Impact protection barrier systems and deployment mechanisms

Abstract

An impact barrier system (1) for deployment to a support structure for protection from an impact event, including a barrier (9) with an impact side and a shielded side. The barrier (9) is formed from at least one barrier portion (10), formed between the impact side and the shielded side of the barrier. The barrier portion (10) including a plurality of barrier layers (36), each being substantially aligned with a barrier system plane XY, and having two opposed faces, respectively facing the impact side and shielded side. The faces have a transverse axis Z, orientated substantially orthogonally to the barrier system plane Z having an outer perimeter forming an edge or edges. At least two of the plurality of barrier layers (36) are; a) at least partially overlapped about said transverse axis Z, and b) flexible.

Description

[0001] Impact Protection Barrier Systems and Deployment Mechanisms

[0002] Technical Field The present disclosure relates to relates to barriers and barrier deployment systems. In particular, the present disclosure relates to barriers for use in absorbing or redirecting energy from an impact and more particularly for mitigating the effects of snapback resulting from mooring line ortow line failures.

[0003] Background Art Rope, wire, cables or other lines under high tension can rupture or snap, resulting in the free end of the line recoiling at very high speeds. This recoil event is termed ‘snapback’. ‘Mooring lines’ are ropes or cables used in the berthing, manoeuvring, or towing of ships, onboard offshore floating power platforms, and the like. Mooring lines for large ships may be from 40 to 125 mm or more in diameter and are routinely placed under high loads. Under certain conditions, mooring lines may rupture or snap, resulting in the free end of the mooring line recoiling at very high speeds, frequently more than 1000kmh. The consequences of an impact by a parted large diameter mooring line moving at extremely high speeds can be devastating to infrastructure or personnel. Mooring line failure, also known as mooring ‘snapback’, accounts for over 50% of all recorded mooring incidents and constitutes some of the most serious injuries. One in seven reported incidents result in a fatality and over one in five in often serious, life-changing injury (UK P&l Club, 2009) (Australian Maritime Safety Authority, 2015). Protecting workers from a snapback event remains a challenge, given the unpredictable and poorly understood nature of these events. Research shows that snapback events are caused by a variety of factors, rather than a single event (Australian Maritime Safety Authority, 2015). This makes them difficult to control for and to prevent. Eliminating the risk completely can only be done by removing lines altogether, which in many circumstances is neither practical nor possible. A snapback impact event occurs where a mooring line parts under load causing recoil at high speed of at least one of the created free ends of the parted line. Snapback events account for a significant proportion of fatal injuries or serious harm incidents of personnel such at ships at berth. Snapback events more commonly occur during berthing operations of ships where mooring lines are under high and shifting loads. Similar dangers exist for personnel or passengers during embarking or disembarking from ships e.g. cruise ship passengers and crew. When a mooring line fails under tension, it behaves like a series of stretched springs suddenly allowed to contract. As the line accelerates (due to force applied by the tension at rupture), its momentum remains constant if there is no net external force acting on it. Considering mass, the impacting tail section (measured from elbow to tip) is the most significant. In sweeping failures, this section reduces in size as the line unravels like a whip, causing velocity to increase, until impact. Even when the elbow impacts the arresting structure, the velocity of the tip may continue to increase. When struck by a ruptured mooring line, arresting structures face limited reaction time compared to traditional energy-absorbing designs. Snapback impacts occur rapidly, causing immediate changes in material states like strain hardening. This quick impact, akin to a speeding bullet, can lead to penetration or rupture of the barrier, and release of dangerous debris. The double impact of the elbow followed by the tip further heightens this risk, with shorter durations between events increasing the danger. There can be multiple loading events from a single snapback event. In this case, following the first impact of the ruptured mooring line (from the elbow), the material may only have time to unload to state 2 before the secondary impact, meaning that properties of that material is much lower capacity compared to the theoretical capacity of the material. There is thus a need to consider snapback events differently to other forms of impact, such as vehicle collisions a large-mass slow-speed collisions. There is an inherent and obvious danger posed by the broken line in a snapback event. Additionally, if the line collides with an object, the collision can cause fragmentation of the line or object, resulting in fragments turning into high-speed projectiles ejected from the collision. These projectiles behave like shrapnel and can represent a lethal threat to nearby personnel. Maintenance operations in and around port or berth infrastructure are high risk areas for snapback events. Limiting or restricting access of personnel to high-risk areas where snapback events may occur is not always possible. For example, it is generally undesirable to close or limit access to shipping berths to perform maintenance operations as the commercial cost to port and shipping operators can be significant, even if the berth is closed for a short period of time. In many such applications, barriers must also meet many requirements including, for example:

[0004] • maintaining high visibility for personnel through any barrier; • enabling personnel movement in, and around the structure;

[0005] • limited available footprint or space to install a barrier;

[0006] • limited exiting structural capacity for installation.

[0007] • Minimisation of downtime during installation

[0008] • limited access for heavy equipment to install locations;

[0009] • harsh metocean conditions such as high wind, loading, extreme UV, and saltwater.

[0010] To date, there have been no barriers available for use in addressing snapback risks and mitigation has thus far only extended to implementing safety protocols for personnel movement around potentially dangerous mooring lines. Protective open frames have thus far proven ineffective and solid walls that are robust enough to stop a mooring line snapback require significant weight, cost and can behave as an undesirable wind-break - loading the structure with additional stress.

[0011] It would thus be advantageous to provide a barrier system that has at least one of the following advantages:

[0012] - provides an effective barrier to snapback events;

[0013] - reduce the risk of fragmentation;

[0014] - can be deployed quickly and easily.

[0015] It is an object of the present invention to address the foregoing problems or at least to provide the public with a useful choice.

[0016] All references, including any patents or patent applications cited in this specification are hereby incorporated by reference. No admission is made that any reference constitutes prior art. The discussion of the references states what their authors assert, and the applicants reserve the right to challenge the accuracy and pertinency of the cited documents. It will be clearly understood that, although a number of prior art publications are referred to herein, this reference does not constitute an admission that any of these documents form part of the common general knowledge in the art, in New Zealand or in any other country.

[0017] It is acknowledged that the term ‘comprise’ may, under varying jurisdictions, be attributed with either an exclusive or an inclusive meaning. For the purpose of this specification, and unless otherwise noted, the term ‘comprise’ shall have an inclusive meaning - i.e. that it will be taken to mean an inclusion of not only the listed components it directly references, but also other nonspecified components or elements. This rationale will also be used when the term ‘comprised’ or 'comprising' is used in relation to one or more steps in a method or process. Further aspects and advantages of the present invention will become apparent from the ensuing description which is give n by way of exa m p le o n ly .

[0018] References Australian Maritime Safety Authority. (2015). Maritime Safety Awareness Bulletin Issue 2, Shaping shippingfor UK P&l Club. (2009). Understanding Mooring Incidents. London: Thomas Miller.

[0019] Disclosure of Invention The term ‘mesh’ as used herein refers to any regular pattern structure made from intersecting wires that are interwoven, welded, or interconnected, and form apertures between adjacent wires. The term ‘mesh’ also includes a perforated sheet. The span of an aperture is hereinafter referred to as the ‘pitch’ of that aperture. As used herein the term ‘winch’ refers generally to any device having a line that is wound about a rotating drum or axle that is turned to reversibly retract the line. The term ‘winch’ includes hoists, lifts, cranes, block and tackle or any other lifting mechanism. Reference herein to a component, such as a layer, portion, panel, barrier or other object, being ‘substantially planar’ should be understood to refer to the component generally being aligned in a plane rather than the component having a planar surface. As used herein the term ‘compactable’ should be understood to refer to the capability of a component to reduce in volume and includes collapsing or compacting of constituent portions. According to a first aspect of the present invention, there is provided an impact barrier system for deployment to a support structure for protection from an impact event, the impact barrier system including a barrier with an impacted side and a shielded side, wherein the barrier is formed from at least one barrier portion, the at least one barrier portion formed between the impact side and the shielded side of the barrier, the at least one barrier portion including a plurality of barrier layers, each barrier layer;

[0020] - being substantially aligned with a barrier system plane, and

[0021] - having two opposed faces, being an impacted side face and a shielded side face, wherein said impacted side face and shielded side face have a transverse axis, orientated substantially orthogonally to the barrier system plane, having an outer perimeter forming an edge or edges; wherein at least two of said plurality of barrier layers are at least partially o flexible, and o overlapped about said transverse axis. The most obvious method for increasing the robustness of a barrier is to simply increase its weight, strength or thickness. However, such methods are not desirable for a snapback protection barrier. Unlike a vehicle crash, a snapback collision occurs at a small area at very high speed (e.g. >1000km / hr), thus a high load is transmitted to a small area. Rigid barriers with a linear response cannot respond to the impact rapidly enough to deform under the impact force. Rigid, or high inertia barriers therefore tend to fragment or ‘explode’ in snapback collisions. In contrast, the present barrier system has a barrier made of multiple flexible layers. The flexible layers can respond dynamically and locally to the impact, deflecting and deforming rapidly as energy is absorbed. The flexible material can move and deform rapidly under impact, therefore flexing / deflecting more before breaking. The flexibility of the layers is particularly effective in facilitating a localised response at the impact site that can exceed the responsiveness of a rigid, unitary layer. This results in less fragmentation than a rigid barrier and more effective energy absorption. When considering the highly dynamic, high-energy nature of a snapback impact, using such a barrier system with flexible layers provides a barrier with nonlinear loading and response thereby providing a more effective barrier. Unlike prior art structural designs, such barriers with a nonlinear response are best designed to withstand and absorb energy, and large dynamic loads over much shorter periods of time (seconds), using controlled plastic deformation in addition to a combination of material strength and component-to-component load transfer. The barrier preferably is configured to absorb and / or redirect kinetic energy without fragmenting under the conditions of an impact event. It is thus desirable that if the layers become fragmented, the fragments are retained to the barrier and do not form projectiles. Energy absorption and / or redirection of the energy of an impact from a parted mooring line may be achieved, at least in part, by momentum transfer from the parted mooring line to the barrier. The layers are preferably formed from an energy absorbing material, preferably a high tensile strength material. Desirably, the strength of the energy absorbing material permits a high load bearing capacity of the barrier. A single layer of flexible material may not be sufficiently robust to act as a barrier to a snapback impact and, as discussed above, makingthe single layerthicker or heavier increases its inertia, resulting in potentially more fragmentation and a less effective barrier. Thus, instead of using a thicker, heavier barrier, the barrier system preferably uses multiple layers of flexible material, collectively providing the robustness required while having individually lower effective inertia than a comparable weight rigid barrier. Preferably, the at least one barrier portion includes at least three said barrier layers and more preferably at least four layers. It has been found by the present inventors that four layers provides a good balance between effectiveness and weight / cost. The barrier layers are preferably in mutual contact across their mutually opposing faces. Having the layers in contactwith each other provides a more robust barrierthan the same layers spaced apart, as the barrier layers collectively dissipate the impact energy together, rather than absorbing the impact individually and sequentially. Each layer of a multi-layer barrier may also act as a barrier to any fragments of an impacting object and or a broken preceding layer being ejected from the collision point. Thus, a barrier composed of multiple contacting layers provides significant advantages for use in mitigating the danger of snapback impacts. A continuous barrier may not be suitable for the application environment, which may have obstructions or may require accessways therethrough. Moreover, constructing a barrier over a great length may not be feasible on many structures. The barrier may thus preferably be formed from multiple individual barrier portions or subsections. Such barrier portions are hereinafter referred to as ‘panels’. Adjacent panels can be joined together to form the barrier. The connections between adjacent panels may provide a further mode for energy absorption and / or redirection. For example, connections between adjacent panels provide a means to transmit impact energy from one panel to an adjacent connected panel. The overall mass of the connected panels mitigating the extent of deflection to a greater extent than an equivalent unconnected panel. The connections between adjacent panels are also preferably flexible, thereby providing additional flexibility to the barrier system and improved energy dissipation. The panels may be provided in any suitable length - with respect to longitudinal length of barrier. Preferably, the panels are provided in lengths of from 0.5 metres to 20 metres, more preferably 1 .0 metres to 8.0 meters and more preferably, from 1 .5 metres to 6 metres. However, in some applications it may be more advantageous to use two or more barrier portions that are unconnected about adjacent lateral, substantially upright edges. Thus, in an alternative embodiment, adjacent panels may be unconnected at their mutual interface, thus enabling the unconnected panels to flex independently. Preferably, the layers are joined together by at least one layer connection. Joining the layers together enables them to be compacted together more easily than if manipulated as individual layers. Joining the layers together may also improve the impact response. Connected layers can also be collectively attached to a fixture on the structure, thereby enabling quicker and more convenient installation. Preferably, the one or more connections are flexible connections, such that they do not present or create regions or points of significantly higher stiffness or inflexibility in the layer than adjacent regions, which may otherwise increase the likelihood of stress induced weaknesses through e.g. material fatigue. In one embodiment, the at least one layer connection includes at least one releasable clip configured to pass through adjacent barrier layers and retain portions of the adjacent barrier layers together. Clips and other attachments may form projectiles under impact on the barrier. The clip therefore preferably includes a system coupling, in use secured to a deployment mechanism, another part of the barrier or the structure, such that if the clip is released from the layers, the clip remains secured via the system coupling. The clip is preferably formed from high-tensile wire shaped into a pair of opposing jaws with a mouth formed therebetween for retaining portions of adjacent layers. The jaws preferably terminate in hooks that permit entry of portions of the wire mesh into the mouth but prevent exit without deforming said hooks. The system coupling is preferably formed as an eye, ring or loop through which a securing line may pass to retain the clip to the barrier, deployment mechanism and / or structure. Preferably, the clip retains the layers together during impact. However, in one embodiment, the clip may be configured to deform under impact over a threshold force and release the connection between adjacent layers. The clip deformation will absorb energy from the impact. The clip may thus also act as an energy absorption means in the system. Each layer may be substantially planar when in an extended form. Each layer has an outer perimeter forming an edge or edges, and a face on each side of the layer. In one embodiment a pair of adjacent layers may be arranged in a spaced-apart arrangement such that they do not contact one another across part or substantially all the mutually opposing faces thereof. The layers may be spaced apart across the majority of the mutually opposing faces of each of the immediately adjacent layers. That is, mutually opposing faces of adjacent layers may be spaced apart across the majority of the mutually opposing faces whilst being attached to one another at one or more locations at or about any of said opposing faces. In one embodiment, a spacer element or elements may be provided to separate the layers from one another. For example, a spacer element may be placed between mutually opposing faces of adjacent layers. The spacer element may be a plate, rod, coil, or a similar device placed or located between the layers to maintain a predefined separation therebetween. Different forms of spacer element may be employed in different zones or regions or parts of the layers or panel. The spacer enables each layer to absorb distinct events that occur during in an impact from a ruptured line (i.e. elbow, tail, tip impacts of the line). As each stage of an impact event occurs, momentum is transferred from a first layer to the next adjacent layer, meaning that each layer is already moving by the time that the next stage of impact occurs and so the material of each layer does not have to absorb the full impact with only its physical properties. Preferably, the layers of material are in contact with one another near an extremity of a corresponding panel, i.e. near and edge of the panel. In one embodiment, the layers may be joined, secured or otherwise attached to immediately adjacent layers, or to layers that are spaced apart and not immediately adjacent to one another. Preferably, the barrier includes an in-fill panel, provided to extend across some or all of the width or space between a pair of adjacent panels. The in-fill panel may be formed from the same or similar energy absorbing material as a panel. In further embodiments, the in-fill panel may be positioned about or around an object. During impact events, panels as a whole, or in part, may move as a result of the impact of the parted line before deformation of the energy absorbing material. Furthermore, individual layers forming a panel may be urged towards one another by the snapback impact. Preferably, the barrier layers are formed from an energy absorbing material, e.g. the energy absorbing material may be a metal or polymer or a combination thereof. Preferably, the energy absorbing material has a tensile strength of from 500 to 3000 N mm-2, more preferably from 600 to 2500 N mm'2, more preferably from 700 to 2000 N mm'2. In some embodiments the energy absorbing material material is a high tensile steel, which preferably may be a wire steel or spring steel. Preferably, a said barrier layer is formed from a mesh. While numerous types of mesh may be utilised, it is preferably that the mesh is formed in such a way to enable mesh apertures to compact, i.e. to at least partially close in at least one direction to reduce the pitch of the apertures. A mesh layer with compactable apertures enables the mesh layer to be compacted to reduce the total area that the layer spans. Preferably the mesh is formed as a mesh having adjacent longitudinal wires that overlap at intersections. The mesh is preferably deployed with the longitudinal wires undulating over a substantially horizontal axis. Each longitudinal wire may thus be suspended from the intersecting wire above. Preferably, the mesh has ‘non-interlocking’ or ‘non-restraining’ intersections between intersecting wires, enabling the intersections to be parted, thereby permitting relative movement of the intersecting wires. Each suspended wire may thus move upwards independently but is constrained for downward movement by the intersecting wire above. The mesh apertures may be squares, rectangles, hexagonal, diamond, circular, ovals, or other geometric shaped openings. The apertures of the mesh material may have minimum opening extent of from 20 mm to 250mm, preferably from 30 mm to 175 mm, and more preferably from 45 mm to 125 mm. Mesh wire thickness (diameter or maximum dimension across a section) may be from 0.5 to 7 mm, preferably from 3 to 6 mm, more preferably from 3.5 to 5.5 mm, and more preferably from 4 to 5 mm. The energy absorbing material of the mesh may be provided with additional corrosion protection. Preferably, the additional corrosion protection may be a surface coating. The surface coating may be zinc, or a zinc alloy, or zinc containing composition. Alternative surface coating materials may be polymer coatings, paint, or other metals, or metal oxides. Flexible mesh layers can act as an effective energy absorption barrier, whilst permitting visibility and airflow therethrough. The flexible layers will flex and / or deflect when impacted by a parting line in a snapback event. Flexing and movement of the barrier contributes to the energy absorption and / or energy redirection properties of the barrier. In another embodiment a said layer may be constructed from an impact resistant material. An impact resistant material is herein defined as a material that can resist force exerted over a very short period of time without breaking or shattering. Typically, impact resistant materials are shatterproof polymeric materials. Examples of transparent polymeric materials include polymer, co-polymer, block polymers of polycarbonates, polypropylenes, HDPE (high density polyethylene), acrylonitrile butadiene styrene (ABS), polyaramid materials (e.g. KEVLAR), and polyimides. The barrier is preferably designed to be attached to the structure to provide the impact protection required. The barrier system thus preferably includes at least one structure coupling, for coupling the barrier or a said barrier portion to the structure, wherein the barrier is connected to the structure via the structure coupling. The structure coupling may include various forms of connection, depending on the application. Brackets, lines, hooks, retainers, hinges, or other forms of couplings may be used as part of the structure coupling. Preferably the structure coupling includes:

[0022] • at least one line for securement to the structure;

[0023] • at least one barrier hanger, connectable to the line via a releasable connection wherein the barrier hanger includes a releasable connection to the line. When deployed at least one said barrier portion is preferably connected to the barrier hanger which is in turn connected to the line. The line may act as a suspension line, the barrier thereby forming a suspension barrier extending below the suspension line. The structure coupling line may include a cable, rod or bar. In some embodiments, the line may be secured to and between two fixed supports such as pier piles or legs. The line is preferably pulled taut to reduce unwanted movement of the barrier due to environmental factors such as wind, and more preferably to limit deflection of the layer(s) or panel(s) during a snapback event. The structure coupling may include one or more additional lines, e.g. lower and / or intermediate lines. The number and position of additional lines may be selected to provide, for example, control of the deflection of panels during an impact event, or where the impact protection system is used in high wind environments. In some embodiments each barrier layer of said multiple barrier layers may be secured to a separate line. Where there are three or more layers, any two layers may be attached to the same line, with a third layer (or further layers) being secured to a further line(s). The lines may be spaced apart vertically. Each line may be secured to one or more layers directly or indirectly via corresponding connections or couplings. The use of multiple lines in the structure coupling allows the barrier layers to be individually or collectively deployed and retained when the barrier is in the deployed configuration. The layers may be arranged with adjacent layers in mutual contact or may be spaced apart. Deflection of the barrier during a snapback event is a significant safety consideration for personnel working in and around the location of the impact event. If the barrier deflection is large, then personnel risk being injured by a deflected part of the barrier. Provision of additional lines can be used to mitigate unwanted deflection or change the response characteristics of the barrier to the impact. In some embodiments, the structure coupling may include one or more anchor devices, for securing a said line to the structure. Preferably, a said anchor device includes:

[0024] • a lateral mounting plate;

[0025] • a wire coupling, and

[0026] • a locking cap. Preferably, the lateral mounting plate includes a plurality of threaded mounting holes for receiving corresponding attachments. The attachments may include additional couplings, clamps, tensioning devices, sockets, brackets or other devices. For example, in one embodiment the anchor device may include a wire clamp, securable to the threaded mounting holes to clamp a wire between the wire clamp and the lateral mounting plate. A said line may be restrained at one or more points along the length thereof by the anchor device. In some embodiments, the anchor device may be fixed to the ground or structure at a point generally above or below the corresponding line. The one or more anchor devices preferably include a plurality of brackets for retaining the line. Preferably, the brackets include at least two end brackets and at least one intermediate bracket. The line preferably extends between the end brackets and through the at least one intermediate bracket. In many applications it may not be feasible, or desirable, to build a permanent barrier around a personnel accessway. The hazards posed by snapback events are often only temporary, occurring only when a ship is berthed for example. It is therefore advantageous to be able to remove the impediment posed by the barrier when the risk of a snapback event is not present. Thus, the barrier system preferably includes a deployment mechanism to enable a said barrier portion to be reversibly deployed between:

[0027] - the deployed configuration, providing snapback protection but presenting an impediment to transit therethrough, and

[0028] - the undeployed configuration, where the barrier portion is no longer an impediment to transit. In the undeployed configuration the barrier portion is preferably compacted, while in the deployed configuration the barrier portion is preferably extended to span a larger area. The deployment mechanism preferably includes:

[0029] - at least one barrier coupling, for connecting the barrier portion to the deployment mechanism, and

[0030] - a retraction mechanism, for compacting the barrier portion. The retraction mechanism may include a winch with a cable connectable to a distal part of the barrier portion. As the winch retracts the cable, the distal part is drawn in the direction of cable travel and thus compacts the barrier portion. The barrier system for use in snapback protection is likely to be too heavy for manual installation and thus lift machinery will be necessary to lift and install the barrier system. Thus, according to another aspect of the present invention, there is provided a lift aid for connecting a barrier portion as aforementioned to a lifter, such as a forklift, excavator, crane or the like. The lift aid preferably includes a handle / hook, strut, frame or the like that is connected to the barrier coupling and connectable to the lifter. Preferably, the lift aid includes the deployment mechanism as aforementioned. Thus, the lift aid can double as a means for lifting and moving the barrier portion as well as deploying the barrier. According to another aspect, there is provided a method of deploying a barrier portion of an impact barrier system as aforementioned, the method including:

[0031] • connecting the barrier layers together;

[0032] • attaching the barrier portion to a deployment mechanism;

[0033] • deploying the barrier portion by: o moving the barrier portion into an installation location on the structure; o installing the barrier portion onto the structure to form part of said barrier;

[0034] • detachingthe barrier portion from said deployment mechanism. Preferably, the method also includes attaching at least one retraction line to the barrier portion and to the deployment mechanism, and retracting the at least one retraction line to compact the barrier portion to an undeployed configuration. Preferably, the step of deploying the barrier portion includes extending the at least one retraction line to extend the barrier portion to a deployed configuration. Preferably, the step of detaching the barrier portion from said deployment mechanism includes detaching the at least one retraction line from the deployment mechanism. Preferably, the step of deploying the barrier portion includes connecting the barrier portion to the structure via at least one structure coupling, the structure coupling including at least one structure coupling line and a hanger, the hanger attached to the barrier portion and the step of deploying includes locating the hanger on the structure coupling line. Reference herein is made to various aspects and embodiments of the present invention. For clarity and to avoid prolixity every possible combination, iteration or permutation of features, aspects and embodiments are not described explicitly. Thus, it should be appreciated that the disclosure herein includes any combination, iteration, multiple or permutation unless explicitly and specifically excluded. The order in which aspects, embodiments, features or descriptions occur in this description should not be interpreted to necessarily require the preceding aspects, embodiments, features or descriptions.

[0035] Brief Description of Drawings Further aspects and advantages of the present invention will become apparent from the following description which is given byway of example only and with reference to the accompanying drawings in which:

[0036] Figure 1 shows a snapback impact event onto a structure;

[0037] Figure 2 shows a marine pier structure with a deployed barrier system according one preferred embodiment of the present invention;

[0038] Figure 3 show a structural coupling anchor device according to one preferred embodiment;

[0039] Figure 4 shows component parts of the structural coupling anchor device of Figure 3;

[0040] Figure 5 shows the structural coupling anchor device of Figures 2 and 3 mounted to the right-most upright of the pier of Figure 1 ;

[0041] Figure 6 shows the structural coupling anchor device of Figures 2 and 3 mounted to an intermediate upright of the pier of Figure 1 ; Figure 7 shows the structural coupling anchor device of Figures 2 and 3 mounted to an intermediate upright of the pier of Figure 1 ;

[0042] Figure 8 shows the structural coupling anchor device of Figures 2 and 3 mounted to left- most upright of the pier of Figure 1 ;

[0043] Figure 9 show a structural coupling anchor device according to another embodiment;

[0044] Figure 10 shows an enlarged portion of mesh layers of a barrier of the impact barrier system of Figure 1 ;

[0045] Figure 11 shows side elevation of a barrier panel according to one embodiment;

[0046] Figure 12 shows a barrier layer retention clip according to one preferred embodiment, for use in the barrier panel of Figure 11 ;

[0047] Figure 13a shows an isometric view of a barrier hanger according to one preferred embodiment;

[0048] Figure 13b shows an end view of the barrier hanger of Figure 13a;

[0049] Figure 14 shows an isometric view of a deployment mechanism according to a first embodiment;

[0050] Figure 15 shows an isometric view of a deployment of figure 15 coupled to a barrier panel;

[0051] Figure 16 shows an enlarged isometric view of the deployment mechanism of Figure 15;

[0052] Figure 17 shows a deployed barrier panel according to one embodiment;

[0053] Figure 18a shows an isometric view of a deployment mechanism according to a second embodiment;

[0054] Figure 18b shows a partial end view of the deployment mechanism of Figure 18a;

[0055] Figure 19 shows an isometric view of a deployment mechanism according to a third embodiment;

[0056] Figure 20 shows an isometric view of a deployment mechanism according to a fourth embodiment;

[0057] Figure 21 shows an isometric view of a deployment mechanism according to a fifth embodiment;

[0058] Figure 22a shows the deployment mechanism of Figure 21 and a deployed barrier panel;

[0059] Figure 22b is an enlarged view of a portion of the deployment mechanism of Figure 21 ;

[0060] Figure 23a shows an isometric view of a deployment mechanism according to a sixth embodiment;

[0061] Figure 23b shows the deployment mechanism of Figure 23a with a barrier panel deployed;

[0062] Figure 23c shows the deployment mechanism of Figure 23a with the barrier panel undeployed;

[0063] Figure 24 shows another marine pier structure with another embodiment of a barrier system;

[0064] Figure 25 is an enlarged view of a section of the structure of Figure 24 with a bridge infill panel undeployed;

[0065] Figure 26a shows an isometric view of a drive mechanism for use with the deployment mechanism of Figure 23-25;

[0066] Figure 26b shows the drive mechanism of Figure 26a with drive cover lifted;

[0067] Figure 27 is an enlarged view of a section of the structure of Figure 24 showing structural coupling line connections to the pier uprights;

[0068] Figure 28a shows an isometric view of a deployment mechanism according to a seventh embodiment;

[0069] Figure 28b shows an enlarged view of the deployment mechanism of Figure 28a deploying an infill barrier panel to the pier of Figure 24;

[0070] Figure 29 shows a partial view of securement of a barrier panel to a lower structural coupling line;

[0071] Figure 30a shows a ground anchor according to one embodiment;

[0072] Figure 30b shows the ground anchor of Figure 30a with an intermediate cable.

[0073] Best Modes for Carrying out the Invention Although specific advantages have been enumerated above, various embodiments may include some, none, or all of the enumerated advantages. Other technical advantages may become readily apparent to one of ordinary skill in the art after review of the following figures and description. It should be understood at the outset that, although exemplary embodiments are illustrated in the figures and described below, the principles of the present disclosure may be implemented using any number of techniques, whether currently known or not. The present disclosure should in no way be limited to the exemplary implementations and techniques illustrated in the drawings and described below. Unless otherwise specifically noted, articles depicted in the drawings are not necessarily drawn to scale. Modifications, additions, or omissions may be made to the systems, apparatuses, and methods described herein without departing from the scope of the disclosure. For example, the components of the systems and apparatuses may be integrated or separated. Moreover, the operations of the systems and apparatuses disclosed herein may be performed by more, fewer, or other components and the methods described may include more, fewer, or other steps. Additionally, steps may be performed in any suitable order. As used in this document, “each” refers to each member of a set or each member of a subset of a set.

[0074] Drawing Reference Table

[0075] An exemplary computer simulation image of a snap back impact of a mooring rope 2 onto an object 1 is shown in Figure 1 . Such simulations primarily relate to applications (not shown) such as mooring lines used to secure shipping to wharves, piers, industrial facilities, docks and the like. Large commercial, or navel shipping may involve extreme levels of tension in such mooring times, commensurate with the large tonnage and environmental forces involved. Snapback events arising from a parted mooring line typically produce a sequence of distinct loading events where the parted line impacts the object and applies a load or force on the impacted object including:

[0076] • Stage 1 , Elbow Impact: The initial contact between the parted line 2 and the object 1 . The portion of the parted line 3 making the initial contact with the object is termed the ‘elbow’.

[0077] • Stage 2, Sustained Tail Loading: Subsequently, the tail 4 of the mooring line 2 exerts sustained loading on the object 1 . The specific contact length of the parted line 2 is dependent on length and trajectory of the tail 4 of the parted line 2, wherein the tail 4 of the parted line 2 is the portion of the parted line 2 extending from the free end (tip 5) of the parted line 2 to the elbow 3 of the parted line 2.

[0078] • Stage 3, Tip Impact: Finally, the tip 5 of the parted line 2 contacts the object 1 , wherein the length of contact of parted line 2 with the object 1 is approximately 200 mm in this simulation. The duration and energy of each of the loading events above may depend on a range of factors including:

[0079] • mass of the parted line 2 in contact with the object 1 at the various loading events,

[0080] • initial load acting on the mooring line 2 immediately priorto parting,

[0081] • direction of force(s) acting on the mooring line 2 at the time of parting,

[0082] • length of the tail 4, and

[0083] • velocity of the parted line 2 at the various loading events. The mooring rope in a snap back event is travelling at high-speed (over 800 km / hr) and thus the duration of the various loading events is very rapid, in the order of 2-100 milliseconds. Such a high-speed point load can result in penetration or rupture of the object 1 and the consequential release of dangerous projectiles. The successive impacts, of the elbow 3 followed by the tip 5 elevates the risk of material failure of the object 1 , as the impacted area is already stressed and damaged from the initial impact and may already be approaching capacity. There is an increased likelihood of catastrophic failure if the tip impact occurs near the weakened area from the elbow impact. This risk is compounded by shorter durations between impact events due to the truncated tail. Designing a barrierthat can withstand snapback impacts (in particular, repeated impacts in the same region of the barrier) thus requires careful consideration of the dynamic forces and loading on the barrier. Figure 2 shows a barrier system 1 deployed onto a structure in the form of a pier 6 with piles 7 extending up to horizontal beams 8 of a pier deck (not shown). The barrier system 1 is fitted to a ship-facing side of the pier 6 over a set of piles 7. Maintenance and / or construction on a pier under-structure is often performed by personnel positioned in regions exposed to potential snapback danger. A ship’s mooring lines are typically attached to bollards on the pier and if broken will snap back toward the pier 6. The barrier system 1 is thus fitted to protect personnel from impact events resulting from mooring line snapback. The barrier system 1 is located on the side of the pier 6 facing the likely direction of travel of a parted rope 2 . In the example shown in the figures, ships (not shown) are moored alongside the pier 6 and secured with mooring ropes 2. The mooring ropes 2 may break under strain, resulting in snapback of the parted rope 2. The parted ends travel at very high speed and can cause significant damage, as well as posing a serious threat to personnel working on or under the pier 6. The barrier system 1 is thus provided to mitigate that risk. The barrier system 1 includes a barrier 9 formed from multiple barrier portions or ‘panels’. The barrier 9 in Figure 2 includes twelve such panels 10. The barrier 9 is attached to the pier 6 via a structure coupling system, including:

[0084] • a pair of wires 11 , 12 that extend horizontally and longitudinally along the length of the pier 6 - or at least the portion of the pier 6 determined (typically, after a risk assessment) to require the fitment of the barrier 9, and

[0085] • wire anchor devices provided in the form of the brackets 13 shown in Figures 3-8. Figure 3 shows the construction of a bracket 13, including:

[0086] • a lateral mounting plate 14;

[0087] • a wire coupling 15, and

[0088] • a locking cap 16 The individual bracket components are shown separately in figure 4. The lateral mounting plate 14 includes a plurality of threaded mounting holes 17 (only three referenced for clarity) that enable various attachments to be secured to the mounting plate 14. The wire coupling 15 has a wire channel 18 for receiving the wire 11 , 12 therein. A semi-annular recessed socket 19 tapers to the channel 18 and is provided for receiving and locating a ferrule or other end fitting of the wire 11 , 12. The locking cap 16 is configured to make a mating fit into a cooperating socket 20 of the wire coupling 15. The wire 11 , 12 can thus be received in the channel and retained by inserting the locking cap 16 into the socket 20 and bolting to the coupling via provided bolt holes 21 , 22. The mounting plate 14 has a slot 23 for receiving the wire coupling 15. The wire coupling is welded or otherwise attached to the lateral mounting plate 14. The wire coupling 15 is welded, bolted or otherwise secured to the lateral mounting plate 14. Similarly, the lateral mounting plate 14 can be welded or otherwise secured to the structure 6. Figure 4 also shows a wire clamp 24 that is used to clamp a wire 11 , 12 to the lateral mounting plate 14, rather than the wire coupling channel 18. The bracket of figures 3 and 4 can act as a ‘universal’ bracket, i.e. being used for securing a wire

[0089] 11 ,12 in various different positions or for other uses. Figures 5-8 respectively show the bracket 13 being used as:

[0090] • Fig 5: end bracket 13a;

[0091] • Fig 6: intermediate bracket 13b;

[0092] • Fig 7: clamping bracket 13c;

[0093] • Fig 8: tensioning bracket 13d. Figure 5 shows an end of a wire 11 , 12 secured in an ‘end’ bracket 13a located on the rightmost upright of the pier of Figure 2. This end bracket 13a has the locking cap 16 attached over the wire

[0094] 11 , 12 inserted into the wire coupling 15. A wire ferrule 25 on the wire 11 , 12 end prevents the wire

[0095] 11 , 12 from being pulled through the bracket channel 18. A thrust bearing 26 is also provided to spread the load with the receiving socket 19 of the universal bracket 13 intermediate the ferrule 25 and wire coupling 15. Figure 6 shows the bracket 13 being used as an ‘intermediate’ bracket 13b with the wire 11 , 12 passing therethrough. Such intermediate brackets 13b are mounted to the uprights 7 of the pier 6 between the uprights that support the ends of the wire 11 , 12. The intermediate brackets 13b are configured in the same manner as the end bracket 13a, with locking cap 16 installed to retain the wire 11 , 12 in the wire coupling channel 18. The wire 11 , 12 extends leftward in figure 2 to a clamping bracket 13c shown in Figure 7. The clamping bracket 13c includes the same components as the other brackets 13a, 13b but also includes the elongate wire clamp 24. The wire clamp 24 is placed over the wire 11 , 12 and bolted to the mounting plate 14 to secure the wire 11 , 12. Tightening the bolts acts to clamp the wire 11 , 12 and secure in place. The wire 11 , 12 must be pulled taut before the wire clamp 24 is tightened. To apply the appropriate tension to the wire 11 , 12, a wire tensioner 27 is connected at a right hand side to the end of the wire 11 , 12 and on the left hand side is attached to a ‘tensioning’ bracket 13d. The tensioning bracket 13d doesn’t increase the wire tension itself but provides an attachment point for the wire tensioner 27. The tensioning bracket 13d is mounted to the left-most upright on the pier 6. The tensioning bracket 13d has a tensioner coupling 28 bolted to the mounting plate 14. The tensioner coupling 28 includes a carabiner clip 30 that a hook 29 of the wire tensioner 27 can be passed through. The wire tensioner 27 is attached at a distal end to an intermediary metal ring 31 that is in turn attached to a looped end of the wire 11 , 12 as shown in figure 7. The wire tensioner 27 can be operated to add tension to the wire 11 , 12 to pull it taut during installation. Once taut, the bolts of the wire clamp 24 are tightened to clamp the wire 11 , 12 and thereby secure the taut wire 11 , 12. The tensioner 27 can then either be removed or left in place. The lower wire 12 may be attached to the structure with brackets 13 in a similar way or may be attached to the structure 6 via other methods. Figure 9 shows another embodiment of a wire bracket 32 that can be mounted to the structure 6. The bracket 32 is mounted with bolts via flange 33 to the structure 6. A wire coupling is provided as a pair of slots 34 and once the wire is inserted a slotted retainer clip 35 is bolted to the bracket 32 adjacent the slots 34. The lower edge of the barrier panels 10 can be attached to the lower line 12 using any method, e.g. d-shackles, wire loops, clips, stitching or other method. The lower line 12 may not be required in some applications, as the weight of the barrier panels 10 can be sufficient to maintain its orientation, suspended from the top wire 11 . The flexible barrier panels 10 and material used for the constituent layers will now be described in more detail. Figure 10 shows an enlarged perspective view of a portion of a barrier panel 10 of the barrier system 1 . Each panel 10 is substantially planar when deployed and aligned about a substantially upright barrier system plane XY indicated by dashed axes lines X, Y on Figure 10. Each panel has two opposed sides, being an impact facing side and a shielded facing side. Opposing portions of the impact facing side and shielded facing side have a transverse axis Z, orientated substantially orthogonally to the barrier system plane X, Y. Each barrier panel 10 is formed from multiple flexible layers 36 of chain-link wire mesh overlapped along the transverse axis Z. In the embodiment shown in Figure 10 each panel 10 is formed from three layers 36 of an energy absorbing material provided in the form of a steel mesh. Adjacent layers 36 of the mesh layers are normally in overlapping contact with one another when deployed, collectively forming the barrier panel 10. In alternative embodiments, (not shown) a pair of adjacent mesh layers 36 may not be in contact with one another. For example, in a three-layer panel, any two adjacent layers may be in contact with one another, and a third layer may be spaced apart and not in contact with another adjacent layer when in the deployed configuration. The wire mesh layers 36 are formed from interlaced strands of adjacent longitudinal (with respect to X axis) wires that are orientated horizontally in use and overlap at intersections 37. The orientation of one longitudinal wire is indicated by axis X. The interlaced strands have a saw-tooth profile with the intersections occurring at saw-tooth peaks. The wires have non-interlocking and non-restraining intersections 37, such that adjacent strands at the intersections are free to move relative to each other in at least one dimension. The apertures are compactable to reduce the aperture pitch, i.e. the span across a mesh aperture. In the orientation shown in the drawings the ‘longitudinal’ wires are those that extend horizontally across the width of a panel 10, as indicated by axis X. Each longitudinal wire overlaps with one or two vertically adjacent longitudinal wire(s). The flexible layers of mesh 36 are each individually compactable along the Y axis, thus enabling the panel 10 to be collapsed vertically. The multiple mesh layers 36 thereby form both a flexible and compactable panel 10. Figure 11 shows a simplified side elevation of a single panel 10. The panel mesh layers 36 are shown as a solid body for clarity but is composed of the wire mesh layers shown in figure 12. The panel 10 spans an area defined by height Py and width Px. In the deployed configuration shown in Figure 11 the area spanned by the panel 10 is at a maximum. The panel 10 can however be collapsed by lifting retraction wires 40 (seven provided) that are attached to a lower portion of the panel via corresponding D-shackle connectors 41 that pass through and connect the adjacent layers 36 of mesh. The panel 10 spans a first area in a deployed configuration (shown in figures 2 and 11 ), and a second, smaller area in an undeployed configuration (not shown). If unrestrained, collapsing the panel 10 vertically downwards under gravity, can result in the layers 36 moving in an uncontrolled manner and folding or otherwise compacting undesirably. A series of retainer clips 42 are thus provided to constrain the potential movement range of the mesh layers 36. Each series of retainer clips 42 are distributed along the corresponding retraction wire 41 over the height of the panel 10. A retainer clip 42 is shown in more detail in Figure 12 and is constructed from steel wire. The retainer clip 42 includes a system coupling in the form of eye 43 through which a retraction line 41 passes. The retainer clip 42 has a pair of jaws 44 that extend from the eye 43 and terminate in a pair of overlapping hooks 45 at a distal end. The retainer clips 42 are attached to the barrier panel 10 by pushing against the wires of the mesh layers 36. The force parts the jaw hooks 45 allowing entry of the mesh wires into the mouth formed between the jaws 44. The hooks 45 prevent the detachment of the clip 42 until sufficient force is applied to deform the hooks 45. The clip hooks 45 can thus act as an additional energy absorption means during an impact, deforming as the wire mesh layers 36 are forced away from each other and / or the retraction line 41 . The retainer clips 42 are not a significant impediment to compaction of the mesh layers 36 as the mouth size is sufficiently large to allow wire 70 (see Figure 10) movement therethrough. The panel shown in figure 12 has four mesh layers 36, in contrast to the three-layer mesh of that shown in Figure 10. The panel 10 is attached to seven wire hangers 39. In use the hangers 39 are attached to the top structural coupling line 11 , with the panel 10 suspended from the line 11 via the hangers 39. An enlarged view of a hanger is shown in Figure 13a and a corresponding end view shown in Figure 13b. The hanger 39 includes a split tube 46 with a longitudinal opening 47 for receiving the wire 11 . Locking pins 48 are then passed through corresponding apertures in the tube 46 to prevent the structural coupling line 11 from exiting the tube 46. The hanger 39 has a longitudinally extending flange 50 with a series of attachment points provided by apertures 51 through which D-shackles 52 are passed. The D-shackles 52 are looped around the wires of the mesh layers 36 and then secured to the flange 50 at the attachment points 51 . The mesh layers 36 are attached to the flange 50 prior to deployment. A key ring 55 is attached to a D-shackle 52 of the hanger 39. This key-ring 55 provides an attachment point for a security cable 49 thereby preventing the locking pins 48 from being dropped and lost when removed. At either end of the hanger tube 46 an open guide flange 53 is fitted to help guide the hangers 39 onto the wire 11 during installation. The hangers 39 and attached mesh 36 may be swinging, twisting or otherwise moving. The guide flanges 53 thus help guide the hangers 39 onto the top structural coupling line 11 . The length of the hangers 39 will vary depending on the application. Similarly, the length and corresponding number of attachment points 51 will vary to match the width of mesh and hanger 39. While a single long hanger 39 may be utilised, in most applications it is preferred to use multiple hangers 39 for each panel 10. The catenary of the wire 11 and installation conditions e.g. weather / wind, and positioning of the panels 10 in congested or complex structural locations can make manoeuvring, locating and seating a long hanger very difficult. Thus, multiple ‘shorter’ hangers 39 are used to enable hangers 39 and suspended mesh layers 36 to be lowered onto a supporting cable 11 , with one end of the panel 10 slightly lower to make first contact with the cable 11 , and then to progressively lower the other end of the panel 10 onto the cable 11 . This method allows the panel hangers 39 to be positioned sequentially, and to permit smaller positioning adjustments to the relative positions of the cable 11 and panel 10 to be made during the process. To install the barrier 9 onto the structure 6, the structural coupling lines 11 , 12 are first installed as previously referenced. A barrier panel 10 is then lifted over the structural coupling line 11 and lowered into place with the hangers 39 of the panel 10 being guided onto the top structural coupling line 11 via the guide flanges 53. The corresponding locking pins 48 are inserted into the hangers 39 and thus the barrier panel 10 is secured to, and suspended from, the structural coupling line 11 . With the barrier panels 10 installed onto the structure as shown on the pier 6 in Figure 2, the barrier 9 can provide effective impact protection to mitigate the effects of a snapback impact of a mooring rope 2. In many applications there may not be sufficient access to install the barrier panels 10 with the mesh layers 36 fully deployed. The panels 10 may also be difficult to transport and manoeuvre on the structure 6. Similarly, in many applications it may also not be feasible, or desirable, to build a permanent barrier. The hazards posed by snapback events may be temporary and / or infrequent, e.g. occurring only when a ship is berthed in an irregular position. It is therefore advantageous to be able to remove the impediment posed by the barrier 9 when the risk of a snapback event is not present. Thus, the barrier system 1 includes a deployment mechanism to enable a barrier panel to be transported and reversibly deployed between:

[0096] • a deployed configuration, with the flexible layers 36 uncompacted to extend over a first area, and

[0097] • an undeployed configuration, where the flexible layers 36 are compacted, and span a second area, being smallerthan the first area. The deployment mechanism also enables the barrier panel to be transported. Deployment mechanisms of various forms are shown in Figures 14-23. Figures 14-16 show a deployment mechanism 100 according to one preferred embodiment. The deployment mechanism has a lift aid provided in the form of a pair of C-shaped mounting arms 101 that have an upper attachment point 102 for coupling to a crane, forklift or other carrier. The arms 101 have a C-shape to enable an attached panel 10 to be manoeuvred and installed under an overhead impediment, such as a pier beam 8 as shown in Figure 2. The arms 101 are welded to an elongate support bar 103. As shown most clearly in Figure 15, the support bar 103 has a series of hanger coupling brackets 104 that can be connected to corresponding brackets 54 on the hangers 39. The hanger brackets are formed from a slotted flange 54 welded to the tube 46. A hanger 39 can thus be attached to the support bar 103 by aligning the slotted flange 54 into the corresponding hanger coupling bracket 104 and inserting a locking pin 105 through both. The deployment mechanism 100 also includes a hoist in the form of a winch 106, as shown in Figure 14. The winch 106 has an elongate rotating axle 108 rotatably mounted to the parallel support bar 103 via mounting brackets 107. The winch 106 has a series of wire drums 109 for attachment of retraction lines 41 . The winch 106 is driven by a drive 110 to rotate the axle 108 and drums 109. In the embodiment shown the drive 110 is a worm drive or other geared drive that can be driven by a bit of a cordless drill, manual crank or other externally powered driver inserted into socket 111 (Figure 16). It will be appreciated that an integrated powered drives may also be used or a specialised external drive, e.g. a hydraulic or pneumatic tool connected to a vehicle or the like. Figures 15 and 16 show the deployment mechanism 100 with hangers 39 and panel 10 attached. The retraction wires 41 are attached to the winch drums 109 and can be retracted or extended by actuating the drive 110. The retraction wires 41 pass through the eyes 43 of a vertical series of retaining clips 41 on the panel 10 and are fixed to a lower edge of the panel 10 via d-shackles 40. As the wires 41 are retracted the lower portion of the panel 10 is lifted. The panel 10 compacts during retraction, as the panel 10 is constructed from compactable mesh layers 36, thereby reducing the vertical height Py of the panel 10. The retaining clips 41 ensure that the panel 10 compacts predominantly vertically, without folding significantly. The winch 110 can be reversed to deploy the panel 10 vertically to any extent up to its maximum drop. The panel 10 can thus be compacted vertically to an ‘undeployed configuration’ to reduce the vertical footprint and thus enable less cumbersome transport, installation and manoeuvre. The panel may also be compacted to provide access through the barrier 9 under the compacted panel 10. Installation of a barrier panel 10 onto a structure 6 involves the following steps:

[0098] I. unrolling the mesh layers 36 from a roll;

[0099] II. overlapping the layers 36 and inserting the retainer clips 42 to connect the layers 36 together.

[0100] III. attaching D-shackles 52 to the hanger attachment points 51 and through the mesh layers 36 along a ‘top’ edge, thereby securing the mesh layers 36 to the hangers 39;

[0101] IV. attaching the hangers 39 to the support bar 103 by locating each hanger bracket 54 in a corresponding hanger coupling bracket 104 and inserting a locking pin 105;

[0102] V. attaching each retraction line 42 to a corresponding winch drum 109 at one end, passing through the eyes 43 of the retainer clips 42 and attaching to the mesh layers via D- shackles 40.

[0103] VI. lifting the deployment mechanism 100 and attached panel 10 and activating the drive 110 to retract the retraction lines and collapse the panel 10;

[0104] VII. positioning the hoist 106 and hangers over the structure coupling upper wire 11 and lowering such that the hangers 39 are guided onto the structure coupling upper wire 11 ;

[0105] VIII. activating the drive 110 to extend the retraction lines 41 , thereby deploying the panel;

[0106] IX. detachingthe retraction lines 41 from the drums 109 and attaching to the key rings 55;

[0107] X. attaching the lower edge of the panel 10 to the structure coupling lower wire 12. The panel 10 and attached hangers 39 can be lifted and manoeuvred via the deployment mechanism 100. Once the hangers 39 are lowered onto the structural coupling line 11 the deployment mechanism 100 can be uncoupled from the hangers 39 and coupled to the hangers of another panel to repeat the process. A deployed panel 10 is shown in Figure 17 which shows the hangers 39 and panel 10 suspended from the wire 11 . Each retraction wire 41 is attached to a key ring 55 of the corresponding hanger 39. In some applications the panels 10 may not be excessively high and cumbersome, thus negating the need for collapsing of the panels 10 during deployment. In such cases a deployment mechanism may be provided without the winch 110. Such a deployment mechanism 200 is shown in Figures 18a and 18b and is generally the same as the deployment mechanism 100 of Figures 14-16, notwithstanding the exclusion of winch 110. Like parts are referenced the same for convenience. Another form of deployment mechanism 300 is shown in Figure and includes the winch 106 and support bar 103 similar to the deployment mechanism 100 but instead of providing C-shaped arms the support bar 103 has a handle 301 welded thereto. The handle 301 enables lifting and transport of the deployment mechanism 300 and attached panel via a lifting strop, chain or the like, e.g. a forklift may have a strop attached to the forklift tines and to the handle 301 . The handle deployment mechanism 300 can be used in applications where the panels 10 can be lowered directly onto a structural coupling line 11 without overhead impediments. Figure 20 shows another embodiment of a deployment mechanism 400. The deployment mechanism 400 has the same winch 106 and support bar 103 arrangement as the first embodiment hoist 100 and works in the same manner. The deployment mechanism 400 differs from the deployment mechanism 100 in that the C-shaped arms 101 are replaced with a pair of flanges 401 , for the attachment of lifting cables, strops or the like. The flanges 401 ensure that the support bar 103 and therefore attached hangers 39 and panel 10 remain level during installation onto the wire 11 . In some applications there may be obstacles or other impediments along the length of the barrier that preclude the installation of suspended panels 10 on wires 11 using the deployment mechanisms 100, 200, 300, 400 shown in previous figures. For example, a protruding overhead girder from an elongate pier may protrude too far for the structural coupling line 11 to pass around it, necessitating the use of two wires, one either side of the buttress. In such applications a bridging panel 56 may be used to bridge the gap between adjacent panels 10 either side of the obstacle. Figures 21 -22 shows such a bridging panel 56, including an integrated deployment mechanism

[0108] 500. A flange 501 is provided for attaching the mesh layers 36 to via a wire 502 wrapped around the upper longitudinal wires of the mesh layers 36. The wire 502 forms a helical coil binding. The flange 501 is also part of the deployment mechanism 500. The flange 501 is attached to an elongate support bar 503 that is formed from cylindrical static sections 504 with a rotatable winch drum 505 extending therethrough. The drum 505 can be rotated via a hex nut end 506 to wind the retraction lines 41 attached to the bottom of the bridge panel 56, thus compacting the bridge panel 56 as was discussed above with respect to the barrier panels 10. The mechanism 500 also has a structure coupling provided in the form of two mounting sections 507 that do not rotate and are instead used as locating points that can be supported by corresponding mounting members 69 on the structure 6. Figures 23a -23c show another deployment mechanism in the form of a spooling winch 600 with a spool 601 that can be rotated to wind the mesh layers 36 thereabout. It is thus still possible to reduce the vertical height of the layers 36 by winding a panel 10 onto the winch spool 601 . The spooling winch 600 does not require the retraction lines 41 , retainer clips 42 Figure 23a shows the winch spool which has a series of openings 42 to which free wire ends of the layers of mesh 36 may be inserted, thereby attaching the mesh layers 36 to the spool 601 . Figure 23b shows the panel 10 in the deployed configuration with only a part of the mesh layers 36 wound about the spool 601 . Figure 23c shows the panel in the undeployed configuration with the mesh layers 36 wound fully about the spool 601 . As mentioned above, the mesh layers 36 are preferably constructed from non-interlocking compactable meshes. However, an interlocking non-compacting mesh may also be used with a suitable deployment mechanism, such as the winch of Figures 23a-23c. Figure 24 shows another embodiment of an impact barrier system 1 deployed to a structure in the form of a pier 6. The barrier system 1 is fixed to a ship-facing side of the pier 6 which has a series of horizontally projecting girders 57 passing through a horizontal bearer 58. The bearer 58 is supported from below by piles 59 driven into a substrate (not shown). The impact barrier system 1 is similar to the system of the preceding Figures and is referenced in a similar manner. The barrier system 1 includes a barrier 9 formed from two panels 10 and a bridging panel 56. All of the panels 10, 56 are shown in Figure 24 in a deployed configuration. The impact barrier system 1 uses the spooling winch of Figures 23a-23c to unspool the barrier panels 10 to the deployed configuration or retract and spool the barrier panels 10 to the undeployed configuration. The barrier system 1 is shown with two barrier panels 10 and an intermediate bridging or ‘infill’ panel 56. The protruding girders 57 prevent barrier panels 10 from positioned directly adjacent one another. Thus, the bridge infill panel 56 is provided to bridge the gap between panels 10 to provide a substantially continuous barrier 9. The infill panel 56 includes the same deployment mechanism 500 as shown and described with respect to Figures 21-22. The panels 10 are suspended from corresponding spooling winches 600 which are coupled to corresponding drive mechanisms 60 on the girder 57. The barrier panels 10 are attached to the structure via structural coupling lines 12a, 12b being wire cables that extend longitudinally over the structure 6 and are tied to the piles 59. The lower 12a and intermediate 12b cables are tensioned to provide a secure anchoring of the panels 10, 56. As shown more clearly in Figure 27 the lines 12a, 12b can be secured to each pile 59 by a pile attachment member in the form of a steel cable 61 firmly affixed around the pile 6. In alternative embodiments, the pile attachment member 61 may be a belt or strap. The mesh layers 36 of the panels 10 are attached to the lines 12a, 12b by helical or spiral connection members 38. Figure 29 shows the lower line 12b attached using a helical connection member 38. The helical connection members 38 are a longitudinal extending spring-like member formed from a metal such as steel that is wound through the mesh layers 36 and about the line 12b. In use, each panel 10 is deployed by the corresponding deployment mechanism 600 to be suspended there-below. The mesh layers 36 are then connected to the structural coupling lines 12a, 12b via threading of helical connectors 38 through the mesh 36 about adjacent longitudinal wires of the mesh 36. Two such helical connectors 38 may be used to secure the lower edge 62 of a panel 10 to the lower structural coupling line 12b to provide a more secure connection than a single connector 38. In the embodiment shown the structural support line 12b passes through a central axis of a corresponding first helical connector 38a, and a second helical connector 38b is wound through the first helical connector 38 and the lower edge 62 of the panel 10. Use of the first and second connectors 38a, 38b provides an indirect attachment between the panel 10 and structural coupling line 12b. The drive mechanisms 60 are shown more clearly in Figures 35 and 26a & 26b. The drive mechanism is located on the girder bracket 8. The drive mechanism 60 is mounted to a frame 63 with side panels 64 spaced apart to accommodate a girder 57 there-between. Lower retaining rods 65 are passed through the side panels 64 to prevent the frame 63 lifting off the girder 57. The drive mechanisms 60 include drives that are independently operable to rotate gears 68 that cooperate with the gears 603 on the spooling winches 600 to deploy or retract the corresponding panel 10. Power is provided to the drive mechanisms 60 via drive sockets 66 which can receive, in use, a complementary driver bit of a hand-held power drill or driver (not shown). In alternative embodiments (not shown), the drive mechanism may include a self-contained drive motor, preferably remotely operable. Figure 28a shows another embodiment of a deployment mechanism 700 that includes a C- shaped arm 701 that extends through the deployment mechanism 500 which in turn supports the infill panel 56. Figure 28a shows the infill panel 56 in an undeployed configuration with the mesh layers 36 compacted. Figure 28b shows the infill panel 56 in a deployed configuration with the mesh layers 36 extended. The frame 63 includes a pair of lower mounting hooks 69 that are shaped to accommodate the structure coupling mounting portions 507 of the deployment mechanism 500 shown in Figure 21 . The deployment mechanism 700 may thus be used to position the deployment mechanism 500 in place onto the frame mounting hooks 69. The deployment mechanism 700 can then be removed after installation. The bridge infill panel 56 is suspended from the infill panel bracket 63 that also extends around and below the girder 57. Placement of the infill panel 56 is between adjacent panels 10 and below the girder 57. As shown in Figure 29, additional helical connectors 38 may be employed to bind vertical edges 56a, 56b of the infill panel 56 where they overlap the adjacent panel 10. This vertical binding of the panel 56, 10 edges not only joins the adjacent panels 56, 10 but also provides a flexible connection that can help dissipate energy from an impact on the barrier 9. Figure 29 shows a method of attaching mesh layers to a structural coupling line 12. A helical coil 38 of wire is wound about edge longitudinal wires of the mesh layers 36. Such an attachment method provides a flexible connection between the mesh layers 36 and provides improved energy dissipation over a tighter or more rigid connection. The lower structural coupling line 12b may be attached to the structure 6 or substrate via a cable anchor e.g. such as the brackets of Figures 2-7. Other forms of anchors may be utilised, including those with indirect couplings, e.g. a wire secured to a ground anchor and having a distal end with a hook, clasp or the like for attaching to the lower structural coupling line 12b. Figure 30a shows such a ground anchor 71 secured to a substrate 72, which may be the ground, a structure 6, or part thereof. The ground anchor 71 is directly coupled to the lower structural coupling line 12b via a cable coupling 73. Figure 30b shows the same ground anchor 71 but is secured indirectly to the lower structural coupling line 12b via a length of wire rope 74. The aforementioned impact barrier systems 1 may be used in various applications where protection is required. The use of compactable flexible layers 36 enables use of the impact barrier system 1 in many different applications and environments. Some examples are now described. ‘Permanent’ impact barrier systems provide a permanent longitudinal barrier offering protection for personnel operating on the shielded side of a barrier. Specially designed access points may be provided to provide temporary breaks in longer barriers for equipment access, or movement of staff, crew, passengers, or visitors. The methods of installation and choice of deployment mechanism are configured to suit the available infrastructure and installation footprint. ‘Workzone’ impact barrier systems in contrast are intended for temporary works, including maintenance, refurbishment, or new builds. Such impact barrier systems enable normal operations to stay online for the duration of said works, where otherwise these works would require operations to be offline, due to snapback concerns. Workzone impact barrier systems are designed to be quick to deploy (mechanically or manually) and easy to configure to accommodate a wide range of va rying geometry for each temporary works, including difficult to access areas (e.g. under a berth). Large areas are able to be covered by panels 10 of wire mesh 36 that is lightweight relative to rigid panels of 2x2 or 1x1 metre steel. The mesh panels 10 can be pre-constructed prior to installation, then deployed with an appropriate deployment mechanism 100, 200, 300, 400, 500, 600, 700. The mesh panels 10, 56 may be deployed into place quickly without need of heavy machinery and minimal disruption to operation. Modular systems with smaller infill modular panels 56 allow the barrier 9 to bridge any gaps around existing structure. Such a light-weight barrier panel 10 have less need for high structural bearing capacity for the installation site on the structure 6. A reduced structural requirement is particularly useful for is in retrofitting to existing structures with limited structural capacity. Furthermore, the flexibility of the impact barrier panels 10 combined with the structure coupling lines 11 ,12 and anchor brackets 13 ensure the load from an impacting rope 2 does not transfer significantly to the structure 6. In contrast to a permanent system, ‘mobile’ impact barrier systems are intended to be transportable systems for use as short duration protection needs. Mobile impact barrier systems are designed to be highly configurable directly by the end user, easy to relocate and quick to install. In such mobile impact barrier systems, the barrier may have barrier panels 10 fitted to freestanding mobile structures. The structures may be wheeled and / or otherwise transportable. Mobile impact barrier systems may be standalone or connected together to form longer sections. Mobile impact barrier systems may, in some embodiments, include a single panel formed from several layers (two, three, four, or more according to need and application), preferably, four layers. The layers are preferably placed and retained together with no spacing therebetween. The mesh panel is placed within a supporting frame, for example, a rectangular fra me of metal supporting members. The panel may be attached to the supporting frame by helical coiled wire such as is described herein, or other attachment members. The supporting frame may be provided with support legs or anchor points, to which the supporting frame may be mounted on a base. The base may be a block-like structure, such as a concrete block or blocks e.g. a Jersey barrier or the like. Alternatively, the base may be any supporting member or members that can support the panel and frame can be attached and allow the mobile system to be relocated or moved accordingto need, with a reduced need for dismantling or re-building of the impact barrier system. ‘Low Deflection’ impact barrier systems are intended for confined areas where the envelope for allowable deflection is limited. These can include hook or dolphin cages or ship loader cabin protection, or narrow walkways. In such applications smaller, high impact capacity mesh panels may be used to link together with the structure to provide reduced deflection. ‘Vessel’ impact barrier systems are intended for installation on vessels and / or floating platforms with smaller available footprints. Installing an impact barrier system 1 as above enables continued operation during mooring activities, ship-to-ship transfers and / or other operations involving tensioned lines, whilst protecting crew from Snapback risk. It should be understood that there exist implementations of other variations and modifications of the invention and its various aspects, as may be readily apparent to those of ordinary skill in the art, and that the invention is not limited by the specific embodiments described herein. Features and embodiments described above may be combined with and without each other. It is therefore contemplated to cover any and all modifications, variations, combinations or equivalents that fall within the scope of the basic underlying principals disclosed and claimed herein.

Claims

Claims:1 . An impact barrier system for deployment to a structure for protection from an impact event, the impact barrier system including a barrier with an impact side and a shielded side, wherein the barrier is formed from at least one barrier portion, the at least one barrier portion formed between the impact side and the shielded side of the barrier, the at least one barrier portion including a plurality of barrier layers, each barrier layer;- formed from a mesh;- being substantially aligned with a barrier system plane, and- having two opposed faces, respectively facing the impact side and shielded side, wherein the faces have a transverse axis, orientated substantially orthogonally to the barrier system plane,- having an outer perimeter forming an edge or edges; wherein at least two of said plurality of barrier layers are at least partially o overlapped about said transverse axis, and o flexible.

2. The impact barrier system of claim 1 , wherein said layers are compactable, with respect to the barrier system plane.

3. The impact barrier system as claimed in any of any of the preceding claims, wherein at least one said barrier layer is a wire mesh.

4. The impact barrier system as claimed in claim 3, wherein said mesh is formed with adjacent longitudinal wires overlapping at intersections, wherein the mesh has noninterlocking intersections and / or non-re straining intersections.

5. The impact barrier system as claimed in any of any of the preceding claims, wherein the plurality of barrier layers are mutually connected at a said edge.

6. The impact barrier system as claimed in any one of the preceding claims, wherein at least a pair of said barrier layers are in mutual contact with each other.

7. The impact barrier system of any one of the preceding claims, wherein said flexible layers collectively provide a nonlinear impact response to the impact event.

8. The impact barrier system as claimed in any of any of the preceding claims, wherein said nonlinear impact response includes plastic deformation of at least part of the plurality of barrier layers.

9. The impact barrier system as claimed in any of any of the preceding claims, configured to retain post-impact barrier fragments between the impact side and the shielded side.

10. The impact barrier system of any one of the preceding claims, wherein said barrier layers span:- a first area in a deployed configuration,- a second area in an undeployed configuration, the second area being smaller than the first area.11 . The impact barrier system as claimed in any of any of the preceding claims, wherein said layers are joined together by at least one layer connection.

12. The impact barrier system as claimed in claim 11 , wherein the at least one layer connection is configured to allow relative movement between said connected layers about said transverse axis.

13. The impact barrier system of claim 11 or claim 12, wherein the layer connection includes at least one:- hanger;- wire;- helical coil;- elongate rod or line, and / or- fastener.

14. The impact barrier system as claimed in claim in claim 13, wherein the at least one layer connection includes at least one fastener in the form of a releasable clip configured to pass through, and retain together, at least two of said barrier layers.

15. The impact barrier system as claimed in claim 14, wherein said clip is configured to deform under impact over a threshold force.

16. The impact barrier system as claimed in claim 15, wherein the clip deformation releases the connection between adjacent barrier layers.

17. The impact barrier system as claimed in any one of claims 14-16, wherein the clip includesa system coupling, in use secured to the barrier, structure or a deployment mechanism, such that when the clip is released from the layers, the clip remains secured via the system coupling.

18. The impact barrier system as claimed in any one of claims 14-17, wherein the clip is high- tensile wire shaped into a pair of opposing jaws with a mouth formed therebetween for retaining portions of adjacent layers.

19. The impact barrier system as claimed in any of any of the preceding claims, wherein said overlap between at least two of said plurality of barrier layers is substantially coterminous.

20. The impact barrier system as claimed in any of any of the preceding claims, including at least two said barrier portions, wherein the at least two barrier portions form a mutual connection about a lateral edge, substantially upright in use.21 . The impact barrier system as claimed in claim 20, wherein the barrier layers are in contact with one another near an extremity of a corresponding panel.

22. The impact barrier system as claimed in any one of the preceding claims, wherein the barrier layers are at least partially formed from a material with an impact resistant strength from 500 to 3000 N mm'223. The impact barrier system as claimed in claim 22, wherein said impact resistant strength is from 700 to 2000 N mm'2.

24. The impact barrier system as claimed in any one of the preceding claims, wherein said barrier layers are configured to absorb energy from said impact event by flexing, deflection and / or movement between- said barrier layers, and / or- adjacent barrier portions.

25. The impact barrier system as claimed in any one of the preceding claims, wherein said barrier system includes at least one structure coupling, for coupling the barrier, or a said barrier portion, to the support structure, wherein the barrier is connected to the support structure via the structure coupling.

26. The impact barrier system as claimed in claim 25, wherein the structure coupling includes:- at least one line for securementto the structure;- at least one hanger, connectable to the line via a releasable connection, wherein the hanger includes a releasable connection to the at least one line.

27. The impact barrier system as claimed in 26, wherein at least one said barrier portion is connected to the line via the hanger.

28. The impact barrier system as claimed in claim 27, wherein the line is a suspension line, and the barrier forms a suspension barrier extending below the suspension line.

29. The impact barrier system as claimed in any one of claims 26-28, wherein said structure coupling includes one or more additional lines, including lower and / or intermediate lines.

30. The impact barrier system as claimed in any one of claims 26-29, wherein the structure coupling includes one or more anchor devices, for securing a said line to the structure.31 . The impact barrier system as claimed in claim 30, wherein a said anchor device includes a universal bracket.

32. The impact barrier system as claimed in claim 30 or claim 31 , wherein a said line is restrained at one or more points along the length thereof by a said anchor device.

33. The impact barrier system as claimed in any one of the preceding claims, further including a deployment mechanism configured to deploy said barrier portion between:- a deployed configuration, and- an undeployed configuration,34. The impact barrier system as claimed in claim 33, wherein, in said deployed configuration the barrier portion is compacted.

35. The impact barrier system as claimed in claim 34, wherein in the undeployed configuration the barrier portion is extended to span a larger area than in said deployed configuration.

36. The impact barrier system as claimed in any one of claims 33 - 35, wherein the deployment mechanism includes:- at least one barrier coupling, for connecting the at least one barrier portion to the deployment mechanism, and- a retraction mechanism, for compacting or retracting the barrier portion.

37. The impact barrier system as claimed in claim 36, wherein the retraction mechanism includes a winch.

38. The impact barrier system as claimed in any one of claims 33-37, further including a lift aid for aiding in lifting of the at least one barrier portion.

39. The impact barrier system as claimed in any one of the preceding claims, wherein a saidbarrier portion is formed as a bridging barrier portion configured to span a gap between adjacent barrier portions.

40. A method of deploying a barrier portion of an impact barrier system as claimed in any one of the preceding claims, the method including:- connecting the barrier layers together;- attaching the barrier portion to a deployment mechanism;- deploying the barrier portion by: o moving the barrier portion into an installation location on the structure; o installing the barrier portion onto the structure to form part of said barrier;- detaching the barrier portion from said deployment mechanism.41 . The method of claim 40, including attaching at least one retraction line to the barrier portion and to the deployment mechanism, and retracting the at least one retraction line to compact the barrier portion to an undeployed configuration.

42. The method of claim 41 , wherein the step of deploying the barrier portion includes extending the at least one retraction line to extend the barrier portion to a deployed configuration.

43. The method of anyone of claims 41 -42, wherein the step of detaching the barrier portion from said deployment mechanism includes detaching the at least one retraction line from the deployment mechanism.

44. The method of anyone of claims 41 -43, wherein the step of deploying the barrier portion includes connecting the barrier portion to the structure via at least one structure coupling, the structure coupling including at least one structure coupling line and a hanger, the hanger attached to the barrier portion and the step of deploying includes locating the hanger on the structure coupling line.

45. A snapback protection barrier system for mitigation of a snapback impact event at a maritime support structure, the snapback protection barrier system including an impact barrier system as claimed in any one of claims 1 -39.

46. A deployment mechanism for deploying the impact barrier system as claimed in any one of claims 1-39, the deployment mechanism including a barrier coupling for coupling the barrier portion thereto.

47. The deployment mechanism of claim 46, including a lift aid with at least one armconnected to at least one support member, the support member including the barrier coupling.

48. The deployment mechanism of claim 46 or claim 47, including a winch for deploying the barrier portion.

49. The deployment mechanism of any one of claims 46-48, including a structure coupling for coupling the deployment mechanism to a structure.

50. A structure couplingfor coupling a barrierto a structure, the structure coupling including an anchor device for retaining a line, wherein the anchor device includes:- a lateral mounting plate;- a wire coupling, and- a locking cap.51 . The structure coupling of claim 50, wherein the lateral mounting plate includes a plurality of threaded mounting holes.

52. The structure coupling of claim 51 , further including a wire clamp, securable to the threaded mounting holes to clamp a wire between the wire clamp and the lateral mounting plate.

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