WO2008070127A2 - Terminaison de glissière de sécurité détachable à évasement élevé - Google Patents

Terminaison de glissière de sécurité détachable à évasement élevé Download PDF

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Publication number
WO2008070127A2
WO2008070127A2 PCT/US2007/024927 US2007024927W WO2008070127A2 WO 2008070127 A2 WO2008070127 A2 WO 2008070127A2 US 2007024927 W US2007024927 W US 2007024927W WO 2008070127 A2 WO2008070127 A2 WO 2008070127A2
Authority
WO
WIPO (PCT)
Prior art keywords
strut
post
anchor
terminal
breakaway
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2007/024927
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English (en)
Other versions
WO2008070127A3 (fr
Inventor
John D. Reid
Dean L. Sicking
John R. Rohde
King K. Mak
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safety by Design Co
Original Assignee
Safety by Design Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Safety by Design Co filed Critical Safety by Design Co
Priority to CA002671725A priority Critical patent/CA2671725A1/fr
Priority to US12/517,823 priority patent/US20100314595A1/en
Publication of WO2008070127A2 publication Critical patent/WO2008070127A2/fr
Publication of WO2008070127A3 publication Critical patent/WO2008070127A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers

Definitions

  • the major components of a W-beam type guardrail system include a standard guardrail section and terminals at each end of the standard section.
  • the standard guardrail section shields errant vehicles from roadside hazards by containing and redirecting the vehicles on side impacts.
  • a guardrail terminal section must safely accommodate errant vehicles for both end-on impacts and side impacts near the terminal ends. For side impacts beyond a specified point, which in the art is typically selected to be 12 ft-6 in. from the end of the terminal, the terminal section must also serve the function of containing and redirecting an errant vehicle and not allow it to gate or pass through.
  • W-beam guardrails use tensile forces developed in the rail element as the means to contain and redirect errant vehicles during side impacts. The tensile force in the rail element is then transmitted to anchors in the ground via cables at the ends of both terminals.
  • the anchor has to be strong enough to handle the tensile forces.
  • the anchor has to be of a breakaway design for the terminal to function properly upon end-on impacts and side impacts near the end of the terminal.
  • guardrail terminals For end-on impacts, existing guardrail terminals may be grouped into two general categories: a) energy absorbing, and b) non-energy absorbing. Energy absorbing terminals incorporate a mechanism for dissipating the impact energy to bring an errant vehicle to a controlled and safe stop.
  • Examples of such energy absorbing terminals include: the Sequential Kinking Terminal (SKT), Flared Energy Absorbing Terminal (FLEAT), and ET-2000. It should be noted that energy absorbing terminals only dissipate large amounts of impact energy during low-angle end-on impacts. If a vehicle strikes the end of the terminal at an angle of 15 degrees or more, energy absorbing terminals will allow vehicles to safely pass or "gate” through the guardrail system. Non-energy absorbing guardrail terminals are designed to allow the errant vehicle to safely pass or "gate” through the terminal and proceed behind the guardrail. The gating process does not dissipate much of the impact energy or slow down the vehicle significantly. The typical gating mechanism is to flare the end of the terminal away from the tangent section of the guardrail. Examples of existing non-energy absorbing guardrail terminals include: Breakaway Cable Terminal (BCT), Eccentric Loader Terminal (ELT), Modified Eccentric Loader Terminal (MELT), Slotted Rail Terminal (SRT), and the REGENT.
  • BCT Break
  • the rail element In end-on impacts with non-energy absorbing terminals, the rail element would be loaded eccentrically due to the end offset of the terminal from the tangent of the standard section. The eccentric loading causes the rail element to buckle without imparting excessive decelerations on the vehicle. After the rail element buckles, the vehicle gates through the terminal and proceeds behind the guardrail. Similarly, in side impacts near the ends of the terminals, the vehicle bends the end of the rail element and then proceeds behind the guardrail.
  • the High Flare Breakaway Guardrail Terminal of the present invention (herein referred to as the HFT), as described in this disclosure, is a non-energy absorbing or gating terminal. However, it utilizes a significantly higher effective flare rate of at least 5 to 1, or 4 ft or more of end offset effected over a distance of 20 ft or less. In comparison, existing gating terminals have an end offset of 4 ft typically effected over a distance of 37 ft-6 in. (see U.S. Pat. No. 4,678,166, Col. 4, lines 50-58), or an effective flare rate of about 10:1.
  • Fig. IA illustrates the schematic layout for a prior art BCT terminal (a traditional flare terminal), and Fig. IB shows the present inventive HFT terminal.
  • W-beam guardrails contain and redirect errant vehicles using tensile forces developed in the rail element. Since a convex shape may be urged to a concave shape without any change in guardrail length, little tensile force is developed upon side impacts until the rail is in a concave shape. By the time sufficient tensile forces are developed in the rail upon impact, the rail has already deflected substantially and the vehicle is 2 to 3 feet behind the tangent section of the rail.
  • FIG. 2A illustrates the long, low flare rate and a vehicle initially impacting at the beginning of the length-of-need 50.
  • the convex shape of the flare is moved to a concave shape in Fig. 2B before full tensioning is produced in the guardrail.
  • the vehicle is several feet behind the tangent.
  • the offset at the beginning of length-of-need and the generally convex shape of the flared section of the rail in existing prior art systems create the pop-through effect, which in turn increases the potential for adverse situations, such as rail pocketing, post snagging, subsequent rail rupture or excessive occupant risk measures.
  • the present HFT system resolves problems in the prior art systems by shortening the flared section.
  • the beginning of the length-of-need of the HFT system will be at or very near the downstream end of the terminal, where offset distances are very small.
  • the lateral offset of the beginning of length-of-need of the HFT system may be kept at or very near zero and the redirective capacity of the terminal may be maintained by eliminating or minimizing the pop-through effect.
  • Fig. IA is a top plan view of a low flare rate guardrail system of the prior art.
  • Fig. IB shows a top plan view of the high flare rate guardrail system of the present invention.
  • Fig. 2 A is a top plan view of an initial vehicle impact on a prior art low flare rate guardrail system.
  • Fig. 2B illustrates a top plan view of the system of Fig. 2A after impact and at full tensioning of the guardrail.
  • Fig. 3A shows a top plan view of the high flare terminal of the present invention.
  • Fig. 3B shows a side elevation view of the system of Fig. 3 A.
  • Fig. 4A is a top plan view of the high flare (linear) configuration of the present invention.
  • Fig. 4B shows a top plan view of the high flare (single curve/single radius) configuration of the present invention.
  • Fig. 4C shows a top plan view of the high flare (parabolic) configuration of the present invention.
  • Fig. 5A illustrates a side elevation view of the high flare terminal of the present invention with a shortened second breakaway post.
  • Fig. 5B shows a top plan view of a vehicle initially impacting the terminal of Fig. 5 A at the beginning of the length-of-need.
  • Fig. 5C shows a top plan view of the terminal of Fig. 5 A after the W- beam has passed over the shortened post, tensioning the guardrail, and containing and redirecting the vehicle.
  • Fig. 6A is a rear perspective view of an embodiment of the present high flare terminal with a strut extending between the first breakaway post and the second breakaway post.
  • Fig. 6B is a top, rear perspective view of the terminal of Fig. 6A viewing in the downstream direction.
  • Fig. 6C is a top plan view of the terminal of Fig. 6A upon initial impact of a vehicle with the strut between the first and second posts.
  • Fig. 6D is a top plan view of the terminal of Fig. 6A after the strut has been pushed backward, breaking the posts and releasing the anchor cable systems.
  • Fig. 6E shows an end-on impact of a vehicle with the terminal of Fig. 6A.
  • Fig. 6F illustrates first post breaking and initiating the first impact energy dissipation; and illustrates the strut telescoping (collapsing).
  • Fig. 6G shows that the collapsed strut has loaded and broken off the second post initiating the second impact energy dissipation.
  • Fig. 7A is a top, rear perspective view of another embodiment of the present invention viewing toward the upstream end of the terminal.
  • the strut is attached to the first breakaway post and to the anchor cable bracket on the rail element.
  • Fig. 7B is a detailed perspective view of the side release mechanism of the terminal of Fig. 7A.
  • Fig. 7C is a top plan view of the terminal of Fig. 7A (without the rail element for clarity) upon initial impact by a vehicle. The second anchor cable mechanism is not shown.
  • Fig. 7D is a top plan view of the terminal of Fig. 7C after the initial impact and the strut pivoting at the first post and separated from the release mechanism.
  • Fig. 8A is a top, rear perspective view of another embodiment of the present invention. This embodiment shows the weld-plug, side release mechanism of the present invention.
  • Fig. 8B is a top plan view of the terminal of Fig. 8A (without the rail element for clarity) upon initial impact by a vehicle.
  • Fig. 8C is a top plan view of the terminal of Fig. 8B after the initial impact and the strut pivoting at the plug weld.
  • Fig. 9A illustrates a top, rear perspective view of another embodiment of the present invention. This embodiment utilizes square tabs and a shear pin side release mechanism.
  • Fig. 9B is a top plan view of the terminal of Fig. 9A (without showing the rail element) upon initial impact by a vehicle.
  • Fig. 9C is a top plan view of the terminal of Fig. 9B after the initial impact and the strut pivoting and shearing about the shear pin.
  • Fig. 1OA is a top, rear perspective view of another embodiment of the present invention. This embodiment utilizes angled plates and a shear pin side releasing mechanism.
  • Fig. 1OB is a bottom, rear perspective view of the embodiment of Fig. 1OA showing the anchor cable passing through a hole in the bottom of the strut.
  • Fig. 1OC is a top plan view of the terminal of Fig. 1OA (without the rail element shown) upon initial impact by a vehicle.
  • Fig. 1OD is a top plan view of the terminal of Fig. 1OC after the initial impact.
  • Fig. 3 illustrates a top plan view of HFT system 10 of the present invention showing a standard guardrail portion 12 with posts 13 and 15; a high flare rate end terminal section 14; a nose section 16 with a flat plate or thin gauge W-beam 17 with little bending strength and a side impact, cable anchor release mechanism 18 attached to a first breakaway end post 20; a second breakaway post 22 with a standard cable anchor mechanism 24; a third breakaway post 26; and a buffered end section 28 with shield 19 which shields the front edge of the W-beam rail so that the vehicle will not spear the W- beam when impacted between posts 20 and 22.
  • Fig. 3 also illustrates the beginning of length of need point 50 and the tangent line 51 for measuring the end offset distances.
  • the high flare rate end terminal section 14 has a flare rate of 5:1 wherein the end offset is 4 feet or more over a distance D of 20 feet or less to the downstream end of the end terminal 14.
  • Figs. 4A-4C illustrate that the flare configuration may vary.
  • Fig. 4A shows a linear (straight line) flare 40a configuration.
  • Fig. 4B illustrates a single curve (single radius) flare 40b configuration.
  • Fig. 4C shows a parabolic (decreasing radius toward the nose of the terminal) flare 40c configuration.
  • the nose section 16 is attached to a first breakaway end post 20 and has an arcuate metal impact head 21 which wraps around the post 20.
  • plate 17 extends from head 21 downstream to the W-beam 24 at buffer shield 19.
  • Plate 17 may be a flat plate or a thin gauge W-beam section. Since plate 17 carries no tension load, has little bending strength, and merely spans the gap or spaces from the arcuate head 21 to the buffer shield 19, the nose section 16 of the present invention differs from other flat plate designs which shield the end of the rail element and distribute the impact load along the guardrail.
  • These prior art flat plate designs include rounded and buffered W-beam or Thrie- beam end sections, the CAT crash cushion, and the design of US Pat. No. 5,765,811.
  • the end rail is formed by a flat plate maintained in tension along with the standard W-beam guardrail.
  • the flat end rail possesses redirective capabilities when struck from the side by a vehicle and does so without distracting from the performance of the standard guardrail system with which it may be used.
  • Cold 1, line 66 - Column 2, line 4. The flat plate 17 of the present invention is not intended to dissipate any appreciable energy upon side impact. It allows the impacting vehicle to pass through the barrier.
  • Fig. 3 Also illustrated in Fig. 3 is the placement of two separate anchor mechanisms 18 and 24.
  • the use of a first, side-releasing anchor cable mechanism 18 in cooperation with a second standard anchor cable release mechanism 24 allows the present invention to utilize a high flare rate (defined as 4 feet or more end offset effected over a distance of 20 feet or less) and still ensure that an impacting vehicle will gate through the barrier for side impacts before the beginning of length-of-need.
  • a high flare rate defined as 4 feet or more end offset effected over a distance of 20 feet or less
  • Side impact cable anchor release mechanism 18 includes an anchor bracket 29 fabricated from a bent plate (see Fig. 6A) attached to the W-beam rail 23 with six standard splice bolts 31. Cable 27 is attached at a first end 27a to the first breakaway post 20 and at a second end 27b to the anchor bracket 29 through a variety of alternative side release mechanisms.
  • the alternative embodiment release structures are disclosed below.
  • One of the purposes of the first anchor mechanism is to assure that the cable anchored to the first post 20 releases for side impacts near the upstream end of the terminal 14 allowing the impacting vehicle to gate through the barrier.
  • the second post 22 is also a breakaway post with a second cable anchor system 24 and a standard cable bracket 25 attached to the W-beam 23.
  • a standard bracket releases the cable tension upon breaking of the post 22 and is not intended to release upon side impact as with first anchor mechanism 18.
  • second post 22 may be a shortened post 22a.
  • the top of the post 22a is disposed below the bottom edge of the W-beam 23.
  • the beam 23 is not attached to or resting against the post. It is free to move as the beam 23 is contacted or loaded.
  • the rail element 23 will be tensioned earlier in the process since the rail element 23 is not constrained by post 22a.
  • buffer shield 19 is intended to protect the front edge of the W-beam rail element 23 when there is an impact between posts 20 and 22a, so as to prevent the vehicle from "spearing" on the W-beam 23 and to improve the gate through of the vehicle in advance (upstream) of the beginning of need 50.
  • FIGs. 6A-6G illustrate a first embodiment.
  • Figs. 6A and 6B show an upper strut 60 connecting posts 20 and 22 which facilitates the fracture of these posts during impacts on the end of the terminal and upstream of the beginning of the length-of-need.
  • the strut 60 is designed with an inner telescoping tube 61 attached to post 20 which slides inside an outer tube 63 attached to post 22.
  • the nose section 16 and the buffer shield 19 are not shown for clarity.
  • the vehicle 100 would impact the strut 60 and push the strut backward. As the strut is pushed backward, it loads and fractures posts 20 and 22 at the base, thus allowing the vehicle 100 to gate through the terminal.
  • a standard anchor cable mechanism may be used because tension is released when both posts fracture.
  • Figs. 6E-6G For end-on impacts as shown in Figs. 6E-6G, the vehicle would first impact and fracture post 20, releasing the cable anchor 18A at post 20. As the vehicle proceeds forward, the inner tube 61 slides inside the outer tube 63, without loading post 22. When post 20 reaches the end of the outer tube 63 (Fig. 6G), post 22 would be loaded and fractured, thus releasing the cable anchor 24 at post 22. The sliding mechanism allows post 20 to fracture first before post 22 in order to produce two distinctly separate impacts and reduce the maximum force applied to the vehicle.
  • Figs. 7 A and 7B show schematic diagrams of another release mechanism and its major components.
  • a special anchor bracket 29 fabricated from a bent plate is attached to the W-beam rail element 23 with standard splice bolts 31.
  • Two triangular plates 54 and 55 are welded to the top of the bent plate to provide a flat surface for the bearing plate (not shown, see Fig. 8A) of the anchor cable 27 to rest against.
  • the anchor cable 27 is held in place with a retainer/ shear pin 57.
  • the retainer/shear pin 57 holds the strut 60a to the bracket 29 in case tension on the cable is relaxed for whatever reason.
  • the cable 27 then passes through the downstream end of strut 60a and comes out through a hole at the bottom of the strut for attachment to the end post 20.
  • Strut 60a is attached at the upstream end to breakaway post 20. It is not connected directly to breakaway post 22.
  • the strut 60a is designed with a slider mechanism similar to that for the strut between posts 20 and 22, as described previously.
  • An inner tube 61 is attached to post 20, which slides inside an outer tube 63.
  • the vehicle 100 For end-on impacts, the vehicle 100 would first impact and then fracture post 20, thus releasing the cable anchor 27 at post 20. As the vehicle 100 proceeds forward, the inner tube 61 would slide inside the outer tube 63, without loading post 22. The sliding mechanism ensures that the strut 60a will not interfere with the fracture of post 20 and the release of the cable anchor 27. When the vehicle reaches the end of the outer tube 63, it will push the strut 60a into the post 22 and place a load on the post 22 until it fractures and releases cable anchor 24.
  • Fig. 8 A shows a schematic diagram of a plug weld anchor release mechanism 18B and its major components.
  • a special anchor bracket 29 fabricated from a bent plate is attached to the W-beam rail 23 element with six standard splice bolts 31.
  • Two square tabs 70 (only one is shown in Fig. 8A) having a hole for setting a weld plug are welded to the top of the bent plate bracket 29 and a strut 72 is in turn attached to these tabs with plug welds 74.
  • the strut 72 is a unitary, hollow tubular member which allows the cable 27 to pass through.
  • the anchor cable 27 is bolted to the downstream end of the strut with a bearing plate 75.
  • the anchor cable 27 then passes through the downstream end of the strut and comes out through a hole (not shown) at the bottom of the strut for attachment to the end post.
  • the vehicle 100 would impact the strut 72 and push it back. As the strut is pushed back, it rotates about the plug welds 74 and loads the weld material in torsion. The torsional shear stresses eventually fail the plug welds 70, thus releasing the cable anchor 27 and allowing the vehicle 100 to gate through the terminal.
  • the vehicle For end-on impacts, the vehicle would first impact and fracture post 20, releasing the cable anchor 27 post 20. The vehicle would then contact the end of the strut 72 and push the strut 72 into post 22 until the post fractures and releases the cable anchor 24 at post 22.
  • Fig. 9A shows a schematic diagram of a plate/shear pin anchor release mechanism 18C and its major components.
  • a special anchor bracket 29 fabricated from a bent plate is attached to the W-beam rail 23 element with standard splice bolts.
  • the strut is attached to the anchor bracket 29 via a sliding locking mechanism.
  • Two square tabs 80 (only one is seen in Fig. 9A) are welded to the top of the bent plate bracket 29.
  • Two separate square tabs 81 are welded to the top and bottom of strut 72.
  • Shear bolt 73 holds the strut 72 to the bracket 29 in case tension on the cable is relaxed for whatever reason.
  • the anchor cable 27 is bolted to the downstream end of the strut with a bearing plate 75. The anchor cable then passes through the downstream end of the strut and comes out through a hole at the bottom of the strut for attachment to the end post.
  • the vehicle 100 For side impacts between posts 20 and 22 as shown in Figs. 9B and 9C, the vehicle 100 would impact the strut 72 and push it back. As the strut 72 is pushed back, it rotates about the cable anchor end 79 and eventually fractures the shear bolt 73, allowing tabs 80 and 81 to disengage, thus releasing the cable anchor 27 and allowing the vehicle 100 to gate through the terminal.
  • the vehicle 100 For end-on impacts, the vehicle 100 would first impact and fracture post 20, releasing the cable anchor 27 at post 20. The vehicle 100 would then contact the end of the strut 72 and push strut 72 into post 22 until the post 22 fractures and releases the cable anchor 24 at post 22.
  • FIGs. 1OA and 1OB show schematic diagrams of an angled plate anchor release mechanism and its major components.
  • a special anchor bracket 29 fabricated from a bent plate is attached to the W-beam rail 23 element with six standard splice bolts 31.
  • a strut 72 is attached to the anchor bracket 29 via four angled plates 76, two on each side.
  • the angled plates 76 are welded to the top of the bent plate bracket 29 on one end and attached to the strut by a shear bolt 77 through the upstream plates.
  • Welded to the sides of the strut are cooperating angle plates 78 which engage with angled plates 76.
  • the positions of the angled plates on the bracket and the strut match so that the strut 72 is held in place when tension is applied to the cable (see Fig. 10A).
  • the bolt 77 holds the strut 72 to the bracket in case tension on the cable 27 is relaxed for whatever reason.
  • the anchor cable 27 is bolted to the downstream end of the strut with a bearing plate. The anchor cable 27 then passes through the downstream end of the strut and comes out through a hole 80 at the bottom of the strut for attachment to the end post.
  • the vehicle 100 For side impacts between posts 20 and 22 as shown in Figs. 1OC and 10D, the vehicle 100 would impact the strut 72 and push it back. As the strut is pushed back, it rotates about the cable anchor end 79 and eventually breaks the shear bolt 77 and the angled plates 76 and 78 slide apart and disengage, thus releasing the cable anchor 27 and allowing the vehicle 100 to gate through the terminal.
  • the vehicle 100 For end-on impacts, the vehicle 100 would first impact and fracture post 20, releasing the cable anchor 27 at post 20. The vehicle 100 would then contact the end of the strut 72 and push the strut into post 22 until the post fractures and releases the cable anchor 24 at post 22.
  • the HFT terminal of the present invention has several advantages over other existing non-energy absorbing or gating terminals:

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Abstract

L'invention concerne un système de glissière de sécurité ayant une section de longueur nécessaire standard et une extrémité terminale, l'extrémité terminale ayant un taux d'évasement très efficace d'au moins 5:1 et étant pourvue de deux systèmes d'ancrage de câble indépendants et coopérants. Un des systèmes d'ancrage de câble est un mécanisme de libération à impact latéral qui peut comprendre une entretoise reliant des premier et second poteaux détachables; une libération d'ancrage d'entretoise fixée à une première extrémité sur un premier poteau détachable, et à une seconde extrémité sur l'élément de rail; une entretoise ayant une libération d'ancrage soudée en bouchon, une entretoise ayant une libération d'ancrage à boulon de cisaillement; et une entretoise ayant une libération d'ancrage à plaque angulaire.
PCT/US2007/024927 2006-12-05 2007-12-05 Terminaison de glissière de sécurité détachable à évasement élevé Ceased WO2008070127A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CA002671725A CA2671725A1 (fr) 2006-12-05 2007-12-05 Terminaison de glissiere de securite detachable a evasement eleve
US12/517,823 US20100314595A1 (en) 2006-12-05 2007-12-05 High flare breakaway guardrail terminal

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US87285606P 2006-12-05 2006-12-05
US60/872,856 2006-12-05

Publications (2)

Publication Number Publication Date
WO2008070127A2 true WO2008070127A2 (fr) 2008-06-12
WO2008070127A3 WO2008070127A3 (fr) 2008-10-09

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US (1) US20100314595A1 (fr)
CA (1) CA2671725A1 (fr)
WO (1) WO2008070127A2 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6022003A (en) * 1994-11-07 2000-02-08 The Board Of Regents Of The University Of Nebraska Guardrail cutting terminal
US6220575B1 (en) * 1995-01-18 2001-04-24 Trn Business Trust Anchor assembly for highway guardrail end terminal
US5775675A (en) * 1997-04-02 1998-07-07 Safety By Design, Inc. Sequential kinking guardrail terminal system
US5988598A (en) * 1998-11-04 1999-11-23 Safety By Design, Inc. Breakaway steel guardrail post
US6398192B1 (en) * 1999-01-06 2002-06-04 Trn Business Trust Breakaway support post for highway guardrail end treatments
US6244571B1 (en) * 1999-01-27 2001-06-12 Safety By Design, Inc. Controlled buckling breakaway cable terminal
US6554256B2 (en) * 2001-04-25 2003-04-29 Icom Engineering, Inc. Highway guardrail end terminal assembly
CA2454352C (fr) * 2001-07-19 2009-02-24 Texas A & M University System Ancrage de liberation de cable
US20040140460A1 (en) * 2001-08-29 2004-07-22 Heimbecker Chad Garrett Integrated cable guardrail system
EP1451410B1 (fr) * 2001-11-06 2009-10-07 ICOM Engineering, Inc. Structure de glissiere de securite pour routes
US20040262588A1 (en) * 2003-06-27 2004-12-30 Trn Business Trust Variable width crash cushions and end terminals

Also Published As

Publication number Publication date
US20100314595A1 (en) 2010-12-16
WO2008070127A3 (fr) 2008-10-09
CA2671725A1 (fr) 2008-06-12

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