A traffic barrier and soundwall system is disclosed having wide-flanged [or H-posts] vertical posts oriented with a flange facing a roadway. Traffic barriers are located between them. The barriers have recesses at the intersection of their backs and ends. An angle bracket is positioned in the recess to separate the post from the barrier. A U-shaped strap has a base and a pair of arms extending from the base. Traffic barriers are positioned against the posts so that the angle brackets in the recesses are adjacent to the road-facing flange of the post. A strap fastener connects an arm of the strap to the recess of each of the adjacent traffic barriers. In this way, the base of the strap surrounds the rearward-facing flange of the post to secure the traffic barriers to the post. Sound barrier panels are located on the top of the traffic barriers, secured between the webs of the neighboring posts.

A system and method for anchoring a traffic barrier to a road is disclosed. The traffic barrier has a footer and a wall extending inward and upward from the footer to a top surface. Anchor recesses intersect the footer. A footer port extends through the footer beneath the anchor recess. An insert having a head portion and probe is positioned in the anchor recess and footer port. An insert port extends through the head portion and probe in angular relation to the longitudinal centerline of the barrier. The insert port aligns a drill for drilling a subsurface hole at a predetermined angle extending beneath the traffic barrier. Epoxy is inserted into the hole and a threaded rod is inserted through the insert port to be adhered to the road by the epoxy. A threaded fastener is connected to the threaded rod above the insert.

Various embodiments of an adjustable mold and method for making precast concrete traffic barrier panels with different geometries are disclosed. The panels are used for creating a continuous traffic barrier by placing the panels in a contiguous side-by-side arrangement adjacent a roadway atop a modular earth retaining wall. Each traffic barrier panel has a body with at least front, back, top, bottom, left, and right sides. The mold body has a plurality of walls that define an interior chamber, a door opening to the interior chamber, and a concrete inlet to the interior chamber. The door is designed to be installed on and to be uninstalled from the mold body to respectively close and open the door opening. The door has left side and right side forming panels that are designed to define respectively a left side two-dimensional geometry and a right side two-dimensional geometry of the left and right sides respectively of a traffic barrier panel to be made. The left side and right side two-dimensional geometries are changeable by interchanging the door with differently oriented forming panels or by adjusting two-dimensional orientations of each of the left side and right side forming panels on the existing door. The interior chamber of the mold body in combination with an interior side of the door define an outer surface geometry of the front, back, top, bottom, left, and right sides of the traffic barrier panel to be made.

A structural barrier and energy absorbing device comprises a plurality of structural elements. The structural element alone or in a plurality may serve as a traversal impediment or energy absorbing device, such as a pedestrian barrier, vehicular barrier, anti-tank obstacle, ballistic barrier, or the like. The structural element may be a tetrapod such that it comprises an element body having four extension portions that extend outwardly from the interior center to a distal end, such that the structural element maintains an identical orientation and a low center of gravity in each of four resting positions. The structural element may be a solid-state structural element comprised of a particular material or a portable and collapsible structural element wherein the element body comprises an outer skin defining an interior void space, such that during set-up or installation the interior void space may be filled with a filler substance onsite.

A transition barrier for transitioning from a permanent median barrier to a temporary median barrier, the transition barrier having: a) a first end; the first end being connectable to the permanent median barrier by a permanent median barrier connector; b) a second end; the second end being connectable to the temporary median barrier by a temporary median barrier connector; c) a transition section defining a transition wall of a predetermined length between the first end and the second end; the transition wall having a top, bottom, front and a back; d) at least one barrier brace proximate the transition wall, for supporting said transition wall; and e) at least one spacer, proximate the back of the transition wall for contact with a surface of the permanent concrete barrier.

A barrier connector for a concrete structure includes a base plate having a plurality of spaced apart openings. A plurality of anchor bolts is disposed through respective ones of the plurality of openings. Each of the anchor bolts has a feature at one longitudinal end extending away from a longitudinal axis of the anchor bolt. A lock nut disposed on a threaded portion of each anchor bolt on one side of the base plate. A threaded coupling is attached to the threaded portion of each anchor bolt on an opposed side of the base plate to the anchor nut, wherein the anchor bolts are affixed to the base plate without welding.

A kerb barrier includes: a first barrier member having a length, the first barrier defining a cavity; and a second barrier member in the cavity of the first barrier that extends substantially along the length of the first barrier member, wherein a base of the second barrier member is fixable to a base of the first barrier member, wherein, upon side impact, a region of the first barrier member is configured to bend relative to the second barrier member about a first bending point defined by the first barrier member, wherein the first barrier member is configured to act on the second barrier member such that the region of the first barrier member and a region of the second barrier member are configured to bend about a second bending point defined by the second barrier member, wherein the second bending point is spaced apart from the first bending point.

Embodiments of the present disclosure provide systems, apparatuses, and methods for the connection of modular traffic barriers to limit the deflection and roll during a vehicular impact with the traffic barriers.

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; mitigating risks of “catapulting” or “vaulting” of vehicles; and/or otherwise improving protection provided by the barrier), facilitating transportation, installation and/or transfer of the barrier at the roadway, and/or enhancing other aspects of the barrier.

A road safety barrier including a plurality of modular blocks made of concrete placed in series and adjacent to each other near at least one of their vertical end portions including a seat that extends along the vertical direction. The road safety barrier including also, at least one anchoring element made of steel able to be placed inside said seat and having a H-shaped section being able to mutually constrain adjacent modular blocks along substantially the entire extension of the at least one of their vertical end portions, and a real time data acquiring and transmission system configured to detect an impact on at least one of the plurality of modular blocks and to transmit a real time warning to an operation center.