1200 New Jersey Ave., SE

Washington, D.C. 20590 

SEP 1 7 2018 In Reply Refer To: 

HSST-1 / CC-144 

Mr. Felipe Almanza 

Traffix Devices Inc. 

160 A venida La Pata 

San Clemente CA 92672 

Dear Mr. Almanza: 

This letter is in response to your June 11 , 2018 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 FHW A letter of eligibility is 

assigned FHW A control number CC-144 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 mini to Concrete Barrier 

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, FHW A 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 mini to Concrete Barrier 

Type of system: Terminal 

Test Level: MASH Test Level 2 (TL2) 

Testing conducted by: KARCO 

Date of request: June 11 , 2018 

Date initially acknowledged: June 20, 20 18 

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. 
3 

Standard Provisions 

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

control number CC-144 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 FHWA reserves the 

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

information related to crash testing. 

• 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, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 9 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

... 

Date of Request: June 08, 2018 r- New (' Resubmission I 

Name: Felipe Almanza 

Company: TrafFix Devices· Inc. 

..

... 

QJ

~ 

E 

.c 

:I 

V, 

Address: 160 Avenida La Pata 

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 I!- ! - ! I 

System Type Submission Type Device Name / Variant Testing Criterion Test 

Level 

'CC': Crash Cushions, 

Attenuators, & Terminals 

(e Physical Crash Testing 

(' Engineering Analysis 

SLED mini to Concrete 

Barrier 

AASHTO MASH 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: Felipe Almanza Same as Submitter rgJ 

Company Name: TrafFix Devices Inc. Same as Submitter rgJ 

Address: 160 Avenida La Pata Same as Submitter rgJ 

Country: United States Same as Submitter rgJ 

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 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 

(e New Hardware or 

Significant Modification 

(' Modification to 

Existing Hardware 

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

concrete barrier. The SLED mini does not require anchoring to the road surface and can be used on concrete, 

asphalt, gravel, and dirt surfaces. The SLED mini was tested on a concrete surface. The SLED mini can be used 

in TL-2 and TL-1 installations to treat the end of concrete barrier. The SLED mini test series was conducted at 

TL-2 conditions. The SLED mini utilizes a transition that is mechanically attached to the barrier it is shielding. 

The SLED mini system consists of four main components: two yellow water filled modules, one Containment 

Impact Sled (CIS), and one transition. The SLED mini's overall dimensions are 12.0 ft (3.7 m) long (pin to pin) X 

23 in (0.58 m) wide X 32 in (0.83 m) tall. The modules have overall dimensions of 73.0 in (1.9 m) long (pin to pin)

X 18.0 in (0.5 m) wide X 32.0 ft (0.8 m) tall. The yellow modules are manufactured from polyethylene that is UV 

stabilized. The SLED mini system consists of two water fi lled modules with the front module connected to the 

steel CIS. The water filled modules weigh approx. 1100 lbs (500 kg) when filled. The SLED mini'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 three corrosion

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

aligned concentric holes that allow a steel t-pin to be inserted to positively connect the two-yellow water filled

modules together. When modules are pinned together there are a total of eight knuckles aligned with the steel

t-pin inserted. At the front of the SLED mini system is the steel CIS that is connected to the front yellow water 

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

water filled 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 

two-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 mini is attached to the barrier using two transition panels attached to both sides of the concrete 

barrier. The SLED mini 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 the yellow water filled modules and between the CIS and the front yellow water filled 

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

he transition frame. The transition panels are attached to the barrier using a minimum of four mechanical 

asteners per side. A minimum of eight fasteners are required to attach the SLED to the barrier. 

t

f

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: Robert Ramirez

Digit ally signed by Robert Ramirez 

ON : cn=Robert Ramirez, o=KARCO Engineering, ou=Project Engineer, 

email=rram1rez@karco.com, c=US 

Date: 2018.06.08 17:01 :06 -07'00' 

Engineer Signature: Robert Ramirez 

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

Country: United States Same as Submitter D 

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

Page 3 of 9 

Required Test Narrative Evaluation 

Number Description Results 

2-30 (11 00C) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-31 (2270P) Non-Relevant Test, not conducted Not applicable for non-redirective crash 

cushion 

2-32 (11 00C) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-33 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-34 (1100() Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-35 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-36 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-37 (2270P) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

2-38 (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 

2-40 (11 00C) 

The SLED mini 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 

2,420.6 lbs (1,098.0 kg). The test vehicle 

impacted the SLED mini at a velocity of 

45.33 mph (72.95 km/ hr) and at an impact 

angle of 0.2°. The test vehicle impacted the 

steel Containment Impact Sled (CIS), 

pushing it rearward crushing and rupturing 

the yellow water filled module within the 

CIS. As the vehicle continued rearward the 

second yellow water filled module was 

crushed, ruptured, and dispersed the 

contained water. The vehicle rotated in a 

clockwise direction about its yaw axis 

before coming to a controlled stop 19.2 ft 

(5.9 m) forward and 2.8 ft (0.8 m) lateral 

from the initial point of impact. The yellow 

SLED mini modules remained tethered 

together and securely attached to the 

barrier 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). 

PASS 
Version 10.0 (05/16) 

Page 5 of 9 

2-41 (2270P) 

The SLED mini 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 

impact energy, and the SLED mini's ability 

to bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2011 Ram 1500 4-door pickup 

truck with a test inertial mass of 5,017.7 lbs 

(2,276.0 kg). The test vehicle impacted the 

SLED mini at a velocity of 44.07mph (70.92 

km/ hr) and at an impact angle of 0°. The 

test vehicle impacted the steel Containment 

Impact Sled (CIS), pushing it rearward 

crushing and rupturing the yellow water 

filled module within the CIS dispersing the 

contained water. As the vehicle continued 

rearward the second yellow water filled 

module was crushed, ruptured, and 

dispersed the contained water. The yellow 

SLED mini modules remained tethered 

together and securely attached to the 

barrier 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 29.7 ft (9.1 m) forward and 

7.1 in (180 mm) 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 are within limits per 

MASH specifications for Occupant Impact 

Velocity and Ridedown Acceleration. 

PASS 
Version 10.0 (05/16) 

Page 6 of 9 

The SLED mini was positioned at a nominal 

angle of 5° with the center of the test 

vehicle. The angle position examines the 

risk of exceeding occupant risk values, 

vehicle instability, capacity to absorb 

sufficient impact energy, and the SLED 

mini's ability to bring the vehicle to a 

controlled stop. The test was conducted 

using a commercially available 2012 Kia Rio 

4-door sedan with a test inertial mass of 

2,403.0 lbs (1,090.0 kg). The test vehicle 

impacted the crash cushion at a velocity of 

41.91 mph (67.45 km/ hr) and at an impact 

angle of 5.1 °. The test vehicle impacted the 

steel Containment Impact Sled (CIS), 

pushing it rearward crushing and rupturing 

the yellow water filled module within the 

CIS dispersing the contained water. As the 

vehicle continued rearward the second 

yellow water filled module was crushed, 

ruptured, and dispersed the contained 

water. The yellow SLED mini modules 

remained tethered together and securely 

attached to the barrier 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 11.4 ft (3.5 m) 

forward and 1.8 ft (0.5 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°. Occupant 

risk values are within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

2-42 (1100() PASS 
Version 10.0 (05/16) 

Page 7 of 9 

2-43 (2270P) 

The SLED mini was positioned at a nominal 

angle of 5° with the center of the test 

vehicle. The angle position examines the 

risk of exceeding occupant risk values, 

vehicle instability, capacity to absorb 

sufficient impact energy, and the SLED 

mini's ability to bring the vehicle to a 

controlled stop. The test was conducted 

using a commercially available 2011 Ram 

1500 4-door pickup truck with a test inertial 

mass of 5,024.3 lbs (2,290.0 kg). The test 

vehicle impacted the crash cushion at a 

velocity of 46.36 mph (74.61 km/ hr) and at 

an impact angle of 5.1 °. The test vehicle 

impacted the steel Containment Impact 

Sled (CIS), pushing it rearward crushing and 

rupturing the yellow water filled module 

within the CIS dispersing the contained 

water. As the vehicle continued rearward 

the second yellow water filled module was 

crushed, ruptured, and dispersed the 

contained water. The yellow SLED mini 

modules remained tethered together and 

securely attached to the barrier 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 25.0 ft (7.6 m) 

forward and 2.9 ft (0.9 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°. Occupant 

risk values are within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

PASS 
Version 10.0 (05/16) 

Page 8 of 9 

2-44 (2270P) 

The SLED mini was positioned at a nominal 

angle of 20° with the center line of the 

impacting vehicle directed at the corner of 

the concrete barrier that is connected to the 

rear SLED mini yellow water filled module. 

The side angled impact test is to evaluate 

the SLED mini's ability to bring the 

impacting vehicle to a controlled stop. This 

angle and intersection directed the test 

vehicle into the front of the steel 

Containment Impact Sled (CIS) at its CIP as 

defined in MASH for test procedures for 

Gating Non-Redirective Crash Cushion. The 

test was conducted using a commercially 

available 2013 Ram 1500 4-door pickup 

truck with a test inertial mass of 5,022.0 lbs 

(2,278.0 kg). The test vehicle impacted the 

crash cushion at a velocity of 45.80 mph 

(73.70 km/ hr) and at an impact angle of 

19.7°. The test vehicle made initial contact 

with the leading edge of the CIS and the 

yellow SLED mini water filled module. Upon 

impact the CIS began to rotate in a counter 

clockwise direction and began fracturing 

and dispersed the water contained in the 

yellow water filled module within the CIS. 

As the vehicle continued to move forward 

the second yellow water filled module also 

rotated counterclockwise and was crushed 

and ruptured dispersing the water 

contained within the module. The yellow 

SLED mini modules remained tethered 

together 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 28.2 ft (8.6 m) forward and 

0.9 ft (0.3 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 angles did not exceed 75°. 

PASS 

2-45 (1500A) 

The SLED Mini is not a staged crash cushion 

and therefore, per MASH, the test is not 

required. 

Non-Relevant Test, not conducted 

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.): 
Versi.on 10.0 (05/16) 

Page 9 of 9 

Laboratory Name: KARCO Engineering 

Laboratory Signature:  Digitally signed by Ale)( Beltran

ON· cno:cAlex Beltran, o=KARCO Engineering, ou=Test1ng Laboratory, 

email=abeltran@karco.com, c=-US 

Date: 2018.06.08 17:06:37 07'00' 

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

Country: United States Same as Submitter D 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

October 12, 2017 - July 1, 2018 

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 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 
f-------19.2 ft. [5 G M] -----, ? 

<, 

.z 

MASH Test 2-40 Summary 

0.000 s 0.050 s 0.200 s 0.400 s 1.200 s 

General Information 

Test Agency... ... . KARCO Engineering, LLC. 

KARCO Test No... .. . ... P37267-01 

Test Designation ...... .. .. ..... 2-40 

Test Date ... ... ..... .. .. 09/28/17 

Test Article 

Name/ Model. .. . . . . . . . . . . . .. SLED Mini 

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

Installation Length ... ... ... ... .. 52.7 ft. (16.1 m) 

Terminal Length ............... 12.0 ft. (3.7 m) 

Road Surface ...... ......... .... . Concrete 

Test Vehicle 

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

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

Curb Mass .... .... ................ 2,522.0 lbs (1 ,144.0 kg) 

Test Inertial Mass ... .. ... ...... 2420.6 lbs (1 ,098.0 kg) 

Gross Static Mass ...... ·~ · 2,590.4 lbs (1 ,175.0 kg) 

Figure 2 Summary of Test 2-40 

--·~~ '\ 

\ )·~ 

'cc~ 

-{6-:J-:;;_:;_~ 

U' 

Impact Conditions 

Impact Velocity.... .. ... . 45.33 mph (72.95 km/h) 

Impact Angle.. ...... . .... .. .. 0.2° 

Location I Orientation........ . 16.8 in. (427 mm) right of 

vehicle CL 

Kinetic Energy ......... . .. ...... 166.3 kip-ft (225.4 kJ) 

Exit Conditions 

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

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

Final Vehicle Position ....... .. 19.2 ft (5.9 m) downstream 

2.8 ft. (0.8 m) left 

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

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

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

Maximum Roll Angle ... .. ...... -3.7° 

Maximum Pitch Angle.. 0.9° 

Maximum Yaw Angle ........... -125.4° 

Occupant Risk 

Longitudinal OIV. . ........ 28.9 ft/s (8.8 m/s) 

Lateral OIV ..... ... ....... .. .... 0 ft/s (0.0 m/s) 

Longitudinal RA ...... ........... -8.2 g 

Lateral RA .... ... ... .. .. 5.8 g 

THIV ....... ... ... ... ... .... ..... . 28.9 ft/s (8.8 m/s) 

PHO..... ....... ... . .. . 9.8g 

ASL .............. .. ..... ... ...... 1.02 

Test Article Deflections 

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

Dynamic .... . ........ ... . N/A 

Working Width . . ...... 9.7 ft. (3.0 m) 

Vehicle Damage 

Vehicle Damage Scale ........ 12-FD-3 

CDC... . . .. .... ... ...... ... .... 12FDEW2 

Maximum Intrusion.. ... .. 0.29 in. (7 mm) 

14 TR-P37267-01-NC 
MASH Test 2-41 Summary 

0.000 s 0.100 s 0.200 s 0.300 s 

r 7.lin.(180mm) L____J -.J' 

q 

t r--i m --,_., 

29.7 ft. (9. 1 m) 

K 

L__J 

 

II 

" ~ J ~.c, ~ 

~ ,,,_ j ~ 

General Information 

Test Agency.. . . . KAR CO Engineering, LLC. 

KARCO Test No ... .. ..... ..... P37263-01 

Test Designation .... 2-41 

Test Date.. . .... .. . 08/10/17 

Test Article 

Name I Model............ ..... SLED mini 

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

Installation Length .. ...... . ..... 52. 7 ft. (16.1 m) 

Terminal Length ................. 12.0 ft. (3.7 m) 

Road Surface ................ .. .. Concrete 

Test Vehicle 

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

Year, Make, and Model. ... ... 2011 RAM 1500 

Curb Mass ........................ 5,066.1 lbs (2,298.0 kg ) 

Test Inertial Mass .............. 5,017.7 lbs (2,276.0 kg ) 

Gross Static Mass ............. 5,017.7 lbs (2 ,276.0 kg) 

Figure 2 Summary of Test 2-41 

" i 'IJ '-...>--

Impact Conditions 

Impact Velocity . . ... ...... .... 44.07 mph (70.92 km/h) 

Impact Angle ...... ... .. ........ 0° 

Location I Orientation ...... .... 0.2 in (5 mm) left of vehicle 

centerline 

Kinetic Energy .... .... .. . 325.8 kip-ft (441 .7 kJ) 

Exit Conditions 

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

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

Final Vehicle Position ........ 29.7 ft (9.1 m) downstream 

7. 1 in. (180 mm) right 

Vehicle Snagging .. None 

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

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

Maximum Roll Angle .. .... .... . 4.1 ° 

Maximum Pitch Angle ........ . 1.3° 

Maximum Yaw Angle .......... 4.5° 

0.400 s 

Occupant Risk 

Longitudinal OIV .... ....... .... 23.0 fUs (7.0 mis) 

Lateral OIV. .... .... ... ... ...... 1.0 fUs (0.3 mis) 

Longitudinal RA ... .. ...... .. -13.3 g 

Lateral RA .. 2.1 g 

THIV.. .......... .... .. 23.0 fUs (7.0 m/s) 

PHO ... .. .... . ... . .... 13.3 g 

ASI. ... .. ........ . ... 0.60 

Test Article Deflections 

Static ... .... ..... ................. . 1.3 ft. (0.4 m) 

Dynamic................. .. ...... N/A 

Working Width ....... ..... ...... 3.0 ft. (0.9 m) 

Vehicle Damage 

Vehicle Damage Scale .......-12-FC-3 

CDC....... ....... .. ...... .... 12FCLN3 

Maximum Intrusion..... .... . 0.2 in . (5 mm) 

14 TR-P37263-01-NC 
MASH Test 2-42 Summary 

0.000 s 0.120 s 0.240 s 0.600 s 1.080 s 

1.8 ft. (0.5 m) 

5• 

11.4 ft. ( 3.5Ml 

General Information 

Test Agency... ... ... .. ... ... . KARCO Engineering, LLC. 

KARCO Test No... . P37284-01 

Test Designation .... .... .. . ... 2-42 

Test Date ......................... 08/04/17 

Test Article 

Name / Model. .. .. SLED mini 

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

Installation Length .. .. ... 52.7ft. (1 6.1 m) 

Terminal Length .. ... .... 12.0 ft. (3.7 m) 

Road Surface.. ...... Concrete 

Test Vehicle 

Type I Designation ... .. ... 1100C 

Year, Make, and Model. .. .. .. 2012 Kia Rio 

Curb Mass ........... ... ... ... .. 2,401 .9 lbs (1,089.5 kg) 

Test Inertial Mass ........ .... ... 2,403.0 lbs (1,090.0 kg) 

Gross Static Mass .... .. ........ 2,572.8 lbs (1 ,167.0 kg) 

Figure 2 Summary of Test 2-42 

Impact Conditions 

Impact Velocity.... .. .. ...... . 41.91 mph (67.45 km/h) 

lmpactAngle ...... ...... ......... 5.1° 

Location / Orientation . . 0.3 in. (8 mm) right of vehicle 

CL 

Kinetic Energy ... .. ..... .. .... . 141 .1 kip-ft (1 91.3 kJ) 

Exit Conditions 

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

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

Final Vehicle Position ......... 11.4 ft (3.5 m) downstream 

1.8 ft. (0.5 m) left 

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

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

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

Maximum Roll Angle ........... 3.5° 

Maximum Pitch Angle .. .... .. .. 1.8° 

Maximum Yaw Angle ... ... ..... -9.3° 

Occupant Risk 

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

Lateral OIV. ..................... 0.7 ft/s (0.2 mis) 

Longitudinal RA ....... ..... ... -7.0 g 

Lateral RA ........... .... ... ..... -2.1 g 

THIV.. ................. .......... . 26.6 fl/s (8.1 mis) 

PHO .. .. .... ...... ... ........ .... . 7.0g 

ASI. .................... ...... ..... 0.93 

Test Article Deflections 

Static ...... ....................... 50.5 in. (1 .3 m) 

Dynamic ........... .. ..... ...... . N/A 

Working Width ........ .... ..... 60.0 in. (1 .5 m) 

Vehicle Damage 

Vehicle Damage Scale . ..... .. 12-FD-3 

CDC............... ... ... ..... .. 12FDEW2 

Maximum Intrusion.. .... .... 0.2 in. (5 mm) 

14 TR-P37284-01-NC 
0.700 s 

MASH Test 2-44 Summary 

---------.------ -------.-------. 

0.300 s 

mr;; ;:.#J'"'"'' 

Impact Conditions 

Impact Velocity ..... . 

Impact Angle ... . 

,.. 

45.80 mph (73.70 km/h) 

. 19.7° 

Location / Orientation .. 1.0 in (25 mm) right of vehicle 

centerline 

Kinetic Energy ..... ........ . .... 352.2 kip-ft (477.5 kJ) 

Exit Conditions 

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

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

Final Vehicle Position .......... 28.2 ft (8.6 m) downstream 

0.9 ft. (0.3 m) right 

Vehicle Snagging ........ None 

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

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

Maximum Roll Angle .......... -23.4° 

Maximum Pitch Angle .......... -16.9° 

Maximum Yaw AnQle ... ... .. .. . -62.0° 

0.000 s 0.050 s 

General Information 

Test Agency ..... 

KARCO Test No ... 

Test Designation .. 

Test Date .. 

. ...... . 

.. 

. 

.. 

KAR CO Engineering, LLC . 

P37270-01 

2-44 

10/04/17 

Test Article 

Name / Model. .. . . . . . . . . . . . .. SLED mini 

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

Installation Length ..... ........ 57.7 ft. (17.6 m) 

Terminal Length ............. 12.0 ft. (3.7 m) 

Road Surface ....... .. ... Concrete 

Test Vehicle 

Type / Designation ............. 2270P 

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

Curb Mass ...................... .4,908.5 lbs (2,226.5 kg) 

Test Inertial Mass .. .. ... .. .... 5,022.0 lbs (2,278.0 kg) 

Gross Static Mass .. .......... . 5,022.0 lbs (2,278.0 kg) 

Figure 2 Summary of Test 2-44 

1.900 s 

Occupant Risk 

Longitudinal OIV ........ 30.5 ftls (9.3 mis) 

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

Longitudinal RA ............... -1 7. 9 g 

Lateral RA. .. . ... .......... 8.3 g 

THIV........... ............. ...... 7.9 ftls (2.4 m/s) 

PHD ...... ....... ....... ........... . 18.8 g 

ASI ............. .... ..... ...... ... 1.05 

Test Article Deflections 

Static ... . . . ..... 18.6 ft. (5.7 m) 

Dynamic .......... . ... N/A 

Working Width.. .... . 3.0 ft. (0.9 m) 

Vehicle Damage 

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

CDC .. ... ... ... ... ... .. . ... .... 12FDEW3 

Maximum Intrusion... ....... 0.9 in. (23 mm) 

14 TR-P37270-01-NC 
-----

SLED mini ATTACHED TO 

CONCRETE BARRIER YELLOW 

WATER FILLED 

MODULES 

TRANSITION

-- FRAME

---- --

~CO""""'N-TA-=l,;..--N=NT 

IMPACT SLED 

MASH SLED mini End Treatment 

TRANSITION 

PINS 

TrafFix 

Devices Inc. SHEETNO. DATE: 

I OF 2 4/25/ 18 
INTENDED USE 

The SLED mini is a free standing. 11011-reclirecti\·e. gating crash cu; hion. cle; igned to shield the encl of concrete barrier. The 

SLED mini does not require anchoring to the road surface and can be used on concrete. asphalt. grawl. and dirt surfaces. 

The SLED mini can be used in TL-2 and TL-I installations to treat the encl of concrete ba1Tier. The SLED mini system 

consists of four main component, : h\·o ydlo1Y 1Yater filled module;. one Containment Impact Sled (CIS ). and one 

transition. The SLED mini system consists of two water filled modules 11·ith the front module connected to the steel CIS . 

The \Yater filled module,, 1Yeigh approx: 1100 lb,; (500 kg) 11·hen filled . The SLED mini·s yellmY 1rnter filled modules 

contain a fill lid. 1d1ich incorporate, a pop-up float 1rnter le1·el indicator for identifying that modules are filled to the 

appropriate le1·el. \\'hen modules are pinned together there are a total of eight knuckles aligned 1Yith the steel t-pin 

in, erted. At the front of the SLED mini system is the steel CJS that is connected to the front ydlo1Y 1Yater filled module. 

Bolted to the front impact face on the CJS is the directional indicator panel. The directiona l 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 allo11·s the user to com·ert the panel to the proper direction 1Yhe11 installing the SLED. The directional indicator 

panel contours to the curYed shape on the front impact face on the CIS and i; secured by six bolts. Other directional 

sheeting and markings are a1·ailable. The SLED mini is attached to the barrier using two transition panels attached to both 

sides of the concrete barrier. The SLED mini transition is made of three main components: one steel transition frame and 

I\Yo symmetric transition panels. The transition frame is positiYely connected to the rear most 1rnter filled module: through 

the l'ertically aligned concentric holes in the knuckles using a steel t-pin. 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 batTier 

using a minimum of four mechanical fasteners per side. A minimum of eight fasteners are required to attach the SLED to 

the barrier. 

SLED mini End Treatment for Concrete BaITier 

Length: 12.0 ft (3. 7 111 ) long (pin to pin) 

Height: 32 in (0.83 m) 

Width: 23 in (0.58 111) 

The SLED mini End Treatment for anachment to concrete barrier has been fully tested to the procedures of MASH. 

ELIGIBILITY 

FHWA Eligibility Letters: 

CONTACT INFORMATION 

TratFix Devices, Inc. 

Corporate Headquarters 

160 A venida La Pata 

San Clemente, CA 92673 

www.traffixdevices.com 

Phone: +I (949)-361-5663 

Fax: +I (949)-36 1-9205 

Email: info@traffixdevices.com 

MASH SLED mini End Treatment 

SHEET NO. DATE: 

2 OF2 4/25/ 18