EP2513376A1 - Road arrangement - Google Patents
Road arrangementInfo
- Publication number
- EP2513376A1 EP2513376A1 EP10807310A EP10807310A EP2513376A1 EP 2513376 A1 EP2513376 A1 EP 2513376A1 EP 10807310 A EP10807310 A EP 10807310A EP 10807310 A EP10807310 A EP 10807310A EP 2513376 A1 EP2513376 A1 EP 2513376A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- protective wall
- roadway
- support element
- road
- road 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.)
- Granted
Links
- 230000001681 protective effect Effects 0.000 claims abstract description 115
- 239000004567 concrete Substances 0.000 claims abstract description 22
- 239000000463 material Substances 0.000 claims description 31
- 238000009415 formwork Methods 0.000 claims description 21
- 238000004519 manufacturing process Methods 0.000 claims description 17
- 230000002787 reinforcement Effects 0.000 claims description 14
- 238000000034 method Methods 0.000 claims description 10
- 230000003014 reinforcing effect Effects 0.000 claims description 9
- 238000011065 in-situ storage Methods 0.000 claims description 6
- 230000015572 biosynthetic process Effects 0.000 claims description 4
- 239000004035 construction material Substances 0.000 claims description 3
- 238000013016 damping Methods 0.000 claims description 3
- 230000004888 barrier function Effects 0.000 claims description 2
- 238000009434 installation Methods 0.000 abstract description 8
- 230000008901 benefit Effects 0.000 description 19
- 239000002689 soil Substances 0.000 description 6
- 235000021167 banquet Nutrition 0.000 description 5
- 238000004873 anchoring Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005336 cracking Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000945 filler Substances 0.000 description 2
- 230000003116 impacting effect Effects 0.000 description 2
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 description 2
- 239000004566 building material Substances 0.000 description 1
- 238000005056 compaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000011150 reinforced concrete Substances 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000009416 shuttering Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
- E01F15/081—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 invention relates to a roadway arrangement according to the preamble of claim 1.
- vehicle restraint systems which vehicle restraint systems comprise prefabricated protective wall elements, in particular concrete protective wall elements.
- vehicle restraint systems are also referred to as a protective wall, formerly also a baffle, or concrete protective wall, formerly also concrete guide wall.
- the vehicle restraint system is placed on the footprint included in the road layout.
- Object of the subject road assembly is to avoid the above disadvantages and to provide a roadway arrangement of the type mentioned, which is reliable and inexpensive to produce on site, which is durable and inexpensive to maintain and which ensure a small deflection of a set up on the footprint protection element can.
- the protective wall element When a vehicle impacts the protective wall element, the protective wall element deflects in the direction of the support element, wherein the abutment surface of the support element causes a massive resistance against the deflection of the protective wall element, whereby the deflection of the free-standing protective wall element is limited by the support element.
- the advantage here is that the protective wall element is only slightly deflected in the event of an impact, in particular similar to an equivalent, anchored protective wall element, although the protective wall element is not anchored.
- the advantage here is that expensive anchors and their expensive maintenance can be dispensed with, wherein the support element can be formed in particular superficially concrete and thus can be designed particularly durable and particularly low maintenance.
- the support element is produced by concreting, in particular concreting on site, whereby the support element in particular at least 60, preferably at least 80 weight percent concrete, in particular in-situ concrete comprises. In this sense, the support element may be referred to as a concrete support element.
- the advantage here is that the support element can be easily, reliably and concreted in place according to local conditions. Another advantage is that the training of the vehicle restraint system on site particularly reliable, since among other things, low error prone, can be done very quickly and thus particularly cost.
- the invention further relates to a method for producing the road arrangement according to the preamble of claim 20.
- the object of the is to provide a method for reliable and cost-effective production of the advantageous road layout.
- Fig. 1 the arranged transversely to the road road arrangement cross section of the road arrangement of a particularly advantageous embodiment
- FIG. 2 shows in detail the support element of FIG. 1 cut according to the road arrangement cross section;
- FIG. Fig. 3 in the road assembly cross-section, the road assembly of Figure 1 with a set up on the footprint protective wall element.
- Fig. 4 in plan view a portion of the road assembly of Fig. 1 and four of the erected protective wall elements.
- FIG. 1 to 4 show a particularly advantageous embodiment of the road assembly 1 with a at least partially a roadway 20 forming roadway structure 2, wherein the roadway structure 2 on one side has a substantially a 1 road course of the roadway 1 following first edge 21 surface, and wherein the roadway arrangement 1 comprises a footprint 3, which follows the course of the first edge 21 and is arranged next to the roadway 20, for setting up prefabricated protective wall elements 6.
- the roadway 1 comprises an elongated support member 4, which Support element 4 adjacent to a side facing away from the lane 20 31 of the footprint 3 is arranged, and that on the support member 4, a stop surface 41 is formed for limiting a deflection movement of a set up on the footprint protection element 6.
- the protective wall element 6 has one of the lane 20 and thus the flowing traffic facing first protective wall element side 61 and the flowing traffic away from the second protective wall element side 62.
- the first protective wall element side 61 can be geförnt the findings of securing roads accordingly.
- the protective wall element 6 can be inexpensively prefabricated in large numbers.
- This road assembly 1 can be made in particular with a method for producing the road assembly 1, which is provided that: ⁇ formed on site, the elongated support member 4 adjacent to a side facing away from the lane 20 31 of the footprint 3, preferably concreted, and that on the support element 4 on site, the stop surface 41 is formed to limit a deflection movement of the ufstell Structure 3 on the A 1 set up protective wall element 6. That's the way Üie can be cost-effective, the most reliable and particularly low error-prone production of the road arrangement are guaranteed.
- the protective wall element 6 When a vehicle collides with the protective wall element 6, the protective wall element 6 deflects in the direction of the support element 4, wherein the stop surface 41 of the support element 4 causes a massive resistance against the deflection of the protective wall element 6, whereby the deflection of the freely erected protective wall element 6 by the support element. 4 is limited.
- the prefabricated protective wall element 6 comprised by a vehicle restraint system 60 can be set up so as not to be anchored and need not be anchored to the ground, in particular a floor material 5.
- the advantage here is that the protective wall element is only slightly deflected in the event of an impact, in particular similar to an equivalent, anchored protective wall element, although the protective wall element is not anchored.
- the advantage here is that expensive anchors and their expensive maintenance can be dispensed with, wherein the support element can be formed in particular superficially concrete and thus can be designed particularly durable and particularly low maintenance.
- a speedy manufacture of the vehicle restraint system 60 can be ensured.
- the swift replacement of individual protective wall elements 6 of the vehicle restraint system 60 can be ensured if this replacement - for example, by damage of a protective wall elements 6 by an impacting vehicle - during the use of the vehicle restraint system 60 should be necessary.
- Another advantage is that the training of the vehicle restraint system 60 on site particularly reliable, since among other things, low error prone, can take place.
- the support element 4 is produced by concreting, in particular concreting on site, ie concreted, with which the support element may comprise in particular at least 60, preferably at least 80, weight percent concrete, in particular in-situ concrete. Since the support element 4 is produced by concreting, in particular concreting on site, it can be referred to as a concrete support element 4, in particular as an in-situ concrete support element 4. The advantage here is that the support element 4 can be easily, reliably and locally according to local conditions, using in-situ concrete, concreted. When concreting the support element 4 on site, it may be provided, in particular, that the support element 4 is concreted in a formwork. For this purpose, the in-situ concrete is poured into the locally produced formwork.
- the concreting of the support element 4 on site allows in an advantageous manner in particular further that an existing vehicle restraint system 60, which therefore arranged on site is subsequently retrofitted by at least one protective wall element 6 of the vehicle restraint system 60 is gestzütz by the subsequently made on site concrete support member 4 in the case of an impacting vehicle, so that the deflection of this protective wall element 6 is limited.
- the existing vehicle restraint system 60 can be subsequently retrofitted to cope with an increasing traffic load of the road in the area of the road layout or vehicles becoming heavier and continue to ensure a reliable personal protection.
- the support member 4 is a concrete element, it withstands a high compression load.
- Another advantage is that the concrete material of the support element 4, in particular when unreinforced, so formed without reinforcement, may have a crack during vehicle impact, in which cracking energy is dissipated. This energy reduction can be used for additional damping of the vehicle impact.
- the road assembly 1 may include the vehicle restraint system 60, as shown schematically in cross section in FIG. 3.
- Fig. 4 are shown in plan view: a portion of the road assembly 1 with a plurality of prefabricated protective wall elements 6, which protective wall elements 6 lined up frontally on the footprint 3 are placed, and which protective wall elements 6 form the vehicle restraint system 60 for securing roads in the illustrated section.
- Such vehicle restraint systems 60 are also referred to as a protective wall and differ from a protective barrier made of metal.
- prefabricated protective wall elements 6 are placed on the support surface 3 in front of one another at the ends.
- the prefabricated protective wall element 6 is fabricated before delivery on site and is usually between 2m and 10m long.
- the road assembly 1 comprises the roadway structure 2, the footprint 3 and the elongated support element 4, which has the stop surface 41 for limiting the deflection movement of a protective wall element 6 erected on the footprint.
- the roadway structure 2 comprises a cover layer and at least one, in particular bituminous, supporting layer.
- the road assembly 1 may be comprised of a road, which road may include other devices and facilities necessary for the operation of the road, such as traffic signs, street signs and / or markings, as well as other layers, for example layers of the substructure of the road.
- the stop surface 41 sets the deflection of the protective wall element 6 a - in particular stiff - resistance opposite and forms a stop when a vehicle from the roadway coming to the protective wall element 6 impacts.
- the roadway 20 is formed, which roadway 20 may be traveled by vehicles.
- the roadway 20 is composed of the individual lanes and the edge strips. If no side strip is formed on the upper side 22, then the first edge 21 adjoins the roadway 20, as shown schematically in FIGS. 1 and 3. If a side strip is formed on the upper side 22 of the roadway structure 2, then this side strip is formed between the roadway 20 and the first edge 21 and the first edge 21 adjoins the side strip. In any case, the first edge 21 limits the upper side 22 of the roadway structure 2 in the lateral direction to the road.
- the upper side 22 of the roadway structure 2 has a second edge (not shown) on the side opposite the first edge 21.
- the roadway arrangement 1 can be embodied equivalently, in particular approximately mirror-symmetrically, according to the area around the first edge 21, with which this roadway arrangement 1 can each have an installation surface 3 and at least one elongate support element 4 in the region of both edges.
- the lane 20 may be formed as a directional lane and two oppositely directed directional lanes may be arranged side by side to form a trained as a highway roadway arrangement 1, wherein between the two directional lanes a median strip is formed.
- the highway has four edges, a first edge 21, a second edge, a third edge and a fourth edge, with which this roadway arrangement 1 in the region of each of the four edges can each have a footprint 3 and at least one elongated support element 4.
- a vehicle restraint system 60 may be arranged between the adjacent edge and the respective adjacent support elements 4.
- the two support elements 4 of the four support elements 4 which are arranged in the region of the central strip can in particular be arranged at a distance from each other.
- the road arrangement of a particularly advantageous first embodiment is shown schematically in the road assembly cross-section.
- the road arrangement cross section is the vertical section at right angles to the road through the roadway 1 and is thus arranged transversely to the road.
- the footprint 3 is arranged laterally of the roadway structure 2, which can be seen in particular in the road arrangement cross-section.
- the footprint 3 can be arranged lower than the first edge 21, whereby between the roadway 20 and the support member 4, in particular between the roadway 2 and the support member 4, a substantially the course of the first edge 21 following recess 32 for receiving area of the Protective wall elements 6 is formed.
- a base 64 of the protective wall element 6 is arranged in the recess 32 during production on site, wherein the protective wall elements 6 are arranged in areas deeper than the first edge 21 and the established protective wall elements 6 partially deeper than that first edge 21 are arranged, as shown in Fig. 3.
- the protective wall element 6 between the lane 20 and the support member 4, in particular between the roadway structure 2 and the support member 4, are embedded, whereby the protective wall element 6 can be particularly reliable and very strong.
- provision can be made in particular for a filling material 8 to be arranged between the roadway structure 2 and the protective wall element 6, which filler material 8 may be softer than the roadway structure 2, in particular. It is advantageous that between the roadway structure 2 and the protective wall element 6 forces are interchangeable, wherein in the case of a deflection of the protective wall element 6, the filler 8 is moved, but the roadway 2 remains largely undamaged.
- the protective wall element 6 can have a pedestal height of the base 64 of at least 10cm, in particular at least 20cm.
- the pedestal height is the distance between the bottom surface 63 of the protective wall element 6 and the transition, in particular the edge 66, along the first protective wall side 61 of the protective wall element 6, between a lower region in which the first protective wall side 61 is arranged substantially vertically, and a middle one Area 67, in which the first protective wall side 61 is arranged obliquely so that a tire of an approaching vehicle here on the first protective wall side 61 ascends.
- the support element 4 is cast in one piece, for which purpose the support element 4 is cast in particular by means of an endless paver can be, and has a length of at least 20m, in particular at least 50m, preferably at least 100m. It can preferably be provided that the support element 4 has a length of at least 5 times, in particular at least 10 times, preferably at least 20 times, the average length of the protective wall elements 6 of the vehicle restraint system 60.
- the advantage here is that surfaces of the support element 4 are largely continuous and can be formed in particular closed, which particularly reliable at the impact surface 41 punctually or small-scale forces acting over a large area to an opposite side surface 42 of the support member 4 are transferred and distributed.
- the length of the support element 4 essentially corresponds to the length of the vehicle restraint system 60.
- the support member 4 may be continuously molded at least along the length, in particular be formed in one piece.
- the footprint 3 and the support surface 4 adjacent to the footprint 3 may be substantially the same length.
- the support beam 4 between 10cm and 50cm, especially between 15cm and 30cm, be broad, with a width of 10cm already has the force distributing effect and this force distributing effect at a width of 15cm, 20cm and 30cm each further increases ,
- the support element 4 can in particular without reinforcement, so free of reinforcement, be formed.
- the support member 4 may be provided that it is reinforced, that includes a reinforcement.
- Reinforced concrete has the particular advantage that it is well resistant to pressure, whereby the stop surface 41 can withstand high pressure loads, in the deflection of the protective wall element 6 a small or selective pressure load on the abutment surface 41 can cause.
- the support element 4 can be substantially continuously reinforced in the longitudinal direction, wherein the support element 4 is further formed in one piece.
- the support member 4 is stiff formed, whereby cracking in the support member 4 and a breaking of the support member 4 can be prevented in the event of a vehicle collision with the protective wall element.
- the protective wall element 6 Since the protective wall element 6 is usually not moved in parallel during its deflection, but usually - viewed in plan - twisted, the possible load on the support member 4 in the area adjacent to the joint area 65 is usually increased.
- the reinforcement, in particular reinforcing rods 45 be arranged only at substantially regular intervals, which in the support member 4 reinforced area and unreinforced areas alternate.
- the area reinforced in this way can be provided, in particular, for the arrangement adjacent to an abutting area 65 of two protective wall elements 6 arranged side by side, as shown schematically in FIG. 4.
- the advantage here is that rebar, costs and labor can be saved.
- the continuous reinforcement can be made reinforced at substantially regular intervals, thus alternating in the support element 4 reinforced area and reinforced reinforced areas.
- the reinforced area thereby reinforced can be provided in particular for the arrangement adjacent to the joint area 65.
- the reinforcement of the reinforcement can be formed, for example, by inserting reinforcing bars 45 in addition to the continuous reinforcement.
- the stop surface 41 is inclined to a surface normal 9 of the first edge 21 adjacent portion of the roadway 20 or the standstill such that lifting the deflected protective wall element 6 is prevented.
- the surface normal 9 can in particular be arranged vertically.
- the inclined stop surface 41 is shown in particular in FIG. 2, wherein it is provided that the upper region of the stop surface 41 is closer to a line arranged parallel to the surface normal 9 than the lower region of the stop surface 41, as seen in the road arrangement cross section.
- the angle of inclination, seen in the road arrangement cross-section, between the abutment surface 41 and the surface normal 9 can in particular be between 5 ° and 15 °, preferably around 10 °.
- the base 64 is wedged in deflection of the protective wall element 6 with the footprint 3 and with the support member 4, whereby the deflection of the protective wall element 6 can be counteracted particularly reliable.
- the stop surface 41 may be arranged substantially parallel to the surface normal 9, in particular be arranged substantially vertically.
- the support element 4 is partially embedded in a base material 5.
- a bottom surface 43 of the support element 4, the abutment surface 41 and the side surface 42 of the support element 4 can contact the base material 5.
- the support member 4 may be particularly firmly embedded in the base material 5, whereby the support member 4 can interact with a large area of the ground material 5 force-effectively.
- the advantage here is that the base material 5 of the deflection of the protective wall element 6 opposes additional resistance by the force occurring during the deflection of the support element 4 is transferred over a large area on the ground material 5.
- the force interaction between the side surface 42 and the bottom material 5 can be particularly full-surface and lifting out of the support member 4 from the bottom material 5 can be particularly reliably prevented.
- the support element 4 is not embedded in the ground material 5 and thus essentially rests only on the ground material 5 and that the support element 4 is anchored to the ground material.
- the side surface 42 may be arranged inclined to the surface normal 9.
- the side surface 42 may be inclined so that the support element, when deflected away from the roadway, becomes wedged in the ground material 5.
- the support member 4 Seen in the road assembly cross-section, the support member 4 may be formed in particular paraUelogrammförmig.
- the soil-building material 5 may in particular be compressible, in particular a bearing-layer-compatible material.
- the floor construction material 5 can be predeterminably compacted in the area adjacent to the side surface 42 of the support element 4.
- the advantage here is that adjacent to the side surface 42, the particularly reliable counteracting of the deflection can be done by this predetermined region compression of the compressible soil material.
- the rigidity of the support element 4 can also be predetermined, a specific flexibility of the vehicle restraint system 60 can be achieved by coordinating the predeterminable stiffness of the support element 4 and the predeterminable degree of compaction of the base material 5 adjacent to the side surface 42 become. This causes in the event of a vehicle collision with a light vehicle advantageously a lower impact severity.
- the second protective wall side 62 permanently, so even in the normal position, in which the protective wall element 6 is not deflected, directly abuts against the stop surface 41 and that the side surface 42 as durable rests against the soil structure material 5. It is advantageous that in case of impact protective wall element 6 and support member 4 are charged little, since the pulse of the vehicle impact is transferred substantially directly into the soil structure material 5. The deflection of the protective wall element 6 can be kept low and the deformation energy occurring during deflection can be degraded in an advantageous manner, in particular substantially in the soil structure material 5.
- the floor material 5 may form a banquet 51 of the roadway arrangement 1, which banquet 51 may at least partially be encompassed by the roadway arrangement 1.
- the banquet 51 of the road assembly 1 may also be referred to as a street banquet.
- it can be provided that-seen in the road arrangement cross-section-the upper side 40 of the support element 4 is arranged higher than the first edge 21.
- the upper side 40 of the support element 4 is arranged substantially at the same height as a surface 50 of the floor construction material 5, in particular the banquet 51.
- a base 43 of the support element 2 in order to embed the support element 4 particularly securely in the floor structure material 5, provision can be made for a base 43 of the support element 2 to be located lower than the set-up area 3, as seen in the road arrangement cross section.
- the installation of the protective wall elements 6 can be particularly accurate and particularly reliable, when arranged on the footprint 3 3 split 7.
- the split 7 may in particular be leveled, which may be referred to as a chip bed, whereby the position of the protective wall elements 6 can be specified particularly accurately.
- the protective wall elements 6 can be placed on the chippings 7, in particular on the split bed.
- the support member 4 at least one damper element for damping the deflection of the set up on the footprint Protective wall element 6 include.
- the damper element for example, protrude from the stop surface 41, protrude in particular in the direction of the roadway 20.
- the support element 4 produced on site can be produced particularly simply and with high accuracy if a formwork is essentially produced on site following the course of the first edge surface 21 and the formwork is filled on site.
- the formwork may at least partially remain on site, whereby the formwork is formed as a permanent formwork, or may be removed in particular after the formation of the support member 4.
- the formation of the support element 4 also comprises the step of hardening the cast material, in particular concrete, filled into the formwork. Before the formwork is filled, reinforcement elements, in particular reinforcing bars 45, can be inserted into the formwork.
- the support element 4 can be formed before the installation of the protective wall elements 6 and the protective wall elements 6 can be inserted into the intermediate space between the support element 4 and the first edge 21.
- the protective wall elements 6 are placed before the support member 4 is arranged or manufactured.
- the shock areas 65 are clearly visible, which can be easily provided that adjacent to the joint areas 65 each reinforcing elements, in particular reinforcing bars 45, are arranged to reinforce the support element 4 in these areas.
- the second protective wall element side 62 can be used as a formwork surface for the production of the support element 4, whereby only one formwork wall is to be formed for the production of the support element 4 and the formwork can be produced particularly simply and quickly.
- the protective wall elements 6 are placed on the footprint 3, that then the protective wall elements 6 by means of couplings are frontally hinged together, in turn, then the formwork wall is arranged, in turn, then Reinforcing elements between the formwork wall and the protective wall elements 6 are arranged, in turn, then the space between the formwork wall and the protective wall elements 6 is filled to a predetermined height with the concrete that, after the concrete has cured sufficiently, turn Subsequently, the shuttering wall is removed and that in turn subsequently the side surface 42 of the support member 4 is filled with the compressible soil material 5 and the soil material 5 is compressively predetermined in this area.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0197809A AT509151B1 (en) | 2009-12-15 | 2009-12-15 | ROAD ARRANGEMENT |
PCT/AT2010/000473 WO2011079328A1 (en) | 2009-12-15 | 2010-12-09 | Road arrangement |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2513376A1 true EP2513376A1 (en) | 2012-10-24 |
EP2513376B1 EP2513376B1 (en) | 2014-09-24 |
Family
ID=43828386
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10807310.7A Active EP2513376B1 (en) | 2009-12-15 | 2010-12-09 | Road arrangement |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP2513376B1 (en) |
AT (1) | AT509151B1 (en) |
IL (1) | IL220179A (en) |
WO (1) | WO2011079328A1 (en) |
ZA (1) | ZA201204320B (en) |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES348333A2 (en) * | 1967-12-06 | 1969-03-01 | Pasitrief S A | Perfections on security edges for roads. (Machine-translation by Google Translate, not legally binding) |
BE726723A (en) * | 1969-01-10 | 1969-06-16 | ||
US3981603A (en) * | 1975-04-17 | 1976-09-21 | James Sprunger | Barrier levelling attachment |
CH641860A5 (en) * | 1981-05-27 | 1984-03-15 | Igeco Sa | Concrete parapet for a road or bridge |
AT388006B (en) * | 1986-08-07 | 1989-04-25 | Schuster Franz | Safety guiding device for delimiting traffic areas, in particular roads and carriageways |
DE10249582A1 (en) * | 2002-10-24 | 2004-05-13 | Gülich, Hans-A., Dipl.-Ing. | Modular central crash barrier system for roads has two lines concrete edging blocks separated by ballast blocks |
GB2411421A (en) * | 2004-02-24 | 2005-08-31 | Quintin Anthony Murfin | Anchored kerb stone system |
-
2009
- 2009-12-15 AT AT0197809A patent/AT509151B1/en active
-
2010
- 2010-12-09 EP EP10807310.7A patent/EP2513376B1/en active Active
- 2010-12-09 WO PCT/AT2010/000473 patent/WO2011079328A1/en active Application Filing
-
2012
- 2012-06-05 IL IL220179A patent/IL220179A/en active IP Right Grant
- 2012-06-12 ZA ZA2012/04320A patent/ZA201204320B/en unknown
Non-Patent Citations (1)
Title |
---|
See references of WO2011079328A1 * |
Also Published As
Publication number | Publication date |
---|---|
ZA201204320B (en) | 2013-01-31 |
WO2011079328A1 (en) | 2011-07-07 |
EP2513376B1 (en) | 2014-09-24 |
IL220179A (en) | 2014-02-27 |
IL220179A0 (en) | 2012-07-31 |
AT509151A1 (en) | 2011-06-15 |
AT509151B1 (en) | 2011-09-15 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20120716 |
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