Patent Publication Number: US-11028545-B2

Title: Mobile traffic barrier

Description:
RELATED APPLICATION 
     This application claims the benefit of U.S. Provisional Application No. 62/741,602 filed Oct. 5, 2018, the disclosure of which is hereby incorporated herein by reference in its entirety. 
    
    
     FIELD OF THE DISCLOSURE 
     This disclosure relates to a mobile barrier for controlling vehicle access to a traffic or roadway lane during construction, emergencies or traffic congestion mitigation operations. 
     BACKGROUND 
     Current traffic barriers, such as barriers that may be moved with a traffic barrier moving vehicle system, are such that manufacturers design the barriers specific to their vehicle configurations. These barriers are not usable on third party vehicles. Another disadvantage of current traffic barrier designs is that the barrier profiles are such that upon impact by a vehicle, they provide inadequate resistance to underride, override, uncontrolled deflection and unacceptable damage to the passenger compartment. Another disadvantage of current traffic barrier designs is that the barrier profiles are such that vehicle stability is often compromised, and in some instances the traffic barrier shapes have a negative effect on both vehicular integrity and occupant safety during impact of the vehicle with the traffic barrier. 
     Another disadvantage of current traffic barrier designs is that they often rely on conventional rebar assemblies to protect the barrier from structural failure when the barriers are series connected and subject to high tensile stress from direct impacts and from in-line impacts to adjacent barriers. Another disadvantage of current traffic barrier designs is that those having pivotal connections do not provide sufficient resistance to the high torque imparted at those connections. Another disadvantage of current traffic barriers is that they rely on a transition of materials, such as from steel connectors to concrete and back to steel connectors to absorb and transfer tensile loads on impact. 
     There is a need for a mobile traffic barrier that is universally adapted to accommodate different traffic barrier moving vehicles. There is also a need for a mobile traffic barrier with profile and surface characteristics that improve vehicular stability and occupant safety during a collision of a vehicle with a traffic barrier. There is also a need for series connectable traffic barriers that withstand the higher impacts imparted by the larger SUVs and trucks that are increasing in number within the vehicle population. 
     An advantage of the embodiments of the present invention is that they provide mobile series connectable barriers that can be lifted and placed by a barrier moving machine. Another advantage of these embodiments is that they provide increased resistance to structural damage of non-impacted barriers that are connected to impacted barriers. Another advantage of these embodiments is that they provide improved resistence to underride, override, and uncontrolled deflection. 
     Another advantage of these embodiments is that they adequately limit damage to the passenger compartment. Another advantage of these embodiments is that they provide a reduced manufacturing cost option. Another advantage of these embodiments is that they provide a strategically designed capture zone for absorbing energy while preventing lift of the impacting vehicle. 
     In summary, the disclosed invention provides a unique solution to the engineering constraints and challenges of providing a mobile traffic barrier that safely and economically absorbs energy alone and in combination with series connected barriers of like design in a manner that overcomes the aforementioned disadvantages. 
     The advantages and features of the embodiments presently disclosed will become more readily understood from the following detailed description and appended claims when read in conjunction with the accompanying drawings in which like numerals represent like elements. 
     SUMMARY 
     For all purposes of this disclosure, the following definitions are adopted. The barrier vertical centerline is the reference used by which the barrier&#39;s profile slope angles are indicated. A slope has a direction running from its lowest vertical point to its highest vertical point. A positive slope is defined as a slope having a direction that runs inwards towards the vertical centerline. A negative slope is defined as a slope having a direction that runs outwards away from the vertical centerline. A neutral slope is defined as a slope that runs substantially vertically (not inwards or outwards) and is thus parallel to the vertical centerline. 
     A series connectable traffic barrier is disclosed. The barrier has a body comprising a skirt section, an intermediate section, and a head section. The skirt section extends upwards and has a positive slope. The intermediate section comprises a lower portion, a central portion, and an upper portion. The lower portion extends upwards from the skirt section and has a positive slope. The central portion extends upwards from the lower portion. The upper portion extends upwards from the central portion and has a negative slope. The head section is located above the upper portion and has a negative slope. 
     The lower portion of the intermediate section has a positive slope with an angle greater than the slope of the skirt. The head section has a negative slope with an angle less than the slope of the upper portion. The central portion may have a neutral slope. 
     The body has a first end and an opposite second end. A vertical end channel is formed on each of the first and second ends. In one embodiment, the body is made of cast concrete. 
     A lower tension bar made of steel or similar metal has a lower first tab on one end and a lower second tab on its opposite end. The lower tension bar is located within the skirt section. The lower first tab extends through the channel of the first end. The lower second tab extends through the channel of the second end. 
     An upper tension bar made of steel or similar metal has an upper first tab on one end and an upper second tab on its opposite end. The upper tension bar is located within the head section. The upper first tab extends through the channel of the first end. The upper second tab extends through the channel of the second end. The upper and lower first tabs are pivotally connectable to the upper and lower second tabs on an adjacent barrier. 
     In one embodiment, there is an aperture on each of the upper and lower first tabs and the upper and lower second tabs. The apertures of the upper tabs are in vertical alignment with the apertures of the lower tabs. In this embodiment, a pivot pin is insertable in the apertures of the upper and lower second tabs of one barrier and through the aligned apertures of the upper and lower first tabs on an adjacent barrier. 
     In one embodiment, the upper and lower second tabs of a first barrier section are locatable between the upper and lower first tabs on an adjacent barrier. A pivot pin is insertable through the apertures on the upper and lower second tabs of the first barrier section and the upper and lower first tabs of the adjacent barrier. In this configuration, the adjacent barriers can be readily lifted and placed by a barrier moving machine. 
     In one embodiment, the upper tension bar is inclined downwards inside the head section between the upper first tab and the upper second tab. The lower tension bar is oppositely inclined upwards inside the skirt between the lower first tab and the lower second tab. The upper first tab and upper second tab extend horizontally into the channels of the first end and second end, respectively. The lower first tab and lower second tab extend horizontally into the channels of the first end and second end, respectively. This permits horizontal alignment of the tab apertures between adjacent barrier sections. 
     In one embodiment, the body has a centerline along its length. The upper and lower tension bars are located on the centerline. In one embodiment, the width of the head section is within 2″ of the width of the skirt section. This permits center of mass balance of the barrier, which, when combined with the connection of flat tabs of adjacent barriers, resists roll-over on impact. 
     In one embodiment, a pair of vertical chamfered edges is formed on each of the first end and second end of the body. The chamfered edges allow for an articulated connection between the two adjacent connected barrier sections. 
     In one embodiment, the chamfered edges intersect the head section and the skirt section. In one embodiment, the chamfered edges intersect the head section, the upper portion, the lower portion, and the the skirt section. In one embodiment, the chamfered edges are from about 10° to about 20°. 
     In one embodiment, a pair of top chamfers extend horizontally along the top of the head section from the first end to the second end of the body. In one embodiment, a pair of top chamfers extend horizontally along the top of the head section between the chamfered edges of the first end and the second end of the body. 
     In one embodiment, the skirt section has a positive slope angle to the centerline in the range of from about 6° to about 14°. In one embodiment, the lower portion of the intermediate section has a positive slope angle to the centerline in the range of from about 16° to about 24°. In one embodiment, the central portion of the intermediate section has a slope angle to the centerline in the range of from about −4° to about +4°. In one embodiment, the upper portion of the intermediate section has a negative slope angle to the centerline in the range of from about −16° to about −24°. 
     In one embodiment, the head section has a negative slope angle to the centerline in the range of from about −6° to about −14°. In one embodiment, a bottom channel extends along the bottom of the skirt from the channel of the first end to the channel of the second end. 
     In one embodiment, the bottom channel has a pair of side walls and a top wall. In one embodiment, the two side walls may range from having a negative slope angle to having a positive slope angle. The two side walls have a slope angle in the range of from about −5° to about −5° to the centerline. 
     In an alternative embodiment designed for use with highway barrier positioning machines, the barrier has a body comprising a skirt section, an intermediate section, a shoulder extending upwards from the upper portion of the intermediate section, a trap portion extending upwards from the shoulder, a neck extending upwards from the trap portion, and a head section above the neck. 
     The shoulder has a negative slope. The trap portion extends upwards from the shoulder and has a positive slope. 
     The intermediate section comprises a lower portion, a central portion, and an upper portion. The lower portion extends upwards from the skirt section. The central portion extends upwards from the lower portion. The upper portion extends upwards from the central portion. The lower portion has a positive slope with an angle greater than the slope of the skirt. The upper portion has a negative slope. 
     The body has a first end and an opposite second end. A vertical end channel is formed on each of the first and second ends. In one embodiment, the body is made of cast concrete. A lower tension bar made of steel or similar metal has a lower first tab on one end and a lower second tab on its opposite end. The lower tension bar is located within the skirt section. The lower first tab extends through the channel of the first end. The lower second tab extends through the channel of the second end. 
     An upper tension bar made of steel or similar metal has an upper first tab on one end and an upper second tab on its opposite end. The upper tension bar is located within the head section. The upper first tab extends through the channel of the first end. The upper second tab extends through the channel of the second end. 
     The upper and lower first tabs are pivotally connectable to the upper and lower second tabs on an adjacent barrier. The head, trap and neck sections permit highway barrier positioning machines to secure and lift the traffic barrier. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         FIG. 1  is a perspective view of a barrier section, according to one embodiment. 
         FIG. 2  is an end view of the embodiment of the barrier section illustrated in  FIG. 1 . 
         FIG. 3  is another end view of the barrier section, showing additional element features and relationships of the barrier section of  FIG. 1 . 
         FIG. 4  is a perspective view of a tension bar, according to one embodiment. 
         FIG. 5  is a side view of upper and lower tension bars, shown in their relative positions within the barrier of the embodiment of  FIG. 1 . 
         FIG. 6  is a top view of a barrier section, according to the embodiment of  FIGS. 1-3 . 
         FIG. 7  is a half-section side view of a plurality of connected barrier sections. 
         FIG. 8  is a top view of the connected barrier sections illustrated in  FIG. 7 . 
         FIG. 9  is a perspective view of the connected barrier sections of  FIGS. 7 and 8 , illustrating the barrier sections rotated while connected to provide a curved barrier system. 
         FIG. 10  is a perspective wireframe view of a barrier section in accordance with one embodiment, illustrating the use of reinforcing bars in the manufacture of the barrier section. 
         FIG. 11  is an end view of an alternative embodiment of the barrier section. 
         FIG. 12  is a screen shot of a computer model of a vehicle engagement with a vertical barrier. 
         FIG. 13  is a screen shot of a computer model of a vehicle engagement with a single slope barrier. 
         FIG. 14  is a screen shot of a computer model of a vehicle engagement with a modified double slope barrier. 
         FIG. 15  is a screen shot of a computer model of a vehicle engagement with a barrier having profile features in accordance with one embodiment of the invention. 
     
    
    
     DETAILED DESCRIPTION 
     The following description is presented to enable any person skilled in the art to make and use the invention, and is provided in the context of a particular application and its requirements. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein. 
       FIG. 1  is a perspective view of a barrier section and system, according to one embodiment. 
     A series connectable traffic barrier  10  is disclosed. Barrier  10  has body  12  comprising a skirt section  20 , an intermediate section  30 , and a head section  40 . Skirt section  20  has an external face  22  having a positive slope. Intermediate section  30  comprises a lower portion  32 , a central portion  34 , and an upper portion  36 . Lower portion  32  extends upwards from skirt section  20  and has a positive slope. Central portion  34  extends upwards from lower portion  32  and has a generally neutral slope. Upper portion  36  extends upwards from central portion  34  and has a negative slope. Head section  40  is located above upper portion  36 . Head section  40  has a top surface  46  and an external face  42  having a negative slope. In one embodiment, a pair of top chamfers  44  extend laterally along the top of head section  40  from first end  50  to the second end  52  of body  12 . 
     Body  12  has a first end  50  and an opposite second end  52 . Vertical faces  54  are formed on each of first end  50  and second end  52 . A vertical end channel  60  is formed on each of first and second ends  50  and  52 , between vertical faces  54 . In one embodiment, end channels  60  are comprised of a back wall  64  and side walls  62 . 
     In one embodiment, vertical end chamfers  56  are formed on the outermost portions of each of first end  50  and second end  52 . In one embodiment, end chamfers  56  intersect skirt section  20  and head section  40 . In another embodiment, as shown in  FIG. 1 , end chamfers  56  intersect skirt section  20 , lower portion  32  of intermediate section  30 , upper portion  36  of intermediate section  30 , and head section  40 . 
     In one embodiment, a bottom channel  70  is formed along the length of skirt section  20 , and extends between vertical channels  60  on first end  50  and second end  52 . In one embodiment best seen in  FIG. 2 , bottom channel  70  has a top wall  74  and side walls  72 . 
     As best seen in  FIG. 7 , body  12  of barrier  10  has as pair of tension bars  80  and  90  cast in it. A lower tension bar  80  is cast in skirt section  20 . An upper tension bar  90  is cast in head section  40 . Referring back to  FIG. 1 , lower tension bar  80  has a first tab  84  that extends out of body  12 , and into end channel  60  of first end  50 . Upper tension bar  90  has a first tab  94  that extends out of body  12 , and into end channel  60  of first end  50 . As best seen in  FIGS. 6 and 7 , lower tension bar  80  has a second tab  86  that extends out of body  12 , and into end channel  60  of second end  52 . Upper tension bar  90  has a second tab  96  that extends out of body  12 , and into channel  60  of second end  52 . 
     A pin  100  is locatable in apertures  98  (see  FIG. 6 ) and apertures  88  to pivotally connect barrier section  10  to an adjacent barrier section  10 . 
       FIG. 2  is an end view of the embodiment of the barrier section  10  illustrated in  FIG. 1 . This view illustrates first end  50 . Body  12  has a vertical centerline  14  about which barrier section  10  is symmetrical in the embodiment illustrated. Also in the embodiment illustrated in this view, bottom channel  70  has a top wall  74  and side walls  72 . As illustrated, side walls  72  converge to centerline  14 . Referring to  FIG. 3 , side walls  72  have an angle  72   a  to centerline  14 . In the embodiment illustrated, side walls  72  have a positive slope relative to centerline  14  of body  12 , at a small angle in the range of from about 0° to about 5°. 
     However, in an alternative embodiment (not shown), side walls  72  have a negative slope relative to centerline  14  of body  12 , at a small angle in the range of from about 0° to about −5°. Bottom channel  70  can provide a receiving channel for railing fixed to road works. In such instances, it has been determined that divergence of side walls  72  from centerline  14  can provide additional resistance to disengagement of barrier section  10  from the railing. 
       FIG. 3  is another end view of the embodiment of the barrier section  10  illustrated in  FIGS. 1 and 2 . This view also illustrates first end  50 . The design of this embodiment is the result of extensive computer simulation, design iterations and modifications, and crash testing. Barrier  10  vertical centerline  14  is the reference used by which the barrier  10  profile slope angles are indicated. A slope has a direction running from its lowest vertical point to its highest vertical point. A positive slope is defined as a slope having a direction that runs inwards towards the vertical centerline. A negative slope is defined as a slope having a direction that runs outwards away from the vertical centerline. A neutral slope is defined as a slope that runs substantially vertically (not inwards or outwards) and is thus parallel to the vertical centerline. 
     As seen in  FIG. 3 , skirt section  20  has positive slope angle  20   a . In this embodiment, the skirt section has a positive slope angle  20   a  to centerline  14  in the range of from about 6° to about 14°. Positive slope angle  20   a  creates an uplift of a vehicle during initial impact of a vehicle bumper with barrier section  10 . This allows the barrier section  10  to consume energy from vehicular impact (transferring kinetic energy (moving vehicle) to potential energy (lifting of the vehicle&#39;s mass along the barrier section  10 )). 
     Lower portion  32  of intermediate section  30  has a positive slope  32   a . In this embodiment, lower portion  32  has a positive slope angle  32   a  to centerline  14  in the range of from about 16° to about 24°. In one embodiment, lower portion  32  of the intermediate section  30  has a positive slope with a slope angle  32   a  greater than slope angle  20   a  of skirt section  20 . 
     In this embodiment, central portion  34  of intermediate section  30  has a slope angle to centerline  14  in the range of from about −4° to about +4°. This is considered a neutral slope. In this embodiment, upper portion  36  of intermediate section  30  has a negative slope angle  36   a  to centerline  14  in the range of from about −16° to about −24°. 
     Intermediate section  30  thus comprises a positive slope section  32 , a vertical section  34  and a negative slope section  36 . This results in an engagement and capturing section allowing the vehicle, once impact has occurred, to continue to engage with the barrier section and creating frictional interaction which consumes and/or dissipates impact energy of the vehicle through friction with the barrier section  10 . Intermediary section  30  further stabilizes the vehicle by increasing the time the vehicle stays in contact with barrier section  10 , further increasing the amount of impact energy consumed by friction of a vehicle with the barrier section  10 . 
     In this embodiment, head section  40  has a negative slope angle  40   a  to centerline  14  in the range of from about −6° to about −14°. In one embodiment, head section  40  has a negative slope with an angle  40   a  less than the slope angle  36   a  of upper portion  36 . The central portion may have a neutral slope. 
     The negative slope angle  40   a  of head section  40  deforms the body sheet metal of a vehicle during impact into the barrier section  10 , consumes impact energy and also causes a downward force on the vehicle, increasing stability of the vehicle and minimizing “ride-up” or override of the vehicle in relation to barrier  10 . Ride-up occurs when the impacting vehicle rises to an unstable height on top of a barrier design. If the vehicle is extremely unstable and rides over the barrier, this is defined as override. 
     Head section  40  has a head width  40   w . Skirt section  20  has a skirt width  20   w . In one embodiment, head width  40   w  is within 2″ of skirt width  20   w . This permits center of mass balance of barrier  10 , which, when combined with the connection of flat tension bars  80  and  90  of adjacent barriers  10 , resists roll-over on impact. 
     In one embodiment, head section  40  of barrier section  10  has an outermost width  40   w  equal to an outermost width  20   w  of skirt section  20  of barrier section  10 . In another embodiment, barrier section  10  has an outmost width to overall height ratio of about 6 to about 11. In another embodiment, the overall length of barrier section  10  may be from about 3 feet to about 33 feet. In another embodiment, the overall height of barrier section  10  may be from about 2.6 feet to about 3.5 feet. 
     In another embodiment, not illustrated, a rectangular platform is formed below skirt section  20  to raise barrier  10  upwards for anticipated engagement with larger vehicles in selected environments. In this embodiment, the rectilinear platform may be up to 4 inches tall. 
     The disclosed unique combination of slope angles and heights that comprise the profile of barrier section  10  are essential to the success of barrier section  10  in achieving several safety goals, including absorbing the impact of vehicles impacting barrier  10 , minimizing the risks of underride, override, uncontrolled deflection of impacting vehicles while safely absorbing energy within intermediate section  30  to substantially reduce the uncontrolled vehicles&#39; speed. 
     An example of the performance benefit of the disclosed design is provided in  FIGS. 12-15 .  FIGS. 12-15  are screen shots of computer modeled crash tests demonstrating the capture and control capability of the newly disclosed barrier  10  as compared to conventional barriers. All images are at 1.00 secs into impact.  FIG. 12  illustrates vehicle engagement with a vertical barrier.  FIG. 13  illustrates vehicle engagement with a single slope barrier.  FIG. 14  illustrates vehicle engagement with a modified double slope barrier.  FIG. 15  illustrates vehicle engagement barrier  10  having the more complex profile disclosed and claimed herein. As can be seen in the images, only the fourth image ( FIG. 15 ) illustrates capturing the vehicle front end and preventing it from rising dangerously high and risking rollover. While the vertical barrier in  FIG. 12  limits the rollover potential, the damage to the vehicle in this design is extensive. 
     Table 7.1 below demonstrates the success of barrier  10  in actual MASH (Manual for Assessing Safety Hardware) testing on a 1,100 kg compact car (Kia Rio) performed by the Texas A&amp;M Transportation Institute. 
     
       
         
           
               
             
               
                 TABLE 7.1 
               
             
            
               
                   
               
               
                 Performance Evaluation Summary for MASH Test 3-10 on Flux Barrier. 
               
            
           
           
               
               
               
            
               
                 Test Agency: Texas A&amp;M Transportation Institute 
                 Test No.: 690902-PCL4 
                 Test Date: Nov. 13, 2018 
               
               
                 MASH Test 3-10 Evaluation Criteria 
                 Test Results 
                 Assessment 
               
               
                   
               
               
                 Structural Adequacy 
                   
                   
               
               
                 A. Test article should contain and redirect the vehicle or 
                 The Flux Barrier contained and redirected the 
                 Pass 
               
               
                 bring the vehicle to a controlled stop; the vehicle 
                 1100 C vehicle. The vehicle did not penetrate, 
                   
               
               
                 should not penetrate, underride, or override the 
                 underride, or override the installation. Maximum 
                   
               
               
                 installation although controlled lateral deflection of 
                 dynamic deflection during the test was 
                   
               
               
                 the test article is acceptable. 
                 41.2 inches (1047 mm). 
                   
               
               
                 Occupant Risk 
                   
                   
               
               
                 D. Detached elements, fragments, or other debris from  
                 No detached elements, fragments, or other debris  
                 Pass 
               
               
                 the test article should not penetrate or show potential 
                 was present to penetrate to or show potential for 
                   
               
               
                 for penetrating the occupant compartment, or present 
                 penetrating the occupant compartment, or to  
                   
               
               
                 an undue hazard to other traffic, pedestrians, or 
                 present hazard to others in the area. 
                   
               
               
                 personnel in a work zone. 
                   
                   
               
               
                 Deformations of, or instructions into, the occupant 
                 No occupant compartment deformation or  
                   
               
               
                 compartment should not exceed limits set forth in 
                 intrusion occurred. 
                   
               
               
                 Section 5.2.2 and Appendix E of MASH. 
                   
                   
               
               
                 F. The vehicle should remain upright during and after  
                 The 1100 C vehicle remained upright during and  
                 Pass 
               
               
                 collision. The maximum roll and pitch angles are not 
                 after the collision event. Maximum roll and  
                   
               
               
                 to exceed 75 degrees. 
                 pitch angles were 8° and 4°, respectively. 
                   
               
               
                 H. Occupant impact velocities (OIV) should satisfy the 
                 Longitudinal OIV was 22.3 ft/s (6.8 m/s), and 
                 Pass 
               
               
                 following limits: Preferred value of 30 ft/s, or 
                 lateral OIV was 24.9 ft/s (7.6 m/s). 
                   
               
               
                 maximum allowable value of 40 ft/s. 
                   
                   
               
               
                 I. The occupant ridedown accelerations should satisfy 
                 Maximum longitudinal occupant ridedown 
                 Pass 
               
               
                 the following limits: Preferred value of 15.0 g, or 
                 accelerations was 11.7 g, and maximum lateral 
                   
               
               
                 maximum allowable value of 20.49 g. 
                 occupant ridedown acceleration was 16.6 g. 
                   
               
               
                 Vehicle Trajectory 
                   
                   
               
               
                 For redirective devices, it is preferable that the vehicle be 
                 The 1100 C vehicle exited within the exit box. 
                 Documentation  
               
               
                 smoothly redirected and leave the barrier within the “exit 
                   
                 Only 
               
               
                 box” criteria (not less than 32.8 ft (10 m) for the 1100 C 
                   
                   
               
               
                 vehicle), and should be documented. 
               
               
                   
               
            
           
         
       
     
     Table 7.2 below demonstrates the success of barrier  10  in MASH test on a 2,270 kg pick-up truck (Ram Quad Cab) performed by the Texas A&amp;M Transportation Institute. 
     
       
         
           
               
             
               
                 TABLE 7.2 
               
             
            
               
                   
               
               
                 Performance Evaluation Summary for MASH Test 3-11 on Flux Barrier. 
               
            
           
           
               
               
               
            
               
                 Test Agency: Texas A&amp;M Transportation Institute 
                 Test No.: 690902-PCL5 
                 Test Date: Nov. 8, 2018 
               
               
                 MASH Test 3-11 Evaluation Criteria 
                 Test Results 
                 Assessment 
               
               
                   
               
               
                 Structural Adequacy 
                   
                   
               
               
                 A. Test article should contain and redirect the vehicle or 
                 The Flux Barrier contained and redirected the 
                 Pass 
               
               
                 bring the vehicle to a controlled stop; the vehicle 
                 2270 P vehicle. The vehicle did not penetrate, 
                   
               
               
                 should not penetrate, underride, or override the 
                 underride, or override the installation. Maximum 
                   
               
               
                 installation although controlled lateral deflection of 
                 dynamic deflection during the test was 
                   
               
               
                 the test article is acceptable. 
                 62.7 inches (1593 mm). 
                   
               
               
                 Occupant Risk 
                   
                   
               
               
                 D. Detached elements, fragments, or other debris from  
                 No detached elements, fragments, or other debris  
                 Pass 
               
               
                 the test article should not penetrate or show potential 
                 was present to penetrate to or show potential for 
                   
               
               
                 for penetrating the occupant compartment, or present 
                 penetrating the occupant compartment, or to  
                   
               
               
                 an undue hazard to other traffic, pedestrians, or 
                 present hazard to others in the area. 
                   
               
               
                 personnel in a work zone. 
                   
                   
               
               
                 Deformations of, or instructions into, the occupant 
                 No occupant compartment deformation or  
                   
               
               
                 compartment should not exceed limits set forth in 
                 intrusion occurred. 
                   
               
               
                 Section 5.2.2 and Appendix E of MASH. 
                   
                   
               
               
                 F. The vehicle should remain upright during and after  
                 The 2270 P vehicle remained upright during and  
                 Pass 
               
               
                 collision. The maximum roll and pitch angles are not 
                 after the collision event. Maximum roll and  
                   
               
               
                 to exceed 75 degrees. 
                 pitch angles were 14° and 5°, respectively. 
                   
               
               
                 H. Occupant impact velocities (OIV) should satisfy the 
                 Longitudinal OIV was 18.4 ft/s (5.6 m/s), and 
                 Pass 
               
               
                 following limits: Preferred value of 30 ft/s, or 
                 lateral OIV was 19.4 ft/s (5.9 m/s). 
                   
               
               
                 maximum allowable value of 40 ft/s. 
                   
                   
               
               
                 I. The occupant ridedown accelerations should satisfy 
                 Maximum longitudinal occupant ridedown 
                 Pass 
               
               
                 the following limits: Preferred value of 15.0 g, or 
                 accelerations was 7.7 g, and maximum lateral 
                   
               
               
                 maximum allowable value of 20.49 g. 
                 occupant ridedown acceleration was 7.6 g. 
                   
               
               
                 Vehicle Trajectory 
                   
                   
               
               
                 For redirective devices, it is preferable that the vehicle be 
                 The 2270 P vehicle exited within the exit box. 
                 Documentation  
               
               
                 smoothly redirected and leave the barrier within the “exit 
                   
                 Only 
               
               
                 box” criteria (not less than 32.8 ft (10 m) for the 2270 P 
                   
                   
               
               
                 vehicle), and should be documented. 
               
               
                   
               
            
           
         
       
     
     As seen from the test results, the unique profile of barrier  10  disclosed herein combined with its unique construction features provides a safe traffic barrier system for vehicles of very different sizes. 
       FIG. 4  is a perspective view of a lower tension bar  80 , according to one embodiment. Although lower tension bar  80  and upper tension bar  90  are numbered separately, they are identical in structure and interchangeable. As seen in  FIG. 4 , lower tension bar  80  is an elongated flat bar. Lower tension bar  80  has a central inclined portion  82 . A lower first tab  84  and a lower second tab  86  are located on opposite ends of inclined portion  82 . Apertures  88  are located on each of lower first tab  84  and lower second tab  86  for receiving pins  100 . A chamfered edge  89  may be provided on each of lower first tab  84  and lower second tab  86 . 
       FIG. 5  is a side view of upper tension bar  90  and lower tension bar  80 , illustrated in their relative positions within barrier  10 . Upper and lower tension bars  90  and  80  are made of steel or other alloy with the property of high tensile strength. As seen in this view, inclined portion  82  is angled in the amount of angle  80   a  as between each of lower first tab  84  and lower second tab  86 . In one embodiment, angle  80   a  is between about 1° and 3°. Similarly inclined portion  92  is angled in the amount of angle  90   a  as between each of upper first tab  94  and upper second tab  96 . The difference between upper and lower tension bars  90  and  80  is their relative orientation, as they are otherwise identical. 
     Upper first tab  94  and lower first tab  84  extend outside of body  12  as seen in  FIG. 1 . Upper first tab  94  and lower first tab  84  are separated at first end  50  by a distance  50   h . Upper second tab  96  and lower second tab  86  extend outside of body  12  at second end  52 . Upper second tab  96  and lower second tab  86  are separated at second end  52  by a distance  52   h . As seen in  FIG. 5 , length  50   h  is greater than length  52   h.    
       FIG. 6  is a top view of barrier section  10 , according to the embodiment of  FIGS. 1-3 . Barrier  10  has a lateral centerline  16 . Upper and lower tension bars  90  and  80  are centered on lateral centerline  16 . In this manner, apertures  98  and  88  on both ends of upper and lower tension bars  90  and  80  are vertically and horizontally aligned for receiving a pin  100  through the aligned apertures  98  of the upper and lower first tabs  94  and  84  on one barrier  10  and through the apertures  88  of the upper and lower second tabs  96  and  86  on an adjacent barrier  10  (see  FIG. 7 ). 
     As seen in  FIG. 6 , end chamfers  56  have an angle to vertical faces  54  of  56   a . End chamfers  56  both facilitate and limit articulation between connected adjacent barrier sections  10 . In one embodiment, angle  56   a  ranges from about 10° to about 20°. 
       FIG. 7  is a half-section side view of a plurality of series connected barrier sections  10 . Lower tension bar  80  is located within skirt section  20  of body  12 . Lower first tab  84  extends into channel  60  of the first end  50 . Lower second tab  86  extends into channel  60  of second end  52 . Both lower first tab  84  and lower second tab  86  extend horizontally into channels  60 . 
     Upper tension bar  90  is located within head section  40  of body  12 . Upper first tab  94  extends into channel  60  of the first end  50 . Upper second tab  96  extends into channel  60  of second end  52 . The extension of upper first tab  94  and upper second tab  96  into channels  60  is horizontal. Referring back to  FIG. 5 , only inclined portions  82  and  92  are angularly disposed. 
     Upper tension bar  90  is inclined downwards inside head section  40  between upper first tab  94  and the upper second tab  96 . Lower tension bar  80  is oppositely inclined upwards inside skirt  20  between lower first tab  84  and the lower second tab  86 . This permits upper and lower second tabs  96  and  86  of a first barrier section  10  to be positioned between upper and lower first tabs  94  and  84  on an adjacent barrier  10 . A pivot pin  100  is insertable through apertures  98  and  88  on upper and lower second tabs  96  and  86  of first barrier section  10  and through upper and lower first tabs  94  and  84  of adjacent barrier  10 . This provides a strong pivotal connection between adjacent barriers  10  that can be readily lifted into and out of a barrier moving machine. 
     Importantly, the solid, full-length elongated tension bars  80  and  90  resist rotation relative to body  12  on impact, and provide a uniform distribution of tensile stress and elongation across the range of series connected barriers  10  rather than the non-uniform distribution that occurs when end connectors are cast into concrete barriers. Additionally, tension bars  80  and  90  do not rely on any mechanical connection (welding or bolting) that could be damaged in an impact. 
       FIG. 8  is a top view of the connected barrier sections  10  illustrated in  FIG. 7 . In this view, barrier sections  10  are linearly aligned. There is a uniform gap between each first end  50  and each second end  52  of adjacent barrier sections  10 . Also in this view, the vertical alignment of upper and lower second tabs  96  and  86  of a first barrier section  10  with upper and lower first tabs  94  and  84  on an adjacent barrier  10  is seen as pivot pin  100  connects adjacent barrier sections  10 . 
       FIG. 9  is a perspective view of the connected barrier sections of  FIGS. 7 and 8 , illustrating barrier sections  10  rotated while connected to provide a curved barrier system. 
     Barrier sections  10  are pivotally connected to allow for rotation around the central axis of pin  100 . This provides independent movement of one barrier section  10  in relation to an adjacent barrier section  10 . In this manner, the connected barrier sections  10  may be configured to form angles and curves to accommodate curves and turns in roadways and to accommodate directing traffic flow as needed. 
     As shown and detailed herein above, vertical end chamfers  56  are formed on the outermost portion of each of first end  50  and second end  52 . End chamfers  56  both facilitate and limit articulation between connected adjacent barrier sections  10 . In the embodiment illustrated in  FIG. 6 , angle  56   a  ranges from about 10° to about 20°. Thus, when fully rotated such that end chamfer  56  abuts end chamfer  56  of adjacent barrier  10  as illustrated in  FIG. 9 , the adjacent barrier sections  10  meet at angle  10   a . In this embodiment  10   a  has a maximum angular disposition of about 20° to about 40° and a full range of 0° to about 40°, noting however that angle  10   a  may be achieved on either side of the barriers  10 . In this embodiment, when a vehicle impacts the connected barrier sections  10 , maximum displacement is limited and the impact stresses are spread over a larger area of the barrier sections  10 . This has the further benefit of reducing the likelihood of spalling or deformation of bodies  12  of barrier sections  10 . 
       FIG. 10  is a perspective wireframe view of a barrier section  150  in accordance with one embodiment, illustrating the use of reinforcing bars  160  in the manufacture. 
     Barrier section  150  is made of a cast concrete. To support and strengthen barrier section  150  beyond what is provided by tension bars  80  and  90 , a strengthening rebar cage  160  can be incorporated into the concrete casting. However, tension bars  80  and  90  can be cast into concrete body  12  of barrier  10  without rebar cage  160  to reduce cost. 
       FIG. 11  is an end view of an alternative embodiment of barrier section  200 . This embodiment is provided for use with existing highway barrier positioning machines. Barrier  200  has a body  12  comprising a skirt section  220  and an intermediate section  230 . Additionally, barrier  200  has a shoulder section  240  extending above intermediate section  230 , a trap section  250  extending above shoulder section  240 , and a neck section  260  extending above trap section  250 . Head section  270  extends above neck section  260 . 
     In an alternative embodiment designed for use with highway barrier positioning machines, the barrier has a body comprising a skirt section, an intermediate section, a shoulder extending upwards from the upper portion, a trap portion extending upwards from the shoulder, a neck extending upwards from the trap portion, and a head section above the neck. 
     In this embodiment, shoulder section  240  may have a neutral or slightly negative slope. Trap section  250  has a positive slope. Neck section  260  may have a neutral slope. 
     The intermediate section comprises a lower portion, central portion, and upper portion, and having slope angles as described above for barrier section  10  (not numbered in this view (see  FIG. 2 ). The lower portion extends upwards from skirt section  220 . The central portion extends upwards from the lower portion. The upper portion extends upwards from the central portion. The lower portion has a positive slope with an angle greater than the slope of the skirt. The upper portion has a negative slope. 
     In this embodiment, neck section  260  formed between trap section  250  and head section  270  allows for holding and lifting of barrier section  200 . In one embodiment, the holding and lifting may be accomplished via at least one of a clamp, roller, fork, slides, and combinations thereof (see  FIG. 6 ). Intermediate section  230  functions in the same manner as intermediate section  30  as illustrated in  FIGS. 1 and 2 . 
     As used herein, the term “substantially” is intended for construction as meaning “more so than not.” 
     Having thus described the present invention by reference to certain of its preferred embodiments, it is noted that the embodiments disclosed are illustrative rather than limiting in nature and that a wide range of variations, modifications, changes, and substitutions are contemplated in the foregoing disclosure and, in some instances, some features of the present invention may be employed without a corresponding use of the other features. Many such variations and modifications may be considered desirable by those skilled in the art based upon a review of the foregoing description of preferred embodiments. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the scope of the invention.