FR2750714A1 - SAFETY BARRIER FOR VEHICLE TRAFFIC LANES CROSSED BY A TEMPORARY PASSAGE - Google Patents

Abstract

The safety barrier has a fixed part and a movable part. The safety barrier enables forming a temporary vehicle passage. The fixed part is formed from rails (2b,2c) parallel to the ground fitted to supports (1,3). The supports consist of a vertical post embedded in the ground and rail connecting pieces. The movable part is formed by a leaf constituted by movable rail segments (10,11) articulated about a vertical axis. The movable rail segments are directly connected to the fixed rail segments by vertical pivots (20,30) located behind the rail segments and separated from the support.

Description

SAFETY BARRIER FOR CIRCULATION PATHWAYS

  OF VEHICLES CROSSING A TEMPORARY PASSAGE

  Safety barriers placed along roadways: roads, highways, runways, parking lots, factory yards etc. must be continuous in order to avoid any obstacle to sliding

  against them vehicles, in case of accidental contact.

  But they must also be crossed for service reasons: repair of vehicles, supply of materials and materials for maintenance and repair, passage of machinery, diversion of traffic, etc. It can also be to ensure the circulation of exceptional convoys whose size does not allow to take the usual way. On some routes, these circumstances can happen many times a year. Assuming that the continuity of the protection of vehicles in normal traffic should be ensured, the crossing of the gates

is temporary.

  When these barriers are made of rails with vertical supports, it is possible to remove the rails and remove the vertical supports

  which, then, are specially designed to be removable.

  Such disassembly proves long and painful because it is impossible for a single man to maneuver a segment of

  smooth disassembled, because of its weight.

  At least two men must be mobilized to carry out such disassembly and ensure a free passage

transversely to the barrier.

  It is easy to understand that this method is unusable for quickly clearing short but frequent passages, only to let a

vehicle, gear or other.

  This is why we have already thought to simplify this operation by making some smooth segments not removable but mobile, which allows to quickly pass passages and close them just as quickly. But existing solutions do not give

fully satisfied.

  Lifting barriers, such as those that protect level crossings, are less resistant than safety barriers made of concrete walls or metal rails, so that in the event of an accident, even a light vehicle can cross a road. such a lifting barrier and leave the roadway, whereas the safety barriers are precisely installed to oppose a

  such a crossing which can be of extreme gravity.

  It was then thought to provide elements

  sliding, designed as smooth.

  When the security barrier is a concrete wall, the temporary passage is pre-existing, since it is a breach, and the closure of this passage can not be a block of concrete that could, ideally, close the door.

  passage by restoring the continuity of the wall.

  The heterogeneous nature of such an installation leaves unresolved problems of continuity and, therefore, of security. Thus, to provide temporary passages in concrete safety barriers, it obviously clears a breach, but it is closed by the metal rails secured to vertical supports fixed to the ground and when we want to use the passage, we dismantles 3, smooth and remove the vertical supports that are

designed to be removable.

  The end of the metal rails is thicker in front of the walls forming a dangerous obstacle that we try to minimize by giving this end of the smooth curved shape by bending to the wall. For these reasons of discontinuity, the sliding elements are generally confined to the safety barriers formed integrally of metal rails because, then, the sliding elements themselves are segments.

of smooth.

  But we find ourselves in front of the problem of weight because once unlocked the sliding elements, it is necessary to move them against important friction, respecting a correct alignment, then to put them back in a very precisely defined position only because of the organs of fasteners used, while these elements have a length of at least 3, 50 meters and a weight of about 40 kilos, so that here again it is difficult and painful to open and close quickly a temporary passage in a

  security barrier without calling on several men.

  The present invention proposes to solve this problem by making quick and easy maneuvers of moving elements in safety barriers by eliminating the disadvantages due to weight, without diminishing safety, that is to say by strictly respecting the continuity of the security barrier,

whatever its structure.

  To this end, the subject of the invention is a safety barrier intended to be arranged along vehicle traffic lanes, of the type comprising a fixed part in which at least one temporary passage is provided for vehicles, and associated with a mobile part between a so-called "closing" position in which it is across the passage to condemn it and a so-called "opening" position in which it is out of the passageway to disengage it, characterized in that the movable part is formed at least one leaf consisting of a hinge segment hinged to a pivot of vertical axis which is located at a distance below a vertical end edge of a fixed or articulated hinge segment to present an extension to cover one of the

  edges of the articulated or fixed neighbor smooth segment.

  According to other features of the invention: the safety barrier is of the type comprising vertical supports fixed to the ground and at least one rail secured to said supports parallel to the ground of the track, and is characterized in that it comprises articulated arm segments according to a pivot of vertical axis, at least one of them being stationary while at least one is a leaf mounted to pivot horizontally along said vertical axis pivot and is fixed to erasable vertical supports, by means of removable fasteners, the vertical axis pivot being located at a distance below a vertical end edge of one of the articulated boom segments, so that the one of them has an extension to cover the end of the other when the segment which is movable is in the closed position; - by reference to the normal direction of traffic of the vehicles on the track along which the barrier is arranged, the segment whose extension must cover the end of the other segment is situated upstream of the segment whose end is to be covered whether this segment is fixed or mobile; with reference to the normal direction of traffic of the vehicles along the track along which the barrier is disposed, the downstream end of the stationary rail segment located upstream of the temporary passage has an extension behind which the upstream end of the segment must be placed mobile smooth corresponding when said movable segment is in the closed position; - by reference to the normal direction of traffic of the vehicles on the track along which the barrier is arranged, the downstream end of the movable boom segment situated downstream of the temporary passageway has an extension to be placed in front of the upstream end of the segment corresponding stationary rail when said movable segment is in the closed position; - The moving part is formed of a single leaf; - The movable part is formed of at least two leaves and, by reference to the normal direction of traffic of the vehicles along the track along which the barrier is arranged, the leaf located upstream of the other has a downstream extension which must cover the upstream end of said other leaf; at least one of the leaves is composed of at least two elements, one of which "base" is articulated to the fixed part and the other, or each of the others, is articulated to the preceding segment along axes vertical, so that said one or more elements can be folded against the base member; - The articulation between two segments is constituted by clevises which are mounted movable about a vertical pivot and which are integral with the actual smooth articulated segments segments; - The articulated arm segment is mounted at an angle of about 180 in order to be placed, in the open position, behind the face of the fixed part opposite the normal traffic lane of the vehicles and substantially against this face; - At least one of the leaves rests, in the vicinity of its end opposite to that which is connected to the vertical axis of articulation, on a yoke supporting a horizontal axis for at least one wheel which, preferably, is in contact a smooth running track, in an arc centered on the vertical axis of articulation; ç - the fixed part is reinforced in order to have a mechanical resistance compatible with the forces specific to the movements of the moving part; the security barrier being of the type comprising vertical supports fixed to the ground and at least one rail secured to said supports parallel to the ground of the track, the vertical supports to which the rail is secured are closer to each other in the vicinity of the temporary passage at other places in the barrier; a stiffener is inserted between at least one

  Fixed smooth segment and a spreader.

  The invention will be better understood by the

  detailed description hereinafter made with reference to the drawing

  Annex. Of course, the description and the drawing are not

  given as an indicative and non-limiting example.

  FIG. 1 is a partial schematic view of a safety barrier according to the invention, represented in elevation in front of a part provided with two

leaves in the closed position.

  FIG. 2 is a partial schematic view of the barrier of FIG. 1, represented in plan, the

  leaves being in the closed position.

  FIG. 3 is a view similar to that of FIG. 2 of an embodiment of the invention adapted to temporary passages of large width, provided with two leaves represented in an intermediate position between

closing and opening.

  FIG. 4 is a partial schematic view of a safety barrier according to the invention showing the rear face of a rail at the location of an articulation

  between a fixed part of the barrier and a leaf.

  Figure 5 is a partial schematic view showing a leaf located upstream of a temporary passage in an intermediate position between the closure and the opening. Figure 6 is a partial schematic view showing a leaf located downstream of a temporary passage, in an intermediate position between the closure and the opening. FIG. 7 is a diagrammatic cross-sectional view of a safety barrier according to the invention, showing a hinge when a leaf

  is in the fully closed position.

  FIG. 8 is a diagrammatic cross-sectional view of a safety barrier according to the invention, showing a hinge when a leaf

  is in full open position, at 180.

  Figure 9 is a schematic sectional view showing the strengthening of a fixed portion of the safety barrier according to the invention, near a moving part, to increase its resistance to stress

  due to maneuvers of a moving part.

  To illustrate the invention, the example of a safety barrier of the type consisting of vertical supports fixed to the ground and a continuous rail formed of

  segments of metal profiles placed end to end.

  However, as is apparent from the description

  which follows, the invention is also applicable to safety barriers of another type: concrete wall, smooth wooden, etc. and, of course, metal rails that are associated with concrete walls for short distances. In Figure 1, we see that a barrier according to the invention here comprises vertical supports 1 firmly fixed to the ground, for example by nesting them in buried concrete blocks, and to which segments of smooth 2a, 2b, 2c , ... are secured with interposition of a spacer 3 for each support, known spacer

  in practice under the name "spreader".

  These components are well known per se, as well as the structure they form, so they will not be

described in more detail.

  A fixed barrier of indefinite length is thus formed and provision is made, from place to place, through passages formed by moving parts of the continuous rail. According to the invention, two smooth segments 10 and 11 are pivotally mounted according to vertical axes of joints designated in FIGS. 1 to 3 by the overall references 20 and 30, near the ends

fixed segments 2b and 2c.

  With this assembly, the articulated segments 10 and 11 constitute leaves that can open like a double door, as evoked by the arrows F1 and

F2 visible in Figure 2.

  In the closed position, shown in Figures 1 and 2, the leaves 10 and 11 are held in place in the same arrangement as the fixed segments 2a, 2b, 2c, 2d, etc. Of course, in this closed position, the leaves 10 and 11 must play the same role of restraint as the fixed segments of the boom in the event of impact of a vehicle, so that they must have the same effect of fixing the ground . (We will not describe here the precise means by which one obtains a degressive bending effect of the supports, nor the means of calibrated rupture, all well

known to the skilled person).

  For this, there are provided vertical supports 12 and 13 of the "erasable" type, that is to say that can be moved or removed so as not to constitute an obstacle to the passage of vehicles when the leaves 10 and 11 are

in the open position.

  One solution is to file in the ground sheaths (not visible in the drawing) whose summit is flush and in which penetrate the supports 12 and 13 themselves. In the active position the supports 12 and 13 are held vertical by the sleeves while in

  erase position they are removed.

  Another solution is to articulate the vertical supports 12 and 13 by their base, at ground level, so that they can occupy either an active position in which they are erected vertically, or an erase position in which they are lowered to floor level, possibly in notches (not shown). These two solutions are given as examples

  among certainly many others possible.

  So that the leaves 10 and 11 are solidly secured to the vertical supports 12 and 13, they are associated with fasteners of any known type (not shown) and which, therefore, will not be described

in detail.

  It may be, for example, pins, bolts, keys and the like, cooperating with counterparts of leaves 10 and 11 on the one hand and

  vertical supports 12 and 13 on the other hand.

  It goes without saying that the number of vertical supports is chosen according to the width of the temporary passage considered, ie according to the length of the leaves, and is in no way limited to the two supports 12 and

13 described and represented here.

  In the open position, the leaves 10 and 11 are moved at least at an angle of 90 to provide a passage at least as wide as the distance that

  separates the ends facing segments 2b and 2c.

  But, preferably, the leaves 10 and 11 can be folded to 180 against the face of the stationary smooth segments 2b and 2c opposite the normal traffic lane of the vehicles, in the position shown in dotted lines

in Figure 2.

  This position is better than any other for two reasons: - the temporary passage between the segments of fixed rails 2b and 2c is completely clear, which allows long vehicles to borrow without having to maneuver, - the leaves 10 and 11 can be secured to the fixed segments by removable parts, to immobilize them and thus guarantee that they will not be able to close accidentally, in particular under the effect of a strong wind or vibrations. To facilitate the operation of the leaves 10 'and 11, there are provided handles 14 and 15 near the free edges of the leaves 10 and 11 on their face opposite the traffic lane. When the temporary passage to be maintained is relatively narrow, it can be satisfied with a single leaf, either 10 or 11 depending on the direction of movement of vehicles, meaning that is symbolized in the drawings by the arrow F. The structure that the 1 has just been described, has the advantage of completely eliminating the disadvantages due to weight, because this weight is fully compensated by fixing the leaves fixed segments, as described

further.

  The opening maneuvers are performed by one man who can easily release the fasteners of the leaves 10 and 11 to the vertical supports 12 and 13 and then remove or lower these supports 12 and 13, then rotate the leaves 10 and 11 through the handles 14 and

15.

  Closing maneuvers are exactly the opposite of opening and do not require more effort. When the temporary passage to be cleared is of great width, the leaves themselves must be very wide and the cantilever becomes too large for the bending forces due to the weight to be entirely

concealed by the joints.

  This case is shown in Figure 3 where

  sees leaves 16 and 17 very long and therefore very heavy.

  In order to eliminate here again the disadvantages of the weight and to allow a single man to perform the opening and closing maneuvers, the leaves 16 and 17 are based on wheels 18 and 19 of any known type, which one has represented here very schematically as having their axis in line with the leaf that they support but which could also be mounted on an axis journaling in clevises deported back, that is to say located mainly or entirely on the side of the face leaves against the traffic lane, this to prevent the wheels protrude forward

said leaves.

  If necessary, depending on the state of the ground located behind the leaves 16 and 17 when closed, can be provided raceways A and B arranged in an arc centered on the vertical axis of the joints

and 30.

  Such a raceway is useful on uneven ground, grassy or sloping but is superfluous on

  a flat and horizontal concrete floor for example.

  It is possible that the material layout of the site will lead to the folding of the leaves against the rear face of the stationary rail segments, in particular because an obstacle is located on the path of one leaf or even of the two leaves, which is the case. when the rails are at a distance from an obstacle (another smooth by

  example) lower than the length of a leaf.

  In this case, one can constitute each leaf by means of at least two elements, or segments, hinged together in the manner of louvers or accordion shutters. One of these so-called "basic" elements is articulated to a fixed rail segment, such as the leaf 10 or the leaf 11, and the only one or the first of the others is

  articulated to the base element or the previous element.

  This structure is easily understood without

  that it was necessary to represent it in the drawing.

  According to an important characteristic of the invention, continuity of the rails is ensured when the leaves 10 and 11 (or 16 and 17) are in the closed position. Generally, the different segments of the beam are fixed to each other and to the vertical supports in such a way that, with reference to the normal direction of movement of the vehicles, the downstream end of each segment

  covers the upstream end of the next downstream segment.

  This assembly says "in fish scales", removes any dangerous obstacle likely to hinder the sliding

  vehicles along the rails in the event of an accident.

  If the different segments were exactly aligned, and even if their ends were adjusted to the same vertical support, it could be that one segment is depressed and not the next, by a vehicle in difficulty, at the risk of transforming the segment remained in placed in real offensive spike extremely dangerous

for this vehicle and its passengers.

  In order to reconstitute the same mechanical characteristics as a continuous stationary rail at the right of a temporary passage, the vertical axes of the articulations 20 and 30 are offset from the adjacent vertical edges, on the one hand by the fixed segments 2b and 2c. and, on the other hand, leaves 10 and 11 (or 16 and 17), to create extensions to cover a portion of the neighboring segment (fixed or mobile) when the leaves are closed. In other words, the leaves 10 and 11 are placed in fish scales, exactly as if they were fixed segments of rail, taking into account the direction of normal traffic of the vehicles indicated by the arrow F. On 2, 3 and 5, it can be seen that the hinge 30 is located below the downstream vertical edge 2e of the stationary heald segment 2c situated immediately upstream of the temporary passage, which leaves an extension 2f of length L1 which covers the vertical upstream edge 11a of the leaf 11 located downstream of the segment 2c (17 and 17a for the embodiment of FIG. 3), and which extends over a length of this leaf 11 substantially equal to Li, when the latter is in position

closure.

  In FIGS. 2, 3 and 6, it can be seen that the hinge 20 is situated below the downstream vertical edge of leaf 10 situated downstream of the temporary passage, which leaves an extension L0b of length L2 which covers the edge. vertical upstream 2g of the fixed rail segment 2b, itself located downstream of the leaf 10 (16 for the embodiment of Figure 3), and which extends over a length of this segment 2b substantially equal to L2, when

  it is in the closed position.

  The lengths of the leaves 10 and 11 are unequal, in that the upstream leaf 11 also has a downstream extension end 11b which covers the upstream vertical edge 10c of the downstream leaf 10 and which extends on the leaf 10 when the two leaves are in the closed position. Thus, from upstream to downstream of the closed temporary passage, a fish flake structure is obtained: extension 2f on the downstream leaf 11, extension 11b on the downstream leaf 10, extension 10b

on the downstream segment 2b.

  In FIGS. 4 to 8, it can be seen that the joints 20 and 30 are identical and the embodiment of FIGS. 4 to 8 will now be described, referring indifferently to the hinge 20 or to the hinge 30, knowing that the same references designate the same elements, but in the order of 200 for articulation 20 and in the order of 300 for

the joint 30.

  It is noted first that the joint is fixed directly to the corresponding bar (fixed segment 2 or leaf 10-11 or 16-17) and not to a vertical support 1 because the skilled person knows that the vertical supports 1 and their complements (spacers and fasteners) must play a role called "fuse" that is to say they must yield to a given reversing force, these characteristics must remain the same for the segments

  adjacent fixed leaves closed and for the leaves themselves

same.

  The hinge 20-30 is composed of: - two plates 201 and 202 (301 and 302) fixed on the rear face respectively of the fixed rail segment 2b and the leaf 10, - two bases 203 and 204 fixed to the plates

  201 and 202 perpendicularly to the plane thereof and arc

  gussets 205 and 206 fastened to both the plates 201-202 and the bases 203-204, two hinge leaves 207 and 209 fixed to the base 203 and two hinge leaves 208 and 210 fixed to the base. 204, constituting two-by two of the yokes, a vertical pivot 211 constituted by a bolt

  running through aligned holes in the 207-209 and 208-

  210 and which receives an immobilizing nut 212 and a nut

  213 for locking the nut 212.

  In order to clear the temporary passage, the leaves 10 and 11 secured to the vertical supports 12 and 13 are unlocked first, then the supports 12 and 13 are removed, and then by means of the handle 14, the leaf 10 is first drawn. the free end is behind the extension 11lb, and this leaf 10 is moved in an arc along the axis of the vertical pivot 211, because the hinge leafs 208 and 210 are secured to the leaf by the pieces 204 and 202 and that they can turn

freely around the pivot 211.

  The length of the leaves 208-210 and 207-208 is such that the pivot 211 is away from the fixed rail segment 2b and the leaf 10 to allow the latter to pivot at an angle of 180, until it is practically applied against the rear face of the stationary rail segment 2b. The same maneuver is repeated for the leaf 11, which completely clears the passage between the segments of

Smooth fixed 2b and 2c.

  One or more stops may be provided on the rear face of the stationary rail segments and immobilization means to prevent any accidental movement.

leaves 10 and 11 open.

  To reconstitute the continuous smooth and condemn the temporary passage, the reverse maneuvers are performed starting with the leaf 11, so that the end of the

  leaf 10 is behind the extension 11b.

  So that the whole structure described above

  it has qualities of solidity and mechanical strength equal to those of a structure composed of fixed parts only, it must be spared the mechanical stresses resulting from the very existence of one or more moving parts and the stresses due to

  maneuvers of this or these moving parts.

  For that, it may be useful for the parties

  fixtures that support moving parts are reinforced.

  But, to ensure as good a continuity as possible of the entire safety barrier, it is necessary that all its elements meet the same technical characteristics of impact resistance, sliding, bending, "strap" effect, coefficient breaking, and

  other technical specifications meeting standards.

  As far as possible, the maximum number of standard elements must be used: smooth,

vertical, assembly components.

  In order to reconcile these two seemingly contradictory necessities of reinforcing and maintaining the standardization, the rigidity of the smooth-spacer-vertical support link is reinforced without changing the characteristics of each of these elements. Referring to FIG. 9, it can be seen that stiffeners 4 are inserted between the spacers 3 and the corresponding lug segments 2, on the fixed part of FIG.

  the barrier to which a moving part is articulated. Each stiffener comprises a part 4a integral with the spacer 3 and two

wings 4b and 4c

integral with the smooth segment 2.

  Thus, the weight of the articulated mobile part, when it is no longer in the closed position, does not tend to excessively twist the fixed rail segment 2 which supports it and has no effect on the mechanical characteristics of the This segment 2 Another reinforcement solution is to provide a greater number of vertical supports 1 because the assembly is more rigid and more resistant, even if each support

is the same type as the others.

Claims (10)

  A safety barrier intended to be arranged along vehicle traffic lanes, of the type comprising a fixed part in which is provided at least one temporary passage for vehicles, and associated with a movable part between a so-called closing position. "in which it is across the passage to condemn it and a so-called" opening "position in which it is out of the way to clear it, characterized in that the movable part is formed of at least one leaf (10- 11, 16-17) constituted by a hinge segment articulated along a pivot (211-311) of vertical axis which is located at a certain distance (L1-L2) below a vertical end edge (0lob -2e) of a fixed or articulated arm segment to have an extension (10a-2f) to cover one of the edges of the neighboring arm segment articulated or fixed.   2- safety barrier according to claim 1, of the type comprising vertical supports fixed to the ground and at least one rail secured to said supports parallel to the ground of the track, characterized in that it comprises segments of smooth (2b-10- 16, 11-17-2c) articulated along a pivot (211-311) of vertical axis, at least one of them (2b-2c) being fixed while another, at least, is a leaf ( 10-16, 11-17) mounted to pivot horizontally along said pivot (211-311) of vertical axis and is fixed to erasable vertical supports (12 and 13) by means of removable fasteners, the pivot with a vertical axis (211-311) being located at a distance (L1-L2) below a vertical end edge (10b-2e) of one of the articulated boom segments, so that the one of them (10-2c) has an extension (10b-2f) to cover the end of the other (2b-11) when the segment   which is movable (10-11) is in the closed position.   3- safety barrier according to claim 2, characterized in that by reference to the normal direction of circulation (F) of the vehicles on the track along which the barrier is disposed, the segment (10-2c) whose extension (10b -2f) must cover the end of   the other segment (2b-11) is located upstream of the segment (2b-   11) whose end is to be covered, that this segment either fixed (2b) or mobile (11).   4- safety barrier according to claim 2, characterized in that, with reference to the normal direction of movement (F) of the vehicles on the track along which the barrier is disposed, the downstream end of the fixed rail segment (2c ) located upstream of the temporary passageway has an extension (2f) behind which is to be placed the upstream end of the corresponding movable arm segment (11) when said movable segment (11) is in closing position.   - Safety barrier according to claim 2, characterized in that, with reference to the normal direction of movement (F) of the vehicles on the track along which the barrier is disposed, the downstream end of the movable boom segment (10) located downstream of the temporary passageway has an extension (lOb) to be placed in front of the upstream end of the corresponding fixed smooth segment (2b) when said movable segment (10) is in closing position.   6. Safety barrier according to claim 1, characterized in that the movable part is formed of a single leaf.   A safety barrier according to claim 1, characterized in that the movable part is formed of at least two leaves (10 and 11, 16 and 17) and, with reference to the normal direction of circulation (F) of the vehicles. in the track along which the barrier is arranged, the leaf (11) situated upstream of the other (10) has a downstream extension (11b) which must cover the upstream end of the said other leaf (10).   8- Safety barrier according to claim 7, characterized in that at least one of the leaves is composed of at least two elements, one of which is called "base" is hinged to the fixed part and the other, or each of the others, is articulated to the preceding segment along vertical axes, so that said element or elements can be   folded against the base element.   9- Safety barrier according to claim 2, characterized in that the articulation between two segments is constituted by yokes (207- 209 and 208-210, 307-309 and 308-310) which are mounted movably around a vertical pivot (211-311) and which are integral with the actual smooth articulated segments (2b and 10, 11il and 2c). Safety barrier according to claim 1, characterized in that the articulated arm segment (10-11, 16-17) is mounted to move at an angle of approximately so that it can be placed in the open position behind the face of the fixed part (2b-2c) opposite to the normal traffic lane of the vehicles and substantially against this face.   11- Safety barrier according to claim 1, characterized in that at least one of the leaves (16-17) rests, in the vicinity of its end opposite to that which is connected to the hinge (20-30), on a yoke supporting a horizontal axis for at least one wheel (18-19) which is preferably in contact with a smooth running track (AB), in a circular arc centered on the axis vertical articulation.   12- Safety barrier according to claim 1, characterized in that the fixed part is reinforced in order to have a mechanical strength compatible with the specific forces to the movements of the movable part (10 and 11, 16 and 17). 13- A safety barrier according to claim 12, characterized in that being of the type comprising vertical supports (1) fixed to the ground and at least one smooth (2) secured to said supports (1) parallel to the ground of the track, the vertical supports (1) to which the stringer (2) is secured are closer to one another in the vicinity of the temporary passage than to other the barrier.   14- Safety barrier according to claim 12, characterized in that a stiffener (4) is interposed between at least one fixed rail segment (2) and a spacer (3).