Patent Publication Number: US-2010111602-A1

Title: Barrier device with side wall reinforcements and connection to crash cushion

Description:
RELATED APPLICATION 
     This application is continuation-in-part of U.S. patent application Ser. No. 12/261,116 filed Oct. 30, 2008, which is a divisional of U.S. patent application Ser. No. 11/764,853 filed Jun. 19, 2007, which is a divisional of U.S. patent application Ser. No. 11/082,630 filed Mar. 17, 2005, now U.S. Letters Pat. No. 7,351,002 issued Apr. 1, 2008, which is a continuation-in-part of U.S. patent application Ser. No. 10/669,998, filed Sep. 24, 2003, which is a divisional of U.S. patent application Ser. No. 10/033,974, filed Dec. 19, 2001, now U.S. Letters Pat. No. 6,666,616, issued Dec. 23, 2003. 
    
    
     FIELD OF THE INVENTION  
     This invention relates to barrier devices for vehicular and vessel traffic control, soil erosion containment, impact attenuation and the like which can be interconnected with one another to define a continuous barrier wall structure and/or connected in various combinations to form energy-absorbing cells, and, more particularly, to barrier devices formed of a light weight plastic having side walls which receive and mount external reinforcement structure in the form of a pair of beams each extending along the length of one of the side walls and a transition device for connecting an end-most barrier of the barrier wall to a crash cushion. 
     BACKGROUND OF THE INVENTION 
     A variety of different devices have been developed for absorbing the kinetic energy of impact of colliding automobiles, and for the containment of forces exerted by soil or water. Highway barrier devices, for example, are intended to provide a continuous wall or barrier along the center line of a highway when laid end-to-end to absorb grazing blows from moving vehicles. One commonly used highway barrier is formed of pre-cast reinforced concrete, and is known as the “New Jersey” style barrier. Highway barriers of this type have a relatively wide base including side walls which extend vertically upwardly from the pavement a short distance, then angle inwardly and upwardly to a vertically extending top portion connected to the top wall of the barrier. This design is intended to contact and redirect the wheels of a vehicle in a direction toward the lane of traffic in which the vehicle was originally traveling, instead of the lane of opposing traffic, See U.S. Pat. No. 4,059,362. 
     One problem with highway barriers of the type described above is the high weight of reinforced concrete. A barrier having a typical length of twelve feet weighs about 2,800-3,200 pounds and requires special equipment to load, unload and handle on site. It has been estimated that for some road repairs, up to 40 percent of the total cost is expended on acquiring, delivering and handling concrete barriers. Additionally, concrete barriers have little or no ability to absorb shock upon impact, and have a high friction factor. This increases the damage to vehicles which collide with such barriers, and can lead to serious injuries to passengers of the vehicle. 
     In an effort to reduce weight, facilitate handling and shipment, and provide improved absorption of impact forces, highway barriers have been designed which are formed of a hollow plastic container filled with water, sand or other ballast material such as disclosed in U.S. Pat. Nos. 4,681,302; 4,773,629; 4,846,306, 5,123,773 and 5,882,140. For example, the &#39;302 patent discloses a barrier comprising a container having a top wall, a bottom wall, opposed side walls and opposed end walls interconnected to form a hollow interior which is filled with water, and having fittings for coupling one barrier to another to form a continuous wall. The container structure is formed of a resilient material which is deformable upon impact and capable of resuming its original shape after being struck. Longitudinally extending, spaced traction spoiler channels are said to reduce the area of potential impact and thus the tendency of the vehicle to climb the walls of the barrier and vault over it into the opposing lane of traffic. 
     The &#39;629, &#39;306, &#39;773 and &#39;140 patents noted above represent further advances in deformable highway barrier designs. The first two patents disclose barriers which comprise a longitudinally extending container made of semi-rigid plastic which is self-supporting, and has a predetermined shape which is maintained when filled with water, sand or other ballast material. Such devices are connected end-to-end by a key insertable within grooves formed in the end walls of adjacent barriers. Interconnected fill openings are provided which permit adjacent barriers to be filled with water or the like when laid end-to-end. 
     The &#39;773 and &#39;140 patents disclose further improvements in barrier devices including side walls formed with higher curb reveals, a horizontally extending step and vertical indentations in order to assist in maintaining the structural integrity of the container, and to create internal baffles for dampening movement of water or other fluid within the container interior. Interlocking male and female coupling elements are formed on opposite end walls of the barrier to facilitate end-to-end connection thereof. Additionally, such barriers are formed with channels or openings to permit the insertion of the tines of a fork lift truck therein for easy handling of the barriers. 
     Despite the improvements in highway barrier designs noted above, some deficiencies nevertheless remain. One concern has been with the ability of a wall of barriers, e.g. individual barriers connected end-to-end, to withstand an impact by a speeding vehicle. It has been found that plastic barriers tend to separate from one another at their connections, and in some instances break apart in response to the vehicle impact. Although concrete barriers of the type described above also can break apart during a crash, they are more resistant to that than plastic barriers and there is a need for plastic barriers to demonstrate impact resistance capabilities which more closely approximates those of concrete barriers. 
     SUMMARY OF THE INVENTION 
     This invention is directed to a barrier wall comprising a number of barrier devices connected end-to-end including a transition device for connecting an end-most barrier device in the wall to a crash cushion. 
     In the presently preferred embodiment, each barrier device comprises a top wall, a bottom wall, opposed end walls, and, opposed side walls interconnected to form a hollow interior in which a pair of spaced openings are formed which extend between the side walls. An external reinforcement structure is provided to enhance the structural integrity of the barrier device, including first and second beams each extending along one of the side walls which are connected to one another by a mounting device extending through the openings. The beams of one barrier device, in turn, are connected end-to-end with the beams of an adjacent barrier device to form an essentially continuous, interconnected wall of barriers which resist disengagement from one another and exhibit improved resistance to being broken apart upon impact by a vehicle. 
     The openings extending through the hollow interior are fork lift holes which are sized to receive the tines of a fork lift thus facilitating movement of the barrier device during loading, unloading and assembly. Preferably, the external reinforcement structure comprises a first box beam and a second box beam, each generally square in cross section and formed of metal, rubber, composite material or the like. Each box beam is hollow, at least at its opposite ends, in order to receive and mount one end of a coupler whose other end is mounted to the box beam of an adjacent barrier device. 
     The two box beams are connected to one another by a pair of brackets each including a plate mounted at each edge to one of a pair of upstanding legs. One bracket is inserted within each of the fork lift holes and has a length dimension such that its ends protrude from the side walls. Each box beam rests atop a protruding end of both brackets and is bolted in place to connect it to the bracket and, in turn, to the box beam on the other side wall. Because the brackets have upstanding legs, clearance is provided within each fork lift hole to receive the tines of a fork lift even with the brackets and box beams in place. 
     In an alternative embodiment, a pair of box beams similar to those noted above are employed except they are connected to one another by telescoping members associated with each beam. One of the box beams mounts a pair of sleeves extending perpendicular thereto, and the other box beam mounts a pair of arms which align with the sleeves and are inserted therein when the beams are positioned along the side walls. The box beams associated with one barrier device are connected to those of an adjacent barrier by means of telescoping ends of the beams. One end of each beam has a reduced cross sectional area which telescopes into the opposite end of an adjacent beam having a larger cross section. The beams of one barrier device may be connected to the beams of an adjacent barrier device by a friction fit, or with fasteners such as bolts. 
     Additional embodiments of this invention employ “beams” in the form of hollow or solid slats which are mounted within longitudinally extending seats formed in the side walls of each barrier device between the end walls. Connecting structure is provided to mount the protruding ends of each beam of one barrier device to those of an adjacent barrier device. 
     In each of the embodiments having a beam or slat structure extending along the opposed side walls of a barrier device, a ground anchor is preferably employed to assist in retaining the barrier device in position on the roadway or other surface on which it rests. The ground anchor(s) are connected to the beam or slat, or the mounting structure for same, and then are staked or otherwise affixed to the ground. 
     As noted above, a number of barrier devices may be connected end-to-end to form a barrier wall. At the outermost end of the wall facing oncoming traffic, the beams of the end-most barrier device are exposed and could present a hazard if impacted by oncoming traffic. Further, a direct impact by a vehicle on the end-most barrier device can create a breakup of the barrier wall. Preferably, a crash cushion in positioned in alignment with the end-most barrier device in the direction of oncoming traffic, and a transition device is connected between the crash cushion and end-most barrier device to secure them together. The crash cushion covers the beams carried on the side walls of the end-most barrier device, and resists breakage of barrier devices in the barrier wall in the event of a direct impact by a vehicle. 
    
    
     
       DESCRIPTION OF THE DRAWINGS  
       The structure, operation and advantages of the presently preferred embodiment of this invention will become further apparent upon consideration of the following description, taken in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is a perspective view of the barrier of this invention; 
         FIG. 2  is a plan view of the barrier depicted in  FIG. 1 , with a second barrier shown in phantom at one end; 
         FIG. 3  is a side view of the barrier of  FIG. 1 ; 
         FIG. 4  is a perspective view of two barriers connected end-to-end with one embodiment of the external reinforcement structure of this invention; 
         FIG. 5  is an exploded, perspective view of the mounting bracket employed with the barriers claim  4 ; 
         FIG. 6  is a perspective view of the assembled reinforcing structure of  FIG. 5 ; 
         FIG. 7  is a cross sectional view of the barrier shown in  FIG. 1  depicting the foam layer along the walls within the barrier interior; 
         FIG. 8  is a view similar to  FIG. 7  except with the hollow interior of the barrier device completely filled with foam. 
         FIG. 9  is a view similar to  FIG. 4 , except depicting an alternative embodiment of the external reinforcement structure of this invention; 
         FIG. 10  is a perspective view of the mounting bracket employed in the embodiment of  FIG. 9 ; 
         FIG. 11  is a perspective view of the assembled external reinforcement structure of the barrier device in  FIG. 9 ; 
         FIG. 12  is a side elevational view of a portion of  FIG. 11 ; 
         FIG. 13  is a plan view of a portion of  FIG. 11 ; 
         FIG. 14  is a view similar to  FIG. 4 , except illustrating a still further embodiment of the barrier of this invention; 
         FIG. 14A  is a cross sectional view of a portion of a side wall and slat shown in  FIG. 14 ; 
         FIG. 15  is a view similar to  FIG. 14 , except depicting another barrier according to this invention; 
         FIG. 15A  is an enlarged view of the encircled portion of  FIG. 15 ; 
         FIG. 15B  is an alternative embodiment of the encircled portion of  FIG. 15  showing another connector structure for securing adjacent barriers to one another; 
         FIG. 15C  is a cross sectional view of a portion of side wall and box beam shown in  FIG. 15 ; 
         FIG. 16  is a view similar to  FIGS. 14A  and 15C except depicting a slat or beam which is captured within a correspondingly shaped seat formed in the side wall of the barrier device; 
         FIG. 17  is a view similar to  FIG. 16  depicting an alternative slat or beam shape; 
         FIG. 18  is an enlarged view of a C-clamp for connecting the ends of the beams or slats or adjacent barriers; 
         FIG. 19  is a side view similar to  FIG. 9  except illustrating the C-clamp of  FIG. 18  mounted to the ends of the beams of adjacent barriers; 
         FIG. 20  is a side view similar to  FIG. 14  except showing the C-clamp of  FIG. 18  mounted to the ends of the slats of adjacent barriers; 
         FIG. 21  is a side view of the barrier device depicted in  FIG. 9  depicting a ground anchor connected to the mounting bracket which support the beams; 
         FIG. 22  is a plan view of  FIG. 21 ; 
         FIG. 23  is an end view of a barrier device similar to that shown in  FIG. 14  except including a mounting bracket extending through the fork lift holes of the barrier and a ground anchor of the type depicted in  FIG. 21 ; 
         FIG. 24  in an enlarged view of the encircled portion of  FIG. 23 ; 
         FIG. 25  is a side view of two barrier devices in a barrier wall in which an end connector is mounted to the beam carried by one of the barrier devices; 
         FIG. 26  is a side, elevational view of a portion of a crash cushion coupled by one embodiment of a transition device to an end-most barrier device of a barrier wall; 
         FIG. 27  is a plan view of the embodiment depicted in  FIG. 26 ; 
         FIG. 28  is a perspective view of a portion of the crash cushion and end-most barrier device shown in  FIGS. 26 and 27 , depicting the transition device in further detail; 
         FIG. 29  is a side, elevational view of a portion of a crash cushion coupled by an alternative embodiment of a transition device to an end-most barrier device of a barrier wall; and 
         FIG. 30  is a plan view of the embodiment shown in  FIG. 29 . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring initially to  FIGS. 1-4 , the barrier device  10  of this invention comprises a top wall  12 , a bottom wall  14 , opposed end walls  16 ,  18 , and, opposed side walls  20 ,  22  which are interconnected to collectively define a hollow interior  24 . In the presently preferred embodiment, each of the walls  12 - 22  are formed of a semi-rigid plastic material chosen from the group consisting of low density polyethylene, high density polyethylene, acrylonitrile or butadiene styrene, high impact styrene, polycarbonates and the like. These plastic materials are all inherently tough and exhibit good energy absorption characteristics. They will also deform and elongate, but will not fail in a brittle manner at energy inputs which cause other materials to undergo brittle failure. The surfaces of these types of plastic materials are inherently smoother than materials from which other barriers are typically constructed, therefore creating less friction and reducing the likelihood of serious abrasion injuries to vehicles and/or passengers who may come into contact therewith. Additionally, materials of this type are unaffected by weather and have excellent basic resistance to weathering, leaching and biodegradation. Additives such as ultraviolet inhibitors can be added thereto, making such materials further resistant to the effects of weather. They also retain their mechanical and chemical properties at low ambient temperatures. 
     When using the barrier device  10  of this invention as a highway barrier, the hollow interior  24  is preferably filled with a “ballast” material such as water or other liquid, or a flowable solid material such as sand, concrete and the like. For this purpose, the walls  12 - 22  of barrier device  10  have a thickness in the range of about one-eighth inch to one inch so as to perform satisfactorily in service. The barrier device  10  is preferably in the range of about six to eight feet in length, and, at the wall thickness noted above, has a weight when empty of about 80 to 140 lbs. When filled with a liquid such as water, the overall weight of the barrier is in the range of about 1400 to 2200 lbs. Flowable solid material such as sand and the like increase the weight of barrier  10  further. 
     For ease of understanding and discussion of the principal aspects of this invention, the various structural elements of the barrier device  10  are described below in relation to their collective performance of a particular function of the barrier  10 . These functions include the ability of the barrier  10  to better redirect and control the upper movement of a vehicle upon impact therewith, the ability to resist lateral separation of adjacent barriers  10  when they are joined end-to-end to form an essentially continuous wall, the ability to resist break up or disintegration of individual barriers in response to impact from a vehicle and the ability to float in water. 
     Control of Vehicle Movement 
     The control of vehicle movement upon impact with the barrier device  10  of this invention is achieved primarily by the material with which the barrier  10  is constructed, and the configuration of its side walls  20  and  22 . Because both side walls  20 ,  22  are identical in configuration, only side wall  20  is described in detail herein, it being understood that the side wall  22  is formed with the identical structure and functions in the same manner. 
     The side wall  20  includes a substantially vertically extending curb reveal  26  which extends from the bottom wall  14  to a horizontally extending ledge or step  28  best shown in  FIG. 1 . Preferably, the curb reveal  26  has a vertical height of nine inches, measured from the bottom wall  14  upwardly, which is at least two inches greater than the curb reveals of other highway barrier devices, such as disclosed, for example, in my prior U.S. Pat. No. 5,123,773. The horizontal extent of the step  28  is preferably on the order of about 1½ inches measured in the direction from the outer edge of curb reveal  26  toward the hollow interior  24  of barrier device  10 . 
     Extending upwardly at an acute angle from the step  28  is an intermediate section  30  which terminates at a vertically extending upper section  32 . The upper section  32 , in turn, extends from the intermediate section  30  to the top wall  12  of barrier  10  which is formed with a pair of fill holes  33  preferably having a diameter in the range of about 3-4 inches. In the presently preferred embodiment, a number of stabilizers  34  are integrally formed in the intermediate section  30 , at regularly spaced intervals between the end walls  16 ,  18 . Each stabilizer  34  includes a base  36  and opposed sides  38  and  40 . As best seen in  FIG. 1 , the base  36  of each stabilizer  34  is coplanar with the step  28  and is supported by an internally located support  42  shown in phantom lines in  FIG. 3 . The sides  38 ,  40  of each stabilizer  34  taper inwardly, toward one another, from the base  36  to a point substantially coincident with the uppermost edge of intermediate section  30  where the upper section  32  of side wall  20  begins. In the presently preferred embodiment, a throughbore  44  extends from the base  36  of one or more of the stabilizers  34 , through the internal support  42  and out the bottom wall  14  of barrier  10 . One or more of these throughbores  44  receive an anchoring device such as a stake  46 , shown in phantom in  FIG. 3 , which can be driven into the ground or other surface upon which the barrier device  10  rests to secure it in an essentially permanent position thereon. 
     Enhanced control and redirection of the path of a vehicle impacting the barrier device  10  of this invention is achieved with the above-described structure as follows. The increased height of the curb reveal  26  of side wall  20 , e.g., nine inches compared to seven inches or less for conventional barriers, is effective to engage and redirect the tires of a vehicle toward the lane in which the vehicle was traveling instead of in a direction toward the barrier  10  or the opposing lane of traffic. The curb reveal  26  is strengthened and reinforced by the presence of the horizontally extending ledge or step  28  and the stabilizers  34 . 
     In the event the vehicle tires nevertheless extend above the curb reveal  26  upon impact, the intermediate and upper sections  30  and  32  are designed to resist further upward movement of the vehicle therealong. While the stabilizers  34  in intermediate section  30  function to add rigidity and stability to the overall barrier  10 , the intermediate section  30  is nevertheless designed to at least partially collapse inwardly or buckle in response to the application of an impact force thereto. The extent of inward motion of buckling is controlled, at least to some extent, by the diameter of the fill holes  33  in the top wall  12 . When the barrier interior  24  is filled with water, for example, the impact of a vehicle with a barrier side wall  20  or  22  causes such water to displace from the area of contact. Some of the water is forcefully discharged from the interior  24  through the fill holes  33 , and the amount of such energy displacement is dependent on the diameter of the holes  33 . The greater the diameter, the greater the amount of water displaced, and, hence, the more the barrier side wall  20  or  22  is permitted to buckle. It has been found that a fill hole  33  diameter of about 3-4 inches, noted above, is optimum wherein sufficient buckling of the side walls  20 ,  22  is permitted for the purposes described below without permanent damage to the barrier  10  upon impact with a vehicle. In the presently preferred embodiment, when the intermediate section  30  buckles inwardly, a pivot point is created about which the upper section  32  can move in a generally downward direction. Consequently, the tire and/or bumper of the vehicle is impacted by the upper section  32  of barrier device  10  and urged downwardly, back toward the pavement or ground along which the vehicle was traveling. This substantially prevents the vehicle from vaulting over the top of the barrier  10  and entering the opposing lane of traffic. Despite such movement of the intermediate and upper sections  30 ,  32  in response to impact, the material from which barrier device  10  is constructed allows such sections  30 ,  32  to return to their original shape after deformation. 
     In the presently preferred embodiment, a drain hole  76  is formed along each of the end walls  18  and  20  thereof near the bottom wall  14  to allow passage of water and the like from one side of the barrier device  10  to the other. Water or other flowable material is introduced into the hollow interior  24  of the barrier device  10  via the fill holes  33  formed in top wall  12 . These fill holes  33  can also receive the post of a sign or the like (not shown) extendable into the barrier interior  24 . As shown in  FIG. 2 , a post boot  78  is formed at the bottom wall  14  of barrier  10 , in alignment with each fill hole  33 , to receive and support the post of a sign inserted through the fill hole  33 . Preferably, the top wall  12  is formed with an elongated channel  80  leading to each fill hole  33  to allow for the flow of rainwater into the hollow interior  24 . The top wall  12  is also formed with an internally extending seat  82  which is adapted to mount an internal light fixture (not shown) for illuminating the barrier device  10  from the inside. The details of such lighting construction form no part of this invention and are thus not discussed herein. 
     Resistance to Barrier Disengagement and Break Up 
     Another general aspect of the construction of the barrier device  10  of this invention involves a number of elements designed to resist disengagement of adjacent barrier devices  10  and  10 ′ when they are arranged end-to-end to form an essentially continuous wall, and to resist the break up or disintegration of individual barrier devices  10  and  10 ′ in response to impact by a vehicle. Two barrier devices  10  and  10 ′ are depicted in  FIGS. 4 and 9 , which are identical in structure and function. The same reference numbers are therefore used to identify like structure, with the addition of a “′” to the numbers associated with barrier  10 ′ on the right-hand side of  FIGS. 4 and 9 . 
     Each end wall  16  of barriers  10  is formed with an internally extending recess  48  near the bottom wall  14 , which receives an outwardly protruding extension  52  formed on the end wall  18  of an adjacent barrier  10 . The upper portion of end wall  16  is formed with a slot  56 , and the upper portion of end wall  18  is formed with a slot  58 . Each slot  56 ,  58  has an inner, generally cylindrical-shaped portion  59  and a narrower, substantially rectangular-shaped portion  61  at their respective end walls  16 ,  18 . The slots  56 ,  58  extend from the top wall  12  downwardly to a point near the juncture of the upper section  32  and intermediate section  30 . 
     When two barrier devices  10  and  10 ′ are oriented end-to-end, with the end wall  16  of one barrier  10  abutting the end wall  18 ′ of an adjacent barrier  10 ′, the slots  56 ,  58  collectively form a barbell-shaped locking channel  60  shown in  FIG. 4  and also depicted in phantom at the bottom of  FIG. 2 . This locking channel  60  receives a coupler  62  having cylindrical ends  64 ,  66  and a rectangular center section  67 , which is removably insertable therein and extends substantially along the entire length of the locking channel  60 . The cylindrical ends  64 ,  66  of coupler  62  pivot within the correspondingly shaped cylindrical portions  59 ,  59 ′ of slots  56 ,  58 ′, so that one barrier device  10  can be pivoted with respect to an adjacent barrier  10 ′ to assist with alignment thereof, and to allow the barriers  10 ,  10 ′ when placed end-to-end to follow curves along a particular highway or other location where they are placed. 
     Additionally, two hollow channels  68  and  70  are located within the hollow interior  24  of barrier device  10  and extend between the side walls  20 ,  22 . A portion of both channels  68 ,  70  is located in the intermediate section  30  of each side wall  20 ,  22 , and extends partially into the upper sections  32  thereof. The two channels  68 ,  70  are positioned in the spaces between the three stabilizers  34  formed in the side walls  20 ,  22 , and provide added internal support to the barrier  10  so that it retains its shape when filled with a ballast material. Each of the channels  68  and  70  define a pass-through hole or opening  72  adapted to receive the tines of a forklift truck to permit handling of the barriers  10 . 
     In the presently preferred embodiment, a drain hole  76  is formed along each of the end walls  18  and  20  thereof near the bottom wall  14  to allow passage of water and the like from one side of the barrier device  10  to the other. Water or other flowable material is introduced into the hollow interior  24  of the barrier device  10  via the fill holes  33  formed in top wall  12 . These fill holes  33  can also receive the post of a sign or the like (not shown) extendable into the barrier interior  24 . As shown in  FIG. 2 , a post boot  78  is formed at the bottom wall  14  of barrier  10 , in alignment with each fill hole  33 , to receive and support the post of a sign inserted through the fill hole  33 . Preferably, the top wall  12  is formed with an elongated channel  80  leading to each fill hole  33  to allow for the flow of rainwater into the hollow interior  24 . The top wall  12  is also formed with an internally extending seat  82  which is adapted to mount an internal light fixture (not shown) for illuminating the barrier device  10  from the inside. The details of such lighting construction form no part of this invention and are thus not discussed herein. 
     With reference to  FIGS. 9-13 , one embodiment of the external reinforcement structure of this invention is shown. Preferably, the reinforcing structure comprises a first beam  90  and a second beam  92  which are connected to one another by a pair of mounting brackets  94  and  96 . As shown, the beams  90 ,  92  are preferably hollow box beams having a generally square cross section which can be formed of metal, rubber, composite material or the like. The mounting brackets  94  and  96  each include a plate  98  whose opposite side edges are mounted to or integrally formed with vertically upstanding legs  100  and  102 . The mounting bracket  94  is inserted within the opening  72  formed by channel  68 , and the mounting bracket  96  is inserted within the opening  72  formed by channel  70  such that opposite ends of each mounting bracket  94 ,  96  protrude from one of the side walls  20  and  22 . As best seen in  FIGS. 9 and 11 , with the mounting brackets  94 ,  96  in this position, the box beams  90  and  92  are connected to respective ends of the brackets  94 ,  96  such as by bolts  104 . Because the mounting brackets  94 ,  96  include the upstanding legs  100  and  102 , the channels  72  are not completely obstructed upon assembly of the beams  90 ,  92  and the tines of a fork lift can still be inserted within the openings  72  with the mounting brackets  94 ,  96  and beams  90 ,  92  assembled to the barrier  10  or  10 ′. 
     In order to interconnect the beams  90 ,  92  of one barrier device  10  to those of an adjacent barrier device  10 ′, a connector bar  106  is inserted within one open end of each beam  90 ,  92  and retained in place by bolts  104 . The connector bars  106  have a cross sectional area which is sufficiently less than that of the ends of beams  90 ,  92  to permit pivotal motion of the beams  90 ,  92  of barrier  10  relative to the beams  90 ′,  92 ′ of barrier  10 ′ as depicted in  FIGS. 12 and 13 . The view in  FIG. 12  is representative of vertically upward and downward relative movement of two beams  90  and  90 ′ from barrier devices  10  and  10 ′, respectively, which in the orientation as shown, amounts to about 2° movement of each relative to a horizontal plane  107  and 4° of movement with respect to one another.  FIG. 13  illustrates relative side-to-side horizontal movement of the beams  90  and  90 ′ in an amount of about 4° measured from the horizontal plane  109  and about 8° with respect to one another. This feature enables one barrier device  10  to pivot relative to an adjacent barrier device  10 ′ to accommodate at least gradual curves and height differentials when forming a barrier wall, and to facilitate assembly of the barriers  10 ,  10 ′. 
     Referring now to  FIGS. 4-6 , an alternative embodiment of the external reinforcement structure of this invention is shown. Box beams  110  and  112  are provided, which, like the beams  90  and  92  noted above, are preferably square in cross section and formed of metal, rubber, composite material or the like. The box beam  110  has a pair of spaced arms  114  and  116  which extend perpendicularly therefrom, and box beam  112  is formed with a pair of perpendicularly extending sleeves  118  and  120 . When the beams  110  and  112  are in position along the side wall  20  and  22 , respectively, the arms  114 ,  116  of beam  110  register and telescope within the sleeves  118 ,  120  to hold them together. See  FIG. 6 . 
     Instead of a connector bar  106  used in the embodiment of  FIGS. 4-8 , the beams  90 ,  92  of one barrier  10  are connected to respective beams  90 ′,  92 ′ of an adjacent barrier  10 ′ with reduced area extensions  122  formed at one end of each beam  90 ,  92 . As best seen in  FIG. 4 , the extensions  122  at the end of beams  90 ,  92  of barrier  10  are inserted within the respective aligning ends of the beams  90 ′,  92 ′ of barrier  10 ′ to connect them together. Such connection can be a friction fit between the extensions  122  and beams  90 ′,  92 ′ or bolts (not shown) can be employed. 
     Still further embodiments of the external reinforcement structure according to this invention are shown in  FIGS. 14 to 15C . These embodiments differ from those described above because instead of securing beams to mounting devices carried by channels  68  and  70 , the barriers  10 ,  10 ′ are modified to incorporate seats in each side wall which mount a beam or slat. The protruding ends of such beams or slats from one barrier are connected to those of an adjacent barrier to form a barrier wall. 
     Referring initially to  FIGS. 14 and 14A , each side wall  20  and  22  of the barrier  10  is formed with a seat  130  which extends longitudinally between the opposed end walls  16  and  18 . Each seat  130  extends from the outer surface of a respective side wall  20 ,  22  toward the hollow interior  24  of the barrier device  10 , forming an inner wall  132 , a top wall  134  and a bottom wall  136 . See  FIG. 14A . These walls  132 ,  134  and  136  of the seat  130  receive and tightly frictionally engage a generally rectangular-shaped slat  138 , which is formed of metal or other rigid material and has a solid cross section. Preferably, the depth of the seat  130  is approximately equal to the thickness of the slat  138  so that the slat  138  is substantially flush with the outer surface of the side walls  20 ,  22  when mounted in place. 
     As seen in  FIG. 14 , opposite ends  140  and  142  of each slat  138 , and opposite end  140 ′,  142 ′ of slat  138 ′, protrude beyond the end walls  16 ,  18  of the barrier devices  10 ,  10 ′ respectively, and are formed with a through bore  144 . In order to connect adjacent barrier devices  10  and  10 ′ together, the through bore  144  in the protruding end  142  of slat  138  of barrier device  10  is aligned with the through bore  144  in the protruding end  140 ′ of the slat  138 ′ in the barrier device  10 ′. A bolt  146  is then inserted through the aligning through bores  244  and secured by a nut. Alternatively, a rod (not shown) can be inserted through the aligning through bores  144  and secured with a cotter pin. 
     Referring now to  FIGS. 15-15C , essentially the same concept described above in connection with  FIGS. 14-14B  is employed except using box beams  150  instead of slats  138 . The side walls  20  and  22  of barrier  10  are each formed with a seat  152  having a cross section defined by an inner wall  154 , spaced from the outer surface of the side walls  20 ,  22 , a top wall  156  and a bottom wall  158 . Each seat  152  frictionally engages a box beam  150 , which are essentially the same construction as the box beams  92  and  112  described above. Preferably, the depth of the seat  152  and the width of the box beam  150  are approximately equal so that the box beam  150  is flush with the outer surface of each side wall  20 ,  22 . 
     Two different structures for connecting the box beams  150  and  150 ′ of adjacent barriers  10  and  10 ′ are depicted in  FIGS. 15A and 15B , although it is contemplated that other connectors could be employed. As seen in  FIG. 15 , opposite ends  160  and  162  of each box beam  150  protrude beyond respective end walls  16  and  18  of the barrier device  10 , and the ends  160 ′,  162 ′ of box beam  150 ′ protrude beyond the end walls  16 ′,  18 ′ of barrier device  10 ′. In the embodiment of  FIG. 15A , the protruding end  162  of box beam  150  mounted to the barrier  10  is connected to the protruding end  160 ′ of the box beam  150 ′ of the barrier  10 ′ by a bracket  164 . The bracket  164  comprises a top plate  166  which spans between and rests atop the protruding ends  162  and  160 ′ of the box beams  150 ,  150 ′, and a bottom plate  168  extending along the bottom surface of the protruding ends  162 ,  160 ′. A pin, bolt of other connector  170  is inserted through one end of both plates  166 ,  168  and the box beam  150  of barrier  10 , as well as the opposite end of both plates  166 ,  168  and the box beam  150 ′ of the barrier  10 ′. Preferably, a pin is employed for the connectors  170  to permit at least limited pivotal motion of the barriers  10  and  10 ′ relative to one another, i.e., each of the plates  166  and  168  can rotate about the pin connector  170 , thus allowing the barriers  10 ,  10 ′ to pivot. 
     An alternative embodiment of the connecting device between the beams  150  and  150 ′ of adjacent barriers  10 ,  10 ′ is shown in  FIG. 15B . This connecting device, or “hitch connector,” includes a first U-shaped member  172  mounted to the protruding end  162  of barrier  10 , a second U-shaped member  174  mounted to the protruding end  160 ′ of barrier  10 ′ and a coupler  176  extending between the members  172 ,  174 . Preferably, the members  172 ,  174  are welded or other permanently mounted to the beams  150 ,  150 ′. The coupler  176  is formed in the general shape of a C-clamp with arms  178  and  180  which engage respective members  172 ,  174 . The free ends of arms  178 ,  180  and are joined by a bolt  182  to secure the coupler  176  in place. Each of the beams  150 ,  150 ′ are permitted to pivot at their connection to the coupler  176 , which, in turn, allows the barriers  10  and  10 ′ pivot relative to one another. 
     Referring now to  FIGS. 16 and 17 , still further embodiments of the slats or beams shown in  FIGS. 14 and 15  are illustrated. Both the slat  138  of  FIG. 14  and the box beam  150  of  FIG. 15  are frictionally retained within the side walls  20 ,  22  of a barrier  10 . In order to provide a more secure connection,  FIGS. 16 and 17  depict arrangements in which a beam or slat is mechanically retained within a seat formed in the side walls  20 ,  22 . In the embodiment of  FIG. 16 , each side wall  20  and  22  of the barrier  10  is formed with a generally T-shaped seat  200  which extends longitudinally between the opposed end walls  16  and  18 . Each seat  200  has an inner wall  202  located within the hollow interior  24  of the barrier  10 , and an outer opening  204  substantially flush with the side wall  20  or  22 . The inner wall  202  is defined by a top portion  206 , bottom portion  208  and side portion  210 , with a shoulder  212  being formed at the outer opening  204 . A correspondingly shaped beam  214 , having a head section  216  connected to a stem section  218 , is inserted into the seat  200  from one end wall  16  to the other end wall  18 , or vice versa. Preferably, the stem section  218  of the beam  214  extends into the outer opening of the seat  200  and is substantially flush with the outer surface of the side wall  20  or  22 . As seen in  FIG. 16 , the beam  214  is mechanically retained within the seat  200  by engagement of the head section  216  of the beam  214  with the shoulder  212  of the seat  200 . 
     Another embodiment of this invention wherein a beam or slat is mechanically retained within a seat formed in the side walls  20  and  22  is shown in  FIG. 17 . In this embodiment, a C-shaped seat  220  having an inner wall  222  and an outer opening  224  is formed in each side wall  20 ,  22 . The seat  220  receives a correspondingly shaped beam or slat  226  which is inserted therein from one of the end walls  16  or  18 . The slat  226  has a flattened outer surface  228  which is substantially flush with the outer surface of the side wall  20  or  22 . Because the outer opening  224  of seat  220  is narrower than the slat  226 , the slat  226  is mechanically retained within the seat  220 . 
     It is contemplated that shapes of seats and beams or slats may be employed other than those shown in  FIGS. 16 and 17  to achieve a “mechanical” retention of the beams within the side walls  20 ,  22 . As such, the key aspect of both  FIGS. 16 and 17  is to provide a seat, such as seats  200  and  220 , each having with a height dimension which is greater than the height dimension of their outer opening. The term “height dimension” as used herein refers to a distance measured in the vertical direction with the seats  200  and  220  in the orientation as shown in  FIGS. 16 and 17 . As such, the height dimension of the inner wall  202  of seat  200  is the vertical distance between the top and bottom portions  206 ,  208 , and the height dimension of the inner wall  222  of seat  220  is considered to be the largest distance which can be measured in the vertical direction. Similarly, the “height dimension” of the outer openings  204  and  224  of the seats  200  and  220 , respectively, is the largest distance which can be measured in the vertical direction. Regardless of the exact shape of the seat in the side wall, and the correspondingly shaped slat or beam, if the height dimension of the inner wall is greater than the height dimension of the outer opening as herein defined, the slats or beams are mechanically retained within the seats. 
     Referring now to  FIGS. 18-20 , a still further embodiment of a mounting device for connecting the protruding ends of the beams or slats shown in previous embodiments is illustrated. A C-shaped clamp  230  is provided having top and bottom legs  232  and  234 , formed with aligning bores  236 , which are integrally formed or connected to a side leg  238 . It has been discovered that the beam or slat connectors shown in  FIGS. 14 ,  15 A and  15 B are subject to wear in the field, and the connector arrangement shown in  FIGS. 12 and 13  can result in problems of wedging of the connector bars  106  within the box beams  90  or  92  of an adjacent barrier device  10 . These problems are eliminated with the C-shaped clamp  230  herein. The C-shaped clamp  230  extends between the ends of box beams  92  and  92 ′ of adjacent barrier devices  10 ,  10 ′ where it is bolted in place, as shown in  FIG. 19 , or extends between the ends of the slats  150 ,  150 ′ of adjacent barrier devices  10 ,  10 ′ where it is similarly bolted in place. See  FIG. 20 . In each case, the side leg  238  of the clamp  230  faces outwardly, in the direction of vehicular or pedestrian traffic. The clamp  230  is formed of rugged, high strength steel or the like which overcomes the potential wear problems with the connectors of  FIGS. 14 ,  15 A and  15 B. Additionally, because there is a space between the top and bottom legs  232 ,  234  opposite the side leg  238  of the C-shaped clamp  230 , no wedging or binding occurs between the clamp  230  and protruding ends of beams  92 ,  92 ′ or  150 ,  150 ′ in the event the barriers  10 ,  10 ′ are moved relative to one another as a result of a vehicle impact or the like. Consequently, unlike the arrangement of  FIGS. 12 and 13 , adjacent barriers  10  and  10 ′ may be readily separated from one another when it is time to disassemble a barrier wall. 
     As shown in  FIG. 3 , the stability of the barrier devices  10  on a particular surface may be enhanced by driving a stake  46  into one or more through bores  44  formed in an internal support  42  of the barrier device  10 . Referring now to  FIGS. 21-24 , additional anchoring devices are shown. In the embodiment of  FIGS. 21 and 22 , a ground anchor  240  is depicted for use with beams  90  and  92  carried by a mounting bracket  94  as shown in  FIGS. 9-11  and discussed in detail above. The ground anchor  240  comprises a turnbuckle  242  connected at one end to the threaded shaft of an upper arm  244  and at the opposite end to the threaded shaft of a lower arm  246 . The upper arm  244  has a yoke  248  which is pivotally connected to tubular connector  250 . The tubular connector  250  is sandwiched between box beam  92  and the mounting bracket  94 , and connected thereto by bolts. Preferably, at least one of the bores formed in the tubular connector  250  to receive the bolts is formed with a slot  252  for added adjustment of the position of the ground anchor  240 . See  FIG. 22 . The lower arm  246  is pivotally connected to a base  254  which may be secured to the ground, a roadway or the like by stakes (not shown) to enhance the stability of the barrier devices  10  and resist their disengagement from one another in the event of an impact with a vehicle or the like. Conventionally, the threads on the shafts of the upper and lower arms  244  and  246  are opposite to one another so that the turnbuckle  242  may be rotated in one direction to extend both arms  244 ,  246  and in the opposite direction to retract them. 
     The embodiment shown in  FIGS. 23 and 24  employs the same ground anchor  240  described above in connection with  FIGS. 21 and 22 , except it is adapted for use with slats  138  or beams  90 ,  92  (or beams  150 ) which are received within a seat in the side walls  20 ,  22  of the barrier device  10 , such as shown in  FIGS. 14 and 15C . In this embodiment, a mounting bracket  94  is inserted within the opening  72  formed in the barrier  10 , as in the embodiment of  FIG. 9 . An L-shaped angle  256  is welded or otherwise affixed to the beam  92  or  150  (or slat  138 ), and the tubular connector  250  is secured by bolts between the angle  256  and mounting bracket  94 . The ground anchor  240  functions in the same manner as described above to assist in stabilizing the barrier devices  10  atop the surface upon which they rest. 
     Referring now to  FIG. 25 , when a number of barrier devices  10  are connected end-to-end to form a barrier wall as described above, the barriers  10  at the outermost ends of the wall have beams  90 ,  92  or slats  138  with ends which are exposed. This can present a hazard to drivers, passengers and pedestrians in the event of an impact. To address this potential problem, a pair of end connectors  258  and  260  are provided. As depicted in  FIG. 25 , the end connector  258  has one end which is mounted to the beam  92 , for example, on one side of the barrier  10 , and the end connector  260  has an end mounted in the same manner to the beam  90  on the opposite side of the barrier  10  (not shown). The free ends of the two connectors  258  and  260  extend into the through bore  72  of another barrier device  10 , which does not include external reinforcement structure, where such ends are connected together. As shown in  FIG. 25 , the end connectors  258  and  260  taper downwardly from their connection to the beams  90 ,  92 , and then connect together within the bore  72 , so as to avoid presenting a sharp end of a beam or slat toward oncoming vehicle or pedestrian traffic. Although the end connectors  258  and  260  are illustrated with the box beams  90  and  92 , it should be understood that they may be employed with the box beams  119 ,  112 , and the slats  138 ,  150 ,  214  and  226 . 
     The embodiment of  FIG. 25  is directed to an “end treatment” for a barrier wall comprising a number of barrier devices  10 ,  10 ′ connected end-to-end which involves structure associated with only the end-most barrier  10  in the wall. There are a number of commercially available “crash cushions” employed on highways and in other applications to absorb the energy of a direct impact with a vehicle, and to protect the vehicle and its occupants from contact with highway barriers, bridges, guard rails and other structures. One crash cushion presently in use is the Trinity Attenuating Crash Cushion or “Trace” unit commercially available from Trinity Highway Products, LLC of Dallas, Tex. 
     Referring to  FIGS. 26-30 , two embodiments are illustrated of a transition device for coupling an end-most barrier  10  of a barrier wall according to this invention with a Trace crash cushion, or similar unit. It should be understood that essentially any crash cushion may be employed with the barrier wall herein, and the details of the Trace crash cushion form no part of this invention and are not described. For purposes of the present discussion, a crash cushion  300  is shown in FIGS.  26 - 30  having an end wall  302  to which the end-most barrier  10  of a barrier wall according to this invention is coupled. 
     One embodiment of a transition device  304  is illustrated in  FIGS. 26-28 . As discussed above, the end-most barrier  10  of the barrier wall has a beam  90  extending along one side wall  20  and another beam  92  located along the side wall  22 . The transition device  304  comprises structure for coupling the beams  90 ,  92  to the end wall  302  of the crash cushion  300 . As best seen in  FIG. 28 , one end of a leg  306  is connected by bolts to a C-shaped clamp  230  to the beam  90 . The C-shaped clamp may be of the type described above in connection with a discussion of  FIG. 18 . The opposite end of the leg  306  is bolted to an end connector  308  which is preferably welded, or otherwise securely affixed, to a mounting plate  310 . Similarly, one end of a second leg  312  is connected by a C-shaped clamp  230  to the beam  92 , and its opposite end is bolted to an end connector  314  which is also securely affixed to the mounting plate  310 . The mounting plate  310 , in turn, is bolted to a pair of I-beams  316  and  318  or similar supports which are preferably bolted to the end wall  302  of crash cushion  300 . The C-shaped clamp  230 , leg  306 , end connector  308 , mounting plate  310  and I-beam  316  may be collectively characterized as a first coupling assembly  320 , while a second coupling assembly  322  is formed by the combination of the C-shaped clamp  230 , leg  312 , end connector  314 , mounting plate  310  and I-beam  318 . 
     An alternative embodiment of a transition device  322  is shown in  FIGS. 29 and 30 . In this embodiment, the legs  306  and  312  of the transition device  304  described above are eliminated. Instead, one end of the beam  90  of the end-most barrier  10  in the barrier wall is connected to end connector  308 , and the beam  92  is connected to the end connector  314 . The end connectors  308 ,  314  are affixed to the mounting plate  310 , as described above, which, in turn, is mounted to I-beams  316 ,  318  connected to the end wall  302  of crash cushion  300 . 
     In addition to the transition devices  304  and  322 , a guard rail or thrie beam  330  is preferably affixed to both sides of the barrier  10  and the crash cushion  300  to connect them together. Referring to  FIGS. 26 and 27 , a thrie beam  330  is attached at one end to the crash cushion  300  and is mounted by a bracket  332  to the side wall  20  of barrier  10 . Similarly, a second thrie beam  330  mounts to the opposite side of the crash cushion  300  and to the side wall  22  of barrier  10 . For ease of illustration, the thrie beams  330  are only shown in  FIGS. 26 and 27 , it being understood that such beams  330  are employed in the embodiment depicted in  FIGS. 29 and 30  in combination with the transition device  322 . 
     The transition devices  304  and  322 , together with the thrie beams  330 , provide a secure connection between the crash cushion  300  and the end-most barrier  10  of the barrier wall to absorb energy and protect the barrier wall from impact with an oncoming vehicle. In turn, the vehicle and its occupants are not exposed to an impact with the ends of the beams  90 ,  92  of the end-most barrier  10  which could prove to be dangerous in the event of a crash. The stability of the barrier wall coupled to the crash cushion  300  is further enhanced by the attachment of a number of ground anchors  240  to selected barrier devices  10 , as described above in connection with a discussion of  FIGS. 21-24 . 
     Flotation of Barrier Devices 
     With reference to  FIG. 7 , in one preferred embodiment of this invention structure is provided to allow the barrier devices  10  and  10 ′ to float by resisting leakage of water within which the device  10  is placed into the hollow interior  24  of the barrier device  10 . Each of the walls  12 ,  14 ,  16 ,  18 ,  20  and  22  is formed with an inner surface  130  located within the hollow interior  24  and an exterior, outer surface  132 . These inner surfaces  130  receive a foam layer  134  having a thickness in the range of about 0.5 to 6 inches. The remainder of the hollow interior  24  is open and can be filled with ballast material through fill holes  33  in the manner described above. The foam layer  134  is effective to seal the inner surface  130  of each wall and substantially prevent leakage of water into the hollow interior  24 . Additionally, the foam layer  134  is puncture resistant, particularly as its thickness is increased, and therefore resists leakage even if the plastic walls of the barrier are damaged by fork lifts or other equipment during transit or assembly of the barriers  10 . 
     The method of forming the barrier device  10  with the foam layer  94  forms no part of this invention, and is therefore not discussed in detail herein. Generally, a rotational molding process is employed in which a polyethylene resin and polyethylene foaming pellets are combined in a mold to form the completed barrier. Each of the walls  12 ,  14 ,  16 ,  18 ,  20  and  22  is therefore formed of a high density polyethylene using this molding technique, preferably having a thickness on the order of about 0.25 inches. One type of polyethylene resin suitable for forming the plastic walls of the barrier  10  are commercially available from ExxonMobil Chemical under the trademark “PAXON,” Type Numbers 7004 and 7204 rotational molding resins. 
     One foam material which can be employed in the rotational molding process noted above to form the foam layer  134  is commercially available from Equistar Chemicals, Inc. of Houston, Tex. under the trademark “PETROTHENE.” A structural foam, semi-rigid foam or flexible PETROTHENE foam may be employed in the barrier  10  and  10 ′ of this invention, whose properties and type numbers are as follows: 
     
       
         
           
               
               
               
             
               
                   
               
               
                 Property 
                 Nominal Value 
                 Units 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                 MSTR005 - Structural Foam 
                   
                   
               
               
                 Density 
                 7 
                 lb/ft 8   
               
               
                 Compressive Modulus 
                 800 
                 psi 
               
               
                 Shrinkage (w/MSTR003, 4 skin) 
                 0.010-0.015 
                 in/in 
               
               
                 Thermal Conductivity (k) 
                 0.435 
                 BTU in/hr ft 2  ° F. 
               
               
                 MSTR008 - Semi-Rigid Foam 
               
               
                 Density 
                 4 
                 lb/ft 3   
               
               
                 Compressive Modulus 
                 180 
                 psi 
               
               
                 Shrinkage (w/MSTR003, 4 skin) 
                 0.010-0.015 
                 in/in 
               
               
                 Thermal Conductivity (k) 
                 0.384 
                 BTU in/hr ft 2  ° F. 
               
               
                 MSTR007 - Flexible Foam 
               
               
                 Density 
                 2 
                 lb/ft 3   
               
               
                 Compressive Modulus 
                 35 
                 psi 
               
               
                 Shrinkage (w/MSTR003, 4 skin) 
                 0.010-0.015 
                 in/in 
               
               
                 Thermal Conductivity (k) 
                 0.357 
                 BTU in/hr ft 2  ° F. 
               
               
                   
               
            
           
         
       
     
     In most instances it is contemplated that a semi-rigid foam would be employed to form the foam layer  134 , such as PETROTHENE Type No. MSTR008, depending on the particular application for which the barrier device is intended. If additional structural rigidity is required, a denser foam with increased compressive modulus may be used such as PETROTHENE Type No. MSTR005. Further, the overall thickness of the foam layer  134  can be controlled in the molding process to increase or decrease the rigidity of the barrier  10 , i.e., the thicker the foam layer  94  the more rigid the walls  12 - 22 . 
     Referring now to  FIG. 8 , a further embodiment of this invention is shown in which the hollow interior  24  of the barrier  10  is completely filled with a foam material to form a solid foam body  136 . One presently preferred foaming material is a two-component polyether-based, low density pour-in-place urethane foam commercially available from North Carolina Foam Industries of Mount Airy, N.C. under the name “NCFI Low Density Pour System 31-120.” The resin properties and reaction properties of this material are as follows: 
     Typical Resin Properties:  
       
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 31-120R 
                 31-120A 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
            
               
                   
                 Viscosity @ 72° F. 
                 500 cps 
                 200 cps 
               
               
                   
                 Weight Per Gallon 
                 9.5 lbs. 
                 10.2 lbs. 
               
               
                   
                 Appearance 
                 amber liquid 
                 brown liquid 
               
               
                   
                 Shelf Life 
                 6 months 
                 6 months 
               
               
                   
                   
               
            
           
         
       
     
     Mix Ratio:  
       
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 31-120R 
                 31-120A 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
            
               
                   
                 Ratio By Weight 
                 100 parts 
                 107 parts 
               
               
                   
                 Ratio By Volume 
                 100 parts 
                 100 parts 
               
               
                   
                   
               
            
           
         
       
     
     Typical Reaction Properties:  
       
     
       
         
           
               
               
             
               
                   
                   
               
               
                   
                 Hand Mix @ 72° F. 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
            
               
                   
                 Cream Time, seconds 
                  32 
               
               
                   
                 Gel Time, seconds 
                 140 
               
               
                   
                 Rise Time, seconds 
                 210 
               
               
                   
                 Density (FRC) 
                 1.9 pcf 
               
               
                   
                   
               
            
           
         
       
     
     As noted above and shown in  FIGS. 4 and 9 , adjacent barriers  10  can be connected end-to-end to form a barrier wall. With the barriers filled with foaming material to form a solid foam body  136  within the hollow interior  24 , the individual barriers  10  and collectively formed barrier wall readily floats in water. Although the embodiment of the barrier  10  shown in  FIG. 7  will also float, it is contemplated that that the provision of a foam body  136  within the barrier interior  24  will result in a more durable structure with better integrity in the event of impact with a vessel or other object. A barrier wall formed with individual barrier devices  10  and  10 ′ of the type shown in  FIG. 13  can be utilized in a variety of marine applications to encircle vessels and other objects in the water, as well as to prevent access to given areas within a port or docking area as desired. Further resistance to impact is provided with the addition of the external reinforcement structure shown in  FIG. 4-6  or  9 - 13 , in combination with the barrier devices  10  including foam material depicted in  FIGS. 7 and 8 . 
     While the invention has been described with reference to a preferred embodiment, it should be understood by those skilled in the art that various changes may be made and equivalents substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. 
     For example, while the barrier  10  of  FIG. 8  is illustrated with a foam body  136  which substantially entirely occupies the volume of the hollow interior  24 , a foam body of lesser volume could be employed. Additionally, the “external reinforcing structure” of this invention is characterized as a “beam” and depicted in the Figs. as either a hollow member having a generally square cross section ( FIGS. 4-6 ,  9 - 13  and  15 - 15 C) or a solid, substantially rectangular-shaped slat ( FIGS. 14 and 14A ). It should be understood that the term “beam” as used herein is not limited to the particular structures shown, but is meant to broadly include hollow and solid members of essentially any cross sectional shape as well as members whose outer surface includes openings such as a cage structure or the like. 
     Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.