March 18, 20 19 

 1200 New Jersey Ave., SE

Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-315 

Mr. Gerrit Dyke, P .E. 

Lindsay Transportation Solutions 

180 River Road 

Rio Vista, CA 94571 

Dear Mr. Dyke: 

This letter is in response to your November 16, 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 

B-315 and is valid until a subsequent letter is issued by FHW A that expressly references this device. 

Decision 

The following devices are eligible, with details provided in the form which is attached as an integral part 

of this letter: 

• QuickChange Moveable Barrier Concrete Reactive Tension System - Fiber Series (QMBCRTS-F) 

Scope of this Letter 

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

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

Officials' Manual for Assessing Safety Hardware (MASH). However, the FHWA, the Department of 

Transportation, and the United States Government do not regulate the manufacture of roadside safety 

devices. Eligibility for reimbursement under the Federal-aid highway program does not establish 

approval, certification or endorsement of the device for any particular purpose or use. 

This letter is not a determination by the FHWA, the Department of Transportation, or the United States 

Government that a vehicle crash involving the device will result in any particular outcome, nor is it a 

guarantee of the in-service performance of this device. Proper manufacturing, installation, and 

maintenance are required in order for this device to function as tested. 

This finding of eligibility is limited to the 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, FHWA agrees that the device described herein meets the crash test and evaluation 

criteria of the American Associatipn of State Highway and Transportation Officials' Manl;lal for 

Assessing Safety Hardware (MASH). Therefore, the device is eligible for reimbursement under the 

Federal-aid highway program if installed under the range of tested conditions. 

Name of system: QuickChange Moveable Barrier Concrete Reactive Tension System - Fiber 

Series (QMB- CRTS-F) 

Type of system: Longitudinal Barrier 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: TamTI 

Date of request: December 10, 2018 

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

attached form for systems mounted on concrete only. 

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 

FHW A's determination of continued eligibility for the modified hardware will be based on whether the 

modified hardware will continue to meet the relevant crash test criteria. 

Any user or agency relying on this eligibility letter is expected to use the same designs, specifications, 

drawings, installation and maintenance instructions as those submitted for review. 

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

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

evaluation criteria of the MASH. 

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

is based on the premise that information and reports submitted by you are accurate and correct. We 

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

submitted in support of your request for this letter, (2) the qualification testing was flawed, (3) in-service 

performance or other information reveals safety problems, (4) the system is significantly different from 

the version that was crash tested, or (5) any other information indicates that the letter was issued in error 

or otherwise does not reflect full and complete information about the crashworthiness of the system. 

Standard Provisions 

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

number B-3 15 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 
3 

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. 

• If the subject device is a patented product it may be considered to be proprietary. If proprietary 

systems are specified by a highway agency for use on Federal-aid projects: (a) they must be 

supplied through competitive bidding with equally suitable unpatented items; (b) the highway 

agency must certify that they are essential for synchronization with the existing highway 

facilities or that no equally suitable alternative exists; or ( c) they must be used for research or for 

a distinctive type of construction on relatively short sections of road for experimental purposes. 

Our regulations concerning proprietary products are contained in Title 23, Code of Federal 

Regulations, Section 635.411. 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 5 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

... 

(ll 

... 

... ·e 

Date of Request: November 16, 2018 r- New (' Resubmission I 

Name: Gerrit A. Dyke, P.E. 

Company: Lindsay Transportation Solutions, Inc. 

Address: 180 River Road, Rio Vista, CA 94571 

.c 

:::, 

VI Country : USA 

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 Fl 

System Type Submission Type Device Name/ Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railings) 

(e Physical Crash Testing 

l ' Engineering Analysis 

QuickChange Moveable 

Barrier Concrete Reactive 

Tension System - Fiber 

Series (QMB- CRTS-F) 

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: Gerrit A. Dyke, P.E. Same as Submitter [8J 

Company Name: Lindsay Transportation Solutions, Inc. Same as Submitter [8J 

Address: 180 River Road, Rio Vista, CA 94571 Same as Submitter [8J 

Country: USA Same as Submitter [8J 

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

Eligibility Process for Safety Hardware Devices' document. 

Texas A&M Transportation Institute (TTI) was contracted by Lindsay Transportation Solutions, Inc. to perform 

full-scale crash testing of the QuickChange Moveable Barrier Concrete Reactive Tension System - Fiber Series 

(QMB-CFRTS-F) to MASH standards. There are no shared financial interests in the QMB-CFRTS-F by TTI, or 

between Lindsay Transportation Solutions, Inc. and TTI, other than costs involved in the actual crash tests and 

reports for this submission to FHWA. 
Version 10.0 {05/16) 

Page 2 of 5 

PRODUCT DESCRIPTION 

(e New Hardware or 

• Significant Modification 

(' Modification to 

Existing Hardware 

Quickchange Moveable Barrier Concrete Reactive Tension System - Fiber Series (CRTS-F) is a fiber and steel 

reinforced concrete barrier connected end to end with tensioning hinge mechanisms and steel pins. Each 

barrier segment is approximately 39 in [1.0 ml and weighs approximately 1435 lb (650 kg). The barrier is 18 in 

[460 mm] wide. Steel variable length barriers (VLB) are used in conjunction with the concrete segments. The 

system is applicable to asphalt or concrete road surfaces. 

The CRTS-F system can be utilized with or without VLBs. VLB positioning is configured in accordance with the 

requirements of the barrier application. Typical VLB spacing is 1 in 17 CRTS-F barrier segments or fewer, 

however, some applications may require more. 

The CRTS-F pin used to link the barrier segments utilizes a recessed section which engages with the hinge 

mechanism to lock the pin in place and minimize maintenance of the connection during transfer operations. 

The test installation consisted of a total of 178+2 repositionable MASH Concrete Reactive Tension System-Fiber 

(CRTS-F) Barriers, each nominally 393/s inches (1000 mm) in length (pin-to-pin). The total length of the barrier 

installation was approximately 591 ft-8 inches (180.3 m}, including a nominal 23/s-inch (60 mm) gap between 

the encasement faces of adjacent barrier segments. Two segments (#92 and #109) were Variable Length 

Barriers (VLB). All barriers were delivered to the TTI Proving Ground site by the Lindsay. The barriers were 

installed on a 6-to-7-inch (152-178 mm) thick concrete apron. Each barrier segment was joined via the hinge 

pins with any slack taken up by the tightening spring mechanisms. There were no bolts, pins, or adhesives 

securing the barriers to the concrete apron. 

Markings may be stamped into the concrete for identification, quality assurance, and tracking . The markings 

will be alpha numeric characters set into the top of the barrier. In some cases, a metal identification tag may be 

fastened to the barrier. 

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: D. Lance Bullard, Jr. 

D. Lance Bu 11 a rd, Jr. Digitally signed by D. Lance Bullard, Jr. Date: 2019.03.13 13:58:45 -05'00' Engineer Signature: 

Address: TTI, TAMU 3135, College Station, TX 77843-3135 Same as Submitter D 

Country: USA Same as Submitter D 

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

Page 3 of 5 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-10 (1100() 

Test 3-10 involves an 11 00C vehicle 

impacting the test article at a target speed 

of 62 mph and a target angle of 25 degrees. 

The target CIP was the centerline of the 

vehicle aligned with the centerline of barrier 

segment number 62, with the vehicle point 

of contact at barrier number 60. This 

translates to the left corner of the front 

bumper contacting 0.6 ft (183 mm) 

upstream of barrier segment 60-61 pin joint. 

The results of the test conducted on August 

29, 2018, are found in TTI Test Report 

number 690900-L TS 5&6. 

The test vehicle was traveling at an impact 

speed of 62.0 mph as it make contact with 

the QMB-CRTS-F barrier 0.56 ft (171 mm) 

upstream of the joint between segments 60 

and 61 at an impact angle of 25.2°. 

Exit box criteria were met. 

After loss of contact with the barrier, the 

vehicle came to rest 136 ft (41 m) 

downstream of the impact and adjacent to 

the traffic face of the barrier. 

The QMB-CRTS-F barrier contained and 

redirected the 11 00C vehicle. The vehicle 

did not penetrate, underride, or override 

the installation. Maximum dynamic 

deflection during the test was 27.6 inches 

(701 mm). Maximum permanent 

deformation was 26.75 inches (679mm). 

Working Width was 45.6 inches (1158mm) 

at the base of the barrier. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment or present hazard to others in 

the area. 

Maximum occupant compartment 

deformation was 1 .0 inch (25 mm) in the left 

side firewall area. 

The 11 00C vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 11 ° and 5°, 

respectively. 

Longitudinal OIV was 25.3 ft/ s (7.7 m/s), and 

lateral OIV was 23.6 ft/s (7.2 m/ s). 

Maximum longitudinal occupant ridedown 

acceleration was 7.Sg, and maximum lateral 

occupant ridedown acceleration was 9.0g. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Maximum exterior crush to the vehicle was 

8.0 inches (203mm) in both the front and 

side plane at the left front corner at bumper 

height. 

The QMB-CRTS-F barrier performed 

acceptably for MASH test 3-10. 

PASS 
Version 10.0 (05/16) 

Page 4 of 5 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-11 (2270P) 

Test 3-11 involves a 2270P vehicle 

impacting the test article at a target speed 

of 62 mph and a target angle of 25 degrees. 

The target CIP was the centerline of the 

vehicle aligned with the centerline of VLB 

barrier segment number 92, with the 

vehicle point of contact at barrier number 

90. This translates to the left corner of the 

front bumper contacting 1.64 ft (500 mm) 

upstream of barrier segment 90-91 pin joint. 

The results of the test conducted on August 

29, 2018, are found in TTI Test Report 

number 690900-LTS 5&6. 

The test vehicle was traveling at an impact 

speed of 62.5 mph as it made contact with 

the QMB-CRTS-F barrier 1.35 ft (411 mm) 

upstream of the joint between segments 90 

and 91 at an impact angle of 24.7°. 

Exit box criteria were met. 

After loss of contact with the barrier, the 

vehicle came to rest 270 ft (82 m) 

downstream of the impact and adjacent to 

the traffic face of the barrier. 

The QMB-CRTS-F barrier contained and 

redirected the 2270P vehicle. The vehicle 

did not penetrate, underride, or override 

the installation. Maximum dynamic 

deflection during the test was 47.0 inches 

(1194mm). Maximum permanent 

deformation was 44.5 inches (1130mm). 

Working Width was 65.0 inches (1651 mm) 

at the base of the barrier. 

No detached elements, fragments, or other 

debris were present to penetrate or show 

potential for penetrating the occupant 

compartment or present hazard to others in 

the area. 

There was no observed occupant 

compartment deformation. 

The 2270P vehicle remained upright during 

and after the collision event. Maximum roll 

and pitch angles were 16° and 4°, 

respectively. 

Longitudinal OIV was 18.4 ft/ s (5.6 m/s), and 

lateral OIV was 16.1 ft/s (4.9 m/ s). 

Maximum longitudinal occupant ridedown 

acceleration was 5.2g, and maximum lateral 

occupant ridedown acceleration was 10.6g. 

Occupant risk factors were within the 

preferred limits specified in MASH . 

Maximum exterior crush to the vehicle was 

12.0 inches (305mm) in the front plane at 

the left front corner at bumper height. 

The QMB-CRTS-F barrier performed 

acceptably for MASH test 3-11 . 

PASS 
Submit Form 

Version 10.0 (05/16) 

Page 5 of 5 

3-20 (11 00C) 

Optional Test not performed. The QMBCFRTS-F product is not a transition system, 

but is a stand alone barrier system that will 

not transition to any stiffer or more rigid 

barrier systems. Therefore, test 3-20 is not 

applicable. 

Non-Relevant Test, not conducted 

3-21 (2270P) 

Test not performed. The QMB-CFRTS-F 

product is not a transition system, but is a 

stand alone barrier system that will not 

transition to any stiffer or more rigid barrier 

systems. Therefore, test 3-21 is not 

applicable. 

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: Texas AM Transportation Institute 

Laboratory Signature: Digitally signed by Darrell L. Kuhn 

Address : TTI, TAMU 

'Date

3135, 

: 2019.03.12 

College 

19

Station

:2 1 :17 

, TX 

-05

77843-3135 

'00 ~ Same as Submitter D 

Country: USA Same as Submitter D 

Accreditation Certificate 

Number and Dates of curren

Accreditation period : 

ISO 17025 Laboratory 

t Certificate Number: 2821.01 

Valid To: April 30, 2019 

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 
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General lnfonnation 

Test Agency ........................ Texas A&M Transportation Institute {TTI) 

Test standard Test No ........ MASH Test 3-10 

m Test No . .......... ....... ...... 690900--L TS5 

Test Date ................ ............ 2018-08-29 

Test Article 

Type ............................. ...... Portable Concrete Barner 

Name ................................. , MASH CRTS-F Barner 

lnstallabon Length ............... 591 fl-8 inciles (180.3 m) 

Matenal or Key Elements .... 178 free-standing concrete bamer 

segments 37 inches (940 mm) long x 32'/4 

inches (822 mm) tao plus tv.o vartable 

length banier.; (VLB) connected by steel 

Soil Type and Condition ...... pins 

Tast Vehicle Concrete surface, damp 

TypeJDesignation ................ 1 100c 

Make and Model ................. 2009 Kia Rio 

N CUrt> .................................... 2497 lb (1133 kg) 0 Test Inertial... ...................... 2437 lb (1105 kg) 

00 Dummy ............................... 165 lb (75 kg) I Gross Static .................. .. .... 2602 lb (1180 kg) 

I 

Impact Conditions 

Speed .............................. 62.0 mi/h (99.8 km/h) 

Angle ............................... 252" 

Location/Orientation ......... 0.56 n upstream of 

joint 60-61 

lmp:ict Severity .... .............. 77 kip-ft 

Exit Conditions 

Speed .............................. 36.2 ml/h (58.3 km/h) 

Trajectory/Hea<ling Angle. 11 .8"/23.0-

0ccup,mt Risk V.alues 

Longitudinal OIV .............. 25.3 lt/s (7.7 mis) 

Lateral OIV ....................... 23.6 lt/s (7.2 mis) 

Longitudinal Ridedown ..... 7.5 g 

Lateral Ridedown ............. 9.0 g 

THIV ..... ........................... 37.5 km/h 

PHO ................................. 10.4 g 

ASI ................................... 1.86 

Max. 0.050-s Average 

Longitudinal .................. -122 g 

Lateral ........................... 12.1 g 

Vertical. ......................... -2.3 g 

Post-Imp.act Tr.ajectory 

Stopping Distance ....... . .. ... ... 136 n downstream 

Against traffic race 

Vehicle Stability 

Maximum Yaw Angle .............. 49• 

Maximum Prtch Angle .. .... . . . 5• 

Maximum Roll Angle .. . . . . . .. . . . . . 1 1 • 

Vehicle Snagging ............... ..... No 

Vehicle Pocketing ....... ............ No 

Test Article Deflections 

Dynamic ..... 

Permanent 

Working Width 

Height of Working Width . 

Vehicle Dam.age 

VOS 

CDC ................. . 

Max. Exterior DeformatJon ... 8.0 inches (203 mm) 

OCDI . . . LF0020000 

Max. Occupant Compartment 

Deformation ....... . .... 1.0 inch (25 mm) 

27 6 inches (701 mm) 

26.75 inches (679 mm) 

45.6 inches (1158 mm) 

At base of barrier 

11LF03 

11FLEW3 

N Figure 5.7. Summ:u~· of Results for M-lSHTest 3-10 on :\·l.\SH CRTS-F Barriers. 
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Gener.ii lnform.itlon 

Test Agency ..................... .. 

Test Standard Test No ..... .. 

TTI Test No. 

Test Date ........................ .. 

Test Article 

Type 

Name ................................ . 

Installation Length ............ .. 

Material or Key Elements .. . 

Soil Type .ind Condition ..... 

Test Vehlcle 

Type/Designation 

Make and Model 

N Curb .................................. . 0 Test lnertlal ....... .. .............. . 

00 Dummy ............................. . 

' Gross Static 

N ' 

Te><0s A&M Transportation Institute (TTI) 

MASH Test 3-11 

690900-L TS6 

2018-08-29 

Portable Concrete Barner 

MASH CRTS-F Barrier 

591 ft-8 inches (180.3 m) 

178 free-standing concrete barrier 

segments 37 inches (940 mm) long x 32% 

inches (822 mm) tall plus two variable 

length baniers (VLB) connected tJy steel 

pins 

Concrete surface, damp 

2270P 

2012 Dodge RAM 1500 Pickup 

5013 lb (2274 kg) 

5000 (2268 kg) 

No dummy 

50001b(22681b) 

lmp.ict Condition s 

Speed ......................... , .... 62.5 mVh (100.6 km/h) 

Angle ............................... 24. 7• 

Location/Orientation ......... 1.35 n upstream or joint 

between 90-91 

Impact Severity .................. 114 kip-fl 

Exit Conditions 

Speed .... .. ........................ out of view 

Angle ............................... Out of view 

Occupant Risk Values 

Longitudinal orv .............. 18.4 fl/s (5.6 mis) 

Lateral OIV ....................... 16.1 fl/s (4.9 mis) 

Longitudinal Ridedown ..... 5.2 g 

Lateral Ridedown ............. 10.6 g 

THIV ................................ 26.4 km/h 

PHO ................................. 10.9 g 

ASI ................................... 0.98 

Max. 0.050-s Average 

Longitudinal .................. -7 .4 g 

Lateral ................ ........... 6.8 g 

Vertical ............... .. ......... -2.0 g 

Post-lmp.ict Tr.ijectory 

Stopplng Distance 270 rt downstream 

Against traffic race 

Vehicle St.ibility 

Maximum Yaw Angle .. . 41 ° 

Maximum Pitch Angle ............ 4• 

Maximum Roll Angle .............. 16° 

Vehicle Snagging ................... No 

Vehicle PocKeting ............ No 

Test Article Deflections 

Dynamic ........ .. ...... 47.0 inches (1 194 mm) 

Permanent ............................. 44.5 inches (1130 mm) 

Wor1<ing Width .. . . ........... 65.0 inches (1651 mm) 

Height or Wor1<ing Width ......... At base or barrier 

Vehicle Damage 

VDS...... ... . ... ... ... .. .. ....... 

CDC ...... .. .. ............... 

Max. Exterior o erormahon ...... 

OCDI ...... .. ..... 

Max. Occupant Compartment 

Derormauon ............ .......... 

Figure 6.8. Snmma11· of Rt>sults for ill.ASH Test 3-11 on :\1ASH CRTS-F Barriers. 

11LFQ4 

1 I FLEW4 

12.0 inches (305 mm) 

LF0OOOO0O 

None 
www.theroadzipper.com 
INTENDED USE 

The Concrete Reactive Tension® QuickChange® Moveable Barrier System Fiber Series (CRTS-F) is a MASH TL-3 

longitudinal barrier capable of rapid lateral transfer by a transfer vehicle. The CRTS-F is designed to meet the rigid 

requirements of deployment in moveable barrier applications where positive separation is required, and where lane 

widths and lateral space are limited. The CRTS-F system is unanchored and has low deflection during vehicle impacts. 

The CRTS-Fis a steel and fiber-reinforced concrete barrier connected end to end with tensioning hinge mechanisms and 

grooved steel pins. Each barrier segment is approximately 39 in [ 1.0 m] in length and weighs approximately 1435 lb 

[650 kg]. The barrier is 18 in [460 mm] wide. 

Specifically constructed transfer machines are used to lift, move, and reposition the barrier laterally on the roadway. 

Transfer vehicles are capable of moving the barrier wall up to 30 ft [9.1 m] at up to IO mph [ 16 kph] on a permanent 

system and up to 5 mph [8 kph] for a temporary or construction system. 

The CRTS-Fis used as a median barrier on congested roadways to open and close lanes of traffic to adapt to changing 

traffic volumes during commuting hours or special events. It is also used to open and close construction zones on a 

periodic basis to increase safety, workspace, reduce congestion, and improve construction worker productivity. 

The CRTS-F barrier is compatible with the ABSORB 350® Crash Cushion (SCI 11). 

APPROVALS 

The Concrete Reactive Tension® QuickChange® Moveable Barrier System Fiber Series (CRTS-F) has been fully tested 

in corfom1ance with MASH 2016 Test Level 3 and determined eligible for federal reimbursement by the FHW A. 

FHW A Eligibility Letter: TBD 

CONTACT INFORMATION 

Lindsay Transportation Solutions 

180 River Rd. 

Rio Vista, CA 94571 

www.barriersystemsinc.com 

Phone: 888-800-369 1 or 707-374-6800 

Fax: 707-374-680 1 

Email: info@barriersystemsinc.com 

www.theroadzipper.com