t-pin.Thisis thesameconnection 

method usedbetweenadjacent modules. 

Themodulesare6.3ft.(1.9m) long measuredfrom pin to pin by22.5in.(572mm) wide by36.0in.(914mm) 

tall. The modules were manufactured from polyethylene that is UVstabilized to minimize degradation. The 

system hasone(1) water filled front modulepinned to thesteelCIS.Theempty moduleweightsapproximately 

159.0lbs(72.2kg)and thewater filled modulesweigh approximately1,633lbs.(740.8kg). 

Molded within the plastic modulesareaseriesof three(3)corrosion resistant wire ropecables.Thecablesare 

permanently molded into the modules during the manufacturing process. The modulesare designed with 

knucklesat theendswhich contain aseriesof vertically aligned concentricholes that allow asteel t-pin to be 

inserted to connect adjacent modules.Whenadjacent modulesare pinned together therearea total of nine(9) 

knucklesaligned with thesteel t-pin inserted.Thisprovidesa positiveconnection betweenadjacent modules. 

Eachwater filled modulecontainsa fill lid which incorporatesawater level indicator.Thewater level indicator 

pop up float isa visual indicator for identifying that themodulesare filled to theappropriate water level. 

CRASH TESTING 

Bysignaturebelow, theEngineeraffiliated with the testing laboratory, agreesin support of thissubmission 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 testsare necessary to determine the device meets 

theMASH criteria. 

Engineer Name: StevenMatsusaka 

EngineerSignature: 

Address: 9270HollyRoad,Adelanto,CA92301 SameasSubmitter 

Country: UnitedStatesofAmerica SameasSubmitter 

A brief description of each crash test and its result: 

RequiredTest 

Number 

Narrative 

Description 

Evaluation 

Results 

2-30(1100C) Not Applicable for non-redirectivecrash 

cushion Non-RelevantTest,not conducted 

2-31(2270P) Not Applicable for non-redirectivecrash 

cushion Non-RelevantTest,not conducted 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Version 10.0 (05/16) 

Page 3 of 8 

RequiredTest 

Number 

Narrative 

Description 

Evaluation 

Results 

2-32(1100C) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-33(2270P) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-34(1100C) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-35(2270P) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-36(2270P) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-37(2270P) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-38(1500A) Not Applicable for non-redirectivecrash 

cushion Non-Relevant Test,not conducted 

2-40(1100C) 

Testreport numberP39135-01,conducted 

on 05/13/19. Test 2-40 involves an 1100C 

test vehicle impacting the system at a 

nominalspeedandangle of 44 mph(70km/ 

h)and 0°with thesystem offset one quarter 

the vehicles overall width. The offset 

orientationexaminestheriskof exceeding 

occupant risk values,vehicle instability,and 

yaw movement. The test vehicle wasa 

commerciallyavailable2007KiaRio with a 

test inertial massof 2,439.4lbs(1,106.5kg). 

Thevehicle impacted thesystem at aspeed 

and angle of 44.34 mph (71.36 km/h) and 

0.4°, respectively. Upon impact the vehicle 

pushed theSLEDdownstreamand ruptured 

the primary module. The vehicle rotated 

about it's yaw axis before exiting the 

system. The vehicle remained upright and 

was brought to a controlled stop. The 

vehicle came to rest 15.8 ft. (4.8 m) 

downstream from the initial point of 

contact with the CIS.The SLEDand Lo-Ro 

modules remained tethered together via 

the steel t-pin between module knuckles 

which connects directly to the internal 

molded in steel cables. There were no 

detached elements that showed potential 

to penetrate the vehicle or present undue 

hazards to personnel in a work zone. The 

Occupant Impact Velocities (OIV) and 

Ridedown accelerations were within the 

specified limits of MASH. The roll and pitch 

angles did not exceed 75° and there was 

minimal occupant compartment 

deformation. The SLEDLo-Ro met all the 

requirementsfor MASHTest2-40. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Version 10.0 (05/16) 

Page 4 of 8 

Testreport numberP39136-01,conducted 

on 05/14/19. Test 2-41 involves an 2270P 

test vehicle impacting the system at a 

nominalspeedandangle of 44 mph(70km/ 

h)and 0°with thesystem aligned with the 

centerlineof the test vehicle.Thecenterline 

impact orientation examines the risk of 

exceeding occupant risk values, vehicle 

instability, and the capacity of the SLEDto 

absorb sufficient kinetic energy. The test 

vehicle wasa commercially available 2014 

RAM 1500 with a test inertial mass of 

4,948.2lbs(2,244.5kg). 

2-41(2270P) 

Thevehicle impacted thesystemat aspeed 

and angle of 44.03 mph (70.86 km/h) and 

0.1°, respectively. The vehicle remained in 

contact with the system throughout the 

event and came to rest 13.0 ft. (4.0 m) 

downstream from its initial point of contact. 

The SLEDLo-Ro brought the vehicle to a 

controlled stopand remained upright. 

There were no detached elements that 

showed potential to penetrate the vehicle 

or present undue hazards to personnel in a 

workzone.TheOccupantImpactVelocities 

(OIV) and Ridedown accelerations were 

within thespecified limitsof MASH.Theroll 

and pitch angles did not exceed 75° and 

there was no occupant compartment 

deformation. The SLEDLo-Ro met all the 

requirementsfor MASHTest2-41. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Version 10.0 (05/16) 

Page 5 of 8 

2-42(1100C) 

Testreport numberP39204-01,conducted 

on 06/20/19. Test 2-42 involves an 1100C 

test vehicle impacting the system at a 

nominalspeedandangle of 44 mph(70km/ 

h) and 5° with the nose of the system 

aligned with the centerline of the vehicle. 

Theangled orientationexaminestherisk of 

exceeding occupant risk values, vehicle 

instability and yaw movement. The test 

vehicle wasa commercially available 2006 

KiaRio with a test inertial massof 2,390.9lbs 

(1,084.5kg). 

Thevehicle impacted thesystem at aspeed 

and angle of 44.78 mph (72.07 km/h) and 

5.0°, respectively. Upon impact the vehicle 

pushed theSLEDdownstreamand ruptured 

the primary module and the first Lo-Ro 

module. The vehicle remained upright and 

was brought to a controlled stop. The 

vehiclecameto rest 0.7ft.(0.2m)rearward 

from itsinitial point of contact with theCIS. 

The SLEDand Lo-Ro modules remained 

tethered together via the steel t-pin 

between module knuckles which connects 

directly to the internal molded in steel 

cables. There were no detached elements 

that showed potential to penetrate the 

vehicle or present undue hazards to 

personnel in a work zone. The Occupant 

Impact Velocities (OIV) and Ridedown 

accelerations were within the specified 

limitsof MASH.Therolland pitch anglesdid 

not exceed 75° and there was minimal 

occupant compartment deformation. The 

SLEDLo-Ro met all the requirements for 

MASH Test2-42. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Version 10.0 (05/16) 

Page 6 of 8 

2-43(2270P) 

Testreport numberP39205-01,conducted 

on 06/21/19. Test 2-43 involves an 2270P 

test vehicle impacting the system at a 

nominalspeedandangle of 44 mph(70km/ 

h) and 5° with the nose of the system 

aligned with the centerline of the vehicle. 

Theangled orientationexaminestheriskof 

exceeding occupant risk values, vehicle 

instability, and yaw movement. The test 

vehicle wasa commercially available 2013 

RAM 1500 with a test inertial mass of 

4,994.5lbs(2,265.5kg). 

Thevehicle impacted thesystem at aspeed 

and angle of 45.19 mph (72.73 km/h) and 

5.1°, respectively. Upon impact the vehicle 

pushed theSLEDdownstreamand ruptured 

the primary module and the first three LoRo modules. The vehicle remained upright 

and was brought to a controlled stop. The 

vehicle came to rest 12.9 ft. (3.9 m) 

downstream from its first point of contact 

with the CIS.The SLEDand Lo-Ro modules 

remained tethered together via the steel tpin between module knuckles which 

connects directly to the internal molded in 

steel cables. There were no detached 

elements that showed potential to 

penetrate the vehicle or present undue 

hazards to personnel in a work zone. The 

Occupant Impact Velocities (OIV) and 

Ridedown accelerations were within the 

specified limits of MASH. The roll and pitch 

angles did not exceed 75° and there was 

minimal occupant compartment 

deformation. The SLEDLo-Ro met all the 

requirementsfor MASHTest2-43. 

PASS 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Version 10.0 (05/16) 

Page 7 of 8 

Testreport numberP39203-01,conducted 

on 06/19/19. Test 2-44 involves an 2270P 

test vehicle impacting the system at a 

nominalspeedandangle of 44 mph(70km/ 

h)and 20°with thecenterlineof thevehicle 

directed to the leadingcorner of thefirstLoRo module. This angle and barrier 

intersection directed the test vehicle into 

the front of the steel Containment Impact 

SLED(CIS)at itsCIPas defined in MASH for 

non-redirective crash cushions. The side 

angled impact examines the risk of vehicle 

instability and occupant compartment 

deformation. The test vehicle wasa 

commerciallyavailable2014RAM1500 with 

a test inertial mass of 4,951.5 lbs (2,246.0 

kg). 

2-44(2270P) 

Thevehicle impacted thesystemat aspeed 

and angle of 42.25 mph (68.00 km/h) and 

19.3°,respectively.Upon impact thevehicle 

pushed the SLEDand adjacent Lo-Ro 

modules to the non-trafficside.ThePrimary 

module and the first Lo-Ro modules were 

ruptured and released water. The vehicle 

remained upright and was brought to a 

controlled stop.Thevehiclecameto rest 

21.1 ft. (6.4 m) downstream from its first 

point of contact with theCIS.TheSLEDand 

Lo-Ro modules remained tethered together 

via thesteel t-pin between moduleknuckles 

which connects directly to the internal 

molded in steel cables. There were no 

detached elements that showed potential 

to penetrate the vehicle or present undue 

hazards to personnel in a work zone. The 

Occupant Impact Velocities (OIV) and 

Ridedown accelerations were within the 

specified limits of MASH. The roll and pitch 

angles did not exceed 75° and there was 

minimal occupant compartment 

deformation. The SLEDLo-Ro met all the 

requirementsfor MASHTest2-44. 

PASS 

2-45(1500A) 

Test2-45 isintended to evaluate the 

performance of staging crash cushions 

during impactswith mid-sizedvehicles.The 

SLEDLo-Ro uses water to dissipate the 

impacting vehicleskineticenergy.All waterfilled modulesare physically the same in 

composition andcontain thesameamount 

of water.Theforce required to activateeach 

moduleis thesamethroughout thesystem 

making the activation force linear as the 

impacting vehicle travelsdownstream. 

Therefore the SLEDLo-Ro is not astaging 

devices and test 2-45 is non-relevant and 

was notconducted. 

Non-Relevant Test,not conducted 
 

 

 

 

 

 

 

 

 

 

□ 

□ 

Version 10.0 (05/16) 

Page 8 of 8 

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: ApplusIDIADAKARCOEngineering,LLC 

LaboratorySignature: Steven Matsusaka DN:cn=StevenMatsusaka, email=steven.matsusaka@idiada.com,c=US DigitallysignedbyStevenMatsusaka 

Date:2020.01.2808:50:40-08'00' 

Address: 9270HollyRoad,Adelanto,CA92301 SameasSubmitter 

Country: UnitedStatesof America SameasSubmitter 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

TL-371:July2019 -July2022 

SubmitterSignature*:

ATTACHMENTS 

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 

[Hardware Guide Drawing 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 facilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
 

   

 

 

 

 

  

 

 

   

 

 

  

 

  

 

 

 

 

 

 

 

 

  

 

 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  

 
 

 

 

GENERAL INFORMATION Impact Conditions Occupant Risk

Test Agency......................KARCO Engineering, LLC. Impact Velocity................ 44.78 mph (72.07 km/h) Longitudinal OIV............................... 10.7 m/s (35.1 ft/s)

KARCO Test No................ P39204-01 Impact Angle............................. 5.0° Lateral OIV.................................... 0.0 m/s (0.0 ft/s)

Test Designation............... 2-42 Location / Orientation...................... 0.1 ft (30 mm) left of vehicle CL Longitudinal RA........................... -6.8 g

Test Date......................... 06/20/19 Kinetic Energy........................ 160.3 kip-ft (217.3 kJ) Lateral RA.................................-1.7 g

THIV.............................................. 10.7 m/s (35.1 ft/s)

TEST ARTICLE Exit Conditions PHD......................................... 6.8

Name / Model................... SLED Lo-Ro Exit Velocity.........................N/A ASI.............................................. 1.55

Type..................................Crash Cushion Exit Angle...........................N/A

Crash Cushion Length...........7.3 ft. (2.2 m) Final Vehicle Position.................... 0.7 ft. (0.2 m ) Downstream Test Article Deflections

Installation Length................126.3 ft. (38.5 m) 2.1 ft. (0.6 m) Left Static............................................. 37.2 in. (0.9 m)

Road Surface................. Concrete Vehicle Snagging................None Dynamic....................................62.4 in. (1.6 m)

Vehicle Pocketing..................None Working Width................................. 4.7 in. (0.1 mm)

TEST VEHICLE Vehicle Stability..................Satisfactory

Type / Designation............ 1100C Maximum Roll Angle..............-5.0° Vehicle Damage

Year, Make, and Model..........2006 Kia Rio Maximum Pitch Angle............. 4.5° Vehicle Damage Scale... 12-FD-4

Curb Mass....................... 2,470.2 lbs (1,120.5 kg) Maximum Yaw Angle............-16.3° CDC............................................. 12FDEW2

Test Inertial Mass.............. 2,390.9 lbs (1,084.5 kg) Maximum Intrusion.............................

Gross Static Mass........... 2,565.0 lbs (1,163.5 kg)

0.3 in. (9 mm) at wheel 

well / footwell
 

GENERAL INFORMATION Impact Conditions Occupant Risk

Test Agency KARCO Engineering, LLC. Impact Velocity................ 45.19 mph (72.73 km/h) Longitudinal OIV............................... 27.9 ft/s (8.5 m/s)

KARCO Test No. P39205-01 Impact Angle............................. 5.1° Lateral OIV.................................... 1.6 ft/s (0.5 m/s)

Test Designation 2-43 Location / Orientation...................... 0.8 in. (21 mm) right Longitudinal RA........................... -4.9 g

Test Date 6/21/19 Kinetic Energy........................ 341.0 kip-ft (462.3 kJ) Lateral RA................................. -0.9 g

THIV.............................................. 27.9 ft/s (8.5 m/s)

TEST ARTICLE Exit Conditions PHD......................................... 4.9 g

Name / Model SLED Lo-Ro Exit Velocity.........................N/A ASI.............................................. 0.97

Type Crash Cushion Exit Angle...........................N/A

Installation Length 126.3 ft. (38.5 m) Final Vehicle Position.................... 12.9 ft. (3.9 m ) Downstream Test Article Deflections

Crash Cushion Length 7.3 ft. (2.2 m) 0.2 ft. (0.1 m) Left Static............................................. 19.7 ft. (6.0 m)

Road Surface Concrete Vehicle Snagging................None Dynamic.................................... 19.7 ft. (6.0 m)

Vehicle Pocketing..................None Working Width................................. 5.3 ft. (1.6 m)

TEST VEHICLE Vehicle Stability..................Satisfactory

Type / Designation 2270P Maximum Roll Angle..............-1.4° Vehicle Damage

Year, Make, and Model 2013 Ram 1500 Maximum Pitch Angle............. 2.4° Vehicle Damage Scale................... 12-FD-4

Curb Mass 4,781.7 lbs (2,169.0 kg) Maximum Yaw Angle............-2.8° CDC............................................. 12FDEW3

Test Inertial Mass 4,994.5 lbs (2,265.5 kg) Maximum Intrusion............................. 0.2 in (5 mm) at the wheel 

well / footwell

 
 

General Information Impact Conditions Occupant Risk

Test Agency..................... Applus IDIADA KARCO Impact Velocity................ 42.25 mph (68.00 km/h) Longitudinal OIV............................... 23.6 ft/s (7.2 m/s)

Test No......................... P39203-01 Impact Angle............................. 19.3° Lateral OIV.................................... 3.3 ft/s (1.0 m/s)

Test Designation............ 2-44 Location / Orientation...................... 1.9 in. (49 mm) Right Longitudinal RA........................... -4.1 g

Test Date..................... 06/19/19 Kinetic Energy........................ 295.5 kip-ft (400.6 kJ) Lateral RA................................. 2.3 g

THIV.............................................. 23.6 ft/s (7.2 m/s)

Test Article Exit Conditions PHD......................................... 4.2 g

Name / Model................. SLED Low Rotation (Lo-Ro) Exit Velocity......................... N/A ASI.............................................. 0.71

Type............................ Crash Cushion Exit Angle...........................N/A Test Article Deflections

Crash Cushion Length..... 7.3 ft. (2.2 m) Final Vehicle Position.................... 21.1 ft. (6.4 m) Downstream Static............................................. 42.6 ft. (13.0 m)

Installation Length............. 126.3 ft. (38.5 m) 11.6 ft. (3.5 m) Right Dynamic.................................... 42.6 ft. (13.0 m)

Road Surface................ Concrete Exit Box Criteria Met.......... N/A Working Width 32.2 ft. (9.8 m)

Vehicle Pocketing..................Satisfactory Debris Field............................. 35.1 ft. (10.7 m) 

Test Vehicle Vehicle Stability..................Satisfactory 14.9 ft. (4.5 m) 

Type / Designation.......... 2270P Maximum Roll Angle.............. 3.8 ° Vehicle Damage

Year, Make, and Model.... 2014 RAM 1500 Maximum Pitch Angle............. -12.6 ° Vehicle Damage Scale................... 12-FR-6

Curb Mass.................... 5,062.8 lbs (2,296.5 kg) Maximum Yaw Angle............-66.2 ° CDC............................................. 12FDEW1

Test Inertial Mass........... 4,951.5 lbs (2,246.0 kg) Maximum Intrusion.............................

Gross Static Mass.......... 4,951.5 lbs (2,246.0 kg)

3.2 in. (80 mm) at Right 

Front Wheel Well