January 29, 2019 

 1200 New Jersey Ave ., SE

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1 / CC-151 

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 October 24, 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 FHWA letter of eligibility is 

assigned FHW A control number CC-151 and is valid until a subsequent letter is issued by 

FHW A that expressly references this device. 

Decision 

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

which is attached as an integral part of this letter: 

• SLED to SentryII 

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 crash worthiness 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 to Sentry II 

Type of system: Terminal 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: KARCO 

Date of request: October 25, 2018 

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. 
Version 10.0 (05/16) 

Page 1 of 9 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

... 

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Date of Request: October 24, 2018 (e New (' Resubmission I 

Name: Felipe Almanza 

Company: 

Address: 

TrafFix Devices Inc. 

160 Avenida La Pata San Clemente CA 92673 

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 to Sentry II 

AASHTO MASH 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: Felipe Almanza Same as Submitter C8J 

Company Name: Traff ix Devices Inc. Same as Submitter C8J 

Address: 160 Avenida La Pata San Clemente CA 92673 Same as Submitter C8J 

Country: United States Same as Submitter C8J 

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 (' Modification to 

Significant Modification Existing Hardware 

The SLED is a, non-redirective, gating crash cushion, designed to shield the end of Sentry II Water Cable Barrier 

(WCB). The SLED is free standing, does not require anchoring to the road surface and can be used on concrete, 

asphalt, gravel, and dirt surfaces. The surface used for these tests was concrete. The SLED system consists of 

two main components: one empty yellow Module and one Containment Impact Sled (CIS). The SLED has 

overall dimensions of aprox. 88.0 in (2.2 m) length X 27.25 in (0.7 m) wide X 45.875 in (1 .2 m) tall. The empty 

yellow module has overall dimensions of approximately 75.75 in (1.9 m) long (pin to pin) X 22.5 in (0.6 m) wide 

X 45.875 in (1 .2 m) tall. The empty yellow module is manufactured from polyethylene that is UV stabilized. A 

TL-3 SLED end treatment system for shielding the end of Sentry II WCB consists of one empty yellow module 

connected to the steel CIS. The empty yellow module with the CIS weighs approx. 322 lbs. (146 kg). 

Permanently molded within the SLED and Sentry II plastic modules are four corrosion resistant cables. The 

SLED is designed to shield the end of Sentry II WCB of unlimited length with a minimum Length of Need (LON) 

of 15 connected Sentry II water filled barrier modules. 

The connection between the yellow SLED module and the orange or white Sentry II WCB modules is the same 

as that between the Sentry II WCB modules. The modules have a series of eleven mating knuckles with 

vertically aligned concentric holes into which, a steel t-pin is inserted. This provides a positive connection 

between the SLED and Sentry II WCB. The empty yellow SLED module is positioned inside the CIS and is 

positively connected to it with a steel t-pin. The yellow SLED empty module is visually identical to the Sentry II 

barrier modules. The yellow SLED module contains drain holes added to prevent the module from being filled. 

The CIS is designed using a steel tube frame and sheet metal construction. The CIS has overall dimensions of 

approx. 88 in (2.2 m) long X 27.25 in (0.7 m) wide X 30.5 in (0.77 m) tall and weighs approx.197 lbs (89.9 kg). 

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 directional sheeting on both sides. This allows the user to convert the 

panel to the proper direction when installing the SLED. Other directional sheeting types and colors are 

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

and is secured by six bolts. The MASH tested and passed SLED TL-3 end treatment, described above, is used in 

concert with the MASH Sentry II Water Cable Barrier and the NCHRP-350 Sentry as described within the FHWA 

Eligibility Letter B-130 and B-279. The MASH tested and passed SLED TL-3 described above is the same product 

as the previously tested and passed NCHRP-350 SLED TL-3 crash cushion criteria (Reference CC-114). The 

design manufacturing process, installation is identical between the MASH and NCHRP-350 tested products. 

Existing inventory is interchangeable as no design changes have been made since the inception of the SLED in 

February 2011 . 

CRASH TESTING 

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

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

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

the MASH criteria. 

Engineer Name: Robert Ramirez 

Engineer Signature: 

Address : 

Robert Ramirez 

9270 Holly Rd. Adelanto, CA 92301 

Digitally signed by Robert Ramirez 

DN: cn=Robert Ramirez, 0=KARCO Engineering, ou=Project Engineer, 

email=rramirez@karco.com, c:::US 

Date: 2018.10.18 09:20:09 •07'00' 

Same as Submitter D 

Country: United States Same as Submitter D 

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

Page 3 of 9 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-30 (1100() Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

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

cushion Non-Relevant Test, not conducted 

3-32 (1100() Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

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

cushion Non-Relevant Test, not conducted 

3-34 (11 00C) Not applicable for non-redirective crash 

cushion Non-Relevant Test, not conducted 

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

cushion Non-Relevant Test, not conducted 

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

cushion Non-Relevant Test, not conducted 

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

cushion Non-Relevant Test, not conducted 

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

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

Page 4 of 9 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-40 ( 11 00C) 

The SLED was positioned offset a quarter of 

the vehicle's width toward the passenger 

side. The offset position examines the risk of 

exceeding occupant risk values, vehicle 

instability, and vehicle yaw movement. The 

test was conducted using a commercially 

available 2013 Kia Rio 4-door sedan with a 

test inertial mass of 2,421.7 lbs (1 ,098.5 kg). 

The test vehicle impacted the SLED at a 

velocity of 64.99 mph (104.59 km/ hr) and at 

an impact angle of 0.6°. The test vehicle 

impacted the steel Containment Impact 

Sled (CIS), pushing it downstream crushing 

and rupturing the yellow empty module 

within the CIS. As the vehicle continued 

downstream the adjacent water filled 

orange and white Sentry II barrier modules 

were crushed and ruptured, dispersing the 

contained water. The vehicle rotated in a 

clockwise direction about its yaw axis 

before coming to a controlled stop 51 .8 ft 

(15.8 m) forward and 23.6 ft (7.2 m) laterally 

from the initial point of impact. The yellow 

SLED module and orange/white barrier 

Sentry II modules remained tethered 

together via the steel t-pin 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 negigible in cab deformation. 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 
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3-41 (2270P) 

The SLED was positioned in line with the 

center of the test vehicle. The inline 

centered position examines the risk of 

exceeding occupant risk values, vehicle 

instability, the SLED's capacity to absorb 

sufficient impact energy, and the SLED's 

ability to bring the vehicle to a controlled 

stop. The test was conducted using a 

commercially available 2012 Ram 1500 4-

door pickup truck with a test inertial mass of 

4,983.5 lbs (2,260.5 kg). The test vehicle 

impacted the SLED at a velocity of 62.86 

mph (101 .17 km/ hr) and at an impact angle 

of 0.1 °. The test vehicle impacted the steel 

Containment Impact Sled (CIS), pushing it 

downstream crushing and rupturing the 

empty yellow module within the CIS. As the 

vehicle continued downstream the adjacent 

water filled orange and white Sentry II 

barrier modules were crushed and ruptured 

dispersing the contained water. The yellow 

SLED module and orange/white barrier 

Sentry II modules remained tethered 

together via the steel t-pin between the 

module knuckles which connects directly to 

the internal molded in steel cables. The 

impacting vehicle was brought to a 

controlled stop 8.9 ft (2.7 m) forward 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 negligible in cab 

deformation. The maximum roll and pitch 

angle did not exceed 75° and occupant risk 

values were within limits per MASH 

specifications for Occupant Impact Velocity 

and Ridedown Acceleration. 

PASS 
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Page 6 of 9 

3-42 (1100() 

The SLED 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's ability to 

bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2013 Kia Rio 4-door sedan with a 

test inertial mass of 2,433.9 lbs (1,104.0 kg). 

The test vehicle impacted the crash cushion 

at a velocity of 60.19 mph (96.86 km/ hr) and 

at an impact angle of 5.4°. The test vehicle 

impacted the steel Containment Impact 

Sled (CIS), pushing it rearward crushing and 

rupturing the empty yellow module within 

the CIS. As the vehicle continued 

downstream the adjacent water filled 

orange and white Sentry II barrier modules 

were crushed and ruptured, dispersing the 

contained water. The yellow SLED module 

and orange/white Sentry II barrier modules 

remained tethered together via the steel tpin between the module knuckles which 

connects directly to the internal molded in 

steel cables. The impacting vehicle was 

brought to a controlled stop 5.2 ft (1.6 m) 

forward and 6.6 ft (7.1 m) laterally 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 negligible in cab deformation. The 

maximum roll and pitch angle did not 

exceed 75°. Occupant risk values were 

within limits per MASH specifications for 

Occupant Impact Velocity and Ridedown 

Acceleration. 

-

PASS 
Version 10.0 (05/16) 

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3-43 (2270P) 

The SLED 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's ability to 

bring the vehicle to a controlled stop. The 

test was conducted using a commercially 

available 2014 Ram 1 500 4-door pickup 

truck with a test inertial mass of 5,000.0 lbs 

(2,268.0 kg). The test vehicle impacted the 

crash cushion at a velocity of 65.47 mph 

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

4.8°. The test vehicle impacted the steel 

Containment Impact Sled (CIS), pushing it 

rearward crushing and rupturing the empty 

yellow module within the CIS. As the vehicle 

continued downstream the adjacent water 

filled orange and water Sentry II barrier 

modules were crushed and ruptured 

dispersing the contained water. The yellow 

SLED module and orange/white barrier 

Sentry II modules remained tethered 

together via the steel t-pin between the 

module knuckle which connects directly to 

the internal molded in steel cables. The 

impacting vehicle was brought to a 

controlled stop 115.6 ft (35.2 m) forward 

and 20.5 ft (6.3 m) laterally 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 negligible in cab deformation. The 

maximum roll and pitch angle did not 

exceed 75°. Occupant risk values were 

within limits per MASH specifications for 

Occupant Impact Velocity and Ridedown 

Acceleration. 

PASS 
Version 10.0 (05/16) 

Page 8 of 9 

3-44 (2270P) 

The SLED was positioned at a nominal angle 

of 20° and the centerline of the impacting 

vehicle was directed at the corner of the 

adjacent Sentry II water filled barrier 

module connected to the empty SLED 

module within the CIS. The side angled 

impact test is to evaluate the SLED's ability 

to safely bring the impacting vehicle to a 

controlled stop. This angle and barrier 

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 Cushions. The test was conducted 

using a commercially available 2012 Ram 

1500 4-door pickup truck with a test inertial 

mass of 5,011.0 lbs (2,273.0 kg). The test 

vehicle impacted the crash cushion at a 

velocity of 62.19 mph (100.08 km/ hr) and at 

an impact angle of 20.9°. The test vehicle 

made initial contact with the leading edge 

of the CIS and the empty yellow SLED 

module. Upon impact the CIS began to 

rotate in a counter clockwise direction and 

began fracturing the empty yellow module 

within the CIS. As the vehicle continued to 

move forward, the adjacent orange and 

white Sentry II barrier modules also rotated 

in a counterclockwise direction, were 

crushed, and ruptured dispersing the 

contained water. The yellow SLED modules 

and orange/ white Sentry barrier modules 

remained tethered together via the steel 

t-pin between the module knuckles which 

connects directly to the internal molded in 

steel cables. The impacting vehicle was 

brought to a controlled stop 100.85 ft 

(30.74 m) forward and 89.8 ft (27.37 m) 

laterally 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 the deformation limits 

were not exceeded. The maximum roll and 

pitch angle did not exceed 75°. 

PASS 

3-45 (1500A) 

The SLED to Ser.try II 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 .): 
Version 10.0 (05/16) 

Page 9 of 9 

Laboratory Name: Applus IDIADA KARCO Engineering 

Laboratory Signature: cAA Digitally signed by Alex Beltran 

ON: cn =Alex Beltran, o=KARCO Engineering, ou =Testing laboratory, 

email =abeltran@karco.com, c=US 

Date: 2018.10.25 11 :38:03 •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 : 

TL-371 Valid until July 1, 2019 

Oig,uny s,gned by Fel,pe Alm•nu 

. s· * 1.-',1,:.. /7 ;f__ ' °"""_,., .. ~m,ra,, o- fafFi.•0.•m S U b m1tter 1gnature : '1..£l<rJt:; {_/4t1/n(4''7"- :~~1::~1.utew:,scom,c-US O.t,· 2018 10.lS lS:1 9:36-<17'00 

Submit Form 

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 

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

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

to facilitate our review. 

FHWA Official Business Only: 

Eligibility Letter 

Number Date Key Words 
MASH Test 3-40 Summary 

0.000 s 0.200 s 0.400 s 0.600 s 

>----.... """' ~ 

0.800 s 

236 11 (72m) 

General Information 

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

KARCO Test No.... . .. P36137-01 

Test Designation ...... .. ....... 3-40 

Test Date. . ............. 11/14/16 

Test Article 

Name I Model . . . . . . . . . . . . . . . . MASH SLED 

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

Installation Length ....... ....... 157.8 ft. (48.1 m) 

Terminal Length.. . . 88.0 in. (2,235 mm) 

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

Test Vehicle 

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

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

Curb Mass ... ................... 2,357.8 lbs (1 ,069.5 kg) 

Test Inertial Mass ...... . . .. . 2,421 .7 lbs (1 ,098.5 kg) 

Gross Static Mass ... ........... 2,589.3 lbs {t 174.5 kg) 

Impact Conditions 

Impact Velocity ... . . 64.99 mph (104.59 km/h) 

Impact Angle ... . 0.6° 

Location / Orientation .. 16.7 in (423 mm) right of 

vehicle CL 

Kinetic Energy ...... ......... ... 341 .9 kip-ft (463.6 kJ) 

Exit Conditions 

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

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

Final Vehicle Position .......... 51 .8 ft (15.8 m) downstream 

23.6 ft. (7.2 m) left 

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

Vehicle Pocketing..... ... None 

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

Maximum Roll Angle .......... 6.3° 

Maximum Pitch Angle ... .. .... 10.8° 

Maximum Yaw Ang_le ..... 267.8° 

Occupant Risk 

Longitudinal OIV .... 35.8 ft/s (10.9 mis) 

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

Longitudinal RA... . . .. · -18.0 g 

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

THIV .............. .... ........... 36.1 ft/s (11 .0 mis) 

PHO ..... ......... ... ... ...... .... 16.6 g 

ASI. .. . ................ ....... .. 1.14 

Test Article Deflections 

Static....................... .. 13.5ft. (4.1 m) 

Dynamic .. ................. .. .... NIA 

Working Width .. .... .......... 14.4 ft. (4.4 m) 

Vehicle Damage 

Vehicle Damage Scale ... . .. .. 12-FD-2 

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

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

Figure 2 Summary of Test 3-40 

13 TR-P36137-01-NC 
MASH Test 3-41 Summary 

0.000 s 0.200 s 0.400 s 0.600 s 0.800 s 

~: [~n ~ii 1 ~tt::::j±::::Jl f e CL! 6 1 /l I U i o tr:_ic E oe I~ ! e Io I I Ji( e O ) ) 

General Information 

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

KARCO Test No. . ......... . P36283-01 

Test Designation .... .. ..... .... 3-41 

Test Date.. . .. ............. 11/9/16 

Test Article 

Name I Model... .. .. .. . . . .. .. MASH SLED 

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

Installation Length .... .... ..... 157.8 ft. (48.1 m) 

Terminal Length ... .. ......... 88.0 in. (2,235 mm) 

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

Test Vehicle 

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

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

Curb Mass ...... ..... .. .......... .4,920.6 lbs (2,232.0 kg) 

Test Inertial Mass ........... .. . 4,983.5 lbs (2,260.5 kg) 

Gross Static Mass ....... .... .. 4.983.5 lbs (2,260.5 kg) 

Figure 2 Summary of Test 3-41 

Impact Conditions 

Impact Velocity. . . . . .. .. .. . . . . 62.86 mph (101 .17 km/h) 

Impact Angle .. .... .. 0.1 ° 

Location / Orientation .......... 0.75 in. (19 mm) left of vehicle 

CL 

Kinetic Energy........ .. . .. 658.3 kip-ft (892.5 kJ ) 

Exit Conditions 

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

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

Final Vehicle Position .. ....... 8.9 ft (2.7 m) downstream 

2.9 in. (74 mm) left 

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

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

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

Maximum Roll Angle .. .... ... . -4.9° 

Maximum Pitch Angle .... .. ... 1.3° 

Maximum Yaw Anqle ... . ...... -4.5° 

Occupant Risk 

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

Lateral OIV .. ..... .. .... .. .. ...... 0.3 ft/s (0.1 mis) 

Longitudinal RA ....... .......... -9.1 g 

Lateral RA .. .... ..... .. .. .... ... -1.6 g 

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

PHO ....... .... .. .......... .. ..... 9.2 g 

ASI... ... ..... .... ... ...... ... ... .. . 0.87 

Test Article Deflections 

Static ............................ . 17.2 ft. (5.2 m) 

Dynamic ... ...... ... ... ... ... .... .. 21. 7 ft. (6.6 m) 

Working W idth .. ........ ........ 5.5 ft. (1.7 m) 

Vehicle Damage 

Vehicle Damage Scale .. 12-FD-4 

CDC .... 12FDEW3 

Maximum Intrusion ....... 0.3 in. (8 mm) 

13 TR-P36283-01-NC 
MASH Test 3-42 Summary 

0.000 s 0.125 s 0.230 s 0.450 s 1.400 s 

~ )l c:;::£w: 1 Q I ] I :r:--tef::::C: 1 JC I t I 2 1 6 :re: 1 ¢ IQ 1J Ii ti JI i 

(1.6m) 

General Information 

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

KAR CO Test No .... ........... P37264-01 

Test Designation .............. . 3-42 

Test Date ....................... .. 08/01/17 

Test Article 

Name / Model. .. . . . . . . . . . . . . . MASH SLED 

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

Installation Length 164.1 ft. (50.0 m) 

Terminal Length ...... ... ... ..... 88.0 in. (2,235 mm) 

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

Test Vehicle 

Type/ Designation ..... 1100C 

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

Curb Mass ... .. ... . .. 2,435.0 lbs (1 ,104.5 kg) 

Test Inertial Mass ............. .. 2,433.9 lbs (1 ,104.0 kg) 

Gross Static Mass .. ... ......... 2,595.9 lbs (1,177.5 kg) 

Figure 2 Summary of Test 3-42 

Impact Conditions 

Impact Velocity... . . . . . . . . . . . 60.19 mph (96.86 km/h) 

Impact Angle ....... ............ . 5.4° 

Location/ Orientation... . 0.7 in (18 mm) right of vehicle 

CL 

Kinetic Energy........ 294.8 kip-ft (399.7 kJ) 

Exit Conditions 

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

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

Final Vehicle Position ... ..... . 5.2 ft (1 .6 m) downstream 

6.6 ft. (2.0 m) left 

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

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

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

Maximum Roll Angle ... ...... .. -4.2° 

Maximum Pitch Angle ..... .... . -2.3° 

Maximum Yaw AnQle .. 17° 

Occupant Risk 

Longitudinal OIV. .... ....... .... 34.4 ft/s (10.5 mis) 

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

Longitudinal RA .. .... ....... .... -17.8 g 

Lateral RA ................... ..... -4.4 g 

THIV ............. .. .... .... ...... 34.1 ft/s (10.4 m/s) 

PHD .... ...... . ... 16.6g 

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

Test Article Deflections 

Static ... .. ... ..... . 10.5 ft. (3.2 m) 

Dynamic.. . .. .... ....... . 12.5 ft. (3.8 m) 

Working Width .... . ..... 4.9 ft. (1 .5 m) 

Vehicle Damage 

Vehicle Damage Scale .. 12-FD-3 

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

Maximum Intrusion ... ...... . 0.22 in (6 mml 

13 TR-P37264-01-NC 
~ --------. lit. . .. w ~ -- · -u:---= 

1.080 s 

MASH Test 3-43 Summary 

0.000 s 0.180 s 0.450 s 0.810 s 

115.6' (35.2 m) SrJJ 20.5' (6.3 m) 

~ c=J c=s: 

~6• ff • 6 19 IC II. ::IE:: ff j["' :I,. I l I I ! :II n II Ii lJ 

General Information 

Test Agency . KARCO Engineering, LLC. 

KAR CO Test No ............ ... P37265-01 

Test Designation .... .. .......... 3-43 

Test Date .................... ..... 08/03/17 

Test Article 

Name / Model .. .. .. . . .. . .. .. MASH SLED 

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

Installation Length .............. 162.5 ft. (49.5 m) 

Terminal Length ...... .. ........ . 88.0 in. (2,235 mm) 

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

Test Vehicle 

Type/ Designation .... .. 2270P 

Year, Make, and Model ...... 2014 RAM 1500 

Curb Mass ... .... ....... .. ...... .4,998.9 lbs (2,267.5 kg) 

Test Inertial Mass ...... ... .. ... . 5,000.0 lbs (2,268.0 kg) 

Gross Static Mass ....... .... .. 5,000.0 lbs (2,268.0 kg) 

Figure 2 Summary of Test 3-43 

Impact Conditions 

Impact Velocity .. . . ...... .. .. 65.47 mph (105.36 km/h) 

Impact Angle .............. 4.8° 

Location/ Orientation .......... 0.5 in. (13 mm) right of vehicle 

CL 

Kinetic Energy ..... ........ ...... 716.4 kip-ft (971.4 kJ ) 

Exit Conditions 

Exit Velocity .. ............ .. ...... 34.3 mph (55.2 km/h) 

Exit Angle ........................ 20.6° 

Final Vehicle Position ......... 115.6 ft (35.2 m) downstream 

20.5 ft. (6.3 m) left 

Vehicle Snagging .... . None 

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

Vehicle Stability... . . Satisfactory 

Maximum Roll Angle .......... -4.0° 

Maximum Pitch Angle ....... . -4.9° 

Maximum Yaw Ang_le... -21.0° 

Occupant Risk 

Longitudinal OIV. ..... .... ..... . 30.8 ft/s (9.4 m/s) 

Lateral OIV. ...................... 5.2 ft/s (1 .6 mis) 

Longitudinal RA ........ ......... -6.4 g 

Lateral RA..... . .......... .. .. -3.4 g 

THIV ................. ............ 31 .2 ft/s (9.5 m/s) 

PHO ......... ... ............. 6.4 g 

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

Test Article Deflections 

Static .. .. .. .. .. .. . ....... 18.8 ft. (5. 7 m) 

Dynamic ........................... 23.2 ft. (7.1 m) 

Working Width ..... ......... ..... 7.0 ft. (2.1 m) 

Vehicle Damage 

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

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

Maximum Intrusion.......... 0.3 in. (8 mm) 

13 TR-P37265-01-NC 
MASH Test 3-44 Summary 

0.000 s 0.100 s 0.180 s 0.325 s 0.625 s 

WO'-W' UOJc a ~ -,• I"""' 

General Information 

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

KARCO Test No. . .. P37266-01 

Test Designation ... ......... .. . 3-44 

Test Date .............. ..... . ... 07/28/17 

Test Article 

Name I Model. .. . . . . . . . . . . . .. MASH SLED 

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

Installation Length ...... .. ...... 162.5 ft. (49.5 m) 

Terminal Length ... .. .. .. ...... 88.0 in. (2,235 mm) 

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

Test Vehicle 

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

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

Curb Mass ... ....... ..... .. .... .. .4,960.3 lbs (2,250.0 kg) 

Test Inertial Mass ...... . ...... 5,011 .0 lbs (2,273.0 kg) 

Gross Static Mass ... . ......... 5,011 .0 lbs (2,273.0 kg) 

Figure 2 Summary of Test 3-44 

Impact Conditions 

Impact Velocity.. . . . . . . . .. . . . . 62.19 mph (100.08 km/h) 

Impact Angle ..... . .. .. . .. ...... 20.9° 

Location / Orientation ... .. ..... 2.4 in. (62 mm) left of the 

vehicle CL 

Kinetic Energy .......... ........ 647.9 kip-ft (878.4 kJ ) 

Exit Conditions 

Exit Velocity ........... .. .. ..... 31.99 mph (51.48 km/h) 

Exit Angle........ . ...... . 39.4° 

Final Vehicle Position ... .. .... . 100.85 ft (30.74 m) downstream 

89.80 ft. (27.37 m) right 

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

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

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

Maximum Roll Angle... .. 5. 7° 

Maximum Pitch Angle ......... 6. 7° 

Maximum Yaw Angle ........... 27.2 

Occupant Risk 

Longitudinal OIV. . .... ....... .. 28.5 ft/s (8.7 mis) 

Lateral OIV. ..... ...... .. ... .... . 2.0 ft/s (0.6 mis) 

Longitudinal RA ..... ............ -10.4 g 

Lateral RA ............ .. .... ... ... 4.8 g 

THIV .............. .... .. ..... . ... 28.5 ft/s (8.7 m/s) 

PHO....... . ... 11.39 

ASI ....... ....... 0.71 

Test Article Deflections 

Static... ..... ... ... ... ... ... . 13.9 ft. (4.2 m) 

Dynamic ............. ... ......... 15.4 ft. (4.7 m) 

Working W idth ................. 15.4 ft. (4.7 m) 

Vehicle Damage 

Vehicle Damage Scale .. 12-FD-4 

CDC ..... . 12FDEW3 

Maximum Intrusion ... ...... . 1.9 in.J49 mm) 

13 TR-P37266-01-NC 
8 3 2 

D 

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I. .• WATER flll:D :LEMENTS------~ 

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A 

1. Units: Inches [mm] 

NOTES: UNLESS OTHERWISE SPECIFIED 

5 

EXPLODED VIEW 

SLED END TREATMENT 

TO SENTRY WATER CABLE BARRIER 

·

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ELEMENT 

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27 i / 4 

[692.14mm] 

C 

I CONTAINMENT I 

FRONT 

f----- IMP A CT SLED --------j 

UNtBS OTHERWISE SPECFIE0; 

All DIMENSIONS ARE IN INCHES(mm l. 

TOLERANCES: 160 Avenida La Pa ra TrafFix San Clcmcnto, Cl\ 92673 

X.XX ! .037 

OEC~L:X.X ! .0625~ 

x.xxx t .015 Devices Inc. ® ~f11~J-SJ1%20s DECREES: ! 0.5" www lrJ::!x.c.Jevices com 

TITLE: 

SLED End Treatment A 

to Sentry Water Cable Barrier 

SIZE DWG. NO . REV DRAWN BY: DATE: ctvbtopher JC>me 11/08/16 

CHEOEDBY: DATE: B 300-248 A FA 11/08/16 

APPROVED BY· DATE: FA 11/08/16 SHEET I OF I 

3 

D D 

- ------[ 1924) -------

C C 

27 1/ 4" 2 [692. 15] 

»: 160AvenK1a La Para TrafFix San Clco,etJtc, Cl\ 926 73 - (94!}) 361-5663 Dev,ces Inc. FAX (9491 J61-920s www tm ffixdevices com 

TIT LE: 

A SLED END TREATMENT A 

ITEM NO. DESCRIPTION PRIMARY ELEMENT 

l 8" DIA FILL HOLE W / TWIST LOCK LID 

2 CONNECTION STEEL DROP PIN 

3 FRONT STEEL SLED 

4 SENTRY END TREATMENT 

SIZE DWG. NO. REV DRAWN BY: DATE: JEREMY SMITH 10-16-{)Q 

CHECKED ( BY: DATE: FA 10-16-09 

APPROVED BY : DATE: FA 10-16-()Q 

I B 326 H SHEET I OF I 

8 

75 3/ 4" 

w 

82" 

[2083) 

0 

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