US20140168956A1

US20140168956A1 - Enhanced emergency lighting barrier

Info

Publication number: US20140168956A1
Application number: US14/103,566
Authority: US
Inventors: Ian Burnell
Original assignee: Dublin Institute of Technology
Current assignee: Dublin Institute of Technology
Priority date: 2012-12-13
Filing date: 2013-12-11
Publication date: 2014-06-19

Abstract

Provided is a traffic barrier for alerting oncoming traffic, comprising: a first post, a second post, an expandable barrier portion provided between the first and second posts, the barrier comprising an arrangement of pivotably connected arms, at least one lighting element provided on at least one of the pivotably connected arms. Also provided is a traffic barrier for alerting oncoming traffic, the traffic barrier having an collapsed configuration and an expanded configuration, the traffic barrier comprising: an expandable barrier portion comprising a plurality of pivotably connected arms arranged in a lazy tongs fashion to allow the barrier to expand from the collapsed configuration to the expanded configuration along a first axis, a first leg, and a second leg, wherein the first and second legs extend in a direction transverse to the first axis in the expanded configuration but withdraw towards the arms moving to the collapsed configuration.

Description

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent Application Ser. No. 61/736795, filed 13 Dec. 2012, which is incorporated herein in its entirety.

FIELD OF THE APPLICATION

The present application relates to traffic barriers, and in particular to a portable, freestanding and foldable emergency barrier that can be quickly deployed in any situation where emergency services require traffic to be directed away from the scene of an incident.

BACKGROUND

Traffic barriers are designed to keep vehicles within the roadway and prevent vehicles from colliding with dangerous obstacles such as boulders, buildings, and walls. Traffic barriers are also installed at roadsides to prevent errant vehicles from traversing steep slopes or entering deep water. Traffic barriers may also be installed within medians of divided highways to prevent vehicles from entering the opposing carriageway of traffic and help to reduce head-on collisions. Some of these barriers, designed to be struck from either side, are called median barriers. Crash barriers can also be used to protect vulnerable areas like school yards, pedestrian zones or fuel tanks from errant vehicles. All the aforementioned barriers are generally fixed in place.
Portable traffic barriers are another type of traffic barrier that can be used at accident and emergency scenes. These barriers may have lighting elements for providing a warning to oncoming traffic that an accident has occurred, to slow down, and/or to move to another lane. When dealing with a road traffic accident (RTA) emergency services have what is referred to as a “Golden Hour”. This Golden Hour is the time window for getting a patient to permanent medical care from the moment of impact. With this in mind there are several different steps that must be followed in a very specific order to ensure that the patient can be extricated the patient safely and ensure not to inflict any further injury.
The overall plan for dealing with an RTA consists of six steps, which can be further broken down. These six steps are as follows:
Scene safety
Early casualty contact
Stabilise the vehicle
Rapid entry and casualty care
Create space
Rescue, package and transport.
While approaching the accident the officers and crew start to observe the scene and begin taking note of different factors that will influence how they will deal with the incident. These factors include; weather conditions, road conditions, casualties, traffic congestion, etc. With all this information in mind the crew can begin to approach the scene and slow down following traffic by driving slower themselves and blocking the different lanes of traffic where possible.
Once a crew has reached the scene of the incident the crew can begin to create a safe working area. It is clearly undesirable for a crew to place themselves in a dangerous situation where further injuries might arise.
Accordingly, a common approach is to begin with a fend-off procedure. The fend-off usually starts about 400 metres back (if possible) from the incident in the direction of approaching traffic. At this point a reflective sign may be placed warning oncoming traffic that there is an accident ahead and to slow down or prepare to stop. The second stage of the fend-off may be a line of cones and lights designed to direct and divert the traffic away from the incident. This fend-off line is also the first stage of marking out the Safe Working Area.
The third stage of the fend-off is the use of a fire appliance, ambulance or other emergency vehicle to deter oncoming traffic. For example, the emergency vehicle may be parked at an angle to the road at a distance of 25 metres from the incident itself, to block any traffic that does not see the sign or cones. This will provide some final protection to the crew. One thing to note is that all the equipment used in a road traffic accident is typically placed on the passenger's side of the vehicle. This means when the vehicle is parked across the lanes of traffic all the equipment required is on the inside of their safe working area.
While one or more crew members set up the fend-off the other crew members may be working their way towards rescuing the casualties.
Nonetheless, resources are limited and a large amount of time may be wasted setting up the fend-off area.
A number of different objects may be used to set up the fend-off line including foldable cones, which may be interspersed with flashing lights. However, this process may take some time as the lights used can be cumbersome and difficult to set up single-handedly. The crew member may also struggle to carry more than four cones or three lights at a time.
As a crew member may have to return to the vehicle more than three times to set up a fend-off for three lines of traffic. This entire process is performed every time the crew attends the scene of an incident. An important thing to remember is that this fend-off may be up to 200 metres from the incident. Thus, the crew member may have to walk over a kilometre to set up this Fend-off. This task can be dangerous in certain circumstances. If the crew are attending a crash on a poorly lit motorway, at night or in fog it can become quite hazardous. Even though the crew members may be wearing personal protective equipment (PPE), which includes a reflective jacket, it can be very difficult for oncoming traffic to see the crew members walking on the road on their way to set up the Fend-off.
Another approach is to use ‘Quick’ cones. Quick cones are used when traditional cones are too cumbersome. They offer portability and stability and can be deployed in a matter of seconds. The quick cone has a highly reflective surface, locks into position when placed on the ground, and when lifted to be put away it immediately unlocks and folds flat for storage. A set of four such cones can fit in a storage bag and the cone height is about 450 mm. However these cones suffer from several drawbacks. The cones tend to break from over use, are flimsy, only a few can be carried at a time and can be awkward with gloves. Further, it can take a lot of time to lay out the cones, they are not very visible, especially at night, and they must be facing the right direction to ensure the best visibility.
Emergency lighting may also be employed in which for example a housing is provided on a stand. The housing may contain a light such as a single super bright flashing LED with a uni-directional lens and a handle may be provided to allow for carrying. Unfortunately these are not stable in high winds, are cumbersome, turn themselves on and off while being transported, and have to face a certain way to be visible. Further, the apparatus takes a relatively long time to set up especially when closing off more than one lane of traffic. Whilst flatter versions of safety light are known, e.g. PowerFlare™ from the Power Flare Corporation of California, these still can take time to lay out. Additionally, these flatter versions are very low to the ground and may be difficult to see by approaching traffic.
Another known type of traffic barrier, albeit not used by emergency services, is a plastic expandable barrier comprising two plastic posts with a lazy tongs type barrier with reflective strips extending between them (e.g. http://grandchess.en.alibaba.com/product/357957191-50356198/Traffic_Barrier_Expandable_barrier/html). Warning lights may be provided on the plastic posts. A disadvantage of this type of barrier is that it cumbersome and would occupy excessive space on a fire appliance, where the available space tends to be limited with equipment typically stored in drawers which in turn limit the size of equipment.
Another device is a multi-cone device which includes a set of six flat-bladed reflective red and white cones on an expandable base. The device can be easily deployed, is ideal for making hazardous situations safe in seconds, and when expanded is wide enough to close off one traffic lane. The size of the device is about 2.7 m long when fully expanded, 450 mm high, and weighs about 5 kg. A disadvantage of this multi-cone device is that lights are also generally required. Moreover, and in common with many of the earlier signage, in a multi-lane situation drivers may be confused as to which direction to go as the cones may serve to block one lane but not indicate which lane should be used. At the same time, the crew members remain vulnerable when setting up the fend-off.
Another approach is to use a road sign trailer, which may be used both as a sign including an arrow directing traffic left or right and also to carry other signage. Typically, such a trailer might have a large lit sign on the roof that folds out to face traffic. Whilst such a sign addresses a significant number of the problems identified above, a disadvantage of such trailers is that they must be transported by a vehicle other than the fire engine or other primary emergency vehicle. Additionally, they may not be on the scene of the incident immediately, necessitating that crew establish a fend-off using more conventional cones before being reinforced upon the arrival of the road sign trailer.
Accordingly, in view of the types of emergency signage and barriers described above and the associated limitations thereof, there is a need for an improved traffic sign that can be deployed quickly in emergency situations for fully alerting oncoming traffic.

SUMMARY

These and other problems are addressed by a traffic barrier provided in accordance with the present teaching.
In a first embodiment, a traffic barrier is provided for alerting oncoming traffic. The barrier comprises a first post, a second post and an expandable barrier portion provided between the first and second posts. The barrier portion comprises an arrangement of pivotably connected arms in which there is at least one lighting element provided on at least one of the pivotably connected arms.
The arms of the barrier portion are suitably arranged in a lazy tongs fashion. There may be at least one lighting element provided on each arm of the barrier portion. There may be are a plurality of lighting elements with at least one switch for operating the at least one lighting element. In a first mode of operation, the at least one switch is configured to selectively switch a first set of the lighting elements to create an illuminated sign indicating a first direction.
In a second mode of operation the at least one switch is configured to selectively switch a second set of the lighting elements to create an illuminated sign indicating a second direction opposing the first direction.
In a third mode of operation the at least one switch is configured to operate both the first and second sets of lighting elements.
The at least one switch may be provided on at least one of the first and second posts.
A power supply may be housed for the at least one lighting element within at least one of the first and second posts.
The barrier may further comprise light reflective strips on at least one of the pivotably connected arms.
The reflective strips may comprise strips of alternating colour extending longitudinally along the at least one pivotably connected arm.
The light reflective strips may comprise parallel reflective strips arranged along the pivotably connected arm with a lighting element therebetween.
The barrier according to claim 1, further comprising electrical connections for the at least one lighting element, the electrical connections provided along the pivotably connected arms and through pivots for pivoting the arms.
The pivot may comprise a coupling mechanism having a through-hole extending through the bolt for receiving the electrical connections.
The lighting element(s) may be provided as LED strip(s). Suitably, the LED strip(s) are waterproof.
The barrier may provide a first leg which may be extended from the first post to support the barrier. The barrier may further comprise a second leg which may be extended from the second post to support the barrier.
The first and second legs are slideably coupled to the first and second posts respectively through slots defined in the posts.
In a second embodiment, a traffic barrier is provided with a collapsed configuration and an expanded configuration, the traffic barrier comprising: an expandable barrier portion comprising a plurality of pivotably connected arms arranged in a lazy tongs fashion to allow the barrier to expand from the collapsed configuration to the expanded configuration along a first axis, a first leg, and a second leg, wherein the first and second legs extend in a direction transverse to the first axis in the expanded configuration but withdraw towards the arms moving to the collapsed configuration.
These and other features of the present teaching will be better understood with reference to the following drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The present application will now be described with reference to the accompanying drawings in which:

FIG. 1 illustrates a traffic barrier according to the present teaching in an expanded deployed configuration;

FIG. 2 illustrates a scissors mechanism employed in the traffic barrier of FIG. 1 based on a lazy tong expanding mechanism;

FIG. 3 illustrates reflective strips on the individual sections of the barrier;

FIG. 4 illustrates a mechanism connecting a leg to a front post of the barrier;

FIG. 5 is a perspective view of the barrier in an expanded configuration showing the expandable leg mechanism;

FIG. 6 is a side view of the barrier showing the leg mechanism, wherein the barrier portion is oriented in a substantially upright position with respect to a surface such as a road or traffic lane;

FIGS. 7 a to 7 c respectively illustrate a front view of the barrier in the first folded configuration with posts at both ends of the barrier portion, a side view with the leg mechanism folded up, and a side view with the leg mechanism expanded; and

FIG. 8 is a front view of the barrier in an expanded configuration showing the leg mechanism attached to each of the posts.

DETAILED DESCRIPTION OF THE DRAWINGS

Exemplary arrangements of a traffic barrier provided in accordance with the present teaching will be described hereinafter to assist with an understanding of the benefits of the present teaching. Such a barrier will be understood as being exemplary of the type of barrier that could be provided and is not intended to limit the present teaching to any one specific arrangement as modifications could be made to that described herein without departing from the scope of the present teaching.
The present teaching provides a portable, freestanding, and foldable traffic barrier for alerting oncoming traffic. The traffic barrier comprises a first post, a second post, an expandable barrier portion provided between the first and second posts, the barrier portion comprising an arrangement of pivotably connected arms, and at least one lighting element provided on at least one of the pivotably connected arms.
The barrier portion may be operably oriented in a substantially upright laterally expanded position in a deployed configuration. It will be understood by the person of ordinary skill in the art therfore that the barrier is configured to be deployed on a substantially horizontal surface such as a road or traffic lane. The barrier portion may be disposed in a substantially upright orientation in order to face oncoming traffic. In this regard, the one or more lighting elements may be disposed on a front of the barrier portion. The barrier portion is also configured to be expanded laterally to extend across the width of a road or traffic lane.
The traffic barrier has an collapsed configuration and an expanded configuration, the traffic barrier comprising an expandable barrier portion comprising a plurality of pivotably connected arms arranged in a lazy tongs fashion to allow the barrier to expand from the collapsed configuration to the expanded configuration along a first axis, a first leg, and a second leg, wherein the first and second legs extend in a direction transverse to the first axis in the expanded configuration but withdraw towards the arms moving to the collapsed configuration.
FIG. 1 illustrates a traffic barrier 100 according to the present teaching in an expanded deployed configuration. Referring to FIG. 1, the barrier 100 includes a barrier portion 200 that may be expanded laterally from a collapsed configuration to a deployed (expanded) configuration. In the deployed configuration, the bottom part of the barrier portion may rest upon the road surface.
In the deployed configuration, the barrier is supported at each end by a leg 400 extending rearwardly and downward onto the road surface. The barrier 100 also comprises two front posts 300 respectively attached to opposing ends of the barrier portion 200 for manipulating the barrier portion 200 between a collapsed (storage) configuration and the expanded deployed configuration. Each front post 300 may also serve as a coupling means between the barrier portion 200 and the respective leg 400. When deployed, the legs 400 may support the barrier portion 200 in a substantially upright position with respect to the surface on which the barrier is deployed. When deployed, the legs 400 extend to the rear of the barrier portion 200 with the front of the barrier portion 200 facing oncoming traffic. Thus, the expandable barrier portion 200 is configured to allow the barrier to expand from the collapsed configuration to the expanded configuration along a first axis, and the legs 400 extend in a direction transverse to the first axis in the expanded configuration but withdraw towards the arms moving to the collapsed configuration.
The barrier 100 may be stored or transported in the collapsed configuration and retrieved and deployed in the expanded configuration in an emergency situation to guide traffic such as at the scene of a vehicle accident.
The front posts 300 may be attached to respective ends of the barrier portion 200. Thus the barrier portion 200 may be disposed between the two front posts 300. In the first stored configuration, the two front posts 300 are pushed together collapsing the barrier portion 200. For deployment from the collapsed configuration, the front posts 300 may be gripped and pulled apart to expand the barrier portion 200. The expansion of the barrier portion 200 may be limited by the mechanism of the barrier portion 200, which will be described below. However, it will be appreciated the barrier portion 200 may be expanded to any position between the folded configuration and a “fully expanded” configuration. In one arrangement, the width of the barrier 100 in the first folded configuration may be about 130 mm and the width of the barrier in the fully expanded configuration may be about 640 mm, which is almost 4.9 times the width in the folded configuration. However, the present teaching is not limited to such measurements, and the person of ordinary skill in the art will appreciate that the barrier may have other sizes suitable for the purpose for which it is intended.
The front posts 300 may accommodate control elements such as electronics and switches for controlling lighting on the barrier. A controller may be included for configuring the lighting to flash. Power supplies such as batteries may also be housed in the front posts 300 for powering the one or more lighting elements. To protect the ends of the individual arms of the barrier portion 200, the front posts 300 and the legs 400, and the lighting strips inside the sections of the barrier portion 200, standard ribbed rectangular inserts may be used. These inserts may be popped into the top and bottom ends of each section and may protect the electronics therein from water and other liquids as well as any debris that may be caught in the tubing if not present. The inserts may comprise plastic.
The traffic barrier may provide a highly visible, advanced warning system for oncoming traffic. The barrier is portable and can be quickly deployed in any traffic situation, such as for example where the emergency services require traffic to be directed away from the scene of an incident.
The barrier may have a completely reflective front surface and a built-in lighting system indicating to traffic which direction to turn, either left or right or indicating that the lane is closed. These features make the barrier ideal for use in either daylight or night-time scenarios, creating a safe working area for both emergency service personnel and any casualties on the scene.
Referring to FIG. 2, the barrier portion 200 may comprise a scissors mechanism comprising a plurality of pivotably connected arms 250 based on the familiar “lazy tong” type expanding mechanism. In this regard, the scissors mechanism may comprise a plurality of pivotably connected arms 250 arranged in a criss-cross ‘X’ pattern, as illustrated in FIG. 2. The pivotable connections may be provided by a coupling mechanism such as for example a nut and bolt or snap bushing. The lazy tong scissors mechanism has a large expansion ratio when opened from a collapsed position and uses relatively few moving parts. The mechanism can close to a very compact size and is quite large when fully expanded. The scissor mechanism also offers the ability to configure lighting arrows that may be electrically switched to point in either a left or right direction without having to flip the barrier around, thus making the barrier easy to deploy. In one exemplary construction, the scissors mechanism may comprise three ‘X’ sections. Each X section comprises two arms 250 pivotably connected at their mid-points. The ends of each arm 250 are pivotably connected to corresponding arms 250 of an adjoining X section or to the post as appropriate.
The individual arms 250 may have longitudinal recesses defined therein for receiving lighting elements and associated wiring. These recesses may be provided by using arms with U, H or rectangular cross sections. The arms 250 may be formed in any suitable material including both plastic and metal. Lighting elements may be fixed to the arms 250 by suitable fixing means, including for example mechanical fixings and adhesive. Each arm 250 may be formed to be 1 metre in length. In one arrangement, a U-track portion and a flat back piece may be adhesively bonded together and the lighting elements such as LED strips may be housed in the tubing.
As mentioned above, the barrier 100 may comprise a reflective front surface. In this regard, the individual arms 250 of the scissors mechanism and the leg mechanism may provide reflective surfaces. These reflective surfaces may comprise reflective strips. FIG. 3 illustrates reflective strips 210 on the individual sections. Referring to FIG. 3, the reflective strips 210 may be disposed on a front of the barrier portion 200 so as to face oncoming traffic. The reflective strips 210 may comprise alternating coloured strips extending longitudinally along the arms 250. The alternating coloured strips may comprise red and yellow strips but other combinations are possible including blue and silver depending on the particular usage requirements. Each of the reflective strips 210 may comprise two separate portions 212 and 214 respectively disposed along both longitudinal edges of the respective arms 250, thereby defining a gap 213 in the middle of the reflective strip 210 for accommodating the one or more lighting elements. The reflective strips 210 may comprise vinyl. In addition to or in place of the reflective strips, the reflective surfaces may provide reflective content, e.g. text or graphics, to identify to oncoming traffic the nature of the reason for the barrier. For example, the content might be in text form identifying “Men at Work” or “Accident Ahead” which would be be visible in the reflective surfaces.
As mentioned above, the barrier may comprise one or more lighting elements in the barrier portion 200 for alerting oncoming traffic. The one or more lighting elements may comprise any suitable lighting for this purpose, and may be disposed in the sections of the barrier portion 200 so as to face oncoming traffic. Suitably, the one or more lighting elements may comprise one or more lighting strips such as LED strips creating respective individual circuits. The one or more lighting strips may be arranged to be housed in the reactangular tubing sections of the pivotably connected arms 250 the barrier portion 200. The lighting strips may extend longitudinally along the pivotably connected arms 250. Each of the one or more lighting strips may comprise individual lighting elements spaced at close intervals along the strip. The lighting strips may be disposed to correspond to the gap 213 between the separate portions 212 and 214 of the reflective strips, that is, disposed between the separate portions of the reflective strips. In one arrangement, the barrier portion 200 may comprise two lighting strips, creating two separate circuits. Each lighting strip may be configured to be operated independently of each other. In this regard, each lighting strip may be powered by a separate battery or common battery. The one or more batteries may be positioned in either or both of the left and right front posts 300. Switches may also be located in the left and right front posts 300. The lighting strips may be configured to produce different lighting effects. In one arangement, one or more of the lighting strips may be configured on one portion of the barrier portion 200 to create an arrow of lights pointing to the left, while one or more other lighting strips may be configured on another portion of the barrier portion to create an arrow of lights pointing to the right. FIG. 2 illustrates an arrangement of the scissors mechanism with 3 ‘X’ sections. It will be appreciated that in order to configure a lighting strip to create lighting effects such as an arrow of lights pointing to the left or right, the lighting strip may be disposed in different sections of the scissors mechanism. For example, as illustrated in FIG. 2, a lighting strip configured to create an arrow of lights pointing to the left may be disposed in Sections L1, L2, L3, L4, L5 and L6. Similarly, a lighting strip configured to create an arrow of lights pointing to the right may be disposed in Sections R1, R2, R3, R4, R5 and R6. In order to fit the lighting strip in different sections of the scissors mechanism, the lighting strip may extend along one pivotably connected arm 250, be linked to an adjacent pivotably connected arm 250 via the coupling mechanism linking the two arms 250, and be configured to then extend along the adjacent pivotably connected arm 250. In this regard, a nut and bolt assembly or snap bushing may be used as the coupling mechanism and a through-hole extending longitudinally through the bolt may enable the lighting strip to pass from one arm 250 to the adjacent arm 250.
In another arrangement, all the lighting strips may be configured to be turned on at the same time in order to indicate that a traffic lane is closed. It will also be appreciated that the lighting strips may be configured on the barrier portion 200 to create other lighting shapes other than arrows. In other arrangements, three or more lighting strips may be utilized, thereby creating multiple lighting effects.
The lighting strips may comprise waterproof high-output LED light strips, which are ideal for use in low visibility scenarios. LEDs have several advantages over other light sources. LEDs consume less energy than other light sources making them much more efficient, may be supplied in a variety of colours and sizes as well as being configurable in strips. Each LED strip may be easily installed into respective sections of the scissors mechanism and powered by an appropriate battery or set of batteries. The LED strips may incorporate differently coloured LED's which using appropriate switching may allow a user to select an appropriate colour based on the conditions.
The lighting in the barrier may be pre-configured for the intended use. Thus the colour of the LED lighting may be preset to be blue for Irish Emergency services, red and white for US fire services or orange for the construction industry. This presetting may be by virtue of configuring multi colour lighting strips appropriately or by selecting the appropriate lighting strip for an intended use. Alternatively, where multi coloured lighting is employed, a switch may be provided to allow a user to switch between different modes of usage, for example between red and white for US fire services or orange for the construction industry.
As mentioned earlier, each of the lighting strips may be powered by a separate battery. Thus each battery may power a different lighting circuit. The battery may be a rechargeable battery, for example a Nickel-metal hydride (Ni-MH) battery. To change the battery, the bottom insert in the front posts 300 may be removed, the battery disconnected, and slid out. Alternatively, a socket or similar connection may be provided on the barrier for direct connection to a charging supply. It will be appreciated that a plurality of batteries may be provided in both parallel and series configurations in order to achieve a desired output voltage and capacity.
To turn the lights on or off, the lighting strips may be controlled by one or more switches on either or both front posts 300. In one exemplary configuration, a switch on the left front post 300 may control the lights pointing to the right, while a switch on the right front post 300 may control the lights pointing to the left. Where two lighting circuits are used, the user also has the option to turn on both circuits thereby creating three “X” shapes, which may signify that a lane of traffic is closed. A controller may be configured to cause the lights to flash or light continuously in response to a user activating a switch.
The at least one leg 400 may comprise a leg 400 at each front post 300. FIG. 4 illustrates a mechanism for connecting the leg 400 to the post 300. The leg mechanism may be configured to expand either as the entire barrier opens up or separately. A longitudinal slot 320 may be formed in a top side portion of the front post 300. The leg 400 may be slideably coupled to the front post 300 via a pin 410 coupled to a top portion of the leg 400, which slides in the slot 320 formed in the top portion of the front post 300. It will be understood that when the barrier is in the closed storage configuration, the pin 410 of the leg 400 may be disposed at the upper end of the slot 320 such that the leg 400 is substantially parallel to the front post 300. The leg 400 may be deployed to the rear of the barrier portion 200 by downward movement of the pin 410 in the slot 320, and is limited in its movement to the rear by the bottom of the slot 320 in the front post 300. It will also be appeciated that movement of the leg 400 to the rear reduces the height of the barrier portion 200. However, when deployed, the barrier portion 200 may always be oriented in a substantially upright position irrespective of the extension of the leg 400. The leg 400 may additionally be supported by a leg support strut 420 which is pivotable about a bottom of the front post 300 and a middle portion of the leg 400.
FIGS. 5 to 7 illustrate the barrier in various configurations and views. FIG. 5 is a perspective view of the barrier in an expanded configuration showing the expandable leg mechanism including the leg 400 and the leg support strut 420. FIG. 6 is a side view of the barrier showing the leg mechanism, wherein the barrier portion 200 is oriented in a substantially upright position with respect to a surface such as a road or traffic lane. FIGS. 7 a to 7 c respectively illustrate a front view of the barrier in the first folded configuration with posts 300 at both ends of the barrier portion 200, a side view with the leg mechanism folded up, and a side view with the leg mechanism expanded. FIG. 8 is a front view of the barrier in an expanded configuration showing the leg mechanism attached to each of the posts 300. In one arrangement, in the first folded configuration, the barrier may have a length of about 335 mm long and a width of about 100 mm. In the fully expanded configuration, the barrier may have a length of about 2230 mm and a width of about 630 mm. This means the barrier may expand more than six times its folded length when it is fully expanded.
The barrier may be quickly deployed by simply placing the unit on the ground, extending the legs and then pulling the barrier apart. An inherent safety feature of the presently described barrier is that the barrier may not be opened until the legs have been extended. The lighting may be activated by pressing either of the on/off switches on the front posts on either side of the unit. This may activate directional lighting arrows if configured in such a manner. To activate the “Lane Closed” light effect, both switches may be turned on to create the triple X pattern.
As mentioned above, the barrier may be designed to be lightweight and robust. The product may be handled roughly and must withstand the stresses and strains on a regular basis over a long period of time.
The barrier may substantially comprise plastic as mentioned previously. As LED strips may be attached to the barrier, which may direct traffic in low visibility scenarios, the plastic may be a transparent Polyethylene Terephthalate Copolymer (PETG).
The primary uses for PETG are in the medical devices industry and in some street furniture. PETG is a thermoplastic and considered to be vandal proof. It will thus be appreciated that when PETG is heated it can be reformed without losing any of its properties. PETG can also be easily bent into shape to create the U-Track shape.
Advantages of the barrier according to the present teaching may include the following. The barrier is configured to be highly visible in all types of environment lighting by virtue of the built-in lighting and reflective front surface. The barrier may provide oncoming traffic ample warning that there is an accident on the road ahead. Due to its configuration as described above, the barrier may quickly and efficiently redirect traffic into a diversion lane, is lightweight and compact making it ideal for storage not only in emergency service vehicles but also in the storage compartment of most vehicles. The barrier may also create a safe working area for crew members working at the scene of an accident as well as for road users by avoiding any future accidents because of a poorly signed Fend-off. A further advantage is that the person deploying the barrier may use the un-deployed barrier as a safety measure when walking to the position where the barrier is to be deployed. In this mode of the use, the user may hold the barrier in front of them as they walk towards to the deployment position so that oncoming vehicles will see the reflective strips of the barrier. More particularly, the user conveniently can hold the top part of each strut in each hand using them as handles. At the same time the lighting may be switched on to further illuminate the person to on-coming traffic. An advantage of the present arrangement is that the use of the front post reduces the risk of finger catching, which might otherwise be present.
The words comprises/comprising when used in this specification are to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.
While the present teaching has been described with reference to some exemplary arrangements it will be understood that it is not intended to limit the present teaching to such arrangements as modifications can be made without departing from the spirit and scope of the present teaching. In this way it will be understood that the invention is to be limited only insofar as is deemed necessary in the light of the appended claims.

Claims

What is claimed:

1. A traffic barrier for alerting oncoming traffic, comprising:

a first post,

a second post,

an expandable barrier portion provided between the first and second posts, the barrier portion comprising an arrangement of pivotably connected arms; and

at least one lighting element provided on at least one of the pivotably connected arms.

2. The barrier according to claim 1, wherein the arms of the barrier portion are arranged in a lazy tongs fashion.

3. The barrier according to claim 1, wherein at least one lighting element is provided on each arm of the barrier portion.

4. The barrier according to claim 1, wherein there are a plurality of lighting elements, the barrier comprising at least one switch for operating the at least one lighting element.

5. The barrier according to claim 4, wherein in a first mode of operation the at least one switch is configured to selectively switch a first set of the lighting elements to create an illuminated sign indicating a first direction.

6. The barrier according to claim 5, wherein in a second mode of operation the at least one switch is configured to selectively switch a second set of the lighting elements to create an illuminated sign indicating a second direction opposing the first direction.

7. The barrier according to claim 6, wherein in a third mode of operation the at least one switch is configured to operate both the first and second sets of lighting elements.

8. The barrier according to claim 4, wherein the at least one switch is provided on at least one of the first and second posts.

9. The barrier according to claim 1, wherein a power supply for the at least one lighting element is housed within at least one of the first and second posts.

10. The barrier according to claim 1, further comprising light reflective strips on at least one of the pivotably connected arms.

11. The barrier according to claim 10, wherein the reflective strips comprise strips of alternating colour extending longitudinally along the at least one pivotably connected arm.

12. The barrier according to claim 10, wherein the light reflective strips comprise parallel reflective strips arranged along the pivotably connected arm with a lighting element therebetween.

13. The barrier according to claim 1, further comprising electrical connections for the at least one lighting element, the electrical connections provided along the pivotably connected arms and through pivots for pivoting the arms.

14. The barrier according to claim 13, wherein the pivot comprises a coupling mechanism having a through-hole extending through the bolt for receiving the electrical connections.

15. The barrier according to claim 1, wherein the at least one lighting element comprises an LED strip.

16. The barrier according to claim 15, wherein the LED strip is waterproof.

17. The barrier according to claim 1, further comprising a first leg which may be extended from the first post to support the barrier.

18. The barrier according to claim 17, further comprising a second leg which may be extended from the second post to support the barrier.

19. The barrier according to claim 18, wherein the first and second legs are slideably coupled to the first and second posts respectively through slots defined in the posts.

20. A traffic barrier for alerting oncoming traffic, the traffic barrier having an collapsed configuration and an expanded configuration, the traffic barrier comprising:

an expandable barrier portion comprising a plurality of pivotably connected arms arranged in a lazy tongs fashion to allow the barrier to expand from the collapsed configuration to the expanded configuration along a first axis,

a first leg, and

a second leg, wherein the first and second legs extend in a direction transverse to the first axis in the expanded configuration but withdraw towards the arms moving to the collapsed configuration.