Traffic control device

A traffic control device constructed as a one-piece traffic channelizing device of a plastic material. The device includes a bottom having a plurality of flexible flap elements for receiving and storing a ballast thereon. The flexible flap elements are responsive to a substantial impact to the traffic control device to cause the ballast to be released from the flexible flaps while the device is impacted to a horizontal position adjacent its original position. The device is adapted to mount warning lights and to be stacked including with the warning lights mounted thereto. The stacking of the traffic control devices does not effect the desired action for the flexible flaps.

FIELD OF INVENTION 
This invention relates to traffic control device and more particularly to 
traffic channelization elements presenting a formidable target to a motor 
vehicle operator. 
BACKGROUND OF INVENTION 
Traffic channelizers are traffic control devices presenting a formidable 
object to warn an operator of a motor vehicle of a hazard located on the 
nontraffic side of the channelizer and thereby signal to the motor vehicle 
operator that he should not proceed into the area beyond the traffic 
channelizing devices because of the hazard. Such traffic channelizers 
usually are approximately 36 inches in height and 18 inches wide to 
function as a formidable target to gain the attention of the motor vehicle 
operator. Metallic drums have been employed for this purpose. Traffic 
channelizing devices constructed of plastic to avoid the problems of 
metallic channelizing drums have been develooped and are in use. One such 
plastic channelizer that has been widely utilized is disclosed in U.S. 
Pat. No. 4,083,033 granted on Apr. 4, 1978 and entitled "Traffic Control 
Element". One of the embodiments disclosed in U.S. Pat. No. 4,083,033 is a 
two-piece channelizing element that may be readily assembled together in a 
stabilized condition for traffic channelization purposes and yet the two 
pieces may be readily separated upon receiving a substantial impact by a 
motor vehicle or the like, to minimize damage to the traffic control 
element. In addition to the two-piece, plastic channelizing devices, 
one-piece plastic devices are presently in use. Present day one-piece 
devices generally have solid bottoms for storing stabilizing means such as 
a sandbag. All of the aforementioned traffic channelizers are adapted to 
mount a hazard warning light adjacent to the top thereof and are further 
adapted to be stackable. 
Some uses of the one-piece plastic channelizers of the prior art have found 
them to be more convenient in use than a two-piece breakaway device, since 
some of these devices are provided with an open top that permits the open 
top to be readily grasped by an individual and allows the channelizing 
device to be dragged along the ground to a new channelizing position. In 
addition, some traffic channelizing devices permit the devices to be 
stacked, with or without the ballast stored therein, without the need to 
separate the top portion from the base portion for stacking purposes. 
Present day plastic channelizers have been subjected to impact testing to 
determine their response to a substantial impact from the standpoint of 
the amount of damage caused by the impact, and the amount of displacement 
of the channelizers from the point of impact. One advantage of a 
one-piece, ballasted, traffic control device that was determined by the 
testing is a one-piece traffic channelizing element comes to rest more 
predictably near its original channelizing position. It was also 
determined that the point of impact and whether the channelizer had 
warning lights mounted thereon effects the trajectory and amount of 
displacement of the device and ultimately the final resting place. These 
tests further verified that the utilization of one or more flat sides 
prevented the traffic control devices from rolling beyond the flat side 
once the energy of impact is dissipated. The disadvantage that was 
revealed by the aforementioned testing was that the single piece or 
non-breakaway type of channelizing device was damaged more extensively 
with each impact than a two-piece channelizing device. It was also 
determined that it was more probable that the one-piece device would get 
tangled with the impacting motor vehicle to a greater extent than the 
two-piece device and present a danger to the motor vehicle operator. 
SUMMARY OF INVENTION 
The present invention provides an improved, inexpensive, one-piece traffic 
control device particularly adapted for traffic channelization that 
incorporates the advantageous features of a two-piece breakaway device; 
i.e., the ballast separates from the traffic control device upon 
substantial impact with the motor vehicle. The disclosed traffic control 
device is defined with a stepped configuration from end-to-end, with the 
smaller diameter adapted to be mounted on a supporting surface, while the 
larger diameter end is open-ended and is considered the free end. The 
smaller diameter end of the traffic channelizing device is provided with a 
plurality of flexible flap elements for releasably storing the ballast or 
stabilizing means to maintain the traffic control device in a stable 
position for traffic channelization purposes. The one-piece device is 
responsive to substantial impact from a motor vehicle or the like whereby 
the channelizer is separated from the ballast means. The flap elements 
after releasing the ballast means advantageously return to their original 
condition and position. The provision of a ballast storage means of the 
type disclosed herein at the bottom of the traffic control device allows 
the devices to be stacked without deforming the flexible elements during 
storage or stacking. The traffic control devices are advantageously 
constructed with warning light holding means that permit the traffic 
control devices to be stacked either with or without the warning lights 
mounted therein. The light wells per se are advantageously designed to 
mount warning lights in a nonrotatable position therein so that upon 
impacting the channelizer, the warning light will not, under normal 
vehicle impact, be ejected from the channelizer as a result of ripping 
through, or tearing through, the plastic wall or walls of light holders as 
prior art structures have responded. The traffic control devices are 
further provided with a roll resistant surface to prevent rolling along 
the ground until the energy that impacted it to a horizontal position is 
dissipated. The configuration of the device is preferably one having a 
curved surface in combination with a roll resistance surface to provide a 
continuous high target value to the motorist by means of the curved 
surface. 
From a broad structural standpoint the present invention comprehends a 
traffic control device comprising a hollow element having a substantially 
closed end for mounting the element in a vertical position on the mounting 
surface when functioning as a traffic control element. The closed end is 
constructed and defined by means of a plurality of flexible flaps for 
releasably storing ballast means for stabilizing the hollow element in a 
vertical position when mounted on the flaps. The flaps are characterized 
as being responsive to an impact to the hollow element causing it to be 
moved from its vertical position to permit any ballast means stored on the 
flaps to substantially remain in position while being separated from the 
moving hollow element. 
From a specific structural standpoint, the present invention comprehends a 
traffic channelizer comprising a hollow element having an outer 
configuration that is constructed and defined to be of a stepped 
configuration from the element mounting surface to the top surface 
thereof. The smaller dimension of the stepped hollow element has a 
substantially closed end for mounting the element in a vertical 
channelizing position on a mounting surface. The closed end is constructed 
and defined with a plurality of spaced, flexible, elements constructed 
integrally with the hollow element for substantially closing the bottom 
end of the hollow element. The flexible elements are adapted to receive 
means for stabilizing the traffic channelizer in a vertical position and 
being responsive to a substantial impact to the hollow element so as to 
release any stabilizing means therefrom while permitting the hollow 
element to be moved from its vertical position while being separated from 
the stabilizing means. The traffic channelizer includes means defined for 
mounting a warning light in the hollow element adjacent the top side 
thereof. 
The spaced, flexible elements provided for the closed end of the 
aforementioned traffic channelizer are defined integrally with the hollow 
element to extend inwardly from adjacent the outer periphery of the closed 
end towards the center thereof. Each flexible element is spaced apart by 
radial slots extending between adjacent elements from adjacent the outer 
periphery of the closed end to a central aperture whereby the inner end of 
each element is spaced from the ends of each other element to permit each 
element to be independently flexible of the other elements.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
Now referring to the drawings, the traffic control element TC of the 
present invention will be described in detail. The traffic control element 
TC may be utilized in a variety of fashions for traffic control, 
delineation and/or channelization and is illustrated in FIG. 1 as it may 
be positioned on a highway adjacent the side of a traffic lane for traffic 
channelization purposes. In a number of applications of the traffic 
control device TC, a multiplicity of such devices may be arranged in 
alignment for a traffic channelization such as when it is desired to 
signal a hazard in a lane in which the motor vehicle MV is approaching and 
to cause the motorist to change lanes. The traffic channelizer TC is 
illustrated in FIG. 2 aftwer it has been impacted by the motor vehicle MV 
so as to cause the ballast B to be separated from the traffic control 
device TC proper. The traffic control device TC is preferably arranged 
with at least one flat side FS so that when the device TC is impacted to a 
horizontal position, the channelizer will come to rest on its flat side FS 
and prevent further movement of the traffic control device TC. 
Specifically, if a large truck or trailer-truck is moved at a relatively 
high speed past the traffic control device TC when it was in a horizontal 
position, the wind created by such high speed movement would not cause the 
traffic control device TC to respond to the wind but would be maintained 
in its impacted position as illustrated in FIG. 2, as contrasted with a 
circular configuration, for example, since a circular device will roll. 
The traffic control device TC, as illustrated in FIGS. 1 and 2, is shown 
mounting a pair of warning lights WL in each of the receptacles therefor. 
The warning lights WL are commercially available warning lights and are 
known in the art as a type A or C barricade light and are commercially 
available from the Signal Division of Lear Siegler, Inc. 1370 Esperanza 
Street, Los Angeles, Calif. It will be recognized that only one light may 
be mounted to the traffic control device TC under most circumstances. In 
many applications of the channelizing devices, the lights will be omitted 
in their entirety. The warning lights WL may be a steady burn light, Type 
C, or a flashing light, Type A, in accordance with the particular 
application and requirements of the governmental entity having 
jurisdiction over the road, highway or freeway. 
The traffic control element TC has the general configuration of a barrel 
and therefore is adaptable to be used for the same general purposes as 
present day traffic channelizers of the type disclosed in U.S. Pat. No. 
4,083,033 and may be used with the additional advantages and features 
described herein which are not comprehended by prior art traffic control 
devices. The general configuration of the traffic control device TC for 
the purposes of the present invention is that is preferably has an arcuate 
configuration with at least one flat side FS. The configuration may be 
considered as a generally D-shaped configuration in cross-section, as is 
evident from examining the drawings. The traffic control device TC may be 
defined to have one or two conventional warning lights WL mounted adjacent 
the top thereof for traffic warning and signaling purposes. The warning 
lights WL are preferably mounted and secured to the traffic control device 
TC in an anti-theft relationship. The warning lights WL are secured to the 
traffic control device TC by means of warning light sockets WS arranged on 
opposite sides of the traffic control device TC on the outside of the 
arcuate surface thereof. 
In accordance with the present invention, the anti-rolling feature is 
improved relative to the traffic channelizers defined solely with roll 
resistant outer surfaces by the provision of the light sockets WS on the 
outside of the arcuate surface of the traffic control element TC. The 
light sockets WS per se act as roll resistant elements along with the flat 
side FS. When the warning lights WL are secured to the light sockets WS, 
the warning light lens 21 will further restrict the rolling of the traffic 
control element TC along with the light sockets WS. 
The traffic control element TC is preferably constructed of a lightweight 
material such as a plastic end, in particular, a high molecular weight low 
density polyethylene material. A specific grade of polyethylene has been 
found to be satisfactory in that it has the required structural integrity 
at both high and low temperatures to be maintained in an upright position 
and is resilient enough not to be damaged as a result of minor impacts. 
The material permits any dents occurring in the material to be pushed back 
to its original condition by pushing the dented area outwardly to restore 
it to its molded shape. These properties allow the device TC to be 
reusable. 
The specific configuration of the traffic control element TC is of a 
generally hollow, cylindrical configuration with a flat or planar area on 
one side, or the side identified as FS, thereby providing a generally 
D-shaped cross-sectional configuration for the element TC. The traffic 
control element TC is further defined to have a stepped configuration 
between its ends with the larger end being the free end with which the 
warning light sockets WS are integrally formed therewith. The smaller 
diameter end is the bottom end or the end normally resting on the 
supporting surface. The stepped configuration is defined to provide a 
plurality of arcuate sections 10 defined on the outer surface of the 
traffic control element TC of successively increasing diameter from the 
bottom end to the top end, as illustrated in FIG. 3. The arcuate sections 
10 may be provided with surface areas that contrast in color with the 
basic color of the traffic control element TC proper. The contrasting 
color may be provided by means of commercially available sheeting secured 
to the treated outer surface of the traffic control element 10 by 
adhesives or the like. The commercially available sheeting secured to the 
traffic control element TC may also include reflective properties for 
nighttime use and the reflective sections may be arranged in a spaced 
apart relationship thereon. The reflective sheeting is not illustrated in 
the drawings. 
An important feature of the present invention is the construction of the 
bottom end of the traffic control device TC for mounting and storing the 
ballast B which is illustrated in the form of a sandbag. The ballast B 
normally is stored on the bottom section of the traffic control device TC, 
as illustrated in FIG. 3. The enclosed end of the traffic control device 
TC is constructed and defined by means of a plurality of flexible flaps 11 
and 12 for releasably storing ballast means B for stabilizing the traffic 
control TC in its vertical position when mounted on the flaps. The flaps 
11 and 12 are characterized as being responsive to an impact to the 
traffic control device TC causing it to be moved off its vertical position 
to permit any ballast or sandbag B stored on the flaps 11 and 12 of the 
device TC to substantially remain in position while being separated from 
the moving hollow traffic channelizer TC; see FIG. 2. 
The construction of the flexible flaps 11 and 12 are integral with the 
traffic control device TC and can be best appreciated from examining FIGS. 
3, 4, and 6. FIG. 4 in particular shows the detailed configuration of the 
flexible flap elements 11 and 12 for the purposes of the present 
invention. In the embodiment illustrated in FIG. 4, four flexible flaps 
are illustrated. The three flaps 11 are constructed integrally with the 
arcuate side of the traffic control device TC while the fourth flap 12 is 
attached to the device TC integrally adjacent to the flat side FS. The 
flap 12 is the sole flap attached to the flat side FS and extends between 
the ends of the flat side and radially toward a central aperture 13. 
Similarly, the elements 11 extend from adjacent the inner periphery of the 
curved portion of the device TC. Each of the flap elements 11 are spaced 
apart by radially extending slots 14. The slots 14 on the opposite side of 
the flap 12 are identified as slots 15 and have an enlarged end 15E. 
Similarly, the slots 14 and 15 have large releaf radii between the flap 
elements 11 and 12 and are identified by the reference numerals 14E and 
15E. The large radius relief between the fingers 11 and 12 are provided to 
minimize notch sensitivity and the possibility of tearing the flaps 11 and 
12 from the traffic control device TC, or tearing up the vertical wall of 
the traffic control device TC. 
Flaps 11 and 12 are preferably constructed and defined so that they are 
substantially rigid for maintaining their relative horizontal positions, 
including when they are lifted off the ground or stacked, to prevent the 
elements 11 and 12 from drooping or taking a set. Specifically, the 
utilization of a single flap 12 opposite the flat side FS has been found 
advantageous for this purpose. The single flap 12 also provides additional 
rigidity to the large flat side, by helping to keep the flat side from 
bowing inwardly. To maintain the flaps 11 and 12 rigid and yet flexible, 
each of the elements 11 and 12 are constructed and defined to be raised 
inwardly and upwardly or stepped adjacent the periphery of the device TC 
by means of the flap portion 11S, such as illustrated in FIGS. 3 and 6 for 
the elements 11. The raised portions 11S of the elements 11, then, are 
inclined downwardly towards a central aperture 13. In this manner pockets 
11P and 12P are defined on the bottom side of each of the flaps 11 and 12, 
as illustrated in FIG. 4. This construction has been found to give the 
flap elements 11 and 12 the necessary rigidity to maintain their 
essentially horizontal position when they are lifted off a supporting 
surface or when they are arranged in a stacked relationship, as 
illustrated in FIG. 6, and yet are sufficiently flexible to permit release 
of the ballast B. 
The upper portion of the traffic control device TC is constructed and 
defined with warning light holders or sockets WS constructed integrally 
therewith on the outside of the open end of the traffic control device and 
adjacent the top thereof. The light holding sockets WS ae defined to hold 
a warning light WS having a housing 20 with a plastic lens 21 extending 
outwardly from the top of the housing 20, as illustrated, for example, in 
FIG. 3. In accordance with the present invention, the light holding socket 
WS is defined to have a depth to substantially enclose the housing 20 with 
only the lens 21 extending outwardly therefrom; for example, see FIGS. 3 
and 7. The light holding socket WS has its exterior wall constructed and 
defined by the double plastic wall 20D, and which double wall is formed 
with a bolt receiving socket BS; see FIG. 7. The light holding socket WS 
is illustrated in FIG. 7 with the retaining bolt shown in a secured, 
anti-theft, relationship with the warning light WL. To this end, it should 
be noted that, in conventional, commercially available warning lights WL 
that provisions are made for receiving a mounting bolt, such as the bolt 
25, which is inserted through the socket BS and can be threaded into the 
housing 20 for securing the warning light WL to the traffic control device 
TC. To prevent ready theft of the warning lights WL from the traffic 
control device TC, the bolt 25, in addition to having a special 
configuration for the head 25H is provided with a protective cup 26 which 
has a central aperture to accommodate the shank of the bolt 25 and secures 
the head 25H. The protective cup 26 is defined to be essentially 
coextensive with the opening of the bolt socket BS, as illustrated in FIG. 
7. The bolt 25 and cup 26 are of a commercially available construction and 
are similar to the anti-protective features disclosed in the prior U.S. 
Pat. No. 4,083,033 referenced hereinabove. The bolt 25 and the protective 
cup 26, however, in this instance, are completely enclosed within the 
socket BS. To secure the warning light WL to the traffic control device TC 
a special wrench W is required to rotate the bolt 25 in the housing 20 for 
securing the bolt to the traffic control device TC. Similarly, to permit 
an authorized individual to remove the warning light WL from the traffic 
control device TC, the wrench W must be employed. The wrench W has a head 
WH which has a complementary shape to the shape of the head 25H for the 
bolt 25 so as to permit it to engage the head 25H despite the presence of 
the protective cup 26 to allow authorized access to the bolt head 25H and 
the removal of the warning light WL. The construction of the warning light 
socket WS in this fashion for accommodating the housing 20 for the light 
WL minimizes theft of the warning light. Also, the warning light WL is 
protected during impact of the traffic control device TC and permits 
stacking of the traffic control devices TC with the warning lights WL 
installed in the socket WS, as will be described hereinafter. 
The disclosed construction of the bolt socket BS as described hereinabove 
covers up the protective cup 26 with the double walled plastic and 
furthermore discourages theft of the warning light WL. This construction 
also increases the depth of the double wall plastic 20D from the center of 
the bolt to the top of the channelizer to decrease the possibility of the 
warning light housing 20 rotating within the socket WS and decreasing the 
possibility of the tearing of the plastic for the socket BS and releasing 
the warning light in the event of a substantial impact to the device TC. 
The use of the double wall construction for the socket BS is an 
improvement over that disclosed in U.S. Pat. No. 4,083,033, since it 
minimizes the possibility of the tearing of the material at the bolt 
shank. A further advantage of constructing the socket BS with a double 
wall as illustrated is that it adds stiffness to the outside wall of the 
light socket WS thereby minimizing distortion and tearing of the socket 
WS, as mentioned hereinabove. 
With the above structure of the traffic control device TC in mind, the use 
of the device can be considered in detail. The traffic control device TC 
may be used with or without warning lights WL or with one or two warning 
lights. The traffic control device TC is preferably positioned to face the 
traffic with the arcuate portions 10 of the device TC facing the oncoming 
traffic to give the device TC its best target value. If the device TC 
receives a substantial impact from a motor vehicle MV, the device TC will 
respond by causing the flexible fingers 11 and 12 to release the ballast B 
therefrom and move in response to the imparted energy off its vertical 
position to a horizontal position adjacent the released ballast B which 
remains approximately in the location that the traffic control device TC 
was originally placed. The traffic control device TC once it is released 
from the ballast B will dissipate the energy of the impact and because of 
the weight of the ballast B will initially retard the movement of the 
traffic control device TC so that it travels from its original position 
until the energy is expended in releasing the ballast B from the traffic 
control device TC. The distance the traffic control device TC travels is 
dependent upon whether or not the warning light WL has been secured 
thereto. The device TC will travel further from the point of impact when 
the warning light WL is secured thereto than when the light is not secured 
thereto as a result of the increased mass of the device. The relationship 
of the ballast B and the traffic control device TC after a substantial 
impact of the type described is illustrated in FIG. 2. Once the ballast B 
is released from the flap elements 11 and 12, the flaps will return to 
their original condition with a minimum of bending or tearing. In the 
event the traffic device TC is subjected to a minor impact, the device 
will not respond to release the ballast B and will merely be moved or 
rocked in accordance with the strength of the impact. 
It will be recognized that with the open topped traffic control device TC, 
the ballast B may be readily dropped through the open top to rest on the 
closed end comprised of the flaps 11 and 12. In the same fashion if it is 
desired to relocate the traffic control device TC, the user may merely 
grasp the top of the traffic control device TC and pull it along the road 
surface to the desired position without the need for assembling and 
reassembling the device as may be necessary in a two-piece traffic control 
device. 
A further advantageous feature of the present invention is the ability to 
stack the devices TC including stacking the devices without causing the 
flaps 11 and 12 to be bent and then to take a set. By providing the 
flexible flaps 11 and 12 at the smaller end of the traffic control device, 
the devices can be stacked without bending the flap elements 11 and 12 
either during stacking or during storage. It should be recognized that if 
the flap elements were arranged at the top or the larger end of the device 
and the larger end were mounted on the ground, that in stacking the 
elements, the flap elements will necessarily be bent to be moved out of 
the way of the stacked traffic control element and because they are 
constructed of plastic, tend to take a set under such conditions. If the 
flaps are "set" or bent upwardly, the device TC may be rendered useless 
for the intended purpose. 
The traffic control devices TC with the warning lights WL removed therefrom 
are illustrated in FIG. 6 in a stacked relationship. It will be noted that 
the smaller diameter end of the traffic control device TC is readily 
inserted into the larger diameter end of a traffic control device TC so 
that the topmost traffic control device fits essentially wholly within the 
receiving traffic control device so as to only expose approximately the 
vertical distance of one band 10 of the topmost traffic control device TC. 
Similarly, with the lights mounted in the traffic control devices TC they 
may be stacked as illustrated in FIG. 5. The warning lights WL are 
conventionally constructed to permit the lens 21 to be rotated relative to 
the housing 20. In FIGS. 1, 2, and 3 the lens 21 is illustrated in its 
in-use position so that an approaching motorist will see the front face of 
the lens 21. For storage purposes, the lens 21 is rotated 90 degrees, as 
illustrated in FIG. 5. With this arrangement and with the construction of 
the light wells WS, only the vertical height L, corresponding essentially 
to the vertical height of the lens 21 for the warning light WL, will 
extend outwardly of the top of the traffic control device TC receiving the 
topmost device and thereby the stacking requires slightly more room than 
with the lights removed. The ability, however, to stack the traffic 
control devices TC with the warning lights WL simplifies the stacking and 
reduces the amount of time required since the labor required to dismount 
and reassemble the warning lights WL is not required. In stacking the 
traffic control devices TC, it will be appreciated that because of the 
provision of the flexible flaps at the smaller diameter end of the traffic 
control devices, that the flaps will not engage the wall of the stacked 
traffic control device TC and will maintain its normal horizontal position 
without effecting the flaps whatsoever, as illustrated in the 
cross-sectional portion of FIG. 6. 
Now referring to FIGS. 10 through 13, the traffic control element TC of 
FIGS. 1 through 9 is illustrated as the element may be modified in 
accordance with the presently preferred embodiment for the warning light 
sockets WS' for mounting warning lights WL. The basic construction of the 
traffic control element TC of FIGS. 1 through 9 is the same as for the 
embodiment illustrated in FIGS. 10 through 13, except that the element TC 
has been modified in accordance with the changes required to accommodate 
the embodiment of the warning light sockets WS'. The reference characters, 
then, for the basic embodiment are carried forward to the embodiment of 
FIGS. 10 through 13. 
The warning sockets WS' for the traffic control element TC have been 
constructed and defined to reduce the manufacturing costs of the traffic 
control element and improve the method of attachment of the warning lights 
WL to the traffic control element TC. The warning light sockets WS', as 
illustrated in FIGS. 10 through 13, has the advantageous feature of the 
previously described warning light socket WS that prevents the warning 
light WL from rotating about its mounting bolt axis when mounted to the 
outside of the traffic control element TC. The warning light sockets WS' 
are less expensive to manufacture because less plastic is required to 
manufacture the traffic control element utilizing such warning light 
sockets WS' than the sockets WS described hereinabove. This also reduces 
the physical size of the traffic control element TC for shipping and 
storage purposes, as well. As in the previous embodiment, the warning 
light sockets WS' are constructed, defined and arranged on opposite sides 
of the traffic control device T on the outside of the arcuate surfaces 
thereof, and therefore includes the anti-rolling advantages described 
hereinabove relative to locating the warning light sockets at this 
position of the traffic control elements TC. 
The warning light sockets WS' basically consist of three, external doubled 
walled shelves for mounting the warning light WL. The three double walled 
shelves that are constructed integrally with the traffic control element 
TC are identified in the drawings as the horizontal shelf 30 for receiving 
and mounting the warning light WL thereon, and the vertical shelves 31 and 
32 mounted on opposite sides and in a spaced apart relationship with the 
horizontal shelf 30. The horizontal shelf 30 is defined a preselected 
distance down from the top of the element TC and extends outwardly 
therefrom. In a typical application the shelf 30 may be approximately 6.75 
inches in length and extend approximately 2.00 inches outwardly from the 
element TC, as illustrated in the drawings. The shelves 31 and 32 are 
spaced a preselected distance from each end of the shelf 30 and extend 
approximately 4.0 inches above the top surface of the shelf 30. The 
shelves 31 and 32 extend outwardly from the element TC approximately the 
same distance as the shelf 30. The shelves 31 and 32 function as impact 
protective barriers to minimize damage to the warning light WL and to 
prevent a warning light WL, mounted on the shelf 30 and secured to the 
element TC by a mounting bolt 25, from rotating about the bolt 25 when the 
traffic control element TC is impacted by a motor vehicle, as described 
hereinabove. The provision of the shelves 30, 31 and 32 add significant 
stiffness to the light mounting area of the traffic control element TC. 
In order to significantly improve the attachment of the warning light WL to 
the traffic control element TC, a reinforcing element 33 is provided and 
is illustrated as a piece of galvanized steel plate secured to the 
channelizer TC proper by conventional fastening elements 34. The 
reinforcing member or galvanized steel plate 33 is approximately 11.50 
inches long, 2.00 inches wide and 0.017 inches thick and is riveted to the 
traffic control element TC by four 1/8" rivets 34, as best appreciated 
from examining FIG. 13. The provision of the reinforcing element 33 to the 
traffic control element TC has been found to add stability and strength, 
tear through resistance, to the conventional mounting bolts 25 for the 
warning light WL secured onto the shelf 30 thereby. For this purpose, the 
reinforcing plate 33 is provided with an aperture 35 that is coaxial with 
the aperture 36 provided for the traffic control element TC proper for 
receiving and securing a mounting bolt 25 to the conventional housing 20 
for the warning light WL, as can best be appreciated by examining FIG. 10. 
As illustrated in FIG. 10, the mounting bolt 25 is provided with the bolt 
protecting cup 26, as described in the prevous embodiments. The mounting 
bolt 25 is secured to the housing 20 by inserting it through the apertures 
35 and 36 from the inside of the traffic control element TC and then 
provided with the anti-theft bolt protector 26. Since the three shelves 
30, 31 and 32 are arranged in a spaced apart relationship, and the 
horizontal shelf 30 is open on the side opposite to the traffic control 
element TC warning lights WL of varous sizes can be secured to the traffic 
control element without any problems, as contrasted with the embodiment 
described hereinabove wherein the warning light socket WS is a closed 
configuration. The reinforcing member 33 may have the rivets therefor 
secured along with a flat washer on the outside face of the traffic 
control element TC. The washers are not illustrated in FIGS. 10 through 
13. Any other convenient, conventional method of securing the reinforcing 
plate 33 to the traffic channelizer TC may also be utilized. When the 
warning light WL is secured to the traffic channelizer TC, as illustrated 
in FIG. 10, the reinforcing plate 33, acting in concert with the warning 
light mounting bolt 25, prevents the light from being torn out of the 
channelizer TC proper in response to the impact from the motor vehicle. 
This arrangement provides the necessary anti-rotation to the mounting bolt 
25 in response to the impact of the motor vehicle as described 
hereinabove. 
It should now be appreciated by those skilled in the art that the present 
invention has provided an improved traffic control device TC constructed 
of one piece that also has the advantageous feature of the breakaway 
two-piece device, but may be constructed with further advantages and 
inexpensively from that of a two-piece device.