Abstract: A guardrail system includes a plurality of posts spaced apart along a longitudinal direction and a plurality of rail sections extending between and coupled to the spaced apart posts. Each of the rail sections includes an uppermost surface. A cable extends along the longitudinal direction and is coupled to the rail sections and/or posts. The cable is vertically spaced above the uppermost surface of the rail sections. A guardrail retrofit kit includes a front anchor bracket, a rear anchor bracket, an intermediate bracket and a cable having end portions adapted to be coupled to the front and rear anchor brackets. The intermediate bracket is configured to releasably capture the cable. Methods of retrofitting a guardrail system and arresting a vehicle impacting a guardrail system are also provided.

Abstract: A gate for providing an opening in a barrier system includes a gate barrier segment and a connector having first and second connector segments. The first connector segment is coupled to the gate barrier segment. The first and second connector segments are releasably coupled, and may be hingedly connected on at least one of a first and second side thereof. The second connector segment is configured to be coupled to a stationary barrier segment.

Abstract: A crash attenuator includes a crash cushion having a front end, a rear end, and a trailer hitch component disposed adjacent the front end. The trailer hitch component is capable of being secured to a mating hitch component located on a towing vehicle, such that the hitch components are capable of being rotated relative to each other about a substantially vertical axis. The crash attenuator further includes at least one wheel supporting the crash cushion. The wheel is rotatable about a substantially horizontal axis and is spaced rearwardly from the hitch component. A pair of tethers are positioned on opposite sides of the hitch component and are moveable relative to one or more retraction mechanisms connected to the crash cushion.

Abstract: An energy absorbing vehicle barrier includes a frame defining a compartment. In one embodiment, the frame includes a nose. An energy absorbing cartridge is disposed within the compartment. A retaining device is coupled to the frame, with the retaining device disposed above and extending over at least a portion of an upper surface of the cartridge. The retaining device may contact and engage the upper surface of the cartridge when the barrier is impacted by a vehicle. In this way, the retaining device substantially prevents movement of the cartridge in at least a vertical direction during the impact. Methods of using and assembling the barrier are also provided.

Abstract: An energy absorbing vehicle barrier includes a frame defining a compartment. In one embodiment, the frame includes a nose. An energy absorbing cartridge is disposed within the compartment. A retaining device is coupled to the frame, with the retaining device disposed above and extending over at least a portion of an upper surface of the cartridge. The retaining device may contact and engage the upper surface of the cartridge when the barrier is impacted by a vehicle. In this way, the retaining device substantially prevents movement of the cartridge in at least a vertical direction during the impact. Methods of using and assembling the barrier are also provided.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of spaced deformable attenuator members extend in a longitudinal direction and have a proximal end and a distal end. The proximal ends are staggered downstream from the impact member in the pre-impact position. At least a portion of the deformable attenuator members are bent in a non-outboard direction as the impact member is moved from the pre-impact position to the impact position.

Abstract: A crash attenuator includes a crash cushion having a front end, a rear end, and a trailer hitch component disposed adjacent the front end. The trailer hitch component is capable of being secured to a mating hitch component located on the towing vehicle, such that hitch components are capable of being rotated relative to each other about a substantially vertical axis. The crash attenuator further includes at least one wheel supporting the crash cushion. The wheel is rotatable about a substantially horizontal axis and is spaced rearwardly from hitch component. One or more tethers are positioned on opposite sides of the hitch component and are moveable relative to one or more guides connected to the crash cushion.

Abstract: A guardrail assembly includes first and second rail sections, with a deforming member deforming the first rail section as it moves relative to the second rail section. Methods of using and assembling a guardrail assembly are also provided.

Abstract: A method for transferring a barrier includes providing a barrier having first and second sides and a plurality of barrier modules connected end-to-end, driving a transfer vehicle along a path on the first side of the barrier, wherein the vehicle is supported entirely by a support surface on the first side of the barrier and is free of any engagement with the support surface on the second side of the barrier. The transfer vehicle includes a barrier transfer device with a support disposed above the barrier and a carriage coupled to the support. The method further includes sequentially engaging the plurality of barrier modules with the carriage, sequentially moving the plurality of barrier modules in a lateral direction with the carriage, and sequentially releasing the plurality of barrier modules from the carriage.

Abstract: A breakaway support post for a guardrail includes an upper post member and a lower post member. The upper and lower post members are overlapping and configured such that the upper and lower post members are non-rotatable relative to each other about an axis extending in an axial impact direction. In one embodiment, a tensile fastener extends in the axial impact direction and connects overlapping portions of the upper and lower post members. In another embodiment, a shear fastener extends transversely to the axial impact direction and is the only connection between the upper and lower post members. In another aspect, a guardrail assembly includes first and second rail sections, with a deforming member deforming the first rail section as it moves relative to the second rail section. Methods of using and assembling a guardrail assembly are also provided.

Abstract: A non-lethal energy absorbing vehicle barrier for decelerating an impacting vehicle a gate member disposed between first and second gate receivers that is deformable from a pre-impact configuration to an impact configuration. The gate member may include a first deformable energy absorption member having a first end coupled to the first gate receiver and a second end extending inward toward a center of the gate member; a second deformable energy absorption member having a first end coupled to the second gate receiver and a second end extending inward toward the center of the gate member; and a deforming member connecting the first and second deformable energy absorption members in an overlapping configuration. The deforming member is configured to engage and deform the first and second deformable energy absorption members as the gate member is deformed from the pre-impact configuration to the impact configuration.

Abstract: A crash attenuator includes a crash cushion having a front end and a rear end, and a restraint element disposed adjacent the front end and capable of being coupled to a towing vehicle. The crash attenuator further includes at least one wheel supporting the crash cushion. The restraint element is operable between at least an impact condition and a non-impact condition.

Abstract: A barrier transfer device includes a cantilevered support arm and a carriage coupled to the support arm. The carriage includes at least a pair of barrier interface members extending downwardly from the support arm. The barrier interface members are configured to engage a barrier on opposite sides thereof when the barrier. A system for transferring a barrier includes a transfer vehicle having an outermost portion on each of first and second opposite sides of the transfer vehicle. The cantilevered support arm is coupled to the transfer vehicle and extends laterally outwardly past the outermost portion of the transfer vehicle on the first side of the transfer vehicle. A moveable barrier system includes at least one barrier having first and second sides and a bottom adapted to be supported by a ground surface and a transfer vehicle having a barrier interface element engaging only a first side of said barrier. Methods for transferring a barrier are also provided.

Abstract: A crash attenuator for decelerating an impacting vehicle includes a first end that can be releasably secured to a vehicle, and a second end that is longitudinally spaced from the first end. The second end includes an impact member that is movable in the longitudinal direction from a pre-impact position to an impact position. At least a pair of deformable attenuator members are spaced laterally and extend longitudinally between the first and second ends. At least a portion of the attenuators are bent in a non-outboard direction when the impact member moves from the pre-impact position to the impact position.

Abstract: A non-lethal energy absorbing vehicle barrier for decelerating an impacting vehicle includes a first gate member and a second gate member disposed downstream of the first gate member. The first and second gate members are movable from a retracted position in which the first and second gate members are disposed so as not to impede vehicular traffic on a vehicle pathway, to a deployed position in which the first and second gate members are disposed to impede vehicular traffic on the vehicle pathway. The first gate has a height that is lower than a height of the second gate in the deployed position. Both the first and second gate members include at least a pair of deformable energy absorbing members that are deformed in a substantially inboard direction by a deforming member when the first and second gates are deformed from a pre-impact configuration to an impact configuration.

Abstract: A crash attenuator includes a crash cushion having a front end, a rear end, and a trailer hitch component disposed adjacent the front end. The trailer hitch component is capable of being secured to a mating hitch component located on the towing vehicle, such that hitch components are capable of being rotated relative to each other about a substantially vertical axis. The crash attenuator further includes at least one wheel supporting the crash cushion. The wheel is rotatable about a substantially horizontal axis and is spaced rearwardly from the substantially vertical axis. The crash attenuator further includes at least one restraint element operable between at least a disengaged condition, wherein the crash cushion is capable of rotating about the substantially vertical axis, and an engaged condition, wherein the at least one restraint element constrains rotation of the crash cushion about the substantially vertical axis.

Abstract: A self-righting post assembly includes an elastomeric hinge tube and an elastomeric inner member is disposed in the hinge tube. In one embodiment, an extension post is disposed over the hinge tube. A sign panel can be secured to the extension post. In one embodiment, the inner member is free of any engagement with the hinge tube. In one embodiment, the hinge tube is secured to a base, preferably with a vertically oriented fastener. A method of assembling the post assembly is also provided.

Abstract: A vehicle crash cushion for decelerating a vehicle includes first, second and third bays. The first bay is positioned forwardly of the second bay and the second bay is positioned forwardly of the third bay. The first, second and third bays each have energy absorbing structures with first, second and third impact strengths respectively. The first impact strength is greater than the third impact strength, which is greater than the second impact strength.

Abstract: A highway crash cushion includes a single, central, rigid, guide tail that guides the crash cushion in axial collapse. Diaphragm assemblies are each provided with recessed legs, and a central guide that slides along the rail while locking against the rail in a lateral collision. The diaphragm assemblies support fender panels that include four longitudinally extending ridges, a central slot, and a tapered trailing edge that reduces vehicle snagging. Energy absorbing elements are disposed between the diaphragm assemblies, and each includes an indicator that clearly indicates when the element has been compressed and possibly damaged.

Abstract: A vehicle impact attenuator includes a rail and at least one guide member moveable along the rail. At least a portion of the guide member is rotatable relative to the rail about a vertical axis by at least ±10° without binding the guide member against the rail. At least one energy absorbing element is located adjacent said guide member. A method of attenuating the impact of a vehicle is also provided.