1200 New Jersey Ave., SE

 Washington , D.C. 20590

March 13, 2020 In Reply Refer To: 

HSST-1 / CC-157 

Mr. Kaddo Kothman 

Road Systems, Inc. 

3616 Howard County Airport 

Big Spring, TX 79720 

Dear Mr. Kothman: 

This letter is in response to your July 20, 2019 request for the Federal Highway Administration 

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

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

assigned FHW A control number CC-157 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: 

• MBEAT Terminal 

Scope of this Letter 

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

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

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

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

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

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

device for any particular purpose or use. 

This letter is not a determination by the FHW A, the Department 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: MBEA T Terminal 

Type of system: Terminal 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: KARCO 

Date of request: July 20, 2019 

Date of final package: August 16, 2019 

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

attached form. 

Full Description of the Eligible Device 

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

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

form. 

Notice 

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

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

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

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

maintenance requirements to ensure proper performance. 

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

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

and evaluation criteria of AASHTO's MASH. 

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

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

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

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

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

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

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

complete information about the crash worthiness of the system. 
3 

Standard Provisions 

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

control number CC-157 shall not be reproduced except in full. This letter and the test 

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

documentation may be reviewed upon request. 

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

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

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

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

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

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

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

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

information related to crash testing. 

Sincerely, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
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Page 1 of 1 · 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

... 

...

...

·e 

CII

.c 

:::, 

II) 

Date of Request: March 12, 2020 r- New r Resubmission I 

Name: Steven Matsusaka 

Company: Applus IDIADA KARCO Engineering, LLC. 

Address: 9270 Holly Road, Adelanto, CA 92301 

Country: United States of America 

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 

r Engineering Analysis 

MBEATTerminal 

AASHTOMASH TL3 

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

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

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

Individual or Organization responsible for the product: 

Contact Name: Kaddo Kothman Same as Submitter D 

Company Name: Road Systems, Inc. Same as Submitter D 

Address: 3616 Howard County Airport, Big Spring, TX 79720 Same as Submitter D 

Country: United States of America Same as Submitter D 

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

Eligibility Process for Safety Hardware Devices' document. 

Road Systems, Inc. is the manufacturer and marketer of device. 

Applus IDIADA KARCO Engineering, LLC (IDIADA KARCO) is an independent research and testing laboratory 

having no affiliation with any other entity. lDIADA KARCO is actively Involved In data acquisition and 

compliance/certification testing for a variety of government agencies and equipment manufacturers. The 

principals and staff of IDIADA KARCO have no past or present financial, contractual or organizational interest in 

any company or entity directly or indirectly related to the products that KARCO tests. If any financial interest 

should arise, other than receiving fees for testing, reporting, etc., with respect to any project, the company will 

provide, In writing, a full and immediate disclosure to the FHWA. 
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Page 3 of 1 

PRODUCT DESCRIPTION 

(e New Hardware or 

Significant Modification 

(' Modification to 

Existing Hardware 

The MBEAT terminal is a box-beam guardrail terminal consisting of: an impact head assembly, an end terminal 

rail section, and a breakaway cable anchorage system with a ground strut. The terminal has a total length of 11 

ft 11 .3125 in. (3.6 m) from the nose of the impact head to the end of the terminal. The total as-tested 

installation length was 168.3 ft. (51.3 m). 

The impact head assembly consists of: a front impact plate, a mandrel tube that inserts into the energy 

absorbing tube, and a tapered mandrel. The front impact plate has a dimension of 20.0 in. x 20.0 in. (508 mm x 

508 mm) with 2.0 in. (51 mm) wide protruded edges. The mandrel tube is fabricated from a 46.0 in. (1 .2 m) long 

section of 4.5 in. x 4.5 in. x 0.1875 in. (114 mm x 114 mm x 4.8 mm) tube and welded to the back of the impact 

plate on one end. The other end of the mandrel tube is inserted into the end terminal rail for a distance of 

approximately 22.0 in. (560 mm). A tapered mandrel with cross sectional dimension increasing from 4.5 in. x 4.5 

in. (114 mm x 114 mm) to a maximum of 6.6 in. x 6.6 in. (168 mm x 168 mm) is welded to the mandrel tube 

upstream of the end terminal rail. Note that the inside dimensions of the box-beam rail are 5.75 in. x 5.75 in. 

(146 mm x 146 mm). 

The end terminal rail is a 9 ft 10.75 in. (3.0 m) long section of 6.0 in. x 6.0 in. x 0.125 in. (152-mm x 152-mm x 3.2 

mm) box-beam rail. A 0.25 in. (6.4 mm) deep 45° notch is cut into each of the four corners of the box-beam at 

the upstream end. Two (2) 2.5 in. x 2.5 in. x 0.25 in. (63.5 mm x 63.5 mm x 6.4 mm) angles are welded 2.0 in. (50 

mm) upstream from the downstream end of the tube for connection to the standard box-beam rail section. 

Two (2) special splice plates are used to connect the end terminal rail to the standard 6 in. x 6 in. x 0.1875 in. 

(152 mm x 152 mm x 4.8 mm) box-beam rail. A cable anchor bracket for one end of the anchor cable is welded 

to the bottom of the rail in the middle. The cable anchor bracket consists of a 0.5 in. (12.7-mm) thick plate with 

a 1.125 in. (29 mm) diameter hole for the cable anchor and reinforced with gussets. 

The breakaway cable anchorage system consists of: a breakaway end post (Post 1) and a hinged Post 2 

connected with a ground strut, a cable anchorage assembly, and an angled bracket welded to the bottom of 

the box-beam rail. The end post has a 2.4 ft (0.7 m) long top portion constructed of 6.0 in. x 6.0 in. x 0.125 in. 

(152 mm x 152 mm x 3.2 mm) steel tube and a 6.0 ft (1 .8 m) long bottom section constructed of W6 x 15 (W152 

x 22.4) steel I-beam. The top and bottom sections are pinned together by a 0.625 in. (16 mm) diameter bolt and 

nut. A post-breaker is bolted to the end post on the traffic side. 

Post 2 consists of one 2.8 ft (0.9 m) long top portion and a 6.0 ft (1.8 m) long bottom portion, both fabricated 

from W6 x 9 (W152 x 13.4) steel I-beam and pinned together by a 0.75 in. (19 mm) diameter bolt and nut. Posts 

1 and 2 are spaced 6.25 ft (1.9 m) apart and connected with a ground strut. All subsequent posts from Post 3 on 

are standard 5 ft. 4 in. (1 .6 m) long 53 x 5.7 (575 x 8.5) steel weak posts with a standard spacing of 6.0 ft. (1 .8 m). 

The upstream end of the cable anchor is attached to Post 1 through a 0.625 in. (16 mm) thick, 8.0 in. (203 mm) 

square steel bearing plate. The downstream end of the cable anchor is attached to an angled bracket welded 

to the bottom of the box-beam rail. The ground strut is mounted to a second 0.625 in. (16 mm) bolt through 

Post 1 and by the 0.75 in. (19 mm) hinge bolt in Post 2. 

Test Chronology and Design Modifications: 

Test 3-30 was conducted on 05/01/18. 

Tests 3-31 , 32, 33, 34, 35, and 37 were conducted from 05/14/18 through 07/11 /18 with two design 

modifications made to the original system: a retention plate was added at post 2 and the post breaker was 

lengthened. Complete details on these design modifications are included in Attachment A to this submission. 

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: ISteven Matsusaka 

Engineer Signature: 

Address: 19270 Holly Road, Adelanto, CA 92301 !Same as Submitter ~ 
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A brief description of each crash test and its result: 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (11 00C) 

IDIADA KARCO Test No. P38087-01 . An 

11 00C (2,425 lb) passenger car impacting 

the terminal end-on at a nominal impact 

speed and angle of 100 km/h (62.2 mph) 

and 0°, respectively, with the quarter point 

of the vehicle aligned with the centerline of 

the nose of the terminal. This test is 

primarily intended to evaluate occupant risk 

and vehicle trajectory criteria. 

The test vehicle, a 2012 Hyundai Accent 4-

door sedan weighing 2,415.1 lbs (1,095.5 

kg), impacted the MBEAT Terminal at an 

impact speed and angle of 59.73 mph 

(96.12 km/h) and 0.4°, respectively. The 

vehicle forced the impact head down the 

box beam rail until the vehicle's forward 

motion was arrested at a point between 

posts 3 and 4. The vehicle then yawed 

clockwise before coming to rest 45.4 ft. 

(13.8 m) downstream and 27.2 ft. (8.3 m) left 

from its position at the initial point of 

contact with the system. 

The test vehicle sustained damage to its 

front end with negligible occupant 

compartment deformation. The vehicle 

remained upright throughout the impact 

event. The test article was damaged from 

post 1 through post 3 with approximately 

14.7 ft. (4.5 m) bursting during the event. 

The Occupant Impact Velocities (OIV) and 

ridedown accelerations are within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-30. 

PASS 
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Page 5 of 1 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-31 (2270P) 

IDIADA KARCO Test No. P38088-01 . A 2270P 

(5,000 lb) pickup truck impacting the 

terminal end-on at a nominal impact speed 

and angle of 100 km/h (62.2 mph) and 0°, 

respectively, with the centerline of the 

vehicle aligned with the centerline of the 

nose of the terminal. This test is primarily 

intended to evaluate occupant risk and 

vehicle trajectory criteria. 

The test vehicle, a 2013 RAM 1500 4-door 

pickup truck, with a test inertial mass of 

5,001.1 lbs (2,268.5 kg), impacted the 

MBEATTerminal at an impact speed and 

angle of 62.52 mph (100.61 km/h) and 0.1 °, 

respectively. The vehicle forced the impact 

head down the length of the box beam 

before being brought to a stop 27.4 ft, (8.4 

m) downstream and 0.3 ft. (0.1 m) left from 

its position at the initial point of contact 

with the system. 

The test vehicle sustained damage to its 

front end with negligible occupant 

compartment deformation. The test vehicle 

remained upright and did not leave its lane. 

The test article was damaged from post 1 

through post 4 with approximately 27.9 ft, 

(8.5 m) of the box beam bursting during the 

event. The Occupant Impact Velocities (OIV) 

and ridedown accelerations were within the 

recommended limits. The MBEAT terminal 

passed all evaluation criteria for Test 3-31 . 

The test was conducted with the design 

modifications detailed in Attachment A. 

PASS 
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Page 6 of 1 

IDIADA KARCO Test No. P38089-02. An 

11 00C (2,425 lb) passenger car impacting 

the terminal end-on at a nominal impact 

speed and angle of 100 km/h (62.2 mph) 

and 5°, respectively, with the centerline of 

the vehicle aligned with the centerline of 

the nose of the terminal. This test is 

primarily intended to evaluate occupant risk 

and vehicle trajectory criteria. 

The test vehicle, a 2014 Hyundai Accent 4-

door sedan weighing 2,428.4 (1,101 .5 kg), 

impacted the MBEATTerminal at an impact 

speed and angle of 61.37 mph (98.76 km/h) 

and 6.0°, respectively. The vehicle forced the 

impact head down the length of the box 

beams until the reaching the second box 

beam, at which point the impact head 

began to rotate about its yaw axis. As the 

impact head rotated, the vehicle gated 

through the system and the vehicle's Apillar impacted the box beam rail. The test 

vehicle came to rest 31.9 ft. (9.7 m) 

downstream and 6.2 ft. (1 .9 m) right from its 

position at the initial point of contact with 

the system. 

The test vehicle sustained damage 

concentrated to its front end. The vehicle's 

left front fender, left A-pillar, and left side 

windshield were also damaged. The test 

vehicle remained upright throughout the 

impact event. The test article received 

damaged from post 1 through post 5. The 

first box beam rail burst and the second box 

beam rail was torn on its non-traffic side. 

The Occupant Impact Velocities (OIV) and 

ridedown accelerations were within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-32. 

The test was conducted with the design 

modifications detailed in Attachment A. 

3-32 (1100() PASS 
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IDIADA KARCO Test No. P38104-01. A 2270P 

(5,000 lb) pickup truck impacting the 

terminal end-on at a nominal impact speed 

and angle of 100 km/h (62.2 mph) and 5°, 

respectively, with the centerline of the 

vehicle aligned with the centerline of the 

nose of the terminal. This test is primarily 

intended to evaluate occupant risk and 

vehicle trajectory criteria. 

The test vehicle, a 2012 RAM 1500 4-door 

pickup truck weighing 4,978.0 lbs (2,258.0 

kg), impacted the MBEAT Terminal at an 

impact speed and angle of 63.60 mph 

(102.35 km/h) and 

4.8°, respectively. The 

test vehicle forced the impact head down 

the length of the box beam before being 

brought to a stop 25.2 ft. (7.7 m) 

downstream and 2.6 ft. (0.8 m) right from its 

position at the initial point of contact with 

the system. 

The test vehicle sustained damage 

concentrated to its front end with negligible 

occupant compartment deformation. The 

test vehicle remained upright and did not 

leave its lane. The test article was damaged 

from post 1 through post 6. Approximately 

20.0 ft. (6.1 m) of box beam burst and the 

third beam kinked at post 6. The front face 

of the impact head was also damaged. The 

Occupant Impact Velocities (OIV) and 

ridedown accelerations were within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-33. 

The test was conducted with the design 

modifications detailed in Attachment A. 

3-33 (2270P) PASS 
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IDIADA KARCO Test No. P38105-01. An 

11 00C (2,425 lb) passenger car impacting 

the terminal at a nominal impact speed and 

angle of 100 km/h (62.2 mph) and 15°, 

respectively, with the corner of the vehicle 

bumper aligned with the critical impact 

point (CIP) of the length of need (LON) of 

the terminal. This test is primarily intended 

to evaluate occupant risk and vehicle 

trajectory criteria. 

The test vehicle, a 2013 Hyundai Accent 4-

door sedan weighing 2,438.3 lbs (1,106.0 

kg), impacted the MBEATTerminal 32.0 in. 

(813 mm) downstream from post 1 at an 

impact speed and angle of 62.59 mph 

(100.73 km/h) and 15.1 °,respectively.The 

vehicle was contained and redirected by the 

terminal and box beam before separating 

from the article near post 6 and coming to 

rest 200.7 ft. (61.2 m) downstream and 17.5 

ft. (5.3 m) left from its position at the initial 

point of contact with the system. The 

vehicle remained upright and stable 

throughout the impact event and did not 

leave its lane. 

The test vehicle sustained damage 

concentrated to its right front side with 

negligible occupant compartment 

deformation. The test article was damaged 

from post 1 through post 5. The Occupant 

Impact Velocities (OIV) and ridedown 

accelerations were within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-34. 

The test was conducted with the design 

modifications detailed in Attachment A. 

3-34 (11 00C) PASS 
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3-35 (2270P) 

IDIADA KARCO Test No. P38086-03. A 2270P 

(5,000 lb) pickup truck impacting the 

terminal at a nominal impact speed and 

angle of 100 km/h (62.2 mph) and 25°, 

respectively, with the corner of the vehicle 

bumper aligned with the beginning of the 

LON of the terminal. This test is primarily 

intended to evaluate structural adequacy 

and vehicle trajectory criteria. 

The test vehicle, a 2012 RAM 1500 4-door 

pickup truck weighing 5,003.3 lbs (2,269.5 

kg), impacted the MBEATTerminal 2.0 in. 

(51 mm) upstream of post 3 at an impact 

speed and angle of 65.31 mph (105.11 km/ 

h) and 24.8°, respectively. 

The vehicle was contained and redirected 

by the terminal and box beam, exiting the 

system approximately 1.24 s after impact. 

After exiting, the vehicle impacted the 

system a second time before coming to rest 

126.4 ft. (38.5 m) downstream and 2.1 ft. (0.6 

m) right from its position at the initial point 

of contact with the system. The vehicle 

remained upright and did not leave its lane 

throughout the impact event. 

The test vehicle sustained damage 

concentrated to its right front end with 

negligible occupant compartment 

deformation. The test article was damaged 

from post 1 through post 11 . The Occupant 

Impact Velocities (OIV) and ridedown 

accelerations were within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-35. 

The test was conducted with the design 

modifications detailed in Attachment A. 

PASS 

3-36 (2270P) 

MASH Test Designation 3-36. A 2270P (5,000 

lb) pickup truck impacting the terminal at a 

nominal Impact speed and angle of 100 km/ 

h (62 mph) and 25°, respectively, with the 

corner of the vehicle bumper aligned with 

the critical Impact point (CIP) 

with respect to the transition to the stiff 

barrier or backup structure. This test is 

primarily intended to evaluate the 

performance of the terminal when 

connected to a stiff barrier or a backup 

structure. 

As a box beam terminal, the MBEAT 

Terminal is designed to attach to box beam 

barriers. Transitions to alternative 

barriers downstream of the terminal will 

require case-by-case evaluation. 

Non-Relevant Test, not conducted 
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Page 1C of 1 · 

3-37 (2270P) 

IDIADA KARCO Test No. P38163-01. An 

11 00C (2,425 lb) passenger car impacting 

the terminal at a nominal impact speed and 

angle of 100 km/h (62.2 mph) and 25°, 

respectively, at Post 3 in the reverse 

direction. This test is intended to evaluate 

the performance of a terminal for a 

"reverse" hit. 

The test vehicle, a 2015 Kia Rio 4-door sedan 

weighing 2,405.2 lbs (1,091 .0 kg), impacted 

the MBEATTerminal 2.3 in. (58 mm) 

upstream of post 3 at an impact speed and 

angle of 62.04 mph (99.84 km/h) and 25.6°, 

respectively. The test vehicle impacted post 

2, post 1, and the impact head before 

gating through and exiting the system at a 

velocity of 35.30 mph (56.81 km/h). The test 

vehicle came to rest 103.1 ft. (31.4 m) 

downstream and 43.8 ft. (13.4 m) right from 

its position at the initial point of contact 

with the system. The vehicle remained 

upright and stable throughout the impact 

event. 

The test vehicle sustained damage 

concentrated the front end and right front 

side and minimal occupant compartment 

deformations. The test article was damaged 

from post 1 through post 3. he Occupant 

Impact Velocities (OIV) and ridedown 

accelerations were within the 

recommended limits. The MBEATterminal 

passed all evaluation criteria for Test 3-37. 

The test was conducted with the design 

modifications detailed in Attachment A. 

PASS 

3-38 (1500A) 

MASH Test Designation 3-38. A 1500A (3,307 

lb) passenger car impacting the terminal 

end-on at a nominal impact speed 

and angle of 100 km/h (62.2 mph) and 0°, 

respectively, with the center line of the 

vehicle aligned with the center line of 

the nose of the terminal. This test is 

primarily intended to evaluate the 

performance of the staged attenuator/ 

terminal when impacted by a mid-size 

vehicle. 

The MBEAT Terminal is not a staged device, 

because the force required to move the 

Impact head down the rail does not 

change. 

Non-Relevant Test, not conducted 

3-40 ( 11 00C) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-41 (2270P) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-42 (11 00C) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-43 (2270P) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 
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Page 11 of 1 · 

3-44 (2270P) Test for non-redirective crash cushion, not 

applicable for terminals Non-Relevant Test, not conducted 

3-45 (1 S00A) Test for non-redirective crash cushion, not 

applicable for terminals 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.): 

Laboratory Name: Applus IDIADA KARCO Engineering, LLC. 

Laboratory Signature: 

Digitally signed by Steven Matsusaka Steven Matsusaka ON: cn=Steven Matsusaka, ema 11=steven.matsusaka@1d1ada.com, c=US

Date: 2020.03.1 2 13: 16:39 -07'00' 

Address: 9270 Holly Road, Adelanto, CA 92301 Same as Submitter [8] 

Country: United States of America Same as Submitter [8] 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

TL371 : July 1, 2019 - July 1, 2022 

 

Submit Form 

ATTACHMENTS 

Attach to this form: 

1) Additional disclosures ofrelated 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 


 

 

 

 

17 TR-P38105-01-NC 


 

 
I NTENDED USE 

The M BEAT ( MASH BEAT) is a roadside energy-absorbing terminal used to protect the ends of 6" x 6'" ( 150 x 

150) box beam barriers that has been designed and tested under MASH criteria. It is supported by two steel 

breakaway end posts connected by a strut and standard 3" x 5.7# (75 x 8.5) I beam weak posts. The MBEAT is 

approximately 15 feet (4.6m) long and has a rail height of2'-4" (710 mm). The additional energy absorbing 

capacity is achieved as the impact head activates the standard downstream box beam sections. 

During end-on impacts, the vehicle forces the mandrel portion of the MBEAT impact head into the end of the box 

beam section causing the tube to burst. The four walls of the tube are then peeled back. The end tube wall 

thickness is I /8" (3mm), which is thinner than the 3/ 16" (5mm) downstream box beam. 

The MBEAT is a cable-anchored system. When impacted on the traffic side within the length of need and within 

design lim its, the MBEAT contains and redirects the errant vehicle back toward its original travel path . A gusset 

plate is welded to the end tube section to anchor the downstream end of the cable. The cable is bolted into place 

for traffic face redirection impacts. The tension in the cable is released for end-on impacts when breakaway post 

# I is fractured . 

ACCEPTANCE 

FHWA Letter CC-xx, xx, 20 18- MBEATTest Level 3 

CONTACT INFORMATION 

Road Systems, Inc. 

3616 Old Howard County Airport 

Big Spring, Texas 79720 

Phone 432-263-2435 

Fax 432-267-4039 

www .roadsystems.com 

MBEAT MASH BEAT Box Beam S stem