WO2021240142A1

WO2021240142A1 - A vehicle security barrier system with shallow-footing arrangement

Info

Publication number: WO2021240142A1
Application number: PCT/GB2021/051264
Authority: WO
Inventors: Mark Stone
Original assignee: Mark Stone
Priority date: 2020-05-25
Filing date: 2021-05-25
Publication date: 2021-12-02
Also published as: GB202007767D0; GB2595457A; GB2595457B

Abstract

A hostile vehicle mitigation (HVM) vehicle security barrier system (100) comprising a shallow-footing arrangement (F); the vehicle security barrier system (100) comprising a first support member (14); a second support member (14); and a panel (21) fixedly secured between the first and second support members (14), the panel (21) having a reinforcing arrangement therein, which reinforcing arrangement extends through the panel (21) and into each of the first and second support members (14); the shallow-footing arrangement (F) disposed below ground comprising a first footing section (B) comprising first and second spaced apart and adjoined plates (73, 76), within which first and second plates (73, 76) a bottom end section of said first support member (14) is located and to which said bottom end section of said first support member (14) is securely affixed; a second footing section (B) comprising third and fourth spaced apart and adjoined plates (73, 76), within which third and fourth plates (73, 76) a bottom end section of said second support member (14) is located and to which said bottom end section of said second support member (14) is securely affixed; and a physical interconnection (80a, 80b, 82) between the first and second footing sections (B).

Description

A VEHICLE SECURITY BARRIER SYSTEM WITH SHALLOW-FOOTING

ARRANGEMENT

FIELD OF THE INVENTION

The present invention relates to a vehicle security barrier and system for hostile vehicle mitigation (HVM) which seeks to protect pedestrians (and other pavement users) from potential vehicle impact. More particularly, but not exclusively, the present invention relates to vehicle security barrier system that may utilise “clear view” type guard rails and to an improvement or modification of such guard rails to provide pavement users with a greater degree of protection, against a vehicle mounting the walkway or pavement. The invention finds particular and especially advantageous application in locations where there is a limit on the depth of the footing that can be excavated in order to install the vehicle security barrier system. For example, a bridge structure has a very limited excavation depth for digging a foundation and installing a footing. By providing a shallow-footing vehicle security barrier system that can be used in such and other applications, the present invention is particularly advantageous.

Aspects of the invention relate to a shallow-footing arrangement for use in an HVM vehicle security barrier system; to an HVM vehicle security barrier unit and to a method of forming a shallow-footing arrangement for use in a hostile vehicle mitigation (HVM) vehicle security barrier system.

BACKGROUND OF THE INVENTION

Guard rails are a common pedestrian safety feature. It is known to provide guard rails or pedestrian safety railings, particularly in urban areas, to safeguard pedestrians and pathway users. Typically, such guard rails are used outside schools, along high streets and along central reservations; and are provided to stop pedestrians from stepping into roads or crossing roads in high-risk locations. The guard rails are also useful at stopping groups or crowds of people in busy places from accidentally spilling over into a road, for example, outside schools and sports stadiums. Such guard rails may have a generally rectangular section, two supporting upright legs for each generally rectangular section, one or more cross-members, and optionally a visibility gap at the top of the guard rail barrier. The guardrail barriers or panels may be made from galvanised steel and may be powder coated. Such barriers or guard rails are also known as “clear view pedestrian guard rails”, and are often installed in sections comprising two, three or more guide rail panels, affixed together and concreted into the ground.

The installation of such road-side guard rails is typically controlled and maintained by local councils or local authorities. Such entities are usually also responsible for maintaining the barriers. The barriers themselves may need to comply with certain standards, for example, a concrete foundation for each leg of a barrier may need to comply with British Standards. Permission for installation of a barrier in a public location is strictly controlled by local authorities who need to consider safety and the aesthetic impact on the local area.

The British Standards Institute (BSI) has established a British standard BS7818:1995 which specifies the requirements for pedestrian and other non-vehicular user restraint systems in metal for use on roads and highways. This BSI standard dates back to 1995 and is a standard for pedestrian barriers which are intended to control or guide the flow of people. In more recent times, it has become of greater necessity to safeguard against vehicles being used as weapons. Accordingly, there are a number of standards that relate to vehicle security barriers (VSBs). The purpose of VSBs is to stop a vehicle, or to at least resist a vehicle impact. For example, the International Organization for Standardization (ISO) has established an international Workshop Agreement IWA 14-1 :2013 which specifies the essential impact performance for a vehicle security barrier and a test method for rating its performance when subjecfed to a single impact by a test vehicle (not driven by a human being).

Accordingly, it will be recognised that there is a significant difference between a pedestrian guide rail on the one hand and a vehicle security barrier (VSB) on the other. A pedestrian guide rail is suitable for providing a degree of separation between vehicular road traffic and pedestrians and is useful in preventing pedestrians, particularly young children, from straying off into dangerous or off-limits areas. These barriers are unlikely to provide much, if any protection in the event a vehicle collided into the barrier. Existing pedestrian guide rail barriers are not intended to withstanding a deliberate, targeted and malicious impact from a vehicle- borne attack. In contrast, their purpose is to inhibit pavement users from stepping out into the road and to encourage pavement users to follow a safer route or find a safer location for crossing a road.

The applicant’s prior patent application GB 1816944.1 disclosed an improvement in the field of vehicle security barriers (VSBs) that has particular benefit for pedestrian safety in situations where an existing pedestrian safety guardrail exists. The Hostile Vehicle Mitigation (HVM) system shown therein comprised a panel; a reinforcing arrangement; a first support member; and a second support member. The panel included first and second rail members, extending transversely between the first and second support members; and a third rail member extending vertically between the first and second rail members. Within the panel, a reinforcing arrangement was provided, which comprised a first cable extending through the first rail member; a second cable extending through the second rail member; and a third cable extending within the third rail member. Each of the cables had first and second attachment components at each of first and second ends respectively, and the first and second support members were arranged to secure the cables therein. The first and second support members each comprised: a tubular main section; apertures in the tubular main section for receiving attachment components of the first, second and third cables; and cover plates affixed thereto for adding strength proximate said aperture. The HVM guardrail disclosed in GB 1816944.1 is capable of stopping a 2.5 tonne pick-up truck travelling at 30mph and has earned the coveted IWA-14 rating in a Highways England Test. The footings which connect the HVM guardrail structure disclosed in GB 1816944.1 to the ground and which may transfer loads from the structure to the ground are not necessarily shallow enough for use in situations where the available depth for excavation and footing installation is very limited.

The present invention, seeks to provide a further development of existing HVM guardrails, including that shown in GB 1816944.1 that has particular benefit in situations where a shallow footing is required.

Aspects and components of the inventive vehicle security barrier system and shallow-footing arrangements taught herein may be utilised in other applications to provide shallow-footing arrangements for a variety of structures, posts, barriers and fences and may advantageously be used in applications other than for HVM pedestrian barrier solutions. For example, the shallow-footing arrangement taught herein may be utilised in other applications to provide a shallow-footing for a wide-range of mountable, installable items, such as but not limited to: signs, traffic lights, street furniture, railings, fences and barriers.

SUMMARY OF THE INVENTION

According to one aspect of the invention, for which protection is sought, there is provided a hostile vehicle mitigation (HVM) vehicle security barrier system comprising a shallow-footing arrangement; the vehicle security barrier system comprising: a) a first support member; b) a second support member; and c) a panel having a reinforcing arrangement therein, which reinforcing arrangement extends through the panel and into each of the first and second support members; the shallow-footing arrangement disposed below ground comprising: d) a first footing section comprising first and second spaced apart and adjoined plates, within which first and second plates a bottom end section of said first support member is located and to which said bottom end section of said first support member is securely affixed; e) a second footing section comprising third and fourth spaced apart and adjoined plates, within which third and fourth plates a bottom end section of said second support member is located and to which said bottom end section of said second support member is securely affixed; and f) a physical interconnection between the first and second footing sections.

Optionally, said panel comprises: at least first and second rail members, extending transversely between the first and second support members. Said reinforcing arrangement may comprise: a first cable extending through the first rail member, the first cable having first and second attachment components at first and second ends thereof; a second cable extending through the second rail member, the second cable having first and second attachment components at first and second ends thereof. The first support member may comprise: a tubular main section; an aperture in the tubular main section for receiving said first attachment component at the first end of the first cable, and means for affixing the first attachment component to the first support member. Said second support member may comprise: a tubular main section; an aperture in the tubular main section for receiving said second attachment component at the second end of the first cable, and means for affixing the second attachment component to the second support member.

Optionally, said physical interconnection between the first and second footing sections comprises a torsion bar affixed at a first end to said first footing section; and affixed at a second end to said second footing section.

Optionally, the first and second spaced apart and adjoined plates of the first footing section comprise: a first base plate and a first footing plate; wherein the first base plate has side members depending therefrom and affixed to the first footing plate, wherein the first base plate has an aperture for locating said bottom end section of said first support member, wherein the first footing plate has an aperture for locating said bottom end section of said first support member and wherein the first base plate is spaced above said first footing plate whereby the apertures for receiving said bottom end section of said first support member in the first base plate and first footing plate are in spaced registry with one another, with the first base plate at a greater elevation than the elevation of the first footing plate.

Optionally, the third and fourth spaced apart and adjoined plates of the second footing section comprise: a second base plate and a second footing plate; wherein the second base plate has side members depending therefrom and affixed to the second footing plate, wherein the second base plate has an aperture for locating said bottom end section of said second support member, wherein the second footing plate has an aperture for locating said bottom end section of said second support member and wherein the second base plate is spaced above said second footing plate whereby the apertures for receiving said bottom end section of said second support member in the second base plate and second footing plate are in spaced registry with one another, with the second base plate at a greater elevation than the elevation of the second footing plate.

Optionally, said physical interconnection further comprises a reinforcing steel-bar mesh which extends substantially between the first and second base plates, wherein said physical interconnection is located over at least a significant part of said torsion bar; and is located over parts of the first and second footing plates; and wherein the physical interconnection further comprises a layer of concrete over said mesh, between the first and second base plates, over at least a significant part of said torsion bar; over parts of the first and second footing plates; and up to an elevation substantially flush with upper surfaces of the first and second base plates.

Optionally, said physical interconnection further comprises a first connecting strip affixed along part a first region of the first footing plate; and affixed along part of a first region of the second footing plate.

Optionally, said physical interconnection further comprises a second connecting strip affixed along part of a second region of the first footing plate; and affixed along part of a second region of the second footing plate.

Optionally, said first footing plate has a generally rectangular section and has a generally triangular section extending outwardly from the generally rectangular section, wherein the first region of the first footing plate is provided by part of the generally triangular section and wherein said second region of the first footing plate is defined by said generally rectangular section.

Optionally, said generally triangular section comprises three elongate bonding apertures, and wherein said generally rectangular section comprises two bonding apertures.

Optionally, said generally triangular section comprises three or more plates arranged and configured to form a divergent shape that fans out from the generally rectangular section. Optionally, the first footing plate has an end-to end length between about 2 x the length of the first base plate and about 4 x the length of the first base plate.

Optionally, said apertures for receiving a support member of an HVM vehicle security system have a diameter (Pd); and wherein said second base plate has a width substantially equal to between about 2.5 x Pd and about 3.5 x Pd; and/or wherein said second base plate has a length substantially equal to between about 3.5 x Pd and about 4.5 x Pd.

Optionally, said second footing plate has a generally rectangular section and has a generally triangular section extending outwardly from the generally rectangular section, wherein the first region of the second footing plate is provided by part of the generally triangular section and wherein said second region of the second footing plate is defined by said generally rectangular section.

Optionally, said generally triangular section comprises three or more plates arranged and configured to form a divergent shape that fans out from the generally rectangular section.

Optionally, said second footing plate has an end-to end length between about 2 x the length of the second base plate and 4 x the length of the second base plate.

Optionally, a depth of the shallow footing arrangement is defined between a top surface of the first base plate; and a top of the underground surface to which the first footing plate is bonded; and wherein said depth of the shallow footing arrangement is between about 65mm and about 80mm.

Optionally, a first bonding agent is disposed generally in a layer beneath a first region of the first footing plate thereby bonding the first region of the first footing plate to an underground surface; and a second bonding agent is disposed generally in a layer between a second region of the first footing plate and said first base plate thereby bonding the second region of the first footing plate in part to said first base plate.

Optionally, a first bonding agent is disposed generally in a layer beneath a first region of the second footing plate thereby bonding the first region of the second footing plate to an underground surface; and a second bonding agent is disposed generally in a layer between a second region of the second footing plate and said second base plate thereby bonding the second region of the second footing plate in part to said second base plate.

Optionally, said first footing plate further comprises at least two bonding apertures and said first bonding agent is disposed in part within a first of the at least two bonding apertures of the first footing plate; wherein said first base plate is secured to said first footing plate; wherein said first base plate comprises a least one bonding aperture and said second bonding agent is disposed in part within a second of the at least two bonding apertures of the first footing plate and is disposed in part within a first of the at least one bonding aperture of the first base plate thereby bonding the second region of the first footing plate in part to said underground surface; and wherein the first and second bonding agents are different chemical bonding agents.

Optionally, said second footing plate further comprises at least two bonding apertures and said first bonding agent is disposed in part within a first of the at least two bonding apertures of the second footing plate; wherein said second base plate is secured to said second footing plate; wherein said second base plate comprises a least one bonding aperture and said second bonding agent is disposed in part within a second of the at least two bonding apertures of the second footing plate and disposed in part within a first of the at least one bonding aperture in the second base plate thereby bonding the second region of the second footing plate in part to said underground surface; and wherein the first and second bonding agents are different chemical bonding agents.

Optionally, the hostile vehicle mitigation (HVM) vehicle security barrier system further comprises a kerb return bracket affixed proximate to a rear edge of the second region of the first footing plate.

Optionally, said apertures for receiving a support member of an HVM vehicle security system have a diameter (Pd); and wherein said first base plate has a width substantially equal to between about 2.5 x Pd and about 3.5 x Pd; and/or wherein said first base plate has a length substantially equal to between about 3.5 x Pd and about 4.5 x Pd.

Optionally, a plurality of buttress plates is welded to the first support member and to the first base plate; and wherein a plurality of buttress plates is welded to the second support member and to the second base plate. Optionally, between about 65mm and about 85mm of the tubular main section of the first support member is disposed within said shallow-footing arrangement; and/or wherein between about 65mm and about 85mm of the tubular main section of the second support member is disposed within said shallow-footing arrangement.

Optionally, surface covering is disposed over the top of the first and second base plates, buttress plates and mesh, and wherein said surface covering has a depth no greater than about 85mm. Said surface covering may comprise concrete.

Optionally, coupled to the rod of the first support member, and wherein the second attachment components of the first, second and third cables each comprise a loop coupled to the rod of the second support member.

Optionally, the first support member comprises three apertures formed in the tubular main section, each of said three apertures for receiving a loop of said first attachment component of the first, second and third cables respectively; wherein the second support member comprises three apertures formed in the tubular main section, each of said three apertures for receiving a loop of said second attachment component of the first, second and third cables respectively; and wherein the system further comprises a first end plate and a second end plate positioned over the three apertures in the first and second support members respectively and attached thereto.

Optionally, the first cable and/or second cable comprise a twisted steel cable having a diameter of about 8mm, about 10mm or about 20mm.

Optionally, said bottom end section of said first support member is centrally located within said first and second spaced apart and adjoined plates, such that said first and second spaced apart and adjoined plates extend beyond said first support member on either side thereof and on either side of a plane containing said panel; and further optionally, said bottom end section of said second support member is centrally located within said third and fourth spaced apart and adjoined plates, such that said third and fourth spaced apart and adjoined plates extend beyond said second support member on either side thereof and on either side of a plane containing said panel.

According to yet and even further aspect of the invention for which protection is sought, there is provided a method of forming a shallow-footing arrangement for use in a hostile vehicle mitigation (HVM) vehicle security barrier system, the method comprising: a) providing a first footing plate having at least two bonding apertures and having an aperture for receiving a support member of an HVM vehicle security system; b) providing a first base plate having side members depending therefrom, the first base plate having a least one bonding aperture and having an aperture for receiving a support member of an HVM vehicle security system, c) locating the base plate above and securing the base plate to said first footing plate whereby the apertures for receiving a support member of an HVM vehicle security system in the first base plate and first footing plate are in spaced registry with one another; d) using a first bonding agent, disposed generally in a layer beneath a first region of the first footing plate and disposed in part within a first of the at least two bonding apertures, bonding the first region of the first footing plate to an underground surface; e) using a second bonding agent, disposed generally in a layer between a second region of the first footing plate and said first base plate and disposed in part within a second of the at least two bonding apertures of the first footing plate and disposed in part within a first of the at least one bonding aperture in the first base plate, bonding the second region of the first footing plate in part to said first base plate and in part to said underground surface.

Optionally, the method includes using different chemical bonding agents for the first and second bonding agents.

Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: FIGURE 1 is a front plan view of an HVM security barrier system according to an embodiment of the invention, wherein five panels are shown installed on a pedestrian walkway (pavement, side walk or footpath) alongside a kerb (curb). The kerb is an edge where the pedestrian walkway meets a road and in this application the road (not shown) spans the length of a bridge;

FIGURE 2 is a perspective view of the FIVM security barrier system of Figure 1 illustrating the direction (DI) from which an attacking vehicle may approach and impact the guardrail fencing;

FIGURE 3A is an exploded view of component parts of a section of the FIVM security barrier system of Figure 1 ;

FIGURE 4 is a cross-sectional view through an installed support member (also referred to as “post” or “smart-post”); shallow-footing arrangement; and pedestrian walkway.

FIGURE 5 is a perspective view of a section of the vehicle security barrier (VSB) system of Figure 1 , wherein kerb stones and paving slabs are removed from the illustration in order to better show part of the shallow-footing arrangement;

FIGURES 6 and 7 are perspective views of an uninstalled unit or section of vehicle security barrier system from the pavement/pedestrian and road/attack-sides respectively; and

FIGURE 8 is a plan view of a footing plate of the shallow-footing arrangement of the FIVM security barrier taught herein.

DETAILED DESCRIPTION OF EMBODIMENTS

Detailed descriptions of specific embodiments of the vehicle security barrier systems, vehicle security barrier units, shallow-footing arrangements, components therefor and methods of installing a vehicle security barrier system with shallow footing of the present invention are disclosed herein. It will be understood that the disclosed embodiments are merely examples of the way in which certain aspects of the invention can be implemented and do not represent an exhaustive list of all of the ways the invention may be embodied. Indeed, it will be understood that the vehicle security barrier systems, vehicle security barrier units, shallow footing arrangements and methods described herein may be embodied in various and alternative forms. The Figures are not necessarily to scale and some features may be exaggerated or minimised to show details of particular components. Well-known components, materials or methods are not necessarily described in great detail in order to avoid obscuring the present disclosure. Any specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the invention.

In addressing the serious concern that existing pedestrian guide rail barriers, installed in a variety of locations, including alongside pedestrian walkways next to roads on bridges, are not intended to withstanding a deliberate, targeted and malicious impact from a vehicle borne attack, the applicant has considered a number of aspects. These include, but are not limited to:

• the public, road users and pedestrians a like, are all very familiar with existing styles of guard rail and that a significant change in appearance could cause complaints and objections;

• a highly protective vehicle security barrier that has an appearance significantly different from those in current use, particularly one which looked like an anti-terror attack structure could create a climate of fear, unnecessarily raise panic levels, make people feel nervous and may make them feel less safe;

• planning permission for installation of new barriers may be very difficult to obtain thus increasing cost and timescale involved in the installation of a completely new style of (vehicle security) barrier;

• installation needs to be quick to reduce labour costs and to minimise any inconvenience to road and pathway users;

• installation needs to be easy or as simple as possible so that it can be done quickly and yet with high-degree of accuracy;

• in spite of the added quality of being able to withstand a deliberate vehicular attack, the panels must still provide a high degree of visibility for both pedestrians and road-user’s alike;

• the cost of a new, more highly protective, vehicle security barrier needs to be as low as possible;

• if maintenance is needed, for example following a “normal” road traffic incident in which a vehicle accidently struck a railing, it is beneficial if a replacement can be easily, quickly and accurately installed;

• it would also be desirable if the transportation and delivery cost of the new, highly protective, vehicle security barrier system could be kept as low as possible; and

• in many locations such as on bridges, the available depth for excavation for the installation of a foundation or footing may be very low, in some cases as low as 75mm and a shallow footing arrangement is needed. With all of these and other considerations in mind, the applicant has created an HVM barrier system comprising a new shallow-footing arrangement that can be used with guardrails having an appearance very similar to that of existing-style guard rail panels. The shallow-footing and reinforcing arrangements and methods taught herein are not necessarily limited in their use and application to existing-style guard rail panels nor to installation on bridges. Advantageously however, because the shallow-footing arrangements and reinforcing methods disclosed herein can be used to form am HVM barrier system incorporating the aesthetic characteristics of existing pedestrian guard rail panels, issues listed above, associated with causing complaints and panic, and associated with planning permissions and maintaining visibility, are all inherently addressed.

To construct adequately robust guard rail panels having a style or aesthetic similar to existing panels, a reinforcing arrangement, that comprises at least two horizontal steel wire cables threaded within a guide rail panel that are tethered at their ends to a support post, such as previously disclosed in GB 1816944.1 is used.

Furthermore, the present disclosure provides a “smart post” also referred to as “support member”, “support post” or “post” herein, which is specifically configured to accommodate the reinforcing arrangement, and as such may also be considered as part of the reinforcing arrangement. It will be understood that a reinforcing arrangement of the present disclosure may be installed in other kinds of panel and is not limited in its application to the panels described and illustrated herein.

Reference is now made to Figures 1 and 2, wherein views of an HVM security barrier system 100 are shown. It can be seen that five panels 21 are installed between pairs of support members 14 on a pedestrian walkway ‘W’ (pavement, side walk or footpath) alongside a kerb ‘K’. The length L2 (see Figure 2) of the HVM security barrier system 100 is determined by the number and size of panels 21 . In various applications, greater or fewer than five panels will be used. Optionally, in the presently illustrated application, length L2 is about 13.3m. Optionally, the panels 21 are each similar in dimension, shape, style and appearance to each other panel 21 in the system 100.

The kerb ‘K’ denotes an edge where the pedestrian walkway ‘W’ meets a road 11 (see Figure 2). In the illustrated application, the road 11 may be carried by a bridge (not shown). The structure and configuration of the vehicle and pedestrian carrying bridge imposes limits on the available depth for excavating footings. The structure of the bridge may also impose a limit on the width of any such footings. In Figure 2, distance ‘L1 ’ indicates the width between the edge of the road 11 and the end limit of the pavement ‘W’, which may be finished with sloping edging stones 13. The distance ‘LT may be in the region of about 3m. In addition to the bridge construction imposing a limit on the available depth for excavating footings; utilities and communications infrastructure, (i.e., services such as gas, electricity, water, internet and phone lines) are typically buried underground and also need to be considered.

As illustrated in Figure 2, an attacking vehicle may approach the pedestrian walkway ‘W’ from the road 11 in a direction indicated by arrows and Dl. This may be referred to as the attack- side (road-side) ‘AS’ of the security barrier system 100. The HVM security barrier system 100 of the present embodiment has a shallow-footing arrangement ‘F’ (see Figures 3 -7) which in some arrangements may extend to a depth below ground level bout of only a70mm on the protected-side (pedestrian-side) ‘PS’ of the security barrier system 100 (see Figure 4). In various embodiments, the shallow-footing arrangement ‘F’ may extend to a depth below ground level of only 245mm on the attack-side (road-side) ‘AS’ of the security barrier system 100.

Referring to Figure 3, it can be seen that each panel 21 comprises a first transverse rail member 24a; and a second transverse rail member 24c. A vertical rail member 26 extends between the first and second transverse rail members 24a, 24c, and crosses a further (third) transverse rail member 24b. The third transverse rail member 24b extends in-between (i.e., below and above) the first and the second transverse rail members 24a, 24c respectively. Optional in-fill bars 20 extend between the third and second transverse rail members 24b, 24c and a visibility gap is also provided between the first and third transverse rails 24a, 24b. In this way the appearance of the panels 21 if not matching, is at least very similar to the appearance of known pedestrian safety railings; and the vehicle security barriers 100 taught herein, still function as pedestrian safety railings by providing pedestrians with clear road visibility. The structure is however, massively different and as a result, the capability of the vehicle security barrier system 100 of the present disclosure to function as a hostile vehicle mitigation device is massively different to the capability of a mere pedestrian safety rail. In various applications the first, second, third transverse rail members and first vertical rail member 24a, 24b, 24c, 26 have a circular cross-section. In various other applications, the first, second, third and fourth rail members may have a different shape, for example, a rectangular cross-section.

The reinforcing arrangement is installed into and forms part of the vehicle security barrier system 100. Components of the reinforcing arrangement include: first, second, third and fourth cables 22a, 22c, 22d, 22b, each comprising a first attachment component 38a, 38c, 38d, 38b and a second attachment component 39a, 39c, 39d, 39b at ends thereof (see Figure 3). Referring again to the reinforcing arrangement and to the components shown in Figure 4, it can be seen that the first and second attachment components 38a, 38b, 38c, 38d, 39a, 39b, 39c, 39d are the same at each end of each cable 22a, 22b, 22c, 22b. In other embodiments, the first and second attachment components 38a, 38b, 38c, 38d, 39a, 39b, 39c, 39d may differ from that shown; and/or may be different at a first end compared to at a second end of a cable; and/or may differ from cable to cable. Optionally, as shown, the first and second attachment components 38a, 38b, 38c, 38d, 39a, 39b, 39c, 39d comprise loops formed by folding the end of the cable back on itself and securing the cut end alongside the main length of cable using a ferrule. Other attachment components may be suitable, for example, a twisted, looped end formed by folding the end of the cable back on itself and twisting or weaving the folded ends into the twisted form of the main length of cable. Optionally the cables 22a, 22b, 22c, 22b may be 20mm diameter twisted steel cables.

Referring again to Figure 3, the cables 22a, 22b, 22c, 22b of the reinforcing arrangement are threaded through the first, second and third transverse rail members 24a, 24b, 24c and vertical rail member in a similar manner to that taught in GB 1816944.1. The reinforced open-ended panels 21 may then have a cover plate 43 affixed thereto and can then be attached to a support member 14 (described below). The cover plate 43 optionally acts as a cover piece to reinforce around the location of cable receiving apertures 60a, 60b, 60c in the posts 14. The cover plate 43 (see Figures 3 and 4-7) may be riveted, bolted, screwed, welded or otherwise affixed to the panel 21 and to the post 14. Beneficially, the cover plate 43 may occlude from view the cable receiving apertures 60a, 60b, 60c in the posts 14 and the attachment components and cables 38a, 38b, 38c, 39a, 39b, 39c, 22a, 22b, 22c. The cover plates 43 optionally take the form of thick steel plates, shaped in a complimentary manner to the shape of the posts 14. Optionally a plurality of fixing apertures 45 are provided along the cover plate 43 to enable it to be bolted or riveted to the post 14. The cover plates 43 are considered to offer additional strength into the region of the post 14 where its structure may have been weakened slightly by the introduction of (optionally laser cut) cable receiving apertures 60a, 60b, 60c.

Referring to Figure 3, components of the support members 14 are shown in exploded view. The posts or support elements 14 are optionally, generally identical in form to one another to enable large scale production and to alleviate any complications and mitigate against any installation errors that may otherwise occur if left and right-handed posts were formed, although in some arrangements end most posts may only have apertures on one side. The posts 14 have a tubular main section or tubular body 70 which comprises a series of three cable receiving apertures 60a, 60b, 60c in opposing positions. The tubular body 70 optionally has a circular cross-section, but in other envisaged embodiments may have other shapes, for example, four flat sides.

A top cap 41 is provided for covering an uppermost end of the tubular body 70. An optional decorative finial 40 can be affixed to the top cap 41 for aesthetic purposes. Beneath the top cap 41 a clamp 57 is optionally provided. The clamp 57 mates with an upper end of a rod 36. The rod 36 optionally comprises upper and lower end bars 56, 58 (see Figure 3). The rod 36 may have a diameter of about 40mm. Other sizes are used in various applications. The lower end bar 58 at the bottom end of the rod 36 may optionally have a relatively short length such that it can pass through the eye of the attachment components 38a, 38b, 38c, 39a, 39b, 39c. In various embodiments, the diameter of the lower end bar 58 may be about 25mm. The lower end bar 58 may be welded to the rod 36. The upper end bar 56 at the top end of the rod 36 may optionally have a length such that it cannot pass through the eye of the attachment components 38a, 38b, 38c, 39a, 39b, 39c. In various embodiments, the length of the upper end bar 56 may be about 150mm. The diameter of the upper end bar 56 may be about 25mm. The upper end bar 56 may be welded to the rod 36. The upper end bar 56 and the clamp 57 serve to prevent, or at least mitigate against, the top most cable 22a from lifting over and off the rod 36. The clamp 57 may also help to stop the rod 36 from rising relative to the tubular body 70 of the post 14. The clamp 57 is held down by fixing on the top plate 41 .

To affix first and second reinforced open-ended panels 21 with their cover plates 43 attached at each end, to an adjoining, intermediate support member 14, the following, non-limiting method may be used.

In relation to the first reinforced open-ended panel 21 the following steps are conducted: i) passing the first attachment component 38a of the first cable 22a through the cover plate 43 and through a cable receiving aperture 60a of the tubular body 70 such that the first attachment component 38a is disposed internally of the first support member 14; ii) passing the first attachment component 38b of the second cable 22b through the cover plate 43 and through a cable receiving aperture 60b of the tubular body 70 such that the first attachment component 38b is disposed internally of the first support member 14; and iii) passing the first attachment component 38c of the fourth cable 22c through the cover plate 43 and through a cable receiving aperture 60c of the tubular body 70 such that the first attachment component 38c is disposed internally of the first support member 14. In relation to the second reinforced open-ended panel 21 the following steps are conducted: iv) passing the second attachment component 39a of the first cable 22a (of the second panel) through the cover plate 43 (of the second panel) and through a further cable receiving aperture 60a of the tubular body 70 such that the second attachment component 39a is disposed internally of said first support member 14; v) passing the second attachment component 39b of the second cable 22b (of the second panel) through the cover plate 43 (of the second panel) and through a further cable receiving aperture 60b of the tubular body 70 such that the second attachment component 39b is disposed internally of said first support member 14; vi) passing the second attachment component 39c of the fourth cable 22c (of the second panel) through the cover plate 43 (of the second panel) and through a further cable receiving aperture 60c of the tubular body 70 such that the second attachment component 39c is disposed internally of the first support member 14; vii) threading the lower bar 58 of rod 36 through the first and second attachment components 38a, 38b, 38c, 39a, 39b, 39c; viii) affixing (optionally by welding) the clamp 57 to the upper bar 56 of the rod 36; ix) affixing (optionally by welding) the top plate 41 to the clamp 57 and tubular body 70; and x) affixing (optionally by welding and mechanical fixing, such as bolts or screws) the cover plate 43 to the tubular body 70.

It can be understood how further post and panels are connected by repeating this method, until the desired length of HVM guardrail is constructed. This process can be completed in parts and part-shipped to a site of installation and completed on-site as is suitable and practicable. It can be appreciated that a two-person team may co-operate with one another to manipulate the various elements of the reinforced panel 21 and posts 14 into their final positions and aside from one or two steps which have to be carried out in order, some of the steps described sequentially herein may take place in a different order to that stated or may take place at the same time as the two-person team co-operates together.

A first aspect of the footing arrangement ‘F’ comprises a box-section Έ’. The box-section Έ’ may also be referred to herein as footing-section or socket Έ’. The footing section Έ’ is located below ground level and receives a bottom end section of the tubular body 70 of the post 14 which is securely affixed thereto. The footing arrangement ‘F’ and box-section Έ’ or socket Έ’ will now be described with reference to Figures 3 to 7. As illustrated in Figure 3, the footing-section Έ’ comprises two plates, each optionally formed of steel. The first and second plates 73, 76 are connected by side members 75 to effectively form a box-section Έ’. The first plate 73 of the box-section Έ’ is provided by a base plate 73, and, as illustrated in Figures 3 and 5; the base plate 73 may comprise a generally circular post 70/14 receiving aperture ‘ApT and a plurality of bonding apertures ‘AT. The post 70/14 receiving aperture ‘ApT may be located centrally within the base plate 73. In various embodiments, the receiving aperture ‘ApT may be located off-centre and the central location of the receiving aperture ‘ApT in the presently illustrated arrangement is not limiting. The bonding apertures ‘AT may be arranged around the post 70/14 receiving aperture ‘ApT or irregularly arranged. The pattern of the bonding apertures ‘AT relative to the receiving aperture ‘ApT is not limited to that shown.

The second plate 76 of the box-section ‘B’ is provided by a footing plate 76 (see also Figure 8). Optionally, in the present arrangement, the footing plate 76 has an overall fan-shape and may be thought of as comprising a generally rectangular section 76r and a divergent section that spans outwardly, which may be thought of as a generally triangular shaped section 76t. One end of the generally triangular shaped section 76t may be contiguously formed with generally rectangular section 76r. The overall shape and configuration of the of the footing plate 76 may be different to that illustrated and may diverge from the fan-shape described. It can also be appreciated that the generally rectangular section 76r and substantially rectangular base plate 73 may have other shapes and configurations in various embodiments.

As best seen in Figure 8, (and also denoted in Figure 3), the generally rectangular section 76r may comprise a circular post 70/14 receiving aperture ‘Ap2’, and bonding apertures ‘A3’. The post 70/14 receiving aperture ‘Ap2’ may be located centrally. In various embodiments, the receiving aperture ‘Ap2’ may be located off-centre and the central location of the receiving aperture ‘Ap2’ in the presently illustrated arrangement is not limiting. The bonding apertures ‘A3’ may be arranged around the post 70/14 receiving aperture ‘Ap2’ or irregularly arranged. The pattern of the bonding apertures ‘A3’ relative to the receiving aperture ‘Ap2’ is not limited to that shown.

To connect the base plate 73 to the generally rectangular section 76r of the footing plate 76 in spaced apart relationship, such that a void is formed therebetween, the side members 75 are provided.

A plurality of slots ‘S’ in each of the base plate 73 and generally rectangular section 76r may include a number of generally rectangular-shaped slots ‘S’ positioned proximate to perimeter edges of the base plate 73 and generally rectangular section 76r respectively (see Figure 3 and Figure 8). Side members 75 are optionally formed with protrusions ‘P’ that are provided along upper and lower edges of the side members 75. The slots ‘S’ are sized, arranged and configured for alignment, and interlocking with the complimentarily formed protrusions ‘P’ on the side members 75. Optionally, the side members 75 each have three formed protrusions ‘P’ on each of the upper edge and lower edge thereof. The side members 75 may be welded to the base plate 73 and generally rectangular section 76r.

In alternative embodiments, the side members 75 may have a different number of protrusions ‘P’ and the base plate 73 and generally rectangular section 76r of the footing plate 76 may have a similar number of slots ‘S’ to the number of protrusions ‘P’. In other envisaged configurations a different mechanical interlocking feature may be provided. The protrusions ‘P and slots ‘S’ may be replaced by an equivalent co-operative locating feature to allow the side members 75 to be located into the base member 73 and generally rectangular section 76r. In alternative embodiments, the side members 75 have no protrusions and may simply be welded to the base member 73 and generally rectangular section 76r of the footing plate 76.

Once the box section ‘B’ is assembled, the post 14 can be located therein, optionally by lowering a bottom end section of the tubular body 70 into the generally circular post 70/14 receiving aperture ‘ApT; and then into the generally circular post 70/14 receiving aperture ‘Ap2’, as is further described below. The exact sequence of assembly of the component parts may be varied.

In various embodiments, the footing plate 76 may have an end-to-end length (‘de’ shown in Figure 3 and 8) of about 1780mm (between a rear edge 53 of the generally rectangular section 76r and a front edge 55 of the generally triangular shaped section 76t). This end to end length ‘de’ can be divided into: a first distance (‘dT shown in Figure 3 and 8) between the centre of post 70/14 receiving aperture ‘Ap2’ and the front edge 55 of the generally triangular shaped section 76t; and a second distance (‘d2’ shown in Figure 3 and 8) between the centre of post 70/14 receiving aperture ‘Ap2’ and the rear edge 53 of the generally rectangular section 76r. Optionally, the first distance ‘dT may be about 1380mm; the second distance ‘d2’ may be about 400mm with length ‘de’ being about 1780mm.

Optionally, about 70mm of the tubular body 70 is disposed below ground level (as described below), and in various optional embodiments, the height of post 14 above ground may be about 1030mm (not including the optional decorative finial 40). Accordingly, and without limitation, in various optional embodiments the first distance (‘dT) may be about 135% of the height of post 14 above ground. In other embodiments, it is envisaged that the first distance (‘d1 ’) may be between about 125% and 145% of the height of post 14 above ground.

As shown, the generally triangular shaped section 76t of the footing plate 76 may comprise a number of apertures or slots A2. Optionally, three such bonding slots A2 may be provided. Optionally, the slots A2 may be elongate in shape and optionally flared toward the wider front end 55 of the footing plate 76. The bonding slots A2 may allow for the penetration of a bonding mixture, such as a grout, adhesive, resin, epoxy resin or cement through the footing plate 76 for securely bonding the footing plate to the foundation 10 of the walkway ‘W’. Typically, a foundation of the type of walkway ‘W’ where the system 100 may be installed is formed from tarmac or similar structure.

It will be seen that the components described in relation to a first support member 14 are similar to those of the second support member 14 that is located at a second end of the panel 21. In this way, each panel 21 has beneath it a shallow-footing arrangement that comprises two footing plates 76. The two footing plates 76 are physically interconnected, i.e., attached to each other below ground. Referring still to Figure 3, one optional mechanism for interconnecting the two footing plates 76 comprises a torsion bar 82 which robustly connects two footing plates 76. The torsion bar 82 is welded to the two box-sections Έ’. The torsion bar 82 may be welded to side member 75. Additionally, or alternatively, a first connecting strip 80a for connecting at least two adjacent footing plates 76 and a second connecting strip 80b, for connecting at least two adjacent footing plates 76 may be provided. The first connecting strip 80a may be disposed closest to a front edge 55 of the footing plate 76; in other words, spaced furthest from the panel 21 . The second connecting strip 80b may be disposed closest to a rear edge 53 of the footing plate 76; in other words, closest to the panel 21 . The torsion bar 82 may be a sufficient mechanism for interconnecting the two footing plates 76. Together, the first and second connecting strips 80a, 80b and torsion bar 82, may provide, an even more rigid, robust and strong interconnection of the two footing plates 76 and strong but shallow footing ‘F’.

The footing arrangement ‘F’ may optionally additionally comprise a reinforcing bar (rebar) mesh 74, which may, for example, be made of 6mm diameter rods or bars of steel arranged in a 20mm square mesh 74. In use, the rebar mesh 74 may be disposed at an elevation above the two footing plates 76 and in at least partially overlapping relationship therewith. In use, the rebar mesh 74 may be disposed at an elevation above that of the torsion bar 82. The rebar mesh 74 is optionally additionally secured in place by the second connecting strip 80b (see Figure 5 and 8), at least a part of which may overlap and may be secured to the rebar mesh 74. In the presently described and illustrated embodiment, the HVM security barrier system 100 optionally additionally comprises a kerb return bracket 78. Optionally, the system 100 comprises a kerb return bracket 78 for each support post 14. In Figure 4 a cross-sectional view through a support member 14 is provided in which the shallow-footing arrangement ‘F’ is shown. The attack side ‘AS’ from which a hostile vehicle would approach is indicated; and the protected side ‘PS’ where pedestrians would be located is also indicated. It can be seen that the kerb return bracket 78 is located on the attack side ‘AS’ of the post 14; and in Figure 5 it can also be seen that an upper front portion 79 of the kerb return bracket 78 is affixed to an underside of the base plate 73. A riser portion 81 of the kerb return bracket 78 is disposed against a kerb stone ‘K’; and a lower rear-portion 83 of the kerb return bracket 78 is disposed against and beneath the kerb stone ‘K’ in a channel 19. The lower rear-portion 83 of the kerb return bracket 78 may comprise bonding apertures for allowing penetration of a bonding mixture, such as a grout, adhesive, resin, epoxy resin or cement through the lower rear-portion 83 of the kerb return bracket 78 for securely bonding the kerb return bracket 78 to the kerb channel 19 of the walkway ‘W’.

In the presently described and illustrated embodiment, the HVM security barrier system 100 further optionally comprises a plurality of optional buttress plates 72. Such buttress plates 72, when included, may, in various embodiments, optionally include an arrangement of six buttress plates 72. The buttress plates 72 may each have a uniform size, shape and material composition. In some arrangements, the size, shape and material composition of some of the buttress plates 72 may differ from the size, shape and material composition of others of the buttress plates 72. The purpose of the buttress plates 72 is to add strength to the post 14 and to help spread force impacting the base of the post 14. The buttress plates 72 are optionally welded to the tubular body 70 of the post 14; and to the socket or box section ‘B’ of the footing arrangement ‘F’. This may be completed partially before or after assembly of the post 14 with a panel 21 . The buttress plates 72 may also be affixed (optionally by welding) to the base plate 73 (see Figures 5, 6 and 7). The base plate 73 and buttress plates 72 are, in use, disposed below ground level.

To install the HVM security barrier system 100, at least one panel 21 mounted between first and second support posts 14 mounted to base plates 73 is affixed to a shallow-footing arrangement ‘F’ and located on and secured to a walkway ‘W’. Such an uninstalled system 100 is illustrated from the protected side ‘PS’ in Figure 6; and is illustrated from the attack side ‘AS’ in Figure 7. An HVM security barrier system 100 installed on a walkway ‘W’ is shown in perspective view in Figure 5, wherein some of the paving slabs 15, kerb stones ‘K’ and other affixing materials have been stripped away in order to illustrate the installed system 100. It will be understood that for ease of transportation the uninstalled system 100 shown in Figures 6 and 7 may be shipped in a part-assembled state and fully and completely erected on-site. The complete erection of the system 100 may take place in conjunction with the installation of the system on-site, in-situ with components being affixed and secured to the walkway ‘W’.

A walkway ‘W’ foundation 10 may be covered in paving slabs 15, and edged by an optional sloped edging stone 13 on the pedestrian side ‘PS’; and edged by a deeper kerb stone ‘K’ on the attack side ‘AS’. A channel or groove 19 may be provided for seating the kerb stones ‘K’. In one optional and exemplary, but non-limiting method of installation of the system 100, the following steps may be carried out: a) the footing plates 76, optionally with box sections ‘F’ affixed thereto, are bonded onto the walkway ‘W’ foundation 10 with the torsion bar 82 welded therebetween. Beneficially and advantageously the HVM system 100 may be bonded to the foundation 10 using a chemical bonding agent, such as a grout, tile adhesive or epoxy resin; b) the first connecting strip 80a, if not already attached, may then be affixed to the footing plates 76, thus connecting them to one another; c) the kerb return brackets 78 are placed into the kerb channel 19 and may be bonded thereto and/or mechanically fixed; d) if the system 100 is not already fully assembled, then the side and base plates 75, 73 are welded to each other, and optionally to the torsion bar 82, before the two posts 14, with panel 21 therebetween (having the reinforcing cable arrangement (22a, 22b, 22c, 22d, 38a, 38b, 38c, 39a, 39b, 39c) installed therein), are located into the apertures Ap1 and Ap2 in the base plates 73 and rectangular region 76r of the footing plates 76 respectively. A bottom edge of the tubular body 70 may contact the foundation 10, or may sit just above the foundation 10. The side and base plates 75, 73 may be additionally bonded to the rectangular region 76r using a chemical bonding agent such as a grout, tile adhesive or epoxy resin; e) the buttress plates 72, if being used and if not already assembled, may then be welded to the base plates 73 and/or posts 14; f) the rebar mesh 74 may be located between opposing side plates 75 between two posts 14, beneath the panel 21 ; g) the second connecting strip 80b if not already attached, may then be affixed to the base plates 73, kerb return brackets 78 and optionally the rebar mesh 74, thus connecting the base plates 73 beneath the panel 21 and optionally assisting in securing the rebar mesh 74 in place; h) a securing material, such as but not limited to a concrete mixture is then poured (or pumped, or otherwise suitably delivered) on top of the mesh 74 to bond and secure the torsion bar 82 and optionally parts of the footing plates 76 and to add strength to the footing arrangement ‘F’; and i) to finish the installation, edging stones 13, kerbs stones ‘K’ and paving stones 15 are replaced and affixed in a typical manner; and a surface covering 17 such as concrete may be poured in the region of the bottom of the posts 14 over the top of the base plates 73 and up to the top of buttress plates 72 (see Figures 2 and 5). The depth of the concrete surface covering 17 may be between about 60mm and about 70mm.

In the completed shallow footing arrangement ‘F’, there may be a distance ‘d’ between the underside of the paving slab 15 (or underside of concrete covering 17) and the underside of the footing plate 76. This distance ‘d’ is denoted on Figure 4. This distance ‘d’, the depth of the footing arrangement ‘F’, may be between about 65mm and about 85 mm and preferably about 75mm. This is very shallow indeed yet the hostile vehicle mitigation system 100, has been successfully, confidentially tested and has been proven to withstand an impact from an 18 tonne N3C truck travelling at a speed of 30 mph and an approach angle of 30° with zero penetration.

Without being limited to any particular theory, it is considered that the box section Έ’; relative or absolute length of the footing plates 76; their span; the interconnection of the footing sections Έ’ and footing plates 76 by the torsion bar 82 and connecting strips 80a, 80b; and/or the use of chemical bonding agents, in conjunction with the rebar mesh and concrete, synergistically contribute to the strength of the shallow footing arrangement ‘F’ which in turn significantly and positively impacts and contributes to the strength of this impressive FIVM barrier system 100. All whilst being quick and easy to install and aesthetically sympathetic to existing pedestrian guardrails.

The beneficial and advantageous design is further enhanced by the use of the kerb return brackets 78, along with the smart posts 14 and the reinforcing arrangement (22a, 22b, 22c, 22d, 38a, 38b, 38c, 39a, 39b, 39c).

It will be recognised that the dimension of component parts, their thickness, their weight, material composition and general configuration may be adjusted for specific applications. For example, where a three-bar panel 21 is required; three transverse rail members 24a, 24b, 24c are provided. In other applications where only a two-bar panel is needed, then only two transverse rail members 24a, 24c may be used. For example, in certain applications the three transverse rail members 24a, 24b, 24c may be circular in cross-section, optionally 101 mm in end-to-end length and formed of 3mm thick mild steel. In other applications there may be fewer or greater than three transverse rail members, of alternative cross-sectional shape, alternative length and/or formed with a thickness greater or less than 3mm, which may or may not be mild steel.

It will be recognised that whereas in the exploded view of Figure 3 various component parts have been illustrated as separate units or separate members, various components may be formed as combined pieces and/or replaced by structurally equivalent or structurally suitable components. Additionally, in the description herein, various component parts are described as being “affixed” to other component parts and it will be understood that various of the components may be formed together as integral, unitary formations wherein one component is “affixed” to another component by means of their integral formation. For example, base plate 73 is described as being affixed to side members 75. In some arrangements this may be achieved by welding together separately cut base plate 73 and side members 75. In other arrangements, the side members 75 may be formed by bending or folding material to form an integral base plate and side members.

It is also envisaged that the footing plate 76 may be substituted for an equivalent, suitable structure. For example, it is envisaged that the generally triangular section 76t of the footing plate 76 may be provided by a number of individual plates that span outwardly in a similar shape or footprint, but not necessarily from a single plate 76. In such an embodiment, the elongate bonding apertures A2 would effectively terminate at the edge 55 and may diverge from somewhere at or proximate to bonding aperture A3.

It will be recognised that as used herein, directional references such as "top", "bottom", "front", "back", "end", "side", "inner", "outer", "upper" and "lower" do not necessarily limit the respective components to such orientation, but may merely serve to distinguish these components from one another.

It will be recognised that as used herein, the term “vehicle security barrier” refers to a device for hostile vehicle mitigation the purpose of which is to stop, halt or otherwise arrest the free passage of a vehicle or at least resist a vehicle impact.

It will be recognised that as used herein, the term pedestrian walkway refers to any of a “pavement”, “side walk” and “footpath”, and is intended to encompass any form of path provided for persons to travel along by foot.

Claims

1 . A hostile vehicle mitigation (HVM) vehicle security barrier system comprising a shallow-footing arrangement; the vehicle security barrier system comprising: a) a first support member; b) a second support member; and c) a panel fixedly secured between the first and second support members, the panel having a reinforcing arrangement therein, which reinforcing arrangement extends through the panel and into each of the first and second support members; the shallow-footing arrangement disposed below ground comprising: d) a first footing section comprising first and second spaced apart and adjoined plates, within which first and second plates a bottom end section of said first support member is located and to which said bottom end section of said first support member is securely affixed; e) a second footing section comprising third and fourth spaced apart and adjoined plates, within which third and fourth plates a bottom end section of said second support member is located and to which said bottom end section of said second support member is securely affixed; and f) a physical interconnection between the first and second footing sections.

2. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 1 wherein: said panel comprises: at least first and second rail members, extending transversely between the first and second support members; and said reinforcing arrangement comprises: a first cable extending through the first rail member, the first cable having first and second attachment components at first and second ends thereof; a second cable extending through the second rail member, the second cable having first and second attachment components at first and second ends thereof; said first support member comprises: a tubular main section; an aperture in the tubular main section for receiving said first attachment component at the first end of the first cable, and means for affixing the first attachment component to the first support member; said second support member comprises: a tubular main section; an aperture in the tubular main section for receiving said second attachment component at the second end of the first cable, and means for affixing the second attachment component to the second support member.

3. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 1 or 2 wherein said physical interconnection between the first and second footing sections comprises a torsion bar affixed at a first end to said first footing section; and affixed at a second end to said second footing section.

4. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 3, wherein the first and second spaced apart and adjoined plates of the first footing section comprise: a first base plate and a first footing plate; wherein the first base plate has side members depending therefrom and affixed to the first footing plate, wherein the first base plate has an aperture for locating said bottom end section of said first support member, wherein the first footing plate has an aperture for locating said bottom end section of said first support member and wherein the first base plate is spaced above said first footing plate whereby the apertures for receiving said bottom end section of said first support member in the first base plate and first footing plate are in spaced registry with one another, with the first base plate at a greater elevation than the elevation of the first footing plate.

5. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 4, wherein the third and fourth spaced apart and adjoined plates of the second footing section comprise: a second base plate and a second footing plate; wherein the second base plate has side members depending therefrom and affixed to the second footing plate, wherein the second base plate has an aperture for locating said bottom end section of said second support member, wherein the second footing plate has an aperture for locating said bottom end section of said second support member and wherein the second base plate is spaced above said second footing plate whereby the apertures for receiving said bottom end section of said second support member in the second base plate and second footing plate are in spaced registry with one another, with the second base plate at a greater elevation than the elevation of the second footing plate.

6. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 4 or 5 wherein said physical interconnection further comprises a reinforcing steel-bar mesh which extends substantially between the first and second base plates, wherein said physical interconnection is located over at least a significant part of said torsion bar; and is located over parts of the first and second footing plates; and wherein the physical interconnection further comprises a layer of concrete over said mesh, between the first and second base plates, over at least a significant part of said torsion bar; over parts of the first and second footing plates; and up to an elevation substantially flush with upper surfaces of the first and second base plates.

7. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 4, 5 or 6 wherein said physical interconnection further comprises a first connecting strip affixed along part a first region of the first footing plate; and affixed along part of a first region of the second footing plate.

8. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 6 or 7 wherein said physical interconnection further comprises a second connecting strip affixed along part of a second region of the first footing plate; and affixed along part of a second region of the second footing plate.

9. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 8 wherein said first footing plate has a generally rectangular section and has a generally triangular section extending outwardly from the generally rectangular section, wherein the first region of the first footing plate is provided by part of the generally triangular section and wherein said second region of the first footing plate is defined by said generally rectangular section.

10. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 9 wherein said generally triangular section comprises three elongate bonding apertures, and wherein said generally rectangular section comprises two bonding apertures.

11. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 9 wherein said generally triangular section comprises three or more plates arranged and configured to form a divergent shape that fans out from the generally rectangular section.

12. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 9, 10 or 11 wherein the first footing plate has an end-to end length between about 2 x the length of the first base plate and about 4 x the length of the first base plate.

13. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any of claims 9 to 12 wherein said apertures for receiving a support member of an HVM vehicle security system have a diameter (Pd); and wherein said second base plate has a width substantially equal to between about 2.5 x Pd and about 3.5 x Pd; and/or wherein said second base plate has a length substantially equal to between about 3.5 x Pd and about 4.5 x Pd.

14. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any of claims 9 to 13 wherein said second footing plate has a generally rectangular section and has a generally triangular section extending outwardly from the generally rectangular section, wherein the first region of the second footing plate is provided by part of the generally triangular section and wherein said second region of the second footing plate is defined by said generally rectangular section.

15. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 14 wherein said generally triangular section comprises three elongate bonding apertures, and wherein said generally rectangular section comprises two bonding apertures.

16. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 15 wherein said generally triangular section comprises three or more plates arranged and configured to form a divergent shape that fans out from the generally rectangular section.

17. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 14, 15 or 16 wherein said second footing plate has an end-to end length between about 2 x the length of the second base plate and 4 x the length of the second base plate.

18. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any preceding claim wherein a depth of the shallow footing arrangement is defined between a top surface of the first base plate; and a top of the underground surface to which the first footing plate is bonded; and wherein said depth of the shallow footing arrangement is between about 65mm and about 80mm.

19. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any preceding claim wherein: a first bonding agent is disposed generally in a layer beneath a first region of the first footing plate thereby bonding the first region of the first footing plate to an underground surface; and a second bonding agent is disposed generally in a layer between a second region of the first footing plate and said first base plate thereby bonding the second region of the first footing plate in part to said first base plate.

20. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 19, wherein: a first bonding agent is disposed generally in a layer beneath a first region of the second footing plate thereby bonding the first region of the second footing plate to an underground surface; and a second bonding agent is disposed generally in a layer between a second region of the second footing plate and said second base plate thereby bonding the second region of the second footing plate in part to said second base plate.

21 . A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 20, wherein said first footing plate further comprises at least two bonding apertures and said first bonding agent is disposed in part within a first of the at least two bonding apertures of the first footing plate; wherein said first base plate is secured to said first footing plate; wherein said first base plate comprises a least one bonding aperture and said second bonding agent is disposed in part within a second of the at least two bonding apertures of the first footing plate and is disposed in part within a first of the at least one bonding aperture of the first base plate thereby bonding the second region of the first footing plate in part to said underground surface; and wherein the first and second bonding agents are different chemical bonding agents.

22. A hostile vehicle mitigation (HVM) vehicle security barrier system according to claim 21 wherein said second footing plate further comprises at least two bonding apertures and said first bonding agent is disposed in part within a first of the at least two bonding apertures of the second footing plate; wherein said second base plate is secured to said second footing plate; wherein said second base plate comprises a least one bonding aperture and said second bonding agent is disposed in part within a second of the at least two bonding apertures of the second footing plate and disposed in part within a first of the at least one bonding aperture in the second base plate thereby bonding the second region of the second footing plate in part to said underground surface; and wherein the first and second bonding agents are different chemical bonding agents.

23. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any preceding claim further comprising a kerb return bracket affixed proximate to a rear edge of the second region of the first footing plate.

24. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any preceding claim wherein said apertures for receiving a support member of an HVM vehicle security system have a diameter (Pd); and wherein said first base plate has a width substantially equal to between about 2.5 x Pd and about 3.5 x Pd; and/or wherein said first base plate has a length substantially equal to between about 3.5 x Pd and about 4.5 x Pd.

25. A hostile vehicle mitigation (HVM) vehicle security barrier system according to any preceding claim wherein a plurality of buttress plates is welded to the first support member and to the first base plate; and wherein a plurality of buttress plates is welded to the second support member and to the second base plate.

26. A vehicle security barrier system according to claim 25 wherein between about 65mm and about 85mm of the tubular main section of the first support member is disposed within said shallow-footing arrangement; and/or wherein between about 65mm and about 85mm of the tubular main section of the second support member is disposed within said shallow-footing arrangement.

27. A vehicle security barrier system according to claim 25 or 26 wherein a surface covering is disposed over the top of the first and second base plates, buttress plates and mesh, and wherein said surface covering has a depth no greater than about 85mm.

28. A vehicle security barrier system according to claim 27 wherein said surface covering comprises concrete.

29. A vehicle security barrier system according to claim 28, wherein said first attachment components of the first, second and third cables each comprise a loop coupled to the rod of the first support member, and wherein the second attachment components of the first, second and third cables each comprise a loop coupled to the rod of the second support member.

30. A vehicle security barrier system according to claim 29, wherein the first support member comprises three apertures formed in the tubular main section, each of said three apertures for receiving a loop of said first attachment component of the first, second and third cables respectively; wherein the second support member comprises three apertures formed in the tubular main section, each of said three apertures for receiving a loop of said second attachment component of the first, second and third cables respectively; and wherein the system further comprises a first end plate and a second end plate positioned over the three apertures in the first and second support members respectively and attached thereto.

31 . A vehicle security barrier system according to claim 2 or to any other preceding claim when dependent on claim 2, wherein the first cable and/or second cable comprise a twisted steel cable having a diameter of about 8mm, about 10mm or about 20mm.

32. A vehicle security barrier system according to any preceding claim, wherein said bottom end section of said first support member is centrally located within said first and second spaced apart and adjoined plates, such that said first and second spaced apart and adjoined plates extend beyond said first support member on either side thereof and on either side of a plane containing said panel; and wherein said bottom end section of said second support member is centrally located within said third and fourth spaced apart and adjoined plates, such that said third and fourth spaced apart and adjoined plates extend beyond said second support member on either side thereof and on either side of a plane containing said panel.

33. A method of forming a shallow-footing arrangement for use in a hostile vehicle mitigation (HVM), such as a vehicle security barrier system according to any preceding claim, the method comprising: a) providing a first footing plate having at least two bonding apertures and having an aperture for receiving a support member of an HVM vehicle security system; b) providing a first base plate having side members depending therefrom, the first base plate having a least one bonding aperture and having an aperture for receiving a support member of an HVM vehicle security system, c) locating the base plate above and securing the base plate to said first footing plate whereby the apertures for receiving a support member of an HVM vehicle security system in the first base plate and first footing plate are in spaced registry with one another; d) using a first bonding agent, disposed generally in a layer beneath a first region of the first footing plate and disposed in part within a first of the at least two bonding apertures, bonding the first region of the first footing plate to an underground surface; e) using a second bonding agent, disposed generally in a layer between a second region of the first footing plate and said first base plate and disposed in part within a second of the at least two bonding apertures of the first footing plate and disposed in part within a first of the at least one bonding aperture in the first base plate, bonding the second region of the first footing plate in part to said first base plate and in part to said underground surface.

34. The method of claim 33 including using different chemical bonding agents for the first and second bonding agents.