February 12, 2020 

 1200 New Jersey Ave ., SE

 Washington , D.C. 20590

In Reply Refer To: 

HSST-l/B-328 

Mr. Stephen Flapper 

Laura Metaal Road Safety 

Rimburgerweg 40, 6471 XX Kerkrade 

The Netherlands 

Dear Mr. Flapper: 

This letter is in response to your May 29, 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 FHWA letter of eligibility is 

assigned FHWA control number B-328 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: 

• SafeZone to SLED 

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 FHW A, 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 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 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: SafeZone to SLED 

Type of system: Longitudinal Barrier, Transition 

Test Level: MASH Test Level 3 (TL3) 

Testing conducted by: Crashtest-service.com GmBH 

Date of request: May 29, 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 FHW A 

control number B-328 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 FHWA 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 
Version 10.0 (05/16) 

Page 1 of 4 

Request for Federal Aid Reimbursement Eligibility 

of Highway Safety Hardware 

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Ill 

Date of Request: 29-05-2019 (i' New r Resubmission I 

Name: Stephan Flapper 

Company: Laura Metaal Road Safety 

Address: Rimburgerweg 40, 6471 XX Kerkrade 

Country: The Netherlands 

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 - Entgr from right to lgft starting with Test Lgvel ~ 

System Type Submission Type Device Name /Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railinasl 

(i' Physical Crash Testing 

(' Engineering Analysis 

SafeZone to SLED 

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: Stephan Flapper Same as Submitter cg] 

Company Name: Laura Metaal Road Safety Same as Submitter cg] 

Address: Rimburgerweg 40, 6471 XX Kerkrade Same as Submitter cg] 

Country: The Netherlands Same as Submitter cg] 

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

Eligibility Process for Safety Hardware Devices' document. 

With respect to Laura Metaal Road Safety, Crashtest-service.com GmbH does not hold any financial interests. 

Laura Metaal Road Safety contracted Crashtest-service.com GmbH for the services of crash testing our product 

SafeZone - SLED transition piece according to specifications of AASHTO Manual for Assessing Safety Hardware 

(MASH) Tests 3-21. Crashtest-service.com GmbH was compensated for the cost of the crash tests. No consulting 

relationship, research funding or other forms of research support, patents, copyrights, other intellectual 

property interests, licenses, contractual relationships, business ownership or investments interests are retained 

for Crashtest-service.com GmbH. 
Version 10.0 (05/16) 

Page 2 of 4 

PRODUCT DESCRIPTION 

(i' New Hardware or 

• Significant Modification 

(' Modification to 

Existing Hardware 

The SafeZone to SLED system is a modular high containment low deflection steel barrier treated with the SLED 

water filled crash cushion. The SafeZone barrier and SLED crash cushion are attached to each other by means 

of the SafeZone to SLED transition. The SafeZone to SLED combines two MASH Eligible proprietary systems 

reference within Eligibility Letters (SafeZone barrrier) B-292, B-293, B-294, and B-295 (SLED crash cushion) 

CC-131 . 

The SafeZone barrier consist of individual 19 ft (5.8 m) (19') sections that can quickly be connected together to 

form the desired total length of barrier wall. Joining of the sections is done by linking them together and 

applying one security bolt per section to keep the sections securely fastened. Anchor bolts are used to secure 

the Safe Zone barrier to the road surface. Anchor bolts are used at the two outer positions, the second position 

on section one and the second position and on every second element thereafter. Threaded anchor bolts used 

are 11 .8 in (0.30 m) long and 1 .18" (0.030 m) diameter. All anchors were epoxied into the test surface. 

The SLED consists of three water filled Modules, one empty Module and one Containment Impact Sled (CIS). 

Water filled modules weigh approx. 2000lbs (907 kg) when filled. Each water filled module contains a fill lid, 

which incorporates a pop up float water level indicator for identifying that modules are filled to the 

appropriate level. Permanently moulded within the plastic modules are four corrosion resistant cables. The 

modules are designed with knuckles at the ends which contains a series of vertically aligned concentric holes 

that allow a steel t-pin to be inserted to connect adjacent modules together. When modules are pinned 

together there are a total of eleven knuckles aligned with the steel t-pin inserted. This provides a positive 

connection between adjacent modules. At the front of the SLED system is the steel CIS that is connected to the 

empty front module. The empty module is identical in design to the water filled modules. The SafeZone to 

SLED transition consists of four main components: one Safe Zone SLED transition element, two rear SLED redirective transition panels, two intermediate/front redirective transition panels, and two anti-rotation frames. 

The SafeZone SLED transition element is installed to the end of the barrier by lowering the transition element 

onto the exposed barrier end. The rearmost SLED Module is connected directly to the transition element by 

means of at-pin inserted into a series of concentric holes within the Module that align with mating holes 

within the transition element. Installed between the two rearmost adjacent modules is a set of anti-rotation 

frames which contains a series of vertical outboard bolt holes used to attached the two rearmost modules with 

fitted redirective panels that are bolted to the anti-rotation frames. In the event of an upstream side impact 

into the transition the redirective panels guide the vehicle along the side of the crash cushion. The redirective 

panels are bolted to the anti-rotation frames and form a smooth transition between the barrier and the crash 

cushion. 

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: Peter Schimmelpfennig 

Digital unterschrleben von Peter Schlmmelpfennig 

Datum: 201 9.06.07 1 0:S7:00 +02'00' Engineer Signature: Peter Schimmelpfennig 

Address: Amelunxenstral3e 30, 48167 Munster Same as Submitter D 

Country: Germany 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 

Number 

Narrative 

Description 

Evaluation 

Results 

3-10 (1100() Non-Relevant Test, not conducted 

3-11 (2270P) Non-Relevant Test, not conducted 

3-20 (1100() 

Optional Test 3-20 was not conducted as 

there was no reasonable uncertainty 

regarding the occupant risk and postimpact 

trajectory for small passenger vehicles. 

Non-Relevant Test, not conducted 

3-21 (2270P) 

TestTL3 3-21 (11717-3236/19042-2) 

downstream. 

The SafeZone to SLED was positioned at a 

nominal angle of 25° with the center line of 

the impacting vehicle directed at the 

SafeZone to SLED transition element that 

connects to the rearmost SLED water filled 

module. The side angled impact test is to 

evaluate the transition systems ability to 

redirect the impact vehicle. The CIP was 

selected as the most probable point on the 

transition element that had the potential for 

vehicle wheel snag, pocketing, propensity 

for underride and override. 

The test was conducted using a 

commercially available 201 Ram 1500 4-

door pickup truck with a test inertial mass of 

5066 lbs (2298 kg). The test vehicle 

impacted the system at a velocity of 63.9 

mph (102.9 km/h) and at an impact angle of 

25". First contact was 316.9" (8.05 ml from 

the start of the installed system (planned 

impact point: 324.0" (8.23 ml from start). 

The impact area extended over 166.5" (4.23 

m). Permanent maximum deflection was 

0.0" (0.0 m). 

TestTL3 3-21 (11717-3311/19097-2) 

upstream. 

First contact was 1597.2" (40.57 m) from the 

start of the installed system (planned 

impact point: 1603.1" (40.72 m) from start). 

Permanent maximum deflection was 

27.6" (0.67 m). 

The impacting vehicle remained upright, 

and did not exhibit vaulting throughout the 

impact event. The test vehicle's occupant 

compartment was not penetrated and there 

was no in cab deformation beyond 

allowable limits. The maximum roll and 

pitch angles did not exceed 75° and 

occupant risk values were within limits per 

MASH specifications for Occupant Impact 

Velocity (OIV) and Ridedown Acceleration 

(RA). 

PASS 
Version 10.0 (05/16) 

Page 4 of 4 

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: Crashtest-service.com GmbH 

Laboratory Signature: Peter Schimmelpfennig Digital unterschrieben von Peter Schlmmelpfennig 

Datum: 2019.06.07 1 0:S7:37 +02'00' 

Address: Amelunxenstrarle 30, 48167 Munster Same as Submitter D 

Country: Germany Same as Submitter D 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

D-PL-17359-01-00, 02-May-2018 

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 Drawin2 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 I Key Words 

I 
3. Cross­ 2. Plan View Sectional View 

7907fll(31 1'.l0,11) 

4. General lnfonnation 

crashtest-service.com GmbH Test Agency CCTSl 

Test Standard MASH Test TL 3-21 

CTS-Test No 19042 

Date August 28, 2018 

5. Test Article 

Type Transition Steel Barrier- Cushion 

Name SafeZone-SLED Transition 

Installation Length 49.45 m (1946.9 in) 

Length: 1.34 m (52.8 in) Key Elements - Barrier Base Width: 0.60 m (23.6 in) (Transition-element) Heioht: 0.96 m (37 8 in) 

6. Soil Type and Condition 

Type of Soil Asphalt 

Soil Strength I 

Condition Dry, sunny, 28.9° C (84.02° F) 

7. Test Vehicle 

Type/Designation 2270P 

Make and Model 2016 Dodge Ram 1500 Pickup 

Curb 2250 kg (4960 lb) 

Test Inertial 2298 kg (5066 lb) 

Dummy I kg ( lb) 

Gross Static 2298 kg (5066 lb) 

8. Impact Conditions 

Speed 102.9 km/h (63.94 mph) 

Angle 25 degrees 

(29. 9 in) before 0.76 Location/Orientation transition of elements m T1 / 1 

9. Exit Conditions 

Speed 83.3 km/h (51.76 mph) 

Angle 10 degrees 

10. Post-Impact Trajectory 

Satisfactory 

m (259.4 ft) 

Vehicle Stability 

79.07 downstream Stopping Distance m (34.6 ft) laterally - 10.55 in front 

Vehicle Snagging None 

Vehicle Pocketing None 

11. Occupant Risk 

Impact Velocity 

Longitudinal 4.15 mis (13.6 ft/s) 

Lateral 8.34 mis (27.4 ft/s) 

THIV 8.6 mis (28.2ft/s) 

PHD 17.2 g 

ASI 1.6 

12. Test Article Damage 

Classification Moderate 

Particularities None 

13. Test Article Deflections 

Dynamic Deflection 0.0 m (0.0 in) 

Permanent Deflection 0.0 m (0.Oin) 

Dynamic Working Width 0.69 m (27.2 in) 

Permanent Working Width 0.69 m (27.2in) 

14. Vehicle Damage 

Classification Moderate 

VDS 11-LFQ-4 

CDC 11LDEW2 

Max. Exterior Deformation 335 mm (13.2 in) 

Max. Interior Deformation 87 mm (3.4 in) 

OCDI LF0013010 

Ridedown Accelerations (10 msec avg.) 

Longitudinal - 4.29 g 

Lateral 8.61 g 
crashtest-service.com 
Anchoring in ground: Anchoring in ground: 

Bx M30x300 mm. threaded rod, chemical anchored Bx M30x300 mm. threaded rod, chemical anchored 

C B 

R I

Impact point/distance from start: 4072 1 mm. Impact point/distance from end: 8726 mm. 

Total test length: 49447 mm . 

Effective trans,tion length: 1220 mm. 

( Impact point Direction ----

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+/- 100 

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ITT test; SafeZone - SLED transition 

Test level; MASH Tl3-37 LOS 

Test vehide: 2270P (pid<-up) 

Speed: 62 mph (100 km/uur) 

Impact angle: 25° 

1~ 11 ~ 

1 -2-/7 

SLED Crash Cush10n 

SaleZone ~ 30 verarik enng 

Salezone. standard insert 

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