BIMODAL TERMINAL SYSTEM FOR BOARDING AND UNLOADING BY PROPULSION OF SEMIRREMOLQUES HIGHWAYS CARRIED ON WAGONS PLATFORM. CROSS REFERENCE TO THE RELATED APPLICATIONS The invention taught in this patent application is closely related to the invention taught in the following co-pending patent application: BIMODAL TERMINAL SYSTEM OF SHIPMENT AND DISEMBARK BY OWN PROPULSION, ("ROLL ON - ROLL OFF BIMODAL TERMINAL SYSTEM ") which was filed on March 17, 1997. The teachings of the referred application are included in the present application for reference thereto. FIELD OF THE INVENTION The present invention relates in general to a system for loading road vehicles in railway vehicles and for unloading road vehicles from railway vehicles. BACKGROUND OF THE INVENTION In general, the most efficient point-to-point transportation of goods combines the best characteristics of the railway system and the highway system. Road vehicles are preferred to reach more individual directions, due to the ubiquity of the road system. However, for long distance transportation, where the cost per ton-mile is very important, the rail system is the most efficient. One method to exploit the advantages of the two systems is to use road vehicles to pick up merchandise in specific directions and then load road vehicles onto rail vehicles for long distance transportation. Subsequently, in the vicinity of the destination, the road vehicles are unloaded and used to transport the goods to the extreme directions. More commonly, road vehicles are tractor-trailer combinations. After picking up the goods in specific directions, tractor-trailer combinations are conducted to the terminals, where the trailers are uncoupled from the tractors and placed on rail vehicles. The trailers are then transported in rail vehicles to terminals near the proposed destinations for the merchandise. The trailers are then removed from the rail vehicles connected to the tractors and then dragged to their destinations. One method for loading trailers on rail vehicles is to lift them by machinery such as cranes or forklifts. The machinery required to lift the loaded trailers is very large and expensive and the method can not be easily used for trailers such as tanks, without the addition of a large amount of structure for such trailers. This proposal considerably increases the tons-miles to be transported. Another proposal to load and unload road vehicles in rail vehicles is "round loading". In this process, a composition of coupled railway wagons, which can be for example, closed wagons or wagons, is moved to a position in which one end of the composition is adjacent to the quay for motor vehicles. The plates are placed on the railway vehicles to provide a continuous path between the coupled railway vehicles. The tractors are used to hold the trailers, one at a time, below the line of railway wagons. As each trailer reaches its proposed location on the train, it is uncoupled and the tractor then leaves. A composition that includes a locomotive then drags the composition, in which the trailers are transported to a final destination. In the final destination, the composition that transports the trailers is placed again adjacent to a dock for motor vehicles. The tractors are supported below the line of the railway wagons, coupled to the trailers and are used to drag the trailers out of the composition in the railway vehicles. As during the loading operation, this must also be done one at a time. Each trailer must be secured to the rail vehicle in which it is placed, for example, by means of uprights joined to the railway vehicle. Since the above-cited procedures have major disadvantages, including the aforementioned disadvantages, they are. They have contemplated several other methods for loading trailers into and removing trailers from railway vehicles and some of these have been employed. One proposal is to use a platform structure that is permanently attached to a railroad flat train by means of a pivot, which has a vertical axis. The platform structure is used to support a road trailer vehicle. The platform structure can rotate about the vertical pivot to a position at an angle to the flat car, so that a trailer can move from a dock adjacent to the flat car on the platform structure. The platform structure can then be rotated to a position parallel to the railway vehicle for traveling. Examples are, U.S. Patent 4,129,079 and PCT publication number WO 91/07301. A disadvantage of this proposal is that the weight of the platform structure must be transported with the trailer. Another disadvantage is that the structure elevates the trailer, causing problems of free passage and problems of center of gravity. A proposal similar to the previous one uses a rotary loader attached to the spring. This is rotated so that a portion of it extends over the railway vehicle, so that the trailers can move on and off the railway vehicles. This is U.S. Patent 4,483,652. Another proposal is to use a movable ramp, which can be moved along the edge of a quay adjacent to railway vehicles and extends bridges to an oblique position to the railway vehicles and the edge of the dock, so that the trailers can move on and off railway vehicles. U.S. Patent 4,190,393 employs this proposal. U.S. Patent 2,290,580 provides a proposal, in which a composition of railway vehicles has, for each pair of adjacent rail vehicles, a common bogie supporting the adjacent ends of the two railway vehicles. The bogie is supported on two trucks, each truck having two axles. The composition moves along a siding, which has a change that is used to change a bogie yes and another not in a supplemental siding, but to leave the remaining bogies (which alternate with the changed bogies) in the first siding The second siding curves away from the first sidings and then curves again to pass parallel to the first sidings. The distance between the parallel portions of the two sidings is equal to the distance between the extreme pivots of each of the railway vehicles. A loading dock is provided along each of the two sidings. Rail vehicles move over the sidings until the adjacent rail vehicles are parallel to one another in a folding relationship. In that configuration, they are placed perpendicular to the loading docks, the bogies and both sidings. When rail vehicles are in that position, the trailers can be dragged from the docks on the railway vehicles. Energy storage means are required, so that railway vehicles can move out of the folding configuration. This proposal probably has serious problems in placing the railway vehicles in the folding position and removing them from the position of. folding since the traction forces applied by a locomotive would be perpendicular to the bogies and would tend to pull the trailers out, instead of moving the bogies along the tracks. Also, this bogie installation supported on the trucks would waste considerable space between adjacent wagons and add considerable weight to the portions on the system rail. SUMMARY OF THE INVENTION The invention describes a system for transporting road vehicles in railway vehicles, which includes a composition of two configured rail vehicles, so that the adjacent pairs of railway vehicles can be placed in relation to each other at a relative angle of at least about 50 degrees, each of the rail vehicles having a platform for Support one or more road vehicles. The system also has a railway terminal having a terminal track system, which has a first portion of the track connected to a railway system outside the terminal, so that the composition of railway vehicles can be moved by means of a driving means. such as a locomotive, of the track system outside the terminal on the first track portion. The terminal path system has at least one change that has a common track connection, a first eligible track connection and a second eligible track connection. The first track portion is connected to the common track connection of the change or changes and to the first eligible track connection of the change (s). The terminal route system also has one or more sidings connected to the second (s) connection (s) of the eligible track, of the change (s) so that as the composition of railway vehicles moves as far as possible. length of the first track portion, a first set of trucks supporting a first set of vehicle ends of the composition can be maintained in the first track portion, while a second set of trucks supporting a second set of ends The vehicles of the composition are driven by the change (s) in the siding (s) connected to the second (s) connection (s) of the eligible track of the (s) (s) In this way, the composition of railway vehicles is placed in a zigzag configuration. This configuration is such that each rail vehicle has a wheelbarrow that holds one end of the vehicle in the first track portion, while a wheelbarrow that supports the other end of the vehicle is supported in a sidier. The track system has dimensional parameters in relation to the length of railway vehicles in such a way that for each truck, a unit vector parallel to the direction of movement of the truck along the road that supports it, has a vector component at least 0.25 in a direction parallel to a longitudinal axis of the at least one rail vehicle having one end supported on the truck, so that the forces to move railway vehicles in and out of the zigzag configuration can communicate as length of the composition of railway vehicles by means of either tension or compression, communicated longitudinally along the railway vehicles. The terminal has at least one surface for supporting road vehicles, at least a portion of the surface having an elevation approximately equal to the elevation of at least one end of at least one of the rail vehicles and adjacent to the rail vehicle, so that road vehicles can either drive or crawl on the rail vehicle from the surface to support road vehicles and also drive or drag the rail vehicle off the surface to support road vehicles. The surface to support road vehicles has a road or other path conducive to a road system outside the terminal. In a further aspect, the invention provides a method for loading road vehicles into railway vehicles placed in a composition of railway vehicles. The method includes moving the composition of railway vehicles along a first segment of track having at least one change connected to at least one sid. The method includes establishing the changes so that as the composition moves along the first segment, a first set of trolleys supporting a first set of railroad vehicle ends is retained in the first track portion., while a second set of trolleys supporting a second set of railway vehicle ends is directed by the change (s) in the sidings. In this way, the composition of railway vehicles is placed in a zigzag configuration, such that for each railway vehicle, a truck supporting one end of the vehicle is supported on the first track portion and a truck supporting the other end. of the vehicle, it is supported in the roadway (s). The track system has dimensional parameters in relation to the length of rail vehicles such that for each truck, a unit vector parallel to the direction of movement of the truck has a vector component of at least about 0.25 in a parallel direction to the longitudinal axis of the at least one rail vehicle having one end supported on the truck, so that the forces for moving railway vehicles in and out of the zigzag configuration can be communicated throughout the composition of railway vehicles by means of less one of tension and comprehension, communicated longitudinally along railway vehicles. The method also includes providing at least one surface for supporting road vehicles having at least a portion at about one elevation of a platform of at least one of the railway vehicles. At least one surface for supporting road vehicles is placed adjacent to at least one end of one or more of the rail vehicles. The method also includes the steps of moving the road vehicles either on or off the railway vehicles and moving the composition of railway vehicles out of the zigzag configuration, so that the composition can join a train and crawl on lines conventional railways. OBJECTS OF THE INVENTION It is, therefore, one of the main objects of the present invention to provide a system, by which road vehicles can be loaded onto and unloaded from railway vehicles. Another object of the present invention is to provide a system, by which road vehicles can be loaded onto and unloaded from railway vehicles, without adding significant additional weight to railway vehicles. A further object of the present invention is to provide a system, by which road vehicles can be loaded onto and unloaded from railway vehicles without requiring extensive lifting equipment to place road vehicles on rail vehicles or to remove road vehicles from rail vehicles. railway vehicles. Still another object of the present invention is to provide a system, by which road vehicles can be loaded onto and unloaded from railway vehicles without requiring complex and time-consuming operations. Still another object of the present invention is to provide a system, by which road vehicles can be loaded onto and unloaded from railway vehicles, which can load and unload any type of railway vehicle without requiring that a special physical equipment be attached to the vehicle. railway. In addition to the various objects and advantages of the present invention, which have been described generally above, there will be several other objects and advantages of the invention that will be readily apparent to those persons who are experts in the relevant subject from the following more detailed description of such an invention, particularly, when such a detailed description is taken in conjunction with the figures of the accompanying drawings and with the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a plan view of a terminal that has four sidings and two springs, with a composition of eight wagons that is in position to load and unload road vehicles. Figure 2 shows a plan view of a track guide from a railway line outside the terminal. Figure 3 shows a plan view of a terminal that has a single siding with a composition of eight wagons, which is in position to load and unload road vehicles. Figure 4 shows a plan view of a guide and unique change in the track for a terminal with a single siding. Figure 5 shows an end truck and a coupler of the composition. Figure 6 shows road vehicle connections for a terminal having two springs. Figure 7A shows an edge portion of a spring and an articulated spring plate. Figure 7B shows a spring having a lower cut that provides space for a truck of the rail vehicle and an end portion of a sid. Figure 7C shows a moving ramp. Figure 7D shows a ground ramp. Figure 8 shows guide rails, which can be used to prevent derailment due to lateral loads on railway vehicles in the zigzag configuration. Figure 9 shows an articulated coupler and a pivot that holds the load. Figure 10A shows a composition in a terminal having a configuration of multiple sidings and marking the first and second sets of the ends of the vehicle. Figure 10B shows a composition in a terminal that has a single siding configuration and marks the first and second sets of the ends of the vehicle. BRIEF DESCRIPTION OF THE VARIOUS ALTERNATIVE AND CURRENTLY PREFERRED MODALITIES OF THE INVENTION Before proceeding to the much more detailed description of the present invention, it should be noted that the identical components having identical functions have been identified with identical numerical references by all the various illustrated views in the figures of the drawings, for reasons of clarity and understanding of the invention. In the following description and in the subsequent claims, the term "road vehicles" is proposed to include vehicles for field trucks such as military tanks, bulldozers, bulldozers, etc. Also, in the following description, the term composition generally refers to a group of wagons that are usually held together in a group. The articulated couplers can be used to join the adjacent wagons in the composition, while the couplers at the ends of the composition, are industry standard couplers that can be connected to other railway vehicles or other similar compositions. Figure 1 shows a plan view of a currently more preferred embodiment of the invention. Figure 1 shows a terminal 10 having four sidings 18 and two struts 20 and 22. A composition of eight rail vehicles 24 is shown in a zigzag configuration, which is the position for loading road vehicles from the springs 20 and 22, on rail vehicles 24.
The terminal shown in Figure 1 has a first track portion 14 having a plurality of changes (16) connected to a plurality of sidings 18. Each of the changes 16 has a common track connection 131, a first connection of eligible track 132 and a second eligible track connection 133. A portion of the first track portion 14 is adjacent and parallel to the edge 21 of the spring 20. It is preferred that the first track portion 14 be separated relative to the edge of the dock. 21, so that railway vehicles in general, including locomotives, can move along the first track portion 14 without contacting the edge of the dock 21. This is preferred for operational flexibility. The sidings 18 diverge from the first railroad portion 14 and pass over the quay 22 and preferably pass under the edge 23 of the mule 22. The composition of eight railway vehicles 24 moves towards the position shown, by means of a driving means ( not shown), such as a locomotive. As the carts supporting the ends 57 of the composition meet the changes 16, they are retained in the first track portion 14. Similarly, as a first set of alternation pairs 58 of the adjacent ends 26 reach changes 16, they are retained - li ¬
in the first portion of track 14. On the contrary, as each of a second set of alternation pairs 59 of adjacent ends 26 reaches a change 16, the change is set to direct the torque over the sidle 18 connected to the change . After each change has directed a wheelbarrow holding an adjacent pair of ends of the carriage 59 over its sidings, it resets so that the subsequent trucks that find the change are retained in the first portion of track 14. The vehicles of the composition 24 are preferably joined to each other when placed on end pins 28, which may be articulated couplers. The pivoted ends of the vehicles 26 are supported on railway trolleys having flanged wheels (not shown in this figure). Figure 1 shows spring plates 30 and end spring plates 32, whose bridges cross from the edge of the spring 21 to the adjacent ends of the rail vehicles 24, so that road vehicles can be driven on and off the vehicles 24 from the dock 20. Such spring plates are not needed for the spring 22, because the sidings 18 bring the ends 26 of the railway vehicles 24 at an angle toward the edge of the spring 23 of the spring 22. It is preferred that the spring 22 is cut below and that the sill 18 extends below the edge 23 of the spring 22, so that a portion of the truck carrying a pair of ends of the car can pass partially under the spring 22, so that a pivot 28 joining two wagons can be placed directly under the edge of the quay 23. This places the pairs of the ends of the adjacent wagon 59, as shown in Figure 1, so that the spring plates they are not needed for the spring 22. The spring plates 30 and 32 can be movably mounted when articulating to the edge 21 of the spring 20. It is preferred that they be reinforced for strength at their bottom surfaces. They should also rest on the ends of the adjacent wagon 58 or on the side structures of the trucks (not shown in this figure), which support the ends of the adjacent wagon 58. The spring plates 32 formed as shown in Figure 1, they can be used at the ends of the composition 57 of the vehicles 24, so that the road vehicles can be driven from the dock 20 on and off the vehicles 24. Conducibility is desired between each of the road vehicles and both docks, so that road vehicles including tractor-trailers can be dragged or driven on railway vehicles 24 from docks 20 or 22 and to a destination terminal, leave with a minimum of recoil. Automatic vehicles may not require recoil. A tractor-trailer, in which the tractor is uncoupled before moving, would only require the tractor to retract on the clutch with the trailer at a destination terminal. It would never be necessary to return a united vehicle. Figure 2 shows a possible positioning diagram for connecting the terminal track system 12 to an external road system 34. The changes 35 connect the external track 34 to the connecting tracks 36, which join in the change 38 and come together with the terminal pathway system 12. Figures 3 and 4 show a second mode of the invention currently more preferred. The terminal 39 is shown, which has a first track portion 40 and a single siding 42. The shift 44 has a common connection 136 attached to the first track portion 40. It has a first eligible track connection also connected to a first track portion 40 and a second eligible track connection, to which the siding 138 joins. A portion of the first track portion 40 is adjacent and parallel to the edge 21 of the dock 20. It is preferred that a first track portion 40 separates in relation to the edge of the quay 21, so that the railway vehicles in general, including the locomotives, can move along the first track portion 40 without contacting the edge of the quay 21. This is preferred for operational flexibility. A portion of the sill 42 is below and parallel to the edge 123 of the spring 122. Preferably, the edge of the spring 123 is approximately on the center line of the sill 42, so that the pivoted connections 28 that connect the ends of the car adjacent 59 are approximately below the edge of the pier 123. (The edge of the pier 123 would be cut behind slightly in relation to the center line of the sidier 123, to provide free passage, so that the railway vehicles 24 do not contact with the edge of the spring 123. This free passage should be small enough so that road vehicles can be driven through it.) Figure 5 shows one of the spring plates 30 and one of the end spring plates 32 in a retracted position, in which they are supported on a dock 20. In this position, they do not interfere with a train that moves along a first portion track. With the spring plate 30 placed in the retracted position, the truck 46 supporting one of the pairs of coupled ends 58 can be observed. In the same way, with the end spring plate 32 retracted, an end truck 48 is observed. The end truck 48 supports the end of the composition 57, through the rotary load bearing connection 29. It is indicated as 50, a longitudinal structural member, analogous to the central spar of a conventional freight car. The structural member50 is attached to the standard industrial coupler 52, so that the composition of the railway vehicles 24 can be coupled to other rail vehicles to complete a train. It is currently preferred that the terminal 39 be constructed with a slight slope to the right (of the figure), so that gravity provides assistance in moving the rail vehicles 24 along the first portion of track 40 and siding 42. This is desirable to minimize the lateral forces on the bogies 46 and 48, which would increase the friction between the wheels of the bogies and the rails. Such a terminal would be planned to be used in only one direction, from left to right.
51 it is necessary for a composition to move from the right and be placed in the zigzag configuration shown, such a slope would not be desirable. Figure 6 shows a plan view of terminal 39 with track connections 56 to an external track system 54 and road connections 60 to an external road system 64. The first track portion 40 and the siding 42 join the tracks 56 in the changes 44. The connecting tracks 56 are connected to the external track 54 and changes 55. Figures 7A to 7D show several options of springs and ramps, to allow the road vehicles to drive or crawl on the roads. railway vehicles 24. Figure 7A shows a vertical section of the spring 20 at a site on the dock 20, which includes a spring plate 30. The spring plate 30 is shown in the retracted position, on which it is supported on the spring 20. The flanges 31 are indicated on the bottom surface of the spring plates 30. A hinge 25 is shown, which joins the spring plate 30 to the edge of the spring 21. The spring has a retaining wall 70, which they keep the earth 72 in its place. A rail 74 is shown on the cross member 76. The rail 74 represents one of the tracks of the track segment either 14 or 40. Figure 7B shows a vertical section of the spring 22, where it is cut below to provide a portion of projection 80. The rail 18 is a rail of one of the sidings 18. The sidle 18 approaches the dock 22 obliquely, as shown in Figure 1 and protrudes below the projecting portion 80 of the dock 22, in order that the truck (not shown in this figure) can be positioned with its pivot 28 approximately below the edge 23 of the spring 22. In this way, the spring plates 30 are not needed adjacent to the spring 22. Figure 7C shows a ramp portable 90 positioned near rail 74 and cross member 76. Ramp 90 has a surface to support road vehicles 92 supported on structural members 94 in base 96. Figure 7D shows a ground ramp. This has a retaining wall 70 to hold the ground 72 in place. The ground 72 supports the surface for supporting the road vehicles 102. Figure 8 shows a vertical cross section of a track portion such as the first track portions 14 or 40 or sidings 18 or 42. The guide rails 104 they are introduced to prevent the derailment of the trucks 46 or 48, due to lateral loads caused by the zigzag configuration. The guide rails 104 are positioned as shown, within the rails 74, spaced apart to allow free passage of the flanges 106 of the wheels 108 of the trucks 46 or 48. The guide rails 104 may be slightly higher than the guide rails 104. lanes 74 to provide more positive contact with the tabs 106 of the wheels 108, when required. Figures 9A and 9B show an articulated coupler 28, which joins an adjacent pair of railway vehicles 24 (not shown in this figure). Figure 9A is a side view of the coupler and Figure 9B is a vertical median cross section. A longitudinal structural member 110 is connected to a portion of a rail vehicle 24 (not shown in this figure). This can be connected to a central stringer of the vehicle 24. Its end terminates in or connects to a sphere 114, which is partially closed in a bushing formed by the lower bushing portion 116 and an upper bushing portion 112. The bushing portions 112 and 116 are connected. The lower bushing portion 116 is connected to or integral with the longitudinal structural member 111, which is connected to an adjacent rail vehicle 24. The lower portion 117 of. the lower bushing portion 116 is cylindrically shaped to be rotatably contained within the recess 120, which is attached to the truck 46. The recess 120 and the lower portion 117 cooperate to act as a rotating load support connection 118. It is also proposed Another embodiment of the present invention, which removes all spring plates 30 and requires only small spring plates at the ends 57 of the composition. This configuration would use the same vehicles 24 as the preceding modes. This configuration would be similar to the configuration shown in Figure 3, except that the spring 20 would have a protrusion and the edge of the spring 20 would be approximately on the center line of the first rail portion 40. A composition of vehicles 24 could be moved to through this mode, provided that the first portion of track 40 and the siding 42, pass precisely parallel in the space between the two springs, at a relative distance appropriate for the zigzag configuration. No other rail vehicle would be able to pass through this configuration. A composition of vehicles 24 could move towards this terminal and be placed in the configuration of. zigzag required by conventional rail vehicles at either end, which does not introduce the space between the two springs. Figures 10A and 10B illustrate the terminology used in the claims. Figure 10A is for the configuration of multiple sidings and Figure 10B is for the configuration of a single sidings. Figure 10A shows the first set of car ends 125, which remain in the first track portion 14 and the second set of ends of the car 116 are shown, which are diverted over the sidings 18. Figure 10B shows the first set of car ends 125, which remain in the first portion of track 40 and the second set of ends of the car 126 are shown, which are diverted over the sidings 42. The ends of the composition are indicated as 57. The details with respect to the ends of the composition are shown in Figure 5. Figure 5 shows the truck 48, which supports the end of the composition through the rotary load bearing connection 29. Now, treating the invention in a manner More broadly, a system for transporting road vehicles in railway vehicles is described, which includes a composition of railway vehicles 24 configured, so that the adjacent pairs railway vehicle entities 58 and 59 can be placed in relation to each other at a relative angle of at least 50 degrees, each of the railway vehicles 24, having a platform to support one or more road vehicles. The platform is not necessarily a flat surface. For example, it may have a raised portion along the center line of the rail vehicle, which is placed on both sides by the wheels of the road vehicle. Alternatively, the platform can only provide support surfaces when necessary to support the wheels of a road vehicle, bypassing the central portion of the platform. The platform may have raised edges to assist the driver of a road vehicle to place it exactly on the rail vehicle. The system also includes a rail terminal 10 or 39 that has a terminal track system, which has a first track portion 14 or 40 connected to a railroad system outside terminal 34 or 54, so that the composition of railway vehicles 24 can be moved by a driving means such as a locomotive, from the track system outside the terminal on the first track portion 14 or 40. The terminal track system has at least one change 16 or 44 having a common track connection 131 or 136, a first eligible track connection 132 or 137 and a second eligible track connection 133 or 138. The first track portion 14 or 40 is connected to the track connection of change or changes 16 or 44 and to the first eligible track connection of the change (s). The terminal track system also has one or more sidings 18 or 42 connected to the second (s) connection (s) of selectable tracks of the change (s), so that the composition of rail vehicles 24 moving along the first track portion 14 or 40, a first set of trucks supporting a first set of ends 125 of the railway vehicles of the composition can be maintained in the first track portion 14 or 40, while a second set of trolleys supporting a second set of ends 126 of the railway vehicles of the composition is directed by the change (s) 16 or 44 on the siding (s) 18 or 42 connected (s) to the second (s) connection (s) of tracks selectable from the change (s). In this way, the composition of railway vehicles is placed in a zigzag configuration. This configuration is such that each rail vehicle has a truck supporting one end of the vehicle in the first track portion 14 or 40, while a truck supporting the other end of the vehicle is supported in a siding 18 or 42. The system of tracks has dimensional parameters in relation to the length of rail vehicles, such that for each wagon, a unit vector parallel to the direction of movement of the truck along the track that supports it has a vector component of at least 0.25 in a direction parallel to a longitudinal axis of the at least one rail vehicle 24 having one end supported on the truck, so that the forces to move railway vehicles in and out of the zigzag configuration can communicate as length of the composition of railway vehicles 24 by either tension or compression, communicated longitudinally along the ferro vehicles roads. The terminal has at least one surface to support the road vehicles 20, 22 or 122, at least a portion of the surface having an elevation equal to the elevation of at least one end 26 of at least one of the railway vehicles 24 and adjacent to the vehicle. railway vehicle, so that road vehicles can either drive or crawl on the rail vehicle from the surface to support road vehicles 20, 22 or 122 and also drive or crawl out of the rail vehicle on the surface to support road vehicles. The surface for supporting road vehicles has a road or other conductive path 60 towards a road system outside the terminal 64. The adjacent pairs of rail vehicles 24 can be joined to each other by an articulated coupler 28, which is capable of adapting the angle relative to at least about 50 degrees between the pair of rail vehicles 24. One or more of the vehicles 24 can be supported on one of the trucks 46 or 48 by a rotary load bearing connection 118. The surface for supporting road vehicles can be a platform 20, 22 or 122, which has an edge 21, 23 or 123 adjacent to a plurality of ends 26 of the railway vehicles 2. The system may include a spring plate 30 or 32 to extend over a space between the spring 20, 22 or 122 and one of the platforms of the rail vehicles 24. The surface for supporting railway vehicles may be a movable ramp 90 or a ramp of land 100, which is directed from an elevation of the near ground towards approximately the elevation of the platforms of the railway vehicles 24. The platforms in the railway vehicles can have tapered ends, whose road vehicles can be used to drive on and off the railway vehicles 24 The terminal track system 12 can also be configured in relation to the length of the railway vehicles 24, so that when placed in the zigzag configuration, the adjacent vehicles are at an angle of approximately 90 degrees. The ends of the railway vehicles can be conical at an angle of approximately 45 degrees to provide a support surface for road vehicles to be driven on and off the railway vehicles. The surface for supporting motor vehicles 20, 22 or 122 may have an edge 21, 23 or 123, which is adjacent to a pair of inclined ends 26 of the vehicles 24 and oriented at an angle of approximately 45 degrees relative to the vehicles 24. The surface for supporting motor vehicles 20, 22 or 122 can be cut below to provide space for the portions of the rail vehicles 24 and the trucks 46 or 48. One or more of the end bogies 48 can have a connection rotating load support 118 having a portion attached to or contiguous with a longitudinal tension-compression member 50 connected to a standard industrial coupler 52. The system also has one or more guide rails 104 located between the load bearing rails 74 in the first track portion either, 14 or 40 and / or a sill 18 or 42, so that the lateral forces in the rail vehicles 24 can be supported by the contact between An outer surface of the flange 106 of the wheel 108. The guide rails 104 may have a higher elevation than the load bearing rails 74. A pair of guide rails may be used to adapt the lateral forces in any direction. The terminal may have a single siding 42 and two shifts 44 connected to opposite ends of the sill 42, so that the composition of rail vehicles 24 can move in a single direction, through the terminal 39. The second set of ends of the car 126 is directed over a single sill 42, to place railway vehicles in a zigzag configuration and subsequently, change 44, at the other end of siding 42, is used to bring back the second set of ends of car 126 over the first segment of track 40 without retracting the direction of movement of the composition. The terminal may have a single change 44, which has a second eligible track connection 138 for directing the second set of ends of the car 126 over a single siding 42. The siding 42 may diverge from the first track portion 40 and then return again to pass parallel to the first portion of track 40. The surface for supporting road vehicles may include a first spring 20 having an edge adjacent to the first track portion 40 plus a second spring 122 having an edge either, up or adjacent to the siding 42. Each end 26 of each of the rail vehicles 24 can be supported on an individual truck 46. Alternatively, both adjacent ends of the railway vehicles 24 can be supported on a common truck 46. In a further aspect, it is described a system for transporting road vehicles in railway vehicles, which includes a composition of railway vehicles 24 configured so that the adjacent pairs of rail vehicles 58 and 59 can be placed in relation to one another at a relative angle of at least about 50 degrees, each of the rail vehicles 24 having a platform to support one or more road vehicles. The platform is not necessarily a flat surface. For example, it may have a raised portion along the center line of the railway vehicle, which is placed on both sides by the wheels of the road vehicle. Alternatively, the platform can only provide support surfaces where necessary to support the wheels of a road vehicle, avoiding the central portion of the platform. The platform may have raised edges to assist the driver of a road vehicle to place it exactly on the rail vehicle. The system also includes a rail terminal 10 having a terminal track system 12, which has a first track portion 14 connected to a railway track system outside terminal 34 or 54, so that the composition of railway vehicles 24 can be moved by a driving means such as a locomotive, from the track system outside the terminal on the first track portion. The terminal track system 12 has a plurality of shifts 16, each having a common track connection 131, a first eligible track connection 132 and a second eligible track connection 133. The first track portion 14 is connected to the connections of common track of changes 16 and to the first track connections eligible for changes 16. The terminal track system 12 also has a plurality of sidings 18 connected to the second track connections selectable from shifts 16, so that the composition of vehicles rail 24 moves along the first track portion 14, a first set of trucks supporting a first set of adjacent ends 125 of the vehicles of the composition can be maintained in the first track portion, while a second set of trolleys that support a second set of ends 126 of the vehicles of the composition are directed by the changes 16 on the sidings 18 conec to the second track connections of the changes. In this way, the composition of railway vehicles is placed in a zigzag configuration. This configuration is such that each railway vehicle has a truck that supports one end of the vehicle in the first track portion 14, while a truck that supports the other end of the vehicle is supported in a siding 18. The track system has parameters dimensions in relation to the length of railway vehicles, such that for each car, a unit vector parallel to the direction of movement of the truck along the road that supports it has a vector component of at least 0.25 in a direction parallel to a longitudinal axis of the at least one rail vehicle 24 having an end supported on the truck, so that the forces for moving rail vehicles in and out of the zigzag configuration can be communicated throughout the composition of the railway vehicles 24 by either tension or compression, longitudinally communicated along the railway vehicles. The terminal has at least one surface for supporting road vehicles 20 or 22, at least a portion of the surface having an elevation approximately equal to the elevation of at least one end 26 of at least one of the railway vehicles 24 and adjacent to the rail vehicle , so that road vehicles can either drive or crawl on the rail vehicle from the surface to support road vehicles 20 or 22 and also drive or crawl out of the rail vehicle on the surface to support road vehicles. The surface for supporting road vehicles has a road or other conductive path 60 towards a road system outside the terminal 64. A single truck 46 can be used to support both adjacent ends 58 or 59 of the railway vehicles 24. The number of changes 16 can be one half of the number of railway vehicles 24 in the composition. Although a currently preferred embodiment and several additional alternative embodiments of the present invention have been described in detail above according to the patent statutes, it should be recognized that various other modifications and adaptations of the invention may be made by those skilled in the relevant art without departing from either the spirit or scope of the appended claims.