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 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. In another aspect, a deformable tube is at least partially filled with a secondary component, which filled portion has a greater deformation strength than unfilled portions of the tube. In another aspect, a vehicle crash cushion includes first and second side panels. A connector includes a first strap portion disposed in a valley of and connected to the first side panel and a second strap portion disposed adjacent to and connected to a ridge of the second side panel.

Abstract: A vehicle crash cushion for decelerating a vehicle includes front and rear anchors spaced along a longitudinal direction and at least one deformable attenuator member extending in the longitudinal direction and having a first end coupled to the front anchor and a second end coupled to the rear anchor. A support member is positioned adjacent the attenuator member and is moveable in the longitudinal direction relative thereto between at least an initial position and an impact position toward the rear anchor and away from the front anchor. At least one deforming member is mounted on the support member and is engaged with at least a portion of the attenuator member. In another aspect, a vehicle crash cushion includes first and second side panels each having at least one longitudinally extending ridge and at least one longitudinally extending valley. The first side panel is moveable relative to the second side panel in response to an axial force being applied to the elongated frame.

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. In another aspect, a deformable tube is at least partially filled with a secondary component, which filled portion has a greater deformation strength than unfilled portions of the tube. In another aspect, a vehicle crash cushion includes first and second side panels. A connector includes a first strap portion disposed in a valley of and connected to the first side panel and a second strap portion disposed adjacent to and connected to a ridge of the second side panel.

Abstract: A delineator includes a post having a bottom portion and a stem extending from the bottom portion. At least a portion of the post is moveable in a lateral direction between an at-rest position and an impact position. An anchor includes a top and an elongated receptacle. In one aspect, the stem is removably inserted in the receptacle and is moveable in a longitudinal direction between at least a first position and a second position relative to the receptacle as the flexible post is moved between the at-rest position and the impact position respectively. A first portion of the length of the stem is disposed in the receptacle when the stem is in the first position and a second portion of the length of the stem remains disposed in the receptacle when the stem is in the second position, wherein the first portion is greater than the second portion. Methods of removably retaining a boundary in a pathway and of installing a boundary in a pathway are also provided.

Abstract: Improved roadway freezing point monitoring systems and methods include improved sample wells for the accurate measurement of the freezing point of liquid on a roadway, the use of temperature sensors that require only two conductors to receive power and to send and receive digital address and temperature information, improved algorithms for detecting the freeze point of liquid on the roadway, the use of conductivity measurements to verify detected freeze points, and the transmission of temperature information via the Internet to remote computers.

Abstract: A crash cushion including a side portion extending in a longitudinal direction and having an outer surface defined at least in part by a plurality of convex cambered portions. At least one deflector skin has an inner surface, an outer surface, a leading edge and a trailing edge. The deflector skin is mounted to the outer surface of the side portion in an overlying relationship with at least one of the convex cambered portions.

Abstract: An anti-icing spray assembly includes a base housing having a generally open top and a cavity. The base housing is adapted to be mounted in a roadway. A spray housing is removably secured to the base housing with at least a portion of the spray housing being disposed in the cavity of the base housing. The spray housing defines an interior chamber and is watertight so as to substantially prevent water from entering the interior chamber. The spray housing includes at least one spray outlet adapted to spray an anti-icing agent onto the roadway. At least one valve assembly is disposed in the interior chamber of the spray housing. The valve assembly is operably connected to the at least one spray outlet. The valve assembly is moveable between a closed position and an open position, wherein the valve assembly is adapted to permit the flow of the anti-icing agent through the at least one spray outlet and onto the roadway when moved to the open position.

Abstract: A truck mounted attenuator includes an interface structure comprising a pivot mount at a first location and a bearing surface at a second location vertically spaced from the first location. The pivot mount is adapted to be pivotally mounted to a pivotable truck component and the bearing surface is adapted to slidably engage an understructure of the truck. A backup structure is pivotally mounted to the interface structure at a third location and is engaged with the interface structure at a fourth location spaced from the third location. A crash cushion is supported at least in part by said backup structure. This crash cushion can be implemented as described in detail below to provide carefully tailored decelerating loads on the impacting vehicle. In other aspects, a truck outfitted with an impact attenuator and a method for mounting a truck mounted attenuator on a truck are also provided.

Abstract: A vehicle mounted crash attenuator includes first and second bays mounted together at a rotational joint. One or more hydraulic cylinders are mounted between the bays to move the second bay between a deployed position, in which the first and second bays are aligned horizontally, and a retracted position, in which the second bay is rotated about the rotational joint by a rotation angle greater than 90° from the deployed position. In this way, the second bay is raised above the first bay, and the overall length of the crash attenuator is shortened, all without excessively increasing the overall height of the crash attenuator.

Abstract: A crash cushion comprising a resilient cylinder having a substantially vertical longitudinal axis and an outer surface at least a portion of which is adapted to be exposed in or to a roadway. A deflector skin has a curved contour shaped to mate with the outer surface of the cylinder. The deflector skin is mounted on the outer surface over at least a portion of the portion of the outer surface that is adapted to be exposed to the roadway. A crash cushion system includes an array of cylinders and at least one deflector skin. In another aspect, a plurality of cylinders, at least some of which define a side of the array, each have an outermost vertical tangent, the combination of which defines a vertical plane. One or more deflector skins each including a leading edge and a trailing edge are mounted to corresponding ones of the cylinders forwardly of the tangent.

Abstract: Improved roadway freezing point monitoring systems and methods include improved sample wells for the accurate measurement of the freezing point of liquid on a roadway, the use of temperature sensors that require only two conductors to receive power and to send and receive digital address and temperature information, improved algorithms for detecting the freeze point of liquid on the roadway, the use of conductivity measurements to verify detected freeze points, and the transmission of temperature information via the Internet to remote computers.

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.

Abstract: A highway crash attenuator frame includes transverse elements that are interconnected by side elements. Each side element is disposed entirely on a respective side of a central longitudinal axis of the frame, and one or more tension elements are secured to the side elements to extend between the side elements across the longitudinal axis. Each tension element includes a mechanical fuse operative to fail in tension when the first and second side elements supply an excessive tensile load to the tension element. When the mechanical fuse fails in tension in an impact, the side elements are simultaneously released to move outwardly, away from the longitudinal axis, and thereby to collapse in a way which is coordinated between the left and the right sides of the frame.

Abstract: A highway crash attenuator frame includes transverse elements that are interconnected by side elements. Each side element is disposed entirely on a respective side of a central longitudinal axis of the frame, and one or more tension elements are secured to the side elements to extend between the side elements across the longitudinal axis. Each tension element includes a mechanical fuse operative to fail in tension when the first and second side elements supply an excessive tensile load to the tension element. When the mechanical fuse fails in tension in an impact, the side elements are simultaneously released to move outwardly, away from the longitudinal axis, and thereby to collapse in a way which is coordinated between the left and the right sides of the frame.

Abstract: Improved roadway freezing point monitoring systems and methods include improved sample wells for the accurate measurement of the freezing point of liquid on a roadway, the use of temperature sensors that require only two conductors to receive power and to send and receive digital address and temperature information, improved algorithms for detecting the freeze point of liquid on the roadway, the use of conductivity measurements to verify detected freeze points, and the transmission of temperature information via the Internet to remote computers.

Abstract: An energy absorbing assembly for a roadside crash cushion includes a resilient, self-restoring tube and a compression element positioned inside the tube to brace the tube against compression along a compression axis while allowing compression of the tube in other directions. The compression element is mounted to the tube by a hinge having a first portion secured to the tube, a second portion secured to the compression element, and a hinge portion interconnecting the first and second portions. The hinge reduces bending forces on the fasteners that secure the hinge to the tube and to the compression element in an axial impact.

Abstract: A vehicle mounted crash attenuator includes first and second bays mounted together at a rotational joint. One or more hydraulic cylinders are mounted between the bays to move the second bay between a deployed position, in which the first and second bays are aligned horizontally, and a retracted position, in which the second bay is rotated about the rotational joint by a rotation angle greater than 90° from the deployed position. In this way, the second bay is raised above the first bay, and the overall length of the crash attenuator is shortened, all without excessively increasing the overall height of the crash attenuator.

Abstract: A highway crash barrier includes a collision sensor that detects when a vehicle collides with the crash barrier. A transmitter is coupled with the collision sensor to transmit a radio frequency signal to a remote location when this collision sensor detects a collision. This radio frequency signal includes a fault message that is forwarded automatically to a user responsible for maintenance of the crash barrier. A camera is controlled in response to the collision sensor to store an image of the crash barrier shortly after the collision.

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.