GB2327448A - Kerbs - Google Patents

Abstract

A kerb is provided for use at a pavement/road interface, such as a passenger stop. The kerb comprises a first, upwardly facing component 10 over which a vehicle wheel will run, and a second outwardly facing component 11 against which a vehicle tyre may rub. The components may have cooperating angled faces 12,15 so that the second component can be slid up and down with respect to the first component before permanent fixture takes place, in order to provide kerbstone height adjustment. The upwardly facing component 10 is preformed to include rumble strips. Component 10 may have ribs 20 (Fig 2) on face 12 which abut component 11. The outwardly facing surface of component 11 is inclined at an angle between 15‹ and 30‹, preferably 20‹, to the vertical.

Description

KERBS The invention relates to kerbs.

Many different types of kerb are available, but the invention is concerned with the problem of providing a kerb adjacent to a passenger stop, e.g. a bus stop or tram stop, where foot passengers will be entering or leaving a vehicle such as a bus or tram.

The invention provides a kerb for use at a passenger stop, the kerb comprising a first, upwardly facing component over which a vehicle wheel will run, and a second, outwardly facing component against which a vehicle wheel tyre may rub.

Preferably the first component is provided with means to indicate to a driver when the vehicle is running over the component.

For example, the first component may be provided with at least one variation in shape, such that when a plurality of the components are placed in position in use, there is a plurality of spaced apart variations in shape which gives the effect of a so-called rumble strip, enabling the driver to sense the position of the vehicle as a result of the vibrations received.

Each variation in shape may comprise a raised portion of the component. The raised portion may be integrally formed, or added subsequently, e.g. using a setting fluid such as paint.

Alternatively each variation in shape may comprise a recess.

Preferably, the second component is of such a height that a tyre can rub against the component face without damaging the body work or wheel of the vehicle.

Preferably, the second component is of a height compatible with vehicle entrance platforms thus allowing easier access not only for able passengers but also for disabled passengers.

The second component may have a face which is at an angle to the vertical in the range 15 to 300. A preferred angle is 20 .

Preferably the second component has a smooth face profile to reduce wear to bus tyres.

Preferably the second component has a linear face profile to allow ease of laying of adjacent pavement material.

Preferably the first component has an angled face which in use is in contact with an angled face of the second component, so that the second component can be slid up and down with respect to the first component, before the components are finally fixed in position, so that the height of the kerb can be adjusted to suit a particular passenger stop.

The angled face of the first component may not be continuous. It may for example be provided with one or more stress relieving ribs, it being the stress relieving rib or ribs which actually contacts the second component.

Preferably the components have smooth surfaces to allow good drainage at the edge of a carriageway.

Preferably the components are of sufficient size to resist forces exerted by vehicles.

Preferably the components are manufactured from material which is robust.

Preferably the material is resistant to road de-icing salts.

The invention includes a kerb member having an outward face at an angle to the vehicle of from 15 to 30". The angled face is preferably linear to facilitate the rolling of pavement material adjacent to the kerb.

By way of example a specific embodiment of the invention will now be described, with reference to the accompanying drawings in which : Figure 1 is a cross-sectional view through one embodiment of kerb according to the invention; Figure 1A is an enlarged view showing the details at X of Figure 1; Figure 1B is an enlarged cross-sectional view taken on line A-A of Figure 1A; and Figure 2 is an isometric view of the kerb.

The kerb shown in the figures comprises a first upwardly facing component 10 and a second outwardly facing component 11.

The first component 10 is generally rectangular in section, except that the inner face 12 is at an angle of 20" to the vertical. Spaced apart along the length of the component 10 are two projections 13 which are generally square in shape with chamfered edges 14.

The second component 11 is also generally rectangular in cross-section except for the outer face 15 which is inclined to the vertical at the same angle as the face 12, these faces being in contact when the kerb is in use. There is also a radius 16 between the outer face 15 and the upper face 17.

In use the components of the kerb are embedded between a carriageway for vehicles 18 and a pavement for foot passengers 19. The linear, horizontal face 17 of the component 11 and its vertical back face facilitate the laying of the material of the adjacent pavement 19.

A bus driver utilising a bus stop fitted with the above described kerb will drive the bus closer and closer to the kerb until the driver senses the rumble effect of the near side bus wheel running over the projections 13. The bus driver then knows that the bus is correctly positioned for passengers to step off and onto the pavement 19 when entering or leaving the bus.

Movement of the bus towards the bus stop is limited by a component 11 coming into engagement with a bus tyre. Because the face 15 is smooth and linear, any wear to bus tyres is minimal.

In practice of course, a plurality of the components shown in Figures 1 and 2 may be laid end to end to provide a kerb of the desired length.

The height of the pavement 19 with respect to the carriageway 18 may be adjusted during construction by sliding the component 11 relative to the component 10, with the faces 12 and 15 in engagement, and then embedding the components in the pavement and carriageway after the desired height has been reached.

If the face 12 was a continuous flat face, then there is the risk that if there was slight movement of component 10 with respect to 11, stress at the point X could cause the sharp corner of component 10 at point X to break off.

To reduce the likelihood of this happening the face 12 is provided with a plurality of spaced apart upwardly extending stress relieving ribs 20. It is these ribs which actually make contact with the face 15. A chamfer is also provided at 21.

Variations are of course possible. Although the faces 12 and 15 are at 20 to the vertical in this embodiment, other angles are possible in the range 15 to 30".

In some circumstances, the component 11 may be utilised on its own, the carriageway material 18 being continued right up to the face 15. The fact that the face 15 is linear and angled to the vertical will assist in the rolling of carriageway material up to the face 15.

The reader's attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.

Claims (25)

1. A kerb for use at a passenger stop, the kerb comprising a first, upwardly facing component over which a vehicle wheel will run, and a second, outwardly facing component against which a vehicle wheel tyre may rub.

2. A kerb as claimed in Claim 1, in which the first component is provided with means to indicate to a driver when the vehicle is running over the component.

3. A kerb as claimed in Claim 2, in which the first component is provided with at least one variation in shape, such that when a plurality of the components are placed in position in use, there is a plurality of spaced apart variations in shape which gives the effect of a so-called rumble strip, enabling the driver to sense the position of the vehicle as a result of the vibrations received.

4. A kerb as claimed in Claim 3, in which each variation in shape comprises a raised portion of the component.

5. A kerb as claimed in Claim 4, in which the raised portion is integrally formed.

6. A kerb as claimed in Claim 4, in which the raised portion is added subsequently.

7. A kerb as claimed in Claim 6, in which the raised portion is added using a setting fluid.

8. A kerb as claimed in Claim 7, in which the setting fluid is paint.

9. A kerb as claimed in Claim 3, in which each variation in shape comprises a recess.

10. A kerb as claimed in any one of the preceding claims, in which the second component is of such a height that a tyre can rub against the component face without damaging the body work or wheel of the vehicle.

11. A kerb as claimed in any one of the preceding claims, in which the second component is of a height compatible with vehicle entrance platforms thus allowing easier access not only for able passengers but also for disabled passengers.

12. A kerb as claimed in any one of the preceding claims, in which the second component has a face which is at an angle to the vertical in the range 15 to 300.

13. A kerb as claimed in Claim 12, in which the angle is 20 .

14. A kerb as claimed in any one of the preceding claims, in which the second component has a smooth face profile to reduce wear to bus tyres.

15. A kerb as claimed in any one of the preceding claims, in which the second component has a linear face profile to allow ease of laying of adjacent pavement material.

16. A kerb as claimed in any one of the preceding claims, in which the first component has an angled face which in use is in contact with an angled face of the second component, so that the second component can be slid up and down with respect to the first component, before the components are finally fixed in position, so that the height of the kerb can be adjusted to suit a particular passenger stop.

17. A kerb as claimed in Claim 16, in which the angled face of the first component is not continuous.

18. A kerb as claimed in Claim 17, in which the angled face of the first component is provided with one or more stress relieving ribs, it being the stress relieving rib or ribs which actually contacts the second component.

19. A kerb as claimed in any one of the preceding claims, in which the components have smooth surfaces to allow good drainage at the end of a carriageway.

20. A kerb as claimed in any one of the preceding claims, in which the components are of sufficient size to resist forces exerted by vehicles.

21. A kerb as claimed in any one of the preceding claims, in which the components are manufactured from material which is robust.

22. A kerb as claimed in any one of the preceding claims, in which the compounds are manufactured from material which is resistant to de-icing salts.

23. A kerb member having an outward face at an angle to the vertical of from 15 to 300.

24. A kerb as claimed in Claim 23 in which the angled face is linear to facilitate the rolling of pavement material adjacent to the kerb.

25. A kerb constructed and arranged substantially as herein described, with reference to the accompanying drawings.