U.S. Department 1200 New Jersey Ave., SE 

of Transportation Washington, D.C. 20590 

Federal Highway 

Administration 

February 2, 2017 In Reply Refer To: 

HSST-1/B-277 

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 December 20, 2016 request for the Federal Highway .-: ' '·' i 

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-277 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 (QMB- CRTS) 

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 ofroadside safety devices. Eligibility for reimbursement under the 

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

device for any particular purpose or use. 

This letter is not a determination by the FHWA, the Department ofTransportation, 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 ofthis 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 ofthe 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 American Association of State Highway and Transportation 

Officials' (AASHTO) Manual 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 

(QMB-CRTS) 

Type of system: Longitudinal Barrier (unanchored) 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: Texas A&M Transportation Institute (TamTI) 

Date of request: December 20, 2016 

Date initially acknowledged: December 21, 2016 

Date of completed package: January 11 , 2016 

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

within 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 

If a manufacturer makes any modification to any of their roadside safety hardware that has an 

existing eligibility letter from FHW A, the manufacturer must notify FHW A of such modification 

with a request for continued eligibility for reimbursement. The notice of all modifications to a 

device must be accompanied by: 

o 	 Significant modifications - For these modifications, crash test results must be 

submitted with accompanying documentation and videos. 

o 	 Non-signification modifications - For these modifications, a statement from the 

crash test laboratory on the potential effect of the modification on the ability of 

the device to meet the relevant crash test criteria. 

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. 
3 

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 AASHTO 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. 

Standard Provisions 

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

control number B-277 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. 

• 	 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 63 5 .411. 

Sincerely, 

Scott T. Johnson 

Acting Director, Office of Safety 

Technologies 

Office of Safety 

Enclosures 
Version 10.0 (05/16) 

Page 1 of 4 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

Date of Request: 

Name: 

December 12, 2016 

Gerrit A. Dyke, P.E. 

I \e New (' Resubmission 

.... 

Cll 

..... 

.....

·e 

J:I 

::I 

VI 

Company: 

Address: 

Country: 

Lindsay Transportation Solutions, Inc. 

180 River Road, Rio Vista, CA 95471 

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 I Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railings) 

(9, Physical Crash Testing 

(' Engineering Analysis 

QuickChange Moveable AASHTOMASH 

Barrier Concrete Reactive 

Tension System (QMBCRTS) 

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 l:8J 

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

Address: 180 River Road, Rio Vista, CA 95471 Same as Submitter l:8J 

Country: USA Same as Submitter l:8J 

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

Eligibility Process for Safety Hardware Devices' document. 

Crash testing and evaluation of the performance of the QMB-CRTS to MASH was performed by Texas AM 

Transportation Institute (TTI). TII nor any testing facility employee has any financial interest in L TS or the 

product being tested. TII employees have, and may in the future, provided consulting services to LTS 

unrelated to the current testing and evaluation of this product. 
Version 10.0 (05/16) 

Page 2 of 4 

PRODUCT DESCRIPTION 

(e' New Hardware or 

• Significant Modification 

(' Modification to 

Existing Hardware 

The Concrete Reactive Tension Quickchange" Movable Barrier (CRTS) system is an unanchored longitudinal 

barrier capable of rapid lateral transfer by a transfer vehicle. CRTS is designed to meet the rigid requirements 

of deployment in movable barrier applications where positive separation is required and where lane widths 

and lateral space are limited. 

CRTS is a heavily 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 1500 lb (680 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 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 barrier segments or fewer, 

however, some applications may require more. 

The CRTS pin used to link the barrier segments utilizes a washer and retaining clip to minimize maintenance of 

the connection during transfer operations. The washer and retaining clip do not effect the capacity of the joint 

or the function or performance of the barrier system. The CRTS system can be deployed with or without the 

washer and retaining clip. 

A series of insignificant modifications to the CRTS barrier were submitted and deemed eligible under NCH RP 

Report 350 including alternative retaining clips, pusher plates, and VLB hydraulic reservoir cap (Reference 

FHWA letter B-69E). These alternative components may also be applied to the CRTS system eligible under 

MASH. In addition, alternative corrosion resistant coatings may be applied and used on CRTS and VLB 

hardware, including the integral tension spring, as the coatings do not effect the capacity, function, or 

performance of the hardware or CRTS system. 

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 : 

Engineer Signature: 

Dean C. Alberson 

Dean C. Alberson Digitally signed by Dean C. Alberson 

ON :cn,.,Dean C. Alberson. a-Texas AM Transportation Institute, ouzRoadway 

Safety and Physiol Securi ty Division, email.. d·alberson@ttl.tamu.edu, c:11US 

Date:2016.12.13 08:45:30 -06'00' 

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

Country: USA Same as Submitter D 

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

Page 3 of 4 

Required Test Narrative Evaluation 

Number Description Results 

TII Crash Test No. 690900-LTS 1: The CRTS 

Barrier contained and redirected the 11 OOc 

vehicle. The vehicle did not penetrate, 

underride, or override the installation. 

Maximum dynamic deflection during the 

test was 26.0 inches (660 mm). No 

detached elements, fragments, or other 

debris were present to penetrate or show 3-10 (1 lOOC) PASS potential for penetrating the occupant 

compartment, or present a hazard to others 

in the area. No occupant compartment 

deformation or intrusion occurred. 

Maximum roll and pitch angles were 18 

degrees and 6 degrees, respectively. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

TII Crash Test No. 690900-L TS2: The CRTS 

Barrier contained and redirected the 2270P 

vehicle. The vehicle did not penetrate, 

underride, or override the installation. 

Maximum dynamic deflection during the 

test was 41.4 inches (1052 mm). No 

detached elements, fragments, or other 

debris were present to penetrate or show 3-11 (2270P) PASS potential for penetrating the occupant 

compartment, or present a hazard to others 

in the area. No occupant compartment 

deformation or intrusion occurred. 

Maximum roll and pitch angles were 11 

degrees and 6 degrees, respectively. 

Occupant risk factors were within the 

preferred limits specified in MASH. 

Optional Test not performed. CRTS is a 

stand alone barrier system that will not 

3-20 (11 OOC) transition to any stiffer or more rigid barrier Non-Relevant Test, not conducted 

systems. Therefore, test 3-20 is not 

required. 

Test not performed. CRTS is a stand alone 

barrier system that will not transition to any 3-21 (2270P) Non-Relevant Test, not conducted stiffer or more rigid barrier systems. 

Therefore, test 3-21 is not required. 

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 4 of 4 

Laboratory Name: 

Laboratory Signature: 

Texas AM Transportation Institute 

Matt Robinson Digitally signed by Matt Robinson 

ON: cn=Matt Robinson, o, ou, email=m-robinson@tti.tamu.edu, c=US 

Date: 2016.12.20 08:55:19-06'00' 

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

Country: United States Same as Submitter D 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

Certificate No. 2821.01 through April 30, 2017 

Digitally signed by Gerrit Dyke,

Submitter Signature*: Gerrit Dyke, P.E. PE 

Date: 2016.12.20 14:05:45 -08'00' 

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 

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 lnfonnatbn Impact ~onditions Post-Impact Trajectory 

Test Agency ....................... Texas AcM Transportation lnsitute (TTI) Speec...............................63.9 mi/h (102.8 km/h) Stopping Distanc~ 180 ft (55 m) 

Test Standard st No........ MASH Test 3-10 Angle ...............................2i.6 degrees downstrmm 

TTI Test No. .... .................. 690900-LTS1 Locatbn/Orientation .........Bmier segment 55 Against taffic face 

Test Date ........................... 2016-08 2 Impact ;everity ..................53 kip-ft (78.7 KJ) Vehicle Stability 

Test Article Exit Cotditions Maximum Yaw Argle.............. 56 degres 

Type ................................... Portable :::oncrete Barrier Speec...............................41 .9 mi/h (67.4 km/h) Maximum Pitch Angle............. 6 degree> 

Name ................................. LTS RoaJ Zipper Moveable BaTier Angle ...............................11.4 degrees Maximum Roll Anile............... 18 degrres 

Installation Lengh ............... 557 ft-11 inches (170.1 m) (noninal) Occupatt Risk Values Vehicle Snagging ...................No 

Material or Key Elements .... 168 conc-ete barrier segments(RTS) Longit.Jdinal OIV...............13.7 ft/s (5.7 m/s) Vehicle Pocketing................... No 

37 inchei (940 mm) long x 32~ inches Latera OIV .......................2i.3 ft/s (7.4 mis) Test Article Deflec·ions 

(822 mm tall plus two variablelength Longit.Jdinal Ridedown .....99 g Dynamic ................................ 26.0 incres (660 mm) 

barriers (/LB) Latera Ridedown..............1).9 g Perrnanent... ..........................26.0 inctes (660 mm) 

Soil Type and Cotdition....... Concretesurface, damp THIV................................31.7 km/h Working Width .......................43.7 inctes (111 1mm) 

Test Vehicle PHO ................................12. 0 g Vehicle Damage 

Type/Designatiot ................ 11 OOC ASI ..................................196 VOS....................................... 11LFQ3 

Make and Model.............. ... 201 1 Kia Rio Max. 0.(50-s Average CDC ...................................... 11FLEW3 

Curb ................................... 2452 lb (1112 kg) Longitudinal...................-9.7 g Max. Exterior Deformation ...... 6.5 inches 

Test Inertial ..................... ... 2457 lb (1114 kg) Lateral ...........................H .1 g I OCDI .....................................LFOOOOOJO 

Dummy....._. ......................... 165 lb (75kg) Vertcal..........................34 g I Max. Occupant Compart. 

Gross Static..................... ... 2622 lb (•189 koO Deformation None C> 

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Figure 5.7. Summary of Results for MA.sHTest 3-10 onLTS Road Zipper Moveable Barrier. 
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General Information lmpactConditions Post-Impact Trajettory 


Test Agency ...................... Texas A~M Transportation lnS:itute (TTI) 
 Speed ..............................£2.6 mi/h (100.7 km/h 
 Stopping Distance 282 ft (BE m) dwnstnn 

Test Standard Test No........ MASH T~st 3-11 Angle...................•........... ~5.4 degrees 
 8 ft (2.4 n) twd traffic 

TTI Test No. ...•................. 690900-LTS2 Locaton/Orientation..........Mid-point barrier 84 
 Vehicle Stability 


Test Date.........•................. 2016-08·22 
 lmpactSeverity ..................119 kip-ft (161 KJ) 
 Maximum Yaw A1gle ............ 46 degrees 

Test Article Exit Cmditions Maximum Pitch Arlgle ........... 6 degreel 


Type .................................. Portable Concrete Barrier 
 Speed ..............................:-6.6 mi/h (58.9 km/h) 
 Maximum Roll Argie ............. 11 degrees 


Name......... ........................ LTS Roa::l Zipper Moveable Bmier 
 Angle................................/.1 degrees 
 Vehicle Snagging................. No 


Installation Lengh .............. 557 ft-11 inches (170.1 m) (noninal) 
 Occupant Risk Values Vehicle Pocketin~ ................. Yes 


Material or Key ::lements.... 168 concrete barrier segment~ (RTS) 
 Longiudinal OIV ...............18.7 ft/s (5.7 mis) 
 Test Article Deflections 

37 inche; (940 mm) long x 32V. inches Lateral OIV .......................17.4 ft/s (5.3 mi s) 
 Dynamic .............................. 41.4 incres (1052 mm) 

(822 mrr) tall plus two variablE length Longtudinal Ridedown....../.1 g Permanent........................... 39.0 incres (991 mm) 

barriers II/LB) Lateral Ridedown ..............11.1 g 
 Working Width ...•................. 60.1 incres (1526 mm) 


Soil Type and Cmdition ...... ConcretE surface, damp THIV ................................:;a.5 km/h Vehicle Damage 

Test Vehicle PHD .................................11.1 g 
 VOS ..................................... 11LFQ5 


Type/Designatim................ 2270P 
 ASl ..................................1.07 
 CDC .................................... 11FLEW4 


Make and Model ................. 2009 Oojge RAM 1500 
 Max. 0.)50-s Average Max. Exterior Debnnation .... 15.0 incres (381 mm) 

Curb ................ .................. 5021 lb (l.277 kg) 
 Lorgitudinal ...................-8.9 g 
 OCDI .................•................. LFOOOOOOO


Test Inertial......•................. 4928 lb (l.235 kg) 
 Lateral .........................../.2 g 
 Max. Occupant Dmpart. 


Dummy............•................. No dumny 
 Verical ..........................-2.7 g 
 Defonnation...................... None 


Gross Static.....•................. 4928 lb (l.235 kg) 


0 

\0 Figure 6.6. Summary of Results for MA.SH Test 3-11 onLTS Road Zipper Moveable :Barrier. 
39 3/8 

[1000] 13 3/8 --~ [340] 1[93;0]1 

CONCRETE REACTIVE 

TENSION® BARRIER 

35 3/8 

[820] u IC 

L g IC l:D 

I r 

REACTIVE TENSION ® MOVEABLE BARRIER, MASH TL-3 

;c,A~PP~~· 1-----.....-------1 BYUNDSAY SHEET NO. DATE: 

Lindsay Transportation Solutlons, 180 River Rd., Rio Vista CA. 94571, 888-800-3691 

www.theroadzlpper.com 1 OF 2 12/12/16 
INTENDED USE 

The Concrete Reactive Tension® QuickChange® Moveable Barrier (CRTS) system is a MASH TL-3 longitudinal barrier 

capable of rapid lateral transfer by a transfer vehicle. CRTS is designed to meet the rigid requirements of deployment in 

moveable barrier applications where positive separation is required and where Jane widths and lateral space are limited. The 

CRTS system is unanchored and has low deflection during vehicle impacts. 

CRTS MASH TL-3 is a heavily reinforced concrete barrier connected end to end with tensioning hinge mechanisms and 

stee l pins. Each barrier segment is approximately 39 in [1.0 m] and weighs approximately 1500 lb (680 kg). The barrier is 

18 in [460 mm] wide. 

Specially 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 24 ft [7.5 m] at up to 10 mph [ 16 kph] on a permanent system and up to 

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

RTS is used as 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. 

RTS barrier is compatible with the ABSORB 350® Crash Cushion (SCil 1). 

APPROVALS 

The Reactive Tension® QuickChange® Moveable Barrier system has been fully tested in conformance with MASH Test Level 

3 and determined eligible for federal reimbursement by FHW A. 

FHW A Acceptance Letter: TBD 

CONT ACT INFORMATION 

Lindsay Transportation Solutions 

180 River Rd. 

Rio Vista, CA 94571 

www.barriersystemsinc.com 

Phone: 888-800-3691or707-374-6800 

Fax: 707-374-6801 

Emai l: info@barriersystemsinc.com 

REACTIVE TENSION® MOVEABLE BARRIER, MASH TL-3 

BY LINDSAY 

Lindsay Transportation Solutlons, 180 River Rd., Rio Vista CA. 94571 , 888- 800-3691 

www.theroodzlpper.com 

SHEET NO. DATE: 

2 OF 2 12/12/16