Patent Publication Number: US-2022228331-A1

Title: Flexible tensioned crash barrier

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation-in-part of, claims priority to, and claims the benefit of, PCT Application No. PCT/IB2020/059484 filed on Oct. 9, 2020, which claims priority to New Zealand Application No. NZ 757996 filed on Oct. 9, 2019, and New Zealand Application No. NZ 764015 filed on Apr. 29, 2020, the contents of each are hereby incorporated herein by their entireties. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to a flexible tensioned crash barrier and end anchors for said flexible tensioned crash barrier and/or for a road crash barrier. More particularly but not exclusively it relates to a crash barrier for roadside use that utilises a flexible strap under tension that has a planar surface facing the road. 
     BACKGROUND 
     Flexible tensioned wire rope barriers have been used for many years as an economical solution for road safety. They are typically used on the side of, or in between, lanes of a road. If an errant vehicle impacts the barrier, the flexible wire ropes may be able to redirect the errant vehicle back towards the lane it came from. For car and truck occupants, this solution has reduced the risk of injury from an accidental collision with oncoming traffic, as well as from any vehicle leaving the roadway. These traditional wire rope barriers utilise an upright post which is configured to disengage or break near the ground so that the vehicle does not roll when it hits or impacts the upright. The wire ropes may be able to become disengaged from the upright upon impact of a vehicle to the crash barrier. 
     The upright is designed to bend upon vehicle impact and release the flexible barrier; typically, this allows the barrier/wire ropes to deflect by 1-2 metres during the process of redirecting the errant vehicle. Flexible barriers typically have the benefit of redirecting or absorbing energy from the errant vehicle. 
     In operation, the upright may provide strong resistance to longitudinal movement (vertical) of the barrier wires, but weak resistance to the lateral (side) impact from an errant vehicle. This may allow an upright to give way under the impact. The tensioned wires, combined with the sacrificial uprights may allow good directional correction of an errant vehicle without causing a vehicle to roll. 
     Flexible wire rope barriers may be dangerous for motorcycle users and cycle users (riders). The low cross-sectional area of the wire rope in tension may create a high pressure point should an errant user of a motorcycle impact the wire rope. This may lead to rider injuries. 
     Other variations of crash barriers are available, such as rigid and semi-rigid crash barriers. Rigid and semi-rigid crash barriers may be safer for motorcycle users as they can have a higher surface area which allows a motorcycle rider to slide along the barrier, instead of a high pressure point being created like in a wire crash barrier. However, rigid and semi-rigid crash barriers may be more expensive to install and manufacture compared to flexible crash barriers. Rigid and semi-rigid crash barriers may have the benefit of redirecting vehicles quicker, for example, if there is a cliff behind the barrier then it is not desired for the crash barrier to deflect over the cliff. 
     A person skilled in the art of crash barriers will be aware that semi-rigid or rigid crash barriers can reduce the injury level to motorcyclists, however, rigid solutions are not as cost-effective as flexible tensioned crash barriers. Semi-rigid or rigid crash barriers may not always be a viable option for some roads. 
     In this specification, where reference has been made to external sources of information, including patent specifications and other documents, this is generally for the purpose of providing a context for discussing the features of the present invention. Unless stated otherwise, reference to such sources of information is not to be construed, in any jurisdiction, as an admission that such sources of information are prior art or form part of the common general knowledge in the art. 
     For the purposes of this specification, the term “plastic” shall be construed to mean a general term for a wide range of synthetic or semisynthetic polymerization products, and generally consisting of a hydrocarbon-based polymer. 
     It is an object of at least some embodiments of the present invention to at least provide a flexible tensioned crash barrier which overcomes or at least partially ameliorates some of the above mentioned disadvantages or which at least provides the public with a useful choice. 
     It is an object of at least some embodiments of the present invention to at least provide an end anchor for anchoring the ends of flexible members of a road barrier which overcomes or at least partially ameliorates some of the above mentioned disadvantages or which at least provides the public with a useful choice. 
     STATEMENTS OF INVENTION 
     In a first aspect the present invention may be said to be a road crash barrier configured for deflecting errant vehicles, the barrier comprising at least one elongate tensioned flexible strap comprising a planar face facing the road in use. 
     In one embodiment, the strap&#39;s elongate direction extends parallel the road, or lane of a road, in use. 
     In one embodiment, the planar face has a normal direction facing the road. 
     In one embodiment, the planar face is perpendicular a surface of the road. 
     In one embodiment, the planar face is vertical. 
     In one embodiment, the strap is in at least 20 kN of tension in use. 
     In one embodiment, the strap is tensioned to over 40 kN in use. 
     In one embodiment, the strap is tensioned to over 200 kN in use. 
     In one embodiment, the strap is configured to be tensioned to between 200 kN and 400 kN. 
     In one embodiment, the planar face comprises a surface that is relatively smooth, and/or continuous along the length of the strap. 
     In one embodiment, the strap is flat. 
     In one embodiment, the strap is composed of two distinct straps sandwiched together. 
     In one embodiment, the strap has a generally rectangular cross section perpendicular its elongate direction. 
     In one embodiment, the strap in cross section is perpendicular its elongate direction and has a height far greater than its thickness. 
     In one embodiment, the strap, and therefore the planar face, has a height between 30 mm and 500 mm. 
     In one embodiment, the strap, and therefore the planar face, has a height between 30 mm and 300 mm. 
     In one embodiment, the strap, and therefore the planar face, has a height between 40 mm and 100 mm. 
     In one embodiment, the strap has a thickness of between 3 mm and 10 mm. 
     In one embodiment, the strap has a thickness of 4 mm. 
     In one embodiment, the strap has a tensile strength of at least 400 MPa. 
     In one embodiment, the strap has a tensile strength of at least 800 MPa. 
     In one embodiment, the strap has an E value between of 40 GPa and 210 GPa. 
     In one embodiment, the strap is relatively flexible and pliable, and/or has low stiffness. 
     In one embodiment, the strap comprises of one or more selected from; plastics, glass, synthetics, and metals 
     In one embodiment, the strap is composed of one or more selected from; plastics, glass, synthetics, and metals. 
     In one embodiment, the strap is composed of steel. 
     In one embodiment, the steel has a yield strength greater than 300 MPa, greater than 400 MPa. or greater than 500 MPa. 
     In one embodiment, the steel allows an elongation greater than 9%. 
     In one embodiment, the strap is coated, and/or the strap is coated in a plastics material. 
     In one embodiment, the strap is composed of a fibre based composite. 
     In one embodiment, the strap is composed of at least fibreglass. 
     In one embodiment, the strap is composed of at least aramids. 
     In one embodiment, the strap is composed of a composite material. 
     In one embodiment, the strap is composed of pultruded fibreglass. 
     In one embodiment, the barrier comprises multiple straps. 
     In one embodiment, the barrier comprises both composite and metal straps. 
     In one embodiment, the multiple straps are tensioned to a combined tension of over 100 kN in use. 
     In one embodiment, the multiple straps are tensioned to a combined tension of over 200 kN in use. 
     In one embodiment, the barrier comprises a supporting arrangement configured to support the strap at a height above the ground in use. 
     In one embodiment, the supporting arrangement, or a portion thereof, is configured to release from the strap during or after impact from an errant vehicle and/or rider. 
     In one embodiment, the supporting arrangement is a rigid, semi-rigid, or deformable barrier. 
     In one embodiment, the supporting arrangement is an upright. 
     In one embodiment, the supporting arrangement is a plurality of uprights. 
     In one embodiment, the supporting arrangement comprises a plurality of deformable and/or collapsible uprights. 
     In one embodiment, the supporting arrangement is configured to bend, deflect, crumple, break or otherwise move when impacted by a vehicle or rider. 
     In one embodiment, the supporting arrangement comprises a mount to mount the strap to the upright. 
     In one embodiment, the mount is configured to releasably disconnect from the upright, and/or releasably disconnect from the strap. 
     In one embodiment, the uprights support the strap above the ground. 
     In one embodiment, the mount comprises a retainer. 
     In one embodiment, the retainer retains the straps or straps to the mount. 
     In one embodiment, the mount and retainer are releasably engaged with each other via a retainer connection. 
     In one embodiment, the retainer connection is configured to disconnect when the supporting arrangement is impacted by a vehicle or rider. 
     In one embodiment, upon disconnection the retainer connection is configured to release the retainer from the mount. 
     In one embodiment, the release of the retainer from the mount frees the retained straps from the mount. 
     In one embodiment, the retainer connection is a frangible, snap, or barb type configuration. 
     In one embodiment, the retainer connection is re-connectable after disconnection. In one embodiment, the retainer connection comprises a plug. 
     In one embodiment, the plug is composed of polymer material. 
     In one embodiment, the plug is composed of a fibre reinforced of polymer material. 
     In one embodiment, the retainer retains the straps within the retainer, and/or to the adjacent straps, after disconnection. 
     In one embodiment, the mount and upright are engaged to each via a sliding mount connection. 
     In one embodiment, the mount connection comprises a socket on the mount configured to receive the upright. 
     In one embodiment, the mount connection is configured to allow the upright to slide out of the mount, or the mount can slide off the upright, upon impact by a vehicle or rider. 
     In one embodiment, the supporting arrangement comprises a ground anchor. 
     In one embodiment, the upright is configured to releasably engage to one or more of the ground anchor and the mount. 
     In one embodiment, the supporting arrangement comprises an engineered weakness or connection between the ground anchor and the upright. 
     In one embodiment, the ground anchor comprises a ground engaging screw. 
     In one embodiment, the strap is tensioned between two end anchors as described in the fifth and sixth embodiment. 
     In one embodiment, the crash barrier does not utilise brakes, wheels, or pay-out spools. 
     In one embodiment, the length of straps in a system are between 20 m and 2 km. 
     In a second aspect the present invention may be said to be a roadside crash barrier configured for deflecting errant vehicles and road users, the barrier comprising one or more flexible straps with a major planar face configured to face a road in use, and a supporting arrangement configured to extend from the ground in use, to removably retain the one or more straps at a height above the ground. 
     In one embodiment, the straps are removed from retainment during deflection. 
     In a third aspect the present invention may be said to be a roadside crash barrier configured for deflecting errant vehicles and road users of a carriageway, the barrier comprising one or more flexible straps with a major planar face having a normal direction generally facing the carriageway, and a supporting arrangement configured to extend from the ground in use, to removably retain the one or more straps at a height above the ground. 
     In one embodiment, the straps are removed from retainment during impact from said errant vehicle or road user of the carriageway 
     In a fourth aspect the present invention may be said to be a roadside crash barrier comprising at least one flexible strap under tension comprising a vertical planar face. 
     Wherein any one or more of the above embodiments of any one of the first to fourth aspect(s) may relate to any other of the first to fourth aspect(s). 
     In a fifth aspect the present invention may be said to be an end anchor for an elongate flexible tensioned roadside crash barrier, where the end anchor comprises
         two or more supporting arrangements configured to be secured to the ground, where one supporting arrangement is nearer more or at a terminal end of the end anchor; at least one supporting arrangement comprising one or more attachment points for one or more tensioned flexible members to extend in a first direction away from the terminal end towards the crash barrier,   a stiff tensile member removably engaged at one end to a lower region of at least one supporting arrangement and also removably engaged at its opposite end to an upper region of a connected supporting arrangement spaced apart in the first direction.       

     In one embodiment, the supporting arrangements are secured to the ground via ground screws or piles. 
     In one embodiment, the uprights are secured to the ground via a ground plate. 
     In one embodiment, the tensile member is under tension when the flexible member(s) are under tension. 
     In one embodiment, the tensile member comprises a thread at each end configured to receive a nut. 
     In one embodiment, the supporting arrangements are configured to pivot and/or deform at a region of engineered weakness below the lower region. 
     In one embodiment, the pivoting and/or deformation of the supporting arrangement allows the tensile member to be released or partially released from the said pivoting and/or deformed supporting arrangement at the lower region. 
     In one embodiment, the pivoting and/or deformation of the supporting arrangement allows the tensile member to be released or partially released from the connected supporting arrangement. 
     In one embodiment, the tensile member has a lower end removably engaged to the lower region, and an upper end removably engaged to the upper region of a connected supporting arrangement. 
     In one embodiment, the lower end is removably engageable to the supporting arrangement via a lower mount comprising an upwardly facing slot that receives the lower end. 
     In one embodiment, the upper end is removably engageable to the connected supporting arrangement via an upper mount comprising a downwardly facing slot that receives the upper end. 
     In one embodiment, as the supporting arrangement pivots and/or deforms the lower mount releases the lower end. 
     In one embodiment, the upper mount on the connected supporting arrangement is configured to release the upper end as the lower end is released from the lower mount. 
     In one embodiment, the pivoting and/or deformation of the supporting arrangement releases tension in the tensile member. 
     In one embodiment, the pivoting and/or deformation of the supporting arrangement causes release of either or both ends of the tensile member. 
     In one embodiment, the end anchor comprises multiple supporting arrangements in a spaced apart row each with respective tensile member adjoining them from a lower region to an upper region. 
     In one embodiment, the supporting arrangements are adjoined to the directly adjacent supporting arrangement via the tensile member. 
     In one embodiment, the supporting arrangements are adjoined to an supporting arrangement more than one supporting arrangement away via the tensile member. 
     In one embodiment, all the supporting arrangements of the end anchor are identical 
     In one embodiment, all the supporting arrangements of the end anchor are connected to the flexible members. 
     In one embodiment, all the supporting arrangements of the end anchor are connected to the flexible members. 
     In one embodiment, the tensile member(s) transfer a portion of a tensile load of the tensioned flexible members from the upper region(s) to the lower region(s) of the adjoined supporting arrangement(s). 
     In one embodiment, the crash barrier comprises one or more tensioned strap(s), tensioned wire(s), or a combination of both. 
     In one embodiment, the end anchor comprises three, four, five, six, seven, or more supporting arrangements. 
     In one embodiment, the tensile member acts in tension in operation to create a truss type arrangement between the supporting arrangements of the end anchor. 
     In one embodiment, upper region is higher than the lower region. 
     In one embodiment, the upper region is generally the height of the flexible member attachment points. 
     In one embodiment, the lower region is generally above or close to ground level in operation. 
     In one embodiment, the tensile member is a threaded rod. 
     In one embodiment, the tensile member is between 5 and 30 mm, and preferably 16 mm in diameter. 
     In one embodiment, the tensile member is held within the upper and lower mounts via the nuts on the end of the threaded rod, that when tightened create tension in the tensile member and impart force and friction on the mounts. 
     In one embodiment, the pivoting or deformation of an supporting arrangement moves the lower or upper mount closer to the adjoined upper or lower mount respectively, thus allowing the tensile member to disengage from one or both upper and lower mounts. 
     In one embodiment, the flexible member is one of the straps as described above in the first to fourth aspects. 
     In a sixth aspect the present invention may be said to be an end anchor for roadside crash barrier comprising tensioned flexible members, where the end anchor is located at a terminal end of the barrier which extends away from the terminal end in a first direction, the end anchor comprising a stiff tensile member adjoining at least two adjacent supporting arrangements, the tensile member configured to a) direct at least part of the tension of the flexible members from an upper region of a supporting arrangement to a lower region of an adjacent adjoined supporting arrangement, and b) release from engagement of either or both the upper region and lower region when either supporting arrangement is impacted by a vehicle or object coming from the first direction or a second direction opposite the first direction. 
     In one embodiment, the end anchor comprises a plurality of supporting arrangements. 
     In one embodiment, each supporting arrangement comprises one or more attachment points for the tensioned flexible members to extend between the two (or more) supporting arrangements. 
     In one embodiment, at a lower region of at least one supporting arrangement is attached a tensile member that extends upwards to an upper region of a supporting arrangement in the first direction. 
     In one embodiment, the supporting arrangements are configured to pivot and/or deform at a region of engineered weakness below the lower region, so that the upper region of the same supporting arrangement moves relative the region of engineered weakness. 
     In one embodiment, the elongate flexible barrier comprises one or more tensioned strap(s), tensioned wire(s), or a combination of both. 
     In one embodiment, the end anchor comprises three, four, five, six, seven, or more supporting arrangements. 
     In one embodiment, the sixth aspect comprises one or more of the embodiments of the fifth aspect. 
     In a seventh aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor having a road barrier end closer the road barrier, and a terminal end further away from the road barrier that is able to face an oncoming vehicle, the end anchor comprising
         a. a collapsible support configured to receive the flexible members at the road barrier end, the support post configured to pivot about its base towards the road barrier end,   b. a trigger nearer more the terminal end configured to pivot about its base towards the road barrier end when engaged by a vehicle   c. a support unit configured to be affixed securely to the ground, the support unit engaged with the base of both the support and the trigger, as well receiving and restraining the ends of the flexible members,   d. a brace pivotably engaged on the road barrier side of both the support and support unit, the brace bracing the support so the support can maintain the tension of the flexible members, the brace comprising a pivotable section intermediate its ends allowing the brace to hinge towards the road barrier,   e. an actuator extending between, and pivotally engaged to, the trigger and brace,       

     wherein the trigger is configured to pivot at or towards its base when engaged by said vehicle so as to actuate the actuator, the actuator subsequently causing the brace to hinge and remove its bracing capabilities to the support to allow the support to collapse or partially collapse, thus in turn releasing tension in the flexible members. 
     In one embodiment, the end anchor is configured to prevent vehicle rollover should said vehicle impact the end anchor from the terminal end. 
     In one embodiment, the end anchor is configured to prevent vehicle rollover should said vehicle impact the end anchor from the terminal end, by allowing the flexible members to lose partial tension or all tension. 
     In one embodiment, the brace acts as an over-centre mechanism. 
     In one embodiment, the actuator is configured to push the pivotable section over centre so the brace cannot act in compression to support the support post. 
     In one embodiment, the brace has an upper section and lower section pivotably joined together at the pivotable section. 
     In one embodiment, the actuator is removably engaged with the brace. 
     In one embodiment, the actuator is removably engaged with upper section. 
     In one embodiment, the actuator is removably engaged via a slot and complementary pin system, and/or the actuator and brace can completely disengage from each other to allow the brace to fully hinge and the support to collapse. 
     In one embodiment, the actuator is removably engaged to the upper section. 
     In one embodiment, the upper section comprises a lever that extends below the pivotable section. 
     In one embodiment, the actuator is removably engaged to the lever. 
     In one embodiment, the flexible members are straps. 
     In one embodiment, the straps along the road barrier have their major face facing the road, and are received by the support with their major face facing upwards. 
     In one embodiment, the straps are twisted 90 degrees from the road barrier when entering the anchor. 
     In one embodiment, the trigger comprises an upper region above where the actuator is engaged to, that acts as a rigid lever to engage with said vehicle. 
     In one embodiment, the end anchor is configured to move between a collapsed condition and an operating condition. 
     In one embodiment, in the operating condition the flexible members are held at operating height, and operating tension so that road barrier can act at its optimal capacity. 
     In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members have their tension reduced compared to the tension at optimal capacity. 
     In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members at the end anchor are lowered. 
     In one embodiment, in the collapsed condition, when the brace is hinged, the flexible members retain tension so the barrier can operate with limited capacity of said optimal capacity. 
     In one embodiment, the actuator is over two metres long. 
     In one embodiment, the end anchor is configured not be damaged or weakened if moved to the collapsed condition, 
     In one embodiment, the end anchor can be moved back from the collapsed condition to the operating condition by actuating the trigger and reengaging (if disengaged) the actuator with the brace. 
     In an eight aspect the present invention may be said to be an end anchor for anchoring an end of a road barrier comprising one or more flexible tensioned members, the end anchor having a road barrier end closer the road barrier, and a terminal end further away from the road barrier to face an oncoming vehicle, the end anchor configured to move between an operating condition where the end anchor holds the tensioned member(s) in a first tension; and a collapsed condition where the end anchor releases the tensioned member(s) from the first tension, wherein the end anchor comprises a trigger configured to engage with, and be actuated, to move the end anchor from the operating condition to the collapsed condition. 
     In one embodiment, in the collapsed condition the tensioned members are lowered closer to or towards the ground than in the operating condition. 
     In one embodiment, the end anchor is configured not be damaged or weakened if moved to the collapsed condition, and/or the road barrier can be moved back from the collapsed condition to the operating condition by actuating the trigger back to its operating condition. 
     In one embodiment, a support supports the tensioned members above the ground, and redirects the tensioned members from the road barrier to a support unit near the ground, the support unit holding the tension in the tensioned members. 
     In one embodiment, the trigger actuates a brace that in the operating condition braces the support, and in the collapsed condition does not brace the support. 
     In one embodiment, when the road barrier is moved from the collapsed condition to the operating condition the brace resets itself to a bracing condition where it can again act to brace the support in supporting the tension of the tensioned members in the operating condition. 
     In one embodiment, the brace utilises an over centre mechanism. 
     In one embodiment, the trigger is located at the terminal end. 
     In one embodiment, in the operating condition the support is erect and holds the tensioned members at their operating height, and in the collapsed condition the tensioned members are lowered below the operating height. 
     In one embodiment, the trigger is actuated by said oncoming vehicle. 
     In one embodiment, the brace is actuated not via the trigger, but by another means such as a hook, pull rope, pulling member that may be actuated by a user or vehicle. 
     In one embodiment, the trigger applies force directly or indirectly to the brace or support. 
     In one embodiment, the trigger is configured to directly or indirectly push or pull the brace to collapse the brace. 
     In one embodiment, the trigger and brace are connected together by an actuating member that acts in compression or tension, the actuating member allows the trigger to push or pull the brace to move the end anchor between the operating and collapsed condition. 
     In one embodiment, the actuating member is a beam that acts in compression. 
     In one embodiment, the actuating member is a flexible members that acts in tension. 
     In one embodiment, the brace is part of the support. 
     In one embodiment, the end anchor comprises:
         a. a collapsible support configured to receive the flexible members at the road barrier end, the support configured to pivot about its base towards the road barrier end,   b. the trigger nearer more the terminal end configured to pivot about its base towards the road barrier end,   c. a support unit configured to be affixed securely to the ground, the support unit engaged with the base of both the support and the trigger post, as well receiving and restraining the ends of the flexible members,   d. a brace pivotably engaged on the road barrier side of both the support and support unit, the brace bracing the support towards the terminal end so the support can maintain the tension of the flexible members, the brace comprising a pivotable section intermediate its ends allowing the brace to hinge towards the road barrier end,   e. an actuator extending between, and pivotally engaged to, the trigger and brace, wherein the trigger is configured to pivot at or towards its base when impacted by said vehicle so as to actuate the actuator that will subsequently cause the brace to hinge and remove its bracing capabilities and thus allow the support to collapse or partially collapse, thus moving the end anchor to its collapsed condition.       

     Wherein any one or more of the above embodiments of any one or more of the first to fourth aspect(s) may relate to any one or more of the fifth to eighth aspect(s). 
     Wherein any one or more of the above embodiments of any one of the fifth to eighth aspect(s) may relate to any other of the fifth to eighth aspect(s). 
     In a ninth aspect the present invention may be said to be an end anchor for anchoring an end of a road crash barrier that extends parallel the carriage way of a road and comprising one or more flexible tensioned members that extend parallel the carriageway, the end anchor comprising a road crash barrier end closer the road crash barrier at where the road crash barrier is directly or indirectly connected to the end anchor, and a terminal end away from the road crash barrier end at where the end anchor is anchored directly or indirectly to the ground and to face an oncoming vehicle, the end anchor configured to move between an operating condition where the end anchor holds the tensioned member(s) in a first tension; and a collapsed condition where the end anchor releases the tensioned member(s) from the first tension being less than the first tension, wherein the end anchor comprises a trigger configured to engage with, and be actuated, to move the end anchor or to allow the end anchor move or be moved from the operating condition to the collapsed condition. 
     In a tenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising:
         a. a support post configured to receive the flexible members at or near the road barrier end, the support post (preferably comprising a base hinge about which it is) configured to pivot in a direction away from the terminal end,   b. a trigger post at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post comprising a trigger hinge about which the trigger post is configured to pivot in a direction towards the barrier end when so engaged by a vehicle,   c. a support unit configured to be affixed securely (preferably by and) to the ground and receiving and restraining the ends of the flexible members, the base hinge of the support post and the trigger hinge of the trigger post both engaged with the support unit,   d. a bracing arrangement comprising at least one bracing element pivotably engaged (preferably) at one of its ends to the support post via a support post hinge and releasably pivotably engaged at another end to a cam arrangement via a cam end hinge, the bracing arrangement bracing the support post to maintain the tension of the flexible members, the cam arrangement comprising a cam hinge about which the cam arrangement is pivotably engaged with the support unit, and   e. an actuator extending between the trigger post and the cam arrangement,   wherein the trigger post is configured to pivot about its trigger hinge in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator to cause the cam arrangement to pivot about its cam hinge, releasing the cam end hinge of the at least one bracing element from its pivotable engagement to the cam arrangement such that the bracing arrangement no longer braces the support post, permitting at least partial collapse (e.g. by rotation) of said support post (e.g. towards the ground) and a release in the tension of the flexible members.       

     In one embodiment, said at least partial collapse of said support post and release in the tension of the flexible members reduces a height of at least part of the road barrier and/or end anchor so as to at least limit and/or prevent rollover of the oncoming vehicle. 
     In one embodiment, the bracing arrangement is configured such that, after said at least partial collapse of said support post, the at least one bracing element is configured for releasable pivotable reengagement to the cam arrangement. 
     In one embodiment, said reengagement of the at least one bracing element to the cam arrangement permits the bracing arrangement to re-brace the support post. 
     In one embodiment, said bracing arrangement bracing the support post to maintain the tension of the flexible members defines an operative condition of the end anchor and wherein said at least partial collapse of said support post and said release in the tension of the flexible members defines a collapsed condition of the end anchor. 
     In one embodiment, the end anchor is adapted to switch between, and/or be switched or moved between, said operative condition and said collapsed condition. 
     In one embodiment, the end anchor is configured to be movable to the operative condition from the collapsed condition. 
     In one embodiment, an actuator cam end of the actuator is connected to the cam arrangement at an actuator receiver of the cam arrangement and, wherein an actuator trigger end of the actuator is connected to the trigger post at an actuator catch of the trigger post. 
     In one embodiment, the actuator catch of the trigger post is positioned beneath the trigger hinge, when said trigger post is in an upright non-impacted position, such that upon contact and engagement by a vehicle, a pivoting of the trigger post about the trigger hinge causes said actuator catch to move in a direction away from the barrier end. 
     In one embodiment, a movement of the actuator catch in a direction away from the barrier end causes a movement of the actuator cam end also in a direction away from the barrier end. 
     In one embodiment, a movement of the actuator cam end in a direction away from the barrier end causes a movement of the actuator receiver of the cam arrangement in a direction away from the barrier end and a resulting pivoting of the cam arrangement about its cam hinge. 
     In one embodiment, the actuator receiver is positioned at or on at least one cam flange of the cam arrangement spaced apart from a position of the cam hinge on said at least one cam flange. 
     In one embodiment, said at least one cam flange comprises a bracing slot adapted to releasably receive said cam end hinge of the at least one bracing element. 
     In one embodiment, said bracing slot is positioned at or on said at least one cam flange spaced apart from the position of the cam hinge on said at least one cam flange and from the position of the actuator receiver on said at least one cam flange. 
     In one embodiment, said support unit comprises a plate formed into an inverted channel extending longitudinally across the end anchor. 
     In one embodiment, said inverted channel at least partially houses and/or receives the support post, the base hinge of said support post, the trigger post, the trigger hinge of said trigger post, the actuator, the cam arrangement and/or the cam hinge of said cam arrangement. 
     In one embodiment, said cam arrangement is positioned within said inverted channel so as to be flanked by and between plate walls of said inverted channel. 
     In one embodiment, said plate walls comprise plate slots adapted to releasably receive said cam end hinge of the at least one bracing element. 
     In one embodiment, said bracing slot and said plate slots are configured to together releasably receive and constrain said cam end hinge of the at least one bracing element at least until a pivoting of the cam arrangement about said cam hinge thereof causes a movement of the bracing slot that moves the cam end hinge through said plate slots to and towards a released position out from said bracing slot and said plate slots. 
     In one embodiment, said bracing slot and said actuator receiver are positioned at opposite ends of said at least one cam flange with the cam hinge positioned therebetween, such that a rotation or pivoting of said cam arrangement about said cam hinge causes a corresponding rotation or pivoting of the bracing slot and said actuator receiver in a same direction. 
     In one embodiment, said pivoting of the cam arrangement about its cam hinge causes a downward movement of the actuator receiver of the cam arrangement and an upward movement of the bracing slot and the cam end hinge of the at least one bracing element when so releasably received thereby. 
     In one embodiment, the cam arrangement comprises two of said at least one cam flange, spaced apart laterally and connected by way of said cam hinge extending therebetween. 
     In one embodiment, the bracing arrangement comprises two of said at least bracing element, each spaced apart laterally to flank said support post and said plate walls of said inverted channel. 
     In one embodiment, said support post comprises a plurality of flexible member supports through which said flexible members of the road barriers extend through, the ends of said flexible members extending from said flexible member supports to terminate at a plurality of flexible member mounts at least partially housed by said inverted channel of the support unit. 
     In an eleventh aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising:
         a. a trigger post at or near the terminal end of the end anchor, and   b. a support post at or near the barrier end of the end anchor, wherein the end anchor is configured to change and/or move between:   i. an operative condition in which said support post braces said flexible members and maintains their tension, and   ii. a collapsed condition in which said support post does not brace said flexible members and maintain their tension.       

     In a twelfth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising:
         a. a trigger post at or near the terminal end of the end anchor,   b. a support post at or near the barrier end of the end anchor, and wherein the end anchor is configured to change and/or move between:   i. an operative condition in which said support post braces said flexible members and maintains their tension, and   ii. a collapsed condition in which said trigger post is engaged by an oncoming vehicle so as to cause the support post to no longer brace said flexible members and maintain their tension, the collapsed condition reducing a height of at least part of the road barrier and/or end anchor so as to at least limit and/or prevent rollover of the oncoming vehicle.       

     In a thirteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising:
         a. a trigger post at or near the terminal end of the end anchor,   b. a support post at or near the barrier end of the end anchor, and   c. an actuator operatively connecting said trigger post to said support post,   wherein the end anchor is configured to change and/or move between:   i. an operative condition in which said support post braces said flexible members and maintains their tension, and   ii. a collapsed condition in which said trigger post is engaged by an oncoming vehicle so as to cause the actuator to move the support post so that it no longer braces said flexible members and maintains their tension.       

     In a fourteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor configured to move between:
         i. an operative condition where the end anchor holds the tensioned member(s) in a first tension; and   ii. a collapsed condition where the end anchor releases the tensioned member(s) from the first tension,   wherein the end anchor comprises a trigger post configured to be engaged by an oncoming vehicle, and be actuated, to change the end anchor from the operative condition to the collapsed condition.       

     In a fifteenth aspect the present invention may be said to be an end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor configured to move between:
         i. an operative condition where the end anchor braces said flexible members and maintains their tension; and   ii. a collapsed condition where the end anchor no longer braces said flexible members and maintains their tension, such that a height of at least part of the road barrier and/or end anchor is reduced so as to at least limit and/or prevent rollover of an oncoming vehicle,   wherein the end anchor comprises a trigger post configured to be engaged by said oncoming vehicle, and be actuated, to change the end anchor from the operative condition to the collapsed condition.       

     Wherein any one or more of the above embodiments of any one or more of the first to fourth aspect(s) may relate to any one or more of the ninth to fifteenth aspect(s). 
     Wherein any one or more of the above embodiments of any one or more of the fifth to eighth aspect(s) may relate to any one or more of the ninth to fifteenth aspect(s). 
     Wherein any one or more of the above embodiments of any one of the ninth to fifteenth aspect(s). may relate to any other of the ninth to fifteenth aspect(s). 
     Other aspects of the invention may become apparent from the following description which is given by way of example only and with reference to the accompanying drawings. 
     As used herein the term “and/or” means “and” or “or”, or both. 
     As used herein “(s)” following a noun means the plural and/or singular forms of the noun. 
     The term “comprising” as used in this specification and claims means “consisting at least in part of”. When interpreting statements in this specification and claims which include that term, the features, prefaced by that term in each statement, all need to be present but other features can also be present. Related terms such as “comprise” and “comprised” are to be interpreted in the same manner. 
     It is intended that reference to a range of numbers disclosed herein (for example, 1 to 10) also incorporates reference to all rational numbers within that range (for example, 1, 1.1, 2, 3, 3.9, 4, 5, 6, 6.5, 7, 8, 9 and 10) and also any range of rational numbers within that range (for example, 2 to 8, 1.5 to 5.5 and 3.1 to 4.7). 
     The entire disclosures of all applications, patents and publications, cited above and below, if any, are hereby incorporated by reference. 
     This invention may also be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, and any or all combinations of any two or more of said parts, elements or features, and where specific integers are mentioned herein which have known equivalents in the art to which this invention relates, such known equivalents are deemed to be incorporated herein as if individually set forth.) 
    
    
     
       The invention will now be described by way of example only and with reference to the drawings in which: 
         FIG. 1 : shows a front top perspective view of a crash barrier, 
         FIG. 2 : shows a front top perspective view of a crash barrier without the ground anchor, 
         FIG. 3 : shows a front top perspective view of a crash barrier exploded into parts, 
         FIG. 4 : shows a front top perspective view of the mount, 
         FIG. 5 : shows a cross section of  FIG. 4 , 
         FIG. 6 : shows a side view of  FIG. 5 , 
         FIG. 7 : shows a front top perspective view of a crash barrier system, 
         FIG. 8 : shows a front top perspective view of an anchor, 
         FIG. 9 : shows a front top perspective view of an alternative crash barrier, 
         FIG. 10 : shows a front top perspective view of an alternative crash barrier, 
         FIG. 11 : shows a top schematic view of a vehicle impacting a crash barrier system, 
         FIG. 12 : shows a top front perspective view of an alternative crash barrier, 
         FIG. 13 : shows a top cross-sectional view of  FIG. 12  highlighting the mount and retainer engagement, 
         FIG. 14 : shows a front top perspective view of an alternative crash barrier, 
         FIG. 15 : shows a side cross-sectional view of  FIG. 14  highlighting the mount, plug and retainer engagement, 
         FIG. 16 : shows a side view of one of the plugs in  FIG. 14 , and 
         FIG. 17 : shows an exploded view of  FIG. 14  highlighting the plugs and retainers. 
         FIG. 18 : shows a front top perspective view of a crash barrier with a C post 
         FIG. 19 : shows a rear view of  FIG. 19 . 
         FIG. 20 : shows a cross-sectional view of  FIG. 19 . 
         FIG. 21 : shows a rear top perspective view of a crash barrier with deformable rivets. 
         FIG. 22 : shows a front top perspective view of  FIG. 21 . 
         FIG. 23 : shows a front top perspective view of a first embodiment of an end anchor in an operational condition. 
         FIG. 24 : shows a side view of a portion of  FIG. 23 , with the terminal end of the end anchor in a collapsed condition. 
         FIG. 25 : shows a side perspective view of a supporting arrangement of an end anchor. 
         FIG. 26 : shows a side view of the collapsed area of an end anchor supporting arrangement. 
         FIG. 27 : shows a perspective view of a lower amount with portions of the supporting arrangement hidden. 
         FIG. 28 : shows a side view of a second embodiment of an end anchor in an operating condition. 
         FIG. 29 : shows a side view of  FIG. 28  and a partially collapsed condition. 
         FIG. 30 : shows a side view of  FIG. 28  in a further collapsed condition. 
         FIG. 31 : shows a side view of  FIG. 28  in a collapsed condition. 
         FIG. 32 : shows a side view close-up of the supporting post and brace over centre mechanism. 
         FIG. 33 : shows a rear perspective view of  FIG. 32  in an operating condition. 
         FIG. 34 : shows a side view of another embodiment of the end anchor in an operating condition. 
         FIG. 35 : shows a side view of  FIG. 34  in a collapsed condition. 
         FIG. 36 : shows a perspective view of a third embodiment of the end anchor in an operative condition. 
         FIG. 37 : shows a perspective view of the end anchor embodiment of  FIG. 36  in a partially collapsed condition. 
         FIG. 38 : shows a perspective view of the end anchor embodiment of  FIG. 37  in a further collapsed condition. 
         FIG. 39 : shows a perspective view of the end anchor embodiment of  FIG. 38  in a further collapsed condition. 
         FIG. 40 : shows a perspective close-up view of the trigger post of the end anchor embodiment of  FIG. 36 . 
         FIG. 41 : shows a perspective close-up view of the actuator of the end anchor embodiment of  FIG. 36 . 
         FIG. 42 : shows a perspective close-up view of the cam arrangement of the end anchor embodiment of  FIG. 36 . 
         FIG. 43 : shows a perspective close-up view of the support post and bracing arrangement of the end anchor embodiment of  FIG. 36 . 
         FIG. 44A-44C : show cross sectional perspective views of a collapsing cam arrangement of the end anchor embodiment of  FIG. 36 . 
         FIG. 45A-45D : show cross sectional side views of the end anchor embodiment of  FIG. 36  collapsing. 
     
    
    
     DETAILED DESCRIPTION 
     With reference to the above drawings, in which similar features are generally indicated by similar numerals, a flexible tensioned crash barrier according to a first aspect of the invention is generally indicated by the numeral  1 . A further invention comprises an end anchor to anchor the ends of the crash barrier either end of the length of need, indicated by the numeral  900 ,  1000 . The end anchor  900 ,  1000  is preferably used with the crash barrier  1 , or may be used with other known barriers that utilise flexible tensioned members. The combination of multiple crash barriers  1  forming a barrier, and the end anchors  900 ,  1000  and other ancillary features is known as the crash barrier system  100 . 
     In one embodiment now described, there is provided a crash barrier  1  as shown in  FIG. 1 . The barrier  1  generally comprises the following components; a supporting arrangement  70 , and one or more flexible members, preferably straps  20  connected to the supporting arrangement  70 . The supporting arrangement  70  may be a rigid or semi rigid crash barrier, however, in the preferred embodiment, the supporting arrangement  70  is similar to that used in current flexible crash barriers—comprising a member or upright  30 . The flexible straps  20  may be retrofitted onto existing crash barriers, where improved rider safety is required. 
     A system  100  utilising the crash barrier  1 , will have straps  20  extending laterally between multiple supporting arrangements  70 , or engaged to and parallel alongside a rigid or semi rigid crash barrier. The multiple barriers  1  form a length of need, where the length is need is the length of barrier between end anchors  900 . At each end of the need is an end anchor  900  to hold or ground the straps  20 . 
     The straps  20  define a border or boundary  74  generally colinear the strap&#39;s elongate direction  71 , as shown in  FIG. 7 . The straps  20  can subject a vehicle  75  or rider to a direction correction, or at least resist movement past the boundary. The straps  20  act in a similar fashion to traditional wire flexible crash barriers, where the straps  20  are configured to deflect vehicles and riders from the boundary  74 , and in doing so absorb some energy from the errant vehicle  75  or rider. A schematic view of a vehicle  75  impacting a crash barrier system  100  is shown in  FIG. 11 , where there are three crash barriers  1  forming a crash barrier system  100 . A vehicle  75  is impacting the middle crash barrier  1  and deflecting it so that the straps  20  are disengaging from the middle crash barrier  1  and deflecting away from the boundary  74 . 
     In one embodiment, the supporting arrangement  70  is comprised of an upright  30  and a mount  50  as shown in  FIG. 4 . In one embodiment, as shown in the  FIGS. 1 to 7 , the straps  20  are engaged at or towards an upper region  32  of a plurality of uprights  30 . The upright  30  is mounted to the ground at a lower region  33  of the upright  30 . The boundary typically extends between the uprights  30 . 
     Preferably the barrier  1  comprises multiple straps  20 , either above and/or below other straps, and/or on either side of the upright  30 . The straps  20  are preferably mounted to the upright  30  via the mount  50  that engages with the upright  30 . In one embodiment the mount  50  is integral with the upright  30 . However, in the preferred embodiment the mount  50  is disengageable with the upright  30  as will be later on described in more detail. 
     In a crash barrier system  100 , the straps  20  are preferably under tension along their length. In a system  100  utilising the barriers  1 , at the ends of the need the straps  20  are anchored to an end anchor  900  and tensioned along their length. A variety of end anchors or ‘terminal ends’ or ‘departing ends’ as known in the industry may also be used with the crash barrier  1 . The end anchor  900  is securely fixed to the ground and redirects or holds the tension forces of the straps  20 . 
     In one embodiment the end anchor  900 ,  1000  comprises a metal ground plate  901 ,  1062  at ground level affixed to a plurality of support arrangements or anchors  970 ,  1061  comprising ground screws that are screwed into the ground as shown in  FIG. 8  and  FIG. 36 . 
     In other embodiments, as shown in  FIGS. 23 to 27 , the end anchor  900  comprises a number of support arrangements  970 , very similar to the support arrangements  70  affixed or the crash barrier, with a truss like system of tensile members  980  redirecting tensile forces of the straps  20  to the bases, anchors  940 , or lower region  994  of the supporting arrangement  970 . A further embodiment of an end anchor  900  is shown in  FIGS. 28 to 35 , and a preferred embodiment of an end anchor  1000  is shown in  FIGS. 36 to 45D . 
     Like some other flexible crash barrier systems, upon impact, the upright  30  is able to disengage from the straps  2 . In the present invention, the straps  20  are preferably removably engaged to the upright  30 , via the mount  50  or via retainers  60 . 
     In one embodiment, the straps are preferably removably engaged to the mount via retainers  60 . The retainers  60  are preferably disengageable from the mount  50  when an errant vehicle impacts the crash barrier  1  to move the upright  30  and/or straps  20  away from their static location above the boundary  74 . Due to the straps  20  being in tension and resisting movement, and the upright  30  being moved away by a vehicle, the retainers  60  are configured to disengage from the mount  50  to allow the upright  30  and straps  20  to separate from each other. 
     In other embodiments, the retainer  60  stays engaged with the mount  50  upon being impacted by an errant vehicle; however the mount  50  disengages with the upright  30 . In other embodiments, both the retainer  60  and the mount  50  can be disengaged from their respective mountings. I.e. the retainer  60  disengages with the mount  50 , and the mount  50  disengages from the upright  30 . 
       FIG. 1  shows a two-sided crash barrier  1  which has three straps  20  on both sides of the upright  30 . This type of crash barrier  1  is or could be used to separate two lanes of a road  76 . However, the two-sided crash barrier  1  may also be used in situations where a higher redirection strength is required. I.e. on one side of a road where many trucks bypass, or where lower strength straps are used so more straps are required to make up the total strength. 
     In other embodiments, the crash barrier  1  may have straps  20  only on one side (as shown in  FIGS. 9, 10 and 14 ). This type of crash barrier  1  may be used on the external sides of a lane of a road. However, a skilled person in the art may utilise straps  20  on both sides of an upright  30  so there is increased resistance to an errant vehicle, or as a general design variable. The location and number of straps  20  is at the discretion of the engineer. 
       FIG. 14  shows a one-sided crash barrier  1  which has 6 straps  20  on one side of the upright  30 . One of the purposes of the lowermost (one to four) straps is to prevent a sliding motorcycle rider from impacting the upright posts. Preferably the bottom three straps are the primary straps that would engage with an errant rider sliding along the ground. The straps may be different to one another, for example the lowermost straps may be more supple or have a larger face, designed to engage with a rider, whilst the upper straps are stronger yet have a lower surface area configured for engaging with errant vehicles, or other different characteristics configured for their specific use. 
     The upright  30  is in the general form of a rolled hollow section extrusion. The uprights  30  are common in the art. A skilled person in the art will realise there are many ways of forming an upright  30  that is capable of achieving the correct characteristics required for the crash barrier. The characteristics including, but not limited to, deforming upon impact by an errant vehicle, stiff enough to support the straps  20  in tension, relative the cheaper it is to manufacture, and be able to receive the mount  50 . Like the prior art, the upright  30  will have a region of engineered weakness between the upper region and the ground. The region of engineered weakness allows the pivoting or deformation to allow an upper region of the upright to move relative a lower region of the upright. 
     In the present embodiment the crash barrier  1  comprises a ground anchor  40  configured to engage to the lower region  33  of the upright  30 . The ground anchor may be described as being part of the supporting arrangement  70 . Preferably the ground anchor  40  is removably connected to the upright  30 , however in other embodiments the ground anchor  40  may be integral with the upright  30 . 
     The engineered weakness may be located at a region along the length of the upright  30 , or may be at the connection between the upright  30  and ground anchor  40 , or both. 
     In one preferred embodiment the anchor  40  comprises a connection or connections, such as a socket  42 , that is able to receive or at least engage with the upright  30  as shown in  FIG. 3 . The upright  30  can disengage with the socket  42  when required. For example, when replacing an upright  30  that has been damaged onto the existing ground anchor  40 . Alternatively, the upright  30  may comprise a socket that is able to fit over the ground anchor  40 —not shown. There are many variations envisaged that allow the upright  30  disengage from the ground anchor  40  during impact from an errant vehicle, yet allow a new upright  30  to engage with the existing ground anchor  40 . 
     In one preferred embodiment, the anchor  40  comprises a screw  41 . Where the screw  41  is configured to screw into the ground. Ground screw technology is known in the art. Preferably the ground anchor  40  positioned in a controlled manner for quality assurance. Preferably the ground anchor  40  is torqued to a specific torque and/or pull-out force. The depth that the anchor  40  is screwed into the ground may be predetermined by a GPS surveyor. The height and location is recorded to confirmed coordinates with predetermined parameters. 
     An example of a length of a ground anchor  40  is approximately 1000 mm. However a skilled person in the art will realise that many lengths of ground anchor  40  may be used as required for the specific purpose. For example, the length of the ground anchor  40  may vary between 200 mm and 2000 mm. An upper region of the ground anchor  40  and/or socket  42  is preferably composed of tube. The tube is preferably composed of metal, such as steel, high tensile steel, aluminium, stainless steel, or mild steel. The tube in one embodiment has a diameter of 114 mm, with a wall thickness of 3 mm. 
     The ground anchor, or components of it, are preferably composed of high tensile steel. In one embodiment, the ground anchor  40  or components of it, have a strength of 350 megapascals, have a skilled person in the art will realise that materials of other characteristics will also be sufficient. In one embodiment the ground anchor  40  is hot-dip galvanized to provide resistance to corrosion. In one embodiment, the upright  30  is comprised of also be of a similar material to the ground anchor. 
     Where weaker ground formation or soil types are encountered, or where stronger foundations are required, cement grout or other settable fluids may be injected through the ground anchor after installation. This allows the ground anchor to become cemented to the ground, or at least have the engagement between ground anchor and ground become stronger. 
     Preferably, the supporting arrangement  70 , or in the preferred embodiment, the upright  30 , ground anchor and/or mount  50 , is composed of steel or plastics. The upright  30  is configured to bend, crush, flex, and/or crumple upon vehicle or rider impact. This design allows a number of characteristics. Firstly, the upright  30  is able to be released from, or at least move relative to, the ground anchor  40 ; secondly the upright  30  is able to move upon being impacted so as not to significantly damage a vehicle or rider; and thirdly, it also allows the upright  30  to move away or release from the straps  20 . This allows the straps  20  to try and maintain their location on the boundary  74  without being pulled or moved with the upright  30 , whilst the upright  30  is moved away with the errant vehicle or rider. 
     The upright  30  as previously described may be formed of rolled hollow section (RHS), typically of a size 100 mm by 50 mm. The wall thickness of the RHS may be varied from between 2 mm and 4 mm or what is required to achieve the desired performance or characteristics. 
     In operation the rectangular section or upright  30  will provide strong resistance to vertical movement of the strap  20  and weak resistance to lateral impact of an errant vehicle. The point of failure of the upright  30  is preferably at ground level, where the upright  30  is connected to the significantly stronger ground anchor  40 . It is intended that when an incident occurs, the uprights  30 , mounts  50 , and retainers  60  will be replaced into existing ground anchors  40  and the existing straps  20  of the crash barrier  1 . 
     In some embodiments, one as shown in  FIG. 9 , the supporting arrangement  70  may partially be an existing prior art rigid rail crash barrier, or another support that supports the supporting arrangement to the ground. As can be seen from  FIG. 9 , the strap  20  can be combined with existing crash barriers. Thus the system may have the characteristics of the present invention, as well as some of the benefits of the rigid or semi rigid barriers. The upright or member  30  as shown in  FIG. 9  may extend out at an acute angle from the rigid crash barrier, so that the member  30  can more easily deflect or crumple upon impact by an errant vehicle or rider. In this embodiment, preferably the strap  20  has an ideal deflection that is less than the distance away from the rigid or semi rigid crash barrier. 
     The present crash barrier system  100  or barrier  1 , may be retrofitted to some existing prior art crash barrier systems. 
     Preferably the straps extend in a lateral direction  71  away from the upright  30 . However in some embodiments, the straps  20  may be at an angle from the lateral direction  71  from the upright  30 , as the crash barrier  1  is extending around a curve or corner. 
     The straps  20  may be composed of a composite material or a metal material. For example, a composite material may be includes a fibre with a binder, i.e glass, plastics, synthetics, aramids or other type fibre with a resin, binder or filler. In one embodiment, the straps  20  are created from fibreglass and a resin. The straps may be formed by a pultrusion process. 
     Preferably the straps  20  have a tensile strength of 800 megapascals or greater. However it is envisaged that a skilled person in the art will be able to create a strap  20  according to the considerations and characteristics required by the crash barrier  1 . For example there may be more straps  20 , with a lower tensile strength, or less straps  20  with a higher tensile strength. Alternatively the straps  20  may have a lower or higher tensile strength depending on their potential working load required. For example, a crash barrier  1  according to the present invention with six straps  20  may have a combined ultimate tensile strength of 1,250 kN on each side of the upright  30 . 
     In one embodiment, the strap  20  is has a rectangular cross section (perpendicular its elongate length). As can be seen from the figures, the straps  20  are generally flat. Preferably the strap in cross section perpendicular it&#39;s elongate direction, has a height far greater than its thickness. 
     In one embodiment the straps  20  have a thickness between 3 mm and 10 mm. Preferably the straps  20  have a thickness of 4 mm. In one embodiment the straps  20  have a height of between 40 mm and 200 mm. Preferably, the straps  20  have a height of between 40 mm and 200 mm. Wherein the height is parallel the direction  72  of the elongate axis of the upright  30 , i.e. typically vertical. 
     The flat surface or face  21  has not been seen in the prior art previously. All other flexible crash barriers have cylindrical flexible members to redirect or retain errant vehicles or riders. These cylindrical flexible members have a lower surface area that can cause increased pressures on errant vehicles or riders. 
     The straps  20  have an internal face  21  that faces (direction  73 , a direction normal to the face  21 ) the lane of a road. The internal face  21 , is a major face  21  of the strap. The straps  20  also have an external face  22  opposite the internal face  21  that does not face the adjacent lane of a road. The external face  22  may also be a major face. Preferably at least one of these faces  21  and  22 , and preferably the internal face  21 , has a relatively large surface area, or is at least substantially planar. 
     Between faces  21  and  22  is a top edge  23  and bottom edge  24 , these may be minor edges or minor faces if slightly thicker. Preferably the top edge  23  and bottom edge  24  are rounded. Preferably these rounded edges are configured so as reduce the ability to slice into vehicles or riders. A radius for a top edge  23  and/or bottom edge  24  is between 2 and 10 mm. Where the radius is larger, then the straps will need to be thicker, however in some embodiments a bead may be applied to the edges so they have a higher surface area and are less prone to cut into objects. 
     The straps could be of a number of different configurations. As long as the straps  20  have a generally large road facing face  21  that presents a large surface area to an errant vehicle or rider. The face  21  has a normal direction facing the road. The face  21  is generally upright or vertical, or perpendicular the road surface. 
     Preferably the internal face  21  has a surface which is smooth and not abrasive so to allow a rider or errant vehicle to slide more easily along the length of the strap  20 . In some embodiments, a certain roughness may be required to try and arrest or slow down a vehicle or rider. 
     Preferably the straps  20  do not have edges, connections, and/or protrusions that present themselves outward from the lateral direction  71  of the straps  20 . 
     The figures show an embodiment with three straps  20 . However in other embodiments, there may be only one or two straps, or more than three straps. For example, there may be anywhere between one and ten straps on one side of an upright  30 . If there is only one strap  20 , that strap may have a larger cross-sectional area, i.e. present a larger surface on the face  21  to the adjacent lane of a road compared to where multiple straps are used.  FIG. 12  shows an embodiment with six straps on one side. This embodiment is a two sided version, so there are another six straps on the other side of the upright  30 . The straps  20  on the other side may act at deflect vehicles coming from either side of the upright. 
     Preferably in some embodiments the straps  20  are as close to the ground. This prevents an errant rider from sliding underneath the straps.  FIG. 12  shows an embodiment where the straps  20  are configured to be near the ground in use. A preferred height from the ground is between 100 mm and 200 mm. 
     Where there are multiple straps  20  in a crash barrier system  100 , there may be gaps between adjacent straps  20 . The gaps may be between 10 mm and 100 mm in height. Preferably the gaps are 50 mm in height. The gaps i.e. the distance between the straps  20 , may be configured depending on the characteristics required for the crash barrier system. 
     Where there are multiple straps  20  in a crash barrier system  100 , the straps  20  may be identical to each other, or may differ from each other. Such difference may be in; composition, location, size, and/or physical characteristics, etc. 
     Preferably the straps  20  are tensioned between their ends, along the elongate direction  71 . In one embodiment, the combination of straps  20  on one side of the upright  30  is pretensioned to a combined tension (all of the straps on one side) between 100 kN and 400 kN, however they may be tensioned higher or lower. A typical combined pretension of wire rope flexible road crash barriers is around 80 kN. 
     The straps  22  not extend between pay-outs, brakes or spools. The straps  20  are affixed to the end anchors and there is no pay out of extra strap. This is not a vehicle arresting system configured to arrest vehicles from entering a premise or similar. This is a road crash barrier and is configured accordingly. 
     The higher strength of the straps  20  compared to the prior art flexible members (i.e wire rope), means higher pretension can be achieved, and hence the ability for the system  100  to reduce the distance an errant vehicle passes past the boundary  74 . In one embodiment, the strap has an E value between of 40 GPa and 210 GPa. 
     In other embodiments the straps are composed of metal. In one embodiment and the straps are composed of high-strength ductile steel. Preferably the ductile steel has a high yield capacity and has elongation after yield. Where high yield capacity is a yield strength greater than 450 MPa. 
     The steel strap must be ductile. Preferably also be capable of elongation of more than 9%. During an impact this means the barrier will provide full restraint at yield strength. During yield the strap will elongate and in an extreme situation arrest the impacting vehicle over a greater deviation. This is not the case with some prior art wire rope in which the elongation before failure is elasticity, not yield. This means in an extreme case wires will break and become a serious hazard. 
     In one embodiment, the steel strap is composed of 450 grade steel, with a 530 MPa yield, and elongation of 15% after yield. However, there may be many other variations on grade, yield strength and elongation that are applicable for particular crash barrier requirements. Preferably the steel strap is 3 mm in thickness, but thickness may vary depending on barrier requirements. Preferably the strap has a height (also the front face height) of 55 mm. 
     In one embodiment the strap is composed of two or more layers of strap. This may be applicable for both composite and metal, and it may be a combination of the two. In one embodiment the strap is a double layer of steel. It is an object of the strap to reduce the ability of errant vehicles to penetrate or pierce the strap. Having two layers of straps, and in particular, two layers of steel straps will reduce the likelihood of penetration of the second layer. 
     Where steel straps are used, it is recommended that the edges should be rounded or otherwise protected to prevent injury. On the uprights or upper edges of the upright or retainer there should be rounded edges or a cap to prevent injury. The cap may be composed of plastics. The steel strap may comprise a plastics coating. 
     The length of straps in a system may be between, 20 m and 2 km. The straps may be connected to each together to extend their length. 
     In one embodiment, the retainer  60  is configured to retain the straps  20  to the mount  50  whilst the system is at its static or non-impacted condition. 
     The mount  50  and/or retainer  60  serve to secure the straps  20  to the upright  30  until vehicle impact. After or during impact;
         a) the mount  50  disconnects from the upright  30 , and the retainer  60  stays connected with the mount  50  and straps such the straps act as a net to deflect errant vehicles, or   b) the mount  50  disconnects from the upright  30 , and the retainer  60  disconnects from the mount  50 , allowing the straps  20  to be free, or   c) the mount  50  stays connected with the upright  30 , and the retainer  60  disconnects from the mount  50  and stays connected to the straps  20 .       

     In a preferred embodiment, the mount  50  remains connected with the upright  30  and the retainer  60 A/ 60 B/ 60 C (aka retainer assembly  60 ) disconnects from the mount  50 . The retainer assembly  60  retains the straps in relation to each other so the straps  20  act together as a combined deflector even when disconnected from the mount  50 . 
     In an alternative embodiment, the mount  50  disconnects from the upright  30  and the retainer  60  also pops off from the mount  50 , so the straps  20  are free from the impacted supporting arrangement  70 . 
     In one embodiment, as shown in  FIGS. 1-6 , the connection  51  of the retainer  60  to the mount  50  is configured as a weak point to allow disconnection from the mount  50  at a predetermined force or movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the road barrier  1  (i.e. with the supporting arrangement  70 , or the straps  20 ). The connection  51  of the retainer  60  from the mount  50  may be a snap disconnection. Where parts of the mount  50  and/or retainer  60  flex or bend to allow disengagement between the two. The disconnection of the retainer  60  from the mount  50  may be in a direction  73  perpendicular to both the upright elongate direction  72  and strap elongate direction  71 . There are many ways of engineering a system or connection that can disengage upon high forces. For example, the mount  50  may have frangible tabs  65  that engage with the retainers  60 , that are broken or deformed upon impact of a vehicle with the barrier  1 . 
     In a further embodiment, the connection  51  of the retainer  60  to the mount  50  may also act by sliding in a direction parallel the elongate axis direction  72  of the upright  30 . This allows the retainer  60  to engage or re-engage with the mount  50 . One possible connection  51  is seen in  FIG. 4 , and alternative connections are shown in  FIG. 13  and  FIG. 15 . A barb or snap type connection is shown in  FIG. 13 , where  FIG. 13  shows a top cross-sectional view of the road barrier of  FIG. 12 . 
     The engagement and disengagement direction of the retainer  60  with the mount  50  in the embodiment of  FIG. 13  is the same. 
     In a further embodiment, a plug type retainer connection is shown in  FIG. 15 , where  FIG. 15  shows a side cross-sectional view of the road barrier of  FIG. 14 . 
     Allowing the straps to be free of both the mount  50  and upright  30  allows the straps  20  to deflect away from the boundary  74 . The straps  20  may deflect by 1-2 metres from the defined boundary  74  during a process of redirecting an errant vehicle or rider. 
     The straps when retained by the retainer  60 , may be held between the retainer  60  and a surface  51  of the mount  50 . Preferably the straps  20  are retained in the upright  30  elongate direction  72  by a recess  52  and guide on the mount  50 , and/or on the retainer  60 . These features may be modified depending on the characteristics required of the road barrier  1 , for example how close together the straps  20  are to each other, how thick the straps are, etc. The straps are preferred to held or clamped in by Lurethane, steel, or other like materials. 
     In one embodiment, the mount  50  and retainer  60  stay engaged with the straps  20  after impact, to allow the straps to stay in their pre-impact arrangement. i.e the straps are engaged to one another, so they continue to work together or at least move together. 
     In one embodiment, for example with a two-sided road barrier  1 , the impact side retainer  60  may pop off from the mount, whilst the other retainer  60  stays retained to the straps external to the road side. The mount for example, may stay retained with the straps  20 , and the upright  30  may slidingly disengage from the mount  50  as it is impacted by the vehicle. 
     Alternatively the straps may be held between an outer retainer  60 A and inner retainers  60 B and  60 C, which are connected with plugs  62  that engage with slots  56  in the mount  50 . This is shown in  FIGS. 14-17 . The retainer  60  is engaged to the mount  50  by the plug  62 . In alternative embodiments, a separate connection means is used to connect the retainer  60  to the mount  50 , that is separate from the plug  62 . 
     In the embodiment shown in  FIGS. 14-17 , the inner retainer  60 A and the outer retainers  60 B and  60 C, connected by plugs  62 , stay engaged with the straps  20  after impact, to allow the straps to stay in their pre-impact arrangement. 
     The plugs  62  may be configured such that the strength of the connection between the retainers  60 A, 60 B and  60 C is greater than the strength of the connection between the retainer  60  and the mount  50 . In one embodiment, the plug  62  and retainer configuration allow disconnection of the retainer assembly (the retainer assembly comprising the retainers  60 A-C) from the mount  50  at a force of 10 kN. Where preferably this force is direction  73 , however forces in other directions may increase or decrease the pull out strength of the plug  62  from the mount  50 . 
     The plugs  62  may be composed from a polymer material which may be reinforced with fibres to form a fibre-reinforced polymer. The polymer material used may include nylon, epoxy resin, or silicone. The fibre material used may include glass, carbon, aramid, basalt, or like fibres. In a preferred embodiment the plugs  62  are fabricated from 30% glass fibre reinforced nylon. Preferably the plug has some give or flexibility that allows it collapse inwards or deform so it can be pulled through the slots  56  during impact. In other embodiments the plug has frangible sections. 
     To install the straps  20  onto the mount  50  of the road barrier  1  shown in  FIG. 14 , the plugs  62  are used to create a retainer assembly. The plugs  62  are first pressed through the holes in the outer retainer  60 A. The straps  20  are then aligned with the top of each plug  62  before the plugs are pressed through inner retainers  60 B and  60 C, such that the straps  20  are secured between retainers  60 A and  60 B. In one embodiment, the inner retainers  60 A and  60 B may be slightly taller than inner retainer  60 C such that the top cap  63  can be placed over the top ends of retainers  60 A and  60 B to secure the contained top strap  20  against vertical movement, and/or along with an extra retention between the retainers  60 A and  60 B. The retainer assembly ( 60 A-C) can then be mounted by vertically slotting the ends of the plugs  62  into the slots  56  on the mount  50 . A cross-section of the final assembly is shown in  FIG. 15 . 
     The connection of the plugs  62  to the slots  56  in the mount  50  is configured as a weak point to allow disconnection of the retainer assembly  60  from the mount  50  at a predetermined force or relative movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the road barrier  1 . The disconnection of the plugs  62  from the mount  50  may be in a direction  73  perpendicular to both the upright elongate direction  72  and strap elongate direction  71 , or any combination of the above. The disconnection may be facilitated with frangible, or engineered weakness mounting tabs on the plugs  62 , or by an engineered weakness of the slots  56  or the plugs  62 . Alternatively, and/or in combination, impact forces may cause the plugs  62  to move vertically within the slots  56 , thereby causing disconnection. 
     In one embodiment, the plugs  62  have exterior circumferential surfaces of varying diameters suitable to engage with holes in one of the retainers, or with slots  56  of the mount  50 . The outer surface  80  sits in a hole of outer retainer  60 A, and also supports a strap  20 . The intermediate surface  81  sits in a hole of inner retainer  60 B, while the inner surface  82  sits in a hole of inner retainer  60 C. The mounting surface  83  slots into a slot  56  of the mount  50 . These surfaces are shown in  FIG. 16 . 
     Preferably the retainer  60  is of a low profile design so to be as flush as possible with the surface of the face  21  of the straps  20 . 
     The mount  50 , and/or other features of the upright  30  or ground anchor  40 , do not significantly protrude past the straps  20  towards the road. Preferably the retainer  60  is significantly flush or planar with the external face  21  of the straps  20 . Preferably the external surface of the retainer  60  does not extend more than 6 mm past the external face  21  of the straps  20 . The significance of this is that a motorcyclist sliding along the barrier will not impact or become hung up on a large protrusion. On current barriers posts, motorcyclists may encounter a protruding metal post. 
     In alternative embodiments the retainer  60  may extend further past the face  21 . In this embodiment, preferably the retainer  60  slopes gradually from the face  21  to inner most roadside facing surface of the retainer, this may reduce point impacts to a vehicle or rider. A slight chamfer  63  can be seen on the retainer  60  in the figures, this reduces point loading or edges that could snag or impact a rider. 
     In one embodiment, as shown in  FIGS. 18-20 , straps are held between a retainer  60 , which is connected with plugs  62  that engage with slots  56  in the mount  50 . The mount  50  comprises a tab  65  that will facilitate the disengagement of the plug from the slot as described herein previously. In this embodiment, the mount and/or upright is a C shaped post. Further, the slot  56  is a height that facilitates the plug  62  to have a larger direction of travel before engaging with the tab  65 . This allows a greater vertical movement of the straps before disengagement with the mount. These elongated slots require an upward movement of the strap to separate the straps from the supporting arrangement and this ensures the straps are held in a correct position for vehicle engagement and does not release early too early during impact. 
     In one embodiment, as shown in  FIGS. 21 and 22 , rivets  64  hold the retainer  60  and straps  22  the mount  50 . The rivets  64  comprise a deformable sleeve or feature  64   a  that can perform during vehicle impact into the crash barrier. The deformable sleeve or feature  64   a  is able to release the retainer from the mount  50 . 
     End Anchor—First Embodiment 
     The end anchor  900  may be described as including the support arrangements  70  that affix to a ground plate  901 , as well as ancillary features such as tensioning arrangements etc. In other embodiments, there is no ground plate  901  or base. 
     In one embodiment, as shown in  FIGS. 23 to 27 , and described at the beginning of this specification, an end anchor may comprise multiple (at least two) support arrangements  970 . At least one support arrangement  970  has an upper region  996  with an upper mount  990  is location, and at least one support arrangement  970  has a lower region  994  where a lower mount  991  is location. One or more, preferably two, tensile members  980  extend between these two mounts. The tensile members  980  can be tensioned by fastening means at one or both of their respective upper end  981  and lower end  982 . The tensile members  980  are configured to redirect the tensile forces from the straps  22  to the lower region  994  nearer more the ground. Redirecting the tensile force of the strap to the lower region  994  provides less moment on the supporting arrangement, and a greater ability to hold the strap tension. Where the straps are attached at or near the upper region  996  by the upper mount  990 . 
     To reduce the prospects of increased injury of the vehicle occupants, a vehicle that impacts the terminal end of the end anchor  900  should not flip or be projected into the air or be raised off the ground significantly by the crash barrier. The end anchor  900  of the present invention has features that reduce such prospects. 
     An embodiment as shown in  FIGS. 23 to 27  the supporting arrangements  970  have a collapsible region  995  below the lower mount  991  and above the ground surface. This collapsible region is configured to collapse, pivot and/or deform upon impact of an errant vehicle to the supporting arrangement  970 . 
     Upon collapse, of the collapsible region  995  the upright  930  of the supporting arrangement  970  effectively rotates. This rotation of the upright  930  brings it closer to the adjacent supporting arrangement  970  that is connected by the tensile members  980 . The one or both of the upper amount  990  and lower mount  991  have features that allow the tensile members  980  to be released from the respective mounts should the upright  930  be rotated. In one embodiment one or both of the upper mount  990  and the amount  991  have slots  992   993  that allow engagement and disengagement of the tensile members  980 . When the mounts rotate, or move towards each other, the tensile members no longer hold tension and as such are unlikely to cause an errant vehicle to flip. The system removes horizontal restraint in one direction along the barrier. In some embodiments the end anchor allows the barrier to collapse when the end is struck be a vehicle but provide tension in the other direction to keep the strap tension for the crash barrier. 
     The supporting range  970  comprises to 2 m long ground screws  940 , these may reduce the need for a concrete base. The current embodiment of end anchor as shown in  FIGS. 23 to 27  has the following reference numerals:
           900  End Anchor     901  plate     970  supporting arrangement     930  upright     940  Ground screw     950  Mount     980  tensile member     981  upper end     982  lower end     990  upper mount     991  lower mount     992  upper mount slot     993  lower mount slot     994  lower region     995  collapsible region     996  upper region       

     End Anchor—Second Embodiment 
     In order to comply with the current AASHTO MASH American standard used by New Zealand and Australia, a crash barrier system that is impacted end on by a misdirected vehicle, the system must not cause the roll over by the test vehicle. This may be by accelerating the vehicle vertically. By snagging the vehicle, causing it to yaw and then roll. For a low cost barrier system it is preferable that in the worst case, a vehicle (one of light weight 1100 kg) proceeds through the anchor without roll or redirection. 
     In order to meet the current requirements of New Zealand and Australian authorities (not the AASHTO standard), it is desirable that after an impact collapsing an end terminal, that the barrier system (which may be one kilometre long remains) in position and remains functional of at least much of its length. It is acceptable that the barrier is no longer pretensioned, but the ends remain securely held. 
     It is also currently desirable to New Zealand and Australian authorities, that after any accident on the length of road at where the crash barriers is stalled, that first responders are able to de-tension the crash barrier. Likewise, it is preferable that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned. And that this can be done quickly, with minimal parts removal and replacement and/or on site fabrication or construction. 
     This anchor system described above, and shown in  FIGS. 28 to 30  provides the above functionality. The drawings reference the following reference numerals:
           900 —End Anchor     810  Support post
             811  Base hinge     812  Support-Brace hinge     813  Tensioned member supports   
             820  Trigger post
             821  Base Hinge     822  Beam-Trigger Hinge     823  Upper region   
             830  Actuator
             831  Brace-Beam Pivot     832  Slot   
             840  Brace
             841  Upper Section     842  Lower Section     843  Pivotable section     844  Lever     845  Pin     846  Brace-Base Hinge     847  support post slot   
             850  Support unit
             851  Anchors     852  Plate   
               

     One of the current requirements of AASHTO (American Association of State Highway and Transport Officials) is that if an errant vehicle impacts the terminal end of an end anchor  900  of a road barrier  1 , the vehicle should not roll. The Transport Authorities in New Zealand and Australia currently preferably require that the end anchor “readily breaks away, or fractures, or yields, allows controlled penetration, is traversable without causing serious injuries to the vehicles occupants”. The end anchor  900  may also be known as a Terminal End. However, in this specification, the terminal end is described as the terminal end of the end anchor  900 , farthest away from the road barrier  1 , and facing oncoming traffic towards the end anchor  900 . The end anchor  900  also has a road barrier end closer more the road barrier  1  and opposite the terminal end. 
       FIG. 28  shows an end anchor  900  with a trigger  820  that is configured to engage with an errant vehicle oncoming the terminal end of the end anchor  900 . The trigger may be a post, or other member that is able to actuated. The vehicle is configured to trigger (by impacting) the end anchor  900  so the end anchor (or at least part of it) collapses to reduce its height. The collapsing of the end anchor  900  also lowers the tensioned members  20  towards the ground so as to prevent flipping or riding up of the vehicle on the tensioned members. Lowering the tensioned members  20  also reduces the tension within the tensioned members  20 . In one embodiment, the collapsed height of the end anchor  900  is less than the vehicle clearance (e.g. 18 cm) to help avoid the passenger compartment floor being penetrated and thereby avoiding or reducing passenger injury. 
       FIG. 29  shows the trigger post being impacted (vehicle hidden for clarity) and partially collapsing the end anchor  900 .  FIG. 30  shows a subsequent view of  FIG. 29 , where the end anchor  900  has collapsed further.  FIG. 31  shows the end anchor  900  fully collapsed. Details of how the anchor  900  operates follow. 
     The trigger post is pivotably engaged, at a base pivot  821 , with a support unit  850  that is affixed to the ground. On the trigger post  820  and above the base pivot  821  is located an push beam-trigger post pivot  822  that pivotably engages with an actuator  830 , such as a push beam  830 . In other words, the trigger post acts as a lever to actuate the push beam  830 . The push beam  830  is rigid and can act in compression so it can transfer movement of the lever. The push beam  830  may be made up of multiple beams acting as one, as shown in the figures. The trigger post  820  has an upper region  823  above the pivot  822 . The upper region  823  acts a lever extender that allows the trigger post to more easily and likely engage with a vehicle, it also provides further leverage from the vehicle about the pivot  821 . 
     The push beam is configured to pivotably engage (and for example be able to push) a brace  840  that braces a support  810  with the ground unit  850  towards the road barrier  1 . The support  810  is preferably a post that vertically supports flexible and/or tensioned members  20  (and in some embodiments these are the straps  20  herein described) via tensioned member supports  813 . The support may be any member or shape able to also redirects the straps  20  vertically towards the support unit  850  which retains the ends of the straps  20 . The support unit  850  retains the ends of the straps  22  and maintains tension within the straps  20 . 
     The support post  810  is pivotably engaged with the support unit  850  at a base pivot  811  as shown in  FIG. 32 . The brace  840  in the braced condition braces the support post  810  so that it cannot fall/pivot towards the road barrier  1  under the tension of the straps  20 . The brace  840  acts as an over centre mechanism via a central pivoting section  843 . Should the brace ‘break’ or hinge about this pivoting section  843 , then the brace is able to collapse, or at least not withstand compression, so as to remove its, or a partial amount of, bracing effect on the support post  820 . 
     Should the trigger post  820  be engaged by a vehicle, the trigger post  820  will push the push beam  830  across and into the brace  840 . The push beam can move the brace  842  to a collapsed condition which allows the tension of the straps to pull down the support post  810 . In doing the above, the straps  20  at the end anchor are lowered to or towards the ground and at angle up to the nearest supporting arrangement. This creates a low angle of incidence of the straps  20  with ground level, and thus this reduces the likelihood of a vehicle from riding up the straps and flipping over. When so collapsed there is also no rigid upright or other component that could pierce or severely damage a vehicle. Should the vehicle continue past the end anchor  900  it could carry onto the deformable supporting arrangements should they be present as described herein. 
     Detail of the over centre mechanism is shown in  FIG. 32 . Where it can be seen that the brace  840  is divided into an upper section  841  and a lower section  842 . The upper section  841  beam be engaged at a pivoting section  843  with the lower section  842 . The upper section  841  extending past the pivoting section  843  via an arm  844 . It is the arm  844  that the push beam in this embodiment is pivotably engaged with at a pivot  845 . As can be seen in  FIG. 33  the push beam  830 , as well as parts of the brace  840  is divided into two arms so as to allow the support post  810  to move therebetween. 
     The supporting unit  850  comprises a plate or rigid connecting member  852  that allows the other described features to be connected thereto. Also, this plate  852  allows for ground screws and anchors  851  to anchor the end anchor  900  to the ground. In some embodiments the supporting unit  850  may be partially encased in concrete or other anchoring systems is used in the arts. 
     Where the pivoting sections  821 ,  822 ,  811 ,  846  etc are described as well as in other areas of this specification, the pivoting can occur via deformation, pliability, or other hinging actions, and not only a pin type arrangement as shown in the figures. However, a pin type, or other efficient pivoting systems are most effective as they are less prone to damage, and the system can be reset to an operating condition if there is no damage elsewhere. 
     In another embodiment, as shown in  FIG. 34  the actuating member  830  is a flexible member, such as a rope, cable, strap, strop, or wire. The end anchor  900  operates in a similar fashion to the previously described embodiment, except that the trigger  820  actuates the actuator  830  which in turn is able to pull on the brace  840  to ‘break’ the hinge of the brace so the brace  840  no longer braces the support  810 . In this embodiment the end anchor  900  will comprise ancillary features such as pulleys and suitable to guide the actuator  830  from the trigger  822  the brace  840 . For example there may be multiple pulleys or wheels  833  to guide the actuator  830 . 
     In another embodiment as shown in  FIG. 35 , the actuator  830  is a push beam that directly acts on the support  18 . The brace  840  is inbuilt with the support  8  to  10 . The push beam at  30  may act on either the support  18  or the brace  840 . In this embodiment there is only one connection between the support and the brace to the support unit  850 . This embodiment the support  18  will need to be pushed over centre to break the support  810  from the operating condition to the collapsed condition. Between the trigger  820 , actuator  830  and support  18  it needs to be suitable such that the trigger  820  is able to push the support  18  far enough to break it over centre.  FIG. 35  is a schematic only, however as skilled person in the art will be able to determine the correct geometry required.  FIG. 35  also shows an ancillary feature such as a hook that may be actuated by a user or vehicle to pull the end anchor from the operating condition to the collapsed condition should it be required. This may be useful where the road barrier needs to be collapsed intentionally and not by way of an accident involving an errand vehicle in which case such a vehicle has not triggered the trigger  820 . Optionally a first responder can intentionally use a vehicle bumper to apply a force to a trigger, such as a trigger post, and release the tension in the tensioned members  20  if required. 
     End Anchor—Third Embodiment 
     A preferred embodiment of an end anchor  1000  will now be described with reference to  FIGS. 36 to 45D  which reference the following reference numerals:
           1000 —End Anchor
             1010  Support post     1011  Base hinge     1012  Bracing element hinge     1013  Flexible member supports   
             1020  Trigger post
             1021  Trigger hinge     1022  Actuator catch     1023  Trigger flanges     1024  Lower end     1025  Upper end   
             1030  Actuator
             1031  Actuator trigger end     1032  Actuator cam end     1033  Main portion   
             1040  Bracing arrangement
             1041  Bracing element     1042  Support post hinge     1043  Cam end hinge   
             1050  Cam arrangement
             1051  Cam hinge     1052  Cam flange     1053  Flange slot     1054  Flange surface     1055  Actuator receiver     1056  Bracing slots   
             1060  Support unit
             1061  Anchors     1062  Plate     1063  Inverted channel     1064  Plate slots     1065  Flexible member mounts   
               

     This preferred embodiment with an End Anchor  1000 , which will be described in further detail below, may generally be provided for anchoring the ends of flexible members  20  of a road barrier  100 , such as has been described previously. The end anchor  1000  may comprise a road barrier end at where said flexible members  20  of the road barrier  100  meet the end anchor  1000  and an opposing terminal end. The end anchor  1000  may broadly consist of at least:
         a support post  1010  configured to receive the flexible members  20  at or near the road barrier end, the support post  1010  comprising a base hinge  1011  about which it is configured to pivot in a direction away from the terminal end.   a trigger post  1020  at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post  1020  comprising a trigger hinge  1021  about which it is configured to pivot in a direction towards the barrier end when so engaged by a vehicle.   a support unit  1060  configured to be affixed securely to the ground and receiving and restraining the ends of the flexible members  20 , the base hinge  1011  of the support post  1010  and the trigger hinge  1021  of the trigger post  1020  both engaged with the support unit  1060 .   a bracing arrangement  1040  comprising at least one bracing element  1041  pivotably engaged on one end to the support post  1010  via a support post hinge  1042  and releasably pivotably engaged on another end to a cam arrangement  1050  via a cam end hinge  1043 , the bracing arrangement the bracing the support post  1010  to maintain the tension of the flexible members  20 , the cam arrangement  1050  comprising a cam hinge  1051  about which the cam arrangement  1050  is pivotably engaged with the support unit  1060 .   an actuator  1030  extending between the trigger post  1020  and the cam arrangement  1050 .       

     In this embodiment the End Anchor  1000  may be arranged with the above features such that the trigger post  1020  is configured to pivot about its trigger hinge  1021  in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator  1030  to cause the cam arrangement  1050  to pivot about its cam hinge  1051 , releasing the cam end hinge  1043  of the at least one bracing element  1041  from its pivotable engagement to the cam arrangement  1050  such that the bracing arrangement  1040  no longer braces the support post  1010 , permitting at least partial collapse of the support post  1010  and hence a release in the tension of the flexible members  20 . 
     This preferred embodiment of an End Anchor  1000  comprises once more a support unit  1060  consisting of a plate  1062  affixed securely to the ground via anchors  1061  as has been described previously. The anchors  1061  are shown in  FIGS. 36 to 39  comprising ground screws that may be configured as previously described throughout this specification. For instance, they be 2 m long ground screws having threaded tapering ends as shown in the Figures. Employing ground screws may remove the need for a concrete base, however, in some embodiments, the support unit  1060  may instead comprises such a concrete foundation or other means envisaged by those skilled in the art to support the plate  1062  securely thereatop. 
     The plate  1062  as shown in  FIGS. 36 to 39  comprises an inverted U-shaped channel  1063  that at least partly houses the components of the End Anchor  1000  and may at least in part define the terminal end of the end anchor  1000 . This helps facilitate the pivoting movements of the various features of the end anchor  1000  whose hinges are housed within said inverted channel  1063 . Also at least partially housed/hinged within/about the inverted channel  1063  are flexible member mounts  1065  from which the tensioned members  20  extend out from to flexible member supports  1013  of the support post  1010  as will be described in further detail below. 
     Those skilled in the art may envisage a variety of other configurations, layouts and the like of the plate  1062  which may facilitate the functions of the components described hereinafter. 
     The end anchor  1000  may be described as providing termination of the tensioned members  20  described previously. In  FIG. 36  the tensioned members  20  are shown extending from a support arrangement  70  thereof as previously described. The tensioned members  20  and support arrangement  70  thereof shown in  FIG. 36  may thereby define the road barrier end of the crash barrier system  100 . 
     As has been previously outlined, it is desirable if not an outright requirement in certain jurisdictions that a crash barrier system not cause roll over of an errant impacting vehicle. Further, it may also be desirable that first responders can de-tension an impacted length of a road barrier and/or that the end anchor that can then be moved back from the collapsed condition to the operating condition where the flexible members again become more tensioned. 
     The change of this preferred embodiment of the end anchor  1000  from an upright, operative condition to a collapsed condition is shown step-wise in  FIGS. 36 to 39 . Wherein said bracing arrangement  1040  bracing the support post  1010  to maintain the tension of the flexible members defines an operative condition of the end anchor  1000  (as in  FIG. 36 ) and wherein said at least partial collapse of said support post  1010  and said release in the tension of the flexible members defines a collapsed condition of the end anchor  1000  (as in  FIG. 39 ). 
     It will be appreciated from a viewing of  FIG. 39  that said at least partial collapse of said support post  1010  and release in the tension of the flexible members reduces a height of at least part of the road barrier  100  and/or end anchor  1000  (i.e., the part(s) of the barrier  100  at/near the end anchor  1000  and/or the end anchor  1000  itself) so as to at least limit and/or prevent rollover of the oncoming vehicle that triggered said collapse of the end anchor  1000 . 
     This change from an upright, operative condition to a collapsed condition is reversible (such that first responders can de-tension an impacted length of a road barrier and/or that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned) by way of a support post  1010 , trigger post  1020 , actuator  1030 , bracing arrangement  1040  and cam arrangements  1050 . 
     The embodiment end anchor  1000  may thus be adapted to switch between, and/or be switched or moved between, said operative condition and said collapsed condition, and further may be configured to be movable to the operative condition from the collapsed condition. 
     These support post  1010 , trigger post  1020 , actuator  1030 , bracing arrangement  1040  and cam arrangements  1050  will now be described with reference to  FIGS. 40 to 43 , in which the tensioned members  20  and flexible member mounts  1065  extending out from the inverted channel  1063  of the plate  1062  are hidden from view for clarity. 
     Provided at the terminal-most extremity of the end anchor  1000  is the trigger post  1020  shown in  FIG. 40 . The trigger post  1020  is defined as an elongate member  1020  operatively connected to the plate  1062  of the support unit  1060  by way of a pair of trigger flanges  1023  on either side thereof. The trigger post  1020  is shown upright in the operating condition in  FIG. 40 . Upon impact by an errant vehicle, the trigger post  1020  is configured to pivot downwardly towards the plate  1062  by way of a trigger hinge  1021  extending across the trigger flanges  1023  and the trigger post  1020 . 
     The trigger hinge  1021  is positioned proximate a lower end  1024  of the trigger post  1020 , where the lower end  1024  is defined as the part of the trigger post  1020  that lies beneath the trigger hinge  1021  when said trigger post  1020  is in its upright condition. This lower end  1024  of the trigger post  1020  is thus partially housed within the inverted channel  1063  of the plate  1062  when said trigger post  1020  is in its upright condition. In this way, upon pivoting of the trigger post  1020  thereabout, an upper end  1025  of the trigger post  1020  pivots downwards towards the plate  1062  whereas the lower end  1024  pivots upwardly out and away from its position within the inverted channel  1063  of the plate  1062  of the support unit  1060 . 
     As shown in  FIG. 40 , the trigger post  1020  also comprises an actuator catch  1022  shown composed of a protruding elongate member extending out from one lateral side of a lower end  1024  of the trigger post  1020 . This actuator catch  1022  is configured to receive, couple and/or engage with an actuator  1030  of the end anchor  1000 . More specifically, an actuator trigger end  1031  of the actuator  1030  is connected to the actuator catch  1022  of the trigger post  1020 . The actuator  1030  and trigger end  1031  thereof are housed also within the inverted channel  1063  of the plate  1062 , when the end anchor  1000  is in its nominal operating condition. 
     Thus, this actuator trigger end  1031  of the actuator  1030  is also pulled up and away from the plate  1062  where it is housed upon pivoting of the trigger post  1020  due to impact of an errant vehicle thereon. In other words, the actuator catch  1022  of the trigger post  1020  is positioned beneath the trigger hinge  1021 , when said trigger post  1020  is in an upright non-impacted position, such that, upon contact and engagement by a vehicle, a pivoting of the trigger post  1020  about the trigger hinge  1021  causes said actuator catch  1022  to move in a direction away from the barrier end of the end anchor  1000 . 
     The actuator  1030  itself is shown in parts throughout  FIGS. 40 to 43 , and shown in its entirety in  FIG. 41 . It comprises an elongate main portion  1033 , one end of which consists of an actuator trigger end  1031  coupled to the actuator catch  1022  of the trigger post  1020  as described above, and the other end consisting of an actuator cam end  1032 . The actuator  1030  in the form shown may comprise a substantially elongate unitary cable or other tensioned/tensile member, being so configured so as to effectively translate movement/action at the actuator trigger end  1031  to the actuator cam end  1032 , or vice versa. 
     In this manner, a movement of the actuator catch  10222  in a direction away from the barrier end causes a movement of the actuator cam end  1032  also in a direction away from the barrier end, which causes a movement of an actuator receiver  1055  of the cam arrangement  1050 , described in further detail below, in a direction away from the barrier end and a resulting pivoting of the cam arrangement  1050  about its cam hinge  1051 . 
     Those skilled in the art will appreciate that many other configurations of an actuator  1030  are possible that serve the function of appropriately translating movement/action of one of the actuator  1030  to the other, in other words, so as to effect movement of the trigger post  1010  to the cam arrangement  1050  described below (and consequently, the other elements of the end anchor  1000  being the support post  1010  and bracing arrangement  1040 ) and vice versa. For instance, the actuator  1030  may, in other embodiments, comprise a non-unitary assembly of components, hinged or otherwise connected together to effect movement from the trigger post  1010  to the cam arrangement  1050  and vice versa, as may be envisaged by those skilled in the art. 
     The cam arrangement  1050  is also partially positioned within the inverted channel  1063  of the plate  1062  of the support unit  1060 . In the form shown in  FIG. 42 , the cam arrangement  1050  comprises a pair of opposing cam flanges  1052  connected via a central cam hinge  1051 . This cam hinge  1051  extends laterally out from both cam flanges  1052  into the side walls of the inverted channel  1063  of the plate  1062  of the support unit  1060 . Thus, the cam arrangement  1050  rotates or pivots about said hinge  1051  relative to the plate  1062  of the support unit  1060 . 
     Each cam flange  1052  comprises a flange surface  1054 , being a generally curved bottom surface of the flange  1052 , as well as respective flange slots  1053  that extend through the body of the flanges  1052  so as to define openings therethrough. In the form shown, the actuator trigger end  1031  extends through the flange slot  1053  of one of the flanges and bends to follow the general shape of the flange slot  1053  and respective flange surface  1054 . As such, the actuator trigger end  1031  wraps to the shape of the cam flange  1052 , before extending around/coupling to an actuator receiver  1055  shown at a top-most location of the respective cam flange  1052 . 
     The actuator receiver  1055  is shown comprising a fastener arrangement than simply extends across the opening of the flange slot  1053 , around which the cable or actuator cam end  1032  wraps around. Those skilled in the art will appreciate that the actuator receiver  1055  can take many other simple mechanical or unitary forms for coupling of the actuator cam end  1032  thereto/therearound. 
     The actuator flanges  1052  also each comprise corresponding bracing slots  1056 , being slots extending into the cam flanges  1052  and located proximate and above the flange surfaces  1054 . The bracing slots  1056  are provided to at least partially receive the cam end hinge  1043  of the bracing arrangement  1040  described in further detail below, which extends across both flanges  1052  of the cam arrangement  1050 . As can be seen in  FIG. 42 , in the operative condition of the end anchor  1000 , the cam end hinge  1043  is positioned within the inverted channel  1063 , and thus extends laterally out across respective plate slots  1064  of (plate walls of) the plate  1062 . In this manner, movement of the cam end hinge  1043  is constrained by its location in the bracing slots  1056  as well as the plate slots  1064 . 
     The actuator receiver  1055  may thus be seen to be positioned at or on the cam flange(s)  1052  of the cam arrangement  1050  spaced apart from a position of the cam hinge  1051  on said cam flange(s)  1052 . Moreover, said bracing slot(s)  1056  are positioned at or on said cam flange(s)  1052  spaced apart from the position of the cam hinge  1051  on said cam flange(s)  1052  and from the position of the actuator receiver  1055  on said cam flange(s)  1052 . 
     Further said bracing slot(s)  1056  and said actuator receiver  1055  are shown positioned at opposite ends of said cam flange(s)  1052  with the cam hinge  1051  positioned therebetween, such that a rotation or pivoting of said cam arrangement  1050  about said cam hinge  1051  causes a corresponding rotation or pivoting of the bracing slot(s)  1056  and said actuator receiver  1055  in a same direction i.e., such that pivoting of the cam arrangement  1050  about its cam hinge  1051  causes a downward movement of the actuator receiver  1055  of the cam arrangement  1050  and an upward movement of the bracing slot(s)  1056  and the cam end hinge  1043  of the at least one bracing element  1041  when so releasably received by said bracing slot(s)  1056 . 
     Thus, upon pivoting of the trigger post  1020  due to impact of an errant vehicle thereon, the actuator trigger end  1031  of the actuator  1030  is pulled up and away from the inverted channel  1063  of the plate  1062 , as described above, causing the main portion  1033  of the actuator to be pulled in a direction towards the trigger post  1020 , and, as a result, causing the actuator cam end  1031  to pull downwardly on the actuator receiver  1055 , thus rotating the cam arrangement  1050  as a whole about the cam hinge  1051 . 
     This action of the cam arrangement  1050  is shown step-wise in detail in  FIGS. 44A to 44C . 
     Because of this, the bracing slots  1056  of each cam flange  1052  naturally also rotate therewith, and in a manner such that the cam end hinge  1043  of the bracing arrangement  1040  travels upwardly through the plate slots  1064  of (plate walls of) the inverted channel  1063 . 
     Upon sufficient rotation of the cam arrangement  1050  (i.e., sufficient actuation, or extension of the actuator  1030  in a direction towards the trigger post  1020  due to pivoting thereof caused by an impacting vehicle) the cam end hinge  1043  of the bracing arrangement  1040  clear the plate slots  1064  and escape out from their confinement in the bracing slots  1056  of the cam flanges  1052 . 
     In other words, said bracing slots  1056  and said plate slots  1064  are configured to together releasably receive and constrain said cam end hinge  1043  of the at least one bracing element  1041  at least until a pivoting of the cam arrangement  1050  about said cam hinge  1051  thereof causes a movement of the bracing slots  1056  that moves the cam end hinge  1043  through said plate slots  1064  to and towards a released position out from said bracing slots  1056  and said plate slots  1064 . 
     This causes the bracing arrangement  1040  to detach from its relationship with the cam arrangement  1050 . As a result, since this cam end hinge  1043  defines the only lower connection or support for the bracing arrangement  1040 , the bracing arrangement  1040  itself collapses. 
     The bracing arrangement  1040  is shown in  FIG. 43  comprising two elongate bracing elements  1041  across the lower ends of which extends the cam end hinge  1043 . At upper ends of the bracing elements  1041  is a support post hinge  1042  that extend thereacross, pivotably connecting the bracing arrangement  1040  to the support post  1010 . 
     The support post  1010  also shown in  FIG. 43  may be understood as defining the point of transition of the flexible tensioned members  20  described previously to the end anchor  1000 , or in other words, the start of the terminal end of the end anchor  1000 . The support post  1010  thus comprises flexible member supports  1013  that define the start of the transition of the flexible tensioned members  20  before they terminate at pivoted flexible member mounts  1065  located partially within the inverted channel  1063  of the plate  1062  of the support unit  1060 . 
     The support post  1010  also comprises a base hinge  1011  connecting it to the plate  1062  for pivoting thereabout, as well as a bracing element hinge  1012  that coincides with/defines and/or forms part of the support post hinge  1042  of the bracing arrangement  1040  as described above. In this manner, the bracing arrangement  1040  serves to brace the support post  1010  against the tension of the tensioned member  20  when the end anchor  1000  is in its operative condition. 
     Thus, upon release of the cam end hinge  1043  of the bracing arrangement  1040  from the cam arrangement  1050 , the bracing arrangement  1040  collapses under tension of the flexible members  20 , causing the support post  1010  to also collapse for the same reason. 
     Thus, it will be appreciated that the actuator  1030 , via the cam arrangement  1050  and bracing arrangement  1040 , effects the movement of the trigger post  1020 , due to impact from an errant vehicle, to the support post  1010 , thus causing collapse of the end anchor  1000  as a whole. 
     This process of the end anchor  1000  transition from its operative, upright condition, to its collapsed condition is shown stepwise in  FIGS. 36 to 39  in perspective view, and also shown in a side sectional view in  FIGS. 45A to 45D . 
     Initially, in the operative condition of  FIG. 36 / 45 A the support post  1010  and trigger post  1020  are in a substantially upright vertical orientation, with the flexible tension members  20  extending out from the end anchor  1000  in a substantially horizontal orientation. Then, upon impact of an errant vehicle in  FIG. 37 / 45 B the trigger post  1020  pivots about its trigger hinge  1021  downwardly towards the inverted channel  1063 . This causes the actuator catch  1022  to pivot out and away from the inverted channel  1063 , pulling the actuator  1030  in a direction away from the cam arrangement  1050  and thus causing its rotation about the cam hinge  1051 . 
     In  FIGS. 38 / 45 C and  44 C the cam arrangement  1050  has been rotated sufficiently to permit release of the bracing cam end hinge  1043  from its captivity in the bracing slots  1056  of the cam flanges  1052  and plate slots  1064  of the inverted channel  1063 . 
     It should be noted that the cam arrangement  1050  rotation to this position may not necessarily be fully actioned by corresponding translation of the actuator  1030  alone. Instead, part of the cam arrangements  1050  rotation in the final few degrees necessary to release the cam end hinge  1043  therefrom may be effected by the tension of the flexible members  20  pulling in a direction towards the other end of the crash barrier system  100  thus compelling the bracing arrangement  1040  in a direction away from the trigger post  1010 . 
     It will thus be understood that the collapse of the end anchor  1000  may be partly actioned or influenced by the tension present in the remaining crash barrier system  100  (i.e., the other end of the crash barrier system  100 , or an end anchor  900 ,  1000  on the other end thereof remains in its operative condition and thus maintains the tension that ‘pulls’ the bracing arrangement  1040  in a direction away from the collapsed/collapsing trigger post  1010 ). The actuator  1030  may thus be configured to only rotate the cam arrangement  1050  sufficient for the tensioned flexible members  20  to complete the remaining rotation required to release the bracing arrangement  1040  and collapse the end anchor  1000  rapidly under tension from the tensioned flexible members  20 . 
     In  FIG. 38 / 45 C the cam arrangement  1050  has rotated for release of the cam end hinge  1043  of the bracing arrangement  1040 . As can be seen, the support post  1010  is now pivoting downwardly about its base hinge  1011 . 
     Finally, in  FIG. 39 / 45 D the end anchor  1000  has moved into its collapsed condition. The support post  1010  is almost positioned within the inverted channel  1063 , with the bracing elements  1041  of the bracing arrangement  1040  in a substantially horizontal position atop the inverted channel  1063 . The tensioned members  20  act to push down on the support post  1010  and bracing arrangement  1040 , reducing the possibility that these components will protrude upwardly to slice into or otherwise further damage the impacting vehicle, or cause its roll-over. 
     It should be noted that amongst all this movement, the actuator  1030  remains operatively coupled at both its ends to the trigger post  1020  and cam arrangement  1050 . Thus, a team of first responders can elect to simply move the trigger posts  1020  and support post  1010  back upright simultaneously, so as to permit re-entry of the cam end hinge  1043  of the bracing arrangement  1040  back into the corresponding bracing slots  1056 . In this manner, this end anchor  1000  embodiment can be moved from its collapsed condition back to its upright condition even while under tension from the flexible members  20 . 
     It will be appreciated that impact of the trigger post  1020  by a vehicle travelling in a direction away from the support post  1010  to the trigger post  1020  (indicated generally by arrow A in  FIG. 37 ) will not cause a collapse of the end anchor, as the trigger post  1020  upper end  1025  will instead pivot away from the inverted channel  1063 , causing the lower end  1024  to pivot towards the cam arrangement  1050  so that the actuator  1030  ‘loses slack’ rather than be pulls away to initiate rotation of the cam arrangement  1050 . 
     Alternatively, in the unlikely event of the trigger post  1020  being impacted side-ways, i.e., in a direction perpendicular the length of the support unit  1060 , (indicated generally by arrow B in  FIG. 37 ) the trigger post  1020  may bend or collapse sideways, but will not necessarily pivot as required to trigger collapse of the end anchor  1000 . The support post  1010  and bracing arrangement  1040  along with the flexible tensioned members  20  will remain upright in such a collision. 
     In this manner, when impacted in a direction that is not substantially toward the support post  1010 , the trigger post  1020  may act as a fuse of sorts, being a sacrificial element that can deform, break away or collapse when impacted in a way that does not necessitate collapse of the remaining components of the end anchor  1000 . 
     Further, if the trigger post  1020  is not at all impacted but a vehicle impacts upstream therefrom indicated generally by ‘area’ C in  FIG. 37  (i.e., impacts the bracing arrangement  1040 , support post  1010  or tensioned members  20 ) the end anchor  1000  will still not be triggered to collapse from its operative condition. Of course, it will be appreciated that a high-speed/force impact on the bracing arrangement  1040  of significant magnitude may cause release of the cam end hinge  1043  from the cam arrangement  1050  and thus trigger collapse of the end anchor  1000 . 
     Thus, this embodiment of the end anchor  1000  is configured to collapse primarily when impacted on the trigger post  1020 , by a vehicle travelling in a direction towards the trigger post  1020  as indicated generally by arrow D in  FIG. 37 . 
     Those skilled in the art will appreciate widely varying changes to the components of the end anchor  1000  described that will retain the fundamental operating function thereof. 
     For instance:
         In some embodiments, a pair of actuators  1030 , or cables, may be provided, in which the trigger ends  1031  thereof extend through a corresponding cam flange  1052  and respective flange slots  1053  to corresponding actuator receivers  1055 . However, in the embodiment shown in  FIGS. 36 to 45D  and described above with reference thereto, only one actuator  1030  is employed extending to only one cam flange  1052  and through its flange slot  1053  along the flange surface  1054  to the respective actuator receiver  1055 . In other embodiments, the actuator  1030  may instead correspond to the left-side cam flange  1052  rather than the right-side cam flange  1052  as shown.   In some embodiments, the bracing arrangement  1040  may not comprise two elongate unitary bracing elements  1041 , as shown in  FIGS. 36 to 45D  and as described above with reference thereto, but may instead comprise a deformable, pivoting or multi-component non-unitary arrangement that may act to brace the support post  1010  against the tension of the flexible members  20 , and may further collapse under a deformation, pliability, or other hinging action.   The cam arrangement  1050  may, in some configurations, not necessarily take the form shown in  FIGS. 36 to 45D . For instance, it may have cam flanges  1052  shaped differently from those shown, with the corresponding bracing slots  1056  thereof reconfigured accordingly, or may comprise a different arrangement of integrally formed or unitary components.   The actuator  1030  may also in other embodiments, comprise a non-unitary assembly of components, hinged or otherwise connected together to effect movement from the trigger post  1010  to the cam arrangement  1050  and vice versa via deformation, pliability, or other hinging action. I taking the form of a cable as shown, said cable may comprise a wide range of materials as desired to give a tensile or resilient property to the actuator  1030 .       

     In one embodiment, the end anchor  900 ,  1000  and its primary components are composed of metal, preferably steel. 
     In one embodiment, the flat straps  20  of the present invention may be substituted into a modified traditional wire barrier support arrangement. In this embodiment, not all of the benefits of the present invention will be achieved—such as a continuous smooth sliding surface. Yet, other benefits, such as increased tensile strengths and larger impact area (the flat face  21 ) may be achieved. 
     Where in the foregoing description reference has been made to elements or integers having known equivalents, then such equivalents are included as if they were individually set forth. 
     Although the invention has been described by way of example and with reference to particular embodiments, it is to be understood that modifications and/or improvements may be made without departing from the scope or spirit of the invention.