Provided are a connector and a connection system for concrete barriers. The connector is configured to slip-fit into a cross-shaped gap formed between the concrete barriers. The connector includes a saddle member and a fork member. The saddle member includes a base plate and peripheral plates. The peripheral plates extend at angles from the base plate to define a channel extending along the length of the base plate. The fork member extends from the base plate of the saddle member. The fork member includes an elongated base, flanges, and legs. The elongated base extends in the channel between the peripheral plates at least along the width of the base plate. The flanges are transverse to the elongated base forming a cross-shaped structure disposed in the channel with the flanges that extend toward the open ends of the channel. The legs extend separately from the elongated base.

A vehicle barrier system is provided. The system includes a barrier structure integrally connected to a moment slab. The barrier structure includes a front curb section connected to two side curb sections that each extend at an angle from the front curb section in a direction toward the moment slab. The front and side curb sections are formed by a casing into which concrete is poured. The barrier structure and moment slab are cast-in-place concrete structures. The barrier structure may be installed on top of an elevated structure so that a vehicle may back up to the front curb section and dump material from the elevated structure. The barrier structure includes opposing walls on either side of the moment slab to contain and redirect any dumped material into a receiving structure.

An elongate barrier (3) comprises an outer shell in an elongate lower section of the barrier that defines a cavity (11) that receives and contains a pourable settable ballast material when the barrier is being manufactured. The barrier also comprises a solid block (15) of a ballast material in the cavity formed from the pourable settable ballast material.

A barrier transition framework such as for use as a bridge transition, is disclosed for connection to a concrete anchor at an entrance, comprising a tubular upper transition chord having first and second beveled ends, and a tubular lower transition chord having first and second beveled ends. The first beveled ends of each of the upper and lower chords are welded to an approach deflector. The second beveled ends of each of the upper and lower chords are welded to an anchorage plate. A transition assembly is formed by connecting thrie-beams to the road-side of the transition framework. A thrie-beam may also be connected to the field-side of the transition framework. The disclosed transition framework provides a preassembled solid four bar structure with exceptional resistance to deflection in both the vertical and horizontal planes, that spans a greater distance than convention transitions.

A safety barrier includes: a body installed on a road; a steel plate portion placed between the body and the road; and an anchor portion passing through the steel plate portion and having an upper part buried in the body and a lower part buried in the road, wherein a first space in which a middle part of the anchor portion other than the upper part and the lower part is placed, is formed between the body and the road, and when an impact is applied to the body, the body is moved while accompanying bending deformation of the middle part in the first space so that the impact is absorbed, and after bending deformation of the middle part occurs, the steel plate portion breaks the anchor portion to implement further movement of the body caused by the impact so that the impact is dispersed.

A barrier for a roadway (e.g., a highway, bridge, or other road), which can be used to manage vehicular traffic, such as to establish lanes, protect motorists and other people (e.g., pedestrians, constructions workers, etc.) against crashes or other impacts, and/or other purposes, and which may be configured to enhance its use and performance, such as by better protecting the motorists and others when impacted by vehicles (e.g., reducing deflection by deflecting less or substantially not deflecting and/or otherwise improving protection provided by the barrier), facilitating transportation, installation, removal, and/or transfer of the barrier at the roadway, and/or enhancing other aspects of the barrier. For example, the barrier may be designed to protect against (e.g., prevent or reduce) deformation, breakage and/or other deterioration of interfaces (e.g., connections and/or interfacing material) of components of the barrier that may move relative to one another (e.g., when impacted by vehicles).

A method of slip forming a concrete structure can include using a first slip form mold that travels along a path to form a portion of a concrete structure by delivering a first flow of concrete into the first mold through a first hopper. The first hopper can be configured to receive the first flow of concrete. The portion of the concrete structure can be modified using a second slip form mold different from the first mold by advancing the second mold along the concrete structure and, while advancing the second mold, delivering a second flow of concrete into the second mold through a second hopper that is configured to receive the second flow of concrete.

A barrier wall has a first vertical support and a second vertical support. A first wall panel is disposed between the first vertical support and second vertical support. A second wall panel is disposed between the first vertical support and second vertical support over the first wall panel. An I-beam is disposed between the first wall panel and second wall panel. The I-beam includes a first flange and second flange extending into the first wall panel and second wall panel. A cable is disposed between the first wall panel and second wall panel. The I-beam includes a ridge around the cable. A grounding cable is attached to the I-beam. The first wall panel includes a first channel extending for a length of the first wall panel. A first sound absorbing material strip is disposed in the first channel. A traffic barrier is disposed under the first wall panel.

A system and a method for sawing control joints in concrete barriers is provided. The system includes a barrier mounting frame slidably mountable about the barrier, on the top, first and second lateral faces of the barrier. The system also includes a saw attachment having a circular saw attached thereto, the circular saw being manually operable. A linkage assembly connects the frame mounting barrier to the saw attachment, and allows to manually move the circular saw up or down, and towards or away from the barrier, when in use, to create the control joint transversally along the top, first and second lateral faces of the barrier.

A K rail end cap is fixed to ends of the K rails to repair chipped K rails or protect the ends of undamaged K rails. The caps are preferably a plastic material or the like, are between 0.093 inches and 0.125 inches thick, and about 9 inches deep. The caps slip over the top, sides, and bottom of the K rail ends, and may be glued in place. An opening in the face of the caps exposes metal loops at each end of the K rails to allow connection of consecutive K rails after the caps are attached.