EP0951605B1 - Mittelstreifenleitplanken - Google Patents

Mittelstreifenleitplanken Download PDF

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Publication number
EP0951605B1
EP0951605B1 EP97935760A EP97935760A EP0951605B1 EP 0951605 B1 EP0951605 B1 EP 0951605B1 EP 97935760 A EP97935760 A EP 97935760A EP 97935760 A EP97935760 A EP 97935760A EP 0951605 B1 EP0951605 B1 EP 0951605B1
Authority
EP
European Patent Office
Prior art keywords
barrier
concrete
row
anchor
vertical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97935760A
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English (en)
French (fr)
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EP0951605A1 (de
Inventor
Gabriele Camomilla
Stefano Bruschi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Autostrade Concessioni e Costruzioni Autostrade SpA
Original Assignee
Autostrade Concessioni e Costruzioni Autostrade SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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Publication of EP0951605A1 publication Critical patent/EP0951605A1/de
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Publication of EP0951605B1 publication Critical patent/EP0951605B1/de
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0476—Foundations
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/081—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material
    • E01F15/083—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks characterised by the use of a specific material using concrete
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/08—Continuous barriers extending along roads or between traffic lanes essentially made of walls or wall-like elements ; Cable-linked blocks
    • E01F15/088—Details of element connection

Definitions

  • the present invention relates to a New Jersey barrier forming a traffic divider made of concrete, and more particularly it relates to such a barrier having improved safety properties compared to barriers used nowadays.
  • EP-A-0 459 932 discloses a barrier consisting of light weight modules. These modules are made of a compound of polyester resin fibre, and are not solid, but hollow, in order to allow their filling with different materials, for instance concrete, water, sand, etc., depending on their use. For example the modules are filled with water or any other material easy to pour, when it is required to protect workers carrying out road work. On the contrary, if a rigid and fixed barrier type is required, the modules are assembled by means of roughturned rods and are fixed to the ground by vertical rods.
  • the system employed to anchor the barrier to the ground, using vertical rods is different from the present invention, because, even if the vertical rods are incorporated in concrete mortar at their lower end, at their upper end they are rigidly connected to the barrier and do not allow a controlled backward motion of the barrier. Therefore, the impact energy is immediately transmitted to the anchor means (vertical rods).
  • this document does not give specific information with regard to the barrier performance in the event of an accident such as the maximum energy absorption, etc.
  • This class corresponds to a more restrictive regulation as compared to the prerequisites satisfied by barriers used before and belonging to the same category.
  • Another object of the present invention is to improve the connection between the various concrete modules which form the barrier, so as to increase the absorbed collision energy (homologation in the class B3) and reduce at the same time the lateral displacements.
  • the modules forming the barrier are provided with means for increasing the resistance of the barrier.
  • these means are formed by plates including a bottom and two vertical portions, and joining two adjacent modules to each other, thereby providing increased stiffness.
  • the means for increasing the impact resistance of the barrier are realized by modules which do not include a trapezoidal cavity, but are solid, so as to increase the weight of the barrier.
  • the means to achieve this consist of vertical bars, which breack under a shearing stress only after the barrier has moved backwards for a predetermined distance. Thus, the upper end of the vertical bar is broken by being "hit" by the withdrawing barrier.
  • each module of the barrier has a trapezoidal cavity, then the vertical rods pass through the bottom of said plates and the upper ends of the vertical rods extend inside the trapezoidal cavity.
  • each module of the barrier is solid (no trapezoidal cavity)
  • the vertical rods pass through housings or boxes arranged at the foot of the barrier, as defined in claim 7.
  • the upper end of the vertical rod is located centrally inside said box in order to allow a partially free motion of the barrier under the impact energy, along a predetermined distance.
  • the module it is also possible - in the first embodiment - to anchor the module to the ground, at an intermediate position between the module ends.
  • recesses are formed on the lower surface of the modules, so that the bottom of the steel plates can be located therein and the friction coefficient between the barrier and the support is increased.
  • the barrier 1 is a traffic divider, that is it is interposed between two parallel carriageways.
  • the barrier 1 is supported by the curb or support 2 or directly by the pavement.
  • a plate of the first kind 3 is arranged below the barrier 1, in a recess provided according to this prefered embodiment on the lower surface of the modules 1',1'', in such a way that the lower surface of the plate 3 is flush (at the same level) with the remaining lower surface of the modules 1', 1", not covered by the plate 3.
  • the barrier will not be “lifted” by the plates 3, and the friction coefficient between the barrier and the support 2, is that existing between concrete and the support 2.
  • the recess will be oversized compared to the plate 3, allowing an easy assembling of the plate of the first kind 3.
  • the lateral walls 4,4' of the plate 3 are received into the opposite lateral cavities or recesses 5, 5' provided on the modules 1', 1" of the barrier 1 at the junction 6.
  • the lateral vertical walls 4,4' of the plate 3 of the first kind have two holes 7a,7b, wherein the two opposite holes 7a are used to insert a cross bolt 8a, whereas the two opposite holes 7b of the plate 3, are used to insert a second cross bolt 8b.
  • the bolt 8a passes through the end of the module 1", whereas the other bolt 8b passes through the other module 1'.
  • the bolts 8a, 8b are introduced into through holes which already exist in the conventional barriers, but in the latter barriers the connection is effected by means of two separate lateral plates, whose role is now played, according to the present invention, by the lateral walls 4,4' integral with the bottom 9 of the plate of the first kind 3. In this way the connection is more rigid and the play between the parts is reduced.
  • the plate 3 has two lateral extensions 10,10' which in this embodiment are rectangular and which are provided with slots 11, 11'.
  • the barrier 1 moves backwards, until the vertical rod 12 abuts on the edge of the slot 11 or 11', that is the plate 3; at this moment, the vertical rod 12 breaks under the shearing stress, after having absorbed a certain amount of energy, and the barrier may move further backwards.
  • the present invention therefore proposes to use a plate 3 which has several functions:
  • the conventional concrete barrier has a central trapezoidal cavity 20 extending almost to the junction (see Fig. 2). This cavity 20 receives the nuts 14 of the vertical rods 12.
  • the vertical rod 12 which may be longer in this case, must be inserted in a rigid device allowing however its impact failure under a shearing stress.
  • FIGs 7, 8, 9 show a steel plate of the second kind 21.
  • the steel plate of the second kind 21 has a central slot 22 on its bottom 23 and two lateral walls 24,24', each of them having a pair of holes 25a, 25b. It is also received in a recess on the lower surface of the barrier, as in the case of the plate of the first kind 3. The depth of the recess exceeds the thickness of the bottom 23.
  • This plate 21 is preferably assembled at the middle of a module of the barrier 1 and is used as an additional anchor means of the barrier (Fig.3).
  • the length l 2 of the plates of the second kind 21 is slightly greater than the distance l 1 between the lateral walls 4,4' of the plates of the first kind 3.
  • a vertical anchor bar 40 is introduced into the central slot 22 of the plate of the second kind 21, and is embedded in the concrete of the curb 2.
  • the nut 50 is screwed on the upper end of the vertical rod 40, but it is not screwed tight against the washer 51 which lays on the bottom 23 of the plate 21 of the second kind.
  • the bar 40 has a predetermined resistance against breaking caused by impacts.
  • two different plates of the second kind 21 may be mounted on the same module, each one at a distance of (6,20/3) metres from the corresponding junction.
  • the shape and thickness of the plates, the length of the vertical rods and their arrangement, shape of the slots and their arrangement, a.s.o., are parameters which vary according to the application.
  • the barrier consists of different modules 1''', like the one shown in figs. 10 and 11, comprising a male head 60' and a female head 60.
  • this barrier is not formed with an inner trapezoidal cavity, but it is solid (see Figs. 12a to 12d) and has a specific weight > 2,7 kg/dm(3). Moreover, its height is ⁇ 1 m, and preferably it varies between 1 m and 1,05 m.
  • the increased weight of the barrier produces shorter lateral displacements during the collision, due to friction between the concrete and, for instance, the bituminous conglomerate.
  • Fig. 12b which is a cross section along line H-H of Fig. 10
  • recesses 62 at the foot (toe) of the barrier, which are alternately formed on one or the other side of the module 1'''.
  • an anchor system like the one shown in Fig.15, formed by a steel box-like element 63, comprising an upper plate portion 64 and a lower plate portion 65.
  • the lines 66,66' are the steel reinforcements of the concrete material forming the module 1''', at the recess region 62.
  • Vertical rods with a helical end are introduced into the ground or in a previously realized bore obtained in the bituminous conglomerate of the support 2, in case the latter is made of a bituminous conglomerate.
  • the helical end allows a stable connection to the ground or the bituminous mix, in general to the support 2, moreover, these vertical rods (not shown) are provided at their upper end with a nut which will be received in the box-like element 63, which is arranged in the recess 62.
  • the nut will be located at the center of the box 63, and the barrier will be allowed to move almost freely (some centimetres) backwards, during the impact, before the nut abuts the walls of the box 63, thereby permitting energy absorption by the vertical rod (whose function is the same as that of the bars 12) and its subsequent possible breaking caused by the shearing stress.
  • the way the vertical bar is anchored to the support 2 may be of any kind known to a skilled person. For instance, it is possible to employ a resin contained inside a cartridge, so that when the latter breaks the resin can harden; etc.
  • Fig. 14 shows how the connection is performed using a screw coupling 74.
  • bars 71 having a diameter of about 28 mm are employed, which is greater than that of conventional bars of this kind.
  • a handrail fixed by means of montesi bars or the like 85 employs a handrail fixed by means of montesi bars or the like 85.
  • the barrier has no central trapezoidal cavity, that is it is solid.
  • the specific weight is > 2.7 kg/dm(3).
  • the barrier height is in this case approximately equal to 1m, and that of the handrail can be 35 cm, for example.
  • the handrail 80 is provided for the purpose of preventing a vehicle with a center of gravity located at a height of 1,60 m, from "getting over" the barrier.
  • Figs. 19-21 show an alternative way of fixing the handrail.
  • a montesi bar is introduced in the hole 90 shown in Fig. 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Road Paving Structures (AREA)
  • Manufacturing Of Tubular Articles Or Embedded Moulded Articles (AREA)
  • Road Signs Or Road Markings (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)

Claims (11)

  1. Einzelreihen-Beton-New Jersey-Barriere, die als Leitplanke verwendet wird, umfassend eine Vielzahl von einzelnen Betonmodulen (1', 1", 1'''), die durch vertikale Stahlplatten (4, 4' und 70, 70') verbunden sind, und Querstangen (8a, 8b), die durch männliche und weibliche Verbindungsköpfe der Betonmodule (1', 1", 1''') führen, dadurch gekennzeichnet, dass eine Verankerungseinrichtung in der Form von vertikalen Balken (12, 40) vorgesehen ist, um die Barriere an einer Stütze (2) fest anzuschließen, die eine teilweise freie Bewegung der Barriere nach hinten und eine Absorption von Aufprallenergie ermöglichen, und die unter einer Scherspannung brechen, wenn die Aufprallenergie einen bestimmten, vorgegebenen Wert überschreitet, wobei die Barriere weiter eine Einrichtung zum Erhöhen ihres Widerstands umfasst, die entweder durch die vertikalen Stahlplatten (4, 4') gebildet wird, die integral mit dem Bodenbereich (9) einer Platte (3) einer ersten Art sind, die sich unter sowohl dem männlichen als auch weiblichen Kopf von zwei aneinander anschließenden Betonmodulen (1, 1') erstreckt, oder durch Betonmodule (1', 1", 1'''), die massiv sind, d.h. die keine trapezoidische Vertiefung haben, um das Barrierengewicht zu erhöhen.
  2. Einzelreihenbarriere nach Anspruch 1, dadurch gekennzeichnet, dass der Bodenbereich (9) einer Platte (3) der ersten Art in einer ersten Aussparung aufgenommen wird, die auf einer unteren Oberfläche der Barriere im Gebiet der Verbindung zwischen den zwei Köpfen vorgesehen ist, so dass sie mit der verbleibenden unteren Oberfläche der aus Beton gefertigten Barriere bündig abschließt.
  3. Einzelreihenbarriere nach Anspruch 1 und 2, dadurch gekennzeichnet, dass in Verlängerungen (10, 10') der Bodenbereiche (9) Schlitze (11, 11') vorgesehen sind, worin die vertikalen Verankerungsbalken (12) eingeführt werden, wobei die Balken unter einer vorbestimmten Aufprallenergie brechen und der Kopf (50) der vertikalen Balken (12) nach innen in eine längs verlaufende trapezoidische Vertiefung (20) der Barriere vorspringt.
  4. Einzelreihenbarriere nach Anspruch 1, dadurch gekennzeichnet, dass zwischen den Verbindungsköpfen jedes modularen Elements (1', 1") C-förmigen Platten (21) montiert sind, deren Boden (23) einen Schlitz (22) hat, damit der Durchlass des vertikalen Verankerungsbalkens (40) zum Fixieren an der Barrierenstütze ermöglicht wird, wobei der Verankerungsbalken (40) unter einer vorbestimmten Aufprallenergie bricht, wohingegen die vertikalen Wände (24, 24') der C-förmigen Platten (21) mit dem Betonmaterial der Barriere (1) durch Doppelexpansionsschraubenverankerungen oder andere Befestigungsmittel verbunden sind.
  5. Einzelreihenbarriere nach Anspruch 4, dadurch gekennzeichnet, dass der Boden (23) der C-förmigen Platte (21) in einer Aussparung aufgenommen wird, die auf einer unteren Oberfläche der Barriere in einem Gebiet zwischen beiden Verbindungsköpfen vorgesehen ist, so dass die untere Oberfläche der C-förmigen Stahlplatte (21) mit der verbleibenden unteren Oberfläche der Barriere bündig ist oder sich auf einem leicht höheren Niveau zu der verbleibenden unteren Oberfläche der aus Beton gefertigten Barriere erstreckt.
  6. Einzelreihenbarriere, die als Leitplanke verwendet wird, nach Ansprüchen 3, 4, 5, dadurch gekennzeichnet, dass die Verankerungsbalken (12, 40) in dem Beton der Stütze (2) eingebettet sind oder in eine massive Einrichtung eingeführt sind, die in die Stütze (2) eingeführt ist, damit in jedem Fall das Brechen unter einer Scherspannung der Balken (12, 40) ermöglicht wird.
  7. Einzelreihenbarriere, die als Leitplanke verwendet wird, nach Anspruch 1, dadurch gekennzeichnet, dass sie durch einen massiven Körper gebildet wird, d.h. ohne Vertiefungen mit einem trapezoidischen Querschnitt, und dadurch, dass sie ein spezifisches Gewicht > 2,7 kg/dm3 hat, eine Höhe bis zu 1,05 m und Gehäuse (63), um die Verankerungseinrichtung aufzunehmen, die am Fuß oder der Spitze der Barriere angeordnet sind, vorzugsweise an beiden Seiten davon.
  8. Einzelreihenbarriere nach Anspruch 7, dadurch gekennzeichnet, dass die Gehäuse (63), die die Verankerungseinrichtung aufnehmen, Quader sind, die innerhalb von Aussparungen oder Vertiefungen (62) am Fuß oder der Fußspitze der Barriere montiert sind, und dadurch dass der Kopf der Verankerungseinrichtung, die vertikale Balken bildet, zentral innerhalb eines Quaders (63) positioniert ist, um eine nahezu freie Bewegung der Barriere zu ermöglichen, bis die Wand des Quaders (63) nach dem Aufprall ein Brechen des Verankerungsbalkenkopfs unter der Scherspannung bewirkt.
  9. Einzelreihenbarriere nach Ansprüchen 7 und 8, dadurch gekennzeichnet, dass sie eine Handschiene (80) umfasst, die mit dem oberen Ende der Barriere verbunden ist.
  10. Einzelreihenbarriere nach Ansprüchen 7, 8, 9, dadurch gekennzeichnet, dass die Höhe der Handschiene (80) vorzugsweise 35 cm nicht übersteigt.
  11. Einzelreihenbarriere nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass ein Längsbalken (71), der in dem oberen Gebiet des Betonmoduls (1''') enthalten ist, frei an seinen Enden (72) gebogen werden kann, um die Verbindung zu anderen modularen Elementen (1''') zu vereinfachen, wobei dies durch Vorsehen von Löchern (73) koaxial mit dem Balken (71) an den Enden des modularen Elements ermöglicht wird, so dass kleine Querverschiebungen des Balkens (71) im Inneren der Löcher (73) erlaubt werden.
EP97935760A 1996-10-31 1997-07-30 Mittelstreifenleitplanken Expired - Lifetime EP0951605B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
ITRM960744 1996-10-31
IT96RM000744 IT1286368B1 (it) 1996-10-31 1996-10-31 Barriera monofilare di spartitraffico tipo new jersey di classe b3 in calcestruzzo resistente a energie d'urto maggiori e tale da impedire
PCT/IT1997/000196 WO1998019015A1 (en) 1996-10-31 1997-07-30 Single-row traffic divider

Publications (2)

Publication Number Publication Date
EP0951605A1 EP0951605A1 (de) 1999-10-27
EP0951605B1 true EP0951605B1 (de) 2002-04-03

Family

ID=11404502

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97935760A Expired - Lifetime EP0951605B1 (de) 1996-10-31 1997-07-30 Mittelstreifenleitplanken

Country Status (6)

Country Link
EP (1) EP0951605B1 (de)
AU (1) AU3863697A (de)
DE (1) DE69711701T2 (de)
ES (1) ES2175447T3 (de)
IT (1) IT1286368B1 (de)
WO (1) WO1998019015A1 (de)

Families Citing this family (19)

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Publication number Priority date Publication date Assignee Title
IT1302420B1 (it) * 1998-08-05 2000-09-05 Autostrade Concess Const Dispositivi per la decelerazione calibratra dei veicoli urtantiper barriere di sicurezza a profilo new jersey con ancoraggio
IT1302427B1 (it) 1998-08-07 2000-09-05 Autostrade Concess Const Barriera di sicurezza stradale da spartitraffico a profilo new jerseycon dispositivi per la decelerazione calibrata dei veicoli urtanti.
DE50003543D1 (de) * 1999-04-28 2003-10-09 Maba Fertigteilind Gmbh Leitwand für verkehrswege
DE19933401B4 (de) * 1999-07-21 2005-06-09 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co Kg Verankerung für einen Pfosten
DE10008596A1 (de) * 2000-02-04 2001-08-16 Sps Schutzplanken Gmbh Befestigungsanordnung
GB2377949B (en) * 2001-06-13 2005-07-20 Poundfield Products Ltd Apparatus and method for constructing a freestanding wall
AT413711B (de) * 2001-08-14 2006-05-15 Maba Fertigteilind Gmbh Beton-wandelement
NL1020420C2 (nl) 2002-04-18 2003-10-21 Laura Metaal Eygelshoven B V Barrierelement.
GB0418695D0 (en) * 2004-08-21 2004-09-22 Milbury Systems Ltd Prestressed concrete wall units
AT502935B1 (de) * 2005-11-04 2008-03-15 Maba Fertigteilind Gmbh Leitwandelement
ITAN20090010U1 (it) * 2009-04-27 2010-10-28 Arnaldo Sorci Staffa di bloccaggio protettiva
AT509359B1 (de) * 2010-01-21 2012-02-15 Rebloc Gmbh Trennelement für verkehrsflächen
EP2354314B1 (de) * 2010-02-04 2013-12-11 TSS Technische Sicherheits-Systeme GmbH Brücken-Fahrbahnbegrenzungssystem und Verfahren zu dessen Herstellung
CZ2010773A3 (cs) * 2010-10-22 2012-05-02 Cs-Beton, S. R. O. Zarízení pro vzájemné spojení dvou dílcu silnicního svodidla a zpusob vzájemného spojování techto dílcu
DE202011005689U1 (de) 2011-04-28 2011-09-12 Eurovia Beton Gmbh Fahrzeugrückhaltesystem
ES2400880B1 (es) * 2011-08-01 2014-05-13 Rebeca CHANCOSA DEL CASAR Dispositivo de empotramiento para postes o báculos en la vía pública
ITRA20130027A1 (it) * 2013-12-17 2014-03-18 Intergeos Srl Disassatore dwg
US10837150B2 (en) * 2015-12-07 2020-11-17 Spirit Of America Corporation Stackable compact high threat barrier
CN106192817B (zh) * 2016-08-29 2018-11-06 童杨益 一种可自动断开安全交通护栏

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US4502812A (en) * 1982-09-27 1985-03-05 Stanley Zucker Roadway barrier and restraining cap combination
US4844652A (en) * 1988-06-06 1989-07-04 Schrougham Benton Self-aligning curbing modules
ES2024280A6 (es) * 1990-05-29 1992-02-16 Garcia Ballesteros Angel Mejoras en barreras de seguridad en carreteras.
DE29606934U1 (de) * 1995-04-21 1996-08-14 Spacek Zdenek Austauschbare Fahrbahnabgrenzung

Also Published As

Publication number Publication date
ITRM960744A1 (it) 1998-05-01
AU3863697A (en) 1998-05-22
DE69711701D1 (de) 2002-05-08
ES2175447T3 (es) 2002-11-16
EP0951605A1 (de) 1999-10-27
DE69711701T2 (de) 2002-11-28
IT1286368B1 (it) 1998-07-08
WO1998019015A1 (en) 1998-05-07

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