Truck device gives CHP a brake
Lab engineers and technicians gathered with California Gov. Gray Davis,
Oakland Mayor Jerry Brown, members of the California Highway Patrol and
members of the press Tuesday to unveil the Lab’s latest contribution
to anti-terrorism and homeland defense — a special device to stop
hijacked trucks from becoming what Davis called "motorized missiles."
As the crowd looked on, a CHP cruiser and an empty, tanker truck sped
through the Oakland Coliseum parking lot at about 30 mph. Just after the
driver of the cruiser skillfully bumped a short, extra rear bumper on
the back of the trailer, the trailer’s wheels locked at a dead stop,
sending smoke and the smell of burning rubber wafting over the crowd.
The Truck Stopping Device, as it is known, is the latest idea of retired
LLNL engineer and consultant Bill Wattenburg. Wattenburg brought the idea
to development with the help of Dave McCallen, director of the Lab’s
Center for Complex Distributed Systems.
"People forget the value of having labs like Lawrence Livermore in
this state," said Davis. "This technology proves the value of
the Lab to every citizen."
After a tractor-trailer crashed into the California State Capitol in January,
Davis asked the CHP to develop a plan to stop a stolen or hijacked fuel
truck, which could potentially be used in a terrorist bombing, explained
McCallen.
The Governor’s Task Force on the Safe Delivery of Fuels was formed
to address the challenge, with McCallen and Wattenburg, as well as representatives
from the CHP, fuel and trucking industries.
In October, the governor contacted the Lab requesting assistance "to
develop a method of stopping such a truck if stolen by a terrorist."
The result was a relatively simple mechanical device attached to the back
of a tanker truck, designed to stop a stolen or hijacked truck. When bumped
from the rear, a blade on the inside of the bumper sheers a special air
hose to the brakes. (The air hose is reconfigured to run beneath this
bumper.) The brakes on all such trucks are designed to lock in the event
of the loss of air pressure.
The device is vandal-proof, Wattenburg explained. An anti-disabling feature
is incorporated into the system that activates the truck’s mechanical
emergency brakes if an effort is made to disable or bypass the device.
In case of accidental deployment, truck drivers can repair or reset the
device to normal operating position in about 15 minutes. However, this
cannot be done from within the truck’s cab. The driver would be required
to leave the cab and walk to the rear of the truck, allowing law enforcement
access to the driver.
Future testing, including tractors controlled remotely by radio, will
take place at the Nevada Test Site near Las Vegas in January and February
2002. Tests will include runs at high speeds and with actual fuel in the
tankers.
"At NTS, we will be able to take advantage of our radio-controlled
test equipment and wide open spaces, allowing us to do very dangerous
things in a very safe way," McCallen said.
The initial design and engineering work done at the Lab for this project
was funded with an internal Public Interest Work grant. This is money
set aside by the Department of Energy for special projects with the potential
to impact public health and safety. Funding for the next phase of testing
and refinement will come from the State of California.
Following the governor’s remarks, Lab Executive Officer Ron Cochran
addressed the crowd, calling the Truck Stopping Device, "Livermore
Lab’s latest step in resistance to terrorism."
Cochran went on to thank some of the device design team members, including
McCallen, Mark Strauch, deputy associate director for Electronics Engineering;
Pat Lewis, EE technician; and heavy equipment operations staff Dave Carter
and Duane Smith. Cochran also thanked National Nuclear Security Administration
administrator John Gordon and the Department of Energy for their support
in the expedient development of this potentially life-saving device.