EP1177348A1 - Paroi de guidage pour voies de circulation - Google Patents

Paroi de guidage pour voies de circulation

Info

Publication number
EP1177348A1
EP1177348A1 EP00924964A EP00924964A EP1177348A1 EP 1177348 A1 EP1177348 A1 EP 1177348A1 EP 00924964 A EP00924964 A EP 00924964A EP 00924964 A EP00924964 A EP 00924964A EP 1177348 A1 EP1177348 A1 EP 1177348A1
Authority
EP
European Patent Office
Prior art keywords
guide wall
profile
wall
wall according
rail
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.)
Granted
Application number
EP00924964A
Other languages
German (de)
English (en)
Other versions
EP1177348B1 (fr
Inventor
Alfred Redlberger
Helmut Heimel
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.)
MABA Fertigteilindustrie GmbH
Original Assignee
MABA Fertigteilindustrie GmbH
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.)
Filing date
Publication date
Priority claimed from PL332817A external-priority patent/PL192339B1/pl
Priority claimed from AT201799A external-priority patent/AT413712B/de
Application filed by MABA Fertigteilindustrie GmbH filed Critical MABA Fertigteilindustrie GmbH
Priority to AT00924964T priority Critical patent/ATE248953T1/de
Publication of EP1177348A1 publication Critical patent/EP1177348A1/fr
Application granted granted Critical
Publication of EP1177348B1 publication Critical patent/EP1177348B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/10—Railings; Protectors against smoke or gases, e.g. of locomotives; Maintenance travellers; Fastening of pipes or cables to bridges
    • E01D19/103—Parapets, railings ; Guard barriers or road-bridges

Definitions

  • the invention relates to a guide wall for traffic routes with a plurality of wall elements connected to one another at the end, which wall elements each have at least one fastening element with at least one on the floor, e.g. anchoring element attached to a road surface, a bridge superstructure or the like.
  • Baffles of the aforementioned type are used to separate traffic flows and consist in the vast majority of cases of precast concrete wall elements, which are connected to one another at their end faces via couplings, whereby there is a continuous, tensile connection of all wall elements, which reinforces the restraining effect of the individual Wall elements causes, because these strung together form a very high inhibitory effect against displacement.
  • the main purpose of such a baffle is to enable different traffic flows to be separated and, in the event of a side approach by a motor vehicle, to counteract this movement with sufficient restraining action to prevent the motor vehicle from getting onto another roadway or footpath or at bridges at depth falls.
  • floor anchoring of the wall elements is also possible, so that they are not only held in place by their own weight, but also by fixing them to the floor.
  • This can prevent a far-reaching displacement of the wall elements, but there is a disadvantage in many cases that the guide wall with anchored wall elements acts as a completely rigid obstacle, which can cause a correspondingly high level of damage to the approaching motor vehicles, because of the almost negligible flexibility a very high proportion of the kinetic energy of the vehicle is converted into deformation work of the body.
  • the rigid guide wall poses a very high risk of injury for the vehicle occupants, since the vehicle speed is delayed within a very short distance.
  • the object of the invention is therefore to provide a guide wall of the type mentioned at the outset, with the aid of which a reduction in the impact energy acting on a vehicle and a securing of the guide wall against excessive displacement can be achieved.
  • this is achieved in that the at least one fastening element is displaceably guided relative to the at least one anchoring element, so that the wall element with its at least one fastening element can be moved from a rest position into a position offset by a predetermined distance.
  • the at least one anchoring element is formed from a rail element anchored to the floor, which extends essentially normal to the longitudinal direction of the wall element and is assigned to the displaceably guided fastening element.
  • the rail element enables the sliding movement of the respective wall element to be guided in a directed manner, as a result of which the evasive movement of the wall can be predicted very well and can thus be controlled. If, on the other hand, the shifting movement were uncontrolled and free, it could endanger other road users who are traveling on another lane or on a footpath and who are hindered or endangered in their movement by the guide wall suddenly deflected to the side.
  • the rail element is T-shaped in cross section.
  • the fastening member has an at least partially opposite profile to the associated rail element, which lies on or surrounds the profile of the rail element, so that the fastening element along the longitudinal direction of the associated rail element is displaceable.
  • the fastening element viewed in cross section, is a C-shaped one Approach.
  • the C-shaped attachment encompasses the T-profile of the anchoring element and thus effectively prevents the wall elements from tipping over.
  • the sliding movement of the wall element is guided very well if two parallel rail elements spaced apart from one another and two associated fastening elements are provided for each wall element.
  • the guidance along two straight lines prevents a wall element from breaking out on one side.
  • the attachment of the displaceable fastening member can be carried out in a particularly simple manner by excluding at least one downwardly open, tunnel-shaped opening in the lower region of each wall element transversely to the longitudinal direction of the wall element, and by arranging the rail element within the opening on the floor is.
  • the at least one fastening member within the Opening is arranged in the region of the motor vehicle traffic-side wall.
  • the downwardly open C-shaped attachment of the fastening members can engage in the T-shaped profile of the associated rail elements and can be guided displaceably along the same.
  • a, preferably elastic, stop element can be arranged on the side of the wall element cross section opposite the motor vehicle traffic side wall in the end region of the rail element, against which the fastening member strikes when the wall element is displaced.
  • the impact-absorbing stop element prevents greater damage to the wall element, so that it can be brought back to its original installation location by resetting the fastener displaced during a start-up event.
  • Another feature of the invention can be that the fastening element is anchored in the wall element by means of a wire reinforcement loop. In this way, the installation of the fastening element within the wall element can take place during manufacture, whereby a very durable and firm connection between the wall element and the fastening element can be achieved.
  • the T-shaped rail element can be welded with its longitudinal web to a flat base rail which is anchored in the floor.
  • the flat base rail can be anchored in the floor at opposite end regions of the wall element profile by means of anchor screws, as a result of which a very stable attachment of the base rail can be achieved which, even with high impact energy of the motor vehicle, enables the fastening member to be guided securely.
  • At least one elastic element can be provided, on which the displaceably guided fastening element acts during its movement into the offset position.
  • the elastic element exerts a damping effect on the displacement movement and ensures a uniform introduction of the force transmitted by the fastening element during its displacement movement, wherein an additional portion of the kinetic energy can be reduced by the conversion into elastic energy.
  • the at least one elastic element can extend along part of the displacement path of the fastening member, the elastic element being in abutting contact with one end of an impact element, and the other end of the elastic element during the displacement movement of the wall element this comes into abutting contact during which the elastic element undergoes compression.
  • the work involved in compressing the elastic element reduces the impact of the starting motor vehicle on the wall element.
  • the elastic element delays the introduction of the acting force into the wall element.
  • the rail element - as seen in cross section - is composed of a T-profile and a U-profile, the U-profile partially surrounding the T-profile and the Longitudinal web of the T-profile is connected to the central web of the U-profile.
  • the elastic element can be formed from two rod-shaped profile pieces with an essentially L-shaped cross section, which are inserted into the U-profile on both sides of the centrally arranged T-profile.
  • the elastic element can be arranged in a very space-saving manner, ensuring that it can expand in cross-section during the compression process.
  • one or more shearing elements can be arranged along the path traversed by the fastening element during its displacement movement from the rest position into the displaced position, and can be sheared off by the fastening element in the course of its displacement movement.
  • the work performed in the shear reduces the kinetic energy, which dampens the displacement movement of the wall elements.
  • the shearing elements can be formed by metal bolts oriented transversely to the direction of the displacement movement. By choosing the number of bolts and dimensioning the bolt diameter, the damping behavior of the shear elements can be changed in a relatively fine gradation.
  • a very balanced movement of the wall elements can be achieved by metal bolts that are evenly spaced along the displacement path of the fastening element.
  • a particularly simple assembly of the shear bolts can be achieved in that the bores are arranged in the longitudinal web of the T-shaped rail element.
  • a railing can be attached to the wall elements of the guide wall, which rail can also be moved with the wall elements.
  • the moving railing prevents a walker or cyclist walking next to the guide wall according to the invention from being pushed down in the event of a bridge or being crushed by the moving wall elements.
  • a further embodiment of the invention can consist in that the railing attached to the guide wall comprises a platform designed as a walkable path, which can also be displaced when the wall elements are moved. A pedestrian walking on the platform is moved to the side in the same way as the wall elements, but the full width of the sidewalk is preserved, which protects the pedestrian from the dangers arising from a collision event.
  • these can be attached to the wall elements in a self-supporting manner.
  • Fig.l is a side view of an embodiment of the guide wall according to the invention.
  • FIG. 3 shows a detail of a side view of the embodiment according to FIG. 2; 4 shows a section through a further embodiment of the guide wall according to the invention;
  • FIG. 5 shows a detail of a side view of the embodiment according to FIG. 4;
  • FIG. 6 shows a section through a further embodiment of the guide wall according to the invention.
  • FIG. 7 shows a detail of a side view of the embodiment according to FIG. 6;
  • FIG. 8 shows a section through a further embodiment of the guide wall according to the invention.
  • FIG. 9 shows a detail of a side view of the embodiment according to FIG. 8.
  • FIG. 10 shows a section through a further embodiment of the guide wall according to the invention.
  • FIG. 11 shows a detail of a section in the longitudinal direction of the wall element in the unloaded state of the elastic element
  • FIG. 13 shows a section through a further embodiment of the guide wall according to the invention.
  • Fig.l shows a guide wall for traffic routes, which is formed from a plurality of wall elements 3 connected to each other at the end, which are lined up along a traffic route, so that they delimit it from an edge area or another traffic route.
  • the frontal connection of the wall elements 3 takes place via coupling elements 11, which are anchored in the wall elements via a reinforcement 24 indicated by dashed lines in FIG. 1 and are brought into engagement at the ends of the wall elements 3 with the coupling elements 11 of the respectively adjacent wall elements 3, so that the wall elements 3 lined up in the longitudinal direction are continuously connected.
  • the resulting composite of wall elements 3 forms the guide wall, which helps prevent motor vehicles that have got off their lane from entering pedestrian paths or other lanes of the road.
  • the lateral collision of a motor vehicle onto the guide wall causes a displacement of one or more side wall elements 3, depending on the force of the impact.
  • the side wall elements 3 are each provided with at least one fastening element 1 with at least one anchoring element 2 attached to the floor, 5 connected (Fig.2).
  • An otherwise usual, completely rigid connection to the anchoring element of the floor prevented excessive deflection of the side wall elements from their rest position, at the same time a large part of the kinetic energy of the motor vehicle would be converted into deformation work, which would cause great damage to the vehicle and to those in it People.
  • FIGS. 2 and 3 show an embodiment of the guide wall according to the invention, with which a limited lateral evasion thereof is made possible.
  • the Wall elements 3 of the guide wall rest on an edge beam 30, which in turn is fixed to a bridge structure 29 via anchors 32. Reinforcements 25 and 26 are provided to reinforce the edge beam 30 and the bridge structure.
  • a floor covering 28 is applied, which forms a carriageway 27 which can be driven on by motor vehicles. When a motor vehicle hits the edge bar, the guide wall prevents it from falling into the depth beyond the edge bar 30.
  • the fastening element 1 is displaceably guided relative to the anchoring element 2, 5, so that the wall element 3 with its at least one fastening element 1 can be moved from a rest position into a position offset by a predeterminable distance.
  • the offset position of the wall element 3 is shown in FIG. 2 with dashed lines.
  • a plurality of fastening elements 1 and anchoring elements 2, 5 can also be provided in each wall element 3.
  • the displacement of the wall elements 3 takes place during a lateral impact, so that the guide of the fastening member 1 must be designed for correspondingly rough conditions.
  • the wall elements 3 which are designed according to FIG. 2 in the form of a New Jersey profile, rest on two base surfaces formed on the underside and are moved on these base surfaces when they are moved.
  • the shape of the profile of the wall elements is not subject to any restrictions and can be freely selected within the scope of the invention.
  • the anchoring element is formed from a rail element 2, 5 anchored to the floor, which extends essentially normal to the longitudinal direction of the wall element 3 and is assigned to the displaceably guided fastening element 1.
  • the rail element 2, 5 is T-shaped in cross section, as can be seen from FIG.
  • the fastener 1 is designed to be displaceable and has a profile that is partially opposite to the associated rail element 2, 5, which rests on or surrounds the profile of the rail element 2, so that the fastening element 1 along the longitudinal direction of the assigned rail element 2, 5 is movable.
  • the fastening element 1 seen in cross section a C-fb 'shaped projection 4 on.
  • the fastening element is preferably designed as a built-in part which has a length of approximately 80 mm for conventional New Jersey profiles.
  • the dimension and shape of the fastener can be changed as required.
  • each wall element 3 two downwardly open, corresponding to the number of fastening elements used, Except tunnel-shaped openings 10 transverse to the longitudinal direction of the wall element 3, in which the rail element 2, 5 is arranged on the floor. Sufficient space is available via the tunnel-shaped opening to ensure the displaceability of the associated fastening elements 1.
  • each wall element 3 can be displaced in a lateral impact along the mutually spaced, parallel rail elements 2, 5, the maximum displacement distance being limited by the end of the rail element.
  • the wall elements 3 have a New Jersey profile with a trapezoidal cross-section tapering upwards, one side wall 17 of which is directed towards motor vehicle traffic.
  • This side wall 17 is provided with a cover plate 17 '.
  • a pulse acting in the direction of the arrow is therefore emitted onto the wall element 3.
  • the latter is displaced along the rail element 2, 5 until the fastening member 1 arranged in its rest position within the opening 10 in the region of the side wall 17 on the motor vehicle traffic side strikes the other end of the rail element 2, 5.
  • the downwardly open C-shaped attachment 4 of the fastening member 1 engages in the T-shaped profile of the associated rail element 2, 5 and is thereby guided to be displaceable along the same.
  • the side of the wall element cross section opposite the motor vehicle traffic-side wall 17 in the end region of the rail element 2, 5 is preferably a Elastic, stop element 15 is arranged, against which the fastening member 1 strikes when the wall element 3 is displaced.
  • the stop element 15 is preferably made of an elastomer, e.g. Neoprene, formed.
  • the fastening element 1 is anchored in the wall element 3 by means of a wire reinforcement loop, which results in increased liability within the wall element 3.
  • the T-shaped rail element 5 is welded with its longitudinal web to a flat base rail 2, which is anchored in the ground.
  • the flat base rail 2 is anchored in the floor at opposite end regions of the wall element profile 3 by means of anchor screws 16.
  • the floor can e.g. a road surface, a bridge superstructure or similar his.
  • the steel base rail is anchored in the floor with the anchor screws 16 and plugs 21 in such a way that the existing moisture insulation 23 is not pierced.
  • the base rails 2 can have corresponding slot holes through which the anchor bolts 16 are guided, so that the base rails 2 are held deflectable to a certain extent and thus prevent the wall elements 3 from jamming. Furthermore, an angle 33 is provided in the area of the guide wall on the motor vehicle side, which prevents the elements 3 from being displaced in the event of an impact.
  • the anchor screw 21 is screwed to the base rail 2 via a square washer 34.
  • the forces occurring during an impact are derived in part via the displaceable guidance of the fastening members 1, in part via the floor friction of the wall elements 3 and in part via the tension band effect which results from the coupling elements 11.
  • the guide wall according to the invention can preferably be used on a bridge edge, between a walkway or bike path and a roadway in tight spaces. This construction can also be used on similar structures, e.g. how embankment bank walls etc. are used.
  • a footpath and / or cycle path 41 is provided on the edge beam 30 next to the wall elements 3, which is separated from the carriageway 27 by the guide wall and is secured by a railing 40.
  • the limitation of the deflection movement of the guide wall is dimensioned so that in the event of an accident they still have enough space to avoid the movement of the guide wall. Cable pulling pipes 45 are laid below the footpath and / or cycle path 41.
  • FIGS. 6 and 7 Another exemplary embodiment is shown in FIGS. 6 and 7.
  • the bridge structure 29 and the edge beam 30 are connected to one another via head anchor strips 44.
  • head anchor strips 44 Just as in the exemplary embodiment according to FIGS. 8 and 9.
  • an elastic element 53, 54 e.g. is made of neoprene or a similar material, on which the slidably guided fastener 1 acts during its movement in the offset position.
  • the elastic element 53, 54 extends along part of the displacement path of the fastening member 1, the elastic element 53, 54 being in abutting contact with one end of an impact element 150.
  • the other end of the elastic element 53, 54 comes into abutting contact with the wall element 1 during the displacement movement thereof, during which the elastic element 53, 54 is compressed.
  • the elastic element can be designed in any way and could therefore also be designed such that it is subjected to tension during the displacement movement of the fastening member, for example.
  • the function of the elastic element 53, 54 is to provide a time-delayed distribution when the Fastener 1 occurring forces and thus achieve a damping effect. As soon as the end face of the fastening member 1 comes into abutting contact with the elastic element 53, 54 and continues to move along the displacement path, the elastic element 53, 54 is compressed and its cross section undergoes a corresponding expansion, as shown in FIG. 12.
  • the force on the impact element 150 which is arranged in the end region of the anchoring element 2.5, increases in accordance with the elastic deformation of the elastic element 53, 54 and only reaches that after a time required for the complete compression of the element 53, 54 full strength of the force transmitted via the fastening member 1. Part of the kinetic energy is converted into elastic energy of the elastic element 53, 54.
  • the rail element - seen in cross section - is composed of a T-profile 5 and a U-profile 2, the U-profile 2 partially surrounding the T-profile 5 and the longitudinal web of the T- Profile 5 is connected to the central web of the U-profile 2.
  • the T-profile 5 is welded to the U-profile 2.
  • the fastening member 1 has a C-shaped profile which is opposite to the associated rail element 2, 5 and which surrounds the T-profile 5, so that the fastening element 1 can be displaced along the longitudinal direction of the assigned rail element 2, 5.
  • the elastic element is formed from two rod-shaped profile pieces 53, 54 with an essentially L-shaped cross section, which are inserted into the U-profile 2 on both sides of the centrally arranged T-profile 5.
  • the shape of the elastic element is not limited to this embodiment but can be any.
  • the front side of the C-shaped fastening member 1 abuts the rod-shaped profile pieces 53, 54 during a rear-end collision and the associated displacement process and presses them together during its displacement movement within the U-profile 2 so that they move from the unloaded state in Fig.l 1 in change to the loaded state in FIG. 12, in which the cross section of the profile pieces 53, 54 extends into the free cross section part of the U-profile 2.
  • the base rail 2 is screwed to the bridge structure by means of an anchor screw 21 via a square washer 59.
  • Fig. 13 shows an embodiment of the invention, in which the sliding movement of the wall element 3 next to the rod-shaped, elastic profile pieces 53, 54 is damped by shearing elements 133 arranged along the path traversed by the fastening element 1 during its sliding movement from the rest position into the offset position.
  • the elastic profile pieces 53, 54 reinforce the damping effect, but can also be omitted as well.
  • the shear elements 133 are attached in such a way that they are sheared off by the fastening member 1 in the course of its displacement movement, as a result of which the kinetic energy is partially converted into shear work.
  • the shear-off elements in the exemplary embodiment shown are formed by metal bolts 133 oriented transversely to the direction of the displacement movement, which are evenly spaced along the displacement path of the fastening member 1.
  • the spacing of the bolts 133 can also be selected in an irregular shape.
  • the shear elements can be made of any other material suitable for shearing, e.g. Plastic.
  • the metal bolts 133 preferably have a threaded part with which they can be passed through bores in the rail element 2, 5 and screwed by means of threaded nuts, but they can also be connected to the rail element 2, 5 in any other manner known to the person skilled in the art.
  • Fig.13 the bores are arranged in the longitudinal web of the T-shaped rail element 5, so that the screwed-in metal bolts 133 protrude perpendicularly from the struts and can be sheared off by the fastening member.
  • a railing 130 is fastened on the wall elements 3 of the guide wall and can be moved along with the wall elements 3.
  • the railing 130 is cantilevered on the wall elements 3 via a plate 134 anchored in the wall elements 3.
  • Embodiments are conceivable in which only one railing or only one walkable platform is connected to the wall elements 3.

Landscapes

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

Abstract

La présente invention concerne une paroi de guidage pour voies de circulation. Cette paroi présente plusieurs éléments de paroi (3) reliés les uns aux autres, chacun étant relié à au moins un élément d'attache (2, 5), fixé au sol, par exemple sur un revêtement routier, sur une superstructure de pont ou sur un ensemble similaire, au moyen d'au moins un élément de fixation (1). Le(s) élément(s) de fixation (1) peut/peuvent se déplacer par rapport à l'élément/aux éléments d'attache (2, 5), de façon que l'élément de paroi (3), avec son/ses élément(s) de fixation (1), peut passer d'une position initiale à une position décalée d'une distance prédéterminée.
EP00924964A 1999-04-28 2000-04-28 Paroi de guidage pour voies de circulation Expired - Lifetime EP1177348B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT00924964T ATE248953T1 (de) 1999-04-28 2000-04-28 Leitwand für verkehrswege

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
PL332817A PL192339B1 (pl) 1999-04-28 1999-04-28 Bariera drogowa dla ciągów komunikacyjnych
PL33281799 1999-04-28
AT201799A AT413712B (de) 1999-11-30 1999-11-30 Leitwand für verkehrswege
AT201799 1999-11-30
PCT/AT2000/000111 WO2000065156A1 (fr) 1999-04-28 2000-04-28 Paroi de guidage pour voies de circulation

Publications (2)

Publication Number Publication Date
EP1177348A1 true EP1177348A1 (fr) 2002-02-06
EP1177348B1 EP1177348B1 (fr) 2003-09-03

Family

ID=25597435

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00924964A Expired - Lifetime EP1177348B1 (fr) 1999-04-28 2000-04-28 Paroi de guidage pour voies de circulation

Country Status (5)

Country Link
EP (1) EP1177348B1 (fr)
AU (1) AU4384700A (fr)
DE (1) DE50003543D1 (fr)
NO (1) NO20015251D0 (fr)
WO (1) WO2000065156A1 (fr)

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DE10110167A1 (de) * 2001-03-02 2002-09-19 Herhof Strasen Und Tiefbau Gmb Verfahren zur Verstellung einer Wand, insbesondere einer Betonwand, auf einer Brücke
GB2377949B (en) * 2001-06-13 2005-07-20 Poundfield Products Ltd Apparatus and method for constructing a freestanding wall
DE10318357B4 (de) * 2002-07-12 2006-10-19 Spig Schutzplanken-Produktions-Gesellschaft Gmbh & Co Kg Fahrzeugrückhaltesystem
ATE387545T1 (de) * 2002-07-12 2008-03-15 Spig Schutzplanken Prod Gmbh Fahrzeugrückhaltesystem
AT413562B (de) * 2003-10-30 2006-03-15 Maba Fertigteilind Gmbh Rückhaltesystem
BE1016571A3 (nl) * 2005-03-24 2007-02-06 Wolters Nv Ankersparende en energieabsorberende langse beschermer.
EP2592187B1 (fr) * 2011-11-12 2016-10-19 Hermann Spengler GmbH & Co. KG Dispositif de limitation de voie de circulation
AT513410A1 (de) * 2012-09-27 2014-04-15 Rebloc Gmbh Begrenzungselement für Verkehrsflächen
DE102016118398B4 (de) 2016-09-28 2020-02-06 Bochumer Eisenhütte Heintzmann GmbH & Co. Bau- und Beteiligungs KG Fahrzeugrückhaltesystem
AT522887B1 (de) * 2019-10-10 2021-03-15 Fischer Austria Gmbh Randbalkenbefestigung, Anker und Verfahren zur Befestigung eines Randbalkens
SE2150947A1 (en) * 2021-07-15 2023-01-16 Smartprotect Nordic Ab Safety barrier and safety barrier system

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DE29511008U1 (de) * 1995-07-07 1995-09-14 Stadler, Günter, Dipl.-Ing. (FH), 78166 Donaueschingen Verankerung für Geländer, Lärmschutzwandpfosten, Leitplanken oder beliebige Bauteile
US5733062A (en) * 1995-11-13 1998-03-31 Energy Absorption Systems, Inc. Highway crash cushion and components thereof
IT1286368B1 (it) * 1996-10-31 1998-07-08 Autostrade Concess Const Barriera monofilare di spartitraffico tipo new jersey di classe b3 in calcestruzzo resistente a energie d'urto maggiori e tale da impedire
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Also Published As

Publication number Publication date
NO20015251L (no) 2001-10-26
AU4384700A (en) 2000-11-10
NO20015251D0 (no) 2001-10-26
DE50003543D1 (de) 2003-10-09
WO2000065156A1 (fr) 2000-11-02
EP1177348B1 (fr) 2003-09-03

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