EP2110479B1 - Système de transition pour barrières de sécurité - Google Patents

Système de transition pour barrières de sécurité Download PDF

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Publication number
EP2110479B1
EP2110479B1 EP08154584A EP08154584A EP2110479B1 EP 2110479 B1 EP2110479 B1 EP 2110479B1 EP 08154584 A EP08154584 A EP 08154584A EP 08154584 A EP08154584 A EP 08154584A EP 2110479 B1 EP2110479 B1 EP 2110479B1
Authority
EP
European Patent Office
Prior art keywords
barrier
rail
reinforcement member
transition
transition arrangement
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.)
Not-in-force
Application number
EP08154584A
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German (de)
English (en)
Other versions
EP2110479A1 (fr
Inventor
Robert Phillips
Trevor Mustard
Martin Batchelor
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.)
Tata Steel UK Ltd
Original Assignee
Tata Steel UK Ltd
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 Tata Steel UK Ltd filed Critical Tata Steel UK Ltd
Priority to EP08154584A priority Critical patent/EP2110479B1/fr
Priority to AT08154584T priority patent/ATE537301T1/de
Publication of EP2110479A1 publication Critical patent/EP2110479A1/fr
Application granted granted Critical
Publication of EP2110479B1 publication Critical patent/EP2110479B1/fr
Not-in-force 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
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails
    • E01F15/0423—Details of rails

Definitions

  • the invention relates to a transition arrangement between a first barrier and a second barrier of a vehicle safety barrier, wherein each barrier comprises at least one rail and a number of posts to support the rail or rails and wherein the transition arrangement comprises connecting means to connect rails of the first and second barrier.
  • Vehicle safety barriers are used along roads to restrain vehicles that for whatever reason leave the road. Since not all types of hazards ask for the same level of restraint, different types of barriers have been developed for different situations.
  • a vehicle safety barrier along the road will not need the same construction as for instance a vehicle safety barrier on a bridge over for example a railway, river or road.
  • a vehicle safety barrier along the road is either a tension system comprising a length of barrier with anchors provided at the end and beginning of the barrier as termination of the safety barrier or a system not operating in tension but where each length of barrier has the slack removed with the construction of the barrier.
  • a vehicle safety barrier on a bridge will need another construction than a barrier along a road because of different strength requirements and because of the different basis and the space available.
  • such a barrier comprises other posts than barriers along the road, which are spaced more closely, and wherein a rigid fixation of the posts to the bridge is provided and wherein more and different rails are used than those of a vehicle safety barrier placed along the road.
  • the latter barrier with a different fixation to the basis and different construction than a barrier along the road will also absorb the impact of a vehicle colliding against the barrier in a different manner than a barrier along the road.
  • One of the aspects of such construction is that the top of such barrier is able to make a bigger deflection than that of a type of barrier placed along the road.
  • Still another object of the invention is to provide a transition arrangement with a smooth transition between rails of the first and second barrier.
  • a transition arrangement comprising a first barrier and a second barrier of a vehicle safety barrier, wherein each barrier comprises at least one rail and a number of posts to support the rail or rails and wherein the transition arrangement comprises connecting means to connect the first and second barrier, and wherein a reinforcement member is provided, the reinforcement member being attached to at least one rail of the first barrier at the end portion of the first barrier that connects to the second barrier, characterised in that the connecting means connect a further rail to the first barrier at a position lower than the rail of the first barrier provided with the reinforcement member and in which the line defined by a part of the further rail is at a sharp angle with the line defined by the reinforcement member, this angle extending outwardly from a substantially vertical plane comprising a rail of the first barrier, so that when the transition arrangement is installed on a road, the further rail deflects away from said road.
  • the strength of the barrier increases to such an extent that is not necessary to position the last post of the first barrier in the immediate vicinity of the second safety barrier in order to give the first barrier sufficient strength.
  • the last post of the first barrier can be placed at a considerable larger distance from the second barrier by which the problem is avoided of ground near the second post not being solid enough to hold the post, as is the case in the majority of these transition zones.
  • the further rail provides additional protection between the lowermost rail and the ground and additional strength to the transition from the first to the second safety barrier.
  • the reinforcement member extends at both sides of a last post of the first barrier.
  • the reinforcement member extends till past the second last post of the first barrier to strengthen the first barrier over a sufficient length.
  • the last post of the first barrier is connected via a spacer bracket to the reinforcement member and with the reinforcement member extending also past the second last post of the first barrier also the second last post is connected to the reinforcement barrier.
  • the transition has been developed to provide this.
  • the connecting means that connect the first barrier to the second barrier, connect the reinforcement member of the first barrier to at least one rail of the second barrier.
  • the reinforcement member is directly connected to the second barrier providing the desired transition between the two barriers with different levels of restraint.
  • the connecting means should directly connect to the rail or rails of the first barrier, since the rail used for such first barrier is usually a corrugated rail, such as for instance a W-section rail.
  • the connecting means can connect to from at least one to all rails of the second barrier, but preferably the reinforcement member will be connected to the rail or rails of the second barrier that is or are more or less at the level of the reinforcement member which in practice will often mean that of a second barrier with three rails, the two lowermost rails will be connected to the reinforcement member.
  • the connecting means connect a further rail to the first barrier at a position lower than the rail of the first barrier provided with the reinforcement member.
  • the further rail is connected to the connecting means and at a distance of the connecting means to the first barrier.
  • a bracket is provided to connect the further rail to the reinforcement member at a distance from the connecting means.
  • the further rail has a first part running parallel to the rail or rails of the first safety barrier and a second part deflecting away, such that the line defined by the second part of the further rail is at a sharp angle with the line defined by the rail of the first barrier and/or the line defined by the reinforcement member.
  • the further rail should be of sufficient length to give the desired additional protection and the desired additional strength to the transition from the first to the second safety barrier. To that end it is provided that the further rail extends from the connecting means past the last support post and ends between the last post and the second last post.
  • a transition part is provided with a first portion with a shape corresponding to at least a part of the shape of the side of at least one rail of the first barrier opposite the side of the rail where the support posts for the rail are located and a second portion corresponding to at least part of the shape of at least one rail of the second barrier.
  • the rails of the successive different safety barriers will have different shapes, such as for example a corrugated or W-section rail of the first safety barrier and a hollow beam rail of the second safety barrier.
  • a corrugated or W-section rail of the first safety barrier and a hollow beam rail of the second safety barrier.
  • the connecting means in the transition arrangement consist of a connector element, which connector element comprises a portion that connects to the reinforcement member and at least one portion that connects to at least one rail of the second barrier.
  • the portions of the connector element fit over or fit into the rail or reinforcement member, by means of which a close fit and therewith a sturdy connection can be realised.
  • the connector element comprises a further portion to connect the further rail of the first barrier.
  • the connector element can be provided with or without such further portion, since if a deflector or kicker bar is not necessary such further portion could be a hazard when a vehicle collides against the transition arrangement between two successive safety barriers.
  • the portion that connects to the reinforcement member is positioned offset with respect to the other portion or portions that connect to the rail or rails of the second barrier such that the connected rails of first and second barrier are in alignment.
  • the side of the rails of the first and second barrier facing the traffic can be arranged in the same plane or approximately in the same plane, therewith allowing to provide a smooth transition from the rail or rails of the first barrier to a rail or the rails of the second barrier.
  • Fig. 1 shows a first vehicle safety barrier 1 and a second vehicle safety barrier 2 such as a parapet on a bridge over for instance a river, railway or another road.
  • the first safety barrier 1 comprises support posts 3 to which a rail 4 is attached, which in this embodiment is a W-section beam.
  • the second safety barrier 2 is a parapet with support posts 5 to which a number of rails 6 are attached spaced from each other. These rails 6 are hollow rails and can be of various cross-sections, however, in the embodiment shown in the drawing the rails are square in cross-section.
  • the support posts 3 of the first safety barrier are sunk into the ground, whereas the support posts 5 of the second safety barrier 2 are bolted to a concrete base.
  • the first and second safety barriers 1, 2 are connected by means of a connector element 7 with which the two lower rails 6 of the second barrier 2 are connected to rail 4 of the first safety barrier 1.
  • the connector element 7 is provided with means to connect a deflector or kicker bar 8 to connector element 7.
  • a transition part 9 is provided which has an outer shape that follows part of the rail 4 of the first barrier 1, which in this embodiment is a corrugated rail more in particular a W-section rail, and transforms to a shape that fits to a rail of the second barrier 2.
  • Fig. 2 shows the reinforcement member 10 attached to the first barrier 1 at the backside thereof.
  • the reinforcement member 10 gives the first barrier 1 extra strength and forms part of the transition arrangement to realize a transition between the successive barriers 1, 2 with different levels of restraint.
  • the reinforcement member 10 is bolted at spaced locations 11 to rail 4 and at the end a strap 12 is provided which prevents that the bolts could be pulled through the rail 4 because of the impact of a vehicle colliding against the safety barrier.
  • the end 13 of the reinforcement member 10 is bevelled at the end which provides ample space to tighten the bolts.
  • the reinforcement member 10 extends from the connector element 7 till past the second support post 3.
  • the support posts have a Z-section and the second last support post 3 is connected directly to the reinforcement member 10, whereas between the last support post 3 and the reinforcement member 10 a spacer 15 is mounted.
  • the spacer 15 is necessary to have the required progression between barriers 1 and 2.
  • the deflector or kicker bar 8 has a first and a second part, the first part running parallel to rail 4 and the second part running at an angle to rail 4.
  • the end of the first part is attached to the connector element 7 and the second part is attached to the reinforcement member 10 by means of a bracket 16.
  • the rails 6 of the second safety barrier 2 are attached to the support posts 5 with spacers 17 between the rails 6 and the support posts 5. These spacers 17 are designed to take part of the energy of a vehicle colliding against this barrier 2.
  • the top rail 6 is not connected to rail 4 of the first barrier 1 and for safety reasons the respective end portion 18, 18' of the top rail are placed at an angle with regard to a line defined by the other rails 6 when viewed from above and deflect away from the road.
  • the last end portion 18' is at a greater angle to said line than the preceding portion 18 of the rail 6.
  • the last support post 5 can be in line with the other support posts 5 of the second safety barrier 2 by using a spacer element 17' with a shorter span.
  • Fig. 3 shows a perspective view of reinforcement member 10 with bolt holes 11 for bolts with which the reinforcement member 10 is bolted to rail 4. At the other end of the reinforcement member 10 corresponding holes are provided to have access to the bolts. Slots 19 are provided with similar slots at the other side to bolt the reinforcement member to the support posts 3 or to a spacer 15 for a support post 3. Further bolt holes 20, 21 are provided to respectively bolt the reinforcement member 10 to the connector element 7 and the bracket 16 for the deflector or kicker bar 8 to the reinforcement member 10.
  • Fig. 4 shows the connector element 7 in perspective view.
  • the connector element 7 has two extending portions 22, 23 that connect to the rails 6 of the second safety barrier 2.
  • the extending portions 22, 23 are hollow tubes of rectangular or square cross-section with filleted corners and with dimensions chosen such that these portions 22, 23 fit in or over the rails 6 of the second safety barrier 2.
  • the rails 6 are hollow tubes as well.
  • a further portion 24 extend in opposite direction and is designed to connect a deflector or kicker rail 8 to the connector element 7 and is of the same or similar tube as used for the other portions 22, 23.
  • the portions 22, 23 and 24 are connected by means of connecting pieces of tube 25, 26 to an extending portion 27 that is designed to fit in or over the reinforcement member 10. Since the reinforcement member 10 is bolted against rail 4 of the first safety barrier 1 the extending portion 27 is preferably designed to fit in the hollow beam of the reinforcement member 10. In the example given the portion 27 is put together from two pieces of the same tube as also used for the other portions of the connector element.
  • the extending portion 27 of the connector element is off set with respect of the other extending portions 22, 23 and 24 since the latter portions all connect to the rails 6 the second barrier 2 or the deflector or kicker bar 8 belonging to the first barrier, whereas the reinforcement member 10 is bolted against the back of rail 4 of the first barrier 1.
  • All portions 22, 23, 24 and 27 are provided with bolt holes 28 to bolt these portions to the respective rails 6 and reinforcement member 10.
  • Fig. 5 shows the bracket 16 to connect the deflector or kicker bar 8 to the reinforcement member 10 in some more detail.
  • Bracket 16 is provided with a U-shaped portion 29 that is bolted directly to reinforcement member 10, a downward directed portion 30 and attached thereto an angle section 31. With bracket 16 mounted on the reinforcement member 10 the angle section 31 is at an angle to reinforcement member 10 that corresponds to the angle between the second part 8' of the deflector or kicker bar 8 and reinforcement member 10.
  • Fig. 6 and fig. 7 show the transition part 9 and the connection thereof to the rail 4 of the first safety barrier 1.
  • the other portion 34 of the transition part 9 has a U-shaped cross-section that fits over rail 6 in the middle of the second safety barrier 2. This portion 34 is provided with bolt holes 35 that are positioned to coincide with bolt holes 28 in the connector element 7 and the corresponding bolt holes in rail 6.
  • Fig. 7 and in particular the enlarged section shows that the transition part 9 at the centre of rail runs along line 36 from a part of portion 32 against the rail 4 to the U-shaped part of the other portion 34.
  • the outside surface 38 of the U-shaped portion 34 is off set with regard to line 37 defined by the top of a curved part of the W-section of rail 4. This provides that the face of the rail 6 directed to the road lies in about the same plane as the lines defined by the top of a curved parts of the W-section of rail 4 at the side that faces the road.
  • transition part 9 is not easily fixed to rail 4 of the first safety barrier 1, it is preferred to prefabricate lengths of rail 4 provided with a transition part 9 in the workshop. These prefabricated pieces of rail do not necessarily need to have the same length as a standard length of rail. Fig. 1, 2 , 6 and 7 show that such a prefabricated piece of rail is provided at the end with bolt holes 39 to connect the prefabricated piece of rail to a standard length of rail. In the shown embodiment the length of the prefabricated piece of rail is less than the length of the reinforcement member 10.

Claims (13)

  1. Système de transition comprenant une première barrière (1) et une deuxième barrière (2) d'une barrière de sécurité pour véhicule, chaque barrière (1, 2) comprenant au moins un rail (4, 6) et un certain nombre de montants (3, 5) pour supporter le ou les rails (4, 6) et le système de transition comprenant des moyens de connexion (7) pour connecter la première et la deuxième barrière (1, 2) et un organe de renforcement (10) étant prévu, l'organe de renforcement (10) étant fixé à au moins un rail (4) de la première barrière (1) au niveau de la portion d'extrémité de la première barrière (1) qui est connectée à la deuxième barrière (2), caractérisé en ce que les moyens de connexion (7) connectent un rail supplémentaire (8) à la première barrière (1) en une position inférieure au rail (4) de la première barrière (1) pourvu de l'organe de renforcement (10) et dans laquelle la ligne définie par une partie du rail supplémentaire (8) forme un angle vif avec la ligne définie par l'organe de renforcement (10), cet angle s'étendant vers l'extérieur depuis un plan substantiellement vertical comprenant ledit rail (4) de la première barrière (1) pourvu de l'organe de renforcement de telle sorte que lorsque le système de transition est installé sur une route, le rail supplémentaire (8) s'écarte de ladite route.
  2. Système de transition selon la revendication 1, dans lequel l'organe de renforcement (10) s'étend des deux côtés d'un dernier support de la première barrière (1).
  3. Système de transition selon la revendication 2, dans lequel le dernier montant (3) de la première barrière (1) est connecté à l'organe de renforcement (10).
  4. Système de transition selon la revendication 3, dans lequel un dispositif d'espacement (15) est prévu entre le dernier montant (3) et l'organe de renforcement (10).
  5. Système de transition selon l'une quelconque ou plusieurs des revendications 1 à 4, dans lequel les moyens de connexion (7) connectent l'organe de renforcement (10) de la première barrière (1) à au moins un rail (6) de la deuxième barrière (2).
  6. Système de transition selon l'une quelconque ou plusieurs des revendications 1 à 5, dans lequel le rail supplémentaire (8) est connecté aux moyens de connexion (7) et, à distance des moyens de connexion (7), est connecté à la première barrière (1).
  7. Système de transition selon la revendication 6, dans lequel une console de fixation (16) est prévue pour connecter le rail supplémentaire (8) à l'organe de renforcement (10) à distance des moyens de connexion (7).
  8. Système de transition selon l'une quelconque ou plusieurs des revendications 1 à 7, dans lequel le rail supplémentaire (8) s'étend depuis les moyens de connexion (7) devant le dernier montant de support (3) et se termine entre le dernier montant et l'avant-dernier montant.
  9. Système de transition selon l'une quelconque ou plusieurs des revendications 1 à 8, dans lequel une partie de transition (9) est pourvue d'une première portion (32) ayant une forme correspondant à au moins une partie de la forme du côté d'au moins un rail (4) de la première barrière (1) en face du côté du rail (4) où sont situés les montants de support (3) pour le rail (4), et d'une deuxième portion (34) correspondant à au moins une partie de la forme d'au moins un rail (6) de la deuxième barrière (2).
  10. Système de transition selon la revendication 9, dans lequel la première portion (32) de la partie de transition (9) correspond à au moins une partie d'un rail de section en W.
  11. Système de transition selon l'une quelconque ou plusieurs des revendications 1 à 10, caractérisé en ce que les moyens de connexion se composent d'un élément de connecteur (7) qui comprend une portion (27) qui se connecte à l'organe de renforcement (10) et au moins une portion (22, 23) qui se connecte à au moins un rail (6) de la deuxième barrière (2).
  12. Système de transition selon la revendication 11, dans lequel l'élément de connecteur (7) comprend une portion supplémentaire (24) pour la connexion au rail supplémentaire (8) de la première barrière (1).
  13. Système de transition selon la revendication 11 ou 12, dans lequel la portion (27) qui se connecte à l'organe de renforcement (10) est positionnée de manière décalée par rapport à l'autre portion ou aux autres portions (22, 23) qui se connectent au rail ou aux rails (6) de la deuxième barrière (2) de telle sorte que les rails connectés (4, 6) des première et deuxième barrières (1, 2) soient alignés.
EP08154584A 2008-04-16 2008-04-16 Système de transition pour barrières de sécurité Not-in-force EP2110479B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08154584A EP2110479B1 (fr) 2008-04-16 2008-04-16 Système de transition pour barrières de sécurité
AT08154584T ATE537301T1 (de) 2008-04-16 2008-04-16 Übergangsanordnung für leitplanken

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08154584A EP2110479B1 (fr) 2008-04-16 2008-04-16 Système de transition pour barrières de sécurité

Publications (2)

Publication Number Publication Date
EP2110479A1 EP2110479A1 (fr) 2009-10-21
EP2110479B1 true EP2110479B1 (fr) 2011-12-14

Family

ID=39709662

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08154584A Not-in-force EP2110479B1 (fr) 2008-04-16 2008-04-16 Système de transition pour barrières de sécurité

Country Status (2)

Country Link
EP (1) EP2110479B1 (fr)
AT (1) ATE537301T1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1396301A (en) * 1971-04-20 1975-06-04 British Aluminium Co Ltd Highway crash barriers
GB2383362B (en) * 2001-12-18 2005-06-15 Brifen Ltd High integrity transition for safety barriers
CA2579047C (fr) * 2004-09-15 2011-01-25 Energy Absorption Systems, Inc. Attenuateur d'impact
DE102006038336B3 (de) * 2006-08-15 2007-12-20 Spig Schutzplanken-Produktions-Gesellschaft Mbh & Co. Kg Schutzplankenanordnung

Also Published As

Publication number Publication date
EP2110479A1 (fr) 2009-10-21
ATE537301T1 (de) 2011-12-15

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