Patent Publication Number: US-2007110517-A1

Title: Multi-component road barrier

Description:
BACKGROUND OF THE INVENTION  
      The present application claims the benefit of the filing date of U.S. Provisional Patent Application 60/724,630, entitled MULTI-COMPONENT ROAD BARRIER, filed on Oct. 7, 2006, the disclosure of which is hereby incorporated herein by reference.  
      This invention relates generally to road barriers, and more particularly to multi-component road barriers. Road barriers are common fixtures along highways and other corridors where there is a desire to contain vehicles within a certain area. Typically, road barriers may be positioned between the travel lanes heading in opposite directions, but may also be utilized along, for example, the edges of roadways which are adjacent to particularly dangerous areas, such as cliffs. Other uses of road barriers include temporary use for the separation of a roadway from a construction area. More recently, road barriers have been used to block access to certain areas adjacent to buildings which are at an elevated risk of terrorist attack, or for other crowd-control purposes.  
      Conventional barriers are formed from a variety of materials, including steel reinforced concrete, such as the well-known Jersey Barrier. Others may be made from corrugated steel, such as the well-known Armco Barrier. Still other barriers may be formed from timber or combinations of timber and steel. Each of these types of barriers is relatively heavy, and therefore, is both difficult and expensive to move. Additionally, many of these types of barriers are formed from multiple parts that must be configured in the field—often a time-consuming and labor intensive effort. Recently, barriers have been formed from low density polyethylene by rotational molding.  
      It has been found that barriers created through rotational molding (“rotomolding”) with low density polyethylene (“LDPE”) provide advantages over the more conventional concrete, corrugated steel, or timber barriers. Primarily, the advantages stem from the light weight of the LDPE barrier and its ability to be easily transported. In this regard, it is well known that the LDPE barriers may be manufactured with relatively thin walls and a hollow cavity. Upon arrival at the barrier&#39;s ultimate destination, the barrier may be filled with ballasting material to develop its ultimate weight and strength. Common fillers include water, sand, or the like. In this regard, such barriers introduced a portability option into the barrier market.  
      Notwithstanding the advantages provided by rotomolding and LDPE barriers, there remains a need for a barrier which is still even lighter, and which can be constructed through a process which is more expeditious and less costly than rotomolding. There is also a need for a versatile barrier, which may quickly be configured into various configurations, but which still includes features to ensure the integrity of the barrier.  
     SUMMARY OF THE INVENTION  
      The present invention overcomes the shortcomings of the prior art by providing, in certain embodiments, a multi-component road barrier and method of forming a road barrier which are more versatile than conventional road barriers and their current manufacturing methods. The inventive multi-component road barrier may be manufactured-to various configurations at a manufacturing plant, and may also be modified to various configurations in the field during construction. In addition, the inventive multi-component road barrier includes features to ensure the integrity of the barrier, and to promote easy repair of any damage to a barrier system.  
      In accordance with one aspect of the present invention, there is provided a road barrier formed by blow molding and preferably extrusion blow molding. Recent improvements in extrusion blow molding permit the manufacture of individual parts weighing upwards of sixty to eighty pounds, now including the inventive component parts of road barriers. In this highly automated process, the barrier may be molded in six steps, generally as follows: 
          (i) Melt and extrude a round hollow tube of molten plastic called a parison;     (ii) Trap the parison between two mold halves which may be selected from among a plurality of mold parts;     (iii) Expand the parison with approximately 100 psi air pressure against the mold cavity formed by the mold halves to form the part;     (iv) Rapidly cool the formed part;     (v) Remove the formed part from the mold cavity; and,     (vi) Trim and reclaim excess flash from the part.        

      The entire six step sequence may be totally automated (with the exception of mold selection) and may be completed in five to six minute cycles, freeing the mold quickly for reuse. By contrast, the conventional method of rotomolding permitted only one or two cycles per hour, at most.  
      Molds used for extrusion blow molding are capable of extremely high volumes of output and are rugged enough to withstand hundreds of thousands—to over a million—production runs with relatively minor mold maintenance.  
      The versatility of the extrusion blow molding process allows the use of resins such as high density polyethylene (“HDPE”), in pellet form. The utilization of pellets eliminates the requirement to grind raw material into a powder such as is required with the use of LDPE in rotomolding. In addition, HDPE has a significantly higher structural and tensile strength than LDPE, allowing a blow molded road barrier to be manufactured with thinner walls and corresponding lower part weight as compared to rotomolded barriers formed from LDPE, without sacrificing any strength.  
      In accordance with further aspects of the present invention, a multi-component road barrier may be formed from two halves each manufactured in a mold comprising a chamber with replaceable outer end such that either a female or male outer end may be attached to the chamber to form one half of a road barrier with either a male or female end. The second half of the road barrier may be formed from a similar mold chamber with replaceable outer end that may be either female or male. In this regard, a multi-component road barrier may be formed from the two halves with male-male ends, female-female ends, or female-male ends, in an expeditious manner. The finished product is therefore one road barrier with two separate independent compartments which may be connected by either or both internal or external connection mechanisms. Each of the independent compartments may be ballasted with water, sand, or the like. Further, each barrier half may be manufactured to a different color to improve the function and aesthetics of the barrier system.  
      The two barrier halves may be connected with interlocking internal elements and/or interlocking external elements. The interlocking internal elements may be alternating male/female elements, such as alternating half-moon shaped extensions. The interlocking external elements may be plates adapted to span the two barrier halves where the plates may be utilized to secure the two halves together. The plates may be “dog-bone” shaped and may reside within recesses formed within the barrier halves to provide structural reinforcement against lateral tension.  
      In accordance with certain aspects of the present invention, a road barrier system may comprise a first barrier forming a hollow container, and a second barrier forming a hollow container, wherein the first barrier and the second barrier are configured with alternating structures to permit the first barrier and the second barrier to mate.  
      The first barrier may comprise a first barrier base portion, a first barrier top portion, a first barrier first side wall, a first barrier second side wall, a first barrier first end wall, and a first barrier second end wall. The second barrier may comprise a second barrier base portion, a second barrier top portion, a second barrier first side wall, a second barrier second side wall, a second barrier first end wall, and a second barrier second end wall. The alternating structures may be configured on the first barrier first end wall and the second barrier second end wall.  
      The aforementioned mating may be permitted with up to 30 degrees of deflection measured along axes formed along the first barrier top portion and the second barrier top portion.  
      The alternating structures may be configured as half-moon projections and recesses.  
      The first barrier and the second barriers may include outer surfaces and the road barrier system may further comprise a connection member adapted to attach to the outer surfaces to mate the barriers. The connection member may be in the form of a bone plate.  
      The first barrier and the second barrier may be approximately 6 feet long, 3.5 feet high, and 2 feet wide when connected.  
      The first barrier and the second barrier may be approximately 80 lbs. when empty.  
      The first barrier and the second barrier may weigh approximately 1,600 lbs. when filled with water.  
      The barriers may include fork lift slots.  
      In accordance with other aspects of the present invention, a mold system for manufacturing road barriers may comprise a base mold, a female mold, and a male mold, wherein the base mold may be coupled with either of the female or the male molds to create a road barrier mold having features particular to the female mold or the male mold.  
      The molds may be adapted for use in blow molding. The blow molding may be extrusion blow molding.  
      The female mold may include at least one recess which permits a road barrier formed with a male mold to connect to a finished road barrier formed with a female mold.  
      The male mold may include at least one projection which permits a road barrier formed with a female mold to connect to a finished road barrier formed with a male mold.  
      In accordance with still further aspects of the present invention, a road barrier may comprise a hollow container formed by blow molding, wherein the hollow container gives the appearance of a capability of impeding the progress of a conventional motor vehicle.  
      The hollow container may comprise a base portion, a top portion, first and second side walls, and first and second end walls.  
      The hollow container may comprise a fill hole permitting ballast material to enter the container.  
      The hollow container may comprise a drain hole permitting ballast material to drain from the container.  
      The hollow container may comprise means for connecting the container to a second hollow container. The hollow container may comprise an external surface and the means may include a connection member associated with the external surface. The connection member may be in the shape of a dog bone. The means may also comprise alternating male projections and female recesses.  
      The road barrier may be formed from high density polyethylene.  
      The road barrier may include a nominal wall thickness of no greater than 0.155 in.  
      The container may be approximately 3 feet long, 3.5 feet high, and 2 feet wide.  
      The container may weigh approximately 40 lbs. when empty. The container may weigh approximately 800 lbs. when filled with water.  
      The blow molding may be extrusion blow molding. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
      The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and methods of operation, together with features, objects, and advantages thereof, may be best understood by reference to the following detailed description when read with the accompanying drawings in which:  
       FIG. 1  is frontal view of a road barrier in accordance with certain aspects of the present invention;  
       FIG. 2  is a top view of the road barrier of  FIG. 1 ;  
       FIG. 3  is a front view of a road barrier system in accordance with other aspects of the present invention;  
       FIG. 4  is a top view of the road barrier system of  FIG. 3 ;  
       FIG. 5  depicts an exploded perspective view of a road barrier in accordance with further aspects of the present invention;  
       FIG. 6  depicts a rear view of the road barrier of  FIG. 5 ;  
       FIG. 7  depicts a rotated top view of the road barrier of  FIG. 5 ;  
       FIG. 8  depicts a perspective view of a road. barrier female half in accordance with aspects of the present invention;  FIG. 9  depicts a rotated perspective view of the  
      road barrier female half of  FIG. 8 ;  
       FIG. 10  depicts a perspective view of a road barrier male half in accordance with aspects of the present invention;  
       FIG. 11  depicts a rotated perspective view of the road barrier male half of  FIG. 10 ;  
       FIG. 12  depicts an exploded perspective view of mold components utilized to manufacture road barrier halves;  
       FIG. 13  depicts an exploded plan view of the mold components of  FIG. 12 ; and  
       FIG. 14  depicts a perspective view of a plate utilized in certain embodiments to connect road barrier halves.  
    
    
     DETAILED DESCRIPTION  
      In the following are described the preferred embodiments of the multi-component road barrier in accordance with the present invention. In describing the embodiments illustrated in the drawings, specific terminology will be used for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. Where like elements have been depicted in multiple embodiments, identical reference numerals have been used in the multiple embodiments for ease of understanding.  
      The multi-component road barrier of the present invention offers numerous advantages over conventionally known road barriers. Recent improvements in blow molding permit the manufacture of road barriers with lower overall weight than was previously realized with rotational molding, without sacrificing any of the strength. This advantage is due in large part because blow molded barriers in accordance with the present invention, and particularly extrusion blow molded barriers, may be manufactured with thin walled HDPE while conventional rotational molded barriers utilize much thicker walled-LDPE.  
      In addition, molds used for extrusion blow molding are capable of extremely high volumes of output and are rugged enough to withstand hundreds of thousands—to over a million—production runs with relatively minor mold maintenance.  
      The versatility of this molding process also allows the use of HDPE resins in pellet form. The utilization of pellets eliminates the requirement to grind the raw material into a powder, such as is required with the use of LDPE in rotational molding.  
      Recent improvements in blow molding permit the manufacture of individual parts weighing upwards of sixty to eighty pounds, now including component parts of road barriers. In this highly automated process, the barrier may be molded in six steps, generally as follows: 
          (i) Melt and extrude a round hollow tube of molten plastic called a parison;     (ii) Trap the parison between two mold halves which may be selected from among a plurality of mold parts;     (iii) Expand the parison with approximately 100 psi air pressure against the mold cavity formed by the mold halves to form the part;     (iv) Rapidly cool the formed part;     (v) Remove the formed part from the mold cavity;        

      and, 
          (vi) Trim and reclaim excess flash from the part.        

      The entire six step sequence may be totally automated (with the exception of mold selection) and may be completed in five to six minute cycles, freeing the mold quickly for reuse.  
      Road barriers may now be formed from two halves each manufactured in a mold comprising a chamber with replaceable outer ends such that either a female or male end may be attached to the chamber to form one half of a road barrier, the half having either a male or female end. The second half of the road barrier may be formed from a similar mold chamber with replaceable outer ends that may be either female or male. In this regard, a multi-component road barrier may be formed from the two halves with male-male ends, female-female ends, or female-male ends, in an expeditious manner. The finished product is therefore one road barrier with two separate independent compartments which may be connected by either or both internal or external connection mechanisms. Each of the independent compartments may be ballasted with water, sand, or the like. Further, each barrier half may be manufactured to a different color to improve the function and aesthetics of the barrier system. The two halves may therefore be securely joined at the plant, but may be reconfigurable in the field.  
      Each half preferably includes independent chambers such that each of the chambers may be ballasted with water, sand, or the like independently. Accordingly, if one chamber is damaged, only that chamber needs replacement, providing a substantial cost savings because the other portions of the barrier may be reused. Further, each barrier half may be manufactured to a different color for functional or aesthetic benefit. As detailed below, additional benefits of the novel multi-component road barrier have been realized.  
      Although the road barriers may be configured to various shapes and sizes, typically, road barriers will have a length of approximately 3 feet, a height of approximately 3.5 feet, and a width of approximately 2 feet at the base, and may taper to a smaller dimension at its top. Such a barrier made from HDPE with approximately 0.155 inch (nominal) thick walls will weigh approximately 40 lbs., empty, and 800 lbs. when filled with water as the ballasting material. When connected to a similar barrier so as to form a barrier system, the barriers will weigh approximately 1600 lbs. Barriers so sized and configured are sufficient to give the appearance of a capability of impeding the progress of a conventional motor vehicle. Although cited as having a nominal thickness of approximately 0.155 inches, it will be appreciated that the actual thicknesses of this typical road barrier may range from 0.118 to 0.190 inches, as the corners and other non-planar areas tend to have increased thicknesses over the planar areas.  
      As used herein, the phrase “give the appearance of a capability of impeding the progress of a conventional motor vehicle,” used in relation to the size and weight of a road barrier, is used in the broad sense of a capability of impeding the progress of a conventional motor vehicle, and does not relate specifically to any performance standard. Rather, such barriers are sized and configured so as to make it readily apparent to one operating a motor vehicle that such vehicle is not to make contact with the barrier in the interest of avoiding damage to the vehicle. In so doing, the barrier may be sized to intimidate the operator of the motor vehicle, such that the barrier has the outward appearance of the capability to impede the progress of a motor vehicle, rather than the actual capability. For example, in order to “give the appearance of a capability of impeding the progress of a conventional motor vehicle,” the barriers must be much larger and more intimidating than conventional construction cones, which often have limited effects on the channelizing of vehicular traffic, and should be of a size more akin to construction barrels, which are typically more effective.  
      Moving to the figures,  FIG. 1  depicts a front view of a multi-component road barrier in accordance with certain aspects of the present invention. As shown, the road barrier  100  may BE comprised from two hollow containers referred to herein as a first half  102  and a second half  104 . Each half  102 ,  104  may be formed as separate units and later joined, as will be discussed. Once joined, the road barrier  100  includes a first end  106  at the first half  102  and a second end- 108  at the second half  104 . A middle portion  110  may lie between the first end  106  and the second end  108 , and may be formed from the intersection of both halves  102 ,  104 . The middle portion  110  is formed from the abutment of the two substantially flat portions of the first half-  102  and second half  104 , and may include male and female features to interlock the two barriers into a barrier system.  
      Referring to  FIG. 2 , a top view of the road barrier  100  shown in  FIG. 1 , it will be appreciated that the first end  106  may be configured into a female configuration while the second end  108  may be configured into a male configuration. Accordingly, the first end  106  may include female connection element  112  while the second end  108  may include male connection element  114 . The female connection element  112  is preferably formed as an elongated receptacle or recess which extends along approximately the entire height H ( FIG. 1 ) of the road barrier  100 . At the base  101  of the barrier  100 , the female connection element  112  culminates with a flange  103  having an aperture  105 . One function of the flange  103  and aperture  105 , as will be discussed more fully, is to permit connection of a male element from another barrier.  
      Meanwhile, the male connection element may comprise a cylindrical protrusion  114  also extending along approximately the entire height H ( FIG. 1 ) of the road barrier  100 , and sized and configured to be accepted by the female connection element  112  of another barrier to form a road barrier system. The female and male connection elements  112 ,  114 , are preferably of the type shown and described in U.S. Pat. Nos. 5,988,934 and D431,657 issued to Wasserstrom, the inventor herein. The disclosures of U.S. Patent Nos. 5,988,934 and D431,657 are hereby incorporated herein by reference.  
      Moving to  FIGS. 3 and 4 , it is shown that the female and male connection elements  112 ,  114  may be utilized to connect multiple road barriers, such as road barriers  100 A,  100 B, and  100 C (barrier  100 A being a “half-barrier” with male end, barrier  100 B being a standard barrier with one male and one female end, and barrier  100 C being a “half-barrier” with a female end), to form a road barrier system. In  FIGS. 3 and 4 , road barrier  100 A is shown as comprising only a second half  104 A while road barrier  100 C is shown as comprising only a first half  102 B. It will be appreciated that road barriers  100  may be utilized in this manner even though the preferred manner of use is that being similar to road barrier  100 B, comprising a first half  102 A and second half  104 B, connected together by means which will be discussed.  
      Once the road barriers  100 A,  100 B, and  100 C are connected together in the manner shown in  FIGS. 3 and 4 , and as described in U.S. Pat. No. 5,988,934, it will be appreciated that the barriers may be aligned in tandem along a single axis formed along the lengths of each barrier, such as between road barriers  100 A and  100 B, or may be angled with respect to each barrier&#39;s axis as shown in the case of road barriers  100 B and  100 C. For ease of reference, axis A-A is shown in  FIG. 4  along barrier  100 A, axis B-B is shown along barrier  100 B, and axis C-C is shown along barrier  100 C.  
      The road barriers  100  are preferably constructed such that each has a side face  116  which is angled, or otherwise chamfered, approximately 7.5° from a line drawn perpendicular to the respective axis A-A, B-B, or C-C, such that the front surface  118  and the side face form an angle D which is approximately 97.5° when viewed from above, such as in  FIG. 4 . In this regard, an angle A of approximately 15° may be made between adjacent barriers when aligned linearly, such as between barriers  100 A and  100 B of  FIG. 4 . This 15° offset permits road barriers  100  to be installed at angles relative to each other of up to approximately 15° , for example angle C between barriers  100 B and  100 C, of  FIG. 4 . It will be appreciated that angle B is therefore approximately 165°. Although the angles, A, B, C, and D listed above are preferred, other angles may be utilized. For example, angle D may range from 1° to 10° or greater, resulting in corresponding changes in angles A, B, and C. A preferred range for angle D is approximately 5° to 10°.  
      As shown most clearly in  FIG. 3 , the barrier  100  may include features to assist with transport of the barrier. For example, the barrier  100  may include cutouts  120  along its bottom surface  122 . Preferably, each barrier  100  includes two cutouts  120  which are dimensioned and spaced to accommodate a conventional fork lift. In this regard, a single barrier  100  may be readily lifted with a forklift. Additionally, the barriers  100  may include apertures  124  through the front face  118 . The apertures  124  may be utilized in a variety of manners to assist with transport. In one example, a strap (not shown) may be wrapped through the aperture  124  and pulled by either a worker or a piece of machinery to drag the barrier  100 . Alternatively, a barrier  100  may be lifted by inserting a sling (not shown) through the aperture  124 . Preferably, each barrier half  102 ,  104  is provided with at least one aperture  124 , such that two apertures may be utilized to lift the barrier for ease of control. It will be appreciated that the apertures  124  are formed not merely as holes, but as full cylinders extending through the barrier  100 . In this regard, when the hollow barrier is filled with ballasting material, such as water or sand, the material will not simply escape the barrier, but will remain within its hollow interior.  
      Each barrier  100  also preferably includes a filling spout  126  on its upper surface  128 . The filling spout  126  may be threaded such that a cap (not shown) may be placed thereon or may include other means to provide for its covering.  
      It will be appreciated that the filling spout  126  permits fill materials to be placed within each hollow container half  102 ,  104  of the barrier  100 . Typical fill materials include water and sand. However, other fill materials that are suitable for use with HDPE and environmental concerns may also be utilized. Preferably, the barrier  100  is delivered to its destination unfilled to ease with transportation, and then filled with water after being positioned at its final position. Water is the preferred filling medium as it is readily abundant, environmentally sound, and may be spilled out and discarded easily, for example, to a catch basin, when it becomes necessary to remove the ballast material, such as for transport.  
      Although not shown, it will also be appreciated that the barrier  100  may include tapped inserts (not shown) embedded in the front face  118 , such as is known in the art. These embedded inserts are typically internally threaded metallic cylinders that are particularly adapted for receiving bolts which may be utilized to support various signage, such as direction signs or advertisements.  
      In a similar manner, the barrier  100  may include recessed areas  130  having a plurality of threaded inserts  132  on the barrier&#39;s front face  118 . As shown in  FIG. 1 , the recessed area  130  is preferably configured to resemble a “dog-bone,” with an elongate center portion spanning two wider end portions, and extends over the middle portion  110  of the barrier  100  such that half of the recessed area is associated with first half  102  of the barrier and the other half is associated with second half  104  of the barrier. A bone plate  134  ( FIG. 15 ) shaped in registration with the recessed area  130  may be inserted therein to assist with tying the first half  102  of the barrier  100  with the second half  104 .  
      As shown in  FIG. 15 , the bone plate  134  may be formed as a flat plate of material having an elongate central portion  135  spanning between two wider end sections  137 ,  139 , to form the familiar “dog-bone” or “H” shape. The bone plate  134  may also include apertures  136 , preferably within the end sections  137 ,  139 , which align with the threaded inserts  132  of the barrier  100  such that bolts (not shown) may be inserted through the apertures and into the threaded inserts to retain the bone plate  136  in association with the barrier  100 . This relationship creates a strong junction between the first half  102  and second half  104  of the barrier  100 . It is preferred that each barrier  100  include four such recessed areas  130  with four associated bone plates  134 , to provide a strong junction.  
      Assisting with the connection of first half  102  to second half  104  may be connection elements  138  located on the side faces  116  of each barrier  100 , as shown in  FIG. 3 . The connection elements  138  are preferably circular with half-cylinders protruding therefrom such that each circular connection member includes a male portion and female portion. These male and female portions are best shown in  FIG. 5 , a perspective view of a barrier  100 .  
      As shown in  FIG. 5 , the male portions  140  and female portions  142  preferably alternate in their position within the connection elements  138  as the connection elements are positioned along the side face  116 . For example, in the embodiment shown in  FIG. 5 , there are included four connection elements  138 . The uppermost connection element  138  includes male/female portions  140 ,  142  in a particular relationship where the male portion is on the left and the female portion is on the right when viewed as shown in  FIG. 5 . The next connection element  138  in the series moving downward along the side face  116  includes male/female portions  140 ,  142  in an opposite relationship, where the male portion is on the right and the female portion is on the left when viewed as shown in  FIG. 5 . This alternating pattern may continue with each of the connection elements  138 . Preferably, each barrier half  102 ,  104  includes four such connection elements, where the connection elements on opposed barrier halves are in registration with each other, such that the side faces  116  of the barrier halves  102 ,  104  may completely abut as shown in  FIGS. 1 and 2 .  
      Of course, it will be appreciated that the connection members may be manufactured to other geometric or non-geometric configurations. In addition, the alternating pattern may be such that the uppermost connection element is fully male with the next fully female, and so on. The first could also be fully female with the next fully male, or the male/female connection elements may be positioned in bunches. For example, the first two may be fully male while the next two are fully female. Similar patterns of split male/female connection elements may also be employed. In addition, although it is preferred that the barriers include four mating pairs of connection elements, it will be appreciated that more or less may be utilized, depending on the application. Proprietary or nonproprietary configurations may also be utilized to prevent or permit barrier half pairs from being coupled.  
      Various other views of road barriers  100  and road barrier halves  102 ,  104  configured in accordance with aspects of the present invention which have been left relatively free of annotation for clarity are depicted in  FIGS. 8 through 11 . In this regard,  FIG. 8  depicts a perspective view of one half of a multi-component road barrier with a female end in accordance with certain aspects of the present invention.  FIG. 9  depicts a rotated perspective view of the barrier half  FIG. 8 .  FIG. 10  depicts a perspective view of one-half of a multi-component road barrier with a male end in accordance with certain aspects of the present invention.  FIG. 11  depicts a rotated perspective view of the barrier half shown in  FIG. 10 .  
       FIG. 12  depicts an exploded perspective diagrammatic view of a multi-component road barrier mold in accordance with still further aspects of the present invention. In this view, the various components of a road barrier mold  200  may be discerned. More specifically, a mold  200  may comprise a chamber  202  forming a base mold with one open outer end  204 . The chamber alone  202  may form the main portion of a road barrier  100 , and may be used interchangeably with different attachment molds. Two such attachment molds are shown in  FIG. 12 , the first being a male attachment mold  206  and the second being a female attachment mold  208 . Either of the two attachment molds  206 ,  208  may be utilized in conjunction with the chamber  202  to form one half  102 ,  104  of a barrier  100 . Although not shown in  FIG. 12 , it will be appreciated that the attachment molds  206 ,  208  each contain open ends which may be placed in communication with the open end  204  of the chamber  202  such that material placed in the mold cavity will flow evenly between the two molds.  FIG. 13  depicts a plan view of the molds shown in  FIG. 12 . Such molds may be utilized in the extrusion molding process with HDPE to create the inventive road barriers shown and described herein.  
      It will be appreciated that each mold portion; namely, the chamber  202 , the male attachment mold  206 , and the female attachment mold  208 , each may be comprised of two independent sections, where each of the sections may be mated at a mating line  210 . Specifically, the chamber  202  may comprise a first section  212  and a second section  214 , the male attachment mold  206  may comprise a first section  216  and second section  218 , and the female attachment mold  208  may comprise a first section  220  and a second section  222 . As shown in  FIG. 12 , the mating line  210  may run along the length of the respective component, although it will be appreciated that other configurations are also possible.  
      As previously discussed, the road barrier  100  may be molded from HDPE. The HDPE utilized may be from among those designed for high performance applications, such as high performance packaging applications. Preferably, the HDPE exhibits a combination of stiffness and resistance to environmental stress cracking.  
      The characteristics of such high density polyethylene are preferably approximately as follows:  
                                                          Density:   0.957   g/cm{circumflex over ( )}3           Melt Index, 190/2.16:   0.46   g/10 min           Tensile strength at yield:   30   MPa           Tensile strength at break:   24   MPa                             Elongation at yield:     7.5%           Elongation at break:   1100%                                 Flexural Modulus:   1,450   MPa           Tensile Impact:   26   joules/cm{circumflex over ( )}2           Impact brittleness temperature:   −76   C.           Envtl. stress crack resistance:   &gt;1000   hrs           Bulk density:   585   kg/m{circumflex over ( )}3                      
 
      An example of a product which is commercially available and which may be utilized is ExxonMobil® HD-9856BA. ExxonMobil® is a registered trademark of the Exxon Mobil Corporation, 5959 Las Colinas Boulevard, Irving, Tex. 75039. Another example is Marlex® HHM 5502-01ST. Marlex® is a registered trademark of the Phillips Petroleum Company, Six Pines Drive, The Woodlands, Tex. 77380.  
      Referring back to  FIGS. 1 and 4 , the various dimensions of a typical barrier  100  are shown as height H, length L, and width W (the width being measured at the barrier&#39;s widest point, at the base  101 ). It is preferred that a finished barrier have a length L of 72″ (with an additional one end extension of 6″ on any male end), a height of 42″, and a width at the base of 24″. Such a barrier with a nominal wall thickness of 0.155 in. will weigh approximately 80 lbs. assembled, and 1600 lbs. when filled with water. The weight of such a barrier  100 , manufactured with HDPE, can also be approximately 65-100 lbs. total, with the male section and female section each being of approximately equal weight. Compared to a conventional barrier of like size formed from low density polyethylene, with a typical weight of approximately 125 lbs., the high density polyethylene barrier represents a reduction of nearly 50%. Of course, barriers  100  may be configured to other dimensions if desired.  
      Although the invention herein has been described with reference to particular embodiments, it is to be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It is therefore to be understood that numerous modifications may be made to the illustrative embodiments and that other arrangements may be devised without departing from the spirit and scope of the present invention as defined by the appended claims. These advantages stem from the materials and process used for the inventive road barrier as well as from the configuration of the road barrier.