Patent Application
20140133954
The present invention relates to a multimodal wagon of the “Picker” type which is a towed rail vehicle and which is intended to transport, in its interior, road goods vehicles, more particularly lorries with or without semi-trailers or mainly semi-trailers.
The wagon herein disclosed is able to satisfy the increasing ecological and economic motivation, which presently provides an increasingly imperative role to the transport of goods in a more efficient and environment-friendly fashion.
The wagon allows combining the advantages of these two transportation modes: the economy, efficiency and speed of railway mode, with the unique adaptability and flexibility of road transportation mode.
For a long time, an effort has been made towards railway transportation of road goods vehicles, some solutions allowing so being already available in the market. However, technical complexities, either of operation or manufacture and/or maintenance nature, inherent to such vehicles have not allowed the generalization of the manufacture and use thereof. Wagons forming part of the state of the art fall systematically within one of the following categories:
1. Wagons structurally simple, of easy and inexpensive production and maintenance. However, this type of wagon requires heavy, complex and expensive equipment to perform the operation, in this case, to load and unload road vehicles to/from their inside, an operation which is not possible to be performed at any location. This category includes the so-called flat wagons, or alternatively pocket wagons, or also spine wagons. This category also includes other wagons which are more modern, having a rotary hub and a faster performance, but which still require complex equipment installed at the relevant and only terminals, where they can operate.
2. Wagons that do not require any external equipment to operate and which may even load or unload a vehicle to and from the inside thereof virtually anywhere. In this case, these wagons are structurally complex, having multiple and expensive embedded equipment/mechanisms, such as electric motors and/or several and expensive hydraulic equipment. These are therefore too expensive equipments, both in manufacture and maintenance terms, and are also of meager reliability.
The difficulty in finding a technical solution, in this case being a wagon, which may be of easy and cost-effective manufacture, and also of easy and cost-effective maintenance and operation, has shown that, over time, none of the existing solutions has succeeded on the world freight market.
At this point, the object of the present invention shall play an important role since a wagon shall be disclosed for the first time, combining: an easy and cost-effective conception, manufacture and purchase; along with ease, cost-effectiveness, versatility, speed and reliability in the use and/or maintenance thereof.
The aim of the present invention is to provide a multimodal wagon having a structure comprising the following elements:
In a preferred embodiment of the present invention, the multimodal wagon includes a central hub (16) comprising the use of longitudinal frames (4), central frames, centre (2) and top (3) reinforcing structure and lower contact surfaces.
In another preferred embodiment of the invention, the multimodal wagon includes longitudinal frames (4) which are arranged in a lowered position below the maximum height of the wheels of the road vehicle.
In a preferred embodiment of the present invention, the multimodal wagon includes central frames which are arranged in a position which is parallel to the longitudinal frames (4) placed in the inner center of the wagon, joined at one top to the centre reinforcing structure (2), and at the other top to the top reinforcing structure (3).
Still in another preferred embodiment of the invention, the multimodal wagon includes central frames which are joined together by metal bars.
In a preferred embodiment of the present invention, the multimodal wagon includes lower contact surfaces which are made of a 10 mm-thick thin sheet plate.
Still in another preferred embodiment of the invention, the multimodal wagon includes transition zones from the contact surfaces to the sides/frames which are carried out at a clearance angle exceeding 90°.
In a preferred embodiment of the present invention, the multimodal wagon includes a coupling hub (15) which is arranged on each of both wagon tops being directly coupled to the upper part of each bogie, by means of the conventional and standard core plug-rivet system.
Still in another preferred embodiment of the invention, the multimodal wagon includes coupling hub receptacles (32) which are arranged in a lateral position, thus acting as containers, inside which the inner ramps (12), along which drawbars (1) shall slide, are arranged or positioned.
In a preferred embodiment of the present invention, the multimodal wagon includes coupling hub receptacles (32) which are arranged in a lowered, lateral and surrounding fashion in respect to the bogie.
Still in another preferred embodiment of the invention, the multimodal wagon includes coupling tips/drawbars (1) which are arranged at the ends/tops of the bed, two tips being at each end.
In a preferred embodiment of the present invention, the multimodal wagon includes free ends of the coupling tips/drawbars (1) which are provided with rolling elements (7) and tips of conical or triangular section (8).
Still in another preferred embodiment of the invention, the multimodal wagon includes coupling tips/ drawbars (1) which have a recess (31) on the fixed lower end thereof.
In a preferred embodiment of the present invention, the multimodal wagon includes ramps (12) which are arranged within the receptacles.
Still in another preferred embodiment of the invention, the multimodal wagon includes ramps (12) comprising a small housing (30).
In a preferred embodiment of the present invention, the multimodal wagon has a latch (9) consisting of two hook-like metal parts, which are joined by the same shaft and placed in the upper inner part of the side hub receptacles.
Still in another preferred embodiment of the invention, the multimodal wagon includes a closing system comprising a latch safety device (10) consisting of a metal rod or shaft.
In a preferred embodiment of the present invention, the multimodal wagon includes automatic ramps (5) for assisting the entry/exit of the road vehicle, which are made up of simple metal structures, which are fixed and articulated on the wagon bed.
Still in another preferred embodiment of the invention, the multimodal wagon includes the automatic coupling of the compressed air system comprising two brake hose nozzles (18), similar to standard nozzles (UIC) but lacking the “flaps”, a spring (19) and a guiding assembly obtained by the “tongue-groove” design of two side parts surrounding the nozzles (18).
In a preferred embodiment of the present invention, the multimodal wagon includes mechanisms for selecting/shutting-off compressed air comprising two standard (UIC) taps/air starting/shut-off valves (20) for the connection between railway vehicles, the valves being arranged on the main hose.
Still in another preferred embodiment of the invention, the multimodal wagon includes a lower wheel system for the support and maintenance of the central hub alignment, consisting of two small wheels (6) arranged beneath the central hub, at each of the two top ends thereof.
In a preferred embodiment of the present invention, the multimodal wagon includes an articulated coupling hub system on the same bogie consisting of a set of wagons in which two central hubs share the same bogie on each top thereof.
Still in another preferred embodiment of the invention, the multimodal wagon includes a damped core plug system consisting of a simple and standard core plug-rivet type coupling (22) housed within the inner end of a box (27).
It is a further objective of the present invention, to describe a method of operation for entering and exiting goods in and from the multimodal wagon, comprising the following steps:
A further object of the present invention is to describe the use of the multimodal wagon in the transportation of road vehicles.
The present invention relates to a multimodal wagon of the “Picker” type which is a towed rail vehicle and which is intended to transport, in its interior, road goods vehicles, more particularly lorries with or without semi-trailers or mainly semi-trailers.
The wagon now presented is as simple as any other wagon, operating practically anywhere, in quick and simple fashion and without requiring any additional equipment or resource.
The operation of the present wagon is based on the principle of a maximum recovery from existing and currently available resources in sets of wagons. In order to operate, this wagon as the only driving force as provided by the tensile force of any locomotive or the like which, as a rule, already exists in any railway set of wagons. An unique and strategic structural arrangement is the main point of the operation thereof, whereto some support and/or safety equipment and fittings are added.
A simple, fast, efficient and reliable operation is additionally achieved, and with no need for other operation resources, with the possibility of such being able to occur virtually anywhere and with any type of road vehicle, thus providing it with an utmost adaptability and flexibility of use.
The benefits also extend to maintenance and repair operations which become much easier. It is no longer necessary, as so far observed, to proceed with sending/removing an entire wagon whenever it needs to go to the repair shop. With the present invention, the plain displacement of the bogie along with the coupling hubs is sufficient in most cases, and the use of an ordinary stack conveyor or equivalent is sufficient in order to do so, the open wagon being therefore picked and relocated to the repair shop. Since there is no need to accommodate the entire wagon, the same repair shop may also be much smaller when compared to traditional wagon maintenance/repair workshops.
For an easier understanding of the invention, drawings are herein attached, which represent preferred embodiments of the invention but which are not intended to limit the scope of the present invention.
The present invention relates to a multimodal wagon of the “Picker” type which is a towed railway vehicle and which is intended to transport, in its interior, road goods vehicles, more particularly lorries with or without semi-trailers or mainly semi-trailers.
Thus, in addition to its particular mode of operation the wagon has a (box/bed) structure that stands out by the use of the following components:
The base/novelty of the bed is projected in design/geometry by associating the necessary functional characteristics with the technical requirements of construction currently in force. In the same bed the following elements stand out:
Longitudinal frames (4)—These elements are mainly responsible for the structural strength of the assembly. Located at a lowered position, beneath the maximum height of the wheels of a road vehicle, they do not allow under any circumstances that any contact occurs between them and the rigid structure of the trailer/semi-trailer of the road vehicle. This solution avoids any damage thereof, given that any possible contact would only occur with the tires. The frames (4) in this position also aim at constantly allowing the entry/exit of the driver into and from the road vehicle, since its maximum height in this area will be below the door of the truck cabin. However, if necessary, these frames (4) will be able to be lifted/reinforced in the middle area, where stresses via the maximum bending moment are higher, thus an increase in structural strength thereof being obtained and consequently of the entire wagon.
Central frames—parallel to the above frames but of much lower height and placed in the inner center of the wagon, these structures, preferably consisting of standard beams/profiles are joined at one top to the centre reinforcing structure (2), and at the other top to top reinforcing structures (3). These frames are also joined together by metal bars, the structural integrity of the whole central framework being thus reinforced.
Central (2) and top (3) reinforcing structures—taking advantage from the lower areas of the road goods vehicles, wherein the height from the ground is increased, typically at the tops and at the center sections, these structures are slightly lifted in respect to the remainder wagon contact surface, thus playing an important role in the structural reinforcement of the entire bed.
Lower contact surfaces—Areas where the wheels of the road vehicle, when in their final resting position, are positioned. Preferably consisting of a 10mm-thick thin sheet plate, it is calculated/chosen in order to withstand the stresses applied thereonto by the tires of a road vehicle when in full load. At all ends in the coupling areas with the reinforcing structures, and in order to compensate for the slight height difference, small metal ramps are applied. A smooth transition between them and the contact surfaces is thus allowed. Similarly, the transition zones from the contact surface to the wagon sides/frames will not extend at right angles, but rather at a clearance angle exceeding 90°. This last characteristic, namely the obtuse angle in side transition zones, has two main objectives: firstly, it makes the most of the railway loading gauge at lower limits, and secondly, it does not allow the sides of the road vehicle to approach the sides of the wagon, since the truck wheels, when tight at their lowest area and with reduced play between them and the wagon, are perfectly guided and truck then being hindered from deviating from a straight path. This is possible by taking advantage of the deformation capacity of road vehicle tires with no effect/damage of the same.
It is the structure located on each of both tops of the wagon and directly coupled to the upper part of each bogie via the conventional and standard core plug-rivet system. It is provided with the typical traction, shock and brake bodies/components. It is also the structure to and from whose ends the central hub shall couple and/or separate.
Positioned on the coupling hubs, at a side position, these receptacles take up the shape of slightly closed boxes, in the interior thereof, and its bottom area is provided with the inner ramps (12) through which the drawbars (1) shall slide and which will serve the raising/lowering system of the bed. The novelty of this device also lies in its positioning: recessed to, lateral to and surrounding the bogie, but always allowing the rotation thereof for curve insertion purposes, even in curves with a radius inferior to 75 meters.
Two tips are located at the ends/top of the bed, at each end thereof. Conceived in metal material, they shall be responsible for raising and supporting the bed, up to its final resting position on the inner ramps of the receptacles. Each of these four tips/drawbars are applied laterally to each of the four side edges of the frames. This lateral and non-contiguous positioning to the frames allows making the most of cinematic gauge available in that area. Two fundamental ideas are therefore and simultaneously allowed: to surround the bogie without it being restricted in terms of its maximum rotation maneuver in curves with a radius of 75 m, and obtaining a sturdily built given the generous cross-section thus obtained. At the free ends thereof two basic components are provided: the rolling elements (7) allowing a smooth movement with minimum friction and wear, and the tips of conical or triangular section (8), which are an important passive self-centering mechanism during closing/coupling maneuvers.
As for its configuration, highlight is given to its inner surface which, in terms of slope, strictly follows the slope of the upper surfaces of the receptacle inner ramps. Objective: When at rest and with the wagon in opened position, each shall cooperate together, thus simulating/forming a single solid body with homogeneous distribution of compressive stress, resulting from the weight of the central hub, across the wide contact area. Highlight should be given to the flat area with approximately 150 mm at the free end, with no gradient/slope. This will be used for creating extra friction and thus prevent the opening of the wagon and provide for a better operation of the automatic coupling of the compressed air system. As far as these drawbars are concerned reference should also be made to a small recess (31) at the fixed lower end and is which is designed for the housing/resting of the rolling element (11) present in the receptacles. This rolling element is arranged immediately before each inner ramp and is slightly raised in respect thereto.
Last but not least, highlight should be given to the “toothed” ramp(s) present on the upper part of each drawbar, close to the far end, which act as a stop for the hook/latch (9), when the wagon is in closed position.
As already mentioned, these inner ramps (12) are positioned within the receptacles and act as a foundation/support for the drawbars in two different situations: during raising/lowering maneuvers in which case contact is made via the bearing(s) at the free end of the drawbar (7) and/or the rolling element (11) at the beginning of each ramp. As far as its configuration is concerned, the upper surface shall accurately follow the inclination given to the bottom surface of the drawbars (1) and the bottom surface may be flat. Reference should be made to the same flat end area and, at the end thereof, to a small housing (30), intended for the rest of the roller(s) (7) when the wagon is in closed position.
This system ensures the safety of the wagon when closed, i.e., it maintains its integrity as a single object, only allowing the decoupling/opening thereof, when actuated by the operator.
Both hubs are provided with a latch (9) comprising two hook-like metal parts, joined by the same shaft and placed at the upper inner area of the side receptacles of the hubs. The utility of each: “raising” the small ramp/tooth on the top of each drawbar, upon closing operation, so that subsequently to the wagon being closed, they may rest thereon. From that moment on, any movement of the drawbar towards opening the wagon is prevented, as can be seen in
These two hooks are further provided with a handle or other similar element. It is intended to allow for an operator intending to open the wagon, to do so on either side of the wagon, simply by grabbing said ledge, actuating/rotating the hook thereby releasing the drawbar from the lock exerted on the tooth. Moreover, the hook and shaft combination thereof, is balanced in terms of mass, so that when no force is applied thereonto, a natural/usual position, wherein the hook is nearly at an horizontal arrangement, is observed. Objective: To maintain this part in a position allowing the automatic locking of the wagon during closing operation. If necessary, and for this purpose, masses may be applied onto the same shaft, for maintaining/achieving such balance.
Another component of primary importance in this set is the so-called a latch safety device (10). Basically, it is a metal rod or shaft which, after closure of the wagon and while the latch hook is in its resting position on the tooth and by the action of the operator on either side of the wagon, moves or is placed on top of the hook. Thus, the movement of the hook towards unlocking/opening of the wagon is prevented. It should also be noted that this device is of hindered movement, which in this case is achieved by slots that must be aligned with ribs/projections in the present shaft, so that it becomes the only way in which it may move and unlock the hook. Objective: to prevent the spontaneous opening/movement of the device.
In order for road vehicles to easily overcome the small height, about 15 cm, of the entry/exit into and from the wagon in that area, the wagon is provided with two small ramps (5), one at each end thereof. Basically, they consist of simple metal structures, which are fixed and articulated in the bed of the wagon. By default, when not subject to any force, this ramp will remain in a nearly horizontal position, nevertheless not contacting the ground. This is achieved through the action of a spring or similar element, which holds the ramp at a minimum height from the ground without however contacting it, which occurs only when and as desired. The ramp is “stepped on” by the tire/wheel of the road vehicle, whereupon, once the effort of the spring is overcome, the ramp is forced to descend and consequently to rest on/contact the ground, thus acting to assist the raising/lowering of the truck to/from the inside of the wagon.
Reference should be made in this device to its fully automatic operation, either during the lowering process upon the opening of the wagon, or during the raising process upon the closing thereof. This is achieved by the action of the skids (13) on each ramp, each being arranged at each of both side ends thereof, and which, when the ramp is in a horizontal position and upon the approach of the coupling hub during the closing of the wagon, contact with the cylindrical rollers (14). While proceeding with the approach movement, these rollers will cross the skids simultaneously and, subsequently, they will force the ramp to rise until it reaches a vertical position by the end of the closing movement of the wagon. Then, by permanent contact/pressure of the cylindrical rollers in its lower section, the ramp will remain “tidy” and locked in that position, an additional barrier being further provided against possible longitudinal displacements of the truck. The lowering/opening process thereof will be carried out by the opposite movement towards opening the wagon, in which case the ramp shall be lowered down to its horizontal position, by gravitational influence and no longer subject to the pressure applied by the roller, which moves away with the hub, the ramp without ever touching the ground and being ready once again for the entry/exit of the road vehicle.
Given that wagons of this type need to be opened, which in practical terms implies a total separation/fractionation of the wagon into two or three parts, then there is the need to create a fast, simple, efficient and reliable method/mechanism, which can undertake the Shut-off/start of the compressed air hose traversing the entire set of wagons. This is achieved by the present wagon through a mechanism whose system is illustrated in
Principle of operation: in the final stage of wagon closure, the two nozzles, perfectly aligned with the action of the guide assembly, contact one another, and the contact is “tightened” as the wagon reaches its end and closed position, from a specific movement, the spring comes into action compressing behind a nozzle and consequently restricting the clamping force applied onto both components. The result: when the process of locking the wagon is complete, the coupling thus formed by the two nozzles is firm by the action of stress applied by the spring and it is also stable in terms of positioning, since this being assured by the wagon latch. The opening/uncoupling action takes place in contrary operation, i.e. opening operation of the wagon. It should be noted that the entire assembly further rests on a base/resilient supports. This allows compensating for the slight lowering/misalignment occurring during the final stage of closing operation of the wagon, when the rolling body on the drawbar tips enters inside its final housing in the inner ramps (12). The upper part of
Complementary to the previous system, a mechanism for selecting/shutting-off compressed air is provided. Its objective: to shut-off the supply of compressed air and thus actuate the brake of the set of wagons according to wagon opening/closing requirements.
Summary of its composition: two standard (UIC) taps/air starting/shut-off valves (20) for the connection between railway vehicles, the valves being arranged on the main hose. These are operable, from the control section on the coupling hub, by mechanisms/cross-members (21). In order to control the valve located in the central hub, use is made of an assembly consisting of two half gears (17) which abut/move away depending on whether the wagon is closed or opened. Each wagon comprises two such assemblies, each being arranged in the transition zone/section between the coupling and central hubs. Thus, all the operator has to do during opening operations of the wagon is to operate, on the section/top intended to be opened, the valve allowing to exhaust compressed air from the section intended to be immobilized. Therefore, the part of the wagon/set of wagons, which is intended to be moved away, will still be supplied with compressed air and will still be operable by the driver, wherein the part that will be left behind without compressed air, shall be immobilized as required. Upon closing of the wagon, the nozzles will again join together, so that, subsequently to the closure operation of the wagon, all the operator has to do is open the valve that was previously closed. This will reset the air pressure in the main hose, in which case the brake will be automatically relieved in this section, allowing the driver to drive the same and allowing the operator, if applied, to move over to the next wagon/section intended to be closed.
Two small wheels (6) are placed beneath the central hub in each of the two top ends thereof. Objective: to act as contact between the central hub and the rail when the first one is separated from the coupling hubs. Thus, in addition to a safe and perfectly aligned settlement of the central hub, and as the wheels have a railway profile, including a flange, it may still be moved independently on the rails making the open/close operations possible, not only on a parting/approaching movement of the coupling hubs, but also and alternatively on a parting/approaching movement of the central hub.
This system allows simplifying and optimizing the set of wagons, commonly known as train. Based on the assumption that in long-distance travels, the mere transportation of semi-trailers is preferred over the entire truck, including semi-trailer with a tractor, we are therefore provided under these conditions with the possibility to set up a wagon with lesser requirements, either in terms of maximum load capacity, or in terms of the length thereof. Thus, it becomes possible for a single bogie to be capable to obtain sufficient load capacity to support the entire weight of a wagon, thus avoiding the construction of a separate wagon as shown in
It is an essential component for the establishment and operation of the articulated coupling hub system. It consists of and operates as follows: a simple and standard core plug and rivet (22) is housed in the inner end of a box (27) along which it may move longitudinally. In one of its ends, this core plug and rivet interact with a shaft end (26), which in turn and moving in the direction of the core plug interacts with the plate/disk (25) and is free from the other disk (24); when moving on the opposite direction, it shall interact with the other disk (24) and be free from the disk (25); between these two plates there is also provided a standard damping assembly (23) for use in railway traction devices. Summarizing the operation: by moving the core plug (22) in the direction of the disks (24) and plates (25) a simultaneous displacement of disk (24) occurs which interacts with the shaft (26) against the plate (25), this displacement being however damped by the assembly (23) which is thus compressed between the plates. Upon reverse movement, the opposite occurs, i.e., the plate (25) cooperates with the shaft (26) towards the disk (24), once again compressing the damping assembly (23) between them two. Main function of this system: in addition to establishing the critical coupling between the two coupling hubs, which are arranged on the same bogie, thus allowing traction to be transferred to the remainder set of wagons, it also and mainly plays a damping role upon transferring this effort/pull movement in either direction. Basically, this component will undertake in this assembly the same functions as the usual shock and traction systems in the classic version of an autonomous wagon.
Mode of operation—Either being an autonomous wagon or an articulated wagon, its mode of operation, including opening and closing thereof, is the same and occurs as follows:
In order to proceed with the opening thereof, the operator removes the safety device (10) from the latch, lifts the latch (9) and shuts off the compressed air supply into the top intended to open. The operator instructs the driver to move forward with the set of wagons, from this moment on, upon the movement and on the same wagon top, the central hub disengages from the coupling hub, thus totally separating therefrom. By doing so, the central hub (16) will also slip down as a result of the coupling tips (1) sliding along the inner ramps (12) present in the receptacles (32) of the coupling hub, thus shortening their distance to the contact surfaces/tracks, until resting thereupon by means of the settlement of the lower wheels (6). By this time, the top ramps (5) automatically descend thereby being prepared for the entry/exit of any road vehicle into/from the wagon. The closing procedure follows the same principle, simply by moving the set of wagons in backward direction, until starting position is achieved. In reverse order, all takes place automatically, until the wagon is once more closed and the operator needs only to place the safety device on the latch and open the compressed air shut-off tab so that the wagon is again able to circulation.
Practical applications—Wagons of this type are of operation will be intended for transporting road vehicles, more specifically, heavy goods vehicles. It is particularly relevant given the current ecological constraints and economical conditions/restrictions which give rise to the urgent need towards a decrease on the use of transport means exclusively relying on fossil fuels, as is the case of the road transportation.
This vehicle, of simple manufacturing and maintenance nature and lacking special operation means, will basically be able to de loaded and unloaded with a truck at any railway point, for such requiring mainly a surrounding ground which is appropriate for the relocation of the road vehicle intended to be loaded/unloaded, and since this is the already existing condition in any currently existing logistics platform, it shall be possible to promptly relocate and operate the wagons among them; railway stations, with minor changes, could also be used for this purpose. The economic, ecological and public health advantages are also immediate and obvious: by removing trucks from the roads and allowing them to carry goods by railway tracks, in a more efficient fashion, thus giving way to savings in terms of greenhouse effect, fossil fuel consumption, and further contributing to an improvement on human health and welfare.
Preferred embodiment—Nowadays, the construction of rail freight wagons complies with a series of specifications that must be observed. Vital components directly associated with safety, as well as with some performance requirements, are nowadays subject to strict regulation/standards by the relevant and competent authorities in each country. Among others, these requirements are also intended to ensure a correct interoperability or compatibility among vehicles. These factors thus have to be taken into account during the production of any wagon, there being countless advantages, even economic, to constantly seek the use of existing, approved and marketed components. On the other hand, the prior-knowledge on these components will further provide the future owner or user with an easier and more cost-effective maintenance thereof.
The wagon herein disclosed followed these principles. Therefore, a wagon is obtained in which composition use can/should be made of the following components, which are already available in the market and duly approved: bogies, brake components, suspension, rolling, traction and shock bodies and other support/safety fittings. Thus, this wagon is compatible with all those existing in the market, another advantage emerging which is based on the fact that it is capable of making the most of the various existing railways. This is also the reason why the present document refers to these components for illustration purposes, wherein they are of no relevant importance in the present wagon, since it is capable to adapt to each and every one of them, depending mainly on the requirements inherent to the network wherein it is intended to operate and/or on client demand.
The following claims further emphasize particular embodiments of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 105760 | Jun 2011 | PT | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/IB2012/053032 | 6/15/2012 | WO | 00 | 12/13/2013 |
