CA1315155C - Rail vehicle for transporting road semi-trailers - Google Patents
Rail vehicle for transporting road semi-trailersInfo
- Publication number
- CA1315155C CA1315155C CA000599343A CA599343A CA1315155C CA 1315155 C CA1315155 C CA 1315155C CA 000599343 A CA000599343 A CA 000599343A CA 599343 A CA599343 A CA 599343A CA 1315155 C CA1315155 C CA 1315155C
- Authority
- CA
- Canada
- Prior art keywords
- rail vehicle
- rail
- body portion
- load receiving
- vehicle according
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Rail Vehicle for Transporting Road Semi-Trailers Abstract A rail vehicle has a body with a hollow centre section that accommodates the suspension and landing legs of a road semi-trailer thus enabling the combined vehicles to be transported on a rail system with a restrictive loading gauge. The rail vehicle utilises a two axle suspension arranged around the road vehicle components to provide a rail vehicle of the shortest possible length. Part of the centre section of the rail vehicle can be swung outward on a sliding bearing thus enabling a road trailer to be loaded or unloaded from the side by means of a conventional road tractor unit and obviating the need for expensive terminal equipment.
the wagon frame joining the parts of the wagon carrying the rail suspension is prestressed to ensure that vertical bearing surfaces of the sliding bearing are maintained in contact thus improving the integrity of the wagon and ensuring operation.
the wagon frame joining the parts of the wagon carrying the rail suspension is prestressed to ensure that vertical bearing surfaces of the sliding bearing are maintained in contact thus improving the integrity of the wagon and ensuring operation.
Description
13~5155 ~ail Yehicle for Transporting Road Semi-Trailers Bac~cround of the invention This ~nvention relates to a rail vehicle for transpoxtlng road semi-trailers.
Rall vehicles for transporting road semi-trailers are will known and comprise a flat rail vehicle with provision for ~etaining the road vehicle by means of a dummy fifth wheel plate and wheel trough~. The road vehicle is loaded onto the rail vehicle by mean~ of lifting with a crane, or it is dr~ven onto the rail vehicle by means of ramp~ and a special road tractor unit. In some countries with a 6mall loading gauge the road vehicle wheel~ are also retracted into a pocket in the frame of the rail vehlcle.
Some countries, particularly Great ~ritain, have a vory restrictive loading gauge wh~ch make~
exlsting vehicles unusable. Also the terminal co~t~ for the existing systems are very expensiv~.
In an attempt to overcome the~e problem~ of terminal costs, rail wagons have been designed which enable a trailer to be loaded using the conventional tractor unit to drive th~ trailer on the and off of the wagon. The fi~st proposals gimply involved driving tractor trailer combinations along the length of a train and se~uentially stopping the combinations at the last avai~able space, This arrangement i5 disclosed ln GB
1,190,963 and EPO 019,098 and has the dl~advantage that loading and unloading times are long and the rail wagons have to ~e provided with ~em~vable buffing arrangement~.
As improved arrangemen.t involving the use o~
pivotably load bearing structures has al~o been proposed eg. in EP 023,372 and WO81/02142 but in these cases, the pivotable structure 19 centre pivoted and relatively high. An end pivoted arrangement has been disclosed in EP 181676 but again the com~ination of rail wag~n and trailer i~ relatively high, whi~h mean~ that it is dlfficult if not impos~ible to comply with the loading gangs of many countrie6 when using large trailers. Yet centre variation ls dlsclo~ed in GB 901,275.
In our earlier pa~ent applicatlon GB 2,179,311 a rail wagon is dis~losed u~ing 8wing-out sectlon located intermediate end frames each of whlch carrie~
conventional rai~ ~uspension and buffing. ~he swing-out section ls connected to the end frame~ ~o as to maintain the ~tructu~al ~ntegrity of the wagon ln all locations of opening and clo~ing of the swing-out section.
However, experience with this construction has ~hown that over t~me it can become difficult to ensure ~mooth functioning of the swing-out section and lockin~ of the s~ing-out section in the c~osed po~ition.
Brief descriPtion of the inventlon According to the pxe~ent invention there is provided a ra~l vehicle for transporting a load comprising a body having first and second end body portions ~oined to each other by a pre~tressed intermediste body ~ection portion, to ensure that vertlcal sliding bearing mean~ remain in contact at all time.
A preferred rail vehicle according to the lnvention comprise~ a body which enable~ a ~lightly modified road semi-trailer to sit within that body str~cture, 80 that the combined rall and road vehicl~
does not exceed even the British Rail loading gauge. The invention permits a trailer to be loaded or unloaded from the side by means of a conventional road tractor unit.
This obviates the need for expensive terminal equipment.
The other corner of said one end of the load receiving platform is preferably provided with a further sliding bearing for locating the other corner when the platform is in the open position. The sliding bearing between the other end of the load receiving platform and the second body portion is preferably arranged to support one corner of the other end of the load receiving platform when the platform is in the open position.
A preferred embodiment of the invention has a support member releaseably secured to the second body portion for supporting the other end of the load receiving platform when in its open position. The support member may comprise a ground engaging leg whose length can be altered to allow adjustment for uneven surfaces. The support member may be operated by a powered mechanism, such as a powered screw.
Another aspect of this invention is as follows: in a rail vehicle for transporting a load comprising a body having first and second end body portions each provided with a rail suspension unit and joined to each other by a longitudinal member, an intermediate body portion connected between the first and second end body portions and comprising a rectangular load receiving platform, one end of which is hinged at one corner to the first body portion and the other end of which contact the second body portion through a sliding bearing whereby to enable the load receiving platform to be laterally pivoted about the hinge to an open position and permit loading and unloading of the vehicle from the side, the improvement comprising the sliding bearing including vertical bearing means on the second body portion and the intermediate body portion, the longitudinal member being prestressed to maintain the vertical bearing means in contact.
; ~ ' : ~ '' l ;. .
~ t 1 31 51 !~
- 3a -Detailed description of embodiment A specific embodiment of the invention will now be described by way of example with reference to the accompanying drawing in which:
Figure 1 shows an elevation of the combination rail and road semi-trailer;
Figure 2 shows a plan view of the rail vehicle with the centre of the frame swung open for loading of a rail semi-trailer;
Figure 3 shows a diagram of the rail vehicle to illustrate the construction.
Referring to the drawing: the rail vehicle comprises a single rail transport unit complete with 1 3 1 C; 1 ~5 buffer, couplings and braking system, all of which enable the vehlcle to operate with existing rail traffic: either as an empty rail vehicle or as one transportinq a road semi-trailer ln all conditions of loading.
Flgure 1 illustrates a road seml-trailer, of maximum permitted road length and width, placed inside the rail vehlcle in such a way that the rail vehicle i8 of the 6horte6t possible rail length and o the ~imple two-axle type . The compact configuration of the rail vehicle results in rail ax1e centres which allow the use of an existing ~tandard type rail ~uspension: and since rail vehicle width and height are a function of axle centres, available load space is optlmlsed. The weight o~ the road suæpension offset~ the non-symmetrlcal position~ of the rail axle~. The road wheel~ are posltloned a~ low as po~sible within the rail ~tructure, which r~mains instde the rail loadlng gauge. The trailer sits on its own wheels, and addltiona~ clearance can be obtained at the top of the loading gauge by using alr ~u~pen~ion on the tra~ler, and the deflating the air bags.
~ he road tyres and a ~prung dummy fifth wheel plate provide a ~econdary ~uspension to the trailer and its load.
The rail vehicle structure comprises an end frame 1 or second end body portlon complete with rail ~uspension, ~uffers, coupling and dummy fifth wheel plate 5, another end frame 2 or fir~t body po~tion, simllar to 1 but constructed a~ ~ort as pos3ible to fit inside the trailer rear overhang. The rail ~uspens~on unit on the end frame is spaced from the ad~acent end of the rail vehicle by a distance different from the distance between the rail ~u~pen~ion unit on the end fra~e ~ and the end of the vehicle ad~acent the sècond 131~? ~
suspension unit. A side frame 3 connects the end frames 1 and 2 together. A swing-out section 4 comprising a side frame integral with a low floor completes the basic structure. The plane of the floor is lower than the plane containing the axles of the rail su~penslon units.
The sw~ng-out structurs 4 pivots about a hinge 6 and is locked into place to form a complete rail vehicle 6tructure by fa~tenings 7, 8 and 9. The swing-out structure 4 is held stable whilst open by a ~liding ~oint 10, by a support buttress 11 which slides against the end frame 1, and by a slot 12 in the end frame 1 along wlth a support member including an arm 13, which pivots from the rail vehicle. Vehicle loading is aided by wheel troughs in the floor 6ection of 4 and by ramps 14, which are stored on the floor section when not in use. A powered screw located in support arm 13 enables the swlng-out structure to be operated.
The support arm 13 may be provi~ed with a leg member having a foot for engaging the ground. The length of the leg member may be ad~ustable for uneven surfaces, An important feature of the construction of the rail wagon is shown in Figure 3 which is a diagrammatic plan view of the wagon. It has been found to be useful in practice to pre-stress the longitudinal side frame 3 so that, as shown, the end frame~ are at a slight angle to the longitudinal axis of the wagon when the swing-out structure 4 i~ pivoted to the opon position. The pre-stressing ensures that the vertical ~urface 20 of the buttress 11 i6 an engagement with corresponding vertlcal bearing ~urface 21 on the arcuate track on the end frame 1 throughout the movement of the swing-out structure. This has been found to prevent sticking or fouling of the swin~-out structure 4 when loaded with a trailer and the arrangement is such that 1 3 1 5 ~ 5~
when the swing-out section is pivoted to a closed posltion, the end frames are forced into alignment by the swing-out structure 4. The arrangement also ensures that when in the closed position the swing-out structure 4 can be locked in position and the complete wagon be rigid. Were the prestressing not used, it is conceivable that over a period of time is would become difficult, if not imposæible to lock the structure 4 into the closed position.
Loadiny o~ a road ~emi-~railer is carried ~ut as follows.
Th~ support arm 13 i~ ~ivoted out from the rail frame, lowered, and its foot then placed on the ground. Tho fa~teners 7, 8 and 9 are released and the swlng-out structure 4 iB opened with the use of the powered screw mechanism located in 13. ~he ramps 14 are pulled down from their ~torage place on the floor sectlon and are then placed in positlon. The condition o~ the rail vehicle i8 now as illustrated ln Figure 2.
The trailer under run protection, if fitted, i8 swung up and the trailer is reversed into the swing-out structure 4 by mean~ of a standard road tractor unit. The trailer wheels settle into wells 14 in the wheel troughs when finally located. The trailer landing legs 16 are lowered into pocket~, not ~hown, on the floor and then the tractor unit is withdrawn in the normal way. The trailer ~s now acaurately aligned in the swing-out section 4 by means ~f the wheel troughs, whee~ wel~s and the landing leg pocket~. The swing-out structure with the tr~iler is transferred to the closed position by means of the power screw mechanism located in 13, and i8 then secured to the rest of the rail ~tructure by the fastener~ 7, 8 and 9. The trailer is lowersd by re~e~sing the air in the air ~uspen~ion and in the landing legs. This re~ult~ in the trailer king pin being locked into the dummy sprung fifth wheel plats 5.
To remove the road trailer from the ~ail vehicle the procedure de~cribed above ~hould be reversed.
The example illustrates a rail vehicle with side loading and unloading eapability~ The vehicle could then be u~ed with crane loading or unloadln~
facilitie~.
The example illustrates a rail vehicle traneporting a road semi-trailer wlth a ~an body~ Other types of road vehicle semi-trallers or even other ve~icle~ can a 180 be tran3portea.
The ~xample illustrates a rail vehicle transporting a road semi-trailer with two axles- A road vehicle wlth one or three axles or even a draw bar trailer can also be transportea.
The invention relate~ to a rail veh~cle for transporting road semi-trailers but the rail vehicle can also be adapted to carry container. Suoh a~ 40ft containers.
The end frame 1 and 2 may be provided with rail buffing and draw gear of ~uitable height to conform wlth existing rolllng ~tock.
Rall vehicles for transporting road semi-trailers are will known and comprise a flat rail vehicle with provision for ~etaining the road vehicle by means of a dummy fifth wheel plate and wheel trough~. The road vehicle is loaded onto the rail vehicle by mean~ of lifting with a crane, or it is dr~ven onto the rail vehicle by means of ramp~ and a special road tractor unit. In some countries with a 6mall loading gauge the road vehicle wheel~ are also retracted into a pocket in the frame of the rail vehlcle.
Some countries, particularly Great ~ritain, have a vory restrictive loading gauge wh~ch make~
exlsting vehicles unusable. Also the terminal co~t~ for the existing systems are very expensiv~.
In an attempt to overcome the~e problem~ of terminal costs, rail wagons have been designed which enable a trailer to be loaded using the conventional tractor unit to drive th~ trailer on the and off of the wagon. The fi~st proposals gimply involved driving tractor trailer combinations along the length of a train and se~uentially stopping the combinations at the last avai~able space, This arrangement i5 disclosed ln GB
1,190,963 and EPO 019,098 and has the dl~advantage that loading and unloading times are long and the rail wagons have to ~e provided with ~em~vable buffing arrangement~.
As improved arrangemen.t involving the use o~
pivotably load bearing structures has al~o been proposed eg. in EP 023,372 and WO81/02142 but in these cases, the pivotable structure 19 centre pivoted and relatively high. An end pivoted arrangement has been disclosed in EP 181676 but again the com~ination of rail wag~n and trailer i~ relatively high, whi~h mean~ that it is dlfficult if not impos~ible to comply with the loading gangs of many countrie6 when using large trailers. Yet centre variation ls dlsclo~ed in GB 901,275.
In our earlier pa~ent applicatlon GB 2,179,311 a rail wagon is dis~losed u~ing 8wing-out sectlon located intermediate end frames each of whlch carrie~
conventional rai~ ~uspension and buffing. ~he swing-out section ls connected to the end frame~ ~o as to maintain the ~tructu~al ~ntegrity of the wagon ln all locations of opening and clo~ing of the swing-out section.
However, experience with this construction has ~hown that over t~me it can become difficult to ensure ~mooth functioning of the swing-out section and lockin~ of the s~ing-out section in the c~osed po~ition.
Brief descriPtion of the inventlon According to the pxe~ent invention there is provided a ra~l vehicle for transporting a load comprising a body having first and second end body portions ~oined to each other by a pre~tressed intermediste body ~ection portion, to ensure that vertlcal sliding bearing mean~ remain in contact at all time.
A preferred rail vehicle according to the lnvention comprise~ a body which enable~ a ~lightly modified road semi-trailer to sit within that body str~cture, 80 that the combined rall and road vehicl~
does not exceed even the British Rail loading gauge. The invention permits a trailer to be loaded or unloaded from the side by means of a conventional road tractor unit.
This obviates the need for expensive terminal equipment.
The other corner of said one end of the load receiving platform is preferably provided with a further sliding bearing for locating the other corner when the platform is in the open position. The sliding bearing between the other end of the load receiving platform and the second body portion is preferably arranged to support one corner of the other end of the load receiving platform when the platform is in the open position.
A preferred embodiment of the invention has a support member releaseably secured to the second body portion for supporting the other end of the load receiving platform when in its open position. The support member may comprise a ground engaging leg whose length can be altered to allow adjustment for uneven surfaces. The support member may be operated by a powered mechanism, such as a powered screw.
Another aspect of this invention is as follows: in a rail vehicle for transporting a load comprising a body having first and second end body portions each provided with a rail suspension unit and joined to each other by a longitudinal member, an intermediate body portion connected between the first and second end body portions and comprising a rectangular load receiving platform, one end of which is hinged at one corner to the first body portion and the other end of which contact the second body portion through a sliding bearing whereby to enable the load receiving platform to be laterally pivoted about the hinge to an open position and permit loading and unloading of the vehicle from the side, the improvement comprising the sliding bearing including vertical bearing means on the second body portion and the intermediate body portion, the longitudinal member being prestressed to maintain the vertical bearing means in contact.
; ~ ' : ~ '' l ;. .
~ t 1 31 51 !~
- 3a -Detailed description of embodiment A specific embodiment of the invention will now be described by way of example with reference to the accompanying drawing in which:
Figure 1 shows an elevation of the combination rail and road semi-trailer;
Figure 2 shows a plan view of the rail vehicle with the centre of the frame swung open for loading of a rail semi-trailer;
Figure 3 shows a diagram of the rail vehicle to illustrate the construction.
Referring to the drawing: the rail vehicle comprises a single rail transport unit complete with 1 3 1 C; 1 ~5 buffer, couplings and braking system, all of which enable the vehlcle to operate with existing rail traffic: either as an empty rail vehicle or as one transportinq a road semi-trailer ln all conditions of loading.
Flgure 1 illustrates a road seml-trailer, of maximum permitted road length and width, placed inside the rail vehlcle in such a way that the rail vehicle i8 of the 6horte6t possible rail length and o the ~imple two-axle type . The compact configuration of the rail vehicle results in rail ax1e centres which allow the use of an existing ~tandard type rail ~uspension: and since rail vehicle width and height are a function of axle centres, available load space is optlmlsed. The weight o~ the road suæpension offset~ the non-symmetrlcal position~ of the rail axle~. The road wheel~ are posltloned a~ low as po~sible within the rail ~tructure, which r~mains instde the rail loadlng gauge. The trailer sits on its own wheels, and addltiona~ clearance can be obtained at the top of the loading gauge by using alr ~u~pen~ion on the tra~ler, and the deflating the air bags.
~ he road tyres and a ~prung dummy fifth wheel plate provide a ~econdary ~uspension to the trailer and its load.
The rail vehicle structure comprises an end frame 1 or second end body portlon complete with rail ~uspension, ~uffers, coupling and dummy fifth wheel plate 5, another end frame 2 or fir~t body po~tion, simllar to 1 but constructed a~ ~ort as pos3ible to fit inside the trailer rear overhang. The rail ~uspens~on unit on the end frame is spaced from the ad~acent end of the rail vehicle by a distance different from the distance between the rail ~u~pen~ion unit on the end fra~e ~ and the end of the vehicle ad~acent the sècond 131~? ~
suspension unit. A side frame 3 connects the end frames 1 and 2 together. A swing-out section 4 comprising a side frame integral with a low floor completes the basic structure. The plane of the floor is lower than the plane containing the axles of the rail su~penslon units.
The sw~ng-out structurs 4 pivots about a hinge 6 and is locked into place to form a complete rail vehicle 6tructure by fa~tenings 7, 8 and 9. The swing-out structure 4 is held stable whilst open by a ~liding ~oint 10, by a support buttress 11 which slides against the end frame 1, and by a slot 12 in the end frame 1 along wlth a support member including an arm 13, which pivots from the rail vehicle. Vehicle loading is aided by wheel troughs in the floor 6ection of 4 and by ramps 14, which are stored on the floor section when not in use. A powered screw located in support arm 13 enables the swlng-out structure to be operated.
The support arm 13 may be provi~ed with a leg member having a foot for engaging the ground. The length of the leg member may be ad~ustable for uneven surfaces, An important feature of the construction of the rail wagon is shown in Figure 3 which is a diagrammatic plan view of the wagon. It has been found to be useful in practice to pre-stress the longitudinal side frame 3 so that, as shown, the end frame~ are at a slight angle to the longitudinal axis of the wagon when the swing-out structure 4 i~ pivoted to the opon position. The pre-stressing ensures that the vertical ~urface 20 of the buttress 11 i6 an engagement with corresponding vertlcal bearing ~urface 21 on the arcuate track on the end frame 1 throughout the movement of the swing-out structure. This has been found to prevent sticking or fouling of the swin~-out structure 4 when loaded with a trailer and the arrangement is such that 1 3 1 5 ~ 5~
when the swing-out section is pivoted to a closed posltion, the end frames are forced into alignment by the swing-out structure 4. The arrangement also ensures that when in the closed position the swing-out structure 4 can be locked in position and the complete wagon be rigid. Were the prestressing not used, it is conceivable that over a period of time is would become difficult, if not imposæible to lock the structure 4 into the closed position.
Loadiny o~ a road ~emi-~railer is carried ~ut as follows.
Th~ support arm 13 i~ ~ivoted out from the rail frame, lowered, and its foot then placed on the ground. Tho fa~teners 7, 8 and 9 are released and the swlng-out structure 4 iB opened with the use of the powered screw mechanism located in 13. ~he ramps 14 are pulled down from their ~torage place on the floor sectlon and are then placed in positlon. The condition o~ the rail vehicle i8 now as illustrated ln Figure 2.
The trailer under run protection, if fitted, i8 swung up and the trailer is reversed into the swing-out structure 4 by mean~ of a standard road tractor unit. The trailer wheels settle into wells 14 in the wheel troughs when finally located. The trailer landing legs 16 are lowered into pocket~, not ~hown, on the floor and then the tractor unit is withdrawn in the normal way. The trailer ~s now acaurately aligned in the swing-out section 4 by means ~f the wheel troughs, whee~ wel~s and the landing leg pocket~. The swing-out structure with the tr~iler is transferred to the closed position by means of the power screw mechanism located in 13, and i8 then secured to the rest of the rail ~tructure by the fastener~ 7, 8 and 9. The trailer is lowersd by re~e~sing the air in the air ~uspen~ion and in the landing legs. This re~ult~ in the trailer king pin being locked into the dummy sprung fifth wheel plats 5.
To remove the road trailer from the ~ail vehicle the procedure de~cribed above ~hould be reversed.
The example illustrates a rail vehicle with side loading and unloading eapability~ The vehicle could then be u~ed with crane loading or unloadln~
facilitie~.
The example illustrates a rail vehicle traneporting a road semi-trailer wlth a ~an body~ Other types of road vehicle semi-trallers or even other ve~icle~ can a 180 be tran3portea.
The ~xample illustrates a rail vehicle transporting a road semi-trailer with two axles- A road vehicle wlth one or three axles or even a draw bar trailer can also be transportea.
The invention relate~ to a rail veh~cle for transporting road semi-trailers but the rail vehicle can also be adapted to carry container. Suoh a~ 40ft containers.
The end frame 1 and 2 may be provided with rail buffing and draw gear of ~uitable height to conform wlth existing rolllng ~tock.
Claims (10)
1. In a rail vehicle for transporting a load comprising a body having first and second end body portions each provided with a rail suspension unit and joined to each other by a longitudinal member, an intermediate body portion connected between the first and second end body portions and comprising a rectangular load receiving platform, one end of which is hinged at one corner to the first body portion and the other end of which contact the second body portion through a sliding bearing whereby to enable the load receiving platform to be laterally pivoted about the hinge to an open position and permit loading and unloading of the vehicle from the side, the improvement comprising the sliding bearing including vertical bearing means on the second body portion and the intermediate body portion, the longitudinal member being prestressed to maintain the vertical bearing means in contact.
2. A rail vehicle according to claim 1, wherein the other corner of said one end of the load receiving platform is provided with a further sliding bearing for locating the other corner when the load receiving platform is in the open position.
3. A rail vehicle according to claim 1, wherein the sliding bearing between the other end of the load receiving platform and the second body portion is arranged to support one corner of the other end of the load receiving platform when the platform is in the open position.
4. A rail vehicle according to claim 1, and comprising a support member releaseably secured to the second body portion for supporting the other end of the load receiving platform when in its open position.
5. A rail vehicle according to claim 4, wherein the support member comprises a ground engaging leg member whose length can be altered to allow adjustment for uneven surfaces.
6. A rail vehicle according to claim 1, wherein the rail suspension unit on the first body portion is spaced from the adjacent end of the rail vehicle by a distance different from the distance of the rail suspension unit on the second body portion from the end of the rail vehicle adjacent the second rail suspension unit.
7. A rail vehicle according to claim 1, wherein the load receiving platform lies in a plane below the level of a plane containing the axles of the rail suspension units.
8. A rail vehicle according to claim 1, wherein the first and second end body portions are provided with a rail buffing and draw gear of a height to conform with standard type rail suspension.
9. A rail vehicle according to claim 1, wherein the top of the second end body portion is provided with a sprung fifth wheel plate.
10. A rail vehicle according to claim 1, wherein the load receiving platform is provided with wheel receiving wells adjacent said one end for the wheels of a trailer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000599343A CA1315155C (en) | 1989-05-10 | 1989-05-10 | Rail vehicle for transporting road semi-trailers |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000599343A CA1315155C (en) | 1989-05-10 | 1989-05-10 | Rail vehicle for transporting road semi-trailers |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1315155C true CA1315155C (en) | 1993-03-30 |
Family
ID=4140038
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000599343A Expired - Fee Related CA1315155C (en) | 1989-05-10 | 1989-05-10 | Rail vehicle for transporting road semi-trailers |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1315155C (en) |
-
1989
- 1989-05-10 CA CA000599343A patent/CA1315155C/en not_active Expired - Fee Related
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| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |