AU2021221795A1 - Flexible tensioned crash barrier - Google Patents

Abstract

The invention is an elongate crash barrier extending along the carriage way of a road. It has a plurality of vertically spaced apart elongate retention members such as straps extending parallel the carriage way to help retain a vehicle errant from said road from 5 passing beyond the retention members. The crash barrier further has a plurality of retainers held captive to said retention members yet able to slide along the retention members with an errant vehicle. 1/18 50 1 60 30 70 40 FIGURE 1

Description

1/18

50 1

60

FIGURE 1

FLEXIBLE TENSIONED CRASH BARRIER

The present invention relates to a flexible tensioned crash barrier. More particularly but not exclusively it relates to a crash barrier for roadside use that utilises a flexible strap under tension that has a planar surface facing the road

BACKGROUND

Flexible tensioned wire rope barriers have been used for many years as an economical solution for road safety. They are typically used on the side of, or in between, lanes of a road. If an errant vehicle impacts the barrier, the flexible wire ropes may be able to

redirect the errant vehicle back towards the lane it came from. For car and truck occupants, this solution has reduced the risk of injury from an accidental collision with oncoming traffic,

as well as from any vehicle leaving the roadway. These traditional wire rope barriers utilise an upright post which is configured to disengage or break near the ground so that the vehicle does not roll when it hits or impacts the upright. The wire ropes may be able to become

disengaged from the upright upon impact of a vehicle to the crash barrier.

The upright is designed to bend upon vehicle impact and release the flexible barrier;

typically, this allows the wire ropes to deflect by 1-2 metres during the process of redirecting the errant vehicle. Flexible barriers typically have the benefit of redirecting or absorbing

energy from the errant vehicle.

Other variations of crash barriers are available, such as rigid and semi-rigid crash

barriers. However, rigid and semi-rigid crash barriers may be more expensive to install and manufacture compared to flexible crash barriers. Rigid and semi-rigid crash barriers may have the benefit of redirecting vehicles quicker, for example, if there is a cliff behind the barrier

then it is not desired for the crash barrier to deflect over the cliff.

In some instances, such as during high-speed high-impact collisions, portions of

road barriers have been known to gradually penetrate or slice into the body of an impacting vehicle during its movement along the barrier. This gradual increase in penetration into the body of the vehicle can cause critical damage to the vehicle, further reducing occupant safety, and may even cause penetration into occupant interior spaces of the vehicle,

potentially causing direct injury to the occupants themselves. This is especially evident in employment of wire rope barriers or other thin-barrier members where the low cross sectional area of the wire rope in tension may create a high-pressure slicing action through the body of the vehicle.

In this specification, where reference has been made to external sources of

information, including patent specifications and other documents, this is generally for the purpose of providing a context for discussing the features of the present invention. Unless

stated otherwise, reference to such sources of information is not to be construed, in any jurisdiction, as an admission that such sources of information are prior art or form part of the

common general knowledge in the art.

For the purposes of this specification, the term "plastic" shall be construed to mean a

general term for a wide range of synthetic or semisynthetic polymerization products, and generally consisting of a hydrocarbon-based polymer.

It is an object of the present invention to provide a flexible tensioned crash barrier

which overcomes or at least partially ameliorates some of the above mentioned disadvantages or which at least provides the public with a useful choice.

STATEMENTS OF INVENTION

Accordingly, in a first aspect the present invention relates to a crash barrier

adjacent the carriage way of a road configured for deflecting an errant vehicle that impacts the crash barrier, the crash barrier comprising:

at least one elongate tensioned flexible strap comprising a planar face facing the

carriage way in use and at least one retainer operatively connecting the strap to a supporting arrangement that is configured to support the retainer and strap at a height above the

ground in use pre vehicle impact, wherein the retainer is configured to release from the supporting arrangement during or after impact from an errant vehicle on the barrier and

remain movably connected to the strap such that the retainer is free to move along a length of the strap together with a contacting surface of the errant vehicle.

In a second aspect the present invention relates to a crash barrier adjacent the carriage way of a road configured for deflecting an errant vehicle that impacts the crash

barrier, the crash barrier comprising:

(i) at least one elongate tensioned flexible strap extending along the carriage way and comprising a planar face facing the carriage way, and (ii) a plurality of support arrangements supported by and projecting above ground adjacent the carriage way and spaced apart from each other in a

direction extending along the carriage way, (iii) at each support arrangement, a least one retainer captive to said strap and

able to slide along the strap, operatively connected to a respective support

arrangement pre-vehicle impact to support the strap at a height above the ground,

wherein the retainer and respective support arrangement are configured to release

from each other during or after impact from an errant vehicle on the strap and by virtue of the strap able to slide along the strap the strap is free to move along a length of the strap together with a contacting surface of the errant vehicle.

In a further aspect the present invention relates to a crash barrier adjacent the carriage way of a road configured for deflecting an errant vehicle that impacts the crash

barrier, the crash barrier comprising:

(i) at least one elongate tensioned flexible strap extending along the carriage way and comprising a planar face facing the carriage way, and (ii) a support arrangement supported by and projecting above ground adjacent

the carriage way and extending along the carriage way, (iii) a plurality of retainers supported as an array extending along the carriage way by the support arrangement, captive to said strap and able to slide

along the strap, operatively connected to a respective support arrangement pre-vehicle impact to support the strap at a height above the ground,

wherein the retainer and respective support arrangement are configured to release from each other during or after impact from an errant vehicle on the strap and by virtue of

the strap able to slide along the strap the strap is free to move along a length of the strap together with a contacting surface of the errant vehicle

In one embodiment, the sliding of a retainer released from its support arrangement

along the strap together with the impacting vehicle provides a protective zone between the contacting surface of the vehicle and said strap.

In one embodiment, the sliding of a retainer released from its support arrangement

along the strap together with the impacting vehicle reduces the sawing action of the strap on a contacting surface of the vehicle.

In one embodiment, one retainer is provided for each corresponding supporting

arrangement.

In one embodiment, each retainer of at least some of the plurality of retainers of the barrier is successively collected by an impacting vehicle as it moves along a length of the

strap so as to provide a protective sheath at the contacting surface of the vehicle and said strap.

In one embodiment, the impacting vehicle continues to collect successive retainers

of at least some of the plurality of retainers as it moves along said strap until the vehicle is deflected away from the strap and/or the vehicle's movement is substantially arrested.

In one embodiment, the or each retainer collected by said vehicle during impact of the errant vehicle substantially inhibits at least some penetration of the straps into the vehicle

at the contacting surface.

In one embodiment, a connection between the retainer and the support

arrangement or portion thereof is configured as a weak point to allow disconnection therefrom at a threshold force or in a predetermined direction of relative movement of the retainer with its support arrangement.

In one embodiment, a connection between the retainer and the support

arrangement or portion thereof is configured as a weak point to allow disconnection therefrom at a threshold force vector to initiate relative movement of the retainer with its support arrangement.

In one embodiment, the supporting arrangement comprises a mount to which the retainer is releasably connected, and an upright to which the mount is releasably connected, the retainer being configured to release from the mount and/or the mount being configured to release from the upright, upon said impact from the errant vehicle.

Preferably the retainer is held captive to said strap by a slot through said retainer through which the strap passes.

Preferably the slot is of a shape and configuration to snugly hold the retainer captive to said strap.

Preferably the slot is an elongate slot.

Preferably said slot is defined by lateral side plates and upper and lower slot sides that retain the strap to said retainer.

In one embodiment, the retainer comprises a retainer assembly of an outer retainer

member (such as a plate) and at least one an inner retainer member (such as a plate) between which the strap is sandwiched in a manner so as to permit sliding movement of the retainer assembly along the strap after its release from the supporting arrangement or

portion thereof.

In one embodiment, the strap's elongate direction extends, pre impact, substantially

parallel the carriage way.

Preferably a plurality of straps are provided.

Preferable each of said plurality of straps extend along the carriage way.

Preferably each of said plurality of straps are parallel each other.

Preferably pre-impact each strap is co planer the other straps at each said

supporting arrangement.

Preferably pre-impact each strap is co planer the other straps at each retainer.

Preferably at each strap is spaced apart from each other.

Preferably each strap extends in a parallel manner to the other straps at each

retainer.

Preferably each strap is help captive to each retainer at a dedicated said slot of said

retainer.

Preferably each retainer has a plurality of slots at each of which said retainer is held captive to said plurality of straps.

Preferably said slots are spaced apart from each other.

Preferably said slots are defined between two parallel side members or plates of said retainer.

Preferably said side members or plates span sufficiently across each said slot.

Preferably said side members or plates extend in a direction parallel the faces of the straps.

In one embodiment, the planar face has a normal direction facing the carriage way.

In one embodiment, the planar face is perpendicular a surface of the road.

In one embodiment, the planar face is vertical.

In one embodiment, the strap is in at least 20kN of tension in use.

In one embodiment, the strap is tensioned to over 40kN in use.

In one embodiment, the strap is tensioned to over 200kN in use.

In one embodiment, the strap is configured to be tensioned to between 200kN and 400kN.

In one embodiment, the planar face comprises a surface that is relatively smooth, and/or continuous along the length of the strap.

In one embodiment, the strap is flat.

In one embodiment, the strap is composed of two distinct straps sandwiched

together.

In one embodiment, the strap has a generally rectangular cross section

perpendicular its elongate direction.

In one embodiment, the strap in cross section is perpendicular its elongate direction and has a height far greater than its thickness.

In one embodiment, the strap, and therefore the planar face, has a height between 30mm and 500mm.

In one embodiment, the strap, and therefore the planar face, has a height between 30mm and 300mm.

In one embodiment, the strap, and therefore the planar face, has a height between 40mm and 100mm.

In one embodiment, the strap has a thickness of between 3mm and 10mm.

In one embodiment, the strap has a thickness of 4mm.

In one embodiment, the strap has a tensile strength of at least 400 MPa.

In one embodiment, the strap has a tensile strength of at least 800 MPa.

In one embodiment, the strap has an E value between of 40 GPa and 210 GPa.

In one embodiment, the strap is relatively flexible and pliable, and/or has low stiffness.

In one embodiment, the strap comprises of one or more selected from; plastics, glass, synthetics, and metals

In one embodiment, the strap is composed of one or more selected from; plastics,

glass, synthetics, and metals.

In one embodiment, the strap is composed of steel.

In one embodiment, the steel has a yield strength greater than 300 MPa, greater than 400 MPa. or greater than 500 MPa.

In one embodiment, the steel allows an elongation greater than 9%.

In one embodiment, the strap is coated, and/or the strap is coated in a plastics material.

In one embodiment, the strap is composed of a fibre based composite.

In one embodiment, the strap is composed of at least fibreglass.

In one embodiment, the strap is composed of at least aramids.

In one embodiment, the strap is composed of a composite material.

In one embodiment, the strap is composed of pultruded fibreglass.

In one embodiment, the barrier comprises multiple straps.

In one embodiment, the barrier comprises both composite and metal straps.

In one embodiment, the multiple straps are tensioned to a combined tension of over 1OOkN in use.

In one embodiment, the multiple straps are tensioned to a combined tension of over

200kN in use.

In one embodiment, the barrier comprises a supporting arrangement configured to support the strap at a height above the ground in use.

In one embodiment, the support arrangement, or a portion thereof, is configured to

release from the strap during or after impact from an errant vehicle and/or rider.

In one embodiment, the supporting arrangement is a rigid, semi-rigid, or

deformable barrier.

In one embodiment, the supporting arrangement is an upright.

In one embodiment, a plurality of uprights are provided.

In one embodiment, the supporting arrangement comprises a plurality of deformable and/or collapsible uprights.

In one embodiment, the supporting arrangement is configured to bend, deflect,

crumple, break or otherwise move when impacted by a vehicle or rider.

In one embodiment, the supporting arrangement comprises a mount to mount the strap to the upright.

In one embodiment, the mount is configured to releasably disconnect from the upright, and/or releasably disconnect from the strap.

In one embodiment, the uprights support the strap above the ground.

In one embodiment, the mount comprises a retainer.

In one embodiment, the retainer retains the straps or straps to the mount.

In one embodiment, the mount and retainer are releasably engaged with each other via a retainer connection.

In one embodiment, the retainer connection is configured to disconnect when the supporting arrangement is impacted by a vehicle or rider.

In one embodiment, upon disconnection the retainer connection is configured to

release the retainer from the mount.

In one embodiment, the release of the retainer from the mount frees the retained

straps from the mount.

In one embodiment, the retainer connection is a frangible, snap, or barb type configuration.

In one embodiment, the retainer connection is re-connectable after disconnection.

In one embodiment, the retainer connection comprises a plug.

In one embodiment, the plug is composed of polymer material.

In one embodiment, the plug is composed of a fibre reinforced of polymer material.

In one embodiment, the retainer retains the straps within the retainer, and/or to the

adjacent straps, after disconnection.

In one embodiment, the mount and upright are engaged to each via a sliding mount connection.

In one embodiment, the mount connection comprises a socket on the mount configured to receive the upright.

In one embodiment, the mount connection is configured to allow the upright to slide out of the mount, or the mount can slide off the upright, upon impact by a vehicle or

rider.

In one embodiment, the supporting arrangement comprises a ground anchor.

In one embodiment, the upright is configured to releasably engage to one or more of the ground anchors and the mount.

In one embodiment, the supporting arrangement comprises an engineered

weakness or connection between the ground anchor and the upright.

In one embodiment, the ground anchor comprises a ground engaging screw.

In one embodiment, the strap is tensioned between two end anchors.

In one embodiment, the crash barrier does not utilise brakes, wheels, or pay-out

spools.

In one embodiment, the length of straps in a system are between 20m and 2km.

In a further aspect the present invention may be said to be a method of protecting a vehicle from damage by a crash barrier during impact of the vehicle with the crash barrier that comprises a vertical array of straps each strap extending parallel the direction of the

carriage way of a road and supported pre impact by a support structure itself supported by the ground adjacent the carriage way, the method comprising providing a plurality of

retainers that each retains the array of straps to said support structure spaced apart in a direction along the carriage way and allowing said retainers to separate from said support structure upon impact by a said vehicle to travel with said vehicle as it moves along said straps to prevent the straps from more than superficiality penetrating the vehicle.

In a further aspect the present invention may be said to be a method of protecting a vehicle from damage by a crash barrier during impact of the vehicle with the crash barrier

that comprises a vertical array of straps each strap extending parallel the direction of the carriage way of a road and supported pre impact by a support structure itself supported by

the ground adjacent the carriage way, the method comprising providing a plurality of retainers that each retains the array of straps to said support structure spaced apart in a

direction along the carriage way and allowing said retainers to separate from said support structure upon impact by a said vehicle to travel with said vehicle as it moves along said

straps to reduce the penetration of the straps into the vehicle where the retainer not provided to travel with the impacting vehicle.

In a further aspect the present invention may be said to be a crash barrier to reduce

damage to a vehicle by a crash barrier during impact of the vehicle with the crash barrier said crash barrier comprising

a vertical array of straps each strap extending parallel the direction of the carriage way of a road and supported pre impact by a support structure itself supported by the

ground adjacent the carriage way,

a plurality of retainers that each retain the array of straps to said support structure spaced

apart in a direction along the carriage way and configured to allow said retainers to separate from said support structure upon impact by a said vehicle to travel with said vehicle as it moves along said straps to reduce the penetration of the straps into the vehicle where the

retainer not provided to travel with the impacting vehicle.

In a further aspect the present invention may be said to be an elongate crash barrier

extending along the carriage way of a road and comprising a plurality of vertically spaced

apart elongate retention members such as straps extending parallel the carriage way and to help retain a vehicle errant from said road from passing beyond the retention members, the crash barrier further comprising a plurality of retainers held captive to said retention

members yet able to slide along the retention members with an errant vehicle.

Other aspects of the invention may become apparent from the following description

which is given by way of example only and with reference to the accompanying drawings.

As used herein the term "and/or" means "and" or "or", or both.

As used herein "(s)" following a noun means the plural and/or singular forms of the

noun.

The term "comprising" as used in this specification and claims means "consisting at

least in part of". When interpreting statements in this specification and claims which include that term, the features, prefaced by that term in each statement, all need to be present but

other features can also be present. Related terms such as "comprise" and "comprised" are to be interpreted in the same manner.

It is intended that reference to a range of numbers disclosed herein (for example, 1 to 10) also incorporates reference to all rational numbers within that range (for example, 1, 1.1, 2, 3, 3.9, 4, 5, 6, 6.5, 7, 8, 9 and 10) and also any range of rational numbers within that

range (for example, 2 to 8, 1.5 to 5.5 and 3.1 to 4.7).

The entire disclosures of all applications, patents and publications, cited above and below, if any, are hereby incorporated by reference.

This invention may also be said broadly to consist in the parts, elements and

features referred to or indicated in the specification of the application, individually or collectively, and any or all combinations of any two or more of said parts, elements or

features, and where specific integers are mentioned herein which have known equivalents in the art to which this invention relates, such known equivalents are deemed to be incorporated herein as if individually set forth.)

The invention will now be described by way of example only and with reference to the drawings in which:

Figure 1: shows a front top perspective view of a crash barrier, Figure 2: shows a front top perspective view of a crash barrier without the ground

anchor, Figure 3: shows a front top perspective view of a crash barrier exploded into parts,

Figure 4: shows a front top perspective view of the mount, Figure 5: shows a cross section of figure 4,

Figure 6: shows a side view of figure 5, Figure 7: shows a front top perspective view of a crash barrier system, Figure 8: shows a front top perspective view of an anchor, Figure 9: shows a front top perspective view of an alternative crash barrier,

Figure 10: shows a front top perspective view of an alternative crash barrier, Figure 11: shows a top schematic view of a vehicle impacting a crash barrier system,

Figure 12: shows a top front perspective view of an alternative crash barrier, Figure 13: shows a top cross sectional view of figure 12 highlighting the mount and

retainer engagement, Figure 14: shows a front top perspective view of an alternative crash barrier, Figure 15: shows a side cross-sectional view of figure 14 highlighting the mount, plug

and retainer engagement, Figure 16: shows a side view of one of the plugs in figure 14, and

Figure 17: shows an exploded view of figure 14 highlighting the plugs and retainers. Figure 18: shows a front top perspective view of a crash barrier with a C post

Figure 19: shows a rear view of figure 19. Figure 20: shows a cross-sectional view of figure 19.

Figure 21: shows a rear top perspective view of a crash barrier with deformable rivets. Figure 22: shows a front top perspective view of figure 21.

Figure 23A: shows a perspective view of an errant vehicle approaching an embodiment of a crash barrier.

Figure 23B: shows a perspective view of an errant vehicle impacting the embodiment crash barrier of figure 36A.

Figure 23C: shows a perspective view of an errant vehicle after impacting the embodiment crash barrier of figure 36A.

DETAILED DESCRIPTION

With reference to the above drawings, in which similar features are generally

indicated by similar numerals, a flexible tensioned crash barrier according to a first aspect of the present disclosure is generally indicated by the numeral 1.

In one embodiment now described, there is provided a crash barrier 1 as shown in

figure 1. The barrier 1 generally comprises the following components; a supporting arrangement 70, and one or more flexible members, preferably straps 20 connected to the

supporting arrangement 70. The supporting arrangement 70 may be a rigid or semi rigid crash barrier, however, in the preferred embodiment, the supporting arrangement 70 is

similar to that used in current flexible crash barriers - comprising a member or upright 30. The flexible straps 20 may be retrofitted onto existing crash barriers, where improved rider

safety is required.

A system 100 utilising the crash barrier 1, will have straps 20 extending laterally between multiple supporting arrangements 70, or engaged to and parallel alongside a rigid

or semi rigid crash barrier. Multiple of said barriers 1 may form a length as needed, where the length is the length of barrier between end anchors (not shown) that define/terminate the

barrier 1. The end anchors may be used to hold and/or ground the straps 20.

The straps 20 define a border or boundary 74 generally colinear the strap's elongate

direction 71, as shown in figure 7. The straps 20 can subject a vehicle 75 to a direction deviation or correction, or at least resist movement past the boundary. The straps 20 act in a

similar fashion to traditional wire flexible crash barriers, where the straps 20 are configured to deflect vehicles from the boundary 74, and in doing so absorb some energy from the errant vehicle 75. A schematic view of a vehicle 75 impacting a crash barrier system 100 is shown in

figure 11, where there are three crash barriers 1 forming a crash barrier system 100. A vehicle 75 is impacting the middle crash barrier 1 and deflecting it so that the straps 20 are

disengaging from the middle crash barrier 1 and deflecting away from the boundary 74.

In one embodiment, the supporting arrangement 70 may be comprised of an

upright 30 and a mount 50 as shown in figure 4. In one embodiment, as shown in the figures 1 - 7, the straps 20 are engaged at or towards an upper region 32 of a plurality of uprights

30. The upright 30 is mounted to the ground at a lower region 33 of the upright 30. The boundary typically extends between the uprights 30.

Preferably the barrier 1 comprises multiple straps 20, either above and/or below

other straps, and/or on either side of the upright 30. The straps 20 are preferably mounted to the upright 30 via the mount 50 that engages with the upright 30. In one embodiment the mount 50 is integral with the upright 30. However, in the preferred embodiment the mount

50 is a separate item and may be disengageable with the upright 30 as will be later on described in more detail.

In a crash barrier system 100, the straps 20 are preferably under tension along their length. In a system 100 utilising the barriers 1, at the ends of the system the straps 20 are

anchored to an end anchor and tensioned along their length. A variety of end anchors or 'terminal ends' or 'departing ends' as known in the industry may also be used with the crash

barrier 1. The end anchor is securely fixed to the ground and redirects or holds the tension forces of the straps 20.

Upon impact, the upright 30 is able to disengage from the straps 2. In some

embodiments, the straps 20 are preferably removably engaged to the upright 30, via the mount 50 or via retainers 60.

In one embodiment, the straps are preferably removably engaged to the mount via retainers 60. The retainers 60 are preferably disengageable from the mount 50 when an

errant vehicle impacts the crash barrier 1 and allow the upright 30 and/or straps 20 to move away from their static location. Due to the straps 20 being in tension and resisting deflection,

and the upright 30 being moved away by a vehicle and/or the deflecting straps, the retainers 60 are configured to disengage from the mount 50 to allow the upright 30 and straps 20 to separate from each other.

In other embodiments, the retainer 60 stays engaged with the mount 50 upon being impacted by an errant vehicle; however, the mount 50 disengages with the upright 30. In

other embodiments, both the retainer 60 and the mount 50 can be disengaged from their respective mountings. I.e. the retainer 60 disengages with the mount 50, and the mount 50

disengages from the upright 30.

Figure 1 shows a two-sided crash barrier 1 which has three straps 20 on both sides

of the upright 30. This type of crash barrier 1 is or could be used to separate two lanes of a road 76. However, the two-sided crash barrier 1 may also be used in situations where a higher redirection strength is required. I.e. on one side of a road where many trucks bypass, or where lower strength straps are used so more straps are required to make up the total strength.

In other embodiments, the crash barrier 1 may have straps 20 only on one side (as shown in

figures 9, 10 and 14). This type of crash barrier 1 may be used on the external sides of a lane of a road. However, a skilled person in the art may utilise straps 20 on both sides of an

upright 30 so there is increased resistance to an errant vehicle, or as a general design variable. The location and number of straps 20 is at the discretion of the engineer. Figure 14

shows a one-sided crash barrier 1 which has 6 straps 20 on one side of the upright 30..

The upright 30 is in the general form of a rolled hollow section extrusion.. A skilled

person in the art will realise there are many ways of forming an upright 30 that is capable of achieving the correct characteristics required for the crash barrier. The characteristics may include, but are not limited to, deforming upon impact by an errant vehicle, stiff enough to

support the straps 20 in tension, relative cheap to manufacture.., The upright 30 may have a region of engineered weakness between the upper region and the ground. The region of

engineered weakness allows the pivoting or deformation to allow an upper region of the upright to move relative a lower region of the upright.

In some embodiments the crash barrier 1 comprises a ground anchor 40 configured to engage to the lower region 33 of the upright 30. The ground anchor may be described as

being part of the supporting arrangement 70. Preferably the ground anchor 40 is removably connected to the upright 30, however in other embodiments the ground anchor 40 may be integral with the upright 30.

The engineered weakness may be located at a region along the length of the upright 30, or may be at the connection between the upright 30 and ground anchor 40, or both.

In one embodiment the anchor 40 comprises a connection or connections, such as a

socket 42, that is able to receive or at least engage with the upright 30 as shown in figure 3.

The upright 30 can disengage with the socket 42 when required. For example, when replacing an upright 30 that has been damaged onto the existing ground anchor 40. Alternatively, the

upright 30 may comprise a socket that is able to fit over the ground anchor 40 - not shown. There are many variations envisaged that allow the upright 30 disengage from the ground anchor 40 during impact from an errant vehicle, yet allow a new upright 30 to engage with the existing ground anchor 40.

In one embodiment, the anchor 40 comprises a screw 41. Where the screw 41 is

configured to screw into the ground. Ground screw technology is known in the art. Preferably the ground anchor 40 positioned in a controlled manner for quality assurance. Preferably the ground anchor 40 is torqued to a specific torque and/or pull-out force. The depth that the

anchor 40 is screwed into the ground may be predetermined by a GPS surveyor. The height and location may be recorded to confirmed coordinates with predetermined parameters.

An example of a length of a ground anchor 40 is approximately 1000mm. However, a skilled person in the art will realise that many lengths of ground anchor 40 may be used as

required for the specific purpose. For example, the length of the ground anchor 40 may vary between 200 mm and 2000 mm. An upper region of the ground anchor 40 and/or socket 42 is preferably composed of tube. The tube is preferably composed of metal, such as steel, high

tensile steel, aluminium, stainless steel, or mild steel. The tube in one embodiment has a diameter of 114mm, with a wall thickness of 3mm.

The ground anchor, or components of it, are preferably composed of high tensile steel. In one embodiment, the ground anchor 40 or components of it, have a strength of 350

megapascals, have a skilled person in the art will realise that materials of other characteristics will also be sufficient. In one embodiment the ground anchor 40 is hot-dip galvanized to

provide resistance to corrosion. In one embodiment, the upright 30 is comprised of also be of a similar material to the ground anchor.

Where weaker ground formation or soil types are encountered, or where stronger

foundations are required, cement grout or other settable fluids may be injected through the ground anchor after installation. This allows the ground anchor to become cemented to the

ground, or at least have the engagement between ground anchor and ground become stronger.

The supporting arrangement 70, or the upright 30, ground anchor and/or mount 50, may be composed of steel or plastics. The upright 30 may be configured to bend, crush, flex,

and/or crumple upon vehicle or rider impact. This design allows a number of characteristics. Firstly, the upright 30 is preferably able to be released from, or at least move relative to, the ground anchor 40; secondly the upright 30 is preferably able to move upon being impacted so as not to significantly damage a vehicle or rider; and thirdly, preferably it also allows the upright 30 to move away or release from the straps 20. This allows the straps 20 to try and maintain their location on the boundary 74 without being pulled or moved with the upright

30, whilst the upright 30 is moved away with the errant vehicle or rider. An upright may bend at ground level upon vehicle impact but desirably the straps do not move down with the

folding upright so that the straps remain in a condition to help control an errant vehicle.

The upright 30 as previously described may be formed of rolled hollow section

(RHS), typically of a size 100mm by 50mm. The wall thickness of the RHS may be varied from between 2mm and 4mm or what is required to achieve the desired performance or

characteristics.

In operation the rectangular section or upright 30 will provide strong resistance to vertical movement of the strap 20 and weak resistance to lateral impact of an errant vehicle..

The point of failure of the upright 30 is preferably at ground level, where the upright 30 is connected to the significantly stronger ground anchor 40. It is intended that when an

incident occurs, the uprights 30 and mounts 50 will be replaced into existing ground anchors 40 and the existing straps 20 of the crash barrier 1.

In some embodiments, one as shown in figure 9, the supporting arrangement 70 is partially an existing crash barrier, or another support that supports the supporting arrangement to the ground. As can be seen from figure 9, the strap 20 can be combined with

existing crash barriers. Thus the system may have the characteristics of the present invention, as well as some of the benefits of the rigid or semi rigid barriers. The upright or member 30

as shown in figure 9 may extend out at an acute angle from the rigid crash barrier, so that the member 30 can more easily deflect or crumple upon impact by an errant vehicle or rider. In

this embodiment, preferably the strap 20 has an ideal deflection that is less than the distance away from the rigid or semi rigid crash barrier.

The present crash barrier system 100 or barrier 1, may be retrofitted to existing crash barrier systems.

Preferably the straps extend in a lateral direction 71 away from the upright 30.

However in some embodiments, the straps 20 may be at an angle from the lateral direction 71 from the upright 30, as the crash barrier 1 is extending around a curve or corner.

The straps 20 may be composed of a composite material or a metal material. For

example, a composite material may include a fibre with a binder, i.e glass, plastics, synthetics, aramids or other type fibre with a resin, binder or filler. In one embodiment, the straps 20 are

created from fibreglass and a resin. The straps may be formed by a pultrusion process.

Preferably the straps 20 have a tensile strength of 800 megapascals or greater.

However it is envisaged that a skilled person in the art will be able to create a strap 20 according to the considerations and characteristics required by the crash barrier 1. For

example there may be more straps 20, with a lower tensile strength, or less straps 20 with a higher tensile strength. Alternatively the straps 20 may have a lower or higher tensile strength depending on their potential working load required. For example, a crash barrier 1

according to the present invention with six straps 20 may have a combined ultimate tensile strength of 1,250kN on each side of the upright 30.

In one embodiment, the strap 20 has a rectangular cross section (perpendicular its elongate length). As can be seen from the figures, the straps 20 are generally flat. Preferably

the strap in cross section perpendicular it's elongate direction, has a height far greater than its thickness.

In one embodiment the straps 20 have a thickness between 3mm and 10mm. Preferably the straps 20 have a thickness of 4mm. In one embodiment the straps 20 have a height of between 40mm and 200mm. Preferably, the straps 20 have a height of between 40

mm and 200 mm. Wherein the height is parallel the direction 72 of the elongate axis of the upright 30, i.e typically vertical.

The straps 20 have an internal face 21 that faces (direction 73, a direction normal to the face 21) the lane of a road. The internal face 21, is a major face 21 of the strap. The straps

20 also have an external face 22 opposite the internal face 21 that does not face the adjacent lane of a road. The external face 22 may also be a major face. Preferably at least one of these

faces 21 and 22, and preferably the internal face 21, has a relatively large surface area, or is at least substantially planar.

Between faces 21 and 22 is a top edge 23 and bottom edge 24, these may be minor

edges or minor faces if slightly thicker. Preferably the top edge 23 and bottom edge 24 are rounded. Preferably these rounded edges are configured so as reduce the ability to slice into vehicles. A radius for a top edge 23 and/or bottom edge 24 is between 2 and 10 mm. Where

the radius is larger, then the straps will need to be thicker, however in some embodiments a bead may be applied to the edges so they have a higher surface area and are less prone to

cut into objects.

The straps could be of a number of different configurations. As long as the straps 20

have a generally large road facing face 21 that presents a large surface area to an errant vehicle. The face 21 has a normal direction facing the road. The face 21 is generally upright or

vertical, or perpendicular the road surface.

Preferably the internal face 21 has a surface which is smooth and not abrasive so to allow a rider or errant vehicle to slide more easily along the length of the strap 20. In some

embodiments, a certain roughness may be required to try and arrest or slow down a vehicle or rider.

Preferably the straps 20 do not have edges, connections, and/or protrusions that present themselves outward from the lateral direction 71 of the straps 20.

The figures show an embodiment with three straps 20. However, in other embodiments, there may be only one or two straps, or more than three straps. For example,

there may be anywhere between one and ten straps on one side of an upright 30. If there is only one strap 20, that strap may have a larger cross-sectional area, i.e. present a larger surface on the face 21 to the adjacent lane of a road compared to where multiple straps are

used. Figure 12 shows an embodiment with six straps on one side. This embodiment is a two sided version, so there are another six straps on the other side of the upright 30. The straps

20 on the other side may act to deflect vehicles coming from either side of the upright.

Preferably in some embodiments the straps 20 are close to the ground. This

prevents an errant rider from sliding underneath the straps. Figure 12 shows an embodiment where the straps 20 are configured to be near the ground in use. A preferred height from the

ground is between 100mm and 200mm.

Where there are multiple straps 20 in a crash barriersystem 100, there maybe gaps between adjacent straps 20. The gaps may be between 10mm and 100mm in height. Preferably the gaps are 50mm in height. The gaps i.e. the distance between the straps 20, may be configured depending on the characteristics required for the crash barrier system.

Where there are multiple straps 20 in a crash barrier system 100, the straps 20 may be identical to each other, or may differ from each other. Such difference may be in;

composition, location, size, and/or physical characteristics, etc.

Preferably the straps 20 are tensioned between their ends, along the elongate

direction 71. In one embodiment, the combination of straps 20 on one side of the upright 30 is pretensioned to a combined tension (all of the straps on one side) between 1OOkN and

400kN, however they may be tensioned higher or lower. A typical combined pretension of wire rope flexible road crash barriers is around 80kN.

The higher strength of the straps 20 compared to the prior art flexible members (i.e wire rope), means higher pretension can be achieved, and hence the ability for the system

100 to reduce the distance an errant vehicle passes past the boundary 74. In one embodiment, the strap has an E value between of 40 GPa and 210 GPa.

In other embodiments the straps are composed of metal. In one embodiment and the straps are composed of high-strength ductile steel. Preferably the ductile steel has a high

yield capacity and has elongation after yield. Where high yield capacity is a yield strength greater than 450 MPa.

The steel strap must be ductile. Preferably also be capable of elongation of more

than 9%. During an impact this means the barrier will provide restraint at yield strength. During yield the strap will elongate and in an extreme situation arrest the impacting vehicle

over a greater deviation.

In one embodiment, the steel strap is composed of 450 grade steel, with a 530 MPa

yield, and elongation of 15% after yield. However, there may be many other variations on grade, yield strength and elongation that are applicable for particular crash barrier

requirements. Preferably the steel strap is 3mm in thickness, but thickness may vary depending on barrier requirements. Preferably the strap has a height (also the front face height) of 55mm.

In one embodiment the strap is composed of two or more layers of strap. This may be applicable for both composite and metal, and it may be a combination of the two. In one

embodiment the strap is a double layer of steel. It is an object of the strap to reduce the ability of errant vehicles to penetrate or pierce the strap. Having two layers of straps, and in

particular, two layers of steel straps will reduce the likelihood of penetration of the second layer.

Where steel straps are used, it is recommended that the edges should be rounded or otherwise protected to prevent injury. On the uprights or upper edges of the upright or

retainer there should be rounded edges or a cap to prevent injury. The cap may be composed of plastics. The steel strap may comprise a plastics coating.

The length of straps in a system may be between, 20m and 2km. The straps may be

connected to each together to extend their length.

In one embodiment, the retainer 60 is configured to retain the straps 20 to the upright/support arrangement (via the mount 50 if provided in one embodiment) whilst the system is at its static or non-impacted condition. The retainer is also configured to help retain

the straps thereat, in a relative disposition to each other. Preferably in a spaced apart disposition.

A preferred embodiment of the invention will now be described, wherein the retainer 60 operatively connects the strap(s) 20 to the supporting arrangement 70 (or a portion thereof such as the mount 50), that is configured to support the retainer 60 at a

height above the ground in use.

In said preferred embodiment, the retainer 60 is configured to release from the

supporting arrangement 70 during or after impact from an errant vehicle on the barrier 1 and remain movably connected to the strap 20 such that the retainer 60 is free to move along a length of the strap 20 together with a contacting surface of the impacting vehicle. The retainer is also configured to help retain the straps thereat, in a relative disposition to each other before and after impact, preferably in a spaced apart disposition. This is so including as best as is possible considering the often violent and random impact of a vehicle, after impact.

The release of the retainer 60 (or the mount 50 thereof, as described below) from the supporting arrangement 70 is such that when the supporting arrangement 70 (i.e., the

upright 30 thereof) folds or hinges at ground level due to the impact, the straps 20 are not dragged down with the uprights 30. If the straps 20 were dragged down therewith, they

would cease to be effective in retaining/deflecting the errant vehicle on a controlled trajectory as it comes to a halt after impact.

The mount 50 and/or retainer 60 thus serve to secure the straps 20 to the upright 30 until vehicle impact. After or during impact;

a) the mount 50 disconnects from the upright 30, and the retainer 60 stays connected with the mount 50 and straps such the straps act as a net to deflect errant vehicles, the retainer 60 (and mount 50) thus releasing from

the supporting arrangement 70 and remaining movably connected to the

straps 20 such that the retainer 60 (and mount 50) is free to move along a length of the strap 20 together with the contacting surface of the impacting vehicle; or

b) the mount 50 may disconnect from the upright 30, and the retainer 60 disconnects from the mount 50, allowing the straps 20 to be free but maintain their relative positions via the retainer 60 remaining movably connected to the strap 20 such that the retainer 60 is free to move along a length of the strap 20 together with the contacting surface of the

impacting vehicle.

In a preferred embodiment, the mount 50 remains connected with the upright 30

and the retainer 60 disconnects from the mount 50. The retainer 60 retains the straps in relation to each other so as to help the straps 20 stay in a net formation to act together as a

combined deflector even when disconnected from the mount 50/supporting arrangement 70.

The movement of a released retainer 60 along the length of the strap(s) 20, moving

together with an in contact impacting vehicle, provides a protective sheath zone 1000 between the contacting surface of the vehicle and said strap(s) 20. The retainer acts as a load spread and a part of the barrier that is traveling with the vehicle and is therefor not subjecting the vehicle to much less grinding or rubbing action than the straps are. The retainer extending laterally across each strap and having a part 60A that is contacted against the impacting vehicle help reduce the sawing action that a strap may otherwise have on the vehicle body or other parts of the vehicle.

In the case of the barrier 1 comprising a plurality of retainers 60 and plurality of

corresponding supporting arrangements 70 along a length thereof, as described previously, each retainer 60 of at least some of the plurality of retainers 60 is successively collected by an

impacting vehicle as it moves along a length of the barrier 1 so as to provide said protective sheath zone 1000 between the contacting surface of the vehicle and said strap(s) 20.

Thus, the impacting vehicle may continue to collect successive retainers 60 of at least some of the plurality of retainers 60 as it moves along said barrier until the vehicle's movement is substantially arrested, and/or deflected away therefrom.

This is illustrated by way of example in figures 23A-23C, in which an errant vehicle 1002 is seen the moment immediately before impact in figure 23A, then seen the moment of

impact in figure 23B, where the retainer(s) 60 are shown releasing or disconnecting from the supporting arrangement(s) 70 that are shown collapsing as previously described (i.e., the

uprights 30 of the supporting arrangement(s) 70 are shown pivoting downwardly, as required). Once more, the retainer(s) 60 releasing from the supporting arrangement 70

ensures the straps 20 remain in position for deflecting or arresting the errant vehicle 1002 rather than being dragged down with the supporting arrangement(s) 70/uprights 30 thereof.

In figure 23C, the vehicle 1002 is shown having collected a plurality of retainers 60

during its movement/impact/sliding along the barrier 1, said collected retainers 60 moving with the vehicle so as to from said protective sheath zone 1000 between a contacting surface

of the vehicle 1002A and said strap(s) 20.

As shown, the contacting surface 1002A refers generally to the part of the vehicle

1002 that first impacts the barrier 1 and thus remains most engaged therewith as it slides along the strap(s). In figures 23A-23C, this is shown as the left-front corner of a passenger car

1002, i.e., the left guard, and left side of the front bumper/bonnet etc.

Of course, the contacting surface 1002A may vary from the part of the vehicle that

first impacts the barrier depending on the nature of the impact/crash. For instance, if an errant vehicle 1002 first collides with the barrier with such a force/speed that causes the vehicle to spin/rotate and then rebound back towards the barrier, the part of the vehicle 1002

that spends the substantial majority of time in contact with the straps 20 as it is gradually arrested during movement therealong will more appropriately be referred to as the

contacting surface 1002A.

In some instances, the contacting surface 1002A may not remain in contact with the

straps 20 until the vehicle is arrested into a stationary position, but may instead deflect away from the barrier, causing the contacting surface 1002A to no longer remain in contact with

the straps 20 in the final moments of the crash when the vehicle 1002 is deflected from the barrier.

Those skilled in the art will appreciate further the multitude of crash scenarios in

which the contacting surface 1002A of the vehicle 1002 may change during said crash, or may move into and out of engagement/contact with the protective sheath 1000, or straps 20

during said crash.

In any case, the protective sheath zone 1000 so formed during impact of the errant

vehicle 1002 substantially inhibits at least some penetration of the straps 20 into the contacting surface of the vehicle 1002A.

In this manner, the protective sheath zone 1000 helps to substantially reduce the extent to which the straps 20 can create a high-pressure slicing or sawing action into or through the body of the vehicle 1002. This reduces the risk of damaging the vehicle 1002 to

such an extent that major structural damage occurs (i.e., that further increases risk to the vehicle occupants in addition to the immediate risk of the impact force) and/or reduces the

risk of the straps 20 slicing into occupant interior spaces of the vehicle, potentially causing direct injury to the occupants themselves.

The first retainer so collected by the vehicles contacting surface 1002A during an impact by 'catch' onto a portion of said vehicle 1002. Successively collected retainers will not

move past this first retainer as they are inhibited from doing so by the retainment of the retainers 60 along the same straps as the first retainer. Thus, a vehicle 1002 may collect any number of retainers, each successively adding further to the protective sheath 1000 so formed thereby, until the movement of the vehicle is arrested, or the vehicle is deflected away from the barrier due to the tensioned elasticity of the straps.

It will be appreciated that the more retainers 60 collected by the contacting surface

of the vehicle 1002A, the more surface area will be added to the protective sheath 1000. In this way, the presently described invention may provide an increasingly larger and more

protective sheath zone 1000 as the vehicle impact along the straps 20/barrier as a whole continues.

The friction between the flat planar surface formed by the combined flat planar surfaces of the retainers at the protective sheath zone 1000 may help to contribute in slowing

the vehicle 1002 down, as opposed to the sharp edges of the straps 20 which may otherwise simply cut through soft vehicle components (such as plastic or aluminium panels etc.) without slowing the vehicle down as significantly. Thus, the protective sheath zone 1000 not only

prevents vehicle damage but may also aid in slowing, arresting and/or deflecting the vehicle during impact.

Further, in the case of the barrier 1 comprising multiple straps 20, since the straps 20 are encouraged to remain in the same upright orientation by means of the released retainers

60 remaining slidably connected thereto/therealong (and thus helping keeping the strap's 20 vertical positions relative one another intact), the straps 20 themselves may also help to

present a collective flat planar surface, immediately upstream and downstream of the protective sheath zone 1000, as they remain grouped together in the upright orientation, reducing damage to portions of the vehicle not 'captured' at the protective sheath zone

1000, as opposed to being individually free to rotate/twist and vertically displace and thus cutting into the vehicle body as separate slicing edges.

As described above, the retainers 60 are configured to release from the supporting arrangement 70 upon impact to ensure the straps 20. This can help in the straps not getting

dragged down with the collapsing supporting arrangement 70 and thus can arrest or deflect the. Thus, in one embodiment, as shown in figures 1 - 6, the connection 51 of the retainer 60

to the mount 50 is configured as a weak point to allow disconnection from the mount 50 at a predetermined force or movement.

This predetermined force or movement is typically achieved during impact from an

errant vehicle into the road barrier 1 (i.e. with the supporting arrangement 70, or the straps 20). The connection 51 of the retainer 60 from the mount 50 may be a snap disconnection. Where parts of the mount 50 and/or retainer 60 flex or bend to allow disengagement

between the two.

The disconnection of the retainer 60 from the mount 50 may be in a direction 73

perpendicular to both the upright elongate direction 72 and strap elongate direction 71 (said directions illustrated in figure 7, for example). There are many ways of engineering a system

or connection that can disengage upon high forces. For example, the mount 50 may have frangible tabs 65 that engage with the retainers 60, that are broken or deformed upon

impact of a vehicle with the barrier 1.

In one embodiment, a plug type retainer connection is shown in figure 15, where figure 15 shows a side cross-sectional view of the road barrier of figure 14.

Allowing the straps to be free of both the mount 50 and upright 30 while remaining retained by said retainers 60 allows the straps 20 to deflect away from the boundary 74. The

straps 20 may deflect by 1-2 metres from the defined boundary 74 during a process of redirecting an errant vehicle or rider.

The straps when retained by the retainer 60, may be held between the retainer 60 and a surface 51 of the mount 50. Preferably the straps 20 are retained in the upright 30

elongate direction 72 by a recess 52 and guide on the mount 50, and/or on the retainer 60. These features may be modified depending on the characteristics required of the road barrier 1, for example how close together the straps 20 are to each other, how thick the straps are,

etc.

As mentioned above, in some embodiments, the mount 50 and retainer 60 stay

engaged with the straps 20 after impact (while the remainder of the supporting arrangement 70 or portion(s) thereof collapse as described previously), to allow the straps to stay in their

pre-impact arrangement. i.e. the straps remain engaged relative to one another via the retainer 60, with the mount 50 also remaining connected to the retainer 60, such that the

retainer(s) 60 and mount(s) 50 together move with the impacting vehicle along said strap(s) 20 so as to form a protective sheath zone 1000.

In one embodiment, for example with a two-sided road barrier 1, the impact side

retainer 60 may pop off from the mount and move with the vehicle to form said sheath 1000, whilst the other retainer 60 stays retained to the mount 50 and the straps external to the road side. The mount for example, may stay retained with the straps 20 external to the road

side, and the upright 30 may slidingly disengage from the mount 50 as it is impacted by the vehicle.

The reverse may also occur, where the road-side facing straps retainers 60 may remain connected to the mount 50, and move together to form a protective sheath zone

1000, whilst the retainers 60 of the straps external to the road side may disengage from the mount and either remain in substantially the same longitudinal positions along the straps 20

as prior the impact or move along the straps 20 together with the vehicle (but not necessarily as part of the same grouping of retainers of the road-facing straps).

Thus, if the impact is significant enough that the vehicle collects retainers/mounts

from both sides of a two-sided road barrier, two separate protective sheaths zone 1000 may form to help reduce damage and slow the vehicle down. It will of course be appreciated that

in even more significant impacts the retainers/mounts from both sides of a two-sided road barrier will move/collate together with the vehicle so as to form a protective sheath 1000,

even if they are not operatively connected together by means of the mounts 50 therebetween.

Further, the retainers may not at all disengage with the mount 50, instead, the mount 50 may disengage from the upright, and the retainers 60 associated with both the road-facing and non-road-facing sides of the barrier may stay engaged with the mount 50

and move together therewith, as the impacting vehicle moves along the straps.

In any case, the retainers 60 are arranged to release from the supporting

arrangement 70 upon impact, irrespective of whether the retainers 60 are released in unison with mounts 50 or any other intermediate component of the supporting arrangement

connected thereto, or released separately from said mounts 50 or other intermediate components, so long as the retainers 60 no longer remain connected to the remainder of the

supporting arrangement 70, and in particular, the uprights 30 thereof configured to collapse upon impact.

In an embodiment, the straps may be held by a retainer that comprises an outer

retainer plate 60A and inner retainers plates 60B and 60C, which are connected with plugs 62 that engage with slots 56 of the supporting arrangement of the mount 50. This is shown in figures 14-17. The retainer 60 is engaged to the mount 50 or supporting arrangement by the

plug 62. In alternative embodiments, a separate connection means is used to connect the retainer 60 to the mount 50, that is separate from the plug 62.

In the embodiment shown in figures 14-17, the inner retainer plate 60A and the outer retainers plates 60B and 60C, connected by plugs 62, stay engaged with the straps 20

after impact, to allow the straps to stay in their pre-impact arrangement. They may be configured to movably slide along the straps 20 thereafter so as to form said protective

sheath zone 1000. The plates define a confined slot through the retainer for each of said straps. This confined slot is large enough for the straps to substantially freely pass through but is tight enough to help keep the straps spaced apart and substantially parallel and co

planar each other. The slot is substantially of the same but slightly larger cross sectional shape as a strap.

The plugs 62 may be configured such that the strength of the connection between the retainers plates 60A,60B and 60C is greater than the strength of the connection between

the retainer 60 and the mount 50. In one embodiment, the plug 62 and retainer configuration allow disconnection of the retainer assembly (the retainer assembly comprising the retainers plates 60A-C) from the mount 50 at a force of 10kN. Where preferably this force is direction 73, however forces in other directions may increase or decrease the pull out strength of the plug 62 from the mount 50.

The plugs 62 may be composed from a polymer material which may be reinforced with fibres to form a fibre-reinforced polymer. The polymer material used may include nylon,

epoxy resin, or silicone. The fibre material used may include glass, carbon, aramid, basalt, or like fibres. In a preferred embodiment the plugs 62 are fabricated from 30% glass fibre

reinforced nylon. Preferably the plug has some give or flexibility that allows it collapse inwards or deform so it can be pulled through the slots 56 during impact. In other

embodiments the plug has frangible sections.

To install the straps 20 onto the mount 50 of the road barrier 1 shown in figure 14, the plugs 62 are used to create a retainer assembly. The plugs 62 are first pressed through the holes in the outer retainer plate 60A. The straps 20 are then aligned with the top of each plug 62 before the plugs are pressed through inner retainers 60B and 60C, such that the

straps 20 are secured between retainer plates60A and 60B. In one embodiment, the inner retainer plates 60A and 60B may be slightly taller than inner retainer plate 60C such that the

top cap 63 can be placed over the top ends of retainer plates 60A and 60B to secure the contained top strap 20 against vertical movement, and/or along with an extra retention

between the retainer plates 60A and 60B. The retainer assembly (60A-C) can then be mounted by vertically slotting the ends of the plugs 62 into the slots 56 on the mount 50. A

cross-section of the final assembly is shown in figure 15.

The connection of the plugs 62 to the slots 56 in the mount 50 is configured as a weak point to allow disconnection of the retainer assembly 60 from the mount 50 at a

predetermined force or relative movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the road barrier 1. The

disconnection of the plugs 62 from the mount 50 may be in a direction 73 perpendicular to both the upright elongate direction 72 and strap elongate direction 71, or any combination

of the above. The disconnection may be facilitated with frangible, or engineered weakness mounting tabs on the plugs 62, or by an engineered weakness of the slots 56 or the plugs 62.

Alternatively, and/or in combination, impact forces may cause the plugs 62 to move vertically within the slots 56, thereby causing disconnection.

In one embodiment, the plugs 62 have exterior circumferential surfaces of varying

diameters suitable to engage with holes in one of the retainers, or with slots 56 of the mount 50. The outer surface 80 sits in a hole of outer retainer plate 60A, and also supports a strap

20. The intermediate surface 81 sits in a hole of inner retainer plate 60B, while the inner surface 82 sits in a hole of inner retainer plate 60C. The mounting surface 83 slots into a slot

56 of the mount 50. These surfaces are shown in figure 16.

Preferably the retainer 60 is of a low profile design so to be as flush as possible with

the surface of the face 21 of the straps 20.

The mount 50, and/or other features of the upright 30 or ground anchor 40, do not

significantly protrude past the straps 20 towards the road. Preferably the retainer 60 is significantly flush or planar with the external face 21 of the straps 20. Preferably the external surface of the retainer 60 does not extend more than 6 mm past the external face 21 of the

straps 20. The significance of this is that a motorcyclist sliding along the barrier will not impact or become hung up on a large protrusion. On current barriers posts, motorcyclists

may encounter a protruding metal post.

In alternative embodiments the retainer 60 may extend further past the face 21. In

this embodiment, preferably the retainer 60 slopes gradually from the face 21 to inner most roadside facing surface of the retainer, this may reduce point impacts to a vehicle or rider. A

slight chamfer 63 can be seen on the retainer 60 in the figures, this reduces point loading or edges that could snag or impact a rider.

In one embodiment, as shown in Figures 18 - 20, straps are held between a retainer

60, which is connected with plugs 62 that engage with slots 56 in the mount 50. The mount 50 comprises a tab 65 that will facilitate the disengagement of the plug from the slot as

described herein previously. In this embodiment, the mount and/or upright is a C shaped post. Further, the slot 56 is a height that facilitates the plug 62 to have a larger direction of

travel before engaging with the tab 65. This allows a greater vertical movement of the straps before disengagement with the mount. These elongated slots require an upward movement of the strap to separate the straps from the supporting arrangement and this ensures the straps are held in a correct position for vehicle engagement and does not release early too early during impact.

In one embodiment, as shown in Figures 21 and 22, rivets 64 hold the retainer 60 and straps 22 the mount 50. The rivets 64 comprise a deformable sleeve or feature 64a that

can perform during vehicle impact into the crash barrier. The deformable sleeve or feature 64a is able to release the retainer from the mount 50.

In one embodiment, the flat straps 20 of the present invention may be substituted into a modified traditional wire barrier support arrangement. In this embodiment, not all of

the benefits of the present invention will be achieved - such as a continuous smooth sliding surface. Yet, other benefits, such as increased tensile strengths and larger impact area (the flat face 21) may be achieved. The releasable sliding retainer arrangement described previously may still apply in such an embodiment, where the retainers slide along the tensioned wire ropes to form a protective sheath zone 1000 that prevents said ropes from penetrating into the body of the vehicle as it moves along such a barrier.

Where in the foregoing description reference has been made to elements or integers having known equivalents, then such equivalents are included as if they were

individually set forth.

Although the invention has been described by way of example and with reference to

particular embodiments, it is to be understood that modifications and/or improvements may be made without departing from the scope or spirit of the invention.

Claims (16)

1. A roadside crash barrier configured for deflecting errant vehicles that impact the

crash barrier, the barrier comprising: at least one elongate tensioned flexible strap comprising a planar face facing the road in use and at least one retainer operatively connecting the strap to a supporting

arrangement, or a portion thereof, that is configured to support the retainer at a height above the ground in use pre-impact, wherein the retainer is configured to release from the supporting arrangement

during or after impact from an errant vehicle on the barrier and remain movably connected to the strap such that the retainer is free to move along a length of the strap together with a

contacting surface of the impacting vehicle.

2. The barrier as claimed in claim 1, wherein the movement of a released retainer along

the length of the strap together with the impacting vehicle provides a protective sheath

between the contacting surface of the vehicle and said strap.

3. The barrier as claimed in claim 1, wherein the barrier comprises a plurality of

retainers and plurality of corresponding supporting arrangements along a length thereof.

4. The barrier as claimed in claim 3, wherein each retainer of at least some of the

plurality of retainers is successively collected by an impacting vehicle as it moves along a length of the barrier so as to provide a protective sheath between the contacting surface of

the vehicle and said strap.

5. The barrier as claimed in claim 4, wherein the impacting vehicle continues to collect successive retainers of at least some of the plurality of retainers as it moves along said barrier

the vehicle is deflected away therefrom and/or the vehicle's movement is substantially arrested.

6. The barrier as claimed in any one of claims 2, 4 or 5, wherein the protective sheath

so formed during impact of the errant vehicle substantially inhibits at least some penetration of the straps into the contacting surface of the vehicle.

7. The barrier as claimed in any one of the preceding claims, where the strap's elongate

direction extends parallel the road, or lane of a road, in use, and/or wherein the planar face has a normal direction facing the road, and/or wherein the planar face is perpendicular a surface of the road, and the barrier is configured to deflect errant vehicles back towards the road.

8. The barrier as claimed in any one of the preceding claims, wherein the strap is configured to be tensioned to between 200kN and 400kN.

9. The barrier as claimed in any one of the preceding claims, wherein the planar face comprises a surface that is relatively smooth, and/or continuous along the length of the strap.

10. The barrier as claimed in any one of the preceding claims, wherein the strap is composed of two distinct straps sandwiched together.

11. The barrier as claimed in any one of the preceding claims, wherein the strap is relatively flexible and pliable, and/or has low stiffness.

12. The barrier as claimed in any one of the preceding claims, wherein the barrier

comprises a plurality of straps.

13. The barrier as claimed in any one of the preceding claims, wherein the supporting

arrangement is a rigid, semi-rigid, or deformable barrier.

14. The barrier as claimed in any one of the preceding claims, wherein a connection

between the retainer and the supporting arrangement or portion thereof is configured as a weak point to allow disconnection therefrom at a predetermined force or movement.

15. The barrier as claimed in any one of the preceding claims, wherein the supporting

arrangement comprises a mount to which the retainer is releasably connected, and an upright to which the mount is releasably connected, the retainer being configured to release

from the mount and/or the mount being configured to release from the upright, upon said impact from the errant vehicle.

16. The barrier as claimed in any one of the preceding claims, wherein the retainer

comprises a retainer assembly of an outer retainer and at least one an inner retainer between

which the strap is sandwiched in a manner so as to permit sliding movement of the retainer assembly along the strap after its release from the supporting arrangement or portion thereof.