Korean firm Gsi intends to sell its novel roller type barriers in the european market
RSS
The specifications for the use of crash cushions and barriers can vary considerably, while different systems can be used to suit specific applications. To explain the tools available for the US market, the3918 IRF Washington recently held an on-line webinar to help industry professionals achieve proper crash cushion selection based on site-specific needs and conditions. The webinar formed part of the IRF’s Safer Roads by Design series and was hosted by industry expert and IRF safety advisor Mike Dreznes. Proper selection can save money, minimise liability, and most importantly, avoid needless deaths and injuries.
The information will allow road authorities in the US, or other countries using US standards such as those in Latin America, to achieve proper classification of crash cushions. This task is critical to ensure the appropriate placement of crash cushions as at present, few Departments of Transportation (DOTs) have in-house expertise on crash cushions. According to the IRF, not enough DOTs realise the importance of specifying crash cushions for on-site conditions, design performance specifications and reusability after a design capacity impact, to ensure the optimum usage of available road safety funds.
By following the IRF’s webinar, DOTs, road agencies, contractors and other road industry professionals were given information on to select the proper system for all applications. This data is crucial as it can provide significant savings when purchasing and maintaining crash cushions. This webinar also provided the details needed to implement crash cushion classifications for their state, agency or country, while explaining how each type of crash cushion works. Targeted participants included road agencies, US DOTs, consultants, academia, contractors, and asset management and other road industry professionals. Topics covered included: specific site data information required to select the appropriate crash cushion; a detailed comprehension of NCHRP 350 and MASH testing criteria; an explanation of an objective method to classify crash cushions based on life cycle costs; a recommended process to develop classifications based on site specific information, crash cushion performance; life cycle cost.
In the highway safety barrier sector, an array of innovative roadside technologies has come to market in recent months. Some of these meet European regulations, while others suit US standards and there are also novel technologies coming to market from various Asia-based suppliers. Some of the Asian products meet European standards already, or will soon, boosting competition in the sector.
The Taiwanese firm Aplus Molds and Plastics (AMP) has developed polycarbonate and polypropylene barrier sections to suit an array of protective requirements. The firm says that its polypropylene sections are lighter and cheaper than comparable steel components and suit duties on roads with low traffic volumes and speeds. Meanwhile the company’s polycarbonate sections offer greater impact performance and suit guardrail applications on highways. Weighing just 17kg apiece, the polycarbonate sections are lightweight and easy to handle, allowing them to be installed manually and without the need for lifting equipment. The light weight also helps reduce transport costs in comparison with conventional steel units, allowing more sections to be carried on each delivery vehicle and cutting freight charges.
The products are injection molded rather than extruded, which is said to maximise structural strength, while the barrier sections are said to be long lasting due to good UV resistance and are also corrosion-free. Impact performance is also said to be good as the material helps absorb shock, while a minimum working life of 10 years is claimed and the barrier sections can also be recycled. Various colours are available to boost conspicuity, while lighting can be fitted if required to boost visibility or provide hazard warnings. The sections also come with integral reflectors, which are colour coded. These boost safety by reflecting red light should a driver be travelling in the wrong direction.
The products comply with Taiwan’s requirements for vehicle redirective capabilities and impact performance and have also been supplied into China, the Philippines and South Africa. The polycarbonate sections can withstand the impact of a 3.8tonne vehicle striking at angles from 15°-25° and at speeds of up to 100km/h. The firm says it is at present looking for a European distribution partner and will then address the issue of obtaining EN1317 safety ratings. The components are also said by AMP to be free from stress cracking problems, as well as being electrical insulators.
In standard applications, the barrier sections are fitted to round steel posts installed at 2m intervals. The ductility of the units is also said to allow them to be bent to fit on curves without the need for special modification and also without losing structural performance.
Turkish barrier supplier Çepaş intends to increase its product range in due course. The new products are being tested to the European EN1317 standards at present and will be launched on the market once the testing is complete. The company said that its sales are currently strong, with orders in an array of key territories including the home market.
And also from Asia, South Korean company223 GSI is boosting its barrier range with the addition of a new adjustable corner section. This retains the innovative roller concept developed by the firm and is used as an integral part of the barrier. However this new unit allows users to adjust the angle of the corner to fit around a traffic light or signpost for example. These sections are available with the firm’s new solar powered warning light also. GSI hopes to make its barriers available in Europe soon, as the South Korean authorities have been in discussion with a Czech body that carries out testing to the EN1317 rating. Once this agreement is complete, the South Korean authorities will be able to commence testing to the EN1317 standards in the country, rather than having to export products to Europe. GSI’s director KJ Ahn said, “We can save a lot in cost and time as we won’t have to send personnel and products to Europe for testing.”
This move will benefit GSI, as well as other South Korean suppliers, and GSI is hoping to commence testing to EN137 standards shortly, which will then allow it to sell its products in Europe. In addition the firm has also developed a light duty barrier designed for use in separating cycle lanes or motorcycle lanes from pedestrian walkways, as well as a centrelane barrier without rollers.
However, European firms are also offering new technologies or looking to develop sales in new markets. Spanish barrier specialist Industrias Duero hopes to see further sales into Latin America following expected changes in regulations in some key countries.
The authorities in Colombia and Uruguay are at present discussing the adoption of barrier standards for use on the respective road networks of these countries. At present it looks as if the two countries will allow barrier products that meet either US or European safety standards to be used in the country and should this ruling go forward,238 Industrias Duero will then commence marketing its products in these territories. The move by Colombia and Uruguay for acceptance of both US and European standard barriers would follow on from a similar ruling in Chile and Peru, as both of these countries now allow the installation of US and European specification units.
Italian firm6792 Margaritelli says that its new vehicle restraint system offers high safety levels for vehicle occupants. This barrier system is designed to meet the N2BL-02 requirement within the European EN1317 standard. The new barrier is said to deliver high protection levels to occupants of both light and heavy vehicles, having been extensively tested. Performance in both impact severity and deformation ratings were said to be high. The product achieved an impact severity AI rating of 0.8, putting it in the A class. At the same time, its deformation performance was within a working width of 1.65m, allowing it a W5 rating. The system features a 4m post spacing, which is said to boost installation speed while reducing costs in comparison with some products on the market. With its open design and laminated wood exterior, it is also claimed to deliver aesthetic appeal, suiting it to use in environmentally sensitive areas where a location-sensitive appearance may be required. Structural strength is provided due to the use of high quality steel, with improved resistance to corrosion also said to maximise working life. The company claims its wooden road barriers meet high quality standards and are available in two versions using laminated wood. The barriers are also treated so as to maximise durability, using a special soaking process based on mineral salts in special autoclaves at high pressure. This extends the life of the components, while offering far lower environmental risk than other conventional wood treatment types.
Also from Italy is the barrier installation machine supplier296 Orteco, which is increasing ITS product range. The new compact model weighs in at just 2.2tonnes and is radio-controlled, a novel feature for a piece of equipment of ITS size. Increased operating safety is claimed compared with similar machines in this class and it has been developed particularly to meet the needs of local authorities in Germany. However the company also expects to supply machines to developing nations wishing to purchase a comparatively low cost, yet high quality barrier installation machine that allows remote operation. The new unit shares many features of Orteco’s larger barrier installation machines and is powered by a 22.4kW 1265 Kubota diesel that is clean-running, efficient and completely enclosed to minimise operating noise.
7063 SafeRoad says that it is broadening ITS array of barrier products with additions to ITS MegaRail range. The MegaRail line-up has been developed along modular lines, which allows clients to exchange one component for another. Compared with competing products, the new SafeRoad barriers are said to be compact in terms of installation needs. The new guard rail products are the MegaRail bs, d, ed, ek and es variants. These offer restraint capabilities to H1W2, H2W5, H2W8, H1W3 and N2W2 requirements within the European EN1317 standard. The modular nature of the product range means that clients can select from the array of components to suit a system for specific installation requirements.
Protecting road users, with barriers, crash cushions or access control systems, is crucial for network safety - Mike Woof writes
Tough regulations are now in place in Europe and the US, requiring road authorities to provide safer road infrastructure than in the past. Technologies to reduce the severity of vehicle impacts against obstructions or redirect vehicles into the roadway should help cut injuries amongst drivers and passengers alike.The specifications for the use of crash cushions and barriers can vary considerably, while different systems can be used to suit specific applications. To explain the tools available for the US market, the
The information will allow road authorities in the US, or other countries using US standards such as those in Latin America, to achieve proper classification of crash cushions. This task is critical to ensure the appropriate placement of crash cushions as at present, few Departments of Transportation (DOTs) have in-house expertise on crash cushions. According to the IRF, not enough DOTs realise the importance of specifying crash cushions for on-site conditions, design performance specifications and reusability after a design capacity impact, to ensure the optimum usage of available road safety funds.
By following the IRF’s webinar, DOTs, road agencies, contractors and other road industry professionals were given information on to select the proper system for all applications. This data is crucial as it can provide significant savings when purchasing and maintaining crash cushions. This webinar also provided the details needed to implement crash cushion classifications for their state, agency or country, while explaining how each type of crash cushion works. Targeted participants included road agencies, US DOTs, consultants, academia, contractors, and asset management and other road industry professionals. Topics covered included: specific site data information required to select the appropriate crash cushion; a detailed comprehension of NCHRP 350 and MASH testing criteria; an explanation of an objective method to classify crash cushions based on life cycle costs; a recommended process to develop classifications based on site specific information, crash cushion performance; life cycle cost.
In the highway safety barrier sector, an array of innovative roadside technologies has come to market in recent months. Some of these meet European regulations, while others suit US standards and there are also novel technologies coming to market from various Asia-based suppliers. Some of the Asian products meet European standards already, or will soon, boosting competition in the sector.
The Taiwanese firm Aplus Molds and Plastics (AMP) has developed polycarbonate and polypropylene barrier sections to suit an array of protective requirements. The firm says that its polypropylene sections are lighter and cheaper than comparable steel components and suit duties on roads with low traffic volumes and speeds. Meanwhile the company’s polycarbonate sections offer greater impact performance and suit guardrail applications on highways. Weighing just 17kg apiece, the polycarbonate sections are lightweight and easy to handle, allowing them to be installed manually and without the need for lifting equipment. The light weight also helps reduce transport costs in comparison with conventional steel units, allowing more sections to be carried on each delivery vehicle and cutting freight charges.
The products are injection molded rather than extruded, which is said to maximise structural strength, while the barrier sections are said to be long lasting due to good UV resistance and are also corrosion-free. Impact performance is also said to be good as the material helps absorb shock, while a minimum working life of 10 years is claimed and the barrier sections can also be recycled. Various colours are available to boost conspicuity, while lighting can be fitted if required to boost visibility or provide hazard warnings. The sections also come with integral reflectors, which are colour coded. These boost safety by reflecting red light should a driver be travelling in the wrong direction.
The products comply with Taiwan’s requirements for vehicle redirective capabilities and impact performance and have also been supplied into China, the Philippines and South Africa. The polycarbonate sections can withstand the impact of a 3.8tonne vehicle striking at angles from 15°-25° and at speeds of up to 100km/h. The firm says it is at present looking for a European distribution partner and will then address the issue of obtaining EN1317 safety ratings. The components are also said by AMP to be free from stress cracking problems, as well as being electrical insulators.
In standard applications, the barrier sections are fitted to round steel posts installed at 2m intervals. The ductility of the units is also said to allow them to be bent to fit on curves without the need for special modification and also without losing structural performance.
Turkish barrier supplier Çepaş intends to increase its product range in due course. The new products are being tested to the European EN1317 standards at present and will be launched on the market once the testing is complete. The company said that its sales are currently strong, with orders in an array of key territories including the home market.
And also from Asia, South Korean company
This move will benefit GSI, as well as other South Korean suppliers, and GSI is hoping to commence testing to EN137 standards shortly, which will then allow it to sell its products in Europe. In addition the firm has also developed a light duty barrier designed for use in separating cycle lanes or motorcycle lanes from pedestrian walkways, as well as a centrelane barrier without rollers.
However, European firms are also offering new technologies or looking to develop sales in new markets. Spanish barrier specialist Industrias Duero hopes to see further sales into Latin America following expected changes in regulations in some key countries.
The authorities in Colombia and Uruguay are at present discussing the adoption of barrier standards for use on the respective road networks of these countries. At present it looks as if the two countries will allow barrier products that meet either US or European safety standards to be used in the country and should this ruling go forward,
Italian firm
Also from Italy is the barrier installation machine supplier
Access control
Auckland’s Victoria Park Tunnel project provides a major infrastructure improvement, linking the city’s harbour bridge to the central motorway. At the heart of the project is an additional on-ramp built to increase the accessibility of the northbound highway lanes directly from urban downtown streets. This additional access is only available during peak hours when a movable barrier is shifted out, which meant that the entry point of that on-ramp needed to be opened and closed on a daily basis. To allow this operation the unique SwiftGate automated lane closure system was installed.
The SwiftGate system features solar powered automated traffic control gates that can be opened and closed remotely. For the project the SwiftGates needed to be linked into the sophisticated ITS infrastructure required and are integrated through the
The gates are situated at the busy Beaumont/Fanshawe intersection and operation is integrated with the movable barrier machines.
The SwiftGates were installed in March 2012 and this project is the second permanent SwiftGate installation which includes full integration into an existing or new ITS infrastructure. The first project of this kind was at the Jacques-Cartier Bridge in Canada in 2011, which allowed for the safe operation of the Bridge’s reversible lane. Versilis is now working on a number of new ITS projects to increase highway safety in an efficient and economical manner.
