Abstract: Traffic cone assemblies include a first wall portion disposed at an acute angle relative to a longitudinal axis to at least partially defines a hollow interior of the traffic cone assembly. The first wall portion includes polyvinyl chloride as well as first, second and third plasticizers each in an amount of 10-20 parts by weight per 100 parts by weight of polyvinyl chloride. The first wall portion also includes a heat stabilizer in an amount of 1-5 parts by weight per 100 parts by weight of polyvinyl chloride, and a first colorant in an amount of 0.5-2 parts by weight per 100 parts by weight of polyvinyl chloride. Additionally, or in the alternative, traffic cone assemblies include a body section and a base section. The body section includes with first, second and third wall portions. Methods of manufacture are also included.

Abstract: An improved crash attenuator that uses a cable and shock arresting cylinder arrangement to control the rate at which a vehicle impacting the crash attenuator is decelerated to a safe stop is disclosed. The crash attenuator is comprised of a front section and a plurality of mobile sections with overlapping angular corrugated side panels. When the crash attenuator is impacted by a vehicle, the front section and mobile sections telescope down in response, and thus, are effectively longitudinally collapsed. For this purpose, the sections are slidably mounted on at least one guiderail that is attached to the ground. Positioned preferably between two guiderails is the cable and cylinder arrangement that exerts a force on the front section to resist the backward movement of the front section when struck by an impacting vehicle using a varying restraining force to control the rate at which an impacting vehicle is decelerated to safely stop the vehicle. The side panels can also be used in a guardrail configuration.

Abstract: An improved crash attenuator that uses a cable and shock arresting cylinder arrangement to control the rate at which a vehicle impacting the crash attenuator is decelerated to a safe stop is disclosed. The crash attenuator is comprised of a front section and a plurality of mobile sections with overlapping angular corrugated side panels. When the crash attenuator is impacted by a vehicle, the front section and mobile sections telescope down in response, and thus, are effectively longitudinally collapsed. For this purpose, the sections are slidably mounted on at least one guiderail that is attached to the ground. Positioned preferably between two guiderails is the cable and cylinder arrangement that exerts a force on the front section to resist the backward movement of the front section when struck by an impacting vehicle using a varying restraining force to control the rate at which an impacting vehicle is decelerated to safely stop the vehicle. The side panels can also be used in a guardrail configuration.

Abstract: A corrugated side panel for use with crash attenuators and guard rails is provided with a plurality of angular corrugations including a plurality of flat ridges and flat grooves connected together by flat slanted middle sections. A portion of the trailing edge of each ridge is bent in toward the succeeding ridge so that a vehicle reverse impacting the crash attenuator does not get snagged by the trailing edge of the panel, but is at least partially redirected toward the roadway. Support gussets are selectively provided to reinforce the side panel.

Abstract: An improved crash attenuator that uses a cable and shock arresting cylinder arrangement to control the rate at which a vehicle impacting the crash attenuator is decelerated to a safe stop is disclosed. The crash attenuator is comprised of a front section and a plurality of mobile sections with overlapping angular corrugated side panels. When the crash attenuator is impacted by a vehicle, the front section and mobile sections telescope down in response, and thus, are effectively longitudinally collapsed. For this purpose, the sections are slidably mounted on at least one guiderail that is attached to the ground. Positioned preferably between two guiderails is the cable and cylinder arrangement that exerts a force on the front section to resist the backward movement of the front section when struck by an impacting vehicle using a varying restraining force to control the rate at which an impacting vehicle is decelerated to safely stop the vehicle. The side panels can also be used in a guardrail configuration.

Abstract: An improved redirective end treatment is disclosed which uses a braking system that provides a varied braking force to maintain the rate of deceleration of a vehicle impacting the end treatment at or below a predetermined value. The redirective end treatment includes a guardrail structure and an impact sled positioned ahead of the guardrail structure. Pivotally attached to the front of the guardrail structure is a smart braking unit positioned within the impact sled. When a vehicle collides with the impact sled, the sled is caused to translate backwards towards the braking unit and guardrail structure. As the impact sled collides with the braking unit, the guardrail structure is caused to move vertically and fold in a scissors-like action. The amount of linear space finally occupied by the end treatment is then reduced, but because the impact sled, braking unit and guardrail structure are not physically damaged they can be returned to their original positions for reuse.