INTRODUCTION
Welcome to this Author’s / Inventor’s web
site that relates specifically to Tractor / Trailer IMMINENT Rollovers. What
follows is this Author’s efforts to change the “locked in the box” mindset that
a coupled Tractor be forced to continue its participation in IMMINENT Trailer
Rollovers that defies common sense and shows no regard for the SAFETY of the
Tractor’s occupants.
The following is this Author’s Submission to
the Transportation Research Board and its rejection for publication, in its
entirety.
___________________________________________________________________
DEFORMABLE
KINGPIN™
SAVING
DESTRUCTION, HARM & DEATHS
Submission to the
TRANSPORTATION RESEARCH BOARD
Donald J. Kaleta,
Author / Inventor
Dolores B. Kaleta,
Contributing Researcher
MOM &
PH 440-474-4120
fenceflag@windstream.net
Word count = 2,237
20 Figures X
250 ea. = 5,000
Total = 7,237
ABSTRACT
This research submission will relate specifically to Rollovers of Class 8 Heavy
Commercial Combination Vehicles referred to commonly as Semi-Tractor Trailers; that
are articulated connected with a “Fifth Wheel” receiver mounted on the Tractor that
couples and capturers a descending “Kingpin” from the underside front of a Trailer as
Flatbeds, Van Box, Tankers, etc.
A DEFORMABLE KINGPIN™, U.S. Patent #7,469,918 issued on Dec. 30, 2008, to
this Author, is proposed as a failsafe to disconnect and forbid a Tractor to follow to its
destruction during imminent Trailer Rollover accidents; that causes the Deaths of
many hundreds of its occupants in thousands of these accidents each year in the
when they become incendiary, as the Tractor is the starting flashpoint for these fires.
Within this submission it is discovered by this author there continues a blind eye
with turned back by our U.S. D.O.T. Safety Regulators that will be exposed as a
contradiction of statement and reality, that is irresponsible or incompetent or
suspected corrupted as past research facts are known, or should have been; yet the
dire consequences of these Rollovers continue year after year that continues to cause
Harm & Death that are a consequence of these vehicles designs that are solely for
convenience and profitability but ignoring the occupant’s safety.
1. Regardless of who’s data is read on their interpretation of Tractor occupant deaths and
2. destruction caused by Tractor/Trailer Rollovers; one fact has been & continues, that with
3. almost 100% certainty an attached Trailer will force its towing Tractor to participate to its
4. destruction, most certainly cause Human mental & physical harm, and in many cases Death to
5. its occupants.
_files/image002.jpg)
FIGURE 1
6. Figure 1 is self explanatory on these dire accident consequences but is incomplete for
7. accuracy as it emphasizes “Truck Drivers” Deaths without acknowledging that in many
8. Rollovers, persons other than drivers often occupy the Tractor and are killed as in Figure 2.
_files/image004.jpg)
FIGURE 2
9. What is most troubling is the deficiency of under reporting Tractor/Trailer Rollovers as
10. recently acknowledged by the G.A.O. (Government Accountability Office) at the NTSB
11.
Public
Forum
12. argued with page 6 of a final report by the U.M.T.R.I. dated January 1989, where a figure of
13. 15,800 was reported in 1983.
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FIGURE
3
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FIGURE 4
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FIGURE 5
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FIGURE 6
14. Figure 3 -4 -5 shows a filmed sequence of a Flatbed Trailer & forced Tractor Rollover in 9
15. frames that in my judgment is the same film produced & distributed by J. J. Keller in 1987.
16. NOTE: Figure 6 which was published on Oct. – Dec. 2000 page 6 of U.M.T.R.I.’s report on
17. “Rollover of Heavy Commercial Vehicles”. Figure 6 shows a frame of the same video that
18. would have preceded frame 7 in Figure 5, and certainly show drive tires, of the Tractor still in
19. ground contact, but its axle support frame & suspension twisting is evident, yet the Trailer is
20. committed to IMMINENT Rollover, and the whole unit with its mated Tractor is IMMINENT
21. to also roll.
22. At this point I’ll refer now to the testimony of Corporal Bryan Lapp of the Royal
23. Canadian Mounted Police in the Supreme Court of Montana No. 96 – 360 dated April 20,
24. 1999 that relates to a Propane Tractor/Trailer Rollover that quite graphically depicts a
25.
Tractor’s
forced participation in a “Rollover”. Paragraph #14 “Corporal Lapp further stated
26.
that,
upon inspecting the damage to the Tractor and the circular prints located next
to the fog
27.
line
on the side of the road, he surmised that the Tractor had been “slammed down”
on its
28.
side.
In explaining the significance of his finding, Corporal Lapp stated that when a
Trailer
29.
begins
to roll, and the slack of the Fifth Wheel plate, to which the Kingpin attaches,
30.
diminishes,
the Trailer “picks up and slams it down on the road”. Based on this
characteristic
31.
of
Tractor/Trailer Rollovers, Corporal Lapp opined that the Kingpin in the instant
case was
32.
still
intact when the Rollover occurred. Corporal Lapp believed that if the Kingpin
broke and
33.
was
severed from the Fifth Wheel plate, the Trailer would not be capable of causing
the
34.
Tractor
to roll.”
35.
On
36.
opinion,
the Tractor should remain attached to its mated Trailer during Rollovers as
“the
37.
Tractor
will resist the overturn”. It should be obvious, with the passage of an
additional 36
38.
years,
the Tractors insignificant resistance to a Rollover will not mitigate and abate
an
39.
imminent
Rollover; and in fact further contribute to greater
destruction & deaths.
40.
On
41.
stated
“Motor
Carriers may use additional equipment and accessories that are not required,
42.
provided
the use of the equipment or accessories are consistent with and not prohibited
by the
43.
Federal
Motor Carrier Safety Regulations, and do not decrease the safety of operation
of the
44.
CMV
on which it is used.” Signed Robert
F. Proferes. Thru Mr. Proferes’
stated suggestion I
45.
approached
Mr. Larry W. Minor (same office) who replied on
46.
statement
previously stated; but also added “There are a variety of technologies for
preventing
47.
rollover
crashes and we believe Motor Carriers should have as much flexibility as
possible in
48.
selecting
technologies to prevent crashes.”
49.
The refusal to step out of the mental box of
allowing the Tractor to separate from its mated
50.
Trailer
when a Trailer Rollover is Imminent does continue to this day as referenced in
a letter
51.
to
me from the Federal Motor Carrier Safety Administration dated
52.
McMurray
“There
are no regulatory obstacles to prevent you from marketing your product to
53.
the
industry. The concept of having the Trailer break away from the Truck Tractor
as a
54.
Rollover
crash begins appears to have certain benefits in that use of the device would
prevent
55.
damage
to the Truck Tractor and potential injuries to Truck drivers. However, our goal
is to
56.
focus
resources on preventing crashes, not minimizing the safety and economic impact
of the
57.
crash
on the driver and Motor Carrier, respectively.”
The disdain for drivers and other
58.
Tractor
occupants is clearly evident! With just this time line
alone of from
2006 to 2010 (last
59.
record
available) the Fatality Analysis Reporting System (FARS) encyclopedia states 1,912
60.
deaths
in a total of 14,851 Rollovers --- that were reported It is realistically conceivable that
61.
many
individuals as Men, Women & Children have been crushed and incinerated to their
62.
death
whose numbers are in the many thousands.
63.
For further relevance I’ll
include at this point 2 letters sent to the National Transportation
64.
Safety
Board and 1 received back that followed the first letter dated
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FIGURE 7
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FIGURE 8
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FIGURE 9
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FIGURE 10
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FIGURE 11
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FIGURE 12
65.
This Author will assert, that in my opinion, a National
Transportation Research
66.
Center,
Inc., “NTRCI” research report “Truck Rollover Characterization For Class 8 Tractor
67.
–
Trailers Utilizing Standard Dual Tires and New-Generation Single Tires”; dated
July 2005
68.
and
prepared for; The U.S. Department of Transportation is a collusion of research
69.
participants
and is a deceptive suspect fraud for promotion to conclude a positive spin that
70.
“the use of next-generation single
tires” “seem” to
provide improved roll stability. Though
71.
they
are still referred to commonly as (Super Single) when they replace dual tires, I’ll let a
72.
Michelin
promotional brochure speak for itself Figures 13 & 14.
_files/image026.jpg)
FIGURE 13
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FIGURE 14
73.
and
ask readers to examine the photos provided of actual in use duals vs Super
Singles,
74.
Figure
15 showing dual tires (Van Trailer) and Figure 16 Super Singles (Dry Tanker).
_files/image030.jpg)
FIGURE 15
_files/image032.jpg)
FIGURE 16
75.
Quite
simply when you reduce weight at a lower level of any particular
object (in this case
76.
any
Tractor and or Trailer) the center of gravity (CG) elevates. When more pay load
product
77.
weight
can now be added because of weight saving characteristics this added product
78.
conceivably
can only be added higher which will further elevate the C/G. Comparing the
79.
Super
Single tire tracking per axle is narrower, compared to Duals, it should be obvious a
80.
greater
unstable vehicle is created that will make it more susceptible to Rollover in
all
81.
driving
conditions, that include simply blown over by crosswind, as high
profile Trailers
82.
such
as Van (box) Trailers commonly are. Quite simply, if
C/G elevates without widening
83.
the
axle tire tracking, a greater unstable vehicle is created.
84.
An Internet search thru Google will show a
vast amount of rollovers, both amateur &
85.
professional,
both real time videos and still photos of “Blown
over Tractor/Trailers”, “Tractor
86.
Trailer Rollovers” “Tanker Trailer
Rollovers” “Semi Truck Rollovers” etc.. as in Figure 17.
_files/image034.jpg)
FIGURE 17
87.
This Author / Inventor does advocate a change
of mindset, that a resolve for Tractor /
88.
Trailer
Rollovers cannot be achieved as previously shown by the N.T.S.B., letter dated
Jan.
89.
4,
2012 and would hope our U.S.D.O.T. Regulators accepts, it is a futile attempt;
as past
90.
years
have proven, that a disconnect of the Tractor / Trailer pivot point be
recommended; to
91.
save
its Tractor occupants from Harm and Death and abate the Tractor’s destruction,
whose
92.
dollar
value alone easily exceeds $100,000.00; that also at times causes great
incendiary
93.
property
destruction; when Trailer Rollovers are Imminent.
94.
Aside my issued U.S. Patent #7,469,918 there
are 2 other issued Patents know to me; one
95.
to
Inventor “Sutherland” Patent #6,145,864 and the other to “Cornish” Patent
#7,731,216.
96.
These
issued U.S. Patents can be viewed in their entirety by searching the U.S.P.T.O.
97.
for
comparison of attributes. We all three came to the same common sense conclusion;
98.
that,
the Trailer is the dominant controlling centrifugal force,
when a change of direction, by
99.
the
Tractor is initiated, and the Tractor should be allowed to disconnect to save
itself and its
100.
occupants
from Harm & Death.
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FIGURE 18
101.
Figure 18 is of U.S. Patent #2,077,484 issued
in 1937, 75 years ago, which shows a
102.
depicted
Tractor / Trailer of that time. Note the Trailer’s “Kingpin” as referenced as
item 16.
103.
This
concept design is still in use today; but, it can be
modified as new manufactured (OEM)
104.
or
a reconfigure of the Kingpin’s “head” in service, (Figure 19) to create a
failsafe shear
105.
point,
directed toward the Trailer’s sides, and allow one or both ears to shear from
its head
106.
when
the tensile strain on the Kingpin Head is pre-engineered to shear the
protruding ears
107.
when
a point of stress is achieved; between when the Tractor’s drive tire begins to
lift and
108.
before
the steer axle lifts. There is a variable that can be achieved for a disconnect
shear as
109.
the
torque twist of the Tractor’s frame is a progression of forced energy.
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FIGURE 19
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FIGURE 20
110.
This photo, in Figure 20, is of a combined
Tractor Trailer Jack-knife and Trailer Rollover.
111.
This
combination vehicle Tractor was forced into this rocket launch configuration by
the
112.
tensile
stress energy that was transmitted through the Trailer’s coupling half --- its
Kingpin,
113.
during
the Trailer’s imminent Rollover. Imagine as the Trailer’s side roll pivots on
the
114.
Tractor’s
Fifth Wheel receiver this energy is similar to a claw
hammer trying to pull a nail
115.
out
of a 2X4 timber sideways and the hammer’s handle is the force generated the
same as a
116.
Trailer.
The Tractor is being held in this configuration solely by the “head” of the
Trailer’s
117.
Kingpin
which is below the capture clamp jaws (at a point identified as the recessed
shank
118.
#24
in Figure 19) of the Tractor’s coupling half, its “Fifth Wheel Receiver” that
forbids the
119.
Kingpin
from exiting the clamp jaws.
120.
The proposed DEFORMABLE KINGPIN™, U.S. Patent
7,469,918, is a mechanical
121.
failsafe
that will react the same as shear pins in mechanical drives or fuses & circuit
breakers
122.
within
electrical circuitry; to abate greater Harm &
Destruction. There are no mechanical
123.
parts
to wear or adjust; nor are there any electrical components to fail or corrode.
The
124.
DEFORMABLE
KINGPIN™ should
cost no more to manufacture as today’s standard, and
125.
I’m
confident a portable tool can re-configure an existing in use Trailer Kingpin; dolly
126.
down,
separate and it can be done on any parked Trailer, loaded or empty.
-----
Original Message -----
From: <TRBDoNotReply@nas.edu>
To:
"Donald Kaleta" <fenceflag@windstream.net>
Cc: <brenda.lantz@ndsu.edu>
Sent:
Subject:
Thank
you for submitting your paper for presentation at the Transportation Research
Board 2013 Annual Meeting and/or for publication in the 2013 Transportation
Research Record series (Journal of the Transportation Research Board). Yours
was one of over 4700 papers submitted. Approximately half of these papers will
be presented at the Annual Meeting, and about 23 percent will be published in
the Journal of the Transportation Research Board.
Your paper, number 13-0239, "DEFORMABLE KINGPIN ;Saving Destruction, Harm
& Deaths.", submitted for presentation and publication, was reviewed
by
Based on the peer review results, the committee is making the following
recommendation to
Presentation:
The committee does not recommend that your paper be considered for presentation
at the
Publication:
The committee does not recommend your paper for publication in the Journal of
the Transportation Research Board. Please feel free to submit your paper for
publication elsewhere.
The peer review results are summarized below. Please contact me if you have any
questions.
Sincerely,
Brenda Lantz, North Dakota State University
Chair/Paper Review Coordinator, ANB70
brenda.lantz@ndsu.edu
-------------------------------
REVIEW RESULTS
Initial Review:
1. Objectives appropriate and clearly stated:
Average=1.6
2. Methodology technically sound:
Average=1.0
3. Data valid:
Average=1.5
4. Conclusions valid and properly supported:
Average=1.2
5. Existing work adequately described and properly referenced:
Average=1.4
6. Study effort adequately described:
Average=1.6
7. Overall contribution to the state-of-the-art or practice:
Average=2.0
8. Originality and timeliness:
Average=2.5
9. Ready for implementation by practitioners (practice-ready):
Reviewer 1: No
Reviewer 2: No
Reviewer 3: No
Reviewer 4: No
Reviewer 5: No
10. Usefulness to researchers:
Average=1.6
11. Long-term value as a research reference or description of practice:
Average=1.4
12. Paper organization:
Average=1.6
13. Abstract clearly conveys meaning of paper:
Average=2.4
14. Well written and easily understood:
Average=1.6
Comments for corresponding author:
REVIEWER 1:
Has any research been done (engineering analyses using vehicle dynamics software,
data gathering in a full-scale or part-scale environment to support the
assertion that the patented device would perform as the authors contend?
One important concern would be that a shearable
kingpin not deploy preamturely
-- a kingpin is subject to considerable stresses during nominal operation of a
tractor-trailer combination vehicle.
The authors were probably informed that the U.S. Government is not able to
endorse specific products. That remains the case today.
REVIEWER 2:
The paper is not really appropriaet as a reseach paper, it is a product endorsement. Certainly it
addresses a safety problem that needs solutions, but the paper is not organized
and the data and methodology is not explained.
REVIEWER 3:
This paper reads like an angry complaint instead of a scientific contribution
to road safety. It is full of personal opinions - some of which may be
defamatory.
REVIEWER 4:
I did not recommend this paper for publication by
1.) I do not believe that
2.) No data was provided to support the argument that the Deformable Kingpin
will reduce the risk of injury to truck-tractor occupants. For example, are
there any tractors currently equipped with the technology? Can you provide any
corresponding crash data? How many Deformable Kingpin-equipped tractors were
involved in a trailer-rollover crash? How many of those tractors did not
rollover as a result of the Deformable Kingpin?
3.) The paper is missing a reference or bibliography section.
4.) Many of the figures contain copyright-protected information, which I do not
believe
I believe that a more appropriate approach for this paper would be to:
1.) gather supporting rollover crash data from Deformable Kingpin-equipped
tractors, and
2.) using the specific Deformable Kingpin-equipped tractor rollover crash data,
explain how the Deformable Kingpin was effective in preventing the tractor from
being turned over by the rolled trailer.
REVIEWER 5:
I was expecting to read a paper that focused on and provided technical
rationale in support of a Deformable Kingpin. Instead, the author made
accusations and allegations against safety regulators and others as being
incompetent, irresponsible, and corrupt because the author's idea was not
adopted as required equipment. Only on the last few pages did the author
discuss how the Deformable Kingpin works. He also digressed into a
discussion on single wide tires.
The Author can greatly improve the paper by keeping the focus on presenting
technical facts on how the Deformable Kingpin, presenting data on its potential
safety benefits, while providing a discussion on the cost to the industry of
converting to such system. The idea is a very good one
but the
-----
Original Message -----
From: DKaleta
MOM & POP PRODUCTS CO.
Sent:
Subject: Response to rejection
paper #13-0239
Dear Dr.Brenda M. Lantz,
My research submission paper to the
Within my submitted paper that does
meet the “Paper Review Criteria”, I have documented a time line for the past
occurrences of Tractor / Trailer Rollovers and have identified the 2 most
recent evolution changes to these combination vehicles that will further their
instability and make them more perilous for its Tractor occupants as well as
those others that share the road with it. In my opinion, there continues a
double standard for “Safety” integrity of these combination vehicles that is
business profit motivated yet ignoring the “Safety” of occupants carried within
the Tractor. Adaptations that would diminish stability would not be tolerated
with automobiles for jeopardizing its occupant’s safety.
I do apologize, to you personally,
as not knowing if you are a party of 5 represented as my “peer reviewers” that
do remain anonymous. I fully expected my submitted paper to be defamatory as
stated by reviewer 3, and through my paper’s content with Tractor / Trailer
Rollover time lines identified it is deserved. I have
offered a tangible and economical solution for saving lives, as well as noting
other solutions. My peer reviewers that stand in judgment for rejection of my
paper submission would rather business as usual and continue to force the
Tractor’s participation in an IMMINENT Trailer Rollover --- that continues to
cause so much property & equipment destruction at great financial loses,
coupled (literally) with Harm & Violent Death to its occupants.
Sincerely,
Donald J. Kaleta
fenceflag@windstream.net
MOM &
PH & FAX 440-474-4120
www.FENCE-FLAG.com
www.ourK-CLIP.com
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PRESS
RELEASE
Donald J. Kaleta, a partner with MOM
&
The DEFORMABLE KINGPIN™ is a simple
minor modification to the existing Trailer coupling KINGPIN that is a standard
and has been for over 70 years. This invention accepts the research proven fact
the TRAILER of a Semi-Tractor Trailer combination vehicle unit, when out of
control, will force a Truck Tractor to participate into destruction in these
rollover accidents, that kill hundreds of Tractor occupants each year. The
energy to force the extremely stable Tractor to participate is passed through
the TRAILER KINGPIN and into the Truck Tractor’s fifth wheel receiver. This
DEFORMABLE KINGPIN™ will respond the same as a fuse or circuit breaker does
within electrical systems; by disconnecting the out-of-control Trailer from the
Tractor in rollover accidents, when they are IMMINENT, to stop further
destruction and save lives.
Further merits for this innovation
can be viewed by Google searching “DEFORMABLE KINGPIN” that exemplifies the
dire consequences of these types of catastrophes. This inventor is seeking a venture
partnering agreement with an individual or organization that would be open for
discussion for engineering research testing, and development, which could lead
to commercialization to save financial destruction as well as harm and deaths.
Dolores
B. Kaleta, C.E.O.
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