NL9200529A - NEW WAGON FOR ALL ALPINE ROUTES FOR 4 METERS HIGH TRAILERS. - Google Patents

Description

Short designation: New wagon for all Alpine routes for a 4 meter high trailer.

THE FIRST FULLY AUTOMATICALLY CONTROLLED WAGON IN THE WORLD WITH THE LOWEST SELF-CONTAINING ROTATING LOADING PIPE.

WHICH MOVES UP AND DOWN VERTICALLY, AND IN ITS HIGHEST POSITION, BY HYDRAULIC LIFT,

WHICH IS BUILT ON THE PLATFORM UNDER THE WAGONS AND ON WHICH AN ELECTRICAL / HYDRAULIC ROTATING PLATE RESTS, HORIZONTALLY 40 DEGREES, FOR FAST UNLOADING AND LOADING OF TRAILERS, MOTOR VEHICLES WITH TRAILERS AND RECEIVERS, AND EQUIPMENT, OF THE MAIN RAILWAYS

This operation takes place by means of a computer-controlled system from a control tower on the terminals / platforms.

The inventor of this wagon may call himself a very well-known inventor of combined road / rail ro-ro transport systems. Partly because of his experience, with regard to the entire freight transport by road and rail, he knows the practical, economic, technical, financial and logistical aspects of all transport systems.

Partly because he has spoken with many wagon builders of corabi wagons over the years, he has acquired a lot of technical knowledge during this period with regard to combined road / rail freight transport in Europe. He has come to the conclusion that none of the earlier systems / wagons are any good.

The current systems / wagons are also not optimal and cannot / never contain or take over the flow of goods by road. In addition, these systems / wagons cannot unload and load on the road and these trains / wagons are only suitable and worthwhile for distances above 700 km.

Unloading and loading these trains takes far too long and is too time-consuming. It is not flexible and no longer fits in this time. These trains must always be moved away from the electrical wiring and shunted to a loading and unloading point.

The inventor knows what is and what is not possible to get a good and rewarding combined road / rail transport system on the rails, or to develop it, in which the European transport operators are primarily interested, as well as the European railways, the European shippers and the European Traffic and Environment Ministries.

He takes the view that transit countries, such as Germany, Austria, Hungary and France, have a great interest in freight transport moving from road to rail. Switzerland, where weight restrictions have long been imposed, will also be interested.

Now that all transit countries in Europe want to limit transit traffic through combined traffic, these countries will welcome the invented wagon and the newly build wagons will roll in hundreds and in due course thousands upon the assembly line in many wagon factories in Europe and beyond. The same applies to the new terminals to be built in Europe, which are approximately every 100 to 150 km. will be placed along the main tracks.

This new transport system will ensure a cleaner world and wider motorways, as well as at least 80% fewer fatal accidents on the motorways. The hole in the ozone ring will also slowly close and the dangerous carcinogenic soot particles, which now float in the air in large numbers, will become a thing of the past.

The inventor assumes that this system is an invention and must be realized urgently in order to achieve a cleaner world.

The inventor also believes that this system, as described below, does not yet exist.

It is the lightest wagon for this type of combined transport; the whole transport world is waiting for this wagon.

With the help of this invention, all problems in combined road / rail freight transport will be solved and there will be sufficient financiers willing to finance this system. It complies with the requirements of European railways, as stated below.

European railways prescribe the following main points: 1. The wagon should be built as light as possible, depending on what it is used for.

2. The wagon should be built as simply as possible and excessive technical details avoided if possible; also depending on what it is used for.

3. The loading platform must not be higher than 250 mm with an empty trailer and / or another vehicle in view of the Alpine tunnels. BS. Also, with a loaded trailer, in view of the UIC limitation, the loading floor must not be lower than 210 mm. to be.

4. When there is an empty trailer of 4,000 mm. the corner height must not exceed 3,950 mm. BS. This is only possible with trailers and / or other vehicles, which are equipped with air suspension (see options / sizes below).

5. When the air is released from the air bellows, the trailer practically sinks on the tires of the trailer and / or other vehicles; these are between 900 and 1,080 mm.

6. The height is therefore composed as follows; a. height free space profile empty 250 mm.

b. height of largest tire / tires 1,080 mm.

c. thickness of deep loading pit * 8 mm.

d. trailer floor thickness 50 mm.

e. height of deck and / or surface-mounted trailer or container 2,450 mm.

Total height with an empty trailer 3,838 mra.

7. Total height with a loaded trailer weight minus springs ± 38 mm. wagon 3,800 mm.

If one assumes an angular height of 3,800 mm, with a top width of 2,450 mm, this wagon, which is 16,000 mm. long and 2,900 mm. wide, drive through all Alpine tunnels.

8. This will then be the first combined road / rail wagon, which is suitable for transporting the existing air suspension trailers through the Alpine Tunnels.

9. There are some Alpine tunnels, which are suitable for 4 m high trailers with a corner height of 3,950 mm. This height for loaded trailers is then composed as follows: a. Height free space profile loaded 210 mm.

b. height largest tire / tires 1.080 mm.

c. thickness of deep loading pit 8 mm.

d. trailer floor thickness 50mm.

e. height of covering or resp. refrigerated trailer or container 2,600 mm.

Total height with a loaded trailer 3.948 mm.

10. The height dimensions given under points 6, 7 and 9 also apply to motor vehicles with trailers, volume vehicles and tank trailers.

The inventor will briefly explain below according to drawings, numbered 1 to 18, how this new combined road / rail transport system will in practice take place / functions for tilt trailers, tank trailers, refrigerated and freezer trailers, closed trailers, con- trailer trailers on four-axle wagons, as well as motor trailers with trailers, volume cars and swap bodies on two-axle wagons.

FIGURE 1

This is a perspective drawing from a top and side view of the rotatable deep-loading pit, which rests at its highest position on a hydraulically rotatable platform, which is electrically driven by means of a buckler with the largest arm. The same can also be done by two hydraulic cylinders, which are mounted under the floor of the hydraulic lift bridge.

The self-supporting swivel low-loader well hangs in clamping plates at 16 places. These clamping plates are welded to the inside of the chassis beams. There are two options for this suspension (see figure IA).

When the self-supporting rotating low-loader well has reached its highest point, the trailers can drive off and the newly loaded trailers can be back on it within a few minutes.

As soon as the self-supporting rotatable low-loading pit has been rotated back into the axle of the wagon, it drops down and the clamping plates with their top point end up in the slotted holes, which are milled out in the top edge of the self-supporting rotatable low-loading pit.

This then drops to its lowest point and clamps itself to the lowest point, which means that the frame of the wagon cannot deform in the event of an impact.

FIGURE IA

As already mentioned in figure 1, the self-supporting rotating low-loader pit can be suspended in two ways; namely: 1. By means of clamping plates, which are welded on the inside of the chassis beams of the wagon and with the pointed top fit into the slotted holes, which are arranged in the edge of the self-supporting rotating low-loader pit. When the self-supporting swivel low-loader pit rests / hangs at its lowest point in the frame of the wagon, it clamps to 16 points by means of a thick steel locking bar. We calculated that the breaking point of these locking / clamping plates with locking bar has a tensile force / bearing force of at least 200 tons = 16 x 200 = 3,200 tons of security. As a result, the prescribed buffer pressure will be more than sufficient and the wagon will never / never deform.

2. By means of 16 V-shaped heavy plates, which are also welded to the inside of the chassis of the wagon; fits 16 trailer KING PINS. These KING PINS trailer are mounted on the self-supporting rotating low-loader well, 2x6 on the left and right side and 2x2 on the front and back of the rotating low-loader well. When the self-supporting swiveling low-loader pit rests / hangs at its lowest point in the frame of the wagon, it clamps to 16 points with self-closing clamping hooks of trailer dishes.

These KING PINS have a breaking point of 250 tons each; ergo, the carrying and pulling force of this suspension is 16 x 250 tons = 4,000 tons of security. As a result, the prescribed buffer pressure will be more than sufficient and the wagon will never / never deform.

FIGURE 1B

This is part of Figure 1 and Figure IA. Here the inventor shows the attachment of the trailer KING PIN bolts, which are screwed in 16 places to the self-supporting swivel low-loader pit (5). These are original KING PIN bolts, which have a breaking point of 250 tons, so that the self-supporting rotating low-loader pit could first break off with a weight of 16 x 250 tons = 4,000 tons.

This is absurd, of course, since there is at most 6 to 8 tons on this self-supporting rotating low-loader pit, being an empty trailer of ± 7 to 8 tons. A loaded trailer lies with the back and the front above the bogies with a weight of 2 x 25 tons. As a result of this weight distribution, there are only three axles / wheels and tires of ± 3 to 4 tons and 2 front supports of ± 2 tons on the self-supporting rotating low-loader well; so a total of 5 to 6 tons.

FIGURE 2

This is an enlargement of a rear cross-sectional view of the rotating low-loading pit, on which a trailer is standing, and of the hydraulic lift bridge in its highest position, as well as of the electric / hydraulic rotating platform of the hydraulic lift bridge and the side members of the wagon on the rails.

FIGURE 3

This is a cross-section of a pre-fab platform section, over which, respectively, in which the rotatable low-loader pit rotates.

FIGURE 4

This is a longitudinal section of the wagon and of the hydraulic lift bridge in its highest position, as well as of the electric / hydraulic rotating platform and of the complete prefab platform sections.

FIGURE 5

This is a cross-section of the wagon with the rotating low-loading pit, as well as the hydraulic lift bridge in its lowest position, of the electric / hydraulic rotating platform on the hydraulic lift bridge, of the trailer directly behind the KING PIN and of the prefab platform parts of the platform.

FIGURE 6

This is a section of the hydraulic lift bridge in its highest position with the turned-out electric / hydraulic rotating platform, on which the rotating low-loading pit stands, respectively lies / rests.

This swiveling low-loader well has a trailer on its front supports and the partial rear wheels.

The rotatable deep-loading pit is turned 40 degrees by means of the electric / hydraulic rotatable platform drive from the hydraulic lift bridge.

FIGURE 7

This is a longitudinal section of the wagon on the rails and of the hydraulic lift bridge in the platform.

The hydraulic lift bridge is in its highest position with an electric / hydraulic rotating platform.

This rotating platform is electrically or hydraulically driven from the hydraulic lift bridge and rotates 40 degrees over the platforms on the left and on the right side, so that the trailers come over the left platform with their front side.

The drivers then put their trucks backwards under the trailer and drive the trailer off the rotating low-loading pit.

The trucks with their trailers waiting on the right side of the platform drive their trailers onto the rotating deep-loading pit and uncouple the trailers.

Then the rotating low loader pit rotates back into the axle of the wagon by means of the electric / hydraulic rotating platform and the hydraulic lift bridge drops back into its lowest position, as a result of which the rotating low loader pit hangs from the KING PINS, so that the train can leave ( see figures nos. 14 to 18).

FIGURE 8

This is a top view of the wagon with a rotating low loader pit, which is at its highest point and turned out over two equally high platforms to the left and right of the track.

As a result, drivers can drive their trucks underneath the trailers and drive them off the rotating low-loader pit on the left side of the track.

The newly loaded trailers, which are placed on the right-hand side of the track, can once again drive up and uncouple their trailer as soon as the first-mentioned trailers have left the rotating low-loader pit.

As a result, the unloading and loading of trailers is completed within a few minutes.

This is the fastest method to unload and load trailers, tow trucks, volume trucks and other vehicles without cranes and other unloading equipment (see figures nos. 14 to 18).

FIGURE 9

This is a top view of the rotating low loader pit. which hangs on 2 x 5 = 10 points on the IPE beams of the wagon, and on 2 x 3 = 6 points on a front and rear beam. So a total of 16 points.

Below this rotatable low-loading pit is indicated by a dotted line, how far the rotatable low-loading pit is from the electric / hydraulic rotatable platform on the hydraulic lift bridge; this is a total of 250 mm. (see enlargement figure 2),

The protruding part of the rotating low-loader pit is drawn above this rotatable low-loader pit, which is turned 40 degrees there on the platforms to the left and right of the railway.

FIGURE 10

Here only the position of the turned rotatable low loader pit, which has been rotated 40 degrees over the left platform and over the right platform, is indicated.

The electric / hydraulic rotating platform, which is indicated by dotted lines, has reached its highest point and is still in the axle of the wagon.

FIGURE 11

This is a side view of a loaded cut-through trailer, which has been lowered by means of the hydraulic lift bridge.

This is a 49-foot cover trailer and / or 49-foot container on a container chassis. The 49-foot trailers and containers are already being built on the assembly line in America and will soon appear on the roads in Europe.

The trailers are 49 feet x 30.3 cm. = 1,484.7 cm. long. So 14.85 m. = Almost 15 m. And 2 m. Longer than the current 13 m. Trailers in Europe.

The trailer, which is located in the rotating low-loader pit, is loaded.

The vertically movable swiveling low-loading pit hangs under 2 weighted chassis beams of the wagon, which can be rotated at its highest point and sinks at its lowest point through V-shaped plates, is locked by 16 KING PIN hooks and as a result is secured by means of 16 KING PINS (trailer bolts); see figures 1A and 1B,

The breaking point of this KING PIN (trailer coupling bolt) is first at 250 tons, so that the KING PINS can break off the rotating low-loader silage weighing 4,000 tons.

This is, of course, an absurd weight, because this rotatable low-loader pit only contains 12 or 6 tires and 2 front supports with a total weight of ± 6 to 8 tons during the transport of a loaded trailer.

The electric / hydraulic rotating platform is in its lowest position, so that the space between the platform and the rotating low-loader well is 210 mm. is; so according to UIC regulations.

This trailer has been driven to the highest position of the rotatable low-loader pit via two platforms of equal height (see figure 12). The rotatable deep-loading pit was then rotated back into the axle of the wagon by means of the electric / hydraulic rotatable platform of the hydraulic lift bridge.

The weight of the trailer (s) concerned is spread over the entire wagon. In the middle of the wagon hangs the rotating low loader pit and only the tires and axles with a weight of ± 3x1 = 3 tons and two front supports of ± 2 x 1.5 = 3 tons; so 6 tons total weight on the rotating low-loader pit.

Then this trailer practically rests with its full weight on, respectively above the bogies, namely 2 x 12 tons plus 1x3 tons under the KING PIN at the front, and 2 x 13.5 tons at the rear. Ergo, the total weight of the trailer is 2 x 12 tons + 1x3 tons + 2 x 13.5 tons = 54 tons plus the pressure / weight of the tires, axles and front supports of 6 tons, is a total of 60 tons.

This loading method has been devised to minimize the load on the rotating low-loader pit, which hangs from the frame of the wagon. This is to keep the rotating low loader pit as light as possible.

FIGURE 12

The 2nd trailer is placed at the floor height of the terminals and can be turned off. This can be done in 2 ways:

The first is the simplest; namely manual operation by the driver of the truck, by means of switch boxes on the terminals (see bottom right).

In due course, when several dozen trailers need to be unloaded and loaded at the terminals, this is done from the control tower and the driver does not have to get out of his cabin.

Lifting the electric / hydraulic rotating platform against the rotating low loader pit takes ± 1 minute from the platform.

When it reaches the bottom of the rotating low-loader well, the heavy lifting begins.

By means of an extra large double-acting oil pump, the 3 high-pressure cylinders push the rotatable low-loader pit with the fully loaded trailer of 60 tons total weight (trailer + load) up to its highest position within a few minutes.

Then they print the wagon (s) ± 40 mm. from the springs, so that the electric / hydraulic rotating platform on the hydraulic lift bridge is at the same level as the platforms.

When this point is reached, the rotating deep-loading pits turn out and the trailers can be coupled and driven off the wagons, after which the newly loaded trailers drive back onto the rotating low-loading pits (see figures 14 to 18).

The loading and unloading of 2 x 20 = 40 trailers and / or 2 x 30 = 60 trailers takes no more than 10 to 15 minutes, after which the train leaves for another station or another terminal.

FIGURE 13

This is a first hydraulic buffer pressure bridge, which is necessary to press all the wagons of a train with 20 or more wagons exactly in the right place above the hydraulic lifts, i.e. to clear the space between the buffers and the couplings.

Before a train stops, it runs until the last wagon is about 5 to 10 m. Past the buffer pressure bridge.

This bridge is then hydraulically brought from vertical position to horizontal position and clamps tightly into a recess on the left side of the platform.

As soon as this buffer pressure bridge is fixed, the signal turns green and the locomotive driver reverses the train about 5 to 10 m. And puts the entire train under a pressure of about 200 to 400 tons.

When this pressure exceeds 400 tons, a red lamp flickers; then each wagon is in its right place. This is also part of the invention,

The distance between the hydraulic lift bridge and the free space in the middle of the wagon is approximately 20 cm. on both sides, so that the hydraulic lift can be operated hydraulically without any problems.

FIGURE 13A

In order to save costs initially, only 10 hydraulic lifts are built on one terminal of 20 wagons for the even-numbered wagons and the train has to pull up one wagon to unload the odd-numbered wagons.

It goes without saying that this requires 2 buffer pressure bridges.

This second buffer pressure bridge is 16 meters (the length of a wagon) further; to calculate from buffer to buffer.

It is also possible to load the first 10 wagons only in the ports before the terminal stations (for example Munich, Vienna or Budapest or other terminal terminals / stations) and to load the second 10 wagons only before the intermediate terminals on the route.

Should it then appear that the rhythm or flexibility disappears from this system, then hydraulic lift bridges may have to be built along the entire length of the train, namely for 20 or 30 wagons.

In any case, such a terminal is still several tens of millions of guilders cheaper than the current terminals for combined road / rail freight transport.

In addition, the terminals described above can convert 82% more in one day without manpower than at the current terminals.

The current terminals are much larger in infrastructure than the terminals that the inventor will use. These are compact without taps; Piggy Packers, Straddle Carriers and Forklifts.

On the left and right side of the terminal there are 5 "stand-by trucks". This, in case there is a "pick-up truck" or possibly a "delivery trailer" in the traffic jam. There are always enough delivery trailers without trucks at the terminal, so that the train still leaves completely and has no delays.

FIGURES 14 AND 15

These are plan views of part of the Ro-Ro terminal, as described in Figures 10, 11, 12, 13 and 13A, in Cologne on the Rotterdam-Budapest route.

It is 10 minutes to 10 in Cologne.

On the left side of the platform / terminal, 4 separate tractors / trucks are waiting and waiting for the train to arrive.

The drivers of these trucks have lowered the air suspension of their trucks.

On the right, the newly loaded trucks with trailers are waiting for the train, which has to arrive at 10.00.

The drivers of these loaded trailers have their air suspension in the highest position and the front support of the trailers to ± 10 cm. turned above the floor of the platform / terminal. This is because they release the air from the air bellows as soon as they drive on the rotating low-loader pit. The trailers are then in the right place and are electrically unlocked, so that the trucks are separate from the trailers and the drivers can drive their trucks out from under the trailers.

In the control / traffic tower, 4 green lights will then light up. The air traffic controller then sets the electric / hydraulic rotating platform in motion, so that the trailers turn in the axle of the wagon. The air traffic controller then presses 4 other buttons and the self-supporting swivel low-loading pits, on which 4 loaded trailers are located, drop to the lowest point (210 mm) above the rail, so that the train can leave.

FIGURES 16 AND 17

The train has arrived at 2 minutes past 10 and the rotating low-loading pits of the 4 wagons are marked with numbers 1, 2, 3 and 4 (see figure 16).

The drivers of trucks numbers 16, 17, 18 and 19 start their engines and drive backwards under the trailer with the air suspension in its lowest position.

As soon as the KING PINS shoot into the trailer couplings, they switch the air valve and pressurize the air bellows, after which the trailers drive off the rotating deep loading pit.

The drivers of the loaded trucks with trailers numbers 20, 21, 22 and 23 start their engines and drive their trailers on the rotating low-loader pits.

The drivers of trailers numbers 20, 21, 22 and 23 let the air out of the air bellows and electrically disconnect their trucks from the former trailer from their cabin. They drive off to connect a newly loaded trailer somewhere or to connect an empty trailer and reload it.

With regard to these 4 compartments, green lights light up in the control / traffic tower, to indicate that these 4 wagons have been reloaded.

The traffic controller again presses 4 buttons, on which the. turn rotatable low-loader pits back into the axle of the wagon. The rotatable deep-loading pit again drops to its lowest point, 210 mm. above the rail. The unloading and loading of the aforementioned trailer took at most 6 to 7 minutes.

FIGURE 18

This is a top view of a loaded train with trailers and an empty terminal without trailers, containers, loading or unloading equipment, etc.

The clock is at 10 minutes past 10 and this shows that this train was unloaded, loaded and departed within 10 minutes.

SO SPEED ABOVE EVERYTHING

There is no combined road / rail transportation system in the world that can trump this invention. Due to the aforementioned speed, flexibility and simplicity of this system, freight rates will be 20 to 30% cheaper than those of the current road and rail systems.

In order to indicate to the Netherlands Patent Council, the Eurasian Patentamt and the World International Patent Organization in Geneva, how important it is that the transport of merchant goods goes back to the rail, the inventor shares the following also.

This new transport system is technically and economically feasible, as explained below.

For example; some trains leave Rotterdam in the evening at 7 pm and arrive in Budapest at 3 pm the following afternoon, from where they depart again at 7 pm.

The former trains unloaded and loaded trailers on 10 intermediate terminals on the first route from Rotterdam via Arnhem, Düsseldorf, Frankfurt, Nuremberg, Passau and Vienna to Budapest.

On the second route from Rotterdam via Venlo, Cologne, Koblenz, Mannheim, Karlsruhe, Stuttgart, Munich, Salzburg and Vienna to Budapest, this train (s) unloaded and loaded trailers on 11 intermediate terminals en route.

A train of 20, 25 or 30 wagons runs up and down from Rotterdam to Budapest 3 times a week; ± 3,000 km. x 3 = 9,000 km. per week x 52 = 468,000 km. per year.

Gross yield = 468,000 km. x NLG 1.60 = NLG 748,800.00 per wagon per year. A business plan shows that the return is 12% per year on the overall organization.

All railways in Europe, as well as the major industrialized countries outside of Europe, have a great interest in combined road / rail transport and will prefer this invention.

Since the current existing systems are not appreciated by the transport operators and the present invention is entirely to their liking, the new-to-be-built wagon will be manufactured on the assembly line.

In order to protect our nature and ensure a cleaner world, the 650,000 trucks above 20 tons that drive our roads in Europe every day will have to be reduced by at least 80%.

This number of 650,000 trucks will increase by about 35% in a few years, around 2005, as a result of the unification of Europe. It will soon be possible to count on a number of 1,000,000.

If this new transport system is accepted throughout Europe, then at least 2,000 wagons per year will have to be manufactured in 25 European wagon factories in all European countries. This is a total of 50,000 wagons per year.

Ergo, in 20 years time there will be ± 1,000,000 Walda Ro-Ro wagons driving criss-cross through Europe, Russia, Turkey, Poland, Czech Slovakia, Hungary, Romania and Bulgaria.

In order to guarantee this total production of 50,000 wagons, a minimum of 25 small and large factories will have to participate.

The current Huckepack wagons drive an average of only 1,500 km. per week and are only marginally rewarding over long distances between 700 and 1,500 km.

This small profit per train is due to the following facts:

The trains must always be disconnected from the electric locomotives and driven to the immense terminals, which are usually full of containers, trailers, container chassis, swap bodies, etc., etc., which are stored there for several days or weeks. one can no longer see the forest through the trees.

Only 2 to 3 gantry cranes, a few Piggy Packers, three Straddle Carriers and a few large and small forklift trucks run on these handling areas. Subsequently, containers are often reloaded into smaller trucks at these terminals, as a result of which they cannot process the daily flow of goods and there are currently traffic jams in front of the terminals.

THIS COSTS TIME AND MONEY.

Our system is different; we unload and load the trailers, motor vehicles with trailers, volume trucks, tank trailers and container chassis with containers at small terminals along the main railways. A train of 20, 25 or 30 wagons was unloaded and loaded in 10 minutes. Figure 18 shows that the train has left and that nothing, but nothing, is left at the terminal.

The drivers operate the control cabinets set up for this purpose. There is also a second possibility; namely, at busy terminals, drivers can unscrew their trailers, i.e. the self-supporting, rotating low-loader pit, from their cabin using a remote control.

Then there is a third option on the busy terminals; there the air traffic controllers do their work from the air traffic towers. They then operate the lifting platform and the self-supporting rotating low-loader pit.

As a result of this fully automatic operation and great speed / frequency and flexibility, the trailers of the arriving trains are unloaded and loaded within 10 minutes, and the train drives back to another station / terminal, without even a single crane, Piggy Packer, etc. is involved.

In due course, one man can unload and load 30 trailers weighing 40 tons + 8 tons trailer = 48 tons x 30 x 2 = 2,880 tons within 10 minutes. THIS HAS NEVER BEEN PLACED IN TRANSPORT HISTORY ALL OVER THE WORLD.

Since this new transport system will be fully computer-controlled in due course, this will yield at least a 30% advantage; they even count on 40%.

Ergo; freight costs to "the minimum", wider motorways (roads) and a cleaner world will result from this new transport system, which is also three times faster than current combined transport and much cheaper.

The inventor is convinced that for the above reasons alone, this is an invention, and the financing of motorways should be stopped. In addition, all receipts from the current road tax and excise duties must be put into European railways.

The European states then have to adjust the same amount once a year to finance the terminals together with investors. In addition, on the busiest routes, European railways are required to build four-lane railways and major transport intersections / lanes around the cities in terms of hazardous materials and noise, since trains will have to run day and night in due time, in order to transfer the flow of goods from the road to the railways.

In order to contain road freight transport in Europe, a minimum of 20,000 trains a day must run. Divided by 24 hours, this means 834 trains, which criss-cross all over Europe.

It is five to twelve. Europe should not wait anymore; work must now begin, as described above, to widen the railways and, where necessary, to enlarge intersections, to build terminals along the main railways and to build computer-aided railways in a European context with the same amperage throughout Europe, so that the same locomotive, for example, can drive from Rotterdam to Budapest, Ankara, the> Polish / Russian border and the French / Spanish border in one ride, without having to disconnect.

This is possible and necessary, because only then will we face a Super Europe that can compete with America and Japan. Our K.L.M. and other airlines in Europe will benefit from the distribution of their air freight across Europe.

If this transport is not tackled rigorously, there will soon be (in 10 years' time) traffic jams from Hengelo to Amsterdam and from Rotterdam to Cologne. Our roads to and from Rotterdam, Amsterdam and Schiphol are silted up.

Once Europe is unified, road transport will increase by 40% within 10 years and our children and grandchildren will choke on the gases that we now produce from the exhausts of the big trucks.

In addition, it has been established that more and more small soot particles float in the atmosphere throughout Europe and America, which cause lung cancer. Local trucks, if we imagine this, can be equipped with catalysts.

As described above, this new invention is an improvement over the previous inventions.

In order to invent the lightest wagon in the world, where the trailers can also drive up and down within 10 minutes, and for which a UIC pedestrian permit will be granted, the inventor has required many thinking hours.

The inventor of this wagon, respectively of this new transport system, has been looking for the right solution for the combined road / rail freight transport that European transport companies want for several years.

According to insiders, this invention is

THE RIGHT SYSTEM LIGHT AND EASY ON THE RAILS AND ON THE ROAD

In recent years it has become apparent that combined road / rail transport requires increasing attention. Many stakeholders think about various systems, which often come to nothing. This is because these systems are devised by people who are technically skilled, but know nothing about the practice of freight transport by road and rail. Over the years millions of guilders have been lost as a result of these decisions.

The described wagon, which works together with a hydraulic lifting platform with a rotating low-loader pit, is currently the best and the lightest version, and suitable for all road vehicles, as described above and below.

The transit countries Austria, Switzerland, Germany and France will be very interested in this wagon and this new transport system.

European transport operators will now also be interested in loading their trailers, tow trucks and volume trucks, as well as tank and silo trailers, with these new private wagons and terminals.

In order for this new transport system to function properly, it will have to be European-controlled and fully privatized by a single computer system.

As road freight is one of the largest polluters of the environment, it will have to be contained quickly, as described above.

Motorways in Europe and beyond are also filling up. Road freight will increase by 40% between 1992 and 2010, due to the unification of the European market, such as the N.O.B. reports. As a result, the traffic jam problem will skyrocket.

It is therefore now necessary to start with this new transport system, which, in addition to the existing systems, will have a good future.

The invention will be explained in more detail below with reference to the illustrative embodiments shown in the figures of the accompanying drawings.

FIGURE 1

This is a perspective drawing of a top view, a side view and a cross-section of: a) The world's lowest self-supporting swivel low-loader pit (5) of a wagon for combined transport.

b) A vertically up and down movable hydraulic lift bridge (6) on which a slewing ring (8) rests. This slewing ring (8) is screwed with 48 bolts under the electric / hydraulic rotating platform (8a).

c) The electric / hydraulic rotating platform (8A) and the equipment mentioned under a) and b) are built on the ground floor next to and between the rails by means of prefabricated platform sections. The rails (3) are cast in the concrete of the prefabricated platform sections and are guaranteed for more than 100 years against all possible damage and wear.

• i

The inventor lists the parts numbered 1 to 15 below; 1. This is part of the chassis / frame of the wagon.

2A. This is one of the 16 conical clamping plates.

3. This is a part of the rails, which are cast in the prefabricated platform sections.

4. These are 8 rollers, which are mounted under the electric / hydraulic rotating platform.

5. This is the lowest self-supporting swivel low-loading pit, on which a trailer (i.e. only the wheels / tires and the front supports, being ± 6 tons) is in its highest position in the platform / terminal.

6. This is the hydraulic lift bridge (14), which is approximately 1,150 mm. can be moved vertically up and down. A slewing ring (8) is mounted on this lift bridge, on which an electric / hydraulic rotating platform (8a) rests. This electric / hydraulic rotatable platform (8a) presses against the self-supporting rotatable deep-loading pit (14) and pushes it a few millimeters above the wagon (1), so that this self-supporting rotatable low-loading pit (14) without any resistance over the two platforms of the same height on the left and turns to the right of the track (3).

Subsequently, the trailers that are transported on this can drive off the low-loading pit within one minute and the newly loaded trailers can drive back on it, within the same time. Further description of this system is detailed below.

f 7. This is the buckler sprocket, which is driven electrically or hydraulically with the largest arm.

8. This is the turntable with a diameter of 2 meters, which has a breaking point of 180 tons.

8a. This is the electric / hydraulic rotating platform, which is screwed onto the slewing ring (8) with 48 bolts and nuts at the top. As a result, the electric / hydraulic rotating platform can easily turn out with a weight of 60 to 70 tons.

9. These are 3 high pressure cylinders with 30 tons lifting capacity = 3 x 30 tons, total 90 tons, which are mounted under the hydraulic lift bridge. These 3 cylinders are needed, namely; trailer ± 8 tons + load 52 tons = 60 tons + weight of the wagon (lifted from the springs) ± 10 tons = 70 tons. Total overcapacity is ± 20 tons.

10. These are the bogies of the wagon with large wheels (920/940 mm.), Allowed for speeds up to 160 km. per hour on certain track sections.

11. These are the slotted plates, into which the self-supporting, rotatable low-loading pit sinks and clings to the wall. These plates can also be replaced by 16 V-shaped clamping plates for 16 KING PIN bolts (see figures IA and 1B), as required by the railways (UIC); see also figures 2, 11 and 12.

12. This is also a slotted plate, as mentioned under numbers 2, 2A, 2B and 11, as well as mentioned in figure IA under number 2c, but it serves to clamp the conventional trailers in a horizontal frame in the KING PIN, so that these standing firm.

13. This is a control box on the platform per wagon, which is first used with an integrated switch for unloading and loading trailers, as described above.

14. This is the first lowest self-supporting swivel low loader pit (5) in the world, measuring only 8 mm. is thick and 210 mm with a loaded trailer. BS is deep and with an empty trailer 250 mm. BS.

15. These are the prefabricated platform sections, which are guaranteed for 100 years.

FIGURE IA

Figure 1A is largely the same as Figure 1.

The difference is that the self-supporting rotating low-loading pit (5) has a different suspension, namely: 1. The self-supporting rotating low-loading pit (5) in figure 1 hangs on / in 16 clamping plates (2A) in 16 places by means of 16 slotted holes (2a ) in the top edge of the self-supporting swivel low-loader well (5).

2. The self-supporting swivel low-loader well (5) in figure 1A hangs from 16 V-shaped heavy plates (2B), which are welded in the chassis beams (1) by means of 16 trailer KING PINS (2c); see also figure 1B.

FIGURE 1B

This is part of Figure 1 and Figure IA.

In this figure 1B, the inventor shows a trailer KING PIN bolt, which is screwed in 16 places to the self-supporting rotating low-loader pit (5); see number 2c in figure 1A. These are original KING PIN bolts, which have a breaking point at 250 tons, so that the self-supporting rotatable low-loader pit could break off with a weight of 16 x 250 tons = 4,000 tons.

Obviously this will never happen, since there is at most 6 to 8 tons on this self-supporting rotating low-loader pit (5); see Figures 1 and IA.

Figure 11 shows that the complete trailer (1) rests on 6 points (4, 6, 8, 19, 21 and 23) and that the entire weight of the trailer (1) is therefore distributed over the entire wagon (IA).

This is also part of the invention, i.e. a loaded trailer lies with the back and the front above the bogies weighing 2 x 25 tons = 50 tons.

As a result of this weight distribution, the self-supporting swivel low-loader well (5) (see figures 1 and IA) has only 3 axles with 6 tires, 3 tons (see figure 11) with the numbers 9, 11 and 13 and the 2 front supports with the numbers 18 are also ± 3 tons; so in total only 6 to at most 8 tons.

In order to get the wagon (IA) with the self-supporting swivel low-loader well (5) as light as possible on the rails (3), the construction of the self-supporting swivel low-loader well (5) is limited to the minimum weight and the total weight of the wagon less than 15 tons. As a result, it will be the lightest 4-axle wagon with a rotating platform for combined road / rail freight in the world.

No further text and explanation is needed for this figure IB, since the same numbering is already mentioned in figure 8B (see figure 8B).

FIGURE 2

This is an enlargement of a rear cross-sectional view of the lowest self-supporting swivel low-loader pit (5), on which a trailer (4) stands, and of the hydraulic lift bridge (3) in its highest position.

This is also a section of the frame of the wagon (1) and of one of the 16 conical clamping plates (2a).

Then this is a section of the electric / hydraulic rotating platform (6) with a front view of the buckler gear (7), the built-in ball ring (8), the built-in special rail (9) and one of the 8 rollers (10 ).

FIGURE 3

This is a section of a prefabricated platform section (1 and 2) over which, respectively, the rotating low-loader well (5) rotates. In these prefabricated platform sections, steel plates (3) have been attached / raided with countersunk Allen bolts, for the possible • grooving of the rollers (10) stated in figure 2.

FIGURE 4

This is a longitudinal section of the wagon (1) and of the hydraulic lift bridge (14) in its highest position, as well as of the electric / hydraulic rotating platform (6).

This is also a side view of the 3 hydraulic cylinders (9), of the prefab platform part (15) and of the rails (3).

FIGURE 5

This is a cross-section of a trailer (1) and of the lowest self-supporting swivel low-loader pit (5), on which a trailer (1) stands.

The lowest self-supporting swivel low-loader well (5) is in the axle of the wagon in its lowest position, i.e. the hydraulic lift (18a) is level with the IPE beams (20). The hydraulic cylinders (12) are also in their lowest position.

The wagon (9) is with its 8 wheels on the rails (17), which are recessed in the electric / hydraulic rotating platform (18), which is electrically driven by the motor (11) via the buckle gear (19).

The platform can also be driven by 2 hydraulic cylinders, which are mounted under the platform.

These cylinders are not visible and therefore not numbered.

There is a loaded trailer (1) on the wagon (9), so that the wagon (9) or the entire train can leave.

On page 4 of this patent the correct dimensions are stated, which are necessary for transporting 4 meter high trailers through the Alpine tunnels relative to the free space profile.

In the above text, the following numbers, respectively parts of the invention are mentioned.

I. Trailer.

5. Self-supporting rotating low-loader pit.

9. Wagon.

II. Electric motor.

12. Hydraulic cylinders.

17. Rails.

18. Electric / hydraulic rotating platform.

18a. Hydraulic lift bridge.

19. Buckler sprocket.

20. IPE bars.

So the numbers 1, 5, 9, 11, 12, 17, 18, 18a, 19 and 20.

The following numbers are missing in this text and explanation, namely 2, 3, 4, 6, 7, 8, 10, 11, 13, 14, 15, 16 and 21.

Below, the inventor lists the functions of the above numbers: 2. These are the air bellows under the trailers (1), from which the air is released, as soon as the trailers (1) are on the lowest self-supporting rotating low-loader pit (5).

3. This is the rear tailgate used in the new invention for unloading and loading pallets and small containers.

/. 4. These are the steel clamping plates for the 16 bearing points of the self-supporting swivel low-loader pit (5).

6. These are the 2 front supports of the trailers (1), which can be operated electrically from the cab of the trucks (see figures 14, 15, 16, 17 and 18).

7. These are the rear tires of the trailer (1), which are 1,080 mm. be high. As soon as the trailer is placed on the self-supporting rotating low-loader well (5), as described above, the air is released from the air bellows (2) and the trailer (1) sinks on the tires (7).

8. This is a reinforced corner in the self-supporting swivel low loader pit (5), to prevent sagging.

10. This is a gear on the electric motor (11), which serves to rotate the self-supporting rotating low-loader pit (5) by means of the buckler (19) 40 to 45 degrees over the platforms (16) to the left and right of the rail-track / rails (17); see figure 6.

11. This is an electric motor, which moves the gear (10), which in turn engages with the buckler gear (19) and moves the self-supporting rotating low-loader pit, which rotates 40/45 degrees over the platforms (16 ); see also page 27.

13. These are high-pressure oil pipes, which remain electrically heated in the winner via a built-in spiral, so that no faults can ever occur.

14. This is a stop block, which ensures that the above-mentioned rotatable low-loader pit stops in the right place by means of an electric switch, and secondly, the first-mentioned rotatable low-loader pit is brought to the correct height.

15. This is a vent valve and also a high pressure regulator. This serves to block the hydraulic lift if the loaded trailer (1) is too heavy.

16. This is the lower prefab platform section, which is manufactured with reinforced concrete. The manufacturer guarantees lit prefabricated platform section for 100 to 150 years against breakage, provided that the prefabricated platform sections are laid on a good substrate (i.e. on a layer of sand or gravel) and just reinforced reinforcing bar at least 10 cm. is off the concrete edge; this with a view to concrete rot. If a prefab platform part breaks anyway within the above period, the supplier (s) will renew it free of charge.

21. This is the triangular box girder that has been folded vertically as the train leaves.

FIGURE 6

This is a side view of a trailer (2) standing on the self-supporting swivel low-loader well (22) and turned 40 degrees off the axle of the wagon (10) over the steel plates (19a) of the platform (19) .

The electric / hydraulic rotating platform (16c) is raised to its highest position, from its lowest position (see figure 5), by the three high-pressure cylinders (16), by means of a hydraulic lift bridge (16a).

This hydraulic lift (16a) stops automatically at the correct height by means of a stop block (8a) on which, respectively, an integrated switch (8) is mounted.

This integrated switch (8) has several operating functions, namely: 1. Stopping the electric / hydraulic rotating lifting platform (16c). 2. Operating the electric motors of the triangular box edge (s) (21) for each wagon (10), which are hinged to the steel plates (19a).

3. Operating the electric motors (12) with gears (12a), which engage in the buckle sprockets (12b), as a result of which the electric / hydraulic rotatable platform rotates 40 degrees over the platform and then at the touch of a button of the control box (13) (see figure 1) turns back into the axle of the wagon.

These galvanized steel plates (19a) are fastened with Allen bolts; i.e. the nuts thereof are cast or anchored in the concrete during the production of the prefabricated platform sections (19).

When these triangular tube edges (21), which have two positions (the first position is vertical and the second position is horizontal), are turned into horizontal position by the electric motor (s), the width of the platform is completely filled.

I.e. the groove on either side of the wagon (10) is completely closed with respect to the free space profile according to UIC regulations, except a few centimeters.

As a result, the rollers (6, 13 and 14), four of which are mounted at the front and four at the rear under the electric / hydraulic rotating platform (16c), can easily cross the hydraulic lift bridge (16a), over the chassis beams ( 10) of the wagon (10) and roll over the former steel plates (19a), xvelke with Allen screws on the prefab platform parts (19).

As a result, the resistance to unscrewing the self-supporting swivel low-loader well (22) has been reduced to a minimum, so that in due time the new 49-foot trailers / containers with a gross weight of 60 tons can easily be transported from this wagon within minutes ( 10) can be unloaded and loaded.

As soon as the triangular tube edges (21) are in the horizontal position and therefore the gap / slot between the platform (19) and the wagon (10) closes within a few millimeters, the integrated switch switches to the electric motor (12) and engages the gear (12a) in the buckle sprocket (12b).

As a result, as previously mentioned, the self-supporting swivel low loader pit (22) rotates 40 degrees over the steel plates (19a) of the platform (19).

The trailer (s) (2) then protrudes (protrudes) 3.5 meters over the left platform (19) and also 3.5 meters over the right platform.

The drivers of the loose trucks (6, 7, 8 and 9) (see figures 14, 15, 16, 17 and 18), who are on the left side of the track, put their trucks (6, 7, 8 and 9) under the trailer (s), they couple by means of the automatic couplings, and drive the loaded trailer off the self-supporting swivel low-loader pit (22).

The drivers, who are positioned on the platform with the newly loaded trucks and trailers on the right-hand side of the track, drive these newly loaded trailers (17a, 17b, 17c and 17d) (see figures 14, 15, 16, 17 and 18). ) again on the self-supporting swivel low-loader well (22) and it rotates again, as described above, by means of the integrated switch in the axle of the wagon (10).

The first hydraulic lifting bridge (16a) then lowers by means of the integrated switch, so that the self-supporting rotating low-loader pit (22) with its 16 clamping brackets (2) via 16 clamping plates (2a) (see figure 1) is secured in the chassis ( 1) of the wagon (10) or hangs wall-to-wall between the chassis beams of the wagon (10).

The hydraulic lift bridge (16a) then lowers with the electric / hydraulic rotating platform (16c) to the lowest point, as a result of which the rail connection (5) is complete again and the train can leave.

The unloading and loading of trailers from these trains, ie the loading and unloading of trailers, as described above, takes 8 minutes working time of one man (the driver of the truck in question) per wagon, or in due course of one man from the control tower.

With trains of 30 wagons, 30 trailers drive off and 30 trailers back on again. Ergo, 60 trailers.

This is done in the early stages by 60 drivers, by one man from the control tower.

Each trailer weighs 60 tons gross; i.e. 3600 tons unloader and loading without gantry cranes, Piggy Packers or other loose loading equipment within 8 minutes. This has not yet been demonstrated in the entire transport world, even with bulk cargoes.

In the preceding text, the following numbers of figure 6 are mentioned, respectively parts of this invention; 1. These are the front supports of the trailer.

2. This is the trailer.

3. This is the chassis of the trailer.

4. These are the wheels and tires of the trailer.

5. These are the countersunk rails in the electric / hydraulic rotating platform on the hydraulic lift bridge.

6. These are the two right front rollers.

7. These are the countersunk rails (see point 5).

8. This is an integrated switch.

8a. This is a stop block.

9. This is the lower prefab platform section.

10. This is the chassis / frame of the wagon.

11. This is one of the 16 clamping plates.

/ 12. This is the drive motor for the electric / hydraulic rotating platform on the hydraulic lift bridge.

12a. This is the gear, which engages in the bucket sprocket of the electric / hydraulic rotating platform.

12b. This is the buckler sprocket.

13. This is one of the four front rollers under the platform.

14. This is one of the four rear rollers under the platform.

15. This is a high-pressure pipe with an electric spiral, protected against a winter cold of 40 degrees below zero. t 16. This is one of the three high-pressure cylinders, which can lift 30 tons each.

16a. This is the hydraulic lift bridge, on which a turntable is mounted and on which the electric / hydraulic rotatable platform rests.

16b. This is the slewing ring.

16c. This is the electric / hydraulic rotating platform.

17. This is a high-pressure main pipe from the oil pump to the high-pressure cylinders, which is insulated with an electric coil at a temperature of 40 degrees below zero.

/ 18. This is a steel wall, between which the hydraulic lift bridge is led vertically up and down.

19. This is the top prefab platform section.

19a. These are the steel plates, which are attached to the prefab platform section for two reasons: le) to minimize the resistance during the screwing in and out of the self-supporting rotating low-loader pit; 2e) to prevent the rollers from digging into the platform.

20. These are the IPE beams, which serve as reinforcement for the entire installation in the platform. 21. These are the triangular box beams, which have two positions. The first position is the vertical position; This is to drive the train through a spacious platform and not to cross the UIC border. The second position is the horizontal position and is intended to unscrew the self-supporting rotating low-loader pit without any problems, d. w. z. that there is no gap / slot between the platform and the wagon. These triangular tube edges are necessary in order not to cross the UIC boundary when entering and leaving the trains.

These tube edges lie vertically on the platform upon arrival and departure of the train, and during the unloading and loading of the trailers from and on the wagon between the terminal and the wagon (see figure 5), in order to bridge the gap / slot.

22. This is the lowest, the lightest and the thinnest self / load-bearing swivel low-loader pit, which does not yet exist in the entire world and has not yet been devised for the combined road / rail / trailer transport and the transport of motor vehicles with trailers, volume trucks, etc. For the reasons described above, this new system is an invention.

FIGURE 7

This is a longitudinal section of the rails (1), of the prefab platform section (2), of the bogies (3), of the wagon (4) and of the electric / hydraulic rotating platform (5), as well as of the hydraulic lift bridge ( 6).

The dotted lines (7) on the lower part of the wagon (4) then indicate the place where the lowest self-supporting swivel low-loader well (7A) hangs; empty 250 mm. BS and loaded 210 mm. BS.

This lowest self-supporting rotary low-loader well (7) is also marked on the electric / hydraulic rotating platform (5) under 7A.

The place where the three cylinders (9) are located in the prefab platform (8) is additionally reinforced with rebar, to accommodate the total weight of 90 tons.

A protected control box (10) is built on the platform (11), which only serves until the platform or this terminal is running at full speed. Then these cabinets expire and all controls, such as unloading and loading, are guided / controlled from a control tower (not yet numbered).

FIGURE 8

This is a top plan view of the wagon (1) with a turned self-supporting swivel low-loader well (6), which is now in its highest position, ie in the center of the wagon (1) and on the left and right side of the track (8 ) on the platform (16).

This self-supporting swivel low-loader well (6) has been rotated 40 degrees off its axis, allowing trailers and other vehicles to drive off on the left and the newly loaded trailers to drive on the right side of the platform.

There are two possibilities to hang the former self-supporting rotating low-loader pit (6) in the chassis (1) of the wagon (1), namely: 1. This possibility is described in figure 1 and this suspension is as follows: there are 16 clamping plates (2A) on the chassis (1) of the wagon (1) milled in the top edge of the self-supporting swivel low-loader well (6) (see enlargement figure 8A).

2. This possibility is described in figure IA and this suspension is as follows: there are 16 V plates (2B) welded to the chassis (1) of the wagon (1) and there are 16 KING PIN bolts on the standing edge of the self-supporting rotatable low-loading pit (6) screwed with bolts or possibly welded to the upright sides of the self-supporting rotatable low-loading pit (see enlargement figure 8B).

The former V-plates (2B) are opposite to the clamping plates, mentioned in figure 1 under number 2A.

These V-plates (2B) lie with the opening upwards, so that the KING PIN bolts, as soon as the self-supporting swivel low-loader pit (6) drops between the chassis beams of the wagon (1), it automatically clamps by means of a coupling hook, which is mounted behind the V-plates (2B) (see enlargement figure 8B).

A ball race (3) is mounted on top of the hydraulic lift bridge, which is again mounted on the electric / hydraulic rotating platform (5) with 48 bolts and nuts, so that it forms one whole.

This construction has been tested and has a breaking point of 250 tons. The largest weight required of this slewing ring is 90 tons. Ergo, there is an overcapacity of 160 tons.

In order for the wagon (1) to comply with UIC requirements for buffer pressure / force, two reinforcement bars (4 and 11) were welded directly behind the bogies in the front and rear of the frame.

A well-formed deep-loading pit will also be urgently needed to completely absorb the buffer pressure. This self-supporting swivel low-loader well must have the same strength as the cross beams in the wagons.

For the operation of the hydraulic lift bridge and the electric / hydraulic rotating platform, two switch boxes (7) have been provisionally mounted on the platform on both sides, which are operated first by the driver and in due course from a control tower.

For these wagons / trains, which in due course 170 km. per hour, special buffers (9) are fitted. This is to prevent swaying and vibration at high speeds. The running and location of these wagons is first thoroughly tested.

The bogies (10) must also be of very good quality and must not vibrate / vibrate at high speeds. Special locomotives have to be built for these trains, to reach a speed of 170 km within a short time. can be reached per hour with ± 2,000 tons per train.

The electric / hydraulic rotating platform (5) must be well built / manufactured, as this must bridge the extreme resistances. If the number of rolls of figure 8 with the numbers 12, 13, 14 and 15 is sufficient for the prototypes, then this is good.

If not, more rollers are required under the electric / hydraulic rotating platform.

FIGURE 8A

This is an enlargement of the self-supporting swivel low-loader well (2), in which slots are milled in the right-angled top edge (1). The 16 clamping plates (12), /

When the self-supporting swivel low-loader well (2) drops down along the vertical line, it rises above the pointed clamping plates (12); see also figure 1 / 2A.

The self-supporting swivel low-loader well (2) drops to its lowest point on the corner edge of the chassis beam (11), so that the self-supporting swivel low-loader well (2) hangs in 2 x 5 slotted holes on the left and right perpendicular edges and on the front and front ends. at the back in 2 x 3 slotted holes which are welded to the 3 beams (10) in the self-supporting rotating low-loader well (2); see figure 8,

These 3 supporting beams (10) ensure that the self-supporting, rotatable low-loader pit (2) has the prescribed strength and consequently the buffer pressure of the entire wagon (1) is ensured.

The reinforcement plates (2A) are also shown in this figure 8A.

Subsequently, the following parts are shown in this figure 8A: 3. This is the electric / hydraulic rotating platform.

4. These are the 8 steel rollers, which are mounted under this electric / hydraulic rotating platform (3).

5. This is the 4 swiveling corner plates for bridging the 8 steel rollers (4), when the self-supporting swivel low loader pit (2) rotates over the platforms to the left and right of the track.

6 + 7. This is the hydraulic lift bridge (see figures 11 and 12).

8. These are the tires of the trailer (see figures 11 and 12).

9. This is also a bridging plate for the 8 steel carrier rollers (4).

10. These are 2 reinforcement beams for the self-supporting swivel low-loading pit (2), which are necessary to make the lightest possible low-loading pit of a steel plate of 5 to 8 mm. to construct.

11. This is one of the longitudinal carriers of the wagon, which are pressed into this profile.

12. These are the clamping plates, which are welded in the frame; total 2 x 5 = 10 pieces. Next, 2x3 small clamping plates were also welded to the two ends of the reinforcement bars.

13. This is the self-supporting rotating low-loader pit, pressed from a single plate measuring 8x4 meters.

The inventor has assumed that this lowest self-supporting swivel low-loader pit should be built as light and as thin as possible, so as not to fall outside the UlC profiles, with regard to the Alpine tunnels.

We calculated that this wagon (see previous figures) is the only, lightest and lowest wagon of all vehicles. which currently drive by road through the Alpine tunnels.

A new era will begin in combined road / rail transport.

The current, already existing, wagons for combi traffic will no longer be built and the immense terminals in the Netherlands, Germany, Austria, Italy and France will only be used for slow transport (so for loads, in which there is no rush ) uses words,

Urgent shipments by container, which are delivered overseas, will be placed on a trailer chassis from the ports (for example to Italy) and will also be transported with the above-mentioned combination wagons, as well as the urgent shipments for other places in Europe.

A survey among transport operators has shown that there is great interest in this new transport system.

FIGURE 8B

This is also an enlargement of the self-supporting rotatable deep-loading pit (2), which is pressed from a single plate of 8 meters long, 4 meters wide and 5 mm. fat. This creates spacious arches on both sides, which are attached to the upright edges with 2x5 KING PINS (1).

This low loader pit is 2,700 mm. wide and 8,000 mm. long.

The self-supporting swivel low-loader pit (2) rests on the electric / hydraulic swivel platform (3), under which 8 heavy-duty rollers (4) are mounted.

In the middle of the first electric / hydraulic rotating platform (3) there is a ball race (see figure 8, number 3). This ball ring (6) is again mounted on a hydraulic lift bridge (7).

There is a trailer on the self-supporting rotating low-loader pit (2); see tires (8).

Then a bridging support (5) is attached to the hydraulic lifting bridge, over which the former steel rollers (4) roll.

These then roll over the top flange (10) of the chassis beams and then over the bridge supports (9 and 9A), which are attached to the steel plates of the special platform (14).

With the help of this electric / hydraulic rotating platform • the first self-supporting rotating deep-loading pit (2) rotates 40 degrees over the special platform.

The 16 clamping plates (12) have a V-shaped access. As soon as the self-supporting swivel low-loader well (2) drops, the 16 KING PINs slide into these clamping plates and automatically clamp at the lowest point.

In order to form a strong chassis, an additional plate (11) is provided in the chassis beams on the outside.

A support / reinforcement plate (13) is also arranged along the entire length in the arc-shaped deep-loading pit.

FIGURE 9 + 9 C

This is also a top view of the wagon (1) with the self-supporting rotating low-loader pit (6), which is now in the axle of the wagon.

Figure 8 shows that the self-supporting, rotating deep-loading pit (6) has turned out over the two platforms of the same height to the left and right of the railway, which are now indicated by dotted lines in Figure 9.

The numbering of the parts concerned, as well as their function, is entirely the same as in figure 8, and is described as follows: 1. This is an ordinary flat car.

2a + 2c. These are the 16 slotted holes, respectively the 16 KING PIN bolts, as described in Figures SA and 8B.

3. This is the slewing ring.

4. This is the front reinforcement beam between the two longitudinal beams / chassis beams of the wagon, on which also hangs the self-supporting rotating low-loader pit (6) at 3 points as described in figure S.

5. This is the electric / hydraulic rotating platform.

6. This is the self-supporting swivel low loader pit.

7. These are the 2 switch boxes to the left and right of the track.

8. These are the rails of the track.

9. These are the special buffers, calculated at speeds of 170 km. per hour.

10. These are the special turning count, also calculated at speeds of 170 km. per hour.

11. This is the rear support beam between the 2 longitudinal beams / chassis beams of the wagon, on which also hangs at 3 points the self-supporting rotating low-loader pit (6), as described in figure 8, 12. These are the 2 steel rollers at the rear left, 13. These are the 2 steel rollers at the rear right.

14. These are the 2 steel rollers on the right front.

15. These are the 2 steel rollers at the front left.

16. These are the special platforms to the left and right of the railway, manufactured from prefabricated platform sections (ie not dumped on site).

FIGURE 10

This is also a top view, but without the wagon (1), so only the self-supporting rotating low-loader pit (5) (dotted), the slewing ring (6) and the electric / hydraulic rotating platform (2).

The hydraulic lift bridge is numbered 14 in figure 1. This hydraulic lift bridge is mounted at the bottom of the electric / hydraulic rotating platform in this figure 10 and is not numbered, since it is invisible.

The control boxes to the left and right of the track are numbered 1 and the rails of the track are numbered 3.

There is no carriage (1) above this hydraulic lift bridge on which a ball race (6) is mounted. The electric / hydraulic rotating platform (2) is mounted on this by means of 48 bolts and nuts.

The train with the wagons (1) has already run from the platform (4) to the next terminal. At the bottom of the wagons now hang the self-supporting swivel low-loader pits, on which only the wheels and axles, as well as the front supports of the trailer, weigh 5 to 6 tons.

The entire weight of the loaded trailer (s) lies on the front and rear of the wagon (s) directly above the bogies, so that the entire weight of the trailer + load is distributed over the entire wagon and the self-supporting rotating low-loader pit, which, as already previously mentioned, only carries the wheelsets and the front supports of ± 5 to 6 tons.

Since this self-supporting swivel low-loader pit weighs no more than 2 tons and the so-called flat wagon weighs only 13 tons, it is the lightest wagon in the world for combined transport. In the opinion of the inventor (s), this wagon will therefore be built in large series.

FIGURE 11

This is a side view, or a cross-section of the wagon (IA) with a trailer (1), the lowest self-supporting swivel low-loader pit (16), the hydraulic lift bridge (15) and the electric / hydraulic swivel platform (12).

The 49-foot trailer / container (1) is completely sunk in the self-supporting swivel low-loader pit (16) and rests exclusively on 6 points of the wagon (IA).

As soon as this 49-foot trailer / container (1) sinks into the self-supporting swivel low-loader pit (16) by means of a vertically movable hydraulic lift bridge (15), the mechanism of the rear bumper (2) is pushed up and the springs in it are tensioned themselves, and relax as soon as the negative pressure is released. The rear bumper then returns to its prescribed position, being 50 cm. above the road surface.

At the front of this 49-foot trailer / container (1) there is a cooling installation (26), which is electrically connected per wagon from the locomotive to the network of the entire train.

As mentioned earlier, the 49-foot trailer / container (1) rests at 6 points on the wagon (IA), namely on the back of 3 hardwood beams (4, 6 and 8) and on the front on 2 hardwood beams (19 and 23), and clamps into the KING PIN coupling (21).

"The wagon (IA) has two bogies, numbered 5, 7, 20 and 22.

The rails (3) are interrupted and are built into the electric / hydraulic rotating platform (12), which is pushed vertically upwards by the hydraulic high pressure cylinders (10, 14 and 17) during unloading and loading of the trailer (s) ( 1).

The UIC prescribed space between the self-supporting swivel low-loader well (16) and the rails (3) is 250 mm. above the rail (see 12A).

The prefabricated platform sections (24) are specially manufactured for this purpose and are guaranteed for a service life of at least 100 years.

Switch boxes (25) are mounted on either side of the platform (24), which are initially operated by the drivers of the collection and delivery trailers (see figures 14 to 16), and later, if necessary, from the control tower .

As mentioned earlier, the 49-foot trailer / container (1) rests only on the front and rear of the wagon on 5 hardwood beams (4, 7, 8, 19 and 23) and is used by means of the KING PIN clamped. The axles with tires (9, 11 and 13) and the front supports (18) therefore only rest on the self-supporting rotating low-loader pit with (according to the inventors' calculations) approximately 5 to 6 tons of constant weight.

This is also an important part of the invention. Due to the light and thin floor of the self-supporting rotating low-loader pit, this wagon is suitable for all Alpine tunnels, as well as for the tunnels in Norway, England and Sweden.

FIGURE 12

This is a side view, or a cross-section of the wagon (IA) with a 49-foot trailer / container (1) and the lowest self-supporting swivel low-loader pit (16), as well as the hydraulic lift bridge (15) and the electric / hydraulic swivel plateau (12).

The 49-foot trailer / container (1) is here in its highest position on the self-supporting rotating low-loader pit and can now rotate ± 40 degrees over the platforms.

This lowest self-supporting swivel low-loader pit (16) is hydraulically pushed up from the lowest position from the chassis of the wagon (s) (IA) by the cylinders (10, 14 and 17). The cylinders in question are connected to the hydraulic lift bridge (15) with sturdy ball heads.

When the 49-foots trailer / container (l) is hydraulically pushed from its lowest position to its highest position by the hydraulic lift bridge (15) on the self-supporting rotating low-loader pit (16), the entire weight of the 49-foots trailer / container (1) + load (between 40 and 60 tons) on the lowest self-supporting rotating low-loader pit (16). This self-supporting rotatable deep-loading pit (16) lies on an extra reinforced electric / hydraulic rotating platform (12). This platform has sufficient overcapacity, so that no faults can ever occur.

When the 49-foots trailer (s) / container (s) (1) is (are) in its highest position, the rear bumper (2) is at the correct height and position by means of the built-in spring construction. brought, being 50 cm. above the road surface.

Once the highest position of the 49-foots trailer / container (1) has been reached and it is ready to drive, you can clearly see the hardwood beams (4, 6, 8, 19 and 23) on the wagon (IA). perceive. These are screwed onto the chassis of the wagon (IA). The dish (21) is now visible, on which the 49-trailer / container (1) also rests in its lowest position and is clamped.

This new combined transport system is fully designed for speed. A train with 20, 25 or 30 wagons must not unload and load at a terminal along the main railways for more than 10 minutes and must leave again within the above 10 minutes and interfere with passenger transport. The latest electric locomotives are coupled for all Walda Ro-Ro trains, which within a few kilometers have a speed of more than 150 km. per hour.

No further text and explanation is necessary for this figure 12, since the same numbering has already been mentioned in figure 11.

These numbers from 1 to 26 are as follows: 1. This is the 49-foot trailer / container.

IA. This is the wagon.

2. This is the retractable and retractable bumper.

These are the rails.

4. This is a hardwood joist.

5. This is a bogie axle and wheel.

6. This is a hardwood joist.

7. This is a bogie axle and wheel.

8. This is a hardwood joist.

9. This is a trailer axle and wheel.

10. This is a hydraulic cylinder.

11. This is an axle and a wheel of the trailer.

12. This is an electric / hydraulic rotating platform.

12A. This is the important 250 mm free UIC space.

13. This is an axle and a wheel of the trailer.

12. This is a hydraulic cylinder.

15. This is the hydraulic lifting boom, which moves vertically up and down.

16. This is the self-supporting rotating low-loader pit.

17. This is a hydraulic cylinder.

• 18. These are the front supports of the trailer.

19. This is a hardwood joist.

20. This is an axle and wheel of the bogie.

21. This is the KING PIN dish.

22. This is an axle and a wheel of the bogie.

23. This is a hardwood joist.

24. These are the prefab platform sections.

25. This is the control box.

26. This is the cooling installation of the 49-foot trailer / container with electrical connection.

These parts etc. are already mentioned in figure 11 and have the same function as in this figure 12.

FIGURE 13

This is a top view of a terminal / platform (1) with a complete wagon (2) and the rear part of a second wagon (2), as well as two hydraulic buffer pressure bridges (3 + 3A) and the rails (9).

Between the chassis beams (2A) of the wagon (2) is the lowest self-supporting swivel low-loader pit (4), which hangs in the frame at 16 points (8). There are two alternatives for this (see figures 7 to 12).

This self-supporting rotating low-loader well (4) can be moved vertically up and down by means of three hydraulic cylinders (see figure 13B). At its lowest point it hangs with an empty trailer 250 mm. above the rail and with a loaded trailer 210 mm. above the rail (9).

Both the construction of the wagon (2) and the lower boundary meet the UlC conditions.

Below the above self-supporting, rotatable low-loader pit (4), a hydraulic lifting bridge (5) is indicated by dotted lines, on which a ball ring (6) rests. An electric / hydraulic rotatable platform (7) is mounted on this ball crown (6), which is also shown in this figure 13.

Then there are two hydraulic buffer bridges (3 + 3A) on each terinal terminal / platform and for each wagon. one or two switch boxes (10).

In order to save costs during the first run-up period of this new system, for the first 9 terminals of 20 wagons (2), only 10 hydraulic lifts (5) with 10 electric / hydraulic rotatable platforms (6) will first be built.

That is a total of 90 pieces x NLG 60,000 = NLG 5,400,000.

For 20 hydraulic lifts (5) with an electric / hydraulic rotating platform (6), this will be double, namely NLG 10,800,000. However, this is much cheaper than 10 portal cranes for vertical transport by rail, which costs ± NLG 4,000,000 per crane, which means 10 x NLG 4,000,000 = NLG 40,000,000. Ergo, NLG 40,000,000 minus NLG 10,800,000 = NLG 29,200,000 advantage on a route with this system.

FIGURE 13A

This figure is largely the same as figure 13.

The terminal / platform (1) with the complete wagon, of which only the rear part can be seen in this figure, is the same in the text and explanation as Figure 13, except that in this figure the 2 hydraulic buffer pressure bridges (3 / 3A).

These 2 hydraulic buffer pressure bridges have the same function, namely the buffer pressure bridges (3 / 3A) are in vertical position as soon as the train enters the terminal / platform (1).

The train then runs 5 to 10 meters past the first hydraulic buffer pressure bridge (3) and stops. This first buffer pressure bridge (3) is then slowly brought hydraulically from its vertical position into its horizontal position and clamps tightly into a rectangular bowl (11) opposite the platform / terminal (1).

Two official buffers with strong springs, which can withstand 500 tons of pressure, are mounted on this buffer pressure bridge.

It is generally known to shunters of the railways that the couplings must not be over tightened and that the space in the suspension of the buffers must remain with regard to bends and switches.

This in view of the bends in tunnels and railways, as well as the switches at intersections and station yards.

When a complete train is in the platform, it can be assumed that the electric / hydraulic rotating platform (6) is not completely straight under the self-supporting rotating low-loading pit (4) and the springs of the buffers of the wagons (2) will be compressed. (see figure 13).

As described in the fourth paragraph above, the entire train has run 5 to 10 meters past the first hydraulic buffer pressure bridge. It is then explained in this paragraph that the hydraulic buffer pressure bridge is in the horizontal position and is clamped between the two platforms to the left and right of the track.

As soon as this buffer pressure bridge is clamped, the signal light turns green. This is a sign for the locomotive operator that he can drive the entire train slowly against the hydraulic buffer pressure bridge (3 + 3A), which must be done very accurately.

The operator looks in his mirror and when the red light at the hydraulic buffer pressure bridge (3 + 3A) lights up, there is approximately 400 tons of pressure on the above bridge.

All wagons have come to a stop exactly above the electrically / hydraulically rotatable platforms with a play of a few centimeters.

Then, depending on the quantity, these wagons are switched on for the even numbers, for example 20 (as shown in figure 13), as well as 18, 16, 14, 12, 10, 8, 6, 4 and 2, through the switch boxes (10).

When these even-numbered wagons are unloaded, the train spring again travels 5 to 10 meters past the second hydraulic buffer pressure bridge (3A).

This buffer pressure bridge is then, just like the first, hydraulically clamped between the two platforms.

As soon as this buffer pressure bridge (3A) is also fixed, the signal light switches back to green and the operator drives the entire train back against the buffer pressure bar and presses all the stops; from the buffers, until the red signal light comes on.

The train is then under a pressure of ± 400 tons.

The entire train is then in its correct place again: unloading and loading of trailers can start. The self-supporting swivel low-loader well (4) is pushed hydraulically from its lowest point '(210 BS) to the highest edge of the chassis beams of d-wagon (2A) by the three hydraulic cylinders (10, 14 and 17), which are between reinforcement bars (5) are clamped (see figures 11, 13B and 13C).

All self-supporting pivoting low-loader pits (4) are now 40 degrees off the axis of the wagons (2) on the terminal, the platform. The trailers can be coupled by the trucks and drive away from the self-supporting rotating low-loader pit (4). The newly loaded trailers then run in the same minute on the self-supporting swivel low-loader (4), which rotate back into the axle of the wagon, lower to the lowest point of the wagon (IA) and clamp themselves tight (see figure 11).

The loading and unloading of the trailers is shown in Di 14, 15, 16, 17 and 18.

The further numbering of this figure 13A is entirely the same as figure 13.

FIGURE 13B

This figure 13B is a cross section of the platform (1) which is built from prefabricated platform parts.

2 buffer pressure bridges (3 and 3A) are mounted / built on this platform. The buffer pressure bridges (3 and 3A) are always in vertical position, except when a k'alda Ro-Ro train has entered the platform.

This train stops approximately 25 meters past the first buffer pressure bridge (5), which then automatically enters the horizontal position hydraulically and clamps in a rectangular bowl (11) built into the platform for this purpose.

Then, on both sides of the track, left and right on the platform (1) 2 green lights turn on.

FIGURE 13C

Once these green lights are on, the locomotive driver presses the train back against the first buffer pressure bridge (3) and pushes it against this bridge with approximately 400 tons of pressure, minimizing the space in and between the buffers limited and each wagon (2) of the entire train is positioned correctly above the hydraulic lift bridge (s) (12A), on which the electric / hydraulic rotating platform is mounted.

This brings the lifts to the right place in the middle of the wagons.

The hydraulic lifts, which, as mentioned above, are in the correct position under the wagons (2), are now automatically switched on via the former integrated switch and lift the electric / hydraulic rotating platforms * under the wagons (2), which are unloaded and must be loaded.

The electric / hydraulic rotating platform * s (12) press the lowest and lightest self-supporting rotating deep-loading pit (16) in the world, which hangs from 16 KING PIN bolts (IA) in the chassis of the wagon (s) (2) ( see Figures 1A, 2C, 11 and 12), up to a few millimeters above the chasis bars (10) of the wagon (s) (2); see figure 8B.

The first electric / hydraulic rotating platform (12) rotates the lowest and lightest self-supporting deep-loading pit (16) over the two equally high platforms (1) to the left and right of the track 40 degrees from the axis of the wagon (s) (2).

As soon as they are fixed on the platforms (1) to the left and right of the track (15), the loaded trailers (lóa, 16b, 16c and 16d) drive off this rotatable low-loader pit on the left and the newly loaded trailers (17a, 17b) , 17c and 17 d), which are placed on the right, are put on again (see figures 14, 15, 16, 17 and 18).

The inventor will describe this in detail in Figures 1A, 15, 16, 17 and 18 below.

FIGURE IA

Figure 1A shows a terminal (10) at 09.50 with sections 1, 2, 3, A and 5 to the left of a track (15) and the prefab platform sections (1a, 2a, 3a and Aa) on the left of the track (15).

The same sections (1, 2, 3, A and 5) and the prefab platform sections (1b, 2b, 3b and Ab) can also be seen on this terminal on the right-hand side of the track (Ί5).

In the first-mentioned boxes on the platform (10) to the left of the track (15), four loose trucks (6, 7, 8 and 9) are arranged in compartments 1, 2, 3 and A. The relevant four loose trucks, which are these boxes are waiting for the train (15) (see figure 15), which must enter the terminal / platform (10) at 10:00.

On the right side of the terminal / platform (10) there are also four trucks (11, 12, 13 and 14) with four loaded trailers (17a, 17b, 17c and 17d) waiting for the train (15) (see figure 15), who must enter the terminal / platform at 10:00.

FIGURE 15

At exactly 10:00 the Valda Ro-Ro train (15) enters the terminal / platform (10) and stops at the correct indicated location; i.e., ± 20 to 25 meters past the first hydraulic buffer pressure bridge (3); see figures 13 and 13A.

As soon as the train (15) is stationary, the hydraulic buffer pressure bridge (3) automatically goes out of its vertical position into its horizontal position and automatically clamps to the left in the platform (10), which is written in figures 13, 13A, 13B and 13C.

As soon as the hydraulic buffer pressure bridge (3) is clamped on the left side of the platform in a specially manufactured holder, the driver reverses the train (15) ± 25 meters and pushes the entire train (15) under a pressure of ± 400 tons the buffer pressure bridge (3) (see figure 13) and the buffers of the entire train (15) are pushed in, as a result of which each wagon (18) (see figure 16) ends up exactly in the right place above the hydraulic lift bridge, as described in Figures 13, 13A, 13B and 13C.

The numbers of the trucks and trailers, as well as of the platform, the wagons, the railway, the terminals and the sections are the same for figures 16, 17 and 18 as above figures 14 and 15.

FIGURE 16

When all the wagons (18) of the entire train (15) are in the right place, the drivers of the collection trailers (16a, 16b, 16c and 16d) or the employees at the terminal (10) press the buttons '' REMOVAL "of the switch boxes (25) which are located at the front of each wagon on the terminals / platforms (other figures).

Then, via an integrated switch, the following actions take place: 1. The three hydraulic cylinders (10, 14 and 17) (see figures 11 and 12 of the hydraulic lift bridge) push the lift bridge, on which a slewing ring is mounted (see the figures 1, IA, 5, 6, 7, 8, 9, 10, 11, 12, and 13) vertically upward.

.2. The former slewing ring is mounted under an electric / hydraulic rotatable platform (see Figures 1, IA, 1B, 2, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13). In this. electric / hydraulic rotatable platform, the rails are recessed (see figures 1, IA, 4, 5, 6, SA, 8B, 13 and 13C) and connect to the track as soon as the above plateau is at its lowest point again. the platform. The length of these countersunk rails is approximately 8 meters.

When the former plateaus are again at the lowest point in the platform, there is at most one or two millimeter clearance between these rails on the plateau and the rails of the track.

3. When the three hydraulic cylinders (10, IA and 17 in figure 11 and 12) push the hydraulic lift with the mounted electric / hydraulic rotatable platform up against the self-supporting rotatable low loader pit, which hangs in the wagon, it is within three minutes at its highest position / point; i.e. it is ± two to three millimeters above the chassis beams (10) of the wagon (s); see figure 8A.

Due to the stop block (8A) with the switch (8), mentioned in figure 6, the lifting platform always stops in the right place, so that the electric / hydraulic rotating platform always comes at the same level as the height of the platforms / terminals and this platform can rotate without problems over the steel plates (19a) of the platform (19) (see figure 6).

As soon as the switch (8) of figure 6 is switched off, the self-supporting swivel low-loader pit (22) (see figure 6) immediately turns 40 degrees over the two platforms of equal height to the left and right of the track (15), after which the above-mentioned trailers (16a , 16b, 16c and I6d) can drive off the self-supporting swivel low-loader pit (22) (see figure 6) and the newly loaded trailers (17a, 17b, 17c and 17d) with the trucks (11, 12, 13 and 14), be able to ride the train (15) again as described above.

It takes 10 minutes to drive on and off the trailers.

FIGURE 17

Figure 17 shows that all drivers on the left side of the track (15) on the terminal / platform are busy loading their single trucks (6, 7, 8 and 9) to the arrival trailers (16a, 16b, 16c and 16d ) and drive off the rotating low-loader pit (22) to unload these trailers (16a, 16b, 16c, and 16d) at the receivers.

Then the drivers of the trucks (11, 12, 13 and IA) are busy driving and uncoupling the delivery trailers (17a, 17b, 17c and 17d) on the rotating low loader pit (22).

This spring then automatically rotates in the axle of the wagon and the train (15) can leave again to another intermediate platform / terminal or to the terminus.

FIGURE 18

Figure 18 shows that the trailers of the entire train (15) have been unloaded and loaded and that the newly loaded trailers have been driven back on and are back on it.

The train then departs to another / next terminal / station for unloading and loading and finally arrives in Budapest at the terminus within 20 hours from Rotterdam.

The train (15) then unloaded and loaded at 15 intermediate terminals / stations.

One train per week does 3 trips Rotterdam - Budapest v.v., which is a total of 6 x 1,500 km. = 9,000 km.

Due to this frequency, the Valda Ro-Ro wagons run ± 9,000 km in one week, while the current Taschen wagons run at most 2,000 km. drive in one week; so that is a difference of 7,000 km.

Because of this frequency and flexibility (being able to unload and load every ± 100 km), transport by rail becomes cheap and interesting for the transport operators.

There is already great interest in these first 2 routes from Rotterdam to Budapest.

We will then start with 6 trains via 3 routes to Italy. There is great interest in this, because these Aragons are the lowest wagons and can drive through all Alpine tunnels with 4-meter high air-suspended trailers.

The inventor, together with railway experts, calculated that three trains leave Rotterdam in the evening at 7 p.m. to arrive in Budapest via Nuremberg, Passau and Vienna the next day at 3 p.m.

The same applies to a second route: Rotterdam -Mannheim - Munich - Salzburg - Vienna - Budapest: departure Rotterdam at 7 pm, arrival in Budapest at 3 pm.

Trains stop every 100 km on both routes. and unload and load their trailers at the terminals along the main railway at 15 terminals per route.

The trains run Rotterdam - Budapest 3 times a week and unload and load at 15 places.

It is the intention that - as soon as it appears that there is great interest in the Rotterdam-Budapest route (as described above) - we expand our lines to Italy, Germany, Poland and Russia, as well as Belgium, France, Spain, Portugal. , the Scandinavian countries and the former bloc states.

As a result of this invention, road freight transport will be a thing of the past in 15 to 20 years, or will be reduced by 80%.

The inventor then calculated that unloading and loading a trailer from the Walda Ro-Ro trains only takes 10 minutes.

One gantry crane takes 16 minutes for one wagon to unload and load a trailer / swap body and / or container. For 20 wagons, this is 20 x 16 = 320 minutes plus a break and driving in and out = 360 minutes: 60 = 6 hours. It then takes 2 hours to connect and disconnect from and to the international locomotives. Ergo, the total comes to 8 o'clock.

The Walda Ro-Ro trains are already unloading and loading in Munich or elsewhere (900 km further).

For example, the Walda Ro-Ro trains run 3 times a week vv from Rotterdam to Budapest; being 3 x 3,000 km. = 9,000 km.

The current Huckepack trains (including loading and unloading, as well as coupling and uncoupling) take approximately 8 to 9 days over a distance of 3,000 km. This takes far too long and is therefore too expensive and not interesting for the carriers, as well as for the owner of Trailstar Combiverkehr and other Huckepack systems. These are and remain marginal companies, which are not attractive to the transport companies and therefore maintain their road transport. These Huckepack systems are not worthwhile for the railways either.

The inventor has found a solution for this by implementing this new transport system throughout Europe.

It is not only cheaper, but also flexible, direct and suitable for all transport. The trains leave in the evening and arrive all over Europe the following morning or day, respectively.

The former slogan of the railways in 1936 was:

FAST, SAFE AND AFFORDABLE

They were unable to live up to this statement in 1938-1940. If they now cooperate on a European level with the k'alda Ro-Ro systems, they can follow this slogan again.

From now on, the railways, by mutual agreement, can dampen the transport over veg within 20/25 years up to 90/95%, as a result of which the following advantages arise:

Advantages for the Transport companies

Due to this new international veg / rail roll-on / roll-off trailer transport system, the following problems and costs for the carriers are completely eliminated, namely: a) No more long waiting times at the borders. The Walca Ro-Ro trains have no limits.

b) No delays in traffic jams. The Walda Ro-Ro trains have no traffic jams.

c) No delays due to fog, snow and ice. The Walda Ro-Ro trains have little trouble with snow, ice and fog.

d) No delays due to the driving times decision. The Walda Ro-Ro trains have no driving times decision.

e) No weekend driving ban. The Walda Ro-Ro trains have no weekend driving ban.

f) No Sunday driving ban. The Walda Ro-Ro trains have no Sunday driving ban.

g) No violations of the C.A.O.'s or the shutdown of companies, The Walda Ro-Ro trains have no problems with the C.A.O.'s.

h) No loading problems. If there are no reloads, the Walda Ro-Ro trains take back the empty trailers for free, or for a small fee.

i) No additional accommodation costs with regard to drivers on weekends due to strikes or slow actions or foreign holidays, etc. The Walda Ro-Ro trains only take the trailers and no drivers and drive across borders without delay; also on Sundays and public holidays.

j) No tolls for the motorways. The Walda Ro-Ro trains run on rails, which are jointly owned.

k) No diesel Steuer (extra tax) at the borders. The Walde Ro-Ro trains have nothing to do with all these costs.

l) No more additional C.M.R.insurance. Freight transport is insured with the Railways. The Walda Ro-Ro trains are all fully insured.

m) No more extra "all risk" insurance. The trailers, which are transported by the Walda Ro-Ro trains, are also insured by the Railways and the transport group.

n) Little or no wear on the trailers. In the future, they will only drive approximately 1,000 km. per month; i.e. to and from the Walda Ro-Ro trains.

o) No overtired drivers at the wheel, who make traffic unsafe and therefore sometimes drive off the motorway. The transport operators must provide international transport to the Walda Ro-Ro trains; i.e. the unprofitable part of their transport.

p) No more speeding tickets or speeding offenses. The Walda Ro-Ro trains are allowed from 120 to 160 km. per hour and are therefore even faster than road transport. It takes only 10 minutes to drive on and off the trailers on the Ro-Ro trains.

q) No more fines for the driving times decision. The drivers of the Walda Ro-Ro trains are relieved every hour.

r) No more German and Austrian travel authorizations. These will all be canceled when the Walda Ro-Ro trains transport your trailers.

s) No more French, Spanish, Austrian and Swiss authorizations needed. These will also expire in due course, when the international transport companies allow their trailers to drive through Europe with the Walda Ro-Ro trains.

t) No more additional costs for the telex and telephone with regard to obtaining top-ups. The agents ensure this in every place where there is a Walda Ro-Ro terminal.

u) No more extra telephone costs with / by the drivers en route about problems. The drivers in question sit in front of mothers in the evening and their trailers roll silently with the Ro-Ro wagons.

v) No extra wear, or 80% less on the trucks. These drive at most only 3,000 to Λ,000 km. per month. The unprofitable part (motorway kilometers) is taken over by the Walda Ro-Ro wagons.

w) No more bad debts with regard to the refund. The re-loading is paid directly by the transport group on arrival of your trailer.

x) No more accidents with the expensive trucks with trailers, which usually have a fatal outcome. 81% of road accidents on fatal motorways are caused by trucks. The burning out of passenger cars and buses is also usually caused by the fast driving of the truck drivers, with all its consequences.

y) No more damage items. since ice, snow and traffic jams cost the carriers billions of guilders per year.

z) CONCERNS. If the transport operators explore together with the Walda Ro-Ro road / rail transport system, the above-mentioned problems will be a thing of the past. They must have the unprofitable part transported by the Walda Ro-Ro trains. They may have less turnover, but no more CONCERNS. Moreover, they make more profit.

The above points from a) to z) are only the pre-paid parts that the carriers receive, if our new transport system is set up on a large scale and is developed in a European context.

To these 26 points of benefits mentioned, a large number of points have to be added, which benefit the community.

If one only calculates the contribution of air freight to road pollution, one pauses; namely, the air pollution of the "large mopeds" is, according to experts, 25 to 30%.

If one assumes that there are 610,000 cars every day with exhausts of 10 to 12 cm. driving across Europe, that is a total of 610,000 x 12 cm. = one pipe with a diameter of 97 meters.

This lubrication pipe blows 1,000,200,000 m ² of toxic gases into the atmosphere / airspace every day.

The Walda Ro-Ro transport system is a solution to stop these gases from the international trucks.

The local trucks are all equipped with a filter installation, about which - as soon as the patents have been applied for - publications will be published, respectively.

NEW WAGON FOR ALL ALPINE ROUTES FOR 4 METERS HIGH TRAILERS

THE LOWEST SELF-CONTAINABLE ROTATING DRAWER PITCH

This self-supporting swiveling low-load platform hangs between the two chassis beams of a flat wagon at 210 mm. height above the rail; this is the lowest height according to UIC regulations.

This low-loading pit serves only to support the axles with wheels and tires, as well as the front supports of the trailers.

With the newly invented systems, namely the Coda-E system, the Trailer-Zug system, the Road-Rail-Train system and the LASA system, there is currently a major problem: for combined road / rail transport, the tires and wheels loose under the trailers on tension chains and hooks.

It is generally known that tension chains, tension steel cables and axle clamps are now being used, which is a remedy and presents railway technical problems.

It is even unsafe, which has already been proven in America. There the tension chains are broken, since the falls on an elevated level crossing hit this level crossing, as a result of which the axles, tires and falls under the trailer were snatched and the train derailed. People are silent about this.

Experts and transport companies are also questioning the double air bellows system of the Coda-E system. In addition, this is too expensive and causes many problems on the road, e.g. at sharp bends, such as entry and exit roads from the main highways.

The self-supporting rotating low-loader well offers many advantages; the wagon weighs only 15 tons, is not vulnerable and the mechanism is in the platform instead of the wagon.

As a result, this system will bring millions of benefits in a few years.

In order to provide a clear picture of the claims below, the inventor considers it important to split the three components constituting this invention into three parts below in order to explain its operation.

1. THE LOWEST SELF-CONTAINABLE ROTATING DRAWER PITCH

This invention is the first invention of the lightest wagon with the lowest low-loading pit for trailers of 4 meters high, which can now drive through all Alpine tunnels without any problems.

This low loader pit (16) (see figures 11 and 12) hangs between the chassis beams of the wagon (IA) (see figures 8A and 8B). The bottom of this deep-loading pit (16) lies with a loaded trailer 210 mm. above the rail and with an empty trailer 250 mm. above the rail (according to regulations of the UIC law in Paris).

In inventors 11 and 12, the inventor shows that this lowest self-supporting rotary low-loader (16) has three positions. The first is the lowest position, 210 mm. BS loaded and 250 mm. BS empty. The second is the highest position, namely 1,150 mm. BS for unscrewing the deep-loading pit (16) (see figure 6). In the third position, the deep-loading pit (16) turns 40 degrees over the two equally high platforms (19) to the left and right of the track (17) (see figures 11 and 12).

- These fully automatic operations are all controlled from a control tower at the terminal in due course.

2. THE HYDRAULIC LIFT

This hydraulic lift bridge (18A) has two positions. The first position is the lowest position (see figure 5). Here, the train or wagon (9) drives over the rails (17), which are built into the electric / hydraulic rotating platform (18).

The second position is the highest position (see figure 6). In the third position, the electric / hydraulic rotating platform (16C) has turned 40 degrees over the two platforms of the same height (19) and the trailers (2) and other vehicles can drive off the lowest self-supporting rotating low-loader pit (16) within a few minutes and the newly loaded trailers drive up again.

3. THE ELECTRICAL / HYDRAULIC ROTATING PLATE

A ball bearing (16B) is mounted on the above-mentioned hydraulic lift bridge (16A), whereby the electric / hydraulic rotating platform (16C) can be rotated (see figure 6). This is driven by the electric motor (12) with the gear (12A) via the buckler (12B).

When the hydraulic lift (16A) is raised to the highest position by the three cylinders (10, 14 and 17) (see figure 12), the lowest self-supporting swivel low-loader pit (16) can rotate 40 degrees over the two platforms of the same height (19 ) to the left and right of the track (17) (see figure 5) and the loaded trailers can drive off to the left of the wagon (IA) (see figure 11) and the newly loaded trailers to the right of the track can be driven back on. This takes place within 8 minutes for an entire train of 20, 25 or 30 wagons, which has never been shown in the entire transport world.

BEFORE THE CONCLUSIONS ARE TAKEN, A FIRST STATEMENT ABOUT THE BENEFITS OF THIS SYSTEM.

This world's first fully automated wagon with the lowest self-supporting swivel low-loader pit for combined road / rail trailer transport and other vehicles is the lightest, fastest, simplest, most flexible, cheapest and most commercial wagon available for combi-traffic, operable by a man from a control tower at the terminals.

Claims (19)

1. The world's lowest self-supporting swiveling low-loading pit (IA), characterized in that this self-supporting swiveling low-loading pit (IA) is suspended from 16 trailer KING PIN wooden (1) between the two chassis beams (10) of the wagon (4) (see Figures 7, 8B, 11 and 12). The 2nd wagon (4) is specially built for combined road / rail freight and has no equal in the world (see Figures 7, 11 and 12). 2. For this lowest self-supporting pivoting low-loader pit (IA), characterized in that it can also be moved vertically up and down, an open space of 8 meters long and 2.60 meters wide has been created in the middle of the wagon between the chassis beams. the lowest self-supporting swivel low-loader well fits here and drops from the top to its lowest point: ie 210 mm. BS with a loaded trailer and 250 mm. BS with an empty trailer (see figures 11 and 12). The lowest self-supporting rotatable low-loading pit (IA) according to claim 2, characterized in that this self-supporting rotatable low-loading pit (IA) is ± 85 cm from above. sinks vertically and automatically locks in at its lowest point at the prescribed UlC height above the rail, which is unique in the world and does not yet exist. The 16 trailer KING PIN bolts, as mentioned in claim 1, slide from top to bottom in a V-shaped steel plate (2B) (see figure IA) and automatically clamp at the lowest point. These 16 trailer KING PIN bolts (1) (see figure SB) are divided as follows: 2 x 5 on the sides of the low loader pit and 2 x 3 on the ends of the three steel beams (10 t 10A) (see figures 8A and 8B), which are welded to the floor of the low-loading pit (IA) along its entire length and as a result of which the low-loading pit becomes rigid. The lowest self-supporting rotatable low-loading pit according to claims 1, 2 and 3, characterized in that this self-supporting rotatable low-loading pit (IA) is constructed as strong and as light as possible, in order to provide the wagon frame with the same strength and strength in the first place to be used as those of the already existing wagons with cross beams in the middle, so that the same buffer pressure of 200 tons remains or can be guaranteed, according to UIC regulations. All the more since the crossbars of the wagon are omitted in the middle and the low-loading pit (IA) has been replaced. 3 H-beams of 150 x 150 x 8 mm are welded in the middle on the floor of this deep-loading pit, which are located on the head ends by means of Clamp 2x3 KING PIN bolts securely and hang in 2 x 3 V-shaped plates, which are attached to two box beams of 400 x 200 x 6 mm. welded. These box beams are welded into the frame between the two chassis beams, directly in front of the bogies. Then at the top of the low-loader well, also on both sides, are 2 box beams of 100 x 60 x 6 or 8 mm. welded, to which 2 x 5 KING FIN bolts are also screwed or welded. Due to these reinforcements in and on the rotating low-loader pit, the buffer pressure and the pulling force have remained the same as that of the existing wagons. · The construction on which this low-loader well is suspended has been accurately calculated, which is why the inventors choose this suspension of the low-loader well by the 16 KING PIN bolts. All the more for the reason that these have been tested by many engineering firms around the world and are "universal * 1. It is concluded that the breakpoint is above 250 tons. The lowest self-supporting rotary low-loader well (IA) according to claims 1, 2, 3 and 4, characterized in that a second alternative to the suspension is provided; this suspension of the deep-loading pit is cheaper, but 2,000 tons weaker than the first suspension. Moreover, it has not yet been tested. Figure 8A shows that 11 are the special shaped / pressed chassis beams and that 13 is a special shaped / pressed deep loading pit (2), where 2x5 slots are milled on both sides in the top edge (1), which are cut into 2 x 5 pointed steel plates (2a) (see figure 1) and (12) (see figure 8A) bags, which are welded on the inside of the chassis / frame, as soon as this deep-loading pit drops (see dotted line in figure 8A with the numbers 1, 2, 2a and 13). The low loader pit is also supported on the head ends on 3 steel H-beams (10) by the same construction, as described above. As soon as the low-loading pit drops to its lowest point, it is fixed in the frame of the wagon. The lowest self-supporting rotary low-loader well according to claims 1, 2, 3, 4 and 5, characterized in that this construction is not as strong as the construction with the 16 KING PIN bolts; these have a breaking point of ± 250 tons x 16 = 4,000 tons. The breaking point of the above construction is only ± 125 tons per bearing point; so 125 tons x 16 = 2,000 tons. Moreover, they are not automatically locked either. Since this construction has not yet been tested by T.N.O. or other agencies, the inventors adhere to the KING PIN trailer bolt system construction. Partly in view of the fact that the European Railways - simply issue a UIC / pedestrian permit on this first construction and not on the latter. The inspection takes about 3 to 6 months, so not interesting for this new system, 7. The lowest self-supporting swivel low loader pit. according to claims 3 and 4, characterized in that said self-supporting, rotatable deep-loading pit (22) is pushed from its lowest point hydraulically vertically up to its highest point by means of 3 cylinders (see figure 12, numbers 10, 14 and 17) and inside 2 to 3 minutes at the same height as the platform (19) is brought (see figure 6). The lowest self-supporting swivel low-loader well, (22) according to claims A, 5, 6 and 7, characterized in that when it is at the highest point it automatically rotates AO degrees across the platform / terminal on either side of the track by means of the integrated switch (8) (see figure 6). As soon as this low-loading pit is fixed to the platform / terminal, the trailers (16a, 16b, 16c and 16d) can be coupled by the trucks (6, 7, 8 and 9), which then drive off the rotatable low-loading pit (22) (see Figures 1A, 15, 16, 17 and 18). These figures clearly show how this Roll-on / Roll-off system works / functions. According to experts, this system will look forward to a great future, resulting in a cleaner world and wider motorways. The experts estimate that - provided that all Railways and Ministries in Europe and beyond give priority to this new system - within 10 to 20 years, 90% of the road transport of merchandise will go by rail with the Walda Ro-Ro system in Europe and out there. The speed of this system arises, because these trucks and trailers have air suspension and electric front supports, as well as electric coupling hooks for the KING PIN bolts, which can be operated by the drivers from the cabin by means of a number of buttons on the dashboard. 9. The lowest self-supporting swivel low-loader well (22), characterized as described above, as well as in the previous figures, has been conceived to enable the combined road / rail trailer transport through the Alpine tunnels with A-meter-high trailers. The already existing combined road / rail wagons cannot offer this benefit to the Austrian and Swiss Railways; these wagons are too high, namely the Taschen-vagon 333 mm. BS and the rolling Landstrasse AIO mm. BS. Subsequently, the Walda Ro-Ro transport system is more than 40 «cheaper and 70% faster than the current combined road / rail transport systems. It is flexible, direct and cheap. In addition, the trailers can run every 100 km. drive off the wagons and drive on again; we call this "getting in and out of trailers". Partly because of these advantages, the transport operators are interested in participating in this new transport system, which will provide great benefits for the environment and the congested motorways. 90. The transport operators state that the current combined transport system is a kind of "metro", which only has a "back door" and an "open roof" (for the Taschen wagons and swap bodies), which means that rapid entry and exit creates problems. Ergo, this system does not have the advantages of the passenger metro: there are enough doors in every wagon to get in and out, and this is exactly what the inventor thought of. 10 »The hydraulic lift bridge, characterized in that it is built underneath the wagons in the platform and on which rests an electric / hydranic rotating platform, which can turn» horizon »language 40 degrees for the rapid unloading and loading of trailers, railcars with trailers, as well as volume wagons and tank trailers, via equally high platforms to the left and right of the main railways (15); see figure 17. The hydraulic lift bridge (18A) is operated by means of a computer-controlled system from a control tower on the terminals / platforms (see figure 5), The hydraulic lift bridge (18A) according to claim 7, characterized in that it is in its lowest position in the platform / terminal (24) according to Figure 11 and rests on the 3 hydraulic cylinders (10, 14 and 17) (as described trembling); see also figure 5. On this hydraulic lift bridge (18A) a ball bearing slewing ring (3) is mounted in the middle (figure 8), on which an electric / hydraulic rotating platform (19) is mounted, in which the track rails (17) are mounted (see figure 5). A buckler gear (19) is mounted on both head ends, which is driven by the motor (11) with the gear (10), which engages in the buckle gear (19) (see figure 5). The hydraulic lift bridge (18A) (see figure 5), according to claims 10 and 11, characterized in that it is manufactured from 2 mating steel boxes of 5 mm, sheet steel, which are fitted by means of slide guides up and down vertically using three high-pressure cylinders (10, IA and 17) (see Figures 11 and 12). The high pressure oil pipes are insulated from the oil pump to the first mentioned cylinders. In the applied insulation there are pocket electric wires, which function in winter such as e.g. stop an electric blanket and the frost, so that the high-pressure pipes can never freeze. In the event of a malfunction, oil burners are automatically switched on in the steel boxes, so that malfunctions can never occur (see figures 5 and 6). As already mentioned above, a turntable (18) rests on this hydraulic lift bridge (18A), on which an electric / hydraulic rotatable platform (19) rests, or is screwed on by 48 bolts. This is one of the most important parts of the invention (see figure 5). The electric / hydraulic rotatable platform (12B) (see figure 6) according to claims 6 and 7, characterized in that it pushes against the bottom of the self-supporting rotatable deep-loading pit and lifts it vertically from its lowest position to its highest position ; i.e. several millimeters above the chassis beams of the wagon (10) (see Figures 6 and 8B). As soon as the self-supporting rotatable deep-loading pit (22) has been raised by the first-mentioned cylinders, it fully automatically rotates 40 degrees over the steel plate (19A), which is fixed in the platform with concrete piling bolts (see figure 6). 8 steel rollers are mounted under the first electric / hydraulic rotating platform (see figures 6, 7, 13 and 14). The trailers (2 and 3), the tires (4) and the front support (1), which are depicted in figure 6, are / will now be thaw the trucks (6, 7, 8 and 9) (see figures 14, 15, 16, 17 and 18) and driven off the lowest self-supporting swivel deep loading pit (22) (see figure 6), after which the newly loaded trucks (11, 12, 13 and 14) with the trailers (17a, 17b, 17c and 17d) can drive again (see figurer 14, 15, 16, 17 and 18). The electric / hydraulic rotatable platform (12B) according to claims 6, 7 and 8, characterized in that it arrives at the bottom of the self-supporting rotatable low-loading pit and brings it to the highest rotatable position hydraulically, so that the unloading and loading of the trailers vic equally high platforms is possible. Then, when the newly loaded trailers are disconnected from the self-supporting, rotating low-loader pit, they are turned back into the axle of the wagon (s) (10) within 1 minute. Subsequently, by releasing the pressure of the three first mentioned cylinders (12) (see figure 5), the self-supporting rotatable deep-loading pits (22) are lowered again and hang this spring at the correct UIC prescribed height in the frame / chassis of the wagon (10); t.w. 250 mm. BS with an empty trailer and 210 mm. BS with a loaded trailer. 15. The electric / hydraulic rotating platform (12B), characterized in that it is only put into operation so that the train (15) arrives at the platform (10) at 10:00. The single trucks (6, 7, 8 and 9) are waiting on the left for the platforms (IA, 2A, 3A and 4) to connect the trailers that will arrive by train (15) and from the self-supporting rotatable low-loader pits (22) (see claims 17 and 18). On the right side of the platform, the trucks (11, 12, 13 and IA) with their loaded trailers (17a, 17b, 17c and 17d) stand in front of the platforms (1B, 2B, 3B and AB)) until the train (15 ) arrives and the self-supporting pivoting low-loader pits (22) have been extended over the platforms, as described above. 16. The electric / hydraulic rotating platform (12B), characterized in that the train (15) has entered the platform (10) and the drivers have pressed the "TURN OUT" buttons on the panels (25). The three hydraulic cylinders (10, 14 and 17), according to figures 11 and 12, now immediately go into operation. The hydraulic lift bridges lift the electric / hydraulic rotatable platforms and press them against the lowest self-supporting rotatable low-loading pits, so that the 16 KING PIN bolts disconnect and the lowest self-supporting rotatable low-loading pit is approximately 3 a A mm. above the chassis (10) of the wagon (A) and automatically turns A0 degrees over the platforms to the left and right of the track (15A). 17. The electric / hydraulic rotating platform (12B), characterized in that the rotating low-loading pits (22) with the trailers loaded on them (16a, 16b, 16c and 16d) are fully automatic left and right of the track (15 A) on both sides. unscrew the platform, so that the trucks (6, 7, 8 and 9) meet the aforementioned trailers (16a, 16b, 16c and 16d). can pair. As soon as the 2nd trailers drive off the rotating low-loader wells (22), the waiting trucks (11, 12, 13 and 14) immediately drive back onto the rotatable low-loader wells with the loaded trailers (17a, 17b, 17c and 17 d) and uncouple them. drive their trucks to another customer to pick up new trailers for the terminal. The electric / hydraulic rotatable platform (12B) according to claim 17, characterized in that said trailers (16a, 16b, 16c and 16d + 17a, 17b, 17c and 17d) by the trucks (6, 7, 8 and 9 + 11, 12, 13 and 14) are coupled and uncoupled and driven from and onto the self-supporting rotating low-loader pits. This conclusion 18 clearly shows how this system works. The drivers are fully engaged in coupling and uncoupling the trailers and driving them off the rotating low-loader pit. Unloading and loading an entire train of 20, 25 or 30 wagons takes no more than 10 minutes and is millions of guilders cheaper than the current systems, where one gantry crane costs 4 million guilders. Our terminals with the hydraulic lifts mentioned above cost only 2 million guilders and are 70 to 80% faster, The electric / hydraulic rotatable platform (12B) according to claim 18, characterized in that the lowest self-supporting rotatable low-loading pit is rotated back into the axle of the wagon and the train (15) with loaded trailers already departs to a next platform / terminal. Depending on the load and the place of unloading, these can unload again in a very short time and load newly loaded trailers. Due to the many possibilities offered by the Walda Ro-Ro system, transport entrepreneurs, the European Railways, the European Transport Ministries, the European Environment Ministries and shippers are very interested in this new system. It is expected from the former bodies, with the transport companies and with the environmental groups, that this system will be applied to the E.G. in Brussels is given priority.