Patent Description:
One existing transition barrier consists of a <NUM> long steel channel running the length of the transition between a permanent concrete barrier and a temporary concrete barrier with two <NUM> long steel beam guide rails (SBGR) (one steel beam guide rail fitted matingly atop the other) running the length of the transition and secured onto the steel channel (acting as a stiffener) via <NUM> diameter bolts at <NUM> intervals along the length of the steel channel. The existing system also includes a second <NUM> long steel channel running the length of the transition just below the two SBGR. One end of each of the i) two <NUM> long SBGR and ii) <NUM> long steel channel running just below the two SBGR is secured onto the permanent concrete barrier with anchor bolts and the other end of each of the i) two <NUM> long SBGR and ii) <NUM> long steel channel running just below the two SBGR is secured onto the temporary concrete barrier with anchor bolts. Experience has shown that the above system is not rigid enough, and creates a pocket in the rail during impact by a vehicle, causing the vehicle to spin around or stop suddenly. Furthermore, if deflection of the vehicle occurs, deflection may cause the temporary transition wall to buckle, or cause the vehicle to snag on the temporary transition wall rather than be re-directed. Both results may cause serious injury to the occupant(s) of the vehicle and/or result in a secondary collision.

Other transition barriers include <CIT>, <CIT>, <CIT>, <CIT> and <CIT>.

There is a need for a transition barrier that may be temporary and/or permanent. There is a need for a temporary transition barrier that mitigates vehicle spin around and/or flip over, during collision into a temporary transition barrier. There is also need for a temporary transition barrier that minimizes deflection upon impact. There is also a need for a temporary transition barrier that complies with the Manual for Assessing Safety Hardware (MASH). MASH is part of the American Association of State Highway and Transportation Officials (AASHTO). MASH provides evaluation techniques for the crash testing of safety hardware devices for use on the National highway System (NHS). MASH presents uniform guidelines for crash testing permanent and temporary highway safety features and recommends evaluation criteria to assess test results. The MASH report is available at https://bookstore. transportation. There is also a need for a temporary transition barrier useful with a road sign support system.

According to one aspect, there is provided a transition barrier as defined in claim <NUM>, preferably a temporary transition barrier, for transition from a permanent median barrier to a temporary median barrier, said transition barrier comprising:.

According to yet another embodiment, said at least one spacer is adjustable in position along said at least one barrier brace. Preferably said at least one spacer is adjustable along the horizontal length of said at least one barrier brace.

According to yet another embodiment, said at least one space is a tube. In one embodiment a resilient tube. In embodiment, an inflexible tube. Preferably said tube having a height similar to the transition wall. In another embodiment said tube having a height similar to the median barrier (preferably said permanent median barrier). Said tube is adjustable along said barrier brace to provide a snug fit between said transition section (preferably transition wall) and said median barrier (preferably said permanent median barrier).

According to yet another aspect, there is provided the use of a transition barrier, preferably a temporary transition barrier, as described herein, with a permanent median barrier and a temporary median barrier.

According to yet another aspect, there is provided a method of forming a transition barrier as defined in claim <NUM>, preferably a temporary transition barrier, between two median barriers, preferably between a permanent median barrier and a temporary median barrier, said method comprising connecting the transition barrier as described herein to said median barriers, said first end of said transition barrier to one median barrier and said second end of said transition barrier to another median barrier, more preferably connecting a first end of said transition barrier to a permanent median barrier and a second end of said transition barrier to said temporary median barrier, respectively.

In a preferred embodiment, the permanent median barrier is a New Jersey Concrete Safety Shape Barrier (also known as NJ-shape, Jersey and NJ barrier) known to persons of skill in the art. In a preferred embodiment, the transition wall of the temporary transition barrier has a profile of a NJ-shape barrier. The NJ barrier has a profile with a lower wall portion having a sloped face of <NUM> degrees from the road surface followed by an upper wall portion having a sloped face of <NUM> degrees from the road surface. Typically, for shallow-angle hits, the vehicle tires ride up on the lower sloped face. The intention being to minimize damage to the sheet metal of a vehicle during a collision with the barrier. For higher impact angles, typically, the front bumper of a vehicle impacts the upper sloped face and slides upwards on the barrier lifting the vehicle. If the bumper is relatively weak, the front end starts to crush before any uplift occurs. Then, as the vehicle becomes more nearly parallel with the barrier, the wheel contacts the lower sloped face of the barrier lifting the vehicle enough to reduce the friction between the tires and the paved surface and assisting in banking and redirecting the vehicle.

Even more preferably, the permanent median barrier is an F-shape barrier. The one difference between the F-shape barrier and the NJ barrier is the distance from the ground to the slope break is <NUM> in NJ barriers, versus <NUM> for F-shape barriers. An F-shaped barrier is not shaped like the letter "F". F-shape resulted from a study in which various configurations of NJ barriers were labeled A through F, with F being the preferred design. The F-shape barrier has a <NUM> vertical face at the pavement surface and breaks to a sloped face rising to a height of <NUM> at an angle of <NUM> degrees, and then transitions to a substantially vertical face (<NUM> degrees) to the top of the barrier. The F-shape barrier is also slightly thicker at the top of the wall (<NUM>) versus <NUM> of the NJ barrier.

According to one embodiment, the transition wall has an F-shape barrier profile.

Even yet more preferably, the permanent median barrier is a <NUM> Tall Wall New Jersey concrete barrier and the temporary median barrier is a pre-cast F-shape concrete barrier. Preferably the temporary median barrier is secured to a road surface, more preferably the temporary median barrier is secured to a road surface along one side of said temporary median barrier, preferably pinned-down to a road surface. More preferably a pre-cast F-shape concrete barrier is secured to a road surface, preferably pinned-down, more preferably pinned-down to asphalt with a drift pin, preferably a plurality of drift pins, more preferably a plurality of steel drift pins, wherein each of said steel drift pins are preferably of a length and configuration meeting the Ministry of Transportation Ontario Drawing (MTOD) <NUM><NUM> January <NUM>. Preferably the pre-cast F-shape concrete barrier is pinned-down along one side thereof.

According to yet another embodiment, the transition wall has a <NUM> Tall Wall New Jersey concrete barrier profile.

According to another embodiment, there is provided a temporary transition barrier as described herein which is Manual for Assessing Safety Hardware (MASH) compliant and/or Canadian Highway Bridge Design Code compliant for at least one of wind, seismic and environmental loading. Preferably said temporary transition barrier is MASH compliant for MASH tests <NUM>-<NUM> and <NUM>-<NUM>. MASH is part of the American Association of State Highway and Transportation Officials (AASHTO). MASH provides evaluation techniques for the crash testing of safety hardware devices for use on the National Highway System (NHS). MASH presents uniform guidelines for crash testing permanent and temporary highway safety features and recommends evaluation criteria to assess test results. The MASH report is available at https://bookstore. transportation.

The Canadian Highway Bridge Design Code and the AASHTO apply to the design, evaluation, and structural rehabilitation design of fixed and movable highway bridges including provisions for the design of barriers, highway accessory supports of a structural nature, such as lighting poles, and sign support structures.

According to yet another embodiment, there is provided a pair of transition barriers as described herein, preferably temporary transition barriers, for use on a road surface having at least two directions of traffic flow, typically separated by a permanent median barrier, wherein one of said pair of transition barriers is erectable along one traffic flow direction and another of said pair of transition barriers is erectable along another traffic flow direction.

According to yet another embodiment, there is provided a transition barrier, preferably a temporary transition barrier, as described herein in combination with a support system, preferably a sign support system, more preferably a sign support system as described in our co-pending application <CIT>. Preferably when in combination with a support system, there are at least two transition barriers, preferably at least two temporary transition barriers, as described herein, more preferably a temporary transition barrier one either side of the support system.

Further and other aspects will become apparent upon reading the following detailed description.

Referring now to the Figures, there is shown a transition barrier <NUM>, connected at a first end to the surface of a permanent concrete median barrier <NUM> and connected at a second end to the end of a temporary concrete median barrier <NUM>. The permanent concrete median barrier <NUM> in this case is a New Jersey Tall Wall keyed-in barrier. The temporary concrete median barrier <NUM> in this case is a <NUM>-inch Tall X-bolt (or cross bolt) barrier with cutout. The transition barrier <NUM> has a transition wall <NUM> with an outer profile <NUM> resembling the profile <NUM> of the permanent concrete median barrier <NUM> being the New Jersey Tall Wall keyed-in barrier. The outer profile <NUM> consists of a lower sloped wall <NUM> transitioning to a higher sloped wall <NUM>. The transition wall <NUM> is made of steel. It may be made of a number of steel plates suitably joined together at the ends thereof or it may be a single steel plate. If joined together at the ends thereof, the joining technique should be one in which the joined plates will behave as a single steel plate.

The transition wall is further rigidified by a number of spaced apart horizontal braces <NUM> (<FIG>) on the inner profile <NUM> thereof. At the first end <NUM> of the transition wall <NUM>, each of said horizontal braces is tapered <NUM> downwards to the first end <NUM> to reduce the transition angle between the transition wall <NUM> and the permanent concrete median barrier <NUM>. In this instance, the transition angle is <NUM> degrees. Each of said horizontal braces <NUM> is a HSS (hollow structural section) with a hollow rectangular tubular cross section (although other suitable cross sections may be used) made of structural steel grade ASTM A500C. In this embodiment, there are four horizontal braces <NUM>. The top three of said horizontal braces are made of HSS 4x2x0. <NUM> inches No. <NUM> and are positioned on the inner profile <NUM> of the higher sloped wall <NUM>. The fourth of said horizontal braces is made of HSS 4x2x0. <NUM> inches No. <NUM> and is position on the inner profile <NUM> of the lower sloped wall <NUM>. Each of said horizontal braces <NUM> is welded onto the inner profile <NUM> of the transition wall <NUM>. In this embodiment, given the transition wall comprises a number of steel plates, the transition wall <NUM> includes a number of backing plates <NUM> (<FIG>) between each of the spaced apart horizontal braces <NUM>. Each of said backing plates is welded onto the inner profile <NUM> of the transition wall. The backing plates <NUM> serve to obtain optimal (preferably <NUM>%) penetration welds to structurally simulate a single steel plate for the transition wall <NUM>. At predetermined positions, the inner profile <NUM> of the transition wall <NUM> includes a number of spaced apart vertical braces <NUM>. In this embodiment there are four spaced apart vertical braces <NUM>. Each of said vertical braces <NUM> is made of HSS 6x6x0. <NUM> inches. Each of said spaced apart vertical braces <NUM> is of a hollow rectangular tubular cross section (although other cross sections may be used). Each of said spaced apart vertical braces <NUM> is welded onto each of the horizontal braces <NUM>. The first vertical brace <NUM> (<FIG>, <FIG>, <FIG>, <FIG>) proximate the first end <NUM> serves as a non-adjustable spacer to sit against the surface of the permanent concrete median barrier <NUM>. The second vertical brace <NUM> (<FIG>, <FIG>, <FIG>) proximate the first vertical brace <NUM> also serves as a non-adjustable spacer to sit against the surface of the permanent concrete median barrier <NUM>. Vertical brace <NUM> extends beyond vertical brace <NUM> to compensate for the greater distance between the transition wall and the vertical brace <NUM>. The third <NUM> and fourth <NUM> vertical braces (<FIG>, <FIG>, <FIG>, <FIG>, <FIG>) each serve as an adjustable brace, each having a brace plate <NUM> (shown in <FIG>) connected to each of the third <NUM> and fourth <NUM> vertical braces to a brace plate jack screw <NUM> by a ball joint <NUM> allowing each brace plate <NUM> to move along the length of the brace plate jack screw <NUM> and the ball joint <NUM> allowing each brace plate <NUM> to be adjusted on the plane thereof. Each brace plate <NUM> is a flat square configuration made of HSS. In this embodiment, the size of each brace plate <NUM> is <NUM> by <NUM> by <NUM> thick. However, the brace plate may be of any size and shape that allows for transference of load during a collision or impact on the temporary transition barrier <NUM> from the transition wall <NUM> to the permanent concrete median barrier <NUM>.

The first end <NUM> of the transition wall <NUM> is attached to the surface of the permanent concrete median barrier <NUM> by a number of socket button head cap screws <NUM> and hardened flat washers with each screw having a hardened flat washer thereon. Each screw is then fastened in place in a complementary internal threaded insert <NUM> in the permanent concrete median barrier <NUM> (<FIG>). The angle made between the fastened transition wall <NUM> and the permanent concrete median barrier <NUM> is about <NUM> degrees. However, the angle may differ depending on the specific need.

The second end <NUM> of the transition wall <NUM> is attached to the end <NUM> of the temporary median barrier <NUM> via steel shroud <NUM> enveloping the end <NUM> of the temporary median barrier <NUM> (See <FIG>). The steel shroud <NUM> facilitates the shape of the transition wall <NUM> is maintained and that separation of the transition wall <NUM> from the horizontal braces <NUM> and vertical braces <NUM> is minimized. The steel shroud <NUM> is connected to the inner profile of the transition wall via a steel shroud vertical brace <NUM>. The steel shroud vertical brace <NUM> is similar in shape as the vertical braces <NUM>. The steel shroud is connected to the steel shroud vertical brace <NUM> by a threaded cross bolt system <NUM>. In this embodiment, the steel shroud is connected to the steel shroud vertical brace by a pair of threaded cross bolts. One end <NUM> of each threaded cross bolt is connected to the transition wall <NUM> with a threaded cross bolt nut <NUM>. The second end <NUM> of each threaded cross bolt is connected to end <NUM> of the temporary median barrier <NUM> utilizing an x-type connection of the temporary median barrier <NUM> with a threaded cross bolt nut <NUM>. A cup washer <NUM> is inserted into a complementary cross bolt void <NUM> found on the temporary median barrier <NUM> providing a bearing surface on the wall <NUM> further minimizing the temporary transition barrier <NUM> from separating from the temporary median barrier <NUM>. The cup washer <NUM> has a low profile to minimize snagging of the sheet metal of a vehicle during impact.

Referring now to <FIG> and <FIG>, there is depicted a sign support system in use with the transition barrier wherein the sign support system is positioned and secured between parallel spaced apart temporary barriers <NUM>. Barriers <NUM> are connected to permanent barriers <NUM> via transition wall <NUM>.

Referring now to <FIG>, there is depicted a variant of the vertical spacers. In this instance, spacers <NUM> and <NUM> are tubes made of round steel section (with or without internal stiffeners) grade ASTM A500C or similar HSS or pipe grades. Each spacer is secured on a horizontal brace of the transition wall <NUM> via a nut and bolt system (or equivalent). Depending on the spacing between the transition wall <NUM> and the median barrier <NUM>, each spacer <NUM> and <NUM> is positioned along the length of the horizontal brace to provide a snug fit between the transition wall <NUM> and the median barrier <NUM> while absorbing and transferring any load from the transition wall <NUM> to the median barrier <NUM> during impact or collision.

Referring now to <FIG>, there is depicted another variant of the vertical spacers. In this instance, spacers <NUM> and <NUM> are similar to spacer <NUM> of <FIG>, but the spacers <NUM> and <NUM> are adjustable along the horizontal brace by a spaced apart apertures <NUM> found along two horizontal braces. The spaced apart apertures <NUM> are situated along the portion of the horizontal braces between the vertical braces <NUM>. The spacers <NUM> and <NUM> are each secured to the desired location by a threaded bolt and nut at the desired apertures <NUM>.

The following are examples of a temporary transition barrier of the present disclosure undergoing MASH testing.

The evaluation criteria for test MASH <NUM>-<NUM> includes assessing structural adequacy and occupant risk during impact by a test vehicle. Structural adequacy evaluation criteria includes the test article should contain and redirect the vehicle or bring the vehicle to a controlled stop; the vehicle should not penetrate, underride, or override the installation although controlled lateral deflection of the test article is acceptable (as per TABLE <NUM>-<NUM>. Safety Evaluation Guidelines of the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware <NUM>). Occupant risk evaluation criteria includes detached elements, fragments, or other debris from the test article should not penetrate or show potential for penetrating the occupant compartment, or present undue hazard to other traffic, pedestrians, or personnel in a work zone. Deformations of, or intrusions into, the occupant compartment should not exceed limits set forth in Section <NUM> as follows: roof ≤<NUM> in. (<NUM>), windshield-no tear of plastic liner and maximum deformation of <NUM> in. (<NUM>), window-no shattering of a side window resulting from direct contact with a structural member of the test article (this requires the side windows to be in the up position for testing)-in cases where the windows are laminated, the guidelines for windshields will apply, wheel/foot well and toe pan areas ≤ <NUM> in. (<NUM>), side front panel (forward of A-pillar) ≤ <NUM> in. (<NUM>), front side door area (above seat) ≤ <NUM> in. (<NUM>), front side door area (below seat) ≤ <NUM> in. (<NUM>), and floor pan and transmission tunnel areas ≤ <NUM> in. (<NUM>); and Appendix E. (as per TABLE <NUM>-<NUM>. Safety Evaluation Guidelines of the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware <NUM>); the vehicle should remain upright during and after collision-the maximum roll and pitch angles are not to exceed <NUM> degrees (as per TABLE <NUM>-<NUM>. Safety Evaluation Guidelines of the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware <NUM>); Occupant impact velocities (OIV) maximum limit for the longitudinal and lateral component is <NUM> ft/s (<NUM>/s) (as per TABLE <NUM>-<NUM>. Safety Evaluation Guidelines of the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware <NUM>); and occupant ridedown acceleration maximum limit for longitudinal and lateral component is <NUM> (as per TABLE <NUM>-<NUM>. Safety Evaluation Guidelines of the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware <NUM>). The temporary pinned-down precast F-shape barrier branched off from the permanent <NUM> Tall Wall New Jersey profile concrete median barrier until it became parallel to the permanent <NUM> Tall Wall New Jersey profile concrete median barrier. A second row of the precast pinned barrier branched off on the opposite side of the permanent <NUM> Tall Wall New Jersey profile concrete median barrier as shown in <FIG>.

MASH test <NUM>-<NUM> involved impacting the temporary transition barrier at the critical impact point (CIP) with a small passenger vehicle (<NUM> test inertia mass) at a target impact speed and angle of <NUM>/h and <NUM> degrees respectively, to the transition barrier. Actual impact speed and angle were within MASH specified tolerances. After the impact, the vehicle was successfully contained and redirected. The maximum occupant impact velocity (OIV) and the ridedown acceleration were within MASH specified tolerances. The temporary transition barrier complied with MASH <NUM>-<NUM>.

The conditions of MASH test <NUM>-<NUM> were the same as MASH <NUM>-<NUM> save for the following:
MASH test <NUM>-<NUM> involves impacting the temporary transition barrier at the critical impact point (CIP) with a quad-cab pickup truck (<NUM> test inertia mass) at a target impact speed and angle of <NUM>/h and <NUM> degrees respectively, to the transition barrier. Actual impact speed and angle were within MASH specified tolerances. After the impact, the vehicle was successfully contained and redirected. The maximum occupant impact velocity (OIV) and the ridedown acceleration were within MASH specified tolerances. The temporary transition barrier complied with MASH <NUM>-<NUM>.

Claim 1:
A transition barrier (<NUM>) for transitioning from a permanent median barrier (<NUM>) to a temporary median barrier (<NUM>), said transition barrier (<NUM>) comprising:
a) a first end; said first end being connectable to said permanent median barrier (<NUM>) by a permanent median barrier connector;
b) a second end; said second end being connectable to said temporary median barrier (<NUM>) by a temporary median barrier connector;
c) a transition section defining a transition wall (<NUM>) of a predetermined length between said first end and said second end; said transition wall (<NUM>) having a top, bottom, front and a back;
d) at least one barrier brace proximate said transition wall (<NUM>), for supporting said transition wall (<NUM>); and
e) at least one spacer, proximate the back of said transition wall (<NUM>) for contact with a surface of said permanent median barrier (<NUM>), characterized in that the at least one spacer comprises a plurality of spacers, said plurality of spacers are a combination of fixed in length spacers and adjustable in length spacers.