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 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: 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 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 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 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 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: 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 method of applying an anti-icing solution to a roadway includes providing a plurality of spaced apart spray nozzles defining a system length. The plurality of spray nozzles are coupled to a plurality of spray valves. The method further includes supplying a pressurized anti-icing solution to each of the plurality of spray valves from a source of the anti-icing solution positioned upstream of the plurality of said spray valves. The method also includes opening the plurality of spray valves for a plurality of predetermined time periods, wherein the predetermined time periods of at least some of the plurality of spray valves are greater than the predetermined time periods of at least some other of the plurality of spray valves positioned upstream therefrom. In another aspect, an anti-icing assembly includes an anti-icing solution source, a valve in fluid communication with the anti-icing solution source, a nozzle connected to the valve, and a pressure detecting device coupled between the nozzle and the valve.

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: 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 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: 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 highway crash cushion provides a novel system response profile that reduces the stopping distance of an impact event. This crash cushion includes a frame that forms at least two bays arranged one behind another in an anticipated impact direction. The frame includes at least three transverse frames and side frames extending between adjacent transverse frames. Each of the side frames is outwardly bowed and includes first and second side frame elements coupled to the respective transverse frames, and a hinge coupled between the first and second side frame elements. At least one energy absorbing element is disposed in one of the bays, and at least first and second restraints are coupled to the side frames to resist movement of the hinges at an early stage in an impact event.

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 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 cushion provides a system response profile that reduces the stopping distance of an impact event. This crash cushion includes a frame that forms at least two bays arranged one behind another in an anticipated impact direction. The frame includes at least three transverse frames and side frames extending between adjacent transverse frames. Each of the side frames is outwardly bowed and includes first and second side frame elements coupled to the respective transverse frames, and a hinge coupled between the first and second side frame elements. At least one energy absorbing element is disposed in one of the bays, and at least first and second restraints are coupled to the side frames to resist movement of the hinges at an early stage in an impact event.

Abstract: A highway crash attenuator includes an array of resilient self-restoring polymeric tubes. Adjacent tubes are secured together by threaded fasteners, and the tubes of the rear row of the array are secured to a rigid object by threaded fasteners. The tubes form a rectangular array, without cables, frameworks or panels between the exterior surfaces of the array and oncoming traffic. The tubes of the front row of the array are provided with a greater wall thickness than the remaining tubes of the array to increase the mass and stiffness of the front of the array.

Abstract: A highway crash cushion provides a system response profile that reduces the stopping distance of an impact event. This crash cushion includes a frame that forms at least two bays arranged one behind another in an anticipated impact direction. The frame includes at least three transverse frames and side frames extending between adjacent transverse frames. Each of the side frames is outwardly bowed and includes first and second side frame elements coupled to the respective transverse frames, and a hinge coupled between the first and second side frame elements. At least one energy absorbing element is disposed in one of the bays, and at least first and second restraints are coupled to the side frames to resist movement of the hinges at an early stage in an impact event.

Abstract: A truck mounted attenuator includes an adjustable tailgate mount having a frame, and a hanger adjustably mounted to the frame such that the hanger is movable to any of a plurality of vertical positions with respect to the frame to adjust the tailgate mount for a specific truck. The hanger is shaped and configured to support the frame at the rear of the truck. A crash cushion is secured to the frame, and the crash cushion includes at least first and second bays containing respective first and second energy absorbing elements. The first and second energy absorbing elements are shorter than the respective bays by differing amounts.