EP2037045B1 - Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen - Google Patents

Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen Download PDF

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Publication number
EP2037045B1
EP2037045B1 EP08014976.8A EP08014976A EP2037045B1 EP 2037045 B1 EP2037045 B1 EP 2037045B1 EP 08014976 A EP08014976 A EP 08014976A EP 2037045 B1 EP2037045 B1 EP 2037045B1
Authority
EP
European Patent Office
Prior art keywords
safety
restraint system
vehicle restraint
wall portion
profile
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.)
Active
Application number
EP08014976.8A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2037045A3 (de
EP2037045A2 (de
Inventor
Vanessa Volkmann
Bernd Spengler
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.)
Hermann Spengler & Co KG GmbH
Volkmann and Rossbach GmbH and Co KG
Original Assignee
Hermann Spengler & Co KG GmbH
Volkmann and Rossbach GmbH and Co KG
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
Application filed by Hermann Spengler & Co KG GmbH, Volkmann and Rossbach GmbH and Co KG filed Critical Hermann Spengler & Co KG GmbH
Priority to PL08014976T priority Critical patent/PL2037045T3/pl
Publication of EP2037045A2 publication Critical patent/EP2037045A2/de
Publication of EP2037045A3 publication Critical patent/EP2037045A3/de
Application granted granted Critical
Publication of EP2037045B1 publication Critical patent/EP2037045B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01F15/025—Combinations of at least two of the barrier member types covered by E01F15/04 - E01F15/08, e.g. rolled steel section or plastic strip backed up by cable, safety kerb topped by rail barrier
    • 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
    • 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

Definitions

  • the present invention relates to a vehicle restraint system for securing traffic lanes, comprising a fixed wall section and a guard rail construction overlapping and overlapping the wall section in an overlap region, the guard rail construction extending along the traffic route from the overlap region.
  • the construction described above has the substantial drawback that the system rigidity is greatly reduced from the concrete guard wall to the guard rail construction due to the manner of construction in the transitional area in which the crash cushions are arranged.
  • U1 further discloses a continuous transition structure between a fixed wall piece and a guard rail construction.
  • the wall piece has a recess to which the guard rail construction is attached.
  • a guy belt is provided, which extends angled from the guard rail construction to a side facing away from the roadway portion of the wall piece and is secured thereto.
  • a support means is arranged in a space enclosed between the bracing and the guardrail construction.
  • this construction has a reduced system stiffness in the transition region, since the forces resulting from a collision of a vehicle can be absorbed only on the guard rail construction and the bracing.
  • the guard rail construction comprises a connection element which has an elongate tensile load section for attachment to the side of the wall section facing the roadway in the overlap region and a receiving section for receiving or attaching a along the traffic route extending component of the guard rail construction.
  • the collision load portion is already in an early phase exercised a tensile stress. This results in an optimized behavior of the vehicle restraint system over the prior art. In addition, this solution offers the possibility to continue to use even a strap. It should be noted that, especially in transition regions of steel structures to wall sections must be ensured that impacting vehicles are directed back to the road. A frontal collision with the beginning wall section is to be avoided.
  • the tensile load section according to the invention which is arranged on the roadway side, contributes to the solution of this task to a considerable extent.
  • the tensile load section is located in the overlapping region between the wall section and at least one guard rail of the guard rail construction extends, wherein the at least one guard rail in the overlapping region is fixed at least one point while fixing the Glaslastabitess to the wall portion.
  • connection element between a wall portion and a protective barrier construction offers many advantages.
  • a significant advantage of this rigid connection element is that it can transmit not only a tensile stress but also a compressive stress and thus an impact-induced torque to the wall portion.
  • the elongate tensile load portion of the connecting element is repeatedly fixed in the overlap region between a guard rail and the wall portion of the latter, preferably by means of screw.
  • the impact-induced tensile force can be transmitted as a shearing action on the wall portion.
  • a protective barrier which is fastened by fixing the tensile load section to the wall section at at least one point, further allows a flush with the traffic route transition to the wall portion.
  • the terminal In addition to the tensile load portion, the terminal also has a compressive load portion for transmitting a pressing force.
  • the connection element In this area, for example, an angled to the Zulastabites Gegenstromab mustard, the connection element has a transverse to the traffic route extending contact surface of the wall portion corresponding transverse counter-contact surface, which can be transmitted due to impact occurring compressive force on the wall portion.
  • transverse contact surface or counter-contact surface in this context means both an oblique, preferably with angles between 30-60 °, but also a substantially vertical course of the contact surface or counter-contact surface to the traffic route , Due to the structural design of the connection element creates a pair of forces of tensile force in the tensile load section and compressive force in the compressive load section, so that the construction can absorb very high moments and transmitted to the wall section.
  • the receiving portion of the connecting element firmly connected to the mating abutment portion preferably welded, is. This ensures that the receiving portion remains firmly connected in an impact situation with the mating abutment portion, so that the above-mentioned tensile and compressive forces can be effectively transferred to the wall portion and so an undesirable deformation jump in the transition region between wall section and guard rail construction can be avoided.
  • the vehicle restraint system in the transitional area between fixed wall section and guard rail construction deforms substantially steadily, which increases the safety of an impacting vehicle because in an impact situation the vehicle can not collide directly with the end of the wall section.
  • connection element has a receiving section in which, for example, a reinforcement profile running along the traffic route can be accommodated.
  • the reinforcing profile which may have a partially or completely closed circumferential contour in cross-section, is preferably adapted to the cross-section of the receiving portion to be positively received by this and thus firmly connected to this.
  • the arrangement of the reinforcing profile in the critical region near the wall section and the further course of the protective barrier construction according to the invention, the vehicle restraint system can be further stiffened. It is thus able to decelerate or stop a vehicle with a very large mass and return it to the road again.
  • the protective barrier construction is anchored by means of profile posts in the ground.
  • profile posts such as C-profile posts, can be used.
  • the distance between the profile posts, by means of which the guard rail construction is anchored in the ground, can be reduced in the direction to be traveled to the wall section.
  • Closer profile posts provide the guard rail construction with a stronger grip against the ground and reduce the deformation capacity; further spaced profile posts have an opposite effect.
  • a second guardrail can preferably be arranged below the first guardrail.
  • This second guard rail can be additionally arranged after the transition from a conventional known from the prior art simple distance protection blank on the protective barrier construction according to the invention, in order to minimize lateral deformation of the vehicle restraint system in the event of an impact near the wall section.
  • the guard rail construction is further stiffened near the transition to the wall section.
  • the second guardrail In its off-starting area, the second guardrail can be angled in the direction of the ground and anchored in this. Between this second guard rail and the profile post deformation elements can be arranged with a circular cross-section.
  • the energy of an impacting vehicle can be partially absorbed and the vehicle can thus be braked. Further, the vehicle on the upper guardrail, which is connected to the reinforcing profile according to the invention, slide off and be safely directed back to the road.
  • a development of the invention provides for the arrangement of an additional tension profile on the side facing away from the traffic route side of the guard rail construction.
  • this train profile which runs parallel to the guard rails and is attached to the profile post, an uninterrupted tensile force transmission is made possible by the tension of the conventional simple distance protection plank on the protective barrier construction according to the invention and by means of a connecting part on the wall portion.
  • the wall section can be provided that this is made of concrete or precast concrete components. Similar to the prior art, the wall section according to the present invention may also have a recess, so that the part of the guard rail construction overlapping with the wall section runs substantially flush with the surface of the wall section presented in the final assembly state.
  • the wall portion may be composed of several precast concrete parts, such as concrete parts of the New Jersey profile. However, it may also be an individual wall section, for example the concrete or masonry end of a tunnel entrance or exit, a retaining wall on slopes or the like.
  • a further development of the invention provides that a reinforcing element can be arranged above the second guard rail and connected to the stationary wall section via a further connection element can be.
  • the flexural rigidity of the vehicle restraint system can be significantly increased by means of this additional reinforcement profile or box profile and the associated enlargement of the steel cross section.
  • the tensile stresses occurring can be transmitted without interruption to the wall section or the concrete element via the two connecting elements.
  • the vehicle restraint system can decelerate larger or heavier vehicles by means of the reinforcing profile connected to the second connecting element to the wall section and guide them back onto the roadway without them breaking through the protective barrier construction and striking the concrete element unimpeded.
  • a preferred embodiment of the invention provides that on both sides of the stationary wall portion a guard rail construction may be arranged, each of the guard rail structures is connected at least via a connection element with the wall portion.
  • FIG. 1a and 1b an inventive vehicle restraint system 10 is shown.
  • Fig. 1a shows a front view of the vehicle restraint system 10 with a guard rail construction according to the invention 14 and a wall portion 12 and an overlap region 22 between the guard rail construction 14 and the wall portion 12.
  • the guard rail construction 14 has a first upper guard rail 16 and a second guard rail 18, wherein the second guard rail 18 in addition is provided in order to minimize transverse deformation in the event of impact near the overlap region 22 and the wall portion 12 as low as possible.
  • the second guardrail 18 is disposed in the area in which the conventional simple distance guard rail 17 known from the prior art merges into the guard rail construction 14.
  • Fig. 1a recognizes the guardrail 18 is angled in its left initial area in the direction of the ground and anchored in this.
  • the guard rail construction 14 is, as usual, anchored by means of profile post 20 in the ground. As in 1a As can be seen, the distances between the individual profile posts 20 are reduced in the direction of the overlapping region 22 or of the wall section 12. By reducing the distances between the profile posts 20 toward the wall section 12, the protective barrier structure 14 is further stiffened and the deformation capacity in the particularly critical transition region between the guard rail construction 14 and the wall portion 12 further reduced.
  • Fig. 1b shows a further illustration of the structure according to the invention a plan view of the vehicle restraint system 10th
  • a conventional simple distance protection plank 17 which extends to the beginning of the protective barrier construction 14 according to the invention and is connected thereto.
  • the second guard rail of the guard rail construction 14 is additionally arranged.
  • 1b shows shows the guard rail construction 14 and the overlap region 22 between the guard rail construction 14 and the wall section 12.
  • the overlap region 22 is in FIG Fig.2 shown in detail.
  • Fig. 2 shows a plan view of the overlapping region 22 between the wall portion 12 and the guard rail construction 14th
  • a connecting element 24 which has an elongated, sword-like tensile load portion 38, an angled Gegenstromabêt 42 and a receiving portion 44.
  • the elongated tensile load section 38 of the connection element 24 is fixed to the wall section 12 on several roadway sides, preferably screwed thereto.
  • 12 bolts 31 are embedded in the wall portion.
  • the tensile load section 38 can transmit a tensile force via a shearing action on the bolt 31 to the wall section 12.
  • the protective barrier 16 extends in a recess 54 in the wall section 12.
  • the protective barrier 16 is fastened by fasteners 32, 34 and 36 while fixing the tensile load section 38 to the wall section 12 attached.
  • the angled to Switzerlandlastabrough 38 mating abutment portion 42 of the connection element 24 has an inclined counter-bearing surface 40.
  • the wall portion 12 has a corresponding with the counter-contact surface 40 also inclined contact surface 46. Due to the transverse counter-contact surface 40 on the mating abutment portion 42, the connecting element 24 in addition to a tensile force and a compressive force occurring in an impact situation transmitted to the wall portion 12.
  • the mating abutment portion 42 of the terminal member 24 is fixedly connected to a receiving portion 44 by welding. This allows between the receiving section 44 and the opposing abutment portion 40 in an impact situation unwanted deformation jumps in the area immediately before the overlap region 22 can be avoided.
  • the receiving portion 44 receives a reinforcing profile 26 extending along the traffic route, by which the protective barrier construction is further stiffened.
  • the reinforcing profile is composed in sections of box-shaped elongated elements, which are connected at their joints via butt connectors. Under butt connectors are small diameter short sections to be understood, which are inserted into the individual box-shaped profile elements overlapping with their ends and bolted to them.
  • the reinforcing profile 26 is fixedly connected both to one of the profile posts 20, in this embodiment, a C-profile post, as well as via the attachment 33 with the guard rail 16, preferably fastened by means of screw on both.
  • a pull profile 30 (guy belt) is attached to the side facing away from the traffic route, which is connected via a band-shaped connecting part 28 with the wall portion. Due to the tension profile 30 and the connecting part 28 an uninterrupted tensile force transmission is to be made possible even with larger deformations on the wall portion 12.
  • Fig. 3a and 3b show a side view from the left and a front view for further illustration of the connection element 24th
  • Fig. 3a One recognizes a cross-section 48 of the receiving section 44 for the positive reception of the box-shaped reinforcing profile 26 running along the traffic route and not shown here.
  • the elongated, sword-like tensile load section 38 is rectilinear until it merges into the angled mating abutment section 42 with the mating abutment surface 40.
  • the angled counter abutment portion 42 is fixedly connected to the receiving portion 44, preferably welded thereto, so that in an impact situation, the transmission of tensile and compressive forces is ensured on the wall portion.
  • Fig. 4 shows a sectional view of the vehicle restraint system along the section line AA Fig.2 ,
  • Fig. 4 an upper portion of one of the profile posts 20, to which the reinforcing profile 26 is fixedly mounted, wherein the reinforcing profile 26, in turn, the protective barrier 16 is attached.
  • the cross-section box-shaped reinforcing profile 26 contributes to a further increase in system rigidity, which makes the guard rail construction capable of stopping even large mass vehicles.
  • the cross-section of the peripheral contour of the reinforcing profile 26 is connected to the in Fig. 3a shown cross section 48 of the receiving portion 44 of the connection element 24 adapted to be positively received by this and so firmly connected to this can.
  • the tension profile 30 is disposed and fixedly connected thereto.
  • the tension profile 30 allows, as already mentioned, an uninterrupted tensile force transmission.
  • the second guardrail 18 is fixedly connected to a deformation element 50, which in turn is fixedly attached to the profile post 20.
  • the mode of operation of the protective barrier construction 14 according to the invention with the deformation elements 50 will be explained.
  • the deformation elements 50 which have a circular or polygonal cross-section, are deformed, whereby the protective barrier 18 is displaced in the direction of the profile posts 20. Through this process, the impact energy is partially absorbed and thus slows down the vehicle.
  • the vehicle is permanently prevented from escaping by the guardrails 16 and 18, so that it slides on the upper guardrail 16 with the reinforcing profile 26 and is directed back onto the roadway.
  • Fig. 5a and 5b show a plan view and a front view of the wall portion 12th
  • the front view according to 5a shows the contact surface 46, via which the pressure forces are transmitted to the wall portion 12. Furthermore, one recognizes 5a the already known from the prior art recess 54, which together with guard rails not shown in this view 16 and 18 (see Fig.2 ) allows a flush transition from the overlap region to the wall portion 12. 5a further shows an enlarging projection 56 in order to be able to connect conventional concrete components to the wall section 12.
  • Fig. 5b shows a front view of the wall portion 12. Again, one recognizes the transverse abutment surface 46, which merges into the mounting surface 52. At the Attachment surface 52 of the elongate tensile load section 38, not shown here, and the not shown first and second guard rails 16 and 18 are attached.
  • Fig. 6 shows a plan view of a transition region of a conventional simple distance protection plank on the guard rail construction according to the invention 14.
  • the guard rail construction 14 begins on the right side of the spacer element 62.
  • the reinforcing profile 26 is fixedly connected to a fastening part 60, which in turn is firmly attached to both the guard rail 16 and the simple distance protection plank 17.
  • the tension belt 58 of the simple distance protection plank is firmly connected to the tension profile 30 of the protection structure 14.
  • Fig. 7a shows a front view of the vehicle restraint system 110 according to the second embodiment of the invention.
  • This embodiment differs from that with reference to FIGS Fig. 1 to 6 described by an additionally above the second guard rail 116 arranged reinforcing profile 166.
  • the profile posts 120 are compared with the profile post 20 (FIG. Fig.1 ) of the first embodiment is formed extended, whereby attachment of the reinforcing profile 166 above the second guard rail 116 is possible.
  • the reinforcing profile extends with the guard rails 116, 118 up to the stationary wall portion 112, to which it is attached via a further connection element, not shown in this figure.
  • This connection element is designed exactly as described above for the connection element 24.
  • the reinforcing profile 116 is received by the connection element or at this attached and in turn attached by means of the receiving element to the stationary wall portion 112.
  • Fig. 7b is a plan view of the second embodiment of the invention. Again, one recognizes the additional gain profile 166 which extends above the guardrails.
  • Fig. 8 shows a sectional view of the vehicle restraint system along the section line BB Fig. 7a ,
  • a profile post 120 to which the reinforcing profile 126 is fixedly mounted, on which in turn the guard rail 116 is attached.
  • the second guard rail 118 is connected via a cross-sectionally round or oval deformation element 150 with the profile post 120.
  • the reinforcing profile 166 above the two guard rails 116, 118 fixedly attached to the profile post 120.
  • This additional reinforcement profile can be designed as a box profile.
  • 120 spars 168 are screwed with cross-sectionally C-shaped profile on the backs of the profile posts.
  • the spars 168 are also attached according to this second embodiment directly to the stationary wall section, not shown here, and fixed without an intermediate sheet metal part to the wall portion.
  • the flexural rigidity of the C-shaped spars 168 itself is utilized in the transition from the guard rail construction to the wall section.
  • the spars have due to their C-profile increased flexural rigidity, whereby the system stiffness in the critical transition region can be increased again.
  • Fig. 9a shows a front view of the third embodiment of the invention.
  • Fig. 9b shows a plan view of the vehicle restraint system 210 according to the third embodiment of the invention.
  • protective barrier structures 214 are arranged on both sides of the fixed wall section 212.
  • the vehicle restraint system according to this third embodiment is arranged between two parallel running lanes and separates them from each other.
  • overlapping portions 222 are formed between the guardrail structures 214 and the wall portion 212 on both sides of the wall portion 212, each facing a roadway.
  • Fig. 10 shows an enlarged detail view of the transition region 222.
  • contact surfaces 246 are formed, which correspond to the two counter-bearing surfaces 242 of the connection elements 224 and thus a transfer of compressive forces on the connection elements 224 on the wall portion 212 is possible.
  • the elongated, sword-like Buchlastabitese 238 of the connection elements 224 via which the tensile forces can be transmitted as a shearing action in the wall portion.
  • the reinforcing profiles 226 are fastened to or received by the connecting elements 224 via the receiving section 244.
  • Fig. 11 shows a sectional view along the section line CC Fig. 9a .
  • the guard rails 216 and 218 are disposed over the reinforcing profile 226 and the deformation element 250, respectively.
  • the additional reinforcement profiles 266 are attached to the profile post 220 on both sides. These additional reinforcement profiles 266 are fastened to the wall section via an additional connection element (not shown here).
  • the reinforcing profiles 226 and the additional reinforcing profiles 266 are fastened to the wall section via connecting elements in order to be able to transmit tensile or compressive loads and a resultant moment to the wall section.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
EP08014976.8A 2007-09-11 2008-08-25 Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen Active EP2037045B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08014976T PL2037045T3 (pl) 2007-09-11 2008-08-25 System bezpieczeństwa biernego dla pojazdów do zabezpieczania szlaków komunikacyjnych

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007043139A DE102007043139B4 (de) 2007-09-11 2007-09-11 Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen

Publications (3)

Publication Number Publication Date
EP2037045A2 EP2037045A2 (de) 2009-03-18
EP2037045A3 EP2037045A3 (de) 2011-06-22
EP2037045B1 true EP2037045B1 (de) 2013-06-26

Family

ID=40042557

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08014976.8A Active EP2037045B1 (de) 2007-09-11 2008-08-25 Fahrzeugrückhaltesystem zum Absichern von Verkehrswegen

Country Status (6)

Country Link
EP (1) EP2037045B1 (pl)
DE (1) DE102007043139B4 (pl)
DK (1) DK2037045T3 (pl)
HR (1) HRP20130723T1 (pl)
IL (1) IL194016A (pl)
PL (1) PL2037045T3 (pl)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT512924B1 (de) 2012-08-24 2013-12-15 Voestalpine Strasensicherheit Gmbh Übergangskonstruktion zwischen zwei unterschiedliche seitliche Steifigkeiten aufweisenden Fahrzeugrückhaltesystemen

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE8717471U1 (de) * 1987-12-14 1989-04-06 SPS Schutzplanken GmbH, 8750 Aschaffenburg Übergang bei Verkehrswegen von einer Betongleitwand auf Schutzplanken
DE29707447U1 (de) * 1997-04-24 1997-11-06 SPS Schutzplanken GmbH, 63743 Aschaffenburg Übergang bei Verkehrswegen von einer Betongleitwand auf eine Schutzplankeneinrichtung
DE202006015433U1 (de) * 2006-09-01 2007-02-08 Sps Schutzplanken Gmbh Übergangskonstruktion
DE202006015432U1 (de) * 2006-09-21 2007-02-01 Sps Schutzplanken Gmbh Kontinuierliche Übergangskonstruktion
DE202006017431U1 (de) * 2006-11-14 2007-02-22 Sps Schutzplanken Gmbh Übergangskonstruktion mit Betonelementen

Also Published As

Publication number Publication date
IL194016A0 (en) 2009-08-03
IL194016A (en) 2011-11-30
DE102007043139B4 (de) 2011-04-28
DK2037045T3 (da) 2013-07-29
DE102007043139A1 (de) 2009-03-26
EP2037045A3 (de) 2011-06-22
HRP20130723T1 (hr) 2013-10-11
EP2037045A2 (de) 2009-03-18
PL2037045T3 (pl) 2013-10-31

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