FHWA 

 

1200 New Jersey Ave., SE 

 Washington, D.C. 20590 

In Reply Refer To: 

HSST-1/B-69E 

September 21, 2016 

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 23, 2015 request for the Federal Highway 

Administration (FHWA) 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-69E and is valid until a subsequent letter is issued by FHWA 

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: 

• Concrete Reactive Tension System (CRTS) and Steel Reactive Tension System (SRTS) 

modifications 

Scope of this Letter 

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

crash test and evaluation criteria contained in the National Cooperative Highway Research 

Program (NCHRP) Report 350. 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 crashworthiness of the system and does not cover other 

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 
2 

Eligibility for Reimbursement 

FHWA previously issued an eligibility letter for the roadside safety system described in your 

pending request. Your pending request now identifies a modification to that roadside safety 

system. 

The original roadside safety device information is provided here: . 

Name ofsystem: Concrete Reactive Tension System (CRTS) and 

Steel Reactive Tension System (SRTS) 

modifications 

Type of system: Longitudinal Ban·ier 

Date of original request: December 23, 2015 

Original FHWA Jetter: B-69 dated June 27, 2000 

FHW A Control num bcr: B-69E 

The pending modification(s) consists of the following changes: 

1) Reduce diameter of bolt hole in base plate for rubber foot attachment 

2) Stronger pin retaining clip 

3) Modified spring pusher plate 

4) More durable hydraulic breather cap 

FHWA concurs with the recommendation ofthe 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 ofthe device, are described in the attached 

fom1. 

Notice 

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

existing eligibility letter from FHWA, the manufacturer must notify FHWA 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-significatiop modifications - For these modifications, a statement from the 

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

the device to meet the relevant crash test criteria. 

FHWA'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. You are 

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

maintenance requirements to ensure proper performance. 
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 NCHRP Report 350. 

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. \Ve 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 

e 	 To prevent misund erstand ing by others, this letter of eli gibility designated as FI-IWA 

control number B-69E shall not be reprodt1cecl except in full. Tl1is letter and the test 

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

documentation may be reviewed upon request. 

'" 	 This letter shal l not be construed as authorization or consent by the FHWA to use, 

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

o 	 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 thrntigh competitive bidding with equally suitable unpatented 

items; (b) the hi ghway agency must certify that they are essenti al for synchronization 

\Vitb 1be existing highway fa ciliti es or that no equally suitable alternative exisls; 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 4 

Request for Federal Aid Reimbursement Eligibility

of Highway Safety Hardware 

Submitter

 Date of Request: December 23, 2015 New Resubmission 

Name: Gerrit Dyke, P.E. 

Company: Lindsay Transportation Solutions 

Address: 180 River Road, Rio Vista, CA, 94571 

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 ! - ! - ! 

System Type Submission Type Device Name / Variant Testing Criterion Test 

Level 

'B': Rigid/Semi-Rigid Barriers 

(Roadside, Median, Bridge 

Railings) 

Physical Crash Testing 

Engineering Analysis 

CRTS, SRTS and 

associated VLBs 

NCHRP Report 350 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 NCHRP Report 350 (Report 350) and that 

the evaluation results meet the appropriate evaluation criteria in the Report 350. 

Individual or Organization responsible for the product: 

Contact Name: Gerrit Dyke, P.E. Same as Submitter 

Company Name: Lindsay Transportation Solutions Same as Submitter 

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

Country: USA Same as Submitter 

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

Eligibility Process for Safety Hardware Devices' document. 

Safe Technologies, Inc. (STI) performs testing and analysis services for Lindsay Transportation Solutions, Inc. 

(LTS). STI is a wholly owned subsidiary of LTS. STI is a fully accredited crash test facility by A2LA to ISO 17025 and 

recognized by the US Federal Highway Administration (FHWA) to perform full scale crash tests per NCHRP 

Report 350 and MASH criteria. STI also performs crash tests per the European EN1317 criteria in conjunction with 

an independent Notified Body. An Advisory Board includes third party industry experts and provides oversight 

and guidance to the laboratory management. 

The STI laboratory manager, technicians, and laborers are compensated by LTS for salaries and wages. The STI 

staff does not receive any incentive, compensation, commissions, or professional fees corresponding to the 

outcome of any testing or analysis. The third party members of the Advisory Board are typically paid consultants. 

STI or staff does not receive any research funding or other research support from LTS. STI and staff also do not 

have any financial interest in patents, copyrights, or other intellectual property associated with the products 

they perform testing or analysis on. 
criteria.

 Version 10.0 (05/16) 

Page 2 of 4 

PRODUCT DESCRIPTION 

New Hardware or 

Significant Modification 

Modification to 

Existing Hardware 

The Concrete and Steel Reactive Tension System (CRTS & SRTS) longitudinal barriers including the associated 

Variable Length Barriers (VLBs), are proprietary barriers that have been accepted for use on the National 

Highway System by FHWA under FHWA eligibility letter HSA-B69. This form describes four minor changes to 

the longitudinal barrier system: 

1) Each SRTS barrier element is equipped with 4 rubber feet that are attached to the barrier through clearance 

holes at the four corners of the base-plates. The holes are slightly larger than what is required for the 1/2" bolts 

connecting the feet. As a result, there is the potential for the bolts to work themselves loose over time due to 

excess wiggle room. This request is for the acceptance of a slight reduction to the diameter of the clearance 

holes in the base-plates. This modification represents no change to the function, capacity or performance of 

the barrier element or the longitudinal barrier system as a whole. 

2) All RTS barrier elements are pinned together using a large 1-3/8" diameter pin. The pins have a small groove 

receiving a retaining clip that prevent the pins from working themselves out during the barrier transfer. Over 

the years a number of clips have fallen off. The failures are believed to be caused by fatigue. A stronger clip/ 

washer configuration has been identified and proven to be up to 10 times more durable in bench testing. This 

request is for the acceptance of an alternative retaining clip. The clip does not come into play during crash 

testing, therefore this modification represents no change to the function, capacity or performance of the 

barrier element or the longitudinal barrier system as a whole. 

3) There are two springs at each joint where the pins connect the RTS barrier elements. These springs apply 

pressure on the pins connecting the RTS barriers such that any slop in the hinges is removed and the barriers 

are always in tension (this is how the barrier gets it's Reactive Tension name). Having the barriers in tension 

helps reduce the deflection of the barrier wall during a crash. The springs sit in a mild steel housing and push 

against a "U" shaped plate that pushes against the pin. Over the years it was noticed that some springs have 

the potential of wearing a groove in the spring housing and occasionally get snagged in this groove such that 

they no longer apply pressure on the pin. A new "U" shaped plate was developed that has a small cylindrical 

rod welded to it's ends. This rod keeps the spring centered in the spring housing preventing it from wearing 

out the spring. This new "pusher plate" can be used on new barriers going forward as well as to retrofit old 

barriers that were damaged by a wondering spring. The pusher plate is centrally located between the barriers 

and does not come into play during crash testing, therefore this modification represents no change to the 

function, capacity or performance of the barrier element or the longitudinal barrier system as a whole. 

4) A key components of these longitudinal barriers is the Variable Length Barrier (VLB). The proposed 

modification involves the replacement of a cap internal to the VLB. The VLB has a hydraulic cylinder that is 

connected to a hydraulic reservoir. This reservoir has a small breather cap. The original caps were made of 

black plastic (ABS) and weigh approximately 1.1 ounces. Occasionally these caps got damaged and sometimes 

went missing. The new cap is a more durable steel cap that weighs roughly 1.3 ounces. The weight difference is 

negligible considering the overall weigh of a VLB is 800lbs. Therefore, this modification represents no change 

to the function, capacity or performance of the barrier element or the longitudinal barrier system as a whole. 

CRASH TESTING 

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

the Modification to Existing Hardware is deemed Non-significant for the device listed above to meet the MASH 

Report 350 Criteria. 

Engineer Name: Joseph Nagy 

Engineer Signature: Joseph Nagy Digitally signed by Joseph Nagy 

Date: 2016.08.29 11:05:59 -07'00' 

Address: 170 River Road, Rio Vista, CA 94571 Same as Submitter 

Country: USA Same as Submitter 
 Version 10.0 (05/16) 

Page 3 of 4

 A brief description of each crash test and its result: 

Required Test 

Number 

Narrative 

Description 

Evaluation 

Results 

3-10 (820C) 

This test was originally run to support 

eligibility letter HSA-B69. The proposed 

modification represents no change to the 

function, capacity or performance of the 

CRTS/VLB system. 

Modification has no effect on crashworthiness 

S3-10 (700C) 

Optional test, was not run. The proposed 

modification represents no change to the 

function, capacity or performance of the 

CRTS/VLB system. 

Non-Relevant Test, not conducted 

3-11 (2000P) 

This test was originally run to support 

eligibility letter HSA-B69. The proposed 

modification represents no change to the 

function, capacity or performance of the 

CRTS/VLB system. 

Modification has no effect on crashworthiness 

3-20 (820C) 

The CRTS/VLB has no transitions therefore 

this test was not required. The proposed 

modification represents no change to the 

function, capacity or performance of the 

CRTS/VLB system. 

Non-Relevant Test, not conducted 

S3-20 (700C) 

Optional test, was not run. The proposed 

modification represents no change to the 

function, capacity or performance of the 

SRTS/VLB system. 

Non-Relevant Test, not conducted 

3-21 (2000P) 

The CRTS/VLB has no transitions therefore 

this test was not required. The proposed 

modification represents no change to the 

function, capacity or performance of the 

CRTS/VLB system. 

Non-Relevant Test, not conducted 

Testing Laboratory's signature concurs that these modifications are considered Non-significant. 

Laboratory Name: Safe Technologies, Inc. 

Laboratory Signature: Joseph Nagy Digitally signed by Joseph Nagy 

Date: 2016.08.29 11:07:42 -07'00' 

Address: 170 River Road, Rio Vista, CA 94571 Same as Submitter 

Country: USA Same as Submitter 

Accreditation Certificate 

Number and Dates of current 

Accreditation period : 

1851.01, Valid through March 31, 2018 

Gerrit Dyke -07'00'

Digitally signed by Gerrit Dyke

Submitter Signature*: Date: 2016.08.29 11:08:12 

Submit Form 
 Version 10.0 (05/16) 

Page 4 of 4 

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 
 

 

 

 

The Concrete and Steel Reactive Tension System (CRTS & SRTS) longitudinal barriers including the 

associated Variable Length Barriers (VLBs), are proprietary barriers that have been accepted for use on 

the National Highway System by FHWA under FHWA eligibility letter HSA-B69. This form describes four 

minor changes to the longitudinal barrier system: 

1) Each SRTS barrier element is equipped with 4 rubber feet that are attached to the barrier through 

clearance holes at the four corners of the base-plates. The holes are slightly larger than what is required 

for the 1/2" bolts connecting the feet. As a result, there is the potential for the bolts to work themselves 

loose over time due to excess wiggle room. This request is for the acceptance of a slight reduction to the 

diameter of the clearance holes in the base-plates. This modification represents no change to the 

function, capacity or performance of the barrier element or the longitudinal barrier system as a whole. 

Oversized hole 

Hole locations 
 

 

 

 

2) All RTS barrier elements are pinned together using a large 1-3/8" diameter pin. The pins have a small 

groove receiving a retaining clip that prevent the pins from working themselves out during the barrier 

transfer. Over the years a number of clips have fallen off. The failures are believed to be caused by 

fatigue. A stronger clip/washer configuration has been identified and proven to be up to 10 times more 

durable in bench testing. This request is for the acceptance of an alternative retaining clip. The clip does 

not come into play during crash testing, therefore this modification represents no change to the 

function, capacity or performance of the barrier element or the longitudinal barrier system as a whole. 

New clip is shown on the left and the old clip on the right. 
 

 

 

 

 

 

3) There are two springs at each joint where the pins connect the RTS barrier elements. These springs 

apply pressure on the pins connecting the RTS barriers such that any slop in the hinges is removed and 

the barriers are always in tension (this is how the barrier gets its Reactive Tension name). Having the 

barriers in tension helps reduce the deflection of the barrier wall during a crash. The springs sit in a mild 

steel housing and push against a "U" shaped plate that pushes against the pin. Over the years it was 

noticed that some springs have the potential of wearing a groove in the spring housing and occasionally 

get snagged in this groove such that they no longer apply pressure on the pin. A new "U" shaped plate 

was developed that has a small cylindrical rod welded to its ends. This rod keeps the spring centered in 

the spring housing preventing it from wearing out the spring. This new "pusher plate" can be used on 

new barriers going forward as well as to retrofit old barriers that were damaged by a wondering spring. 

The pusher plate is centrally located between the barriers and does not come into play during crash 

testing, therefore this modification represents no change to the function, capacity or performance of 

the barrier element or the longitudinal barrier system as a whole. 

New Pusher Plate on the left 

Pusher Plate 
 

 

 

 

4) A key components of these longitudinal barriers is the Variable Length Barrier (VLB). The proposed 

modification involves the replacement of a cap internal to the VLB. The VLB has a hydraulic cylinder that 

is connected to a hydraulic reservoir. This reservoir has a small breather cap. The original caps were 

made of black plastic (ABS) and weigh approximately 1.1 ounces. Occasionally these caps got damaged 

and sometimes went missing. The new cap is a more durable steel cap that weighs roughly 1.3 ounces. 

The weight difference is negligible considering the overall weigh of a VLB is 800lbs. Therefore, this 

modification represents no change to the function, capacity or performance of the barrier element or 

the longitudinal barrier system as a whole. 

Old cap on the left.