FLEXIBLE TENSIONED CRASH BARRIER

Abstract

A roadside crash barrier configured for deflecting errant vehicles towards the road. The barrier comprising at least one tensioned flexible strap comprising a planar face facing the road in use. Compared to prior art systems, the present invention reduces the chances of injury to motorcyclists, as well as being fast and easy to install. A collapsible end anchor for holding the tension of the straps is also described herein, where the end anchor is configured to reduce vehicle rollover should end on impact occur whilst still retaining the effectiveness of the retained road barrier.

Claims

1. An end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a support post configured to receive the flexible members at or near the road barrier end, the support post configured to pivot in a direction away from the terminal end, b. a trigger post at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post comprising a trigger hinge about which the trigger post is configured to pivot in a direction towards the barrier end when so engaged by a vehicle, c. a support unit configured to be affixed securely to the ground and receiving and restraining the ends of the flexible members, the base hinge of the support post and the trigger hinge of the trigger post both engaged with the support unit, d. a bracing arrangement comprising at least one bracing element pivotably engaged at one of its ends to the support post via a support post hinge and releasably pivotably engaged at another end to a cam arrangement via a cam end hinge, the bracing arrangement bracing the support post to maintain the tension of the flexible members, the cam arrangement comprising a cam hinge about which the cam arrangement is pivotably engaged with the support unit, and e. an actuator extending between the trigger post and the cam arrangement, wherein the trigger post is configured to pivot about its trigger hinge in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator to cause the cam arrangement to pivot about its cam hinge, releasing the cam end hinge of the at least one bracing element from its pivotable engagement to the cam arrangement such that the bracing arrangement no longer braces the support post, permitting at least partial collapse of said support post and a release in the tension of the flexible members.

2. The end anchor as claimed in claim 1, wherein said at least partial collapse of said support post and release in the tension of the flexible members reduces a height of at least part of the road barrier and/or end anchor so as to at least limit and/or prevent rollover of the oncoming vehicle.

3. The end anchor as claimed in claim 1, wherein the bracing arrangement is configured such that, after said at least partial collapse of said support post, the at least one bracing element is configured for releasable pivotable reengagement to the cam arrangement.

4. The end anchor as claimed in claim 3, wherein said reengagement of the at least one bracing element to the cam arrangement permits the bracing arrangement to re-brace the support post.

5. The end anchor of claim 1, wherein said bracing arrangement bracing the support post to maintain the tension of the flexible members defines an operative condition of the end anchor and wherein said at least partial collapse of said support post and said release in the tension of the flexible members defines a collapsed condition of the end anchor.

6. The end anchor of claim 5, wherein the end anchor is adapted to switch between, and/or be switched or moved between, said operative condition and said collapsed condition.

7. The end anchor of claim 5, wherein the end anchor is configured to be movable to the operative condition from the collapsed condition.

8. The end anchor as claimed in claim 1, wherein an actuator cam end of the actuator is connected to the cam arrangement at an actuator receiver of the cam arrangement and, wherein an actuator trigger end of the actuator is connected to the trigger post at an actuator catch of the trigger post.

9. The end anchor as claimed in claim 8, wherein the actuator catch of the trigger post is positioned beneath the trigger hinge, when said trigger post is in an upright non-impacted position, such that upon contact and engagement by a vehicle, a pivoting of the trigger post about the trigger hinge causes said actuator catch to move in a direction away from the barrier end.

10. The end anchor as claimed in claim 9, wherein a movement of the actuator catch in a direction away from the barrier end causes a movement of the actuator cam end also in a direction away from the barrier end.

11. The end anchor as claimed in claim 10, wherein a movement of the actuator cam end in a direction away from the barrier end causes a movement of the actuator receiver of the cam arrangement in a direction away from the barrier end and a resulting pivoting of the cam arrangement about its cam hinge.

12. The end anchor as claimed in claim 11, wherein the actuator receiver is positioned at or on at least one cam flange of the cam arrangement spaced apart from a position of the cam hinge on said at least one cam flange.

13. The end anchor as claimed in claim 12, wherein said at least one cam flange comprises a bracing slot adapted to releasably receive said cam end hinge of the at least one bracing element.

14. The end anchor as claimed in claim 13, wherein said bracing slot is positioned at or on said at least one cam flange spaced apart from the position of the cam hinge on said at least one cam flange and from the position of the actuator receiver on said at least one cam flange.

15. The end anchor as claimed in claim 14, wherein said support unit comprises a plate formed into an inverted channel extending longitudinally across the end anchor.

16. The end anchor as claimed in claim 15, wherein said inverted channel at least partially houses and/or receives the support post, the base hinge of said support post, the trigger post, the trigger hinge of said trigger post, the actuator, the cam arrangement and/or the cam hinge of said cam arrangement.

17. The end anchor of claim 16, wherein said cam arrangement is positioned within said inverted channel so as to be flanked by and between plate walls of said inverted channel.

18. The end anchor of claim 17, wherein said plate walls comprise plate slots adapted to releasably receive said cam end hinge of the at least one bracing element.

19. The end anchor of claim 18, wherein said bracing slot and said plate slots are configured to together releasably receive and constrain said cam end hinge of the at least one bracing element at least until a pivoting of the cam arrangement about said cam hinge thereof causes a movement of the bracing slot that moves the cam end hinge through said plate slots to and towards a released position out from said bracing slot and said plate slots.

20. The end anchor as claimed in claim 19, wherein said bracing slot and said actuator receiver are positioned at opposite ends of said at least one cam flange with the cam hinge positioned therebetween, such that a rotation or pivoting of said cam arrangement about said cam hinge causes a corresponding rotation or pivoting of the bracing slot and said actuator receiver in a same direction.

21. The end anchor as claimed in claim 20, wherein said pivoting of the cam arrangement about its cam hinge causes a downward movement of the actuator receiver of the cam arrangement and an upward movement of the bracing slot and the cam end hinge of the at least one bracing element when so releasably received thereby.

22. The end anchor as claimed in claim 21, wherein the cam arrangement comprises two of said at least one cam flange, spaced apart laterally and connected by way of said cam hinge extending therebetween.

23. The end anchor as claimed in claim 22, wherein the bracing arrangement comprises two of said at least bracing element, each spaced apart laterally to flank said support post and said plate walls of said inverted channel.

24. The end anchor as claimed in claim 23, wherein said support post comprises a plurality of flexible member supports through which said flexible members of the road barriers extend through, the ends of said flexible members extending from said flexible member supports to terminate at a plurality of flexible member mounts at least partially housed by said inverted channel of the support unit.

25. An end anchor for anchoring the ends of flexible members of a road barrier, the end anchor comprising a road barrier end at where said flexible members of the road barrier meet the end anchor and an opposing terminal end, the end anchor comprising: a. a trigger post at or near the terminal end of the end anchor, and b. a support post at or near the barrier end of the end anchor, wherein the end anchor is configured to change and/or move between: i. an operative condition in which said support post braces said flexible members and maintains their tension, and ii. a collapsed condition in which said support post does not brace said flexible members and maintain their tension.

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

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

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

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

Description

[0252] The invention will now be described by way of example only and with reference to the drawings in which:

[0253] FIG. 1: shows a front top perspective view of a crash barrier,

[0254] FIG. 2: shows a front top perspective view of a crash barrier without the ground anchor,

[0255] FIG. 3: shows a front top perspective view of a crash barrier exploded into parts,

[0256] FIG. 4: shows a front top perspective view of the mount,

[0257] FIG. 5: shows a cross section of FIG. 4,

[0258] FIG. 6: shows a side view of FIG. 5,

[0259] FIG. 7: shows a front top perspective view of a crash barrier system,

[0260] FIG. 8: shows a front top perspective view of an anchor,

[0261] FIG. 9: shows a front top perspective view of an alternative crash barrier,

[0262] FIG. 10: shows a front top perspective view of an alternative crash barrier,

[0263] FIG. 11: shows a top schematic view of a vehicle impacting a crash barrier system,

[0264] FIG. 12: shows a top front perspective view of an alternative crash barrier,

[0265] FIG. 13: shows a top cross-sectional view of FIG. 12 highlighting the mount and retainer engagement,

[0266] FIG. 14: shows a front top perspective view of an alternative crash barrier,

[0267] FIG. 15: shows a side cross-sectional view of FIG. 14 highlighting the mount, plug and retainer engagement,

[0268] FIG. 16: shows a side view of one of the plugs in FIG. 14, and

[0269] FIG. 17: shows an exploded view of FIG. 14 highlighting the plugs and retainers.

[0270] FIG. 18: shows a front top perspective view of a crash barrier with a C post

[0271] FIG. 19: shows a rear view of FIG. 19.

[0272] FIG. 20: shows a cross-sectional view of FIG. 19.

[0273] FIG. 21: shows a rear top perspective view of a crash barrier with deformable rivets.

[0274] FIG. 22: shows a front top perspective view of FIG. 21.

[0275] FIG. 23: shows a front top perspective view of a first embodiment of an end anchor in an operational condition.

[0276] FIG. 24: shows a side view of a portion of FIG. 23, with the terminal end of the end anchor in a collapsed condition.

[0277] FIG. 25: shows a side perspective view of a supporting arrangement of an end anchor.

[0278] FIG. 26: shows a side view of the collapsed area of an end anchor supporting arrangement.

[0279] FIG. 27: shows a perspective view of a lower amount with portions of the supporting arrangement hidden.

[0280] FIG. 28: shows a side view of a second embodiment of an end anchor in an operating condition.

[0281] FIG. 29: shows a side view of FIG. 28 and a partially collapsed condition.

[0282] FIG. 30: shows a side view of FIG. 28 in a further collapsed condition.

[0283] FIG. 31: shows a side view of FIG. 28 in a collapsed condition.

[0284] FIG. 32: shows a side view close-up of the supporting post and brace over centre mechanism.

[0285] FIG. 33: shows a rear perspective view of FIG. 32 in an operating condition.

[0286] FIG. 34: shows a side view of another embodiment of the end anchor in an operating condition.

[0287] FIG. 35: shows a side view of FIG. 34 in a collapsed condition.

[0288] FIG. 36: shows a perspective view of a third embodiment of the end anchor in an operative condition.

[0289] FIG. 37: shows a perspective view of the end anchor embodiment of FIG. 36 in a partially collapsed condition.

[0290] FIG. 38: shows a perspective view of the end anchor embodiment of FIG. 37 in a further collapsed condition.

[0291] FIG. 39: shows a perspective view of the end anchor embodiment of FIG. 38 in a further collapsed condition.

[0292] FIG. 40: shows a perspective close-up view of the trigger post of the end anchor embodiment of FIG. 36.

[0293] FIG. 41: shows a perspective close-up view of the actuator of the end anchor embodiment of FIG. 36.

[0294] FIG. 42: shows a perspective close-up view of the cam arrangement of the end anchor embodiment of FIG. 36.

[0295] FIG. 43: shows a perspective close-up view of the support post and bracing arrangement of the end anchor embodiment of FIG. 36.

[0296] FIG. 44A-44C: show cross sectional perspective views of a collapsing cam arrangement of the end anchor embodiment of FIG. 36.

[0297] FIG. 45A-45D: show cross sectional side views of the end anchor embodiment of FIG. 36 collapsing.

DETAILED DESCRIPTION

[0298] With reference to the above drawings, in which similar features are generally indicated by similar numerals, a flexible tensioned crash barrier according to a first aspect of the invention is generally indicated by the numeral 1. A further invention comprises an end anchor to anchor the ends of the crash barrier either end of the length of need, indicated by the numeral 900, 1000. The end anchor 900, 1000 is preferably used with the crash barrier 1, or may be used with other known barriers that utilise flexible tensioned members. The combination of multiple crash barriers 1 forming a barrier, and the end anchors 900, 1000 and other ancillary features is known as the crash barrier system 100.

[0299] In one embodiment now described, there is provided a crash barrier 1 as shown in FIG. 1. The barrier 1 generally comprises the following components; a supporting arrangement 70, and one or more flexible members, preferably straps 20 connected to the supporting arrangement 70. The supporting arrangement 70 may be a rigid or semi rigid crash barrier, however, in the preferred embodiment, the supporting arrangement 70 is similar to that used in current flexible crash barriers—comprising a member or upright 30. The flexible straps 20 may be retrofitted onto existing crash barriers, where improved rider safety is required.

[0300] A system 100 utilising the crash barrier 1, will have straps 20 extending laterally between multiple supporting arrangements 70, or engaged to and parallel alongside a rigid or semi rigid crash barrier. The multiple barriers 1 form a length of need, where the length is need is the length of barrier between end anchors 900. At each end of the need is an end anchor 900 to hold or ground the straps 20.

[0301] The straps 20 define a border or boundary 74 generally colinear the strap's elongate direction 71, as shown in FIG. 7. The straps 20 can subject a vehicle 75 or rider to a direction correction, or at least resist movement past the boundary. The straps 20 act in a similar fashion to traditional wire flexible crash barriers, where the straps 20 are configured to deflect vehicles and riders from the boundary 74, and in doing so absorb some energy from the errant vehicle 75 or rider. A schematic view of a vehicle 75 impacting a crash barrier system 100 is shown in FIG. 11, where there are three crash barriers 1 forming a crash barrier system 100. A vehicle 75 is impacting the middle crash barrier 1 and deflecting it so that the straps 20 are disengaging from the middle crash barrier 1 and deflecting away from the boundary 74.

[0302] In one embodiment, the supporting arrangement 70 is comprised of an upright 30 and a mount 50 as shown in FIG. 4. In one embodiment, as shown in the FIGS. 1 to 7, the straps 20 are engaged at or towards an upper region 32 of a plurality of uprights 30. The upright 30 is mounted to the ground at a lower region 33 of the upright 30. The boundary typically extends between the uprights 30.

[0303] Preferably the barrier 1 comprises multiple straps 20, either above and/or below other straps, and/or on either side of the upright 30. The straps 20 are preferably mounted to the upright 30 via the mount 50 that engages with the upright 30. In one embodiment the mount 50 is integral with the upright 30. However, in the preferred embodiment the mount 50 is disengageable with the upright 30 as will be later on described in more detail.

[0304] In a crash barrier system 100, the straps 20 are preferably under tension along their length. In a system 100 utilising the barriers 1, at the ends of the need the straps 20 are anchored to an end anchor 900 and tensioned along their length. A variety of end anchors or ‘terminal ends’ or ‘departing ends’ as known in the industry may also be used with the crash barrier 1. The end anchor 900 is securely fixed to the ground and redirects or holds the tension forces of the straps 20.

[0305] In one embodiment the end anchor 900, 1000 comprises a metal ground plate 901, 1062 at ground level affixed to a plurality of support arrangements or anchors 970, 1061 comprising ground screws that are screwed into the ground as shown in FIG. 8 and FIG. 36.

[0306] In other embodiments, as shown in FIGS. 23 to 27, the end anchor 900 comprises a number of support arrangements 970, very similar to the support arrangements 70 affixed or the crash barrier, with a truss like system of tensile members 980 redirecting tensile forces of the straps 20 to the bases, anchors 940, or lower region 994 of the supporting arrangement 970. A further embodiment of an end anchor 900 is shown in FIGS. 28 to 35, and a preferred embodiment of an end anchor 1000 is shown in FIGS. 36 to 45D.

[0307] Like some other flexible crash barrier systems, upon impact, the upright 30 is able to disengage from the straps 2. In the present invention, the straps 20 are preferably removably engaged to the upright 30, via the mount 50 or via retainers 60.

[0308] In one embodiment, the straps are preferably removably engaged to the mount via retainers 60. The retainers 60 are preferably disengageable from the mount 50 when an errant vehicle impacts the crash barrier 1 to move the upright 30 and/or straps 20 away from their static location above the boundary 74. Due to the straps 20 being in tension and resisting movement, and the upright 30 being moved away by a vehicle, the retainers 60 are configured to disengage from the mount 50 to allow the upright 30 and straps 20 to separate from each other.

[0309] In other embodiments, the retainer 60 stays engaged with the mount 50 upon being impacted by an errant vehicle; however the mount 50 disengages with the upright 30. In other embodiments, both the retainer 60 and the mount 50 can be disengaged from their respective mountings. I.e. the retainer 60 disengages with the mount 50, and the mount 50 disengages from the upright 30.

[0310] FIG. 1 shows a two-sided crash barrier 1 which has three straps 20 on both sides of the upright 30. This type of crash barrier 1 is or could be used to separate two lanes of a road 76. However, the two-sided crash barrier 1 may also be used in situations where a higher redirection strength is required. I.e. on one side of a road where many trucks bypass, or where lower strength straps are used so more straps are required to make up the total strength.

[0311] In other embodiments, the crash barrier 1 may have straps 20 only on one side (as shown in FIGS. 9, 10 and 14). This type of crash barrier 1 may be used on the external sides of a lane of a road. However, a skilled person in the art may utilise straps 20 on both sides of an upright 30 so there is increased resistance to an errant vehicle, or as a general design variable. The location and number of straps 20 is at the discretion of the engineer.

[0312] FIG. 14 shows a one-sided crash barrier 1 which has 6 straps 20 on one side of the upright 30. One of the purposes of the lowermost (one to four) straps is to prevent a sliding motorcycle rider from impacting the upright posts. Preferably the bottom three straps are the primary straps that would engage with an errant rider sliding along the ground. The straps may be different to one another, for example the lowermost straps may be more supple or have a larger face, designed to engage with a rider, whilst the upper straps are stronger yet have a lower surface area configured for engaging with errant vehicles, or other different characteristics configured for their specific use.

[0313] The upright 30 is in the general form of a rolled hollow section extrusion. The uprights 30 are common in the art. A skilled person in the art will realise there are many ways of forming an upright 30 that is capable of achieving the correct characteristics required for the crash barrier. The characteristics including, but not limited to, deforming upon impact by an errant vehicle, stiff enough to support the straps 20 in tension, relative the cheaper it is to manufacture, and be able to receive the mount 50. Like the prior art, the upright 30 will have a region of engineered weakness between the upper region and the ground. The region of engineered weakness allows the pivoting or deformation to allow an upper region of the upright to move relative a lower region of the upright.

[0314] In the present embodiment the crash barrier 1 comprises a ground anchor 40 configured to engage to the lower region 33 of the upright 30. The ground anchor may be described as being part of the supporting arrangement 70. Preferably the ground anchor 40 is removably connected to the upright 30, however in other embodiments the ground anchor 40 may be integral with the upright 30.

[0315] The engineered weakness may be located at a region along the length of the upright 30, or may be at the connection between the upright 30 and ground anchor 40, or both.

[0316] In one preferred embodiment the anchor 40 comprises a connection or connections, such as a socket 42, that is able to receive or at least engage with the upright 30 as shown in FIG. 3. The upright 30 can disengage with the socket 42 when required. For example, when replacing an upright 30 that has been damaged onto the existing ground anchor 40. Alternatively, the upright 30 may comprise a socket that is able to fit over the ground anchor 40—not shown. There are many variations envisaged that allow the upright 30 disengage from the ground anchor 40 during impact from an errant vehicle, yet allow a new upright 30 to engage with the existing ground anchor 40.

[0317] In one preferred embodiment, the anchor 40 comprises a screw 41. Where the screw 41 is configured to screw into the ground. Ground screw technology is known in the art. Preferably the ground anchor 40 positioned in a controlled manner for quality assurance. Preferably the ground anchor 40 is torqued to a specific torque and/or pull-out force. The depth that the anchor 40 is screwed into the ground may be predetermined by a GPS surveyor. The height and location is recorded to confirmed coordinates with predetermined parameters.

[0318] An example of a length of a ground anchor 40 is approximately 1000 mm. However a skilled person in the art will realise that many lengths of ground anchor 40 may be used as required for the specific purpose. For example, the length of the ground anchor 40 may vary between 200 mm and 2000 mm. An upper region of the ground anchor 40 and/or socket 42 is preferably composed of tube. The tube is preferably composed of metal, such as steel, high tensile steel, aluminium, stainless steel, or mild steel. The tube in one embodiment has a diameter of 114 mm, with a wall thickness of 3 mm.

[0319] The ground anchor, or components of it, are preferably composed of high tensile steel. In one embodiment, the ground anchor 40 or components of it, have a strength of 350 megapascals, have a skilled person in the art will realise that materials of other characteristics will also be sufficient. In one embodiment the ground anchor 40 is hot-dip galvanized to provide resistance to corrosion. In one embodiment, the upright 30 is comprised of also be of a similar material to the ground anchor.

[0320] Where weaker ground formation or soil types are encountered, or where stronger foundations are required, cement grout or other settable fluids may be injected through the ground anchor after installation. This allows the ground anchor to become cemented to the ground, or at least have the engagement between ground anchor and ground become stronger.

[0321] Preferably, the supporting arrangement 70, or in the preferred embodiment, the upright 30, ground anchor and/or mount 50, is composed of steel or plastics. The upright 30 is configured to bend, crush, flex, and/or crumple upon vehicle or rider impact. This design allows a number of characteristics. Firstly, the upright 30 is able to be released from, or at least move relative to, the ground anchor 40; secondly the upright 30 is able to move upon being impacted so as not to significantly damage a vehicle or rider; and thirdly, it also allows the upright 30 to move away or release from the straps 20. This allows the straps 20 to try and maintain their location on the boundary 74 without being pulled or moved with the upright 30, whilst the upright 30 is moved away with the errant vehicle or rider.

[0322] The upright 30 as previously described may be formed of rolled hollow section (RHS), typically of a size 100 mm by 50 mm. The wall thickness of the RHS may be varied from between 2 mm and 4 mm or what is required to achieve the desired performance or characteristics.

[0323] In operation the rectangular section or upright 30 will provide strong resistance to vertical movement of the strap 20 and weak resistance to lateral impact of an errant vehicle. The point of failure of the upright 30 is preferably at ground level, where the upright 30 is connected to the significantly stronger ground anchor 40. It is intended that when an incident occurs, the uprights 30, mounts 50, and retainers 60 will be replaced into existing ground anchors 40 and the existing straps 20 of the crash barrier 1.

[0324] In some embodiments, one as shown in FIG. 9, the supporting arrangement 70 may partially be an existing prior art rigid rail crash barrier, or another support that supports the supporting arrangement to the ground. As can be seen from FIG. 9, the strap 20 can be combined with existing crash barriers. Thus the system may have the characteristics of the present invention, as well as some of the benefits of the rigid or semi rigid barriers. The upright or member 30 as shown in FIG. 9 may extend out at an acute angle from the rigid crash barrier, so that the member 30 can more easily deflect or crumple upon impact by an errant vehicle or rider. In this embodiment, preferably the strap 20 has an ideal deflection that is less than the distance away from the rigid or semi rigid crash barrier.

[0325] The present crash barrier system 100 or barrier 1, may be retrofitted to some existing prior art crash barrier systems.

[0326] Preferably the straps extend in a lateral direction 71 away from the upright 30. However in some embodiments, the straps 20 may be at an angle from the lateral direction 71 from the upright 30, as the crash barrier 1 is extending around a curve or corner.

[0327] The straps 20 may be composed of a composite material or a metal material. For example, a composite material may be includes a fibre with a binder, i.e glass, plastics, synthetics, aramids or other type fibre with a resin, binder or filler. In one embodiment, the straps 20 are created from fibreglass and a resin. The straps may be formed by a pultrusion process.

[0328] Preferably the straps 20 have a tensile strength of 800 megapascals or greater. However it is envisaged that a skilled person in the art will be able to create a strap 20 according to the considerations and characteristics required by the crash barrier 1. For example there may be more straps 20, with a lower tensile strength, or less straps 20 with a higher tensile strength. Alternatively the straps 20 may have a lower or higher tensile strength depending on their potential working load required. For example, a crash barrier 1 according to the present invention with six straps 20 may have a combined ultimate tensile strength of 1,250 kN on each side of the upright 30.

[0329] In one embodiment, the strap 20 is has a rectangular cross section (perpendicular its elongate length). As can be seen from the figures, the straps 20 are generally flat. Preferably the strap in cross section perpendicular it's elongate direction, has a height far greater than its thickness.

[0330] In one embodiment the straps 20 have a thickness between 3 mm and 10 mm. Preferably the straps 20 have a thickness of 4 mm. In one embodiment the straps 20 have a height of between 40 mm and 200 mm. Preferably, the straps 20 have a height of between 40 mm and 200 mm. Wherein the height is parallel the direction 72 of the elongate axis of the upright 30, i.e. typically vertical.

[0331] The flat surface or face 21 has not been seen in the prior art previously. All other flexible crash barriers have cylindrical flexible members to redirect or retain errant vehicles or riders. These cylindrical flexible members have a lower surface area that can cause increased pressures on errant vehicles or riders.

[0332] The straps 20 have an internal face 21 that faces (direction 73, a direction normal to the face 21) the lane of a road. The internal face 21, is a major face 21 of the strap. The straps 20 also have an external face 22 opposite the internal face 21 that does not face the adjacent lane of a road. The external face 22 may also be a major face. Preferably at least one of these faces 21 and 22, and preferably the internal face 21, has a relatively large surface area, or is at least substantially planar.

[0333] Between faces 21 and 22 is a top edge 23 and bottom edge 24, these may be minor edges or minor faces if slightly thicker. Preferably the top edge 23 and bottom edge 24 are rounded. Preferably these rounded edges are configured so as reduce the ability to slice into vehicles or riders. A radius for a top edge 23 and/or bottom edge 24 is between 2 and 10 mm. Where the radius is larger, then the straps will need to be thicker, however in some embodiments a bead may be applied to the edges so they have a higher surface area and are less prone to cut into objects.

[0334] The straps could be of a number of different configurations. As long as the straps 20 have a generally large road facing face 21 that presents a large surface area to an errant vehicle or rider. The face 21 has a normal direction facing the road. The face 21 is generally upright or vertical, or perpendicular the road surface.

[0335] Preferably the internal face 21 has a surface which is smooth and not abrasive so to allow a rider or errant vehicle to slide more easily along the length of the strap 20. In some embodiments, a certain roughness may be required to try and arrest or slow down a vehicle or rider.

[0336] Preferably the straps 20 do not have edges, connections, and/or protrusions that present themselves outward from the lateral direction 71 of the straps 20.

[0337] The figures show an embodiment with three straps 20. However in other embodiments, there may be only one or two straps, or more than three straps. For example, there may be anywhere between one and ten straps on one side of an upright 30. If there is only one strap 20, that strap may have a larger cross-sectional area, i.e. present a larger surface on the face 21 to the adjacent lane of a road compared to where multiple straps are used. FIG. 12 shows an embodiment with six straps on one side. This embodiment is a two sided version, so there are another six straps on the other side of the upright 30. The straps 20 on the other side may act at deflect vehicles coming from either side of the upright.

[0338] Preferably in some embodiments the straps 20 are as close to the ground. This prevents an errant rider from sliding underneath the straps. FIG. 12 shows an embodiment where the straps 20 are configured to be near the ground in use. A preferred height from the ground is between 100 mm and 200 mm.

[0339] Where there are multiple straps 20 in a crash barrier system 100, there may be gaps between adjacent straps 20. The gaps may be between 10 mm and 100 mm in height. Preferably the gaps are 50 mm in height. The gaps i.e. the distance between the straps 20, may be configured depending on the characteristics required for the crash barrier system.

[0340] Where there are multiple straps 20 in a crash barrier system 100, the straps 20 may be identical to each other, or may differ from each other. Such difference may be in; composition, location, size, and/or physical characteristics, etc.

[0341] Preferably the straps 20 are tensioned between their ends, along the elongate direction 71. In one embodiment, the combination of straps 20 on one side of the upright 30 is pretensioned to a combined tension (all of the straps on one side) between 100 kN and 400 kN, however they may be tensioned higher or lower. A typical combined pretension of wire rope flexible road crash barriers is around 80 kN.

[0342] The straps 22 not extend between pay-outs, brakes or spools. The straps 20 are affixed to the end anchors and there is no pay out of extra strap. This is not a vehicle arresting system configured to arrest vehicles from entering a premise or similar. This is a road crash barrier and is configured accordingly.

[0343] The higher strength of the straps 20 compared to the prior art flexible members (i.e wire rope), means higher pretension can be achieved, and hence the ability for the system 100 to reduce the distance an errant vehicle passes past the boundary 74. In one embodiment, the strap has an E value between of 40 GPa and 210 GPa.

[0344] In other embodiments the straps are composed of metal. In one embodiment and the straps are composed of high-strength ductile steel. Preferably the ductile steel has a high yield capacity and has elongation after yield. Where high yield capacity is a yield strength greater than 450 MPa.

[0345] The steel strap must be ductile. Preferably also be capable of elongation of more than 9%. During an impact this means the barrier will provide full restraint at yield strength. During yield the strap will elongate and in an extreme situation arrest the impacting vehicle over a greater deviation. This is not the case with some prior art wire rope in which the elongation before failure is elasticity, not yield. This means in an extreme case wires will break and become a serious hazard.

[0346] In one embodiment, the steel strap is composed of 450 grade steel, with a 530 MPa yield, and elongation of 15% after yield. However, there may be many other variations on grade, yield strength and elongation that are applicable for particular crash barrier requirements. Preferably the steel strap is 3 mm in thickness, but thickness may vary depending on barrier requirements. Preferably the strap has a height (also the front face height) of 55 mm.

[0347] In one embodiment the strap is composed of two or more layers of strap. This may be applicable for both composite and metal, and it may be a combination of the two. In one embodiment the strap is a double layer of steel. It is an object of the strap to reduce the ability of errant vehicles to penetrate or pierce the strap. Having two layers of straps, and in particular, two layers of steel straps will reduce the likelihood of penetration of the second layer.

[0348] Where steel straps are used, it is recommended that the edges should be rounded or otherwise protected to prevent injury. On the uprights or upper edges of the upright or retainer there should be rounded edges or a cap to prevent injury. The cap may be composed of plastics. The steel strap may comprise a plastics coating.

[0349] The length of straps in a system may be between, 20 m and 2 km. The straps may be connected to each together to extend their length.

[0350] In one embodiment, the retainer 60 is configured to retain the straps 20 to the mount 50 whilst the system is at its static or non-impacted condition.

[0351] The mount 50 and/or retainer 60 serve to secure the straps 20 to the upright 30 until vehicle impact. After or during impact; [0352] a) the mount 50 disconnects from the upright 30, and the retainer 60 stays connected with the mount 50 and straps such the straps act as a net to deflect errant vehicles, or [0353] b) the mount 50 disconnects from the upright 30, and the retainer 60 disconnects from the mount 50, allowing the straps 20 to be free, or [0354] c) the mount 50 stays connected with the upright 30, and the retainer 60 disconnects from the mount 50 and stays connected to the straps 20.

[0355] In a preferred embodiment, the mount 50 remains connected with the upright 30 and the retainer 60A/60B/60C (aka retainer assembly 60) disconnects from the mount 50. The retainer assembly 60 retains the straps in relation to each other so the straps 20 act together as a combined deflector even when disconnected from the mount 50.

[0356] In an alternative embodiment, the mount 50 disconnects from the upright 30 and the retainer 60 also pops off from the mount 50, so the straps 20 are free from the impacted supporting arrangement 70.

[0357] In one embodiment, as shown in FIGS. 1-6, the connection 51 of the retainer 60 to the mount 50 is configured as a weak point to allow disconnection from the mount 50 at a predetermined force or movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the road barrier 1 (i.e. with the supporting arrangement 70, or the straps 20). The connection 51 of the retainer 60 from the mount 50 may be a snap disconnection. Where parts of the mount 50 and/or retainer 60 flex or bend to allow disengagement between the two. The disconnection of the retainer 60 from the mount 50 may be in a direction 73 perpendicular to both the upright elongate direction 72 and strap elongate direction 71. There are many ways of engineering a system or connection that can disengage upon high forces. For example, the mount 50 may have frangible tabs 65 that engage with the retainers 60, that are broken or deformed upon impact of a vehicle with the barrier 1.

[0358] In a further embodiment, the connection 51 of the retainer 60 to the mount 50 may also act by sliding in a direction parallel the elongate axis direction 72 of the upright 30. This allows the retainer 60 to engage or re-engage with the mount 50. One possible connection 51 is seen in FIG. 4, and alternative connections are shown in FIG. 13 and FIG. 15. A barb or snap type connection is shown in FIG. 13, where FIG. 13 shows a top cross-sectional view of the road barrier of FIG. 12.

[0359] The engagement and disengagement direction of the retainer 60 with the mount 50 in the embodiment of FIG. 13 is the same.

[0360] In a further embodiment, a plug type retainer connection is shown in FIG. 15, where FIG. 15 shows a side cross-sectional view of the road barrier of FIG. 14.

[0361] Allowing the straps to be free of both the mount 50 and upright 30 allows the straps 20 to deflect away from the boundary 74. The straps 20 may deflect by 1-2 metres from the defined boundary 74 during a process of redirecting an errant vehicle or rider.

[0362] The straps when retained by the retainer 60, may be held between the retainer 60 and a surface 51 of the mount 50. Preferably the straps 20 are retained in the upright 30 elongate direction 72 by a recess 52 and guide on the mount 50, and/or on the retainer 60. These features may be modified depending on the characteristics required of the road barrier 1, for example how close together the straps 20 are to each other, how thick the straps are, etc. The straps are preferred to held or clamped in by Lurethane, steel, or other like materials.

[0363] In one embodiment, the mount 50 and retainer 60 stay engaged with the straps 20 after impact, to allow the straps to stay in their pre-impact arrangement. i.e the straps are engaged to one another, so they continue to work together or at least move together.

[0364] In one embodiment, for example with a two-sided road barrier 1, the impact side retainer 60 may pop off from the mount, whilst the other retainer 60 stays retained to the straps external to the road side. The mount for example, may stay retained with the straps 20, and the upright 30 may slidingly disengage from the mount 50 as it is impacted by the vehicle.

[0365] Alternatively the straps may be held between an outer retainer 60A and inner retainers 60B and 60C, which are connected with plugs 62 that engage with slots 56 in the mount 50. This is shown in FIGS. 14-17. The retainer 60 is engaged to the mount 50 by the plug 62. In alternative embodiments, a separate connection means is used to connect the retainer 60 to the mount 50, that is separate from the plug 62.

[0366] In the embodiment shown in FIGS. 14-17, the inner retainer 60A and the outer retainers 60B and 60C, connected by plugs 62, stay engaged with the straps 20 after impact, to allow the straps to stay in their pre-impact arrangement.

[0367] The plugs 62 may be configured such that the strength of the connection between the retainers 60A,60B and 60C is greater than the strength of the connection between the retainer 60 and the mount 50. In one embodiment, the plug 62 and retainer configuration allow disconnection of the retainer assembly (the retainer assembly comprising the retainers 60A-C) from the mount 50 at a force of 10 kN. Where preferably this force is direction 73, however forces in other directions may increase or decrease the pull out strength of the plug 62 from the mount 50.

[0368] The plugs 62 may be composed from a polymer material which may be reinforced with fibres to form a fibre-reinforced polymer. The polymer material used may include nylon, epoxy resin, or silicone. The fibre material used may include glass, carbon, aramid, basalt, or like fibres. In a preferred embodiment the plugs 62 are fabricated from 30% glass fibre reinforced nylon. Preferably the plug has some give or flexibility that allows it collapse inwards or deform so it can be pulled through the slots 56 during impact. In other embodiments the plug has frangible sections.

[0369] To install the straps 20 onto the mount 50 of the road barrier 1 shown in FIG. 14, the plugs 62 are used to create a retainer assembly. The plugs 62 are first pressed through the holes in the outer retainer 60A. The straps 20 are then aligned with the top of each plug 62 before the plugs are pressed through inner retainers 60B and 60C, such that the straps 20 are secured between retainers 60A and 60B. In one embodiment, the inner retainers 60A and 60B may be slightly taller than inner retainer 60C such that the top cap 63 can be placed over the top ends of retainers 60A and 60B to secure the contained top strap 20 against vertical movement, and/or along with an extra retention between the retainers 60A and 60B. The retainer assembly (60A-C) can then be mounted by vertically slotting the ends of the plugs 62 into the slots 56 on the mount 50. A cross-section of the final assembly is shown in FIG. 15.

[0370] The connection of the plugs 62 to the slots 56 in the mount 50 is configured as a weak point to allow disconnection of the retainer assembly 60 from the mount 50 at a predetermined force or relative movement. This predetermined force or movement is typically achieved during impact from an errant vehicle into the road barrier 1. The disconnection of the plugs 62 from the mount 50 may be in a direction 73 perpendicular to both the upright elongate direction 72 and strap elongate direction 71, or any combination of the above. The disconnection may be facilitated with frangible, or engineered weakness mounting tabs on the plugs 62, or by an engineered weakness of the slots 56 or the plugs 62. Alternatively, and/or in combination, impact forces may cause the plugs 62 to move vertically within the slots 56, thereby causing disconnection.

[0371] In one embodiment, the plugs 62 have exterior circumferential surfaces of varying diameters suitable to engage with holes in one of the retainers, or with slots 56 of the mount 50. The outer surface 80 sits in a hole of outer retainer 60A, and also supports a strap 20. The intermediate surface 81 sits in a hole of inner retainer 60B, while the inner surface 82 sits in a hole of inner retainer 60C. The mounting surface 83 slots into a slot 56 of the mount 50. These surfaces are shown in FIG. 16.

[0372] Preferably the retainer 60 is of a low profile design so to be as flush as possible with the surface of the face 21 of the straps 20.

[0373] The mount 50, and/or other features of the upright 30 or ground anchor 40, do not significantly protrude past the straps 20 towards the road. Preferably the retainer 60 is significantly flush or planar with the external face 21 of the straps 20. Preferably the external surface of the retainer 60 does not extend more than 6 mm past the external face 21 of the straps 20. The significance of this is that a motorcyclist sliding along the barrier will not impact or become hung up on a large protrusion. On current barriers posts, motorcyclists may encounter a protruding metal post.

[0374] In alternative embodiments the retainer 60 may extend further past the face 21. In this embodiment, preferably the retainer 60 slopes gradually from the face 21 to inner most roadside facing surface of the retainer, this may reduce point impacts to a vehicle or rider. A slight chamfer 63 can be seen on the retainer 60 in the figures, this reduces point loading or edges that could snag or impact a rider.

[0375] In one embodiment, as shown in FIGS. 18-20, straps are held between a retainer 60, which is connected with plugs 62 that engage with slots 56 in the mount 50. The mount 50 comprises a tab 65 that will facilitate the disengagement of the plug from the slot as described herein previously. In this embodiment, the mount and/or upright is a C shaped post. Further, the slot 56 is a height that facilitates the plug 62 to have a larger direction of travel before engaging with the tab 65. This allows a greater vertical movement of the straps before disengagement with the mount. These elongated slots require an upward movement of the strap to separate the straps from the supporting arrangement and this ensures the straps are held in a correct position for vehicle engagement and does not release early too early during impact.

[0376] In one embodiment, as shown in FIGS. 21 and 22, rivets 64 hold the retainer 60 and straps 22 the mount 50. The rivets 64 comprise a deformable sleeve or feature 64a that can perform during vehicle impact into the crash barrier. The deformable sleeve or feature 64a is able to release the retainer from the mount 50.

End Anchor—First Embodiment

[0377] The end anchor 900 may be described as including the support arrangements 70 that affix to a ground plate 901, as well as ancillary features such as tensioning arrangements etc. In other embodiments, there is no ground plate 901 or base.

[0378] In one embodiment, as shown in FIGS. 23 to 27, and described at the beginning of this specification, an end anchor may comprise multiple (at least two) support arrangements 970. At least one support arrangement 970 has an upper region 996 with an upper mount 990 is location, and at least one support arrangement 970 has a lower region 994 where a lower mount 991 is location. One or more, preferably two, tensile members 980 extend between these two mounts. The tensile members 980 can be tensioned by fastening means at one or both of their respective upper end 981 and lower end 982. The tensile members 980 are configured to redirect the tensile forces from the straps 22 to the lower region 994 nearer more the ground. Redirecting the tensile force of the strap to the lower region 994 provides less moment on the supporting arrangement, and a greater ability to hold the strap tension. Where the straps are attached at or near the upper region 996 by the upper mount 990.

[0379] To reduce the prospects of increased injury of the vehicle occupants, a vehicle that impacts the terminal end of the end anchor 900 should not flip or be projected into the air or be raised off the ground significantly by the crash barrier. The end anchor 900 of the present invention has features that reduce such prospects.

[0380] An embodiment as shown in FIGS. 23 to 27 the supporting arrangements 970 have a collapsible region 995 below the lower mount 991 and above the ground surface. This collapsible region is configured to collapse, pivot and/or deform upon impact of an errant vehicle to the supporting arrangement 970.

[0381] Upon collapse, of the collapsible region 995 the upright 930 of the supporting arrangement 970 effectively rotates. This rotation of the upright 930 brings it closer to the adjacent supporting arrangement 970 that is connected by the tensile members 980. The one or both of the upper amount 990 and lower mount 991 have features that allow the tensile members 980 to be released from the respective mounts should the upright 930 be rotated. In one embodiment one or both of the upper mount 990 and the amount 991 have slots 992 993 that allow engagement and disengagement of the tensile members 980. When the mounts rotate, or move towards each other, the tensile members no longer hold tension and as such are unlikely to cause an errant vehicle to flip. The system removes horizontal restraint in one direction along the barrier. In some embodiments the end anchor allows the barrier to collapse when the end is struck be a vehicle but provide tension in the other direction to keep the strap tension for the crash barrier.

[0382] The supporting range 970 comprises to 2 m long ground screws 940, these may reduce the need for a concrete base. The current embodiment of end anchor as shown in FIGS. 23 to 27 has the following reference numerals: [0383] 900 End Anchor [0384] 901 plate [0385] 970 supporting arrangement [0386] 930 upright [0387] 940 Ground screw [0388] 950 Mount [0389] 980 tensile member [0390] 981 upper end [0391] 982 lower end [0392] 990 upper mount [0393] 991 lower mount [0394] 992 upper mount slot [0395] 993 lower mount slot [0396] 994 lower region [0397] 995 collapsible region [0398] 996 upper region

End Anchor—Second Embodiment

[0399] In order to comply with the current AASHTO MASH American standard used by New Zealand and Australia, a crash barrier system that is impacted end on by a misdirected vehicle, the system must not cause the roll over by the test vehicle. This may be by accelerating the vehicle vertically. By snagging the vehicle, causing it to yaw and then roll. For a low cost barrier system it is preferable that in the worst case, a vehicle (one of light weight 1100 kg) proceeds through the anchor without roll or redirection.

[0400] In order to meet the current requirements of New Zealand and Australian authorities (not the AASHTO standard), it is desirable that after an impact collapsing an end terminal, that the barrier system (which may be one kilometre long remains) in position and remains functional of at least much of its length. It is acceptable that the barrier is no longer pretensioned, but the ends remain securely held.

[0401] It is also currently desirable to New Zealand and Australian authorities, that after any accident on the length of road at where the crash barriers is stalled, that first responders are able to de-tension the crash barrier. Likewise, it is preferable that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned. And that this can be done quickly, with minimal parts removal and replacement and/or on site fabrication or construction.

[0402] This anchor system described above, and shown in FIGS. 28 to 30 provides the above functionality. The drawings reference the following reference numerals: [0403] 900—End Anchor [0404] 810 Support post [0405] 811 Base hinge [0406] 812 Support-Brace hinge [0407] 813 Tensioned member supports [0408] 820 Trigger post [0409] 821 Base Hinge [0410] 822 Beam-Trigger Hinge [0411] 823 Upper region [0412] 830 Actuator [0413] 831 Brace-Beam Pivot [0414] 832 Slot [0415] 840 Brace [0416] 841 Upper Section [0417] 842 Lower Section [0418] 843 Pivotable section [0419] 844 Lever [0420] 845 Pin [0421] 846 Brace-Base Hinge [0422] 847 support post slot [0423] 850 Support unit [0424] 851 Anchors [0425] 852 Plate

[0426] One of the current requirements of AASHTO (American Association of State Highway and Transport Officials) is that if an errant vehicle impacts the terminal end of an end anchor 900 of a road barrier 1, the vehicle should not roll. The Transport Authorities in New Zealand and Australia currently preferably require that the end anchor “readily breaks away, or fractures, or yields, allows controlled penetration, is traversable without causing serious injuries to the vehicles occupants”. The end anchor 900 may also be known as a Terminal End. However, in this specification, the terminal end is described as the terminal end of the end anchor 900, farthest away from the road barrier 1, and facing oncoming traffic towards the end anchor 900. The end anchor 900 also has a road barrier end closer more the road barrier 1 and opposite the terminal end.

[0427] FIG. 28 shows an end anchor 900 with a trigger 820 that is configured to engage with an errant vehicle oncoming the terminal end of the end anchor 900. The trigger may be a post, or other member that is able to actuated. The vehicle is configured to trigger (by impacting) the end anchor 900 so the end anchor (or at least part of it) collapses to reduce its height. The collapsing of the end anchor 900 also lowers the tensioned members 20 towards the ground so as to prevent flipping or riding up of the vehicle on the tensioned members. Lowering the tensioned members 20 also reduces the tension within the tensioned members 20. In one embodiment, the collapsed height of the end anchor 900 is less than the vehicle clearance (e.g. 18 cm) to help avoid the passenger compartment floor being penetrated and thereby avoiding or reducing passenger injury.

[0428] FIG. 29 shows the trigger post being impacted (vehicle hidden for clarity) and partially collapsing the end anchor 900. FIG. 30 shows a subsequent view of FIG. 29, where the end anchor 900 has collapsed further. FIG. 31 shows the end anchor 900 fully collapsed. Details of how the anchor 900 operates follow.

[0429] The trigger post is pivotably engaged, at a base pivot 821, with a support unit 850 that is affixed to the ground. On the trigger post 820 and above the base pivot 821 is located an push beam-trigger post pivot 822 that pivotably engages with an actuator 830, such as a push beam 830. In other words, the trigger post acts as a lever to actuate the push beam 830. The push beam 830 is rigid and can act in compression so it can transfer movement of the lever. The push beam 830 may be made up of multiple beams acting as one, as shown in the figures. The trigger post 820 has an upper region 823 above the pivot 822. The upper region 823 acts a lever extender that allows the trigger post to more easily and likely engage with a vehicle, it also provides further leverage from the vehicle about the pivot 821.

[0430] The push beam is configured to pivotably engage (and for example be able to push) a brace 840 that braces a support 810 with the ground unit 850 towards the road barrier 1. The support 810 is preferably a post that vertically supports flexible and/or tensioned members 20 (and in some embodiments these are the straps 20 herein described) via tensioned member supports 813. The support may be any member or shape able to also redirects the straps 20 vertically towards the support unit 850 which retains the ends of the straps 20. The support unit 850 retains the ends of the straps 22 and maintains tension within the straps 20.

[0431] The support post 810 is pivotably engaged with the support unit 850 at a base pivot 811 as shown in FIG. 32. The brace 840 in the braced condition braces the support post 810 so that it cannot fall/pivot towards the road barrier 1 under the tension of the straps 20. The brace 840 acts as an over centre mechanism via a central pivoting section 843. Should the brace ‘break’ or hinge about this pivoting section 843, then the brace is able to collapse, or at least not withstand compression, so as to remove its, or a partial amount of, bracing effect on the support post 820.

[0432] Should the trigger post 820 be engaged by a vehicle, the trigger post 820 will push the push beam 830 across and into the brace 840. The push beam can move the brace 842 to a collapsed condition which allows the tension of the straps to pull down the support post 810. In doing the above, the straps 20 at the end anchor are lowered to or towards the ground and at angle up to the nearest supporting arrangement. This creates a low angle of incidence of the straps 20 with ground level, and thus this reduces the likelihood of a vehicle from riding up the straps and flipping over. When so collapsed there is also no rigid upright or other component that could pierce or severely damage a vehicle. Should the vehicle continue past the end anchor 900 it could carry onto the deformable supporting arrangements should they be present as described herein.

[0433] Detail of the over centre mechanism is shown in FIG. 32. Where it can be seen that the brace 840 is divided into an upper section 841 and a lower section 842. The upper section 841 beam be engaged at a pivoting section 843 with the lower section 842. The upper section 841 extending past the pivoting section 843 via an arm 844. It is the arm 844 that the push beam in this embodiment is pivotably engaged with at a pivot 845. As can be seen in FIG. 33 the push beam 830, as well as parts of the brace 840 is divided into two arms so as to allow the support post 810 to move therebetween.

[0434] The supporting unit 850 comprises a plate or rigid connecting member 852 that allows the other described features to be connected thereto. Also, this plate 852 allows for ground screws and anchors 851 to anchor the end anchor 900 to the ground. In some embodiments the supporting unit 850 may be partially encased in concrete or other anchoring systems is used in the arts.

[0435] Where the pivoting sections 821, 822, 811, 846 etc are described as well as in other areas of this specification, the pivoting can occur via deformation, pliability, or other hinging actions, and not only a pin type arrangement as shown in the figures. However, a pin type, or other efficient pivoting systems are most effective as they are less prone to damage, and the system can be reset to an operating condition if there is no damage elsewhere.

[0436] In another embodiment, as shown in FIG. 34 the actuating member 830 is a flexible member, such as a rope, cable, strap, strop, or wire. The end anchor 900 operates in a similar fashion to the previously described embodiment, except that the trigger 820 actuates the actuator 830 which in turn is able to pull on the brace 840 to ‘break’ the hinge of the brace so the brace 840 no longer braces the support 810. In this embodiment the end anchor 900 will comprise ancillary features such as pulleys and suitable to guide the actuator 830 from the trigger 822 the brace 840. For example there may be multiple pulleys or wheels 833 to guide the actuator 830.

[0437] In another embodiment as shown in FIG. 35, the actuator 830 is a push beam that directly acts on the support 18. The brace 840 is inbuilt with the support 8 to 10. The push beam at 30 may act on either the support 18 or the brace 840. In this embodiment there is only one connection between the support and the brace to the support unit 850. This embodiment the support 18 will need to be pushed over centre to break the support 810 from the operating condition to the collapsed condition. Between the trigger 820, actuator 830 and support 18 it needs to be suitable such that the trigger 820 is able to push the support 18 far enough to break it over centre. FIG. 35 is a schematic only, however as skilled person in the art will be able to determine the correct geometry required. FIG. 35 also shows an ancillary feature such as a hook that may be actuated by a user or vehicle to pull the end anchor from the operating condition to the collapsed condition should it be required. This may be useful where the road barrier needs to be collapsed intentionally and not by way of an accident involving an errand vehicle in which case such a vehicle has not triggered the trigger 820. Optionally a first responder can intentionally use a vehicle bumper to apply a force to a trigger, such as a trigger post, and release the tension in the tensioned members 20 if required.

End Anchor—Third Embodiment

[0438] A preferred embodiment of an end anchor 1000 will now be described with reference to FIGS. 36 to 45D which reference the following reference numerals: [0439] 1000—End Anchor [0440] 1010 Support post [0441] 1011 Base hinge [0442] 1012 Bracing element hinge [0443] 1013 Flexible member supports [0444] 1020 Trigger post [0445] 1021 Trigger hinge [0446] 1022 Actuator catch [0447] 1023 Trigger flanges [0448] 1024 Lower end [0449] 1025 Upper end [0450] 1030 Actuator [0451] 1031 Actuator trigger end [0452] 1032 Actuator cam end [0453] 1033 Main portion [0454] 1040 Bracing arrangement [0455] 1041 Bracing element [0456] 1042 Support post hinge [0457] 1043 Cam end hinge [0458] 1050 Cam arrangement [0459] 1051 Cam hinge [0460] 1052 Cam flange [0461] 1053 Flange slot [0462] 1054 Flange surface [0463] 1055 Actuator receiver [0464] 1056 Bracing slots [0465] 1060 Support unit [0466] 1061 Anchors [0467] 1062 Plate [0468] 1063 Inverted channel [0469] 1064 Plate slots [0470] 1065 Flexible member mounts

[0471] This preferred embodiment with an End Anchor 1000, which will be described in further detail below, may generally be provided for anchoring the ends of flexible members 20 of a road barrier 100, such as has been described previously. The end anchor 1000 may comprise a road barrier end at where said flexible members 20 of the road barrier 100 meet the end anchor 1000 and an opposing terminal end. The end anchor 1000 may broadly consist of at least: [0472] a support post 1010 configured to receive the flexible members 20 at or near the road barrier end, the support post 1010 comprising a base hinge 1011 about which it is configured to pivot in a direction away from the terminal end. [0473] a trigger post 1020 at or near the terminal end that is presented so as to be able to be contacted and engaged by an oncoming vehicle, the trigger post 1020 comprising a trigger hinge 1021 about which it is configured to pivot in a direction towards the barrier end when so engaged by a vehicle. [0474] a support unit 1060 configured to be affixed securely to the ground and receiving and restraining the ends of the flexible members 20, the base hinge 1011 of the support post 1010 and the trigger hinge 1021 of the trigger post 1020 both engaged with the support unit 1060. [0475] a bracing arrangement 1040 comprising at least one bracing element 1041 pivotably engaged on one end to the support post 1010 via a support post hinge 1042 and releasably pivotably engaged on another end to a cam arrangement 1050 via a cam end hinge 1043, the bracing arrangement the bracing the support post 1010 to maintain the tension of the flexible members 20, the cam arrangement 1050 comprising a cam hinge 1051 about which the cam arrangement 1050 is pivotably engaged with the support unit 1060. [0476] an actuator 1030 extending between the trigger post 1020 and the cam arrangement 1050.

[0477] In this embodiment the End Anchor 1000 may be arranged with the above features such that the trigger post 1020 is configured to pivot about its trigger hinge 1021 in a direction towards the barrier end when so engaged by a vehicle so as to actuate the actuator 1030 to cause the cam arrangement 1050 to pivot about its cam hinge 1051, releasing the cam end hinge 1043 of the at least one bracing element 1041 from its pivotable engagement to the cam arrangement 1050 such that the bracing arrangement 1040 no longer braces the support post 1010, permitting at least partial collapse of the support post 1010 and hence a release in the tension of the flexible members 20.

[0478] This preferred embodiment of an End Anchor 1000 comprises once more a support unit 1060 consisting of a plate 1062 affixed securely to the ground via anchors 1061 as has been described previously. The anchors 1061 are shown in FIGS. 36 to 39 comprising ground screws that may be configured as previously described throughout this specification. For instance, they be 2 m long ground screws having threaded tapering ends as shown in the Figures. Employing ground screws may remove the need for a concrete base, however, in some embodiments, the support unit 1060 may instead comprises such a concrete foundation or other means envisaged by those skilled in the art to support the plate 1062 securely thereatop.

[0479] The plate 1062 as shown in FIGS. 36 to 39 comprises an inverted U-shaped channel 1063 that at least partly houses the components of the End Anchor 1000 and may at least in part define the terminal end of the end anchor 1000. This helps facilitate the pivoting movements of the various features of the end anchor 1000 whose hinges are housed within said inverted channel 1063. Also at least partially housed/hinged within/about the inverted channel 1063 are flexible member mounts 1065 from which the tensioned members 20 extend out from to flexible member supports 1013 of the support post 1010 as will be described in further detail below.

[0480] Those skilled in the art may envisage a variety of other configurations, layouts and the like of the plate 1062 which may facilitate the functions of the components described hereinafter.

[0481] The end anchor 1000 may be described as providing termination of the tensioned members 20 described previously. In FIG. 36 the tensioned members 20 are shown extending from a support arrangement 70 thereof as previously described. The tensioned members 20 and support arrangement 70 thereof shown in FIG. 36 may thereby define the road barrier end of the crash barrier system 100.

[0482] As has been previously outlined, it is desirable if not an outright requirement in certain jurisdictions that a crash barrier system not cause roll over of an errant impacting vehicle. Further, it may also be desirable that first responders can de-tension an impacted length of a road barrier and/or that the end anchor that can then be moved back from the collapsed condition to the operating condition where the flexible members again become more tensioned.

[0483] The change of this preferred embodiment of the end anchor 1000 from an upright, operative condition to a collapsed condition is shown step-wise in FIGS. 36 to 39. Wherein said bracing arrangement 1040 bracing the support post 1010 to maintain the tension of the flexible members defines an operative condition of the end anchor 1000 (as in FIG. 36) and wherein said at least partial collapse of said support post 1010 and said release in the tension of the flexible members defines a collapsed condition of the end anchor 1000 (as in FIG. 39).

[0484] It will be appreciated from a viewing of FIG. 39 that said at least partial collapse of said support post 1010 and release in the tension of the flexible members reduces a height of at least part of the road barrier 100 and/or end anchor 1000 (i.e., the part(s) of the barrier 100 at/near the end anchor 1000 and/or the end anchor 1000 itself) so as to at least limit and/or prevent rollover of the oncoming vehicle that triggered said collapse of the end anchor 1000.

[0485] This change from an upright, operative condition to a collapsed condition is reversible (such that first responders can de-tension an impacted length of a road barrier and/or that the end anchor can be moved back from the collapsed condition to the operating condition where the flexible members are more tensioned) by way of a support post 1010, trigger post 1020, actuator 1030, bracing arrangement 1040 and cam arrangements 1050.

[0486] The embodiment end anchor 1000 may thus be adapted to switch between, and/or be switched or moved between, said operative condition and said collapsed condition, and further may be configured to be movable to the operative condition from the collapsed condition.

[0487] These support post 1010, trigger post 1020, actuator 1030, bracing arrangement 1040 and cam arrangements 1050 will now be described with reference to FIGS. 40 to 43, in which the tensioned members 20 and flexible member mounts 1065 extending out from the inverted channel 1063 of the plate 1062 are hidden from view for clarity.

[0488] Provided at the terminal-most extremity of the end anchor 1000 is the trigger post 1020 shown in FIG. 40. The trigger post 1020 is defined as an elongate member 1020 operatively connected to the plate 1062 of the support unit 1060 by way of a pair of trigger flanges 1023 on either side thereof. The trigger post 1020 is shown upright in the operating condition in FIG. 40. Upon impact by an errant vehicle, the trigger post 1020 is configured to pivot downwardly towards the plate 1062 by way of a trigger hinge 1021 extending across the trigger flanges 1023 and the trigger post 1020.

[0489] The trigger hinge 1021 is positioned proximate a lower end 1024 of the trigger post 1020, where the lower end 1024 is defined as the part of the trigger post 1020 that lies beneath the trigger hinge 1021 when said trigger post 1020 is in its upright condition. This lower end 1024 of the trigger post 1020 is thus partially housed within the inverted channel 1063 of the plate 1062 when said trigger post 1020 is in its upright condition. In this way, upon pivoting of the trigger post 1020 thereabout, an upper end 1025 of the trigger post 1020 pivots downwards towards the plate 1062 whereas the lower end 1024 pivots upwardly out and away from its position within the inverted channel 1063 of the plate 1062 of the support unit 1060.

[0490] As shown in FIG. 40, the trigger post 1020 also comprises an actuator catch 1022 shown composed of a protruding elongate member extending out from one lateral side of a lower end 1024 of the trigger post 1020. This actuator catch 1022 is configured to receive, couple and/or engage with an actuator 1030 of the end anchor 1000. More specifically, an actuator trigger end 1031 of the actuator 1030 is connected to the actuator catch 1022 of the trigger post 1020. The actuator 1030 and trigger end 1031 thereof are housed also within the inverted channel 1063 of the plate 1062, when the end anchor 1000 is in its nominal operating condition.

[0491] Thus, this actuator trigger end 1031 of the actuator 1030 is also pulled up and away from the plate 1062 where it is housed upon pivoting of the trigger post 1020 due to impact of an errant vehicle thereon. In other words, the actuator catch 1022 of the trigger post 1020 is positioned beneath the trigger hinge 1021, when said trigger post 1020 is in an upright non-impacted position, such that, upon contact and engagement by a vehicle, a pivoting of the trigger post 1020 about the trigger hinge 1021 causes said actuator catch 1022 to move in a direction away from the barrier end of the end anchor 1000.

[0492] The actuator 1030 itself is shown in parts throughout FIGS. 40 to 43, and shown in its entirety in FIG. 41. It comprises an elongate main portion 1033, one end of which consists of an actuator trigger end 1031 coupled to the actuator catch 1022 of the trigger post 1020 as described above, and the other end consisting of an actuator cam end 1032. The actuator 1030 in the form shown may comprise a substantially elongate unitary cable or other tensioned/tensile member, being so configured so as to effectively translate movement/action at the actuator trigger end 1031 to the actuator cam end 1032, or vice versa.

[0493] In this manner, a movement of the actuator catch 10222 in a direction away from the barrier end causes a movement of the actuator cam end 1032 also in a direction away from the barrier end, which causes a movement of an actuator receiver 1055 of the cam arrangement 1050, described in further detail below, in a direction away from the barrier end and a resulting pivoting of the cam arrangement 1050 about its cam hinge 1051.

[0494] Those skilled in the art will appreciate that many other configurations of an actuator 1030 are possible that serve the function of appropriately translating movement/action of one of the actuator 1030 to the other, in other words, so as to effect movement of the trigger post 1010 to the cam arrangement 1050 described below (and consequently, the other elements of the end anchor 1000 being the support post 1010 and bracing arrangement 1040) and vice versa. For instance, the actuator 1030 may, in other embodiments, comprise a non-unitary assembly of components, hinged or otherwise connected together to effect movement from the trigger post 1010 to the cam arrangement 1050 and vice versa, as may be envisaged by those skilled in the art.

[0495] The cam arrangement 1050 is also partially positioned within the inverted channel 1063 of the plate 1062 of the support unit 1060. In the form shown in FIG. 42, the cam arrangement 1050 comprises a pair of opposing cam flanges 1052 connected via a central cam hinge 1051. This cam hinge 1051 extends laterally out from both cam flanges 1052 into the side walls of the inverted channel 1063 of the plate 1062 of the support unit 1060. Thus, the cam arrangement 1050 rotates or pivots about said hinge 1051 relative to the plate 1062 of the support unit 1060.

[0496] Each cam flange 1052 comprises a flange surface 1054, being a generally curved bottom surface of the flange 1052, as well as respective flange slots 1053 that extend through the body of the flanges 1052 so as to define openings therethrough. In the form shown, the actuator trigger end 1031 extends through the flange slot 1053 of one of the flanges and bends to follow the general shape of the flange slot 1053 and respective flange surface 1054. As such, the actuator trigger end 1031 wraps to the shape of the cam flange 1052, before extending around/coupling to an actuator receiver 1055 shown at a top-most location of the respective cam flange 1052.

[0497] The actuator receiver 1055 is shown comprising a fastener arrangement than simply extends across the opening of the flange slot 1053, around which the cable or actuator cam end 1032 wraps around. Those skilled in the art will appreciate that the actuator receiver 1055 can take many other simple mechanical or unitary forms for coupling of the actuator cam end 1032 thereto/therearound.

[0498] The actuator flanges 1052 also each comprise corresponding bracing slots 1056, being slots extending into the cam flanges 1052 and located proximate and above the flange surfaces 1054. The bracing slots 1056 are provided to at least partially receive the cam end hinge 1043 of the bracing arrangement 1040 described in further detail below, which extends across both flanges 1052 of the cam arrangement 1050. As can be seen in FIG. 42, in the operative condition of the end anchor 1000, the cam end hinge 1043 is positioned within the inverted channel 1063, and thus extends laterally out across respective plate slots 1064 of (plate walls of) the plate 1062. In this manner, movement of the cam end hinge 1043 is constrained by its location in the bracing slots 1056 as well as the plate slots 1064.

[0499] The actuator receiver 1055 may thus be seen to be positioned at or on the cam flange(s) 1052 of the cam arrangement 1050 spaced apart from a position of the cam hinge 1051 on said cam flange(s) 1052. Moreover, said bracing slot(s) 1056 are positioned at or on said cam flange(s) 1052 spaced apart from the position of the cam hinge 1051 on said cam flange(s) 1052 and from the position of the actuator receiver 1055 on said cam flange(s) 1052.

[0500] Further said bracing slot(s) 1056 and said actuator receiver 1055 are shown positioned at opposite ends of said cam flange(s) 1052 with the cam hinge 1051 positioned therebetween, such that a rotation or pivoting of said cam arrangement 1050 about said cam hinge 1051 causes a corresponding rotation or pivoting of the bracing slot(s) 1056 and said actuator receiver 1055 in a same direction i.e., such that pivoting of the cam arrangement 1050 about its cam hinge 1051 causes a downward movement of the actuator receiver 1055 of the cam arrangement 1050 and an upward movement of the bracing slot(s) 1056 and the cam end hinge 1043 of the at least one bracing element 1041 when so releasably received by said bracing slot(s) 1056.

[0501] Thus, upon pivoting of the trigger post 1020 due to impact of an errant vehicle thereon, the actuator trigger end 1031 of the actuator 1030 is pulled up and away from the inverted channel 1063 of the plate 1062, as described above, causing the main portion 1033 of the actuator to be pulled in a direction towards the trigger post 1020, and, as a result, causing the actuator cam end 1031 to pull downwardly on the actuator receiver 1055, thus rotating the cam arrangement 1050 as a whole about the cam hinge 1051.

[0502] This action of the cam arrangement 1050 is shown step-wise in detail in FIGS. 44A to 44C.

[0503] Because of this, the bracing slots 1056 of each cam flange 1052 naturally also rotate therewith, and in a manner such that the cam end hinge 1043 of the bracing arrangement 1040 travels upwardly through the plate slots 1064 of (plate walls of) the inverted channel 1063.

[0504] Upon sufficient rotation of the cam arrangement 1050 (i.e., sufficient actuation, or extension of the actuator 1030 in a direction towards the trigger post 1020 due to pivoting thereof caused by an impacting vehicle) the cam end hinge 1043 of the bracing arrangement 1040 clear the plate slots 1064 and escape out from their confinement in the bracing slots 1056 of the cam flanges 1052.

[0505] In other words, said bracing slots 1056 and said plate slots 1064 are configured to together releasably receive and constrain said cam end hinge 1043 of the at least one bracing element 1041 at least until a pivoting of the cam arrangement 1050 about said cam hinge 1051 thereof causes a movement of the bracing slots 1056 that moves the cam end hinge 1043 through said plate slots 1064 to and towards a released position out from said bracing slots 1056 and said plate slots 1064.

[0506] This causes the bracing arrangement 1040 to detach from its relationship with the cam arrangement 1050. As a result, since this cam end hinge 1043 defines the only lower connection or support for the bracing arrangement 1040, the bracing arrangement 1040 itself collapses.

[0507] The bracing arrangement 1040 is shown in FIG. 43 comprising two elongate bracing elements 1041 across the lower ends of which extends the cam end hinge 1043. At upper ends of the bracing elements 1041 is a support post hinge 1042 that extend thereacross, pivotably connecting the bracing arrangement 1040 to the support post 1010.

[0508] The support post 1010 also shown in FIG. 43 may be understood as defining the point of transition of the flexible tensioned members 20 described previously to the end anchor 1000, or in other words, the start of the terminal end of the end anchor 1000. The support post 1010 thus comprises flexible member supports 1013 that define the start of the transition of the flexible tensioned members 20 before they terminate at pivoted flexible member mounts 1065 located partially within the inverted channel 1063 of the plate 1062 of the support unit 1060.

[0509] The support post 1010 also comprises a base hinge 1011 connecting it to the plate 1062 for pivoting thereabout, as well as a bracing element hinge 1012 that coincides with/defines and/or forms part of the support post hinge 1042 of the bracing arrangement 1040 as described above. In this manner, the bracing arrangement 1040 serves to brace the support post 1010 against the tension of the tensioned member 20 when the end anchor 1000 is in its operative condition.

[0510] Thus, upon release of the cam end hinge 1043 of the bracing arrangement 1040 from the cam arrangement 1050, the bracing arrangement 1040 collapses under tension of the flexible members 20, causing the support post 1010 to also collapse for the same reason.

[0511] Thus, it will be appreciated that the actuator 1030, via the cam arrangement 1050 and bracing arrangement 1040, effects the movement of the trigger post 1020, due to impact from an errant vehicle, to the support post 1010, thus causing collapse of the end anchor 1000 as a whole.

[0512] This process of the end anchor 1000 transition from its operative, upright condition, to its collapsed condition is shown stepwise in FIGS. 36 to 39 in perspective view, and also shown in a side sectional view in FIGS. 45A to 45D.

[0513] Initially, in the operative condition of FIG. 36/45A the support post 1010 and trigger post 1020 are in a substantially upright vertical orientation, with the flexible tension members 20 extending out from the end anchor 1000 in a substantially horizontal orientation. Then, upon impact of an errant vehicle in FIG. 37/45B the trigger post 1020 pivots about its trigger hinge 1021 downwardly towards the inverted channel 1063. This causes the actuator catch 1022 to pivot out and away from the inverted channel 1063, pulling the actuator 1030 in a direction away from the cam arrangement 1050 and thus causing its rotation about the cam hinge 1051.

[0514] In FIGS. 38/45C and 44C the cam arrangement 1050 has been rotated sufficiently to permit release of the bracing cam end hinge 1043 from its captivity in the bracing slots 1056 of the cam flanges 1052 and plate slots 1064 of the inverted channel 1063.

[0515] It should be noted that the cam arrangement 1050 rotation to this position may not necessarily be fully actioned by corresponding translation of the actuator 1030 alone. Instead, part of the cam arrangements 1050 rotation in the final few degrees necessary to release the cam end hinge 1043 therefrom may be effected by the tension of the flexible members 20 pulling in a direction towards the other end of the crash barrier system 100 thus compelling the bracing arrangement 1040 in a direction away from the trigger post 1010.

[0516] It will thus be understood that the collapse of the end anchor 1000 may be partly actioned or influenced by the tension present in the remaining crash barrier system 100 (i.e., the other end of the crash barrier system 100, or an end anchor 900, 1000 on the other end thereof remains in its operative condition and thus maintains the tension that ‘pulls’ the bracing arrangement 1040 in a direction away from the collapsed/collapsing trigger post 1010). The actuator 1030 may thus be configured to only rotate the cam arrangement 1050 sufficient for the tensioned flexible members 20 to complete the remaining rotation required to release the bracing arrangement 1040 and collapse the end anchor 1000 rapidly under tension from the tensioned flexible members 20.

[0517] In FIG. 38/45C the cam arrangement 1050 has rotated for release of the cam end hinge 1043 of the bracing arrangement 1040. As can be seen, the support post 1010 is now pivoting downwardly about its base hinge 1011.

[0518] Finally, in FIG. 39/45D the end anchor 1000 has moved into its collapsed condition. The support post 1010 is almost positioned within the inverted channel 1063, with the bracing elements 1041 of the bracing arrangement 1040 in a substantially horizontal position atop the inverted channel 1063. The tensioned members 20 act to push down on the support post 1010 and bracing arrangement 1040, reducing the possibility that these components will protrude upwardly to slice into or otherwise further damage the impacting vehicle, or cause its roll-over.

[0519] It should be noted that amongst all this movement, the actuator 1030 remains operatively coupled at both its ends to the trigger post 1020 and cam arrangement 1050. Thus, a team of first responders can elect to simply move the trigger posts 1020 and support post 1010 back upright simultaneously, so as to permit re-entry of the cam end hinge 1043 of the bracing arrangement 1040 back into the corresponding bracing slots 1056. In this manner, this end anchor 1000 embodiment can be moved from its collapsed condition back to its upright condition even while under tension from the flexible members 20.

[0520] It will be appreciated that impact of the trigger post 1020 by a vehicle travelling in a direction away from the support post 1010 to the trigger post 1020 (indicated generally by arrow A in FIG. 37) will not cause a collapse of the end anchor, as the trigger post 1020 upper end 1025 will instead pivot away from the inverted channel 1063, causing the lower end 1024 to pivot towards the cam arrangement 1050 so that the actuator 1030 ‘loses slack’ rather than be pulls away to initiate rotation of the cam arrangement 1050.

[0521] Alternatively, in the unlikely event of the trigger post 1020 being impacted side-ways, i.e., in a direction perpendicular the length of the support unit 1060, (indicated generally by arrow B in FIG. 37) the trigger post 1020 may bend or collapse sideways, but will not necessarily pivot as required to trigger collapse of the end anchor 1000. The support post 1010 and bracing arrangement 1040 along with the flexible tensioned members 20 will remain upright in such a collision.

[0522] In this manner, when impacted in a direction that is not substantially toward the support post 1010, the trigger post 1020 may act as a fuse of sorts, being a sacrificial element that can deform, break away or collapse when impacted in a way that does not necessitate collapse of the remaining components of the end anchor 1000.

[0523] Further, if the trigger post 1020 is not at all impacted but a vehicle impacts upstream therefrom indicated generally by ‘area’ C in FIG. 37 (i.e., impacts the bracing arrangement 1040, support post 1010 or tensioned members 20) the end anchor 1000 will still not be triggered to collapse from its operative condition. Of course, it will be appreciated that a high-speed/force impact on the bracing arrangement 1040 of significant magnitude may cause release of the cam end hinge 1043 from the cam arrangement 1050 and thus trigger collapse of the end anchor 1000.

[0524] Thus, this embodiment of the end anchor 1000 is configured to collapse primarily when impacted on the trigger post 1020, by a vehicle travelling in a direction towards the trigger post 1020 as indicated generally by arrow D in FIG. 37.

[0525] Those skilled in the art will appreciate widely varying changes to the components of the end anchor 1000 described that will retain the fundamental operating function thereof.

[0526] For instance: [0527] In some embodiments, a pair of actuators 1030, or cables, may be provided, in which the trigger ends 1031 thereof extend through a corresponding cam flange 1052 and respective flange slots 1053 to corresponding actuator receivers 1055. However, in the embodiment shown in FIGS. 36 to 45D and described above with reference thereto, only one actuator 1030 is employed extending to only one cam flange 1052 and through its flange slot 1053 along the flange surface 1054 to the respective actuator receiver 1055. In other embodiments, the actuator 1030 may instead correspond to the left-side cam flange 1052 rather than the right-side cam flange 1052 as shown. [0528] In some embodiments, the bracing arrangement 1040 may not comprise two elongate unitary bracing elements 1041, as shown in FIGS. 36 to 45D and as described above with reference thereto, but may instead comprise a deformable, pivoting or multi-component non-unitary arrangement that may act to brace the support post 1010 against the tension of the flexible members 20, and may further collapse under a deformation, pliability, or other hinging action. [0529] The cam arrangement 1050 may, in some configurations, not necessarily take the form shown in FIGS. 36 to 45D. For instance, it may have cam flanges 1052 shaped differently from those shown, with the corresponding bracing slots 1056 thereof reconfigured accordingly, or may comprise a different arrangement of integrally formed or unitary components. [0530] The actuator 1030 may also in other embodiments, comprise a non-unitary assembly of components, hinged or otherwise connected together to effect movement from the trigger post 1010 to the cam arrangement 1050 and vice versa via deformation, pliability, or other hinging action. I taking the form of a cable as shown, said cable may comprise a wide range of materials as desired to give a tensile or resilient property to the actuator 1030.

[0531] In one embodiment, the end anchor 900, 1000 and its primary components are composed of metal, preferably steel.

[0532] In one embodiment, the flat straps 20 of the present invention may be substituted into a modified traditional wire barrier support arrangement. In this embodiment, not all of the benefits of the present invention will be achieved—such as a continuous smooth sliding surface. Yet, other benefits, such as increased tensile strengths and larger impact area (the flat face 21) may be achieved.

[0533] Where in the foregoing description reference has been made to elements or integers having known equivalents, then such equivalents are included as if they were individually set forth.

[0534] Although the invention has been described by way of example and with reference to particular embodiments, it is to be understood that modifications and/or improvements may be made without departing from the scope or spirit of the invention.