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
  • E01F15/08—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
• • 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
  • E01F15/086—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 plastic, rubber or synthetic materials

Definitions

• This invention relates to an improved road barrier.
• Road barriers are commonly used to divide oppositely moving traffic lanes. Road barriers are also used to line the edges of a road to separate traffic from pedestrians, or from areas where road works or construction is being carried out. Most of the existing road barriers in use today, are so called “New Jersey” style barriers which have a wider base portion from which the walls of the barrier extend upwardly in a generally vertical plane. Originally. New Jersey style barriers were made in concrete such as is described in US patent No 4059362. More recently hollow road barriers made from semi-rigid plastic material, usually polyethylene, which can be filled with water to increase their weight have been developed. Examples of such barriers are disclosed in AU 664774, AU 647189, and AU-A-47345/93.
• Road barriers are discrete elements typically about 4 to 6 feet long which are assembled and linked together end to end in long lines along the edge of a road or between two lines of traffic moving in opposite directions.
• the principal function of a road barrier particularly when used as a crash barrier, is to prevent a motor vehicle crossing the line of the barriers and also to redirect a vehicle which might swipe or contact the barriers back into that vehicle's line of traffic along which it is supposed to be travelling.
• lines of moulded plastic barriers is that when a vehicle does swipe or impact the barrier, a longitudinal stretch occurs in the line of barriers and the barriers deflect outwardly and curve away from the vehicle. Because the line of barriers is formed from discrete elements, the line of barriers behaves like a wave forming a curve in the longitudinal form.
• pin receiving openings match up with the loops created by the cables and the loops and pin receiving openings of one barrier are then aligned with the equivalent holes and loops on the end of an adjacent barrier.
• a rigid pin is dropped through the holes linking not only the barriers together but also the frames of the barriers together.
• an additional wire may extend along the top of the barrier to provide further longitudinal reinforcement to the barrier.
• the fact that the barrier requires an internal frame substantially increases the cost of the barrier and the complexity of the manufacturing process.
• the barriers also weigh around 65 kg largely due to the weight of the internal metal frames.
• the weight of the barriers makes manhandling the barriers more difficult particularly when unloading the barriers from trucks onto a roadway.
• Manhandling heavy barriers from a truck also carries the risk of injury, particularly of back injury, to the persons doing the unloading.
• a second problem with road barriers is that when used for traffic applications, where they are required to withstand the impact of vehicles and the like, the barriers must be "full" of a relatively weighty fluid in order to give the barriers sufficient mass to resist deflection and deformation. Typically, this is done by filling the barriers with water.
• a road barrier defining an elongate container means configured to receive and hold a volume of fluid material such as water, the barrier being made from a plastics material and comprising: a base; first and second end walls, each of said end walls having means for releasably coupling the barrier in end to end relation with a like barrier; side walls, a central longitudinal axis extending along the length of the barrier from the first end wall to the second end wall; a top; and means to enable the barrier to be filled with a liquid and for enabling liquid to be discharged from the barrier, characterised in that in the side walls of the barrier define a lower face which is inclined and extends outwardly away from the central longitudinal axis of the barrier, a step portion which extends inwards towards the central longitudinal axis of the barrier and an upper inclined face located above the top step portion which extends away from the central longitudinal axis of the barrier.
• the provision of the inclined faces has the effect of tending to force the wheels of cars which come into contact with the barrier back down onto the road. If a wheel does manage to ride up the lower portion of the side wall such that it rests on the step portion, the upper inclined face tends to force the wheel back down onto the road and push the wheel off the step portion.
• the lower inclined face may be inclined at an angle which is relatively nearer to vertical, say 10° to 30°, typically around 20°, than the upper inclined face which might be inclined at 30° to 50° to the vertical, typically around 35°. It is preferred that the inclined faces define a series of ribs and channels to reduce the contact area of the faces.
• the ribs are preferably rounded. The provision of the ribs reduces the available contact area of the barrier with vehicle wheels and may reduce grip between the wheel and the barrier and may reduce the likelihood of the wheel riding up on the barrier.
• the means for releasably coupling the barrier in end to end relation with a like barrier include a plurality of mounting means or reinforced areas, one mounting means being located at each side of both ends of the barrier adjacent the end of the barrier, at the base of the barrier and at the top of the barrier adjacent the upper inclined faces, the mounting means being suitable for mounting a rigid plate such as a metal plate or the like to the barrier to enable one barrier to be connected on both sides to the mounting means of another adjacent barrier in end to end relation.
• a road barrier including an elongate container means configured to receive and hold a volume of fluid material such as water, the barrier being made from a plastics material comprising: a base; end walls; side walls extending upwardly from the base, each of said end walls having means for releasably coupling the barrier in end to end relation with a like barrier; a top: and means to enabling the barrier to be filled with a liquid and for enabling liquid to be discharged from the barrier; and wherein the means for releasably coupling the barrier in end to end relation with the like barrier include a plurality of mounting means or reinforced areas, one mounting means being located at each side of both ends of the barrier adjacent the end of the barrier, the mounting means being suitable for mounting a rigid plate, such as a metal plate or the like, to the barrier to enable one barrier to be connected on both sides
• the mounting means should be located as close as possible to the end of the barrier, typically 50 to 100 mm from the end.
• the mounting means comprises a cylinder having an annular cross-section and defining an internal bore which is open at one end which faces the exterior of the barrier and its other end defines an external flange which locates and retains the cylinder in the barrier.
• the rigid plate may be a 5 mm thick steel plate defining one or more apertures adapted to receive a steel bolt.
• the apertures are typically spaced about 100 mm apart so that the rigid plates can be fixed between two adjacent barriers by means of threaded bolts screwed into the mounting means.
• the barrier may also include S shaped end portions which interlock with corresponding S shaped portions on an adjacent barrier, in an arrangement in which one male portion is provided at the base of an end adjacent a female portion laterally spaced from the male portion, with a female portion provided above the male portion in the upper part of the end and laterally adjacent, a further male portion. Apertures may be provided extending through the centre of the male portions adapted to receive a threaded bolt connecting the barriers together. The bolts is additional to the linking means defined at the base and the top of the barrier.
• a threaded resilient insert to allow the adjacent barriers to be linked together by means of a resilient substantially non-stretchable linkage such as thick steel plate.
• the steel plate will not stretch and effectively the stretching force applied to the barriers is born by both the steel plates and the entire cross section of the road barrier and this prevents longitudinal stretch as well as preventing the barriers from buckling due to stretching of the plastic barrier.
• the invention also provides a road barrier including a longitudinally extending container having a base portion, a pair of side walls and a pair of end walls and a top portion, said container being substantially hollow and formed from a plastics material whereby the container is self supporting and has a predetermined shape and wherein the road barrier includes a water level indicator comprising a float, having a base portion, an upper portion which is typically made from a readily visible material of a visually striking colour such as yellow and which preferably contrasts with the colour of the road barrier, the float having end portions which are broader than a mid portion between those two ends which mid-portion is adapted to be received in a sleeve fixed to the barrier which at one end defines a flange portion which is sufficiently wide to allow the mid portion to extend therethrough but is narrower than the end portions of the float.
• a water level indicator comprising a float, having a base portion, an upper portion which is typically made from a readily visible material of a visually striking colour such as yellow and which preferably contrast
• the float means provides a readily visible indicator of the state of the barrier (filled or unfilled) and avoids the need for close inspection of the barrier which is a problem with prior art barriers as discussed above.
• base portion and upper portion are made separately from moulded polyethylene, and most typically made in a rotational moulding process.
• the base portion may be a generally hollow cylinder which at one end defines a internally threaded bore.
• the upper portion may define a rotationally moulded cylinder of polyethylene having a wide end portion stepping down to a narrower mid portion at whose end is defined a moulded screw thread which adapted to mate with the bore defined in the base portion.
• the sleeve may be formed of glass reinforced nylon and at one end opposite from the flange, may define a second flange defining screw holes or the like for attaching the flange around an aperture in the top of the road barrier.
• Figure 1 is an isometric view of a barrier embodying the present invention
• Figure IB shows a link plate
• Figure 2 is an end view of the barrier as shown in Figure 1 viewed from the right;
• Figure 3 is an enlarged view of ribbing present on a lower part of the barrier of Figure 2;
• Figure 4 is an enlarged view of ribbing present on an overhanging upper part of the barrier of Figure 2:
• Figure 5A is a schematic illustration showing a relatively small car wheel base adjacent the barrier embodying the present invention:
• Figure 5B shows the relatively small car wheel base partly riding up on the barrier:
• Figure 6A is a schematic illustration showing a relatively large car wheel base adjacent the barrier; and Figure 6B shows the relatively large car wheel base riding up over part of the barrier.
• Figure 7 is a schematic side view of a float embodying aspects of the present invention.
• Figure 1 is a isometric view of a road barrier embodying the present invention, generally indicated at 10.
• the barrier may be rotationally moulded from polyethylene and with reference to Figure 2 includes a base 12. side walls 14a and 14b, a top 16, and ends 18a and 18b.
• the barrier also includes four relatively large generally rectangular through apertures 20 located in an upper part of the barrier and five relatively smaller generally circular through apertures 21 located in a relatively lower part of the barrier.
• the through apertures improve the rigidity of the barrier and its ability to be self supporting, particularly when it is filled with a liquid such as water.
• the barrier includes a hole 22 defined in the top 16 which can be used for pouring water into the container.
• a drain hole closed with a bung 24 which can be used to drain liquid from the barrier.
• the upper end of the barrier defines two moulded recesses 25 which can be used to receive posts for crowd control security fences, or signage, warning lights or the like.
• each end of the barrier is generally S shaped defining an upper semi-cylindrical male portion 26 laterally adjacent a corresponding female semi-cylindrical aperture 28 with a similarly arranged but larger, male and corresponding female apertures 30 and 32 respectively, disposed below the upper male portions and female aperture 26. 28 respectively.
• a hole runs through the centre of each male portion which is adapted to receive a bolt 34 for linking the barriers together.
• the bolt will be about 30mm diameter and 180mm long.
• a level indicator 36 is located at the top of the barrier, and is described in more detail below.
• means are provided for connecting a plate or latch to the barrier at each bottom corner of the barrier.
• the means may include a brass insert comprising a hollow cylinder 40 having an internally threaded bore and defining a hexagonal flange 42 at one end.
• One such insert is placed at what are to be each of the four corners of the base of the barrier and the four corners of the top of the barrier before moulding.
• each barrier has eight inserts, one being located at each of its eight corners.
• polyethylene 43 will coat and solidify around the insert.
• the flange 42 helps to retain the insert in place in the barrier, with the hexagonal head 42 preventing the insert from rotating about its longitudinal central axis.
• a latch plate most preferably a 5mm thick steel latch plate 44 also shown in Figure IB is bolted to one of the inserts by means of a bolt 46 (refer to Figure 1) having an appropriate thread size and diameter.
• the latch plate is shown in an engaged position and also in a disengaged or raised position in dashed outline.
• the latch plate 46 includes a hole 47 through which the bolt passes and a hook portion 48 defining an external ramp surface 48A.
• the corner of the barrier which is to be adjacent may have a bolt having a head and part of its shank projecting from its insert.
• the hook end of the latch plate 44 defines a generally elongate recess 49. Typically the recess allows about a 3mm play either side of the bolt.
• plates rather than latches, may be simply bolted between two barriers using bolts and the inserts.
• two pairs of inserts may be provided at each corner which may then be linked by a plate having four apertures. Use of latch plates does however make the barriers easier to use and install.
• the plate 44 is around 170mm long with the gap between the centres of the apertures 47 and 49 being about 100mm.
• the plate may be around 5mm thick.
• the barrier defines a base or pedestal area 50 typically having a width of about 600 mm and a height of about 164 mm.
• a first lower side wall or face 52 extends upwardly and outwardly away from the central axis of the barrier to a height of about 375 mm from the bottom of the barrier.
• the top part of the lower side wall is further away from the central axis A of the barrier than the lowermost part of the side wall and it overhangs part of the base 50.
• the lower side wall comprises a series of ribs 56 separated by relatively deep rounded channels 58.
• the deep rounded channels assist in providing rigidity to the barrier, particularly when it is filled with water.
• the ribs have rounded corners.
• the length "X" shown in Figure 3 is typically around 16 mm. This ribbing reduces the contact area available when a car tyre contacts the lower side wall, as will be explained later with reference to Figures 5A. 5B and 6A, 6B.
• a step portion 54 is inclined at an angle of approximately 15° to the horizontal and extends from the lower side wall towards the central axis A.
• a slightly kinked mid-section 60 is defined at the top of the lower side wall/step portion 54 and extends upwardly and slightly inwardly towards the centre of the barrier. The mid section terminates at a height of about 690 mm from the bottom of the barrier.
• the top of the barrier sidewall includes an overhanging upper wall or face 62 which is oriented outwardly from axis A at an angle of approximately 35° to the vertical.
• the total height of the barrier is about 925 mm.
• the upper wall section also comprises a series of ribs 66 and channels 68.
• the ribs are rounded (length Y is about 20 mm) to reduce the potential area of contact with a vehicle tyre.
• the channels are shallower than the channels 58 in the lower side wall.
• the hydrostatic pressure at the top of the barrier is lower than the hydrostatic pressure at the base so the channels do not have to provide as much rigidity to the barrier as the channels 58 in the lower part of the barrier.
• the provision of the angled lower wall 52 and upper wall 60 have the affect of directing the wheels of a vehicle which might contact the barrier downwards back onto the road, in contrast with the traditional New Jersey style barrier, where because of the angle of the barrier, such contact tends to cause a car wheel to ride up the barrier wall when it brushes the barrier wall.
• a wheel riding up the barrier wall is dangerous as it makes the vehicle unstable. It is particularly dangerous if the car reaches the top of the barrier or crosses over the barrier.
• Figures 5A to 6B illustrate how the barrier may react to contact with small and large cars.
• a typical relatively small car an illustrative example of which is shown in Figure 5A, may have a 1500 mm wheelbase, a tyre diameter of about 560 mm and tyre width of about 165 mm.
• a relatively larger car wheelbase, an illustrative example of which is shown Figure 6A might have a wheelbase of 1680 mm, and 635 mm diameter tyres having a width of about 205 mm.
• the central axis of the tyres of both cars will typically be below the step portion.
• the wheel of the relatively small or relatively larger car may then be trapped on the step portion 54, as shown in Figures 4B and 5B.
• the step 54 is available to support the wheel, particularly in the case of larger cars, see Figure 5B. This increases the likelihood that the wheel will slip off back onto the road.
• the axle is then angled at about 20° to the road surface. With the large car wheelbase, the angle is about 25°. In both cases gravity will tend to force the wheel back down onto the road.
• the upper wall section 62 also tends to force the car down onto the road.
• the upper wall section 62 may also wedge cars which hit the barrier onto the road. If the mudguards and/or bonnet of the car come into contact with the upper wall section 62 and this may cause a wedge effect which will prevent the body of the car from lifting beyond the upper wall section.
• the particular shape of the barrier also provides added strength to the barrier without requiring the steel frame of AU 47345/93.
• the float assembly includes a lower float portion 102 which comprises a rotationally moulded generally hollow, closed polyethylene cylinder defining cylindrical side walls, a base and at its upper end. an internally threaded bore, 102a which is adapted to receive a lower threaded tubular portion 103 of an upper part of the float 104 which is also made from rotationally moulded polyethylene, preferably in a bright colour such as yellow.
• the colour should preferably contrast with the colour of the road barrier, which will typically be red and /or white.
• the upper part of the float has a first cylindrical portion 106 which steps down to a narrower cylindrical portion 108.
• the float assembly is mounted inside a sleeve 110 which is typically made from glass reinforced plastic which includes an upper external annular flange 112 which includes a series of holes for use in securing the flange to the body of the road barrier 10 with screws or the like.
• the sleeve also defines a lower internally directed flange 114 about an aperture which is slightly larger than the central portion 108 of the float assembly but is narrower than the upper 106 and lower portion 102 of the float assembly.
• the float is able to move up and down in the sleeve between two positions where the ends 108a and 108b of the mid-portion 107 contact flange 114.
• Figure 5 shows a situation in which the road barrier is sufficiently full of water 120 that end 108b contacts the flange 114 and the marker 104 projects from the upper end of the barrier and be easily visible for "drive by" inspection.
• the upper end 108 of the mid-portion will contact the flange 114 and the upper most end of the marker 104 will be below the level of the flange 112 indicating on a "drive by" inspection that the barrier contains insufficient water.
• the dimensions of the barrier described above may be varied and suitable materials other than those described may be substituted for the materials used to make the specific embodiment described above.

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• Engineering & Computer Science (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
• Road Paving Structures (AREA)
• Semiconductor Lasers (AREA)
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• Lasers (AREA)

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• 1999
  • 1999-10-14 NZ NZ512058A patent/NZ512058A/xx not_active IP Right Cessation
  • 1999-10-14 WO PCT/AU1999/000881 patent/WO2000028148A1/fr active IP Right Grant
  • 1999-10-14 AT AT99971880T patent/ATE346986T1/de not_active IP Right Cessation
  • 1999-10-14 DE DE69934254T patent/DE69934254D1/de not_active Expired - Lifetime
  • 1999-10-14 ES ES99971880T patent/ES2277463T3/es not_active Expired - Lifetime
  • 1999-10-14 EP EP99971880A patent/EP1157167B1/fr not_active Expired - Lifetime

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