Road safety barrier

Abstract

The invention relates to a road safety barrier (10) with a clip (24) adapted to receive the upright pin or the closed ended rail (112) of a further road safety barrier (100).

Description

[0001] ROAD SAFETY BARRIER

[0002] The invention relates to a road safety barrier.

[0003] The term ‘road’ is hereby defined to include a road or a footpath (or pavement or sidewalk) adjacent a road, or another ground surface adjacent a road or footpath.

[0004] A Chapter 8 Barrier is a plastic safety barrier that is compliant with Chapter 8 of the UK Traffic Signs Manual, and the New Roads & Street Works Act.

[0005] A Chapter 8 Barrier tends to be: durable and weather resistant, highly visible (for example it may have a reflective strip), enhance the safety of road workers and users, easy to install and remove, relatively lightweight and portable, and relatively affordable.

[0006] A Chapter 8 Barrier is a versatile product, which can be used for a variety of purposes including, but not limited to:

[0007] Providing a physical barrier between road users and workers, protecting workers during road construction and maintenance projects.

[0008] Forming a barrier between road construction and pedestrians and / or cyclists, therefore protecting pedestrians from moving traffic.

[0009] Helping to control traffic flow, by creating lanes, diverting traffic, therefore ensuring a smooth and safe flow of traffic through work zones.Securing event sites, as well as public areas, by making sure that pedestrians are following a chosen route or are protected from any works being carried out.

[0010] Enhanced Visibility - Designed to enhance work zones, construction sites, and events, as their highly visible appearance ensures that approaching motorists can spot potential hazards in advance.

[0011] Legal Compliance - Chapter 8 compliant barriers can be a legal requirement for those responsible for road work sites and event management.

[0012] One type of known Chapter 8 Barrier uses a hook (the term pin is used interchangeably throughout the specification) and eye arrangement to temporarily engage adjacent barriers so as to form a longer barrier. In particular, a first barrier comprises a vertically aligned hook, and an adjacent second barrier comprises a vertically aligned eye. The second barrier is lifted slightly so that the hook of the second barrier coincides vertically with the eye of the first barrier, then the hook of the second barrier is lowered so as to slidably engage in the eye of the first barrier.

[0013] Referring to Figure 15, a known barrier made by the Applicant has a blow moulded body 200. The body 200 has a protrusion 202, which is blow moulded in the same step as the rest of the body. A vertical blow moulding split line (also known as witness line) 204 is indicated. At the top of the protrusion 202 plastics material is removed to leave a first opening 206. At the bottom of the protrusion 202 plastics material is removed to leave a second opening 208. The first opening 206 and the second opening 208 define a closed vertical channel for receiving a pin ofa barrier. Due to the nature of the manufacturing process, it will be appreciated by the reader that a single skin wall of the protrusion 202 defines the channel for a pin.

[0014] Referring to Figure 16, a barrier made by Ada™ has a blow moulded body 300. The body 300 has a first protrusion 302, a second protrusion 304, and a third protrusion 306. A vertical blow moulding split line 308 is indicated. The first protrusion 302 is connected to the second protrusion 304 at the end of the arms remote from the main body of the barrier, and a first opening 310 is defined between the first protrusion 302 and the second protrusion 304. The second protrusion 304 is connected to the third protrusion 306 at the end of the arms remote from the main body of the barrier, and a second opening 312 is defined between the second protrusion 304 and the third protrusion 306. Hence, the first opening 310 and the second opening 312 define a closed vertical channel for receiving a pin of a barrier.

[0015] Another type of known Chapter 8 Barrier uses a rail and clip arrangement to temporarily engage adjacent barriers so as to form a longer barrier. In particular, a first barrier comprises a vertically aligned closed ended rail, and a second adjacent barrier comprises a vertically aligned closed ended rail, and a stand-alone rubber clip. The closed ended rails mean the clip cannot be slid onto an end of one of the rails. Instead, the stand alone clip is resiliently deformable so as to create a first opening adapted to receive and grip the rail of the first barrier, and a second opening adapted to receive and grip the rail of the second barrier, so as to temporarily connect the rail of the first barrier and the rail of the second barrier.

[0016] A problem with the known barriers above is that a barrier having a hook and eye arrangement and a barrier having a rail and clip arrangement are not compatible with each other without an additional clip like the stand alone clip described above.An aim of the present invention is to provide a road safety barrier that may be connected to different types of road safety barrier in an alternative way.

[0017] A separate aim of the present invention is to provide an improved road safety barrier.

[0018] According to a first embodiment of the invention there is provided a road safety barrier in accordance with Claim 1.

[0019] In that way, in an embodiment of the invention disclosed below, the barrier 10 can engage with a pin 21 of a road safety barrier 10 (or a further road safety barrier which is not the barrier of the invention) and a closed ended rail 112 of a rail type road safety barrier 100. It is not essential if the barrier 10 engage with a pin and a closed ended rail at the same time. For avoidance of doubt, the further road safety barriers specified in Claim 1, and the pin and the closed ended rail of that / those barriers, are not features of the claimed barrier of Claim 1.

[0020] The skilled person has not previously considered vertically spacing the arms so as to enable fitting of the road safety barrier to a pin of a further road safety barrier and a rail of further road safety barrier.

[0021] Moreover, if the skilled person had considered it, they would have thought that the arms could not be successfully moulded, or if they could be successfully moulded, the arms might break or fail after moulding and removal of the mould.According to a second embodiment of the invention there is provided a method of making a road safety barrier body of the road safety barrier in accordance with Claim 1.

[0022] According to a third embodiment of the invention there is provided a road safety barrier assembly in accordance with Claim 7 or Claim 8.

[0023] According to a fourth embodiment of the invention there is provided a method of engaging a road safety barrier with another road safety barrier, in accordance with Claim 9.

[0024] According to a fifth embodiment of the invention there is provided a method of engaging a road safety barrier with another road safety barrier, in accordance with Claim 11.

[0025] Other optional and preferred features of the invention are set out in the dependent claims, and the description, below.

[0026] It will be appreciated that the features of an independent claim or statement of invention can be combined in any complimentary manner, with one or more features of another independent claim or statement of invention, and / or one or more dependent claims, and / or with one or more features of the description, where such a combination of features would provide a working embodiment of the invention.

[0027] A road safety barrier in accordance with the invention will now be described, by way of example only, with reference to the accompanying drawings, in which,

[0028] Figure l is a front side view of a road safety barrier,Figure 2 is a perspective view of the road safety barrier of Figure 1,

[0029] Figure 3 is another front side view close up of a clip of the road safety barrier of Figure 1,

[0030] Figure 4 is an end view of the clip of Figure 3,

[0031] Figure 5 is a plan view from above of the clip of Figure 3,

[0032] Figure 6 is a perspective view of the clip from the front and above,

[0033] Figure 7 is a perspective view of the clip from the rear and above,

[0034] Figure 8 is a front side view of the road safety barrier of Figure 1 arranged adjacent a second road safety barrier of the closed ended rail type, prior to the first barrier and the second barrier being connected,

[0035] Figure 9 is a perspective view of part of the road safety barriers of Figure 8, showing the clip of the road safety barrier of Figure 1 and the closed ended rail of the second road safety barrier which clip connects the road safety barrier and the second road safety barrier together,

[0036] Figure 10 is a front side view of the barriers of Figure 8, connected,

[0037] Figure 11 is a front side view of the road safety barrier of Figure 1 arranged adjacent a second road safety barrier of Figure 1, prior to the barriers being connected,Figure 12 is a close up front side perspective view of the barriers of Figure 11, showing a pin of the first road safety barrier engaging with a clip of the second road safety barrier,

[0038] Figure 13 is a close up front side perspective view of the pin and clip of the barriers of Figure 11, and

[0039] Figure 14 is a close up front side perspective view of the pin and clip of the barriers of Figure 11.

[0040] Referring to Figures 1 and 2, a road safety barrier 10 comprises a barrier body 12. The barrier 10 also comprises a first foot 14 and a second foot 16.

[0041] The body 12 includes a horizontal (or roughly horizontal) top rail 13A and a horizontal (or roughly horizontal) bottom rail 13B, and spaced vertical (or upright) rails 17 (only some have been referenced for conciseness) connecting the horizontal top rail and the horizontal bottom rail. The barrier body 12 has a first end 18 and a second end 20. A vertical (or upright) end rail 17A at the first end has a pin 21 and a closed rail 23. A vertical (or upright) end rail 17B at the second end has a clip 24.

[0042] The barrier body 12, including the clip 24, is blow moulded, from plastic material, in one piece, and in one and the same process. A parting line PL is shown in Figures 4 and 5. The parting line PL corresponds to line V in Figure 9.The first foot 14 and the second foot 16 are made of rubber. The rubber first foot 14 snaps onto a plastic moulded first spigot 25. The rubber second foot 16 snaps onto a plastic moulded second spigot 26. In turn, the first spigot 25 snaps into the horizontal bottom rail of the barrier body 12 towards the first end 18, and the second spigot 26 snaps into the horizontal bottom rail of the barrier body 12 towards the second end 20.

[0043] Referring to Figures 1 and 2, dimensions of an example embodiment of the road safety barrier 10 may be as follows:

[0044] Length: 2057 mm.

[0045] Width of barrier body 12: 50 mm.

[0046] Width of feet 14, 16: 505 mm.

[0047] Height of barrier body: 814 mm.

[0048] Height of barrier including feet: 1 m.

[0049] It will be appreciated by the reader that the road safety barrier 10 may be made in a variety of sizes. Furthermore, the road safety barrier 10 may accommodate a variety of sizes of pins and / or rails (for example, up to 60 mm diameter) on a further road safety barrier.

[0050] Referring to Figures 3 to 7, the clip 24 comprises a first arm 30 and a second arm 32.The first arm 30 and the second arm 32 are (approximately) C shaped. The first arm 30 has a free end 40, and the second arm has a free end 42.

[0051] Referring to Figure 5, viewed vertically from above, the free end 40 of the first arm 30 and the free end 42 of the second arm 32 are adjacent each other (and do not define an opening for a vertically aligned rail of a rail type road safety barrier).

[0052] The free end 40 of the first arm 30 is vertically spaced from the free end 42 of the second arm 32.

[0053] The first and second arms 30, 32 each have inner surfaces 45, 46 defining a vertical (or upright) aperture A between them. The vertical aperture A can receive a vertical pin 21 of a pin type road safety barrier 10 in a first configuration of the road safety barrier 10, as disclosed below.

[0054] Referring to Figure 4, the free end 40 of the first arm 30 has a lower surface 60, and the free end 42 of the second arm 32 has an upper surface 62, those surfaces define a space X between the free end of the first clip 24 and the free end of the second arm of the clip. The minimum space is denoted by line X. Referring to Figure 3, the minimum space X between the arms 30, 32 of the clip 24 is a distance of about 40 mm.

[0055] Also, the minimum space X between the free ends 40, 42 of the first arm 30 and second arm 32, can receive a rail 112 of a rail type road safety barrier 100, if the rail 112 is tilted to the vertical, and in turn the vertical aperture can receive the rail 112 of a rail type road safety barrier 100, once the rail 112 reverts to a vertical position, in a second configuration of the road safety barrier 10.In another embodiment, where the first arm 30 and second arm 32 are resiliently deformable, a rail 112 of a rail type road safety barrier 100 can be manually forced beyond the free ends 40, 42 of the first arm 30 and second arm 32, even if the rail 112 is not tilted to the vertical, so that the rail locates in the vertical aperture A.

[0056] A point on the lower surface 60 of the free end 40 of the first arm 30 and a point on the upper surface 62 of the free end 42 of the second arm 32 which define the minimum space, are horizontally spaced from one another (so as to reduce the required angle of tilt of the rail type road safety barrier 100).

[0057] In this way, the barrier 10 can engage with a pin 21 of a road safety barrier 10 and rail 112 of a rail type road safety barrier 100 (not at the same time).

[0058] In an embodiment of the clip 24 that is not shown the clip is adapted to receive a pin 21 of a road safety barrier 10 and a rail 112 of a rail type road safety barrier 100, at the same time. For example, the clip 24 can hold a pin or rail of a first barrier in line with the barrier 10, and the clip 24 can hold a pin or rail of a second barrier arranged at 90 degrees to the barrier 10.

[0059] In that way, the three joined barriers have a T configuration in plan view from above.

[0060] In embodiment shown, the first arm 30 is higher up the rail than the second arm 32. But the second arm 32 can be arranged higher up the rail than the first arm 30. For example, where the barrier body 12 has a plane, the positions of the first arm 30 and second arm 32 could be switched to mirror image positions in the plane of the barrier body 12.The lower surface 60 of the free end 40 of the first arm 30 is V shaped, and the point on the lower surface of the free end of the first arm which contributes to defining the minimum space is at the lowest point of the V shape, and the upper surface 62 of the free end 42 of the second arm 32 is inverted V shaped, and the point on the upper surface of the free end of the second arm which contributes to defining the minimum space is at the highest point of the inverted V shape. It will be appreciated that the first arm lower surface 60 is inclined in an equal and opposite direction to the second arm upper surface 62 (to assist with removal of the clips 24 from the mould).

[0061] One or more arms 30, 32 of the clip 24 is / are designed to deform resiliently.

[0062] Referring to Figure 6 and 7, in one embodiment, when the arms 30, 32 of the clip 24 move apart resiliently, a first side of the rail 17B comprises a first indent (a.k.a. a kiss off) 70 and a second side of the rail 17B comprises a second indent 72. In use, when the arms 30, 32 of the clip 24 move outwardly apart from one another, to accommodate a rail or pin, the first indent 70 and the second indent 72 touch to prevent further outward arm movement, and to resiliently bias the arms 30, 32 back to their original position.

[0063] In one embodiment, one or both of the free end of the first arm 30 and / or the free end of the second arm 32 may comprise a protrusion (otherwise referred to as a nipple). In Figure 4, the first arm 30 has a first protrusion 34 and the second arm 32 has a second protrusion 36. The protrusions 34, 36 may have rounded surfaces. When the arms 30, 32 of the clip 24 move outwardly apart from one another, to accommodate a rail or pin, the protrusions 34, 36 deform outwardly to accommodate a rail or pin, and then return inwardly to their original position tocaptivate the rail or pin. The movement of the protrusions 34, 36 may be accompanied by an audible sound which signals that the protrusions 34, 36 have captivated the rail or pin.

[0064] In one embodiment, not shown for conciseness, instead of the inside surfaces of the free ends of the arms 30, 32 being substantially vertically aligned, as shown by line PL in Figure 4, the inside surfaces of the arms could overlap. In other words, the inside surface of the free end of the first arm 30 could move to the left in Figure 4 and the inside surface of the free end of the second arm 32 could move to the right in Figure 4.

[0065] Figures 8 to 10 show a second road safety barrier 100. Referring to Figure 8, the second road safety barrier 100 has a first closed ended rail 110 and a second closed ended rail 112. Figure 9 shows the second closed ended rail 112 in more detail. Hereinafter, the second road safety barrier 100 is interchangeably referred to as a rail type road safety barrier.

[0066] In use, referring to Figure 9, the rail type road safety barrier 110 can be tilted to axis TA, at which the rail type road safety barrier 110 is oriented at angle a degrees to the vertical axis V. Angle a is preferably about 25 degrees to the vertical axis V. Meanwhile, the road safety barrier 10 is arranged in a vertical configuration. Whilst the rail type road safety barrier 110 is tilted and the road safety barrier 10 is arranged in a vertical configuration, the rail type road safety barrier 110 is moved towards the road safety barrier 10, so that the second closed ended rail 112 of the rail type road safety barrier 110 engages with the minimum space x between free ends of first arm and second arm of clip 24. It will be appreciated by the reader that the minimum space X is designed to engage with the second closed ended rail 112 of the rail type road safety barrier 110 when the barrier 110 is arranged at the aforementioned tilt angle, because when the rail is arranged at the aforementioned tilt angle is the rail diameter less thanthe minimum space X between the free end of the first clip and the free end of the second arm of the clip. The same principle applies to the tilted barrier with pin disclosed at Figure 11 below. If fitted in this way the arms of the clip 24 do not deform and fatigue, extending the life of the barrier body.

[0067] After the second closed ended rail 112 of the rail type road safety barrier 110 engages with the minimum space X, the second closed ended rail 112 of the rail type road safety barrier 110 is moved further into the vertical aperture between the arms 30, 32 of the clip 24, as the rail type road safety barrier 110 is simultaneously oriented back to vertical, as shown in Figure 10.

[0068] To unlink the road safety barrier 10 and the rail type road safety barrier 110, the rail type road safety barrier 110 is tilted to the angle disclosed above (whilst the road safety barrier 10 is arranged in a vertical configuration) and the road safety barrier 10 and the rail type road safety barrier 110 are moved apart.

[0069] In another embodiment, if the arms of the clip 24 are resilient, the second closed ended rail 112 of the rail type road safety barrier 110, even if larger than minimum space x between free ends of first arm and second arm of clip 24, can be manually forced to resiliently deform the arms so that the rail 112 can engage with the minimum space x. This arrangement gives rise to quicker fatigue of the arms.

[0070] The above mentioned angle of tilt has been shown to work optimally. In other embodiments of the invention not shown for conciseness, other angles of between about 0 degrees to the vertical to about 60 degrees to the vertical may be used.Referring to Figure 11, a road safety barrier 10 can be attached to a second road safety barrier 10 using the aforementioned tilting method.

[0071] Alternatively, the road safety barrier 10 can be attached to a second road safety barrier 10 by dropping the pin 21 from above into the vertically aligned aperture A (referenced in Figure 5) defined by inner surfaces 45, 46 of arms 30, 32 of the clip 24. Figures 13 and 14 show there is a gap around the free end of the pin 21. The gap may be sufficient that the pin 21 slides into the aperture A. Alternatively, the pin 21 may be manipulated so as to create a sufficient gap around the free end of the pin 21, such that the gap is sufficient that the pin 21 slides into the aperture A.

[0072] Referring to Figure 11, the closed rail 23 of the road safety barrier 10 can be attached to a closed rail 150 of some road safety barriers by virtue of a stand-alone rubber clip, like disclosed in the known barrier above.

[0073] It will be appreciated by the reader that the offset arms of the clip 24 allow the barrier body 12 to be blow moulded in a single moulding step.

[0074] It will be further appreciated that in contrast to the known barrier made by the Applicant disclosed hereinabove, each of the arms 30, 32 of the barrier body 12 has a wall surrounding a three dimensional volume. In other words, each arm has a wall on the inner surface of the arm and wall on the outer surface of the arm. The inner and outer surfaces / walls are connected to each other at the free end of the arm, and connected to the rest of the barrier body at the end of the arm remote from the free end. This feature may give rise to longer life of the arms 30, 32.In another embodiment of the invention, not shown for conciseness, the barrier body 12 comprises a clip having three arms. Instead of first arm 30 and second arm 32 arranged on opposite sides of the rail or pin, the clip has two arms are arranged on one side of the rail and / or pin and one arm arranged on the other side of the rail and / or pin. A barrier body having a clip with more than three arms is envisaged. In a barrier having a clip with three arms or more, the clip deforms resiliently to engage with the pin or rail.

[0075] In another embodiment of the invention, not shown for conciseness, the free end of the first arm is not vertically spaced from the free end of the second arm, like one of the pairs of arms in the stand alone clip disclosed above. In such an embodiment, such a clip can be made in a separate blow moulding step to the rest of the barrier body. Such a clip may be attached to the end of a blow moulded barrier body in a separate step. Then the barrier with integrated clip can be fitted to a second barrier. Or, such a clip may be a double clip, like the stand alone clip disclosed above, with one clip intended to retrofit engage with a first barrier and the opposite clip intended to retrofit engage with a second barrier.

[0076] In another embodiment of the invention, not shown for conciseness, the barrier body 12 can be made from a material other than plastic material, such as but not limited to aluminium. Also, the barrier body 12 can be made in a process other than blow moulding. Also, the barrier body 12 need not be made in one piece and in one and the same process.

[0077] In yet another embodiment of the invention, not shown for conciseness, instead of having the horizontal top rail and the horizontal bottom rail, and spaced vertical rails connecting the horizontal top rail and the horizontal bottom rail, the barrier body 12 may be made of anysuitable shape, such as a single (thin) cuboid. In such an embodiment, the clip 24 may be arranged at one upright end of the cuboid barrier body 12.

[0078] In yet another embodiment of the invention, protection is sought for the barrier body 12 alone, without the separate feet 14, 16 and spigots 25, 26.

[0079] In one preferred embodiment of the invention, the road safety barrier is a Chapter 8 Barrier.

[0080] In yet another embodiment of the invention, the invention relates to any safety barrier or indeed any barrier.

Claims

CLAIMS1. A road safety barrier comprising a blow moulded barrier body, the blow moulded barrier body comprising an upright end rail, the upright end rail comprising a clip, the clip comprising a first arm and a second arm, the first arm and the second arm each having inner surfaces defining an upright aperture between them, characterised in that, in a first configuration of the road safety barrier, the upright aperture is designed to receive an upright oriented pin of a further road safety barrier, and wherein the first arm has a free end, and the second arm has a free end, the free end of the first arm is vertically spaced from the free end of the second arm, and in a second configuration of the road safety barrier, the free end of the first arm and the free end of the second arm are designed to receive a closed ended rail of a further road safety barrier, and the upright aperture is designed to receive the closed ended rail of the further road safety barrier.

2. A road safety barrier according to Claim 1, characterised in that one or more arms of the clip is / are designed to deform resiliently.

3. A road safety barrier according to Claim 1 and / or Claim 2, characterised in that the vertical space between the free ends of the first arm and second arm is designed to receive a closed ended rail of a further road safety barrier, if the rail is tilted to the vertical, and in turn the vertical aperture can receive the rail of a rail type road safety barrier, once the rail reverts to a vertical position, in a second configuration of the road safety barrier.

4. A road safety barrier according to Claim 2, or Claim 3 when dependent on Claim 2, characterised in that the barrier comprises one or more indents which, after deformation of thefirst arm with respect to the second arm, helps the first arm return to its position with respect to the second arm.

5. A road safety barrier according to Claim 2, or Claim 3 when dependent on Claim 2, or Claim 4 when dependent on Claim 2, characterised in that the first arm and / or the second arm comprises a protrusion.

6. A method of making a road safety barrier body of Claim 1, comprising blow moulding the barrier body, including the clip, in one and the same step.

7. A road safety barrier assembly comprising a road safety barrier in accordance with one or more of Claims 1 to 5, engaged with a rail of a further road safety barrier.

8. A road safety barrier assembly comprising a road safety barrier in accordance with one or more of Claims 1 to 5, engaged with a pin of a further road safety barrier.

9. A method of engaging a road safety barrier with another road safety barrier, the method comprising providing a road safety barrier in accordance with one or more preceding claim, and providing a further road safety barrier having a rail, and engaging the road safety barrier with the rail of the further road safety barrier.

10. A method of engaging a road safety barrier with another road safety barrier, according to Claim 9, the method comprising tilting the further road safety barrier with respect to the road safety barrier, and moving the rail of the further road safety barrier into the vertical aperture ofthe road safety barrier, and then orienting the further road safety barrier so it is not tilted with respect to the road safety barrier.

11. A method of engaging a road safety barrier with another road safety barrier, the method comprising providing a road safety barrier in accordance with one or more preceding claim, and providing a further road safety barrier having a pin, and engaging the road safety barrier with the pin of the further road safety barrier by either a) tilting the further road safety barrier with respect to the road safety barrier, and moving the rail of the further road safety barrier into the vertical aperture of the road safety barrier, and then orienting the further road safety barrier so it is not tilted with respect to the road safety barrier, or b) dropping the pin from above into the vertically aligned aperture.

12. A road safety barrier, or road safety barrier assembly, or method of engaging a road safety barrier with another road safety barrier, substantially as described herein and / or with reference to relevant Figures of the drawings.19

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