wire rope crash barrier made in china

Wire Rope Barrier design is a type of flexible barrier, which has a structure consisting of several wire rope cables with initial tension attached to the post.

Wire Rope Safety Barrier, also Cable barrier system, is widely used barrier system in the world. In the field of highway design, cable barrier system is deemed to be an effective material.

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They are designed to redirect the vehicle and have a lower severity than the roadside hazard they protect. There are several types of safety barrier (but within these types there are different systems which have their own specific performance characteristics).

Flexible barriers are made from wire rope supported between frangible posts. Flexible barriers may be the best option for minimizing injuries to vehicle occupants, however they may pose a risk to motorcyclists. These barriers deflect more than other barrier types and need to be repaired following impact to maintain their re-directive capability.

Semi-rigid barriers are usually made from steel beams or rails. These deflect less than flexible barriers and so they can be located closer to the hazard when space is limited. Depending on the impact these barriers may be able to redirect secondary impacts.

Rigid barriers are usually made of concrete and do not deflect. Rigid barriers should be used only where there is no room for deflection of a semi-rigid or flexible barrier. Rigid barriers are often utilized at high volume roadwork sites to protect road workers or other road users particularly where another barrier type is awaiting repair. Currently (depending on their height and other details) these provide the highest level of containment of heavy vehicles. In most cases following impact these barriers require little or no maintenance.

Vehicle parapets are rigid barriers in steel, concrete or a combination of both. They are installed onto highway structures such as bridges, retaining walls or building facilities. Their main purpose is to restrain an errant vehicle from falling off the structures.

Much of the benefit from the use of barriers comes from a reduction in crash severity. Although a crash may still occur, it is likely to have a safer consequence than colliding with the object that the barrier is protecting.

On existing roads retrofit of safety barriers can be challenging due to incompatibility between road layout, ground condition, roadside space, etc. and technical criteria for the installation of safety barriers. In these circumstances, solutions are often context-sensitive and may need to be tailored-made. Solutions for existing roads should be formulated with on-site surveys, comparison of options and risk assessments.

In dense urban areas where the roadside is needed for crossing, access to vehicles and loading or unloading activities, bollards may be a means to protect pedestrians from errant vehicles. However, rigid bollards may not be forgiving at high speed except for products designed to concurrently attenuate an impact.Barrier end terminals

The need for end terminals arises from the deployment of safety barriers. Collision with untreated end terminals can result in lead to violent deceleration or penetration of the barrier into the compartment. On the other hand, a sloping barrier end can launch an errant vehicle into the air followed by rollover, falling off a drop or collision with rigid objects. All these scenarios have high potential for severe injuries to occupants of an errant vehicle.

The first step is to minimise the number of end terminals or relocate them to safer positions:Closing short gaps between two sections of the same safety barriers.

The remaining sites should be addressed by the following measures:Extending and flaring the safety barrier to blend in with an upstream slope or anchor to an abutment wall.

Sloping end of W-beam barriers of gentle gradient anchored into the ground may be an acceptable treatment. At low to moderate speed, an errant vehicle may ride over the barrier. There should not be major roadside hazards which can be reached by the errant vehicle.

Openings are sometimes needed along a safety barrier for emergency refuge, evacuation, operation or maintenance. These openings may be provided by an overlapping barrier layout such that the leading end terminal of the second barrier is shielded by the trailing section of the upstream barrier. However, this arrangement may not be suitable for undivided road where an errant vehicle may encroach onto the roadside from the opposite direction.

We are serving more than 6 million customers around the world aiming to fulfil the needs of all the customers around the world, giving them a variety of goods to choose from. We allow customers to choose goods which best suit their requirement and also facilitate them on a number of products. The traffic barrier much commonly known as the Armco barriers, crash barriers, guardrails in north America and crash barriers in Britain help one keep the vehicles within one roadways which prevents vehicles from colliding or be in touch with any sort of dangerous obstacles which include sign supports,trees,buildings,walls,bridge abutments as well as large storm drains. The other use of traffic barrier is that it is installed near the roadside in order to prevent the errant vehicles from traversing steep. Also know that some of these barriers is specially designed to be struck from either side. This is called the medium barriers. In order to protect vulnerable areas such as school yards, pedestrian zones we use the crash barriers.E-worldtrade.com helps in providing varied products which are of technical use for a long time period.

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AASHTO M180 w-beam guardrail is a kind of road crash barrier made as per M180 standard, used for securing highway safety by preventing errant vehicles from sliding out of the roads and impacting the roadside buildings or other objects. So it is most commonly fixed on the side of the highways, dock areas, aisles, especially on curves and slopes for protection against run-off-road collisions.

Our w-beam guardrail product is formed in accordance with the latest highway safety barrier technology for making sure its high durability and maximum strength. Meanwhile, our M180 guardrails have passed the crash testing of TL1, TL2, TL3, TL4 as per MASH.

We have been engaged in the Roadway Safety W Beam Steel Crash Barrier Highway Guardrail industry for a long time, and has accumulated a lot of service experience. It is our credo to maintain our leading position through R&D and the latest manufacturing processes. Our company takes "innovation, creating higher value for customers" as its responsibility. We wholeheartedly create our own brand, so that global customers can enjoy high-quality products and first-class service and achieve a win-win situation.

Headquartered in Chengdu in the Chinese province of Sichuan, Zhiquan Highway Facility Manufacturing Co. Ltd. (ZQGL) is a manufacturer specialized in the production of cable barriers. In 2013, the Company was involved in the drafting of the “Standards for Cable Barriers” for China’s Ministry of Transport. ZQGL takes pride in its technical expertise, advanced equipment, meticulous management, and cost-effectiveness for the production of premium-quality products.

ZQGL is committed to the production and promotion of highway cable barrier products. It’s the first of its kind in China to have successfully passed the testing conducted by theTraffic Engineering Research and Testing Centerof the Ministry of Transport, and been subsequently awarded the “Permit for the Mass Production of Traffic Products”. In compliance with China’s national standardsJTG F71-2006andJTG/TD81-2006, the Company’s products are now employed on highways and freeways in numerous regions throughout the country, including Yunnan, Guangxi, Jilin, Hunan, Chongqing, Guizhou, Henan, Tibet, Qinghai, Jiangsu, Zhejiang, Inner Mongolia, Xinjiang and Sichuan. ZQGL has received critical acclaim and its products have gained an enviable reputation for their excellent quality. ZQGL is, without doubt, one of the most professional manufacturers of cable barriers in China!

ZQGL has an annual output of 5,000 tons of highway cable barriers. The Company also manufactures peripheral products such as support posts, cable anchors and other accessories in connection with cable barriers. Feel free to come to our manufacturing plant for a site visit. We look forward to our collaboration and development!

Furthermore, ZQGL produces 6*7 and 6*19 steel wire ropes, which are primarily supplied to the manufacturers of slope stabilization wire mesh in Sichuan. Other products for road are also supplied, like traffic lights.

CASS™ wire rope safety barrier is a flexible type crash barrier that meets requirements of IRC-119: 2015 and is crash tested to EN-1317:2 for H2, H1 and N2 containment level. Wire rope safety barrier addresses the issue of median or shoulder crossover accident on highway systems throughout the world.

The newly designed post has no sharp edges or hooks that could present a hazard to unprotected road-users, e.g.motorcyclists.The patented shape of the slot keeps the cables in position during impact, resulting in noticeably lower deflections during crash tests. The deep slot in the post allows for a widened spread of the cables, which highly increases the system’s ability to retain different types of vehicles. Spacers of recycled plastic keep the cables correctly positioned. Each of the three 19 mm pre-stretched cables has a minimum breaking load of 16.7 tonnes and are fitted with turnbuckles for tension adjustment. In unison, these features effectively make CASS the safest solution for cable guardrails of today.

The proprietary shape of the post allows for lower deflections during crash tests by minimizing the length of unsupported cables. Additionally, the widened cable spread works to retain different types of vehicles.

A cable barrier, sometimes referred to as guard cable or wire rope safety barrier (WRSB), is a type of roadside or median safety traffic barrier/guard rail. It consists of steel wire ropes mounted on weak posts. As is the case with any roadside barrier, its primary purpose is to prevent a vehicle from leaving the traveled way and striking a fixed object or terrain feature that is less forgiving than itself.

Because these barriers are relatively inexpensive, as opposed to concrete step barriers to install and maintain, and are very effective at capturing vehicles, their use is becoming increasingly prevalent worldwide. By far, the most popular use of the cable barrier system occurs in the medians of divided highways.

Given the opposing directions of traffic on divided highways, cross median crashes are particularly severe. While median width plays a large role in the occurrence of these crashes, increased width alone does not eliminate them and quite often, the median must be shielded with a barrier. Cable barriers provide a cost-effective solution to the shielding issue.

The system is more forgiving than traditional concrete (Jersey) barriers or steel barriers used today and remains effective when installed on sloping terrain. The flexibility of the system absorbs impact energy and dissipates it laterally, which reduces the forces transmitted to the vehicle occupants.

Although cable barriers have been used since the 1960s it was not until the mid-1990s that many departments of transportation began to deploy them with any regularity.

In many countries of the European Union these cable barriers are not allowed to be used along highways as they are perceived to be especially hazardous for motorcyclists. However, a study of motorcyclist injury rates for several types of highway barrier did not find an appreciable difference in fatal and severe injuries between cable and W-beam barriers. Both were significantly more hazardous than concrete barriers but less hazardous than none.

There are two types of cable barrier systems in use today, low-tension and high-tension. Each system has its advantages and disadvantages, but in general, a high-tension system has a higher initial cost with lower long-term maintenance costs and concerns.

During the expansion of cable barrier use throughout the 1980s and 1990s, the low-tension system was specified almost exclusively. This system is also called the “generic” system, referring to the fact that it is not exclusively manufactured by any single producer.

Due to the low tension of the system, the cables tend to lie on the ground in the event that an impact damages multiple posts. As such, there is no residual safety value within the undamaged remainder of the 2,000 ft (600 metres) installation and that entire section of barrier will remain nonfunctional until repaired.

Despite these perceived shortcomings, low-tension cable barrier, until recently, was arguably the workhorse of the industry. Thousands of miles of the generic system remain in use today in countries worldwide.

At TL-3, an 1,800 pounds (820 kg) car is crashed at 60 miles per hour (97 km/h) on an impact angle of 20°. Also at this level, a 4,400 pounds (2,000 kg) pickup truck impacts at 60 miles per hour (97 km/h) and 25°. TL-4 includes both these tests but adds a 17,600 pounds (8,000 kg) single-unit truck impacting at 50 miles per hour (80 km/h) and 25°.

All cable barrier systems available today are approved at either TL-3 or TL-4. There is a great deal of anecdotal evidence, however, that many of these systems are performing at a higher level in the field capturing vehicles as large as semi truck-trailer combinations.

Cable barrier, is intended for use on slopes with a 1:6 vertical to horizontal ratio. The 1V:6H requirement is based in both computer modeling and full-scale crash testing and represents sound theory. In practice, however, slopes as flat as 1V:6H are often the exception.

Median Cable Barriers have been studied for safety, and they are arguably effective deterrents to serious highway accidents. However, a lack of proper installation and testing has led to severe collisions and even death.Arizona, there is indication that the state government agency in charge of highway regulation failed to follow proper installation procedures.Arizona Department of Transportation was aware of cable barrier problems, and they may have also rushed installation of these barriers on state highways.

A major problem alleged, that reduces the effectiveness of cable barriers, is the installation below grade, especially around slopes or dips.Washington state, numerous letters were submitted to the state Department of Transportation complaining of cable barrier installation.

Containment or Deflection – based WRSB. Deflection aimed WRSB could be tensioned to slightly higher tension and will most probably use 4 wires (ropes). The overall length of the barrier tends to be shorter. Containment based WRSB will have wire ropes spread further apart from each other (approximately 150mm - 60mm), to increase the catchment area.

Daniello, Allison; Gabler, Hampton C. (2011). "Effect of Barrier Type on Injury Severity in Motorcycle-to-Barrier Collisions in North Carolina, Texas, and New Jersey". Transportation Research Record: Journal of the Transportation Research Board. 2262 (2262): 144–151. doi:10.3141/2262-14.

Baxter, J.R. to B. Neusch. July 2006. Gibraltar Cable Barrier on 4:1 slope @ TL-3. Federal Highway Administration. Roadside Hardware: Acceptance Letters. HSA-10 / B137C.