Abstract:
In one embodiment, a safety trailer has semi-tractor hitches at both ends and a safety wall that is fixed to one side of the trailer. That side, however, can be changed to the right or left side of the road, depending on the end to which the truck attaches. A caboose can be attached at the end of the trailer opposite the tractor to provide additional lighting and impact protection. Optionally, the trailer can be equipped with overhead protection, lighting, ventilation, onboard hydraulics, compressors, generators and other equipment, as well as related fuel, water, storage and restroom facilities and other amenities.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
       [0001]    The present application claims the benefits of U.S. Provisional Application Ser. Nos. 61/267,335, filed Dec. 7, 2009, and 61/368,952, filed Jul. 29, 2010, each of which is entitled “MOBILE BARRIER” and are incorporated herein by this reference in their entirety. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates generally to the field of trailers and other types of barriers used to shield road construction workers from traffic. More specifically, the present invention discloses a safety and construction trailer having a fixed safety wall and semi tractor hookups at both ends. 
       BACKGROUND 
       [0003]    Various types of barriers have long been used to protect road construction workers from passing vehicles. For example, cones, barrels and flashing lights have been widely used to warn drivers of construction zones, but provide only limited protection to road construction workers in the event a driver fails to take heed. Some construction projects routinely park a truck or other heavy construction equipment in the lane between the construction zone and on-coming traffic. This reduces the risk of worker injury from traffic in that lane, but does little with regard to errant traffic drifting laterally across lanes into the construction zone. In addition, conventional barriers require significant time and effort to transport to the work site, and expose workers to significant risk of accident while deploying the barrier at the work site. Therefore, a need exists for a safety barrier that can be readily transported to, and deployed at the work site. In addition, the safety barrier should protect against lateral incursions by traffic from adjacent lanes, as well as traffic in the same lane. 
       SUMMARY 
       [0004]    These and other needs are addressed by the various embodiments and configurations of the present invention. In contrast to the prior art in the field, the present invention can provide a safety trailer with a fixed safety wall and semi tractor hookups at one or both ends. 
         [0005]    In a first embodiment, a safety trailer includes:
       (a) first and second removably interconnected platforms, at least one of the first and second platforms being engaged with an axle and wheels, the first and second platforms defining a trailer; and   (b) a plurality of wall sections supported by the trailer, the wall sections, when deployed to form a barrier wall, are positioned between the first and second interconnected platforms   (c) wherein at least one of the following is true:
           (c1) the trailer supports a ballast member, the ballast member being positioned near a first side of the trailer and the ballast member near a second, opposing side of the trailer, the ballast member offsetting, at least partially, a weight of the plurality of wall sections, and   (c2) the axle of the trailer is engaged with a vertical adjustment member, the vertical adjustment member selectively adjusting a vertical position of a surface of the trailer.   
               
 
         [0011]    In a second embodiment, a safety trailer includes:
       (a) first and second platforms;   (b) a plurality of interconnected wall sections positioned between and connected to the first and second platforms, the plurality of wall sections defining a protected work area on a side of the trailer;   (c) wherein each wall section has at least one of the following features:
           (c1) a plurality of interconnected levels, each level comprising first and second longitudinal members, a plurality of truss members interconnecting the first and second longitudinal members, and being connected to an end member;   (c2) a longitudinal member extending a length of the wall section, the longitudinal member being positioned at the approximate position of a bumper of a vehicle colliding with the wall section;   (c3) a plurality of full height and partial height wall members, the full height wall members extending substantially the height and width of the wall section and the partial height wall members extending substantially the width but less than the height of the wall section, the full height and partial height members alternating along a length of the wall section; and   (c4) first and second end members, each of the first and second end members comprising an outwardly projecting alignment member and an alignment-receiving member, the first and second end members having the alignment and alignment-receiving members positioned in opposing configurations.   
               
 
         [0019]    In a third embodiment, a trailer includes:
       (a) a trailer body;   (b) a removable caboose engageable with the trailer body, the caboose having a nose portion and at least one axle and wheels; and   (c) a caboose receiving member, the caboose receiving member comprising an alignment device, wherein, in a first mode when the caboose is moved into engagement with the trailer body, the alignment device orients the caboose with a king pin mounted on the trailer body and, in a second mode when the caboose is engaged with the trailer body, the alignment device maintains a desired orientation of the caboose with the trailer.       
 
         [0023]    In a fourth embodiment, a safety system includes:
       (a) a vehicle;   (b) first and second platforms;   (c) a barrier engaged with the first and second platforms, the barrier and first and second platforms forming a protected work space; and   (d) a caboose, wherein the vehicle and caboose are engaged with the first and second platforms, respectively, wherein the vehicle has a movable king pin plate engaged with a first king pin on the first platform, and wherein the caboose has a fixed king pin plate engaged with a second king pin on the second platform.       
 
         [0028]    In a fifth embodiment, a safety system includes:
       (a) a vehicle;   (b) first and second platforms;   (c) a barrier engaged with the first and second platforms, the barrier and first and second platforms forming a protected work space; and   (d) a caboose, wherein the vehicle and caboose are engaged with the first and second platforms, respectively, wherein the vehicle and caboose have braking systems that operate independently.       
 
         [0033]    In a sixth embodiment, a trailer includes:
       (a) first and second platforms;   (b) a barrier engaged with the first and second platforms, the barrier and first and second platforms forming a protected work space, wherein the barrier is formed by a plurality of interconnected wall sections and wherein the interconnected wall sections slidably engage one another.       
 
         [0036]    In a seventh embodiment, a trailer includes:
       (a) first and second platforms;   (b) a barrier engaged with the first and second platforms, the barrier and first and second platforms forming a protected work space, wherein the barrier is formed by a plurality of interconnected wall sections and wherein the interconnected wall sections telescopically engage one another.       
 
         [0039]    In an eighth embodiment, a trailer includes:
       (a) first and second platforms;   (b) a barrier engaged with the first and second platforms, the barrier and first and second platforms forming a protected area, wherein the barrier is formed by a plurality of interconnected wall sections, and wherein at least one of the following is true:
           (b1) a bottom of the barrier is positioned at a distance above a surface upon which the trailer is parked and wherein the distance ranges from about 10 to about 14 inches;   (b2) a height of the barrier above the surface is at least about 3.5 feet; and   (b3) a height of the barrier from a bottom of the barrier to the top of the barrier is at least about 2.5 feet.   
               
 
         [0045]    In a ninth embodiment, a trailer has first and second platforms and one or more wall sections positioned therebetween. Protection at bottom of wall is provided from incursions, such as small arms fire, thrown objects, sprays, and other types of incursions that may pass beneath the wall formed by the sections. The protection can be by any number of techniques. 
         [0046]    In a first technique, protection is provided by lowering the entire trailer (e.g., the first and second platforms and intervening wall) to ground. This can be done, for example, by an air ride system. The air ride system dumps air from rear axel bags to lower the trailer when desired. The air ride system can elevate the trailer from the ground by reinflating the rear axel bags. 
         [0047]    In a second technique, protection is provided by an air/hydraulic system. The fluid, either air or hydraulic fluid, pressurizes or depressurizes cylinders to the trailer up or down, as desired. This system may be used with the first technique and/or with an independent lever system to again lower trailer, when desired. 
         [0048]    In another technique, each of the wall sections includes extension panels that are moved by rotational, telescopic, sliding, etc., into position. The extension panels fill the space or gap between the wall sections and the ground supporting the trailer. The panels may be lowered to fill the gap by numerous techniques. By way of example but not limitation, in one configuration panels built into outside or inside of the wall sections flip (rotate) or slide down or are otherwise moved into position to close the gap between ground and wall section. In another configuration, panels built into bottom of the wall sections flip or slide down or are otherwise moved into position to close the gap between ground and wall section. In another configuration, the panels are moved into and out of position by one or more of air, hydraulics and/or springs and levers with electrical or mechanical switches to drop (lower) and raise (elevate) the wall sections. The wall sections and first and second platforms are plumbed with or otherwise include electrical motors and/or pumps to effect panel displacement into and out of position in the gap. Both generator and battery backup power is readily available in the trailer to provide the electrical energy to power the electrical switches or pumps. 
         [0049]    In another technique, an external panel is provided in the walls that slides directly down (via air, hydraulics, springs or other means) to fill the gap. This may be done, for example, telescopically. 
         [0050]    The present invention can provide a number of advantages depending on the particular configuration. 
         [0051]    In one aspect, the barrier (and thus the entire trailer) is of any selected length or extendable, but the wall is “fixed” to the platforms on one side of the trailer. That side, however, can be changed to the right or left side of the road, depending on the end to which the semi tractor attaches. This dual-ended, fixed-wall design thus can eliminate the need for complex shifting or rotating designs, which are inherently weaker and more expensive, and which cannot support the visual barriers, lighting, ventilation and other amenities necessary for providing a comprehensive safety solution. The directional lighting and impact-absorbing features incorporated at each end of the trailer and in the caboose can combine with the fixed wall and improved lighting to provide increased protection for both work crews and the public, especially with ever-increasing amounts of night-time construction. End platforms integral to the trailer&#39;s design can minimize the need for workers to leave the protected zone and eliminate the need for separate maintenance vehicles by providing onboard hydraulics, compressors, generators and related power, fuel, water, storage and portable restroom facilities. Optional overhead protection can be extended out over the work area for even greater environmental relief (rain or shine). The fixed wall itself can be made of any rigid material, such as steel. Lighter weight materials having high strength are typically disfavored as their reduced weight is less able to withstand, without significant displacement, the force of a vehicular collision. The trailer can carry independent directional and safety lighting at both ends and will work with any standard semi tractor. Optionally, an impact-absorbing caboose can be attached at the end of the trailer opposite the tractor to provide additional safety lighting and impact protection. 
         [0052]    In one aspect, the trailer is designed to provide road maintenance personnel with improved protection from ongoing, oncoming and passing traffic, to reduce the ability of passing traffic to see inside the work area (to mitigate rubber-necking and secondary incidents), and to provide a fully-contained, mobile, enhanced environment within which the work crews can function day or night, complete with optional power, lighting, ventilation, heating, cooling, and overhead protection including extendable mesh shading for sun protection, or tarp covering for protection from rain, snow or other inclement weather. 
         [0053]    Platforms can be provided at both ends of the trailer for hydraulics, compressors, generators and other equipment and supplies, including portable restroom facilities. The trailer can be fully rigged with direction and safety lighting, as well as lighting for the work area and platforms. Power outlets can be provided in the interior of the work area for use with construction tools and equipment, with minimal need for separate power trailers or extended cords. Both the caboose and the center underside of both end platforms can provide areas for fuel, water and storage. Additional fuel, water and miscellaneous storage space can be provided in an optional extended caboose of like but lengthened design. 
         [0054]    In one aspect, the trailer is designed to eliminate the need for separate lighting trucks or trailers, to reduce glare to traffic, to eliminate the need for separate vehicles pulling portable restroom facilities, to provide better a brighter, more controlled work environment and enhanced safety, and to, among other things, better facilitate 24-hour construction along our nation&#39;s roadways. Other applications include but are not limited to public safety, portable shielding and shelter, communications and public works. Two or more trailers can be used together to provide a fully enclosed inner area, such as may be necessary in multi-lane freeway environments. 
         [0055]    With significant shifts to night construction and maintenance, the trailer, in one aspect, can provide a well-lit, self-contained, and mobile safety enclosure. Historical cones can still be used to block lanes, and detection systems or personnel can be used to provide notice of an errant driver, but neither offers physical protection or more than split second warning for drivers who may be under the influence of alcohol or intoxicants, or who, for whatever reason, become fixated on the construction/maintenance equipment or lights and veer into or careen along the same. 
         [0056]    The trailer can provide an increased level of physical protection both day and night and workers with a self-contained and enhanced work environment that provides them with basic amenities such as restrooms, water, power, lighting, ventilation and even some possible heating/cooling and shelter. The trailer can also be designed to keep passing motorists from seeing what is going on within the work area and hopefully facilitate better attention to what is going on in front of them. Hopefully, this will reduce both direct and secondary incidents along such construction and maintenance sites. 
         [0057]    Embodiments of this invention can provide a safety trailer with semi-tractor hookups at both ends and a safety wall that is fixed to one side of the trailer. That side, however, can be changed to the right or left side of the road, depending on the end to which the semi-tractor attaches. A caboose can be attached at the end of the trailer opposite the tractor to provide additional lighting and impact protection. Optionally, the trailer can be equipped with overhead protection, lighting, ventilation, onboard hydraulics, compressors, generators and other equipment, as well as related fuel, water, storage and restroom facilities and other amenities. 
         [0058]    These and other advantages will be apparent from the disclosure of the invention(s) contained herein. 
         [0059]    As used herein, “at least one”, “one or more”, and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C”, “at least one of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B, or C” and “A, B, and/or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together. 
         [0060]    It is to be noted that the term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising”, “including”, and “having” can be used interchangeably. 
         [0061]    The preceding is a simplified summary of the invention to provide an understanding of some aspects of the invention. This summary is neither an extensive nor exhaustive overview of the invention and its various embodiments. It is intended neither to identify key or critical elements of the invention nor to delineate the scope of the invention but to present selected concepts of the invention in a simplified form as an introduction to the more detailed description presented below. As will be appreciated, other embodiments of the invention are possible utilizing, alone or in combination, one or more of the features set forth above or described in detail below. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0062]      FIGS. 1A-1E  show a loaded trailer, in accordance with embodiments of the present invention; 
           [0063]      FIGS. 2A-2C  show a deployed protective wall, in accordance with embodiments of the present invention; 
           [0064]      FIGS. 3A-3C  show a wall section in accordance with embodiments of the present invention; 
           [0065]      FIGS. 4A-4H  show a platform and its components in accordance with embodiments of the present invention; 
           [0066]      FIGS. 5A-5B  show a caboose, in accordance with embodiments of the present invention; 
           [0067]      FIGS. 6A-6G  show a truck mounted attenuator attached to the caboose shown in  FIGS. 5A-5B ; 
           [0068]      FIG. 7  shows an interconnection member between a platform and a truck mounted attenuator; 
           [0069]      FIG. 8  shows a forced air system, in accordance with embodiments of the present invention; 
           [0070]      FIG. 9  shows the loaded trailer, including a storage compartment; 
           [0071]      FIG. 10  is a flow chart illustrating a method of deploying a protective barrier; 
           [0072]      FIG. 11  is a flow chart illustrating a method of balancing the weight of a protective barrier; 
           [0073]      FIG. 12  is a flow chart illustrating a method of changing the orientation of a protective barrier/trailer; 
           [0074]      FIG. 13  is a flow chart illustrating a method of disassembling a protective barrier and loading the component parts for transport; 
           [0075]      FIGS. 14A-C  are illustrations of a fixed wall protective barrier in accordance with alternative embodiments of the present invention; 
           [0076]      FIG. 15A-C  are illustrations of a fixed wall protective barrier in accordance with another alternative embodiment of the present invention; 
           [0077]      FIG. 16  shows a configuration of the caboose according to an embodiment; 
           [0078]      FIG. 17  shows a configuration of the caboose according to an embodiment; 
           [0079]      FIG. 18  shows a configuration of the caboose according to an embodiment; 
           [0080]      FIGS. 19 and 25  illustrate a caboose according to an embodiment; 
           [0081]      FIGS. 20-24  illustrate a caboose according to an embodiment; 
           [0082]      FIGS. 26-27  depict a fixed wall protective barrier according to an embodiment; 
           [0083]      FIG. 28  depicts a fixed wall protective barrier according to an embodiment; 
           [0084]      FIG. 29  depicts a particular configuration of the fixed wall protective barrier of  FIG. 28 ; 
           [0085]      FIG. 30  depicts a particular configuration of the fixed wall protective barrier of  FIG. 28 ; 
           [0086]      FIG. 31  depicts a particular configuration of the fixed wall protective barrier of  FIG. 28 ; 
           [0087]      FIG. 32  depicts a particular configuration of the fixed wall protective barrier of  FIG. 35 ; 
           [0088]      FIG. 33  depicts a particular configuration of the fixed wall protective barrier of  FIG. 35 ; 
           [0089]      FIG. 34  depicts a particular configuration of the fixed wall protective barrier of  FIG. 35 ; and 
           [0090]      FIG. 35  depicts a fixed wall protective barrier according to an embodiment. 
       
    
    
     DETAILED DESCRIPTION 
       [0091]    Embodiments of the present invention are directed to a mobile traffic barrier. In one embodiment, the mobile traffic barrier includes a number of inter-connectable wall sections that can be loaded onto a truck bed. The truck bed itself includes two (first and second) platforms. Each platform includes a king pin (not shown); the king pin providing a connection between the selected platform and either a caboose or a tractor. By enabling the tractor to hook at either end, the trailer can incorporate a rigid fixed wall that is open to the right or left side of the road, depending on the end to which the tractor is connected. The side wall and the ends of the trailer define a protected work area for road maintenance and other operations. The tractor and caboose may exchange trailer ends to change the side to which the wall faces. The dual-hookup, fixed-wall design can enable and incorporate compartments (in the platforms) for equipment and storage, onboard power for lighting, ventilation, and heating and/or cooling devices and power tools, and on-board hydraulics for hydraulic tools. The design can also provide for relatively high shielding from driver views, and in general, a larger and better work environment, day or night. 
         [0092]    Referring initially to  FIG. 1A , a trailer in accordance with an embodiment is generally identified with reference numeral  100 . The trailer  100  includes two (first and second) platforms  104   a,b  and a number of wall sections  108   a - c . As described in greater detail below, the wall sections  108   a - c  are adapted to interconnect to each other and to the platforms  104   a,b  to form a protective wall. In  FIG. 1A , the wall sections  108   a,b  are disconnected from each other and secured in a stored position on top of the interconnected platforms  104   a,b . In this position, the trailer  100  is configured so that it may be transported to a work site. In the transport configuration illustrated in  FIG. 1A , the platforms  104  are bolted to each other to form a truck bed that is operable to carry the wall sections  108  and other components. 
         [0093]    In addition to the wall sections  108   a - c , the platforms  104   a,b  carry two rectangular shaped ballast members  112   a,b , which are shown as boxes of sand. As will be appreciated, the ballast members can be any other heavy material. The weights of ballast boxes  112   a,b  counter balance the weights of the wall sections  108   a - c , when the wall sections  108   a - c  are deployed to form a protective barrier and when being transported atop the platforms. The ballast boxes  112   a,b  hold between about 5,000 and 8,000 lbs. of weight, particularly sand. At 8,000 lbs., the ballast boxes  112   a,b  counter balance three wall sections  108   a - c , when the wall sections are deployed or being transported. In one configuration, the wall sections  108   a - c  weigh approximately 5,000 lbs. each. 
         [0094]    The truck bed formed by the interconnected platforms  108   a,b  is connected at one end to a standard semi-tractor  116  and at the other end to an impact-absorbing caboose  120 . Both of the platforms  108   a,b  include a standard king pin connection to the tractor  116  or caboose  120 , as the case may be. The caboose  120  may include an impact absorbing Track Mounted Attenuator (“TMA”)  136 , such as the SCORPION™ manufactured by TrafFix Devices, Inc. In accordance with alternative embodiments, the caboose  120  and/or tractor  116  may include a rigid connection to the rear platform  104 . 
         [0095]      FIG. 1B  shows a reverse side of the trailer  100  shown in  FIG. 1A . Each platform  104   a,b  includes at least one storage compartment  124 . The doors  128  to the storage compartment  124  are shown in  FIG. 1A . The reverse perspective of  FIG. 1B  shows a rigid wall  132  forming the rear of the storage compartment  124 . 
         [0096]      FIG. 1C  shows a rear view of the trailer  100 . In  FIG. 1C , the TMA  136  is shown in its retracted position.  FIG. 1D  shows a rear view of the trailer  100  with the TMA  136  in a deployed position. 
         [0097]      FIG. 1E  shows a top plan view of the trailer  100 . As can also be seen in  FIGS. 1D and 1E , the trailer  100  includes three wall sections  108  stored on top of the platforms  104   a,b . Two of the wall sections  108   a,b  nearest the right side of the trailer are positioned end-to-end, with one being positioned on top of each platform. The third wall section  108   c  is positioned between the wall sections  108   a,b  and the ballast boxes  112  and is approximately bisected by the longitudinal axis A of the trailer (or the first and second platforms). Effectively, by substantially co-locating the longitudinal axis of the third wall section  108   c  with the longitudinal axis A of the trailer, the weight of the third wall section  108   c  is effectively counter-balanced. The weight of ballast box  112   a  therefore counterbalances effectively the first wall section  104   a  and ballast box  112   b  counterbalances effectively the second wall section  104   b . The platforms  104   a,b  are asymmetrical with respect to the longitudinal axis A. Accordingly, the weights of the ballast boxes can be greater than the weights of the wall sections to counter balanced the asymmetrical portion of the platforms. The loading of the trailer shown in  FIG. 1E  thus serves to balance the weight of the various trailer components with respect to the longitudinal axis A. 
         [0098]    Referring now to  FIG. 2A , the trailer  100  is shown in its unloaded or deployed configuration. As can be seen in  FIG. 2A , the wall sections  108   a - c  have been removed from their loaded positions on top of the platforms  104   a,b  and connected between the platforms  104   a,b  to form a protective barrier  200 . This is accomplished by removing the wall sections  108   a - c , such as for example through the use of cranes or a forklift, and then disconnecting the two platforms  104   a,b  from each other. After the platforms  104   a,b  have been disconnected, the platforms  104   a,b  are spatially separated and the wall sections  108   a - c  are then inserted there-between. As can be seen in  FIG. 2A , the two ballast boxes  112   a,b  remain in place on top of the platforms  104   a,b . The ballast boxes provide a counter-balance to the weight of the wall sections  108   a - c , which are disposed on the opposite side of the platforms  104   a,b.    
         [0099]      FIG. 2A  shows a view of the protective barrier  200  from the perspective of the protected work zone area. From the protected work zone, the storage compartment doors  128  and other equipment are accessible. The protected work zone area  204  can seen in  FIG. 2B , which shows a top plan view of the protective barrier  200  shown in  FIG. 2A . As can be seen, the protective barrier creates a protected work area  204 , which includes a space adjacent to the wall sections  108   a - c  and between the platforms  104   a,b . The road or other work surface is exposed within the work zone area  204 . The work zone area  204  is sufficiently large for heavy equipment to access the work surface. 
         [0100]      FIG. 2C  shows the traffic-facing side of the protective barrier  200 . As can be seen in  FIG. 2C , the protective barrier  200  presents a protective wall  208  proximate to the traffic zone. The protective wall  208  includes the rigid wall  132  and number of wall sections  108   a - c , which are interconnected to the two platforms  104   a,b . The bottoms of the wall sections  108   a - c  are elevated a distance  280  above the roadway  284 .  FIGS. 5A-B  additionally show a portion of the caboose  120 , which interconnects to and is disposed underneath a selected one of the platforms  104   a,b . The wheels of the caboose  120 , in the deployed position of the trailer  100  shown in  FIG. 2C , are covered with a piece of sheet metal  212 . During transport, this piece of sheet metal  212  can be disconnected from the platform  104  and positioned in a stowed manner on top of one of the platforms  104 . 
         [0101]    Although stands  290  are shown in place at either end of the protective barrier  200  and may be used to support individual wall sections  108  of the barrier  200 , it is to be understood that no stands are required to support the barrier  200 . The barrier  200  has sufficient structural rigidity to act as a self-supporting elongated beam when supported on either end by the tractor  116  and caboose  120 . This ability permits the barrier  200  to be located simply by locking the tractor and caboose brakes and relocated simply by unlocking the brakes, moving the barrier  200  to the desired location, and relocking the brakes of the tractor and caboose. Requiring additional supports or stands to be lowered as part of barrier  200  deployment can not only immobilize the barrier  200  but also increase barrier rigidity to the point where it may cause excess damage and deflection to a colliding vehicle and excess ride down and lateral G forces to the occupant of the vehicle. 
         [0102]    The wall section height is preferably sufficient to prevent a vehicle colliding with the barrier  200  from flipping over the wall section into the work area and/or the barrier  200  from cutting into the colliding vehicle, thereby increasing vehicle damage and lateral and ride-down G forces to vehicular occupants. Preferably, the height of each of the wall sections is at least about 2.5 feet, more preferably at least about 3.0 feet, even more preferably at least about 3.5 feet, and even more preferably at least about 4.0 feet. Preferably, the height of the top of each wall section above the surface of the ground or pavement  284  is at least about 3.5 feet, more preferably at least about 4 feet, even more preferably at least about 4.5 feet, and even more preferably at least about 5 feet. 
         [0103]    The protective wall or barrier  200  may additionally include attachment members  216  operable to interconnect a visual barrier  220  to the protective wall  200 . A visual barrier  220  in accordance with embodiments is mounted to the protective wall  200  and extends from the top of the protective wall  200  to approximately four feet above the wall  200 . The visual barrier  220  is interconnected to attachment members  216 , such as poles, which are interconnected to the wall  200 . In accordance with an embodiment, the attachment members  216  comprise poles which extend 10 feet upwardly from the wall section  200 . Each pole may support a 6 lb. light head at the top which generates over 3,000 alums of light. The poles may additionally provide an attachment means for the visual barrier  220 . While attached to the poles, the visual barrier  220  extends approximately 4 feet upwardly from the protective wall  200 . 
         [0104]    The visual barrier  220  provides an additional safety factor for the work zone  204 . Studies have shown that a major cause of highway traffic accidents in and around work zone areas is the tendency for drivers to “rubber-neck” or look into the work zone from a moving vehicle. In this regard, it is found that such behavior can lead to traffic accidents. In particular, the “rubber-necking” driver may veer out of his or her traffic lane and into the work zone, resulting in a work zone incursion. The present invention can provide a structurally rigid wall  200  that prevents incursion into the work zone  204 , as well as a visual barrier  220  which discourages this, so called, “rubber necking” behavior. 
         [0105]    Studies have indicated that people are drawn to lights and distractions, and that they tend to steer and drive into what they are looking at. This is particularly hazardous for construction workers, especially where cones and other temporary barriers are being deployed on maintenance projects. Studies also indicate that lighting and equipment movement within a work zone are important factors in work site safety. Significant numbers of people are injured not only from errant vehicles entering the work zone, but also simply by movement of equipment within the work area. The trailer can be designed not only to keep passing traffic out of the work area, but also to reduce the amount of vehicles and equipment otherwise moving around within the work area. 
         [0106]    In terms of lighting, research indicates more is better. Current lighting is often somewhat removed from the location where the work is actually taking place. Often, the lighting banks are on separate carts which themselves contribute to equipment traffic, congestion and accidents within the job site. 
         [0107]    These competing considerations of motorists, at night, steering towards lights and roadside workmen being safer at night with more lighting can be satisfied by the trailer. The trailer can use the light heads  270  to provide substantial lighting where it is needed. If the work moves, the lighting moves with the work area, rather than the work area moving away from the lighting. Most importantly, the safety barrier—front, back and side—can move along too, providing simple but effective physical and visual barriers to passing traffic. Referring to  FIGS. 2B and 2C , the light heads  270  positioned along the barrier  200  have a direction of illumination that is approximately perpendicular or normal to the direction of oncoming traffic. This configuration provides not only less glare to oncoming motorists but also less temptation for motorists to steer towards and into the barrier  200 . 
         [0108]      FIGS. 2A-2C  show the protective barrier  200  deployed for use in connection with a work-zone area. The design of the support members and the traffic facing portion of the protective barrier  200 , serve to provide a safe means for mitigating the effects of such a collision. In particular, the barrier  200  can re-direct the impacted moving car down the length of the protective wall  208 . Here, the moving car is not reflected back into traffic. Further incidents are prevented by not reflecting the moving car back from the mobile barrier into other cars, thereby enhancing safety not only of the driver of the vehicle colliding with the barrier but also of other drivers in the vicinity of the incident. The inherent rock/roll movement in the tractor  116  and trailer (caboose) springs and shocks assist dissipation of shock from vehicular impact. In addition, by deflecting the moving vehicle down the length of the protective wall  208 , the work zone  200  is prevented from sustaining an incursion by the moving vehicle, thereby enhancing safety of workers. 
         [0109]    A number of factors are potentially important in maintaining this desirable effect. Firstly, the protective barrier  204  is maintained in a substantially vertical position. This is accomplished through a ballasting system and method in accordance with an embodiment. In particular, the wall sections  108  are balanced in a first step with the ballast boxes  112 . In a following step, a more precise balancing of the protective barrier  200  position is achieved through a system of movable pistons associated with the caboose  120 . This aspect of the invention is described in greater detail below. Second, the structural design of the wall sections  108  serve to provide optimal deflection of an incoming car. Finally as shown in  FIG. 2B , the protective wall or barrier  200  is substantially planar and smooth (and substantially free of projections) along its length to provide a relatively low coefficient of friction to an oncoming vehicle. As will be appreciated, projections can redirect the vehicle into the wall and interfere with the wall&#39;s ability to direct the vehicle in a direction substantially parallel to the wall. 
         [0110]    Turning now to  FIG. 3A , an individual wall section  108  is shown in perspective view from the traffic side of the wall section  108 . As can be seen in  FIG. 3A , the wall section  108  includes a wall skin portion  300 , which faces the traffic side of the protective barrier  200  and is smooth to provide a relatively low coefficient of friction to a colliding vehicle. The wall skin  300  is adapted to distribute the force of the impact along a broad surface, thereby absorbing substantially the impact. As additionally can be seen in  FIG. 3A , the wall section  108  includes a first end portion or wall end member  304   a . The first end portion  304   a  includes a conduit box  308 , a number of bolt holes  312 , a protruding alignment member, which is shown as a large dowel  316   a , and an alignment receiving member, which is shown as a small dowel receiver hole  320   a . As will be appreciated, the alignment member can have any shape or length, depending on the application. The first end portion  304   a  of the wall section  108  is adapted to be interconnected to a second end portion  304   b  of an adjacent wall section  108  or platform  104 . A second end portion  304   b  can be seen in  FIG. 3B , which shows the opposite end  304   b  of the wall section  108  shown in  FIG. 3A , including a protruding small dowel  316   b  and a large dowel receiver hole  320   b . For each wall section  108 , the large dowel  316   a  disposed on the top of the first end portion  304   a  is operatively associated with a large dowel receiver hole  320   b  in the second end portion  304   b  of an adjacent wall section  108  or platform  104 . Similarly, the small dowel  316   b  on the second end portion  304   b  is operatively associated with the small dowel receiver hole  320   a  in the first end portion  304   a  of an adjacent wall section  108  or platform  104 . Additionally, the wall sections  108  are interconnected through a screw-and-bolt connection using the bolt holes  312  associated with the wall ends  304 . The conduit box  308  is additionally aligned with an adjacent conduit box  308 , providing a means for allowing entry and pass-through of such components as electrical lines, air hoses, hydraulic lines, and the like. 
         [0111]    In  FIG. 3B , a portion of the wall skin  300  is not shown in order to reveal the interior of the wall section  108 . As can be appreciated, such a partial wall skin  300  is shown here for illustrative purposes. As can be seen in  FIGS. 3B and 3C , the wall section  108  includes three bracing sections  324   a - c  vertically spaced equidistant from one another. Each of the bracing sections  324  includes two opposing horizontal beams  328   a - b , with the free ends being connected to the adjacent wall end member  304   a,b . The two horizontal beams  328   a - b  are interconnected with angled steel members  332  to form a truss-like structure. The wall section  108  includes three bracing sections: the first bracing section  324   a  being at the top, the second bracing section  324   b  being at the middle and the third bracing section  324   c  being at the bottom. Additionally, the wall section  108  includes a number of full-height vertical wall sections  336   a,b , the wall end members  304   a,b , and a number of partial-height vertical wall sections  340   a - c . As shown in  FIG. 3A , the full-height wall sections  336   a,b  and partial-height wall sections  340   a - c  alternate. Additionally, it can be seen that the angled steel members  332  intersect at points where the partial-height wall  340  or full height wall  336  section, as the case may be, meets the horizontal beam  328   a,b , which, on one side, faces the traffic side of the wall section  108 . Additionally, the wall section includes a fourth horizontal member  344 . Unlike the structural members  328  and  336  which are preferably configured as rectangular steel beams, this fourth horizontal member  344  is configured as a steel C-channel beam. The C-channel is preferably positioned substantially at the height of a car or SUV bumper. In use, the bottom of the wall section  108  sits approximately eleven inches off of the ground, and the fourth horizontal member  344  sits approximately twenty inches off of the ground. 
         [0112]    The wall sections  108  constructed as described and shown herein are specifically adapted to prevent gouging of the wall as a result of an impact from a moving car. In particular, gouging as used herein refers to piercing or tearing or otherwise drastic deformation of the wall section, which results in transfer of energy from a moving car into the mobile barrier  200 . As described herein, by deflecting the car down the length of the protective wall  200 , a desirable amount of energy is absorbed by the wall and therefore not transferred to other portions of the protective wall  200 . It is additionally noted that the floating king pin plate of the standard trailer  116  provides a shock absorbing effect for impacts which are received by the protective wall  200 . The shock absorbing effect of the trailer&#39;s  116  floating king pin plate  500  is complemented by fixed king pin plate associated with the caboose  120  (which is discussed below). 
         [0113]    In accordance with an embodiment, the dimensions of the various trailer and wall components vary. By way of example, the length of each wall section  108  preferably ranges from about 10 to 30 feet in length, more preferably from about 15 to 25 feet in length, and more preferably from about 18 to 22 feet in length. The width of each of the wall sections preferably ranges from about 18 to 30 inches, more preferably from about 22 to 28 inches, and more preferably from about 23 to 25 inches. The height of each of the wall sections  108  preferably ranges from about 3 to 4.5 feet, more preferably from about 3.75 to 4.25 feet, and more preferably from about 3.9 to 4.1 feet. It should be noted that these height ranges and distances measure from the base of a wall section  108  to the top of the wall section  108  and do not include the wall section&#39;s height when it is displaced with respect to the ground. In use, the wall section  108  typically is disposed at a predetermined distance from the ground. In particular, this distance preferably ranges from about 10 to 14 inches, more preferably from about 11 to 13 inches, and more preferably from about 11.5 to 12.5 inches. In accordance with an embodiment, a wall section is approximately 20 feet long, 24 inches wide, 4 feet high as measured from the base of the wall section to the top of the wall section and, when deployed, disposed at a distance of 12 inches from the ground. 
         [0114]    The beams  328   a  and  328   b  span the length of the entire wall section. In accordance with an embodiment, the horizontal beams  328   a  and  328   b  measure from about 3-5 inches by about 5-7 inches, more preferably from about 3.5 inches to 4.5 inches by 5.5 inches to 6.5 inches, and even more preferably are about 4 inches by 6 inches. In accordance with an embodiment, the longer dimension of the beam is disposed in the horizontal direction. For example, with 4×6 beams, the 4-inch dimension is disposed in the vertical direction and the 6-inch dimension in the horizontal direction. In this embodiment with three sets of horizontal beams, the bottom and middle beams are separated by about 18 inches and the middle and the top beams also by about 18 inches. In this configuration, the total height of the wall section is 4 feet. In other portions of the mobile barrier  200 , the orientations of the horizontal beams may differ. In particular, the longer 6 inch dimension may be in the vertical direction, and the shorter 4 inch dimension may be in the horizontal direction. In accordance with an embodiment, this orientation for the horizontal beams is implemented in connection with the platforms  104 . 
         [0115]    The wall skin  300  may be comprised of a single homogonous piece of steel that is welded to the wall section  108 . The wall skin  300  is preferably between about 0.1 and 0.5 inch thick, more preferably between about 0.2 and 0.4 inch, and even more preferably approximately 0.25 inches thick. These dimensions are also applicable to the partial-height and full height wall members  340 ,  336 . The wall end portions or plates  304   b  and  304   a  are preferably between about 0.25 and 1.25 inch thick, more preferably between about 0.5 and 1 inch thick, and even more preferably are about 0.75 inch thick. 
         [0116]    In accordance with a preferred embodiment where the wall sections  108  are approximately 20 feet in length, a work space area  204  is defined when these wall sections are deployed that measures approximately 80 feet in length. In particular, the three wall sections total 60 feet in addition to 10 feet on each side of additional space provided by the interior portions of the platforms  104 . 
         [0117]    Referring again to  FIG. 3C , a wall section  108  may include a number of attaching devices, which provide a means for interconnecting various auxiliary components to the wall section  108 . In particular, a wall section  108  may include an attachment member mounting  348 , operable to mount an attachment member  216 , such as a pole. The attachment member mounting shown in  FIG. 3C  includes a lever which, through a quarter turn, is operable to lock the light pole in place. A pole may be used to mount a light in connection with using the wall barrier during night-time hours. As can be appreciated in such conditions, the work area will be required to be illuminated. Such illumination can be accomplished by light poles and corresponding lights which are mounted to the wall section. The light poles, lights and other auxiliary components may be stored in the storage compartments  124 . 
         [0118]    The wall section  108  additionally may include attachments for jack stands  352 . The jack stands  352  provide a means for supporting the wall section  108  at the above-mentioned height of approximately eleven inches from the ground. 
         [0119]    The wall section  108  may additionally include, so called, “glad hand boxes” (not shown), which provide means for accessing  12 ,  110 ,  120 ,  220 , and/or 240 volt electricity. In accordance with the embodiments, the protective barrier  200  includes an electric generator and/or one or more batteries (which may be recharged by on-board solar panels) providing electricity which is accessible through the glad hand box and is additionally used in connection with other components of the protective barrier  200  described herein. The generator and/or the batteries may additionally be stored the storage compartments  124 , and the batteries used to start the generator and support electronics when the generator is turned off or is not operational. 
         [0120]    The wall section  108  may be comprised of, or formed from, any suitable material which provides strength and rigidity to the wall section  108 . In accordance with embodiments, the beams of the wall section are made of steel and the outer skin of the wall section is made from sheets of steel. In accordance with alternative embodiments, the wall section  108  is made from carbon fiber composite material. 
         [0121]    Referring now to  FIG. 4A , a side perspective view of a platform  104  is shown. In  FIG. 4A  the platform is resting on a jack stand  352 . Additionally, the outline of the caboose  120  is shown in  FIG. 4A . With the caboose  120  attached, the platform  104  shown in  FIG. 4A  would correspond to the rear of the protective barrier  200  and/or the rear of the loaded trailer  100 . As can be seen in  FIG. 4A , the platform includes a king pin  400 . The king pin  400  provides an interconnection between the platform  104  and the caboose  120 . The king pin  400  is disposed on the underside of the platform  104  in a position that allows the king pin  400  to connect with a standard floating king pin plate associated with a semi-tractor  116  or a fixed king pin plate associated with the caboose  120 . In this way, either the caboose  120  or the semi-tractor  116  may be connected to the platform  104  using the king pin  400 . A nose receiver  404  portion of the platform  104  provides a means for receiving the end, or nose portion of the caboose  120 . This aspect of the invention is described in greater detail below. 
         [0122]    In  FIG. 4B  and  FIG. 4C , two opposed platforms  104  are shown with a central external cover plate of the central portions of the platforms being removed to show the structural members while the ballast box external support plates are in position, in  FIG. 4D , a platform is shown with all exterior cover plates removed, and in  FIG. 4G  a platform is shown with all external cover plates in position. As can be seen, the first end  408  of the platform  104  is wider than the second end  412  of the platform  104 . Here, the platform  104  includes support members  421  for supporting the king pin (not shown), a sloping plate  428  for receiving the nose portion of the caboose, a flat plate assembly  422  positioned above and supporting the jack stands  423 , and a sloped or narrowing section  416 , which slopes from the larger, first-end  408  width, to the smaller, second-end  412  width. This sloped portion  416  of the platforms  104  includes the storage compartment  124 . The two second-ends  412  of the platform  104  are adapted to be interconnected to each other. The two first-ends  408  of the platform  104  are adapted to interconnect to either the tractor  116  or the caboose  120 , as described above. As can be seen in  FIG. 4D , the platform  104  includes two side channels  420   a - b . Typically, the channel  420   a  proximate to the work zone is adapted to receive a ballast box  112 , both in the mobile and the deployed positions. 
         [0123]      FIGS. 4D ,  4 E, and  4 F further show the structural members of each of the platforms. The platforms are identically constructed but are mirror images of one another. The traffic-facing, or elongated, side  460  of the platform  104  includes upper, middle, and lower horizontal structural members  464 ,  468 , and  472 . The upper, middle, and lower horizontal structural members are at the same heights as and similar dimensions to the upper, middle, and lower horizontal beams  328 , respectively. The members  464 ,  468 , and  472 , unlike the beams  328 , are oriented with the long dimension vertical and the shorter dimension horizontal. By orienting the members differently from the beams, the need for a member similar to the fourth horizontal member  344  is obviated. The upper structural member  464  is part of an interconnected framework of interconnected members  476 ,  480 ,  484 ,  488 ,  490 , and  492  defining the upper level of the platform. Lateral structural members  494  provide structural support for the ballast boxes, depending on where they are positioned, and lateral members  496  provide further structural support for the upper level and for the king pin and other caboose interconnecting features discussed below. The first end of the lower structural member attaches to a corner member  497  and second ends of the upper and lower structural members to the second end member  498 . At the level of the lower structural member  472 , lower structural members  473 ,  474 ,  475 , and  477  define the lower level of the platform. Additional vertical and corner members  478 ,  479 , and  481  attach the lower and upper levels of the platform and horizontal support member  483  interconnects corner members  497  and  481  and vertical members  478  and  479 . The lower level further includes lateral members  475  and elongated member  477  to provide further structural support for the lower level and provide support for the bottom of the storage compartment. 
         [0124]    In  FIGS. 4G and 4H , portions of the platform  104  are shown, which include the underside of a platform  104 . As can be seen in  FIG. 4E , the platform  104  includes a king pin  400  disposed substantially in alignment with a longitudinal axis  405  bisecting a space  407  defined by the nose receiver portion  404 . The nose receiver portion  404  includes two angled components  424   a,b  as well as a downwardly facing deflection plate  428 .  FIG. 4H  shows, in plan view, the components  424   a,b , each of which includes a straight portion  409   a,b  and angled portion  411   a,b . The space  407  between the angled portions is in substantial alignment with the king pin  400 . 
         [0125]    As the caboose  120  is backed into the space underneath the platform  104 , the king pin  400  is received in a king pin receiver channel  524  ( FIG. 5 ) in a fixed king pin plate on the caboose  120 , and the nose of the caboose is received in the nose receiver  404  portion of the platform  104 . The nose receiver portion  404 , namely the angled portions of the components  424   a,b  and sloped deflection plate  428 , guide the an angled front-nose portion  520  ( FIG. 5 ) of the caboose as the caboose is brought into position underneath the platform  104  to align the king pin with the king pin receiver channel  524  ( FIG. 5 ). In particular, the two angled components  424  operate to provide lateral guidance for the position of the caboose  120 . Here, the two angled components  424  ensure that the king pin  400  is received in the king pin receiver channel  524  associated with the caboose  120 . The downwardly facing deflection plate  428  exerts a downward force on the nose  520  of the caboose that results in the rear of the caboose  120  raising up to engage the rear of the platform  104 . The interconnection between the caboose  120  and the rear of the platform  104  is described in greater detail below. 
         [0126]    In  FIG. 5A , a side perspective view of the caboose  120  is shown. As shown in  FIG. 5A , the caboose  120  includes the fixed king pin plate  500 . The king pin plate  500  includes a king pin receiver channel  524  provided at the end of the plate  500 . This pin receiver channel  524  is adapted to receive the king pin  400  and provides a locking mechanism for locking the caboose  120  to the end of the platform  104 . In addition, the caboose  104  includes a vertical adjustment member, which is shown as movable pneumatically or hydraulically actuated piston  508  (as can be seen in  FIG. 4A ), disposed on each side between the two wheels of the caboose  120 . Although a piston is shown, it is to be understood that any suitable adjustment member may be used, such as a mechanical lifting device (e.g., a jack or crank). The movable piston  508  is associated with a piston cylinder and is interconnected to a top  512  portion and a bottom portion  516  of the caboose  120 . The bottom portion  516  provides a mounting for the wheel axles as well as the wheel suspension. The movable piston  508 , as described in greater detail below, is operable to be inflated, thereby adjusting the height of the selected, adjacent side of mobile barrier  200 . More specifically, the movable piston  508  moves the caboose  120  off of its suspension or leaf springs. 
         [0127]    In  FIG. 5A , a side perspective view of the caboose  120  is shown. As can be seen in  FIG. 5B , the fixed king pin plate  500  includes the king pin receiver channel  524 . The king pin receiver channel  524  includes a front, wide portion  528 , which leads into a rear, narrow portion  532 , as this king pin receiver channel  524  allows the caboose  120  to be positioned properly while the caboose is being backed into and underneath the platform  104 . In this regard, the nose  520  of the caboose  120  is additionally received in the nose receiver portion  404 , disposed on the underside of the platform  104 . This aspect of the present invention is described in greater detail below. 
         [0128]    Referring now to  FIG. 5B , an additional side perspective view of the caboose  120  is shown. In  FIG. 5B , the king pin plate  500  is shown removed from the caboose  120 . As can be seen in  FIG. 5B , underneath the king pin plate  500 , the caboose  120  includes a number of air cylinders  536 . These air cylinders  536  are associated with a standard ABS braking system and operate independently of the braking system of the tractor  116 . As described in greater detail below, the air cylinders  536  can be locked by an auxiliary mechanism associated with the caboose  120  to hold the caboose  120  in place. The auxiliary mechanism may be adjusted to allow the brakes to be engaged and the caboose  120  held in place even if the caboose  120  is disconnected from the platform  104 . This mechanism additionally provides a means for inflating and deflating the movable piston  508  disposed on either side of the caboose  120 . 
         [0129]      FIGS. 5A ,  5 B, and  8  depict the removable attachment mechanism between the caboose and the platform. The caboose includes permanently attached first and second pairs  580   a,b  of opposing attachment members  584   a,b . Each attachment member  584   a,b  in the pair  580   a,b  has matching and aligned holes extending through each attachment member. In  FIG. 8 , first and second pairs  804   a,b  of attachment members  808   a,b  are permanently attached to the platform. Each attachment member  808   a,b  in the pair includes matching and aligned holes extending through the attachment member  808 . When the caboose is in proper position relative to the platform, the holes in the attachment members  584   a,b  and  808   a,b  are aligned, and removably receive a pin  802  having a cotter pin or key  810  to lock the dowell  802  in position in the aligned holes of each set of engaged pairs of attachment members  580  and  804 . 
         [0130]    An embodiment includes a truck mounted crash attenuator, or equivalently, a Truck Mounted Attenuator (TMA). Referring again to  FIG. 1A , a truck mounted attenuator  136  is shown interconnected to the trailer  100  at the caboose  120 . In  FIG. 1A , the truck mounted attenuator  136  is shown in a retracted position. The truck mounted attenuator  136  includes a first portion  140  and a second portion  144 . In the retracted position, the first portion  140  is positioned substantially vertically and supports the weight of the second portion  144 , which is held in a substantially horizontal position over the caboose  120 . A movable electronic billboard  148  and light bar  150  (which can provide a selected message to oncoming traffic) is located underneath the second portion  144  of the truck mounted attenuator  136 . 
         [0131]    The deployment of the truck mounted attenuator  136  and the electronic billboard and light bar  148  is illustrated in  FIGS. 6A-6G . As shown in  FIG. 6A  through  FIG. 6F , the truck mounted attenuator  136  is extended and lowered into a position wherein both the first portion  140  and the second portion  144  are substantially horizontal and proximate to the ground. As shown in  FIG. 6G , the electronic billboard  148  and light bar  150  are then raised. Referring to  FIG. 7 , the TMA  136  is typically bolted by a bracket  700  to the caboose  120 . The TMA is thus readily removable simply by unbolting the TMA from the vertical plate of the bracket  700 . Additionally, the bracket  700  and associated components provide a means for attaching the electronic billboard  148  and light bar  150  to the caboose  120 . The bracket  700  is mounted to provide a desirable height for the truck mounted attenuator in its deployed position, more specifically, approximately ten to eleven inches off of the ground. The bracket  700  is additionally mounted to provide visibility of the caboose brake lights and other warning lights associated with the trailer  100 . In  FIG. 1C , a rear view of the loaded trailer  100  is illustrated. As shown herein, the truck mounted attenuator  136  is raised into its tracked position. As can be seen, the brake lights  152  of the caboose  120  are visible underneath the truck mounted attenuator  136 . A beacon  156  is also visible, despite the presence of the truck mounted attenuator  136 . The beacon  156  provides a visual indication of an end portion of the trailer  100 . As with the caboose  120 , the truck mounted attenuator  136  may be associated with either of the two platforms  104  and thereafter either end of the trailer. 
         [0132]    Turning now to  FIG. 8 , a forced air system  800  in accordance with an embodiment is shown. The forced air system  800  includes two lever attenuators  804  operable to lock the brakes of the caboose  120  independently of the brakes of the tractor  116 . As used herein, locking the brakes includes disconnecting or disabling the automatic brake system, typically associated with the caboose  120 . Here, the brakes are forced into a locked position, thereby locking or preventing movement of the caboose  120 . Also shown in  FIG. 8  is a knob  808  operable to control the inflation and/or deflation of the moveable pistons  508 . As described above, the pistons  508  are used to provide a finer grade vertical adjustment of the balancing of the protective barrier  200  by vertically lifting or lowering a selected side of the caboose and interconnected platform. In other words, inflating the piston on a first side of the caboose lifts the first side of the platform relative to the second side of the platform and vice versa. In accordance with embodiments, the air provided to the pistons  508  is delivered from an air supply associated with the trailer  116  and not from an air compressor. 
         [0133]    The interconnection between the platform  104  and the king pin plate  500  is illustrated in  FIG. 8 . A removable pin interconnects the platform to the caboose. The pin is removable, and may be locked in place with attachment member  802 . 
         [0134]    Turning now to  FIG. 9 , a loaded trailer  100  is shown from the work area-side of the trailer  100 . As shown herein, the wall sections  108  are loaded on top of the platforms  104  and the platforms  104  are interconnected. As described above, this loaded position corresponds to an arrangement of the various components, which can be used to transport the entire system. As shown in  FIG. 9 , the platform includes a storage compartment. Various auxiliary components described herein are stored in this storage compartment  124 . As can be seen in  FIG. 9 , such components, as the light poles  900 , the corresponding lights themselves  904 , the visual barrier  220 , as well as various electrical components, are shown inside of the compartment. For example,  FIG. 9  includes an onboard computer  908  and a generator  912 . In this configuration or in the deployed configuration, various lines  916 , such as electrical lines or air lines, may run along the length of a wall section  108  through the various adjacent conduit boxes  308 . 
         [0135]    Referring now to  FIG. 10 , a flow chart is shown which illustrates the steps in a method of deploying a mobile barrier in accordance with an embodiment. Initially at step  1004 , the trailer arrives at a worksite. At step  1008 , the wall sections  108  are unloaded from the trailer bed. This may be done with the use of cranes, a fork lift, and/or other heavy equipment operable to remove and manipulate the weight associated with the wall sections  108 . At step  1012 , the platforms  104  are disconnected from each other. More particularly, the bolt connections that interconnect the platforms  104  are removed. At step  1016 , the platforms  104  are separated. Here, the brakes of the caboose  120  may be locked and the disconnected platform portion of the trailer  116  attached to the tractor  116  may be driven away from the location of the caboose  120  and its attached platform. A dolly or castor wheel may be connected to the end of the platform  104  to provide mobility for the portion of the platform  104  attached to the tractor  116 , thereby allowing the platform to move into position to be engaged with the end wall section. Alternatively, a first platform connected to the tractor  116  is positioned at the desired location before disconnection of the platforms. Jacks attached to the first platform are lowered into position with the roadway. The platforms are then disconnected, with the second platform being supported by the caboose. A forklift or other vehicle is used to move the second platform into position for connection with the wall sections. In any event at step  1020 , the platforms  104  and wall sections  108  are interconnected to form a protective barrier  200 . At this point a continuous protective barrier  200  is formed from the various components of the trailer. Next, a number of steps or operations may be employed. At step  1024 , it may be determined that the protective barrier  200  must be balanced. More particularly, the weight of the protective barrier  200  must be adjusted such that the protective barrier  200  wall comes into a substantially vertical alignment. If no balancing of the protective barrier  200  is needed, work may be commenced within the protected area  204  of the protective wall  200 . At step  1028 , it may be determined that the direction or orientation of the protective barrier  200  may need to be changed. This may be done by jacking the second platform, disconnecting the caboose, and reversing the positions of the tractor  116  and caboose  120 . Alternatively, the jack stands may be retracted and the truck, while the wall sections are deployed, driven, while attached to the barrier, to a new location. At step  1032 , work may be completed and the protective barrier  200  may then be disassembled for transport. 
         [0136]    Turning now to  FIG. 11 , a method of balancing a protective barrier  200  (step  1024 ) is illustrated. This method assumes that the ballast boxes are not adequate to counter-balance completely the deployed barrier. At step  1104 , the protective barrier  200  or wall is inspected to determine whether or not the wall is disposed at a substantially vertical orientation. This can be done using a manual or automatic level detection device. If at decision  1108  the wall is substantially vertical, step  1112  follows. At step  1112  the process may end. If at decision  1108 , it is determined that the wall is not substantially vertical, step  1116  follows. At step  1116 , one or more of the piston cylinders  508  are inflated or deflated to provide a counter balance to the weight of the protective barrier  200  and desired barrier  200  orientation. 
         [0137]      FIG. 12  illustrates a method of changing directions for the protective barrier  200 . Initially, at step  1204 , the caboose-engaging platform is placed on jack stands and thereafter the caboose is disconnected from the platform to which it is attached. At step  1208 , the caboose is towed out from underneath the platform  104 . Here, the caboose  120  may be connected to or otherwise attached to a tractor, forklift, or pickup truck, which is operable to tow the caboose  120 . At step  1220 , the tractor-engaging platform is placed on jack stands and the tractor  116  is disconnected from the platform  104  to which it is attached. At step  1216 , the tractor  116  is driven out from underneath the platform  104 . At step  1220 , the positions of the caboose  120  and tractor  116  are interchanged. At  1224 , the caboose  120  is positioned underneath and connected to the platform  104  to which the tractor  104  was formally attached. As described above, this includes a nose receiver portion  404 , providing guidance to the caboose  120  in order to guide the king pin  400  into the king pin receiver channel  532  associated with the king pin plate. At step  1228 , the tractor  116  is positioned with respect to and connected to the platform  104  to which the caboose  120  was formally attached. 
         [0138]    Referring now to  FIG. 13 , a method of loading a trailer in accordance with embodiments is illustrated. Initially at step  1304 , the platforms  104  and wall sections  108  are placed on jack stands and disconnected from one another. This includes removing the bolt connections which interconnect the opposing faces of the platforms  104  and/or wall sections  108 . At step  1308 , the platforms  104  are brought together. As described above, this includes interconnecting a castor or dolly wheel to at least one platform end and driving the platform  104  in the direction of the opposing platform. Alternatively, the platform engaging the caboose is taken off of its jack stands and maneuvered by a vehicle to mate with the other, stationary platform. At step  1312 , the platforms  104  are interconnected by such means as bolting the platforms together. At step  1316 , the wall sections  108  are loaded onto the truck bed. Because the ballast boxes typically do not counter-balance precisely the loaded wall sections and vice versa, the piston cylinders  508  are inflated or deflated, as desired, to provide a level ride of the trailer. Finally, at step  1320 , the trailer  100  departs from the worksite. In one configuration, castor or dolly wheels may be put on each of the two platforms so that, when they are disconnected from end wall sections of the barrier, the first and second platforms may be moved into engagement with and connected to one another. The wall sections may then be disconnected from one another and loaded onto the connected platforms. 
         [0139]    The above discussion relates to a mobile barrier in accordance with an embodiment that includes a number of interconnectable wall sections, which are, in one configuration placed on the surface of a truck bed. In a second configuration, these wall sections are removed from the truck bed and interconnected with portions of the trailer to form a protective barrier. In this way, a fixed wall is formed that provides protection for a work area. The present invention can provide a non-rotating wall that is deployed to form the protective barrier. Alternative embodiments of a fixed wall mobile barrier are illustrated in  FIGS. 14A-C  and  FIGS. 15A-C . 
         [0140]      FIGS. 14A-C  illustrate a “sandwich” type extendable protective wall. As shown in  FIG. 14A , the mobile barrier  1400  includes two platforms  104  and three interconnected wall sections  1404   a ,  1404   b  and  1404   c .  FIG. 14A  illustrates a contracted or retracted position wherein the wall sections  1404   a - c  are disposed adjacent to one another in a “sandwich position”.  FIG. 14B  illustrates an intermediate step in the deployment of the mobile barrier  1400 . Here, the platforms  104  are moved away from each other and the sandwiched wall sections extended. From this intermediate position, the sections  1404   a  and  1404   c  move forward to a position adjacent to the forward position of the wall section  1404   a . In accordance with embodiments, the wall sections  1404   a - c  are disposed on sliding rails which allow the displacement shown in  FIG. 14B-C . Additionally between wall sections  1404   a  and  1404   b  (similarly  1404   b  and  1404   c ) an articulating mechanism is provided, which allows motion between the adjacent wall sections.  FIG. 14C  shows the final position of the mobile barrier  1400 . Here, the various wall sections  1404   a - c  and the platforms  104  provide a continuous mobile barrier included a protected work space. 
         [0141]      FIGS. 15A-15C  illustrate a telescoping type protective wall system  1500 .  FIG. 15A  shows a retracted, or closed, position of the protective barrier  1500 . The protective barrier includes opposing platforms  104 . The protective barrier in this embodiment includes two wall sections, the first wall section  1504  encloses the second wall section  1508  in the contracted position shown in  FIG. 15A . In the intermediate position shown in  FIG. 15B , the second wall section  1508  is extended outward from the first wall section  1504  in a telescopic manner. In the final position shown in  FIG. 15C , the second wall section  1508  moves forward to a position adjacent to the first wall section  1504 . In the final position shown in  FIG. 15C , the first wall section  1504 , second wall section  1508  and portions of the two platforms  104  form a continuous protective barrier including protective interior space. 
         [0142]      FIGS. 26-27  are directed to an embodiment in which the trailer is raised or lowered by inflating and deflating a bag (such as the first and second sets of air bags above) operatively engaged with each axel. This has the practical effect of raising and lowering, respectively, the height of the first and second platforms and intervening wall sections  108 . This is shown in  FIGS. 26-27 . In  FIG. 26 , the wall section  108  is raised from the travel surface  1908  and in  FIG. 27  the wall section  108  is lowered into contact with the travel surface  1908 . 
         [0143]      FIG. 28  is directed to an embodiment in which lower extension panels  2800  are positioned below the wall section  108  and translated or rotated into position. This configuration is particularly useful in military, riot control, and terrorism prevention operations. 
         [0144]    In one configuration,  FIG. 29  shows the extension panel  2800  rotating (around a hinge member  2808 ) into position from a position on a first side  2804  of the wall section  108 . 
         [0145]    In one configuration,  FIG. 30  shows the extension panel  2800  sliding into position from an interior location between the opposing wall skins  2804  and  2812  of the wall section  108 . 
         [0146]    In one configuration,  FIG. 31  shows the extension panel  2800  sliding into position from a second side  2812  of the wall section  108 . 
         [0147]    In another embodiment shown in  FIG. 35 , upper extension panels  3200  are positioned above the wall section  108  and translated or rotated into position. 
         [0148]    In one configuration,  FIG. 32  shows the extension panel  3200  rotating (around a hinge member  3208 ) into position from a position on a first side  3204  of the wall section  108 . 
         [0149]    In one configuration,  FIG. 33  shows the extension panel  3200  sliding into position from an interior location between the opposing wall skins  3204  and  3212  of the wall section  108 . 
         [0150]    In one configuration,  FIG. 34  shows the extension panel  3200  sliding into position from a second side  3212  of the wall section  108 . 
         [0151]    In any of the above configurations, the outer wall skin (item  300  in  FIGS. 3A and 3B ) of the wall sections and/or the panels are fabricated out of material resistant to the selected type of incursion. For example, for bullets and other ordinance the wall skins and/or panels are fabricated out of a penetration or explosive resistant material, such as Kevlar™, steel, solid or spaced armor, composite armor (e.g., Chobham armor, and other types of armor having layers of different materials such as metals, plastics, ceramics, and/or air), high impact carbon fiber, and the like. By way or example and not limitation, bullet and/or blast proof wall sections can be provided via one or more means, such as special materials used for outer steel plate, including, but not limited to, special high strength steel, tungsten, ceramic, carbon fiber. In other examples, the wall sections include layering of multiple outer steel plates, e.g., a common set of holes with the dowel on the outer plate extending through the middle plates and securely into the trailer frame structure. (See  FIGS. 3A-3B  and  4 A- 4 H). In another example, the wall skins are reinforced by Kevlar™, ceramics, concrete and/or other materials. 
         [0152]    In a similar fashion, the interiorly facing wall skins and panels are fabricated out of an incursion resistant material, such as those set forth above. This is so because the wall section(s) enclose a work area that may contain, for example, unexploded military or civilian ordinance, a terrorist bomb, a mine or mine field, an improvised explosive device, and the like. The same can be installed in various ways including but not limited to mounting one or more materials inside the wall sections behind the wall skins (e.g., the outer plate or is sometimes called the “outer skin”) or by sandwiching the material between opposing layers of the outer skin, or any combination thereof. 
         [0153]    As will be appreciated, the trailer can be used for numerous applications, including military and civilian (law enforcement). 
         [0154]    In other embodiments, other modifications can be made to the trailer. The wall sections can be strengthened by various means, including, but one limited to, one or more of the following:
       (a) Making the end plates or end members  304  of stronger or thicker material.   (b) Making the end plates or end members  304  larger (e.g., wider and/or higher) for use with more and/or larger dowels  316  and/or bolts (e.g., another set of dowels and bolts can be added to the wall section of  FIGS. 3A and 3B  if the width of the wall section  108  is increased by 50%).   (c) Gusseting the end plates or end members  304  to the main beam structure, especially to the internal main beams  324 ,  328 ,  332 , and/or  344  ( FIG. 3B ).       
 
         [0158]    In other embodiments, the wall sections are heightened by building the wall sections physically higher (e.g., a preferred height of at least about 4.1 feet, more preferably of at least about 4.25 feet, and even more preferably at least about 4.5 feet). 
         [0159]    In other embodiments, upper extension panels are attached or incorporated within the wall sections and are deployed in a similar manner to the lower extension panels discussed above. For example, the upper extension panels can be rotated (e.g., flipped up) or translated (e.g., slid) into position on top of the wall similar to that described above for the lower panels. 
         [0160]    In other embodiments, the first or second platforms includes one or more stationary or rotating turrets, with bullet/blast proofed enclosures, large or small caliber guns, attachments for cameras, mine clearing or detecting devices, and other on-site and remotely viewable and/or controllable equipment. 
         [0161]    In other embodiments, the trailer is constructed wider to allow the tractor and/or caboose to steer while still enclosed/protected by the deployed wall sections. In other words, the trailer or caboose, either when positioned behind or between the first and second platforms, can push the trailer forward to detonate mines, improvised explosive devices, and the like. 
         [0162]    In other embodiments, the trailer stands  290  automatically drop and/or raise jacks via air, hydraulics, electrical or other mechanical means. 
         [0163]    In other embodiments, the trailer is double sided in that it has protective wall sections deployed on both sides of the trailer (or first and second platforms) with the protected area/work area being positioned in the center. In this configuration, the wall sections protect the fully enclosed interior from being hit from either side while still providing an internally protected area. In one configuration, a specially modified tractor pushes the deployed trailer and simultaneously the trailer is steered by the caboose. While used in this configuration, this would provide an open vertical space for dissemination of a blast from a roadside bomb. 
         [0164]    In other embodiments, the caboose has a steering mechanism capable of operating as either back or front of trailer; that is, the caboose steers from the trailer rear or with a specially modified tractor operating in reverse and pushing the trailer. The caboose steering can operate as front steering (in bi-directional steering, with the ability to remove the entire steering apparatus (caboose) from one of the first and second platforms and moved to the other of the first and second platforms when, for example, it is damaged by a roadside bomb or when a different configuration is desired. 
         [0165]    In other embodiments, an electrical or other engine is added to the caboose to enable the caboose to be self-propelled (i.e., to be rolled out from under one of the first and second platforms and/or moved to the other of the first and second platforms under its own power). Battery packs in the caboose can support an electrical engine to power the caboose for a limited time. 
         [0166]    A number of alternative caboose embodiments will now be discussed. 
         [0167]    Referring to  FIG. 16 , the caboose  1600  has one or more steerable or articulating axles  1604   a,b  or wheels  1608   a - d  to avoid a selected area  1612 , such as a work area containing wet concrete. The wheels  1608   a - d  are turned to a desired orientation, which is out of alignment with the tractor  116  tires, so that, when the trailer is pulled forward by the tractor  116 , the trailer moves both forward and laterally out of alignment with the path of movement of the tractor  116 . This may be effected in many ways. In one configuration, steering arms (not shown) are attached to the axles  1604 , and the arms are controlled by electrically operated hydraulic cylinders incorporated into the caboose frame assembly. The caboose axles are turned out when pulling ahead to more quickly move the rear of the trailer out and away from the area  1612 . Once the tractor and trailer are out of alignment with the area  1612 , the axles are returned, such as by the hydraulics, to their original positions in alignment with the tractor wheels. The electronics controlling the hydraulics are controlled from the tractor cab or a special switch assembly located in the caboose or on the trailer near the caboose. Alternatively, the axles or wheels may be steered manually, such as by a steering wheel mounted on the platform or caboose. The nose portion of the caboose remains stationary in the members  404   a,b , or the caboose does not rotate about the kingpin but remains aligned with the longitudinal axis of the trailer throughout the above sequence. 
         [0168]    Referring to  FIG. 17 , the caboose  1700  articulates or rotates about the king pin  400 . One or more electrically driven hydraulic cylinders at the front of the caboose laterally displaces the nose  1704  in a desired orientation relative to the longitudinal axis of the trailer. When the caboose is rotated to place the wheels  1708   a - d  in a desired orientation, which is out of alignment with the tractor  116  tires, the tractor pulls the trailer forward. The trailer moves both forward and laterally out of alignment with the path of movement of the tractor  116 . The hydraulics then push the nose of the caboose to the aligned, or normal, orientation in which the wheels of the caboose are in alignment with the wheels of the tractor. The hydraulic cylinder(s) can be connected directly to a front pivot (not shown) or incorporated into the nose portion or the current “V” wedge assembly, which includes the members  404   a,b . In the latter design, the members  404   a,b  are mounted on a movable plate, and the hydraulic cylinder(s) move the plate to a desired position while the nose portion  1704  is engaged by, or sandwiched between, the members  404   a,b . Unlike the prior caboose embodiment, the caboose rotates about the kingpin and does not remain aligned with the longitudinal axis of the trailer throughout the above sequence. 
         [0169]    Referring to  FIG. 18 , the caboose  1800  has an elongated frame with articulated steering on one or more axles  1804   a - c , with the rear axle  1804   a  being preferred. When only the rear axle is steerable, the axle  1804   a  is steered, as noted above, to place the wheels  1808   a,b  in the desired orientation. After the caboose is rotated to place the wheels  1808   a,b  in a desired orientation, which is out of alignment with the tractor  116  tires, the tractor pulls the trailer forward. The trailer rotates about the king pin  400  and moves both forward and laterally out of alignment with the path of movement of the tractor  116 . The wheels  1808  are then moved back into alignment with the wheels of the tractor. Like the prior embodiment, the caboose rotates about the kingpin and does not remain aligned with the longitudinal axis of the trailer throughout the above sequence. To make this possible, the nose portion of the caboose may need to be removed from engagement with the members  404   a,b , such as by moving a movable plate, to which the members are attached, away from the nose portion. 
         [0170]    Referring to  FIGS. 19 and 25 , a steerable caboose  1900  is provided. The caboose  1900  has tandem axle wheels  1904   a - d . A first set of wheels  1904   a - b  is moved upwards and downwards, such as by one or more hydraulic cylinder(s) (not shown) in contact with the axle connecting the wheels  1904   a - b  or by pressurizing and depressurizing an axel bag (not shown) in contact with the axle, out of and into alignment with a travel surface  1908 , such as a roadway. When raised relative to the surface or when the caboose is in steering mode, the second set of wheels  1904   c - d  is steerable to position the first and second platforms and intervening wall in the desired orientation and/or position. This configuration is shown in  FIG. 19 . When the first and second platforms and intervening wall are in the desired orientation and/or position, the first set of wheels  1904   a - b  and connecting axle are lowered to engage the first set of wheels with the travel surface  1908  and place the caboose in the travel mode. In this mode, the second set of wheels is not steerable and the caboose behaves like a tandem axled trailer with no rear steering. The first set of wheels  1904   a - b  can be the front or rear wheels and the second set of wheels  1900   c - d  can be the other of the front or rear wheels. 
         [0171]    One configuration to implement the steerable caboose  1900  is shown in  FIGS. 20-25 . The steerable caboose  2000  includes a first steerable axle assembly  2002  and a second nonsteerable axle assembly  2004 . The first axle assembly  2002  includes a first axle  2003 , first and second hydraulic cylinders  2004   a - b , first and second front hinges  2008   a - b  and first and second rear hinges  2012   a - b  (which collectively permit the left and right wheels  1904   c - d  to move synchronously and rotatably relative to the fixed first axle  2003 , and a tie rod  2014 , which is engaged mechanically with the first and second front hinges  2008   a - b  and first and second rear hinges  2012   a,b  and first and second hydraulic cylinders  2016   a,b  to hydraulically steer the left and right wheels  1904   c - d . The tie rod  2014  locks into a lock position when in the nonsteering or travel mode and unlocks from the lock position when in the steering mode. The lock/unlock mechanism can be any suitable mechanism, such as a notch and engaging locking member or tab mechanism, a tongue and groove mechanism, and the like. The second axle assembly  2004  includes a second set of air bags  2034   a,b  to raise and lower a rear axle  2038 , thereby elevating the first set of wheels  1904   a - b  above the travel surface  1908 , and a pair of leaf springs  1044   a - b  that elastically deform to permit the rear axle  2038  to be raised and lowered in response to deflation and inflation of the second set of air bags  2034   a,b , respectively. A first set of air bags  2020   a,b  and the second set of air bags  2034   a,b  collectively, by inflation and deflation, raise and lower, respectively, the rear trailer and thereby permits the wall sections and wall to be positioned at the desired height and orientation to resist vehicular collisions and adjust overall ride and balance. 
         [0172]    In operation, the operator, by the remote control unit  2300 , selects “unlock/lock” activator  2304 , which causes the tie rod  2014  to be placed in the unlocked position. The operator then selects the “raise” activator  2308  to deflate the second set of air bags and raise the rear axle. Next, the operator selects the “left” and “right” activators  2312  and  2316  to move, or rotate, the second set of wheels  1904   c - d  to the left and right, respectively, and thereby steer the caboose, by activation of the hydraulic cylinders, to the selected position. When the caboose is in the selected position, the operator selects the “unlock/lock” activator  2304  to return the tie rod and second set of wheels  1904   c - d  to the locked position. The operator then selects the “lower” activator  2320  to lower the rear axle  2038  to the locked position in contact with the travel surface. The “override” activator  2324  overrides and interrupts the execution of any operation. The “power” activator  2328  turns the remote control unit on and off. Finally the battery icon  2342  indicates the battery power in the remote, and the signal strength icon  2346  indicates the signal strength between the remote control and a wireless control unit (not shown) in the caboose. 
         [0173]    The use of only one of the tandem axles to steer can have advantages. For example, it can reduce the incremental cost and complexity compared with a trailer configuration having two steerable tandem axles. To comply with limited space and separate requirements to maintain a relatively fixed ride height for crash purposes, the axles do not pivot; that is, the wheels themselves pivot right or left. 
         [0174]    In another embodiment, the caboose is motorized independently of the tractor. An engine is incorporated directly into the caboose to provide self-movement and power. In one configuration made possible by this embodiment, the platforms could engage simultaneously two cabooses with a TMA positioned on each caboose to provide crash attenuation at both ends of the trailer. One or both of the cabooses is motorized. This is particularly useful where the trailer may be on site for longer periods and needs only nominal movement from time-to-time, such as at gates, for spot inspection stations, or for security and/or military applications where unmanned and/or more protected movement is desired. 
         [0175]    In other embodiments, the caboose is attached permanently to the platform. In this embodiment, different tractor/trailers, that are mirror images of one another, are used to handle roadside work areas at either side of a roadway. 
         [0176]    The present invention, in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, sub combinations, and subsets thereof. Those of skill in the art will understand how to make and use the present invention after understanding the present disclosure. The present invention, in various embodiments, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease and/or reducing cost of implementation. 
         [0177]    The foregoing discussion of the invention has been presented for purposes of illustration and description. The foregoing is not intended to limit the invention to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the invention are grouped together in one or more embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the invention. 
         [0178]    Moreover, though the description of the invention has included description of one or more embodiments and certain variations and modifications, other variations and modifications are within the scope of the invention, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights which include alternative embodiments to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter.