Patent Publication Number: US-10328954-B2

Title: Railcar end doors as bridge plates

Description:
TECHNICAL FIELD 
     This disclosure relates generally to railcars, and more specifically to systems and methods for connecting decks of railcars together. 
     BACKGROUND 
     In existing railcar system, railcars, such as autoracks, are loaded and unloaded while connected to other railcars. While loading and unloading vehicles, the decks of adjacent railcars are connected to each other to provide a continuous driving surface and support for the vehicles as they transition from one railcar to another. Existing railcar systems may employ bridge plates that span across the gaps between decks of adjacent cars. Bridge plates may be positioned between adjacent railcars and are installed by personnel. Bridge plates may be narrow to minimize weight, which limits the working area for personnel that are standing on the bridge plates while installing or removing bridge plates for upper decks. Bridge plates may provide only a narrow path for personnel to move from one railcar to another. Bridge plates may also be formed from light weight materials to reduce weight. Light weight materials, such as aluminum, may be relatively soft and may become nicked and/or gouged with sharp edges which can be a hazard to personnel working with the bridge plates. Thus, it is desirable to provide a system that allows adjacent railcars to be connected to each other while providing a safe environment for personnel. 
     SUMMARY 
     In one embodiment, the disclosure includes a railcar system that includes a first railcar comprising a first plurality of decks disposed at different levels within the first railcar and a first plurality of end doors disposed at a first end of the first railcar. Each of the first plurality of end doors is adjacent to a respective deck of the first plurality of decks. Each of the plurality of first end doors is configurable between a vertical orientation and a horizontal orientation such that each of the first plurality of end doors aligns with its respective deck of the first plurality of decks when in its horizontal orientation. The railcar system further comprises a second railcar comprising a second plurality of decks disposed at different levels within the second railcar and a second plurality of end doors disposed at a first end of the second railcar. Each of the second plurality of end doors is adjacent to a respective deck of the second plurality of decks. Each of the second plurality of end doors is configurable between a vertical orientation and a horizontal orientation such that each of the second plurality of end doors aligns with its respective deck of the second plurality of decks when in its horizontal orientation. The railcar system is further configured such that when a first end door of the first plurality of end doors of the first railcar is in its horizontal orientation it aligns with a second end door of the second plurality of end doors of the second railcar when the second end door is in its horizontal orientation. 
     In another embodiment, the disclosure includes a railcar configuring method that includes transitioning a first end door at a first end of a first railcar from a vertical orientation to a horizontal orientation. The first end door is adjacent to a first deck of a first plurality of decks disposed within the first railcar. The method further includes transitioning a second end door at a first end of a second railcar from a vertical orientation to a horizontal orientation. The second end door is adjacent to a second deck of a second plurality of decks disposed within the second railcar. The railcar system is configured such that when the first end door is in its horizontal orientation it aligns with the second end door when the second end door is in its horizontal orientation. The method further includes transitioning a third end door at the first end of the first railcar from a vertical orientation to a horizontal orientation. The third door is adjacent to a third deck of the first plurality of decks disposed within the first railcar. The method further includes transitioning a fourth end door at the first end of the second railcar from a vertical orientation to a horizontal orientation. The fourth end door is adjacent to a fourth deck of the second plurality decks disposed within the second railcar. The railcar system is configured such that when the third end door is in its horizontal orientation it aligns with the fourth end door when the fourth end door is in its horizontal orientation. 
     In yet another embodiment, the disclosure includes an apparatus that includes a plurality of decks disposed at different levels within a railcar and a plurality of end doors disposed at a first end of the railcar. Each of the plurality of end doors is adjacent to a respective deck of the plurality of decks. Each of the end doors is configurable between a vertical orientation and a horizontal orientation such that each of the plurality of end doors aligns with its respective deck of the plurality of decks when in its horizontal orientation. The apparatus is further configured such that when a first end door of the plurality of end doors is in its horizontal orientation it aligns with a second end door of a second railcar when the second end door is in its horizontal orientation. 
     Various embodiments present several technical advantages, such as end doors that not only secure a railcar, but also may be used as bridge plates to connect adjacent railcars. A railcar may employ a plurality of end doors which can be lowered into a position between adjacent railcars to provide a path between decks of the railcars. The end doors may be the width of the railcar and may provide a wider path between railcars, which may provide addition support for personnel and vehicles. End doors are coupled to railcars which may reduce the amount of work by personnel to connect railcars and may increase the speed and efficiency when connecting railcars. Railcars may no longer have to sacrifice interior space and/or storage that is used to carry removable bridge plates. 
     Certain embodiments of the present disclosure may include some, all, or none of these advantages. These advantages and other features will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings and claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a more complete understanding of this disclosure, reference is now made to the following brief description, taken in connection with the accompanying drawings and detailed description, wherein like reference numerals represent like parts. 
         FIG. 1  is a cutaway side view of an embodiment of a railcar system with a first railcar with a first plurality of end doors in a vertical orientation and a second railcar with a second plurality of end doors in a vertical orientation; 
         FIG. 2  is a cutaway side view of an embodiment of the first railcar with an end door transitioning from the vertical orientation to a horizontal orientation; 
         FIG. 3  is a cutaway side view of an embodiment of the first railcar with an end door in the horizontal orientation and the second railcar with an end door in the horizontal orientation; 
         FIG. 4  is a cutaway side view of an embodiment of the first railcar with the first plurality of end doors transitioning from the vertical orientation to the horizontal orientation; 
         FIG. 5  is a cutaway side view of an embodiment of the first railcar with the first plurality of end doors in the horizontal orientation and the second railcar with the second plurality of end doors in the horizontal orientation; 
         FIG. 6  is an end view of an embodiment of the first railcar with end doors in their vertical orientation; 
         FIG. 7  is a flowchart of an embodiment of a railcar configuring method; and 
         FIG. 8  is a flowchart of another embodiment of a railcar configuration method. 
     
    
    
     DETAILED DESCRIPTION 
     Disclosed herein are various embodiments for configuring railcars to use end doors as bridge plates to provide paths between decks of adjacent railcars. End doors of the railcar may be transitioned between a first orientation that prevents access to the decks of the railcar to a second orientation that allows access to the decks of the railcar and forms a portion of a path between adjacent railcars. Using end doors as bridge plates allows decks of railcars to be connected without installing and removing conventional bridge plates, which may improve speed, efficiency, and safety when connecting decks of railcars. 
       FIG. 1  is a cutaway side view of an embodiment of a railcar system  100  with a first railcar  102  with a first plurality of end doors  104 A,  104 B, and  104 C in a vertical orientation and a second railcar  106  with a second plurality of end doors  108 A,  108 B, and  108 C in a vertical orientation. In  FIG. 1 , the first railcar  102  and the second railcar  106  are configured with the first plurality of end doors  104 A- 104 C and the second plurality of end doors  108 A- 108 C in a vertical orientation which prevents paths between a first plurality of decks  110 A,  110 B, and  110 C of the first railcar  102  and a second plurality of decks  114 A,  114 B, and  114 C of the second railcar  106 . 
     An example of the first railcar  102  and the second railcar  106  includes, but is not limited to, an autorack railcar. An autorack railcar may also be referred to as an auto carrier or a car transporter. In one embodiment, an autorack railcar may be used for transporting automobiles and light trucks, for example, from a manufacturing facility to a distributorship. Vehicles on the first railcar  102  and the second railcar  106  fully or substantially enclosed by continuous side panels, end doors, and a roof that protects the vehicles from severe weather, theft, vandalism, or any other in-transit damage. In  FIG. 1 , the first railcar  102  and the second railcar  106  are configured as a tri-level autorack railcar. A tri-level autorack railcar comprises three levels for transporting vehicles. In other embodiments, the first railcar  102  and the second railcar  106  may be configured as a bi-level autorack railcar. A bi-level autorack railcar comprises two levels for transporting vehicles. 
     The first railcar  102  comprises the first plurality of end doors  104 A,  104 B, and  104 C and the first plurality of decks  110 A,  110 B, and  110 C adjacent to the first plurality of end doors  104 A,  104 B, and  104 C, respectively. The first plurality of decks  110 A,  110 B, and  110 C are disposed at different levels within the first railcar  102 . The first plurality of decks  110 A,  110 B, and  110 C may each be disposed at any suitable height within the first railcar  102 . The first plurality of decks  110 A,  110 B, and  110 C are each configured to support a payload, for example, one or more vehicles. 
     The first plurality of end doors  104 A- 104 C are disposed at a first end  103  of the first railcar  102 , for example, a rear end of the first railcar  102 . In one embodiment, the first plurality of end doors  104 A- 104 C may be operably coupled to the first plurality of decks  110 A- 110 C. In another embodiment, the first plurality of end doors  104 A- 104 C may each be operably coupled to the first railcar  102 , for example, to the frame or sides of the first railcar  102 . The first plurality of end doors  104 A- 104 C may be operably coupled to the first plurality of decks  110 A- 110 C and/or the first railcar  102  using hinges  112 . Hinges  112  are configured to allow each of the first plurality of end doors  104 A- 104 C to pivot or rotate about the hinge  112 . For example, the hinges  112  are configured to allow the first plurality of end doors  104 A- 104 C to pivot about the hinge  112  to transition between a vertical orientation and a horizontal orientation. Any suitable type of hinges  112  or other coupling mechanisms may be employed as would be appreciated by one of ordinary skill in the art upon viewing this disclosure. In  FIG. 1 , the first plurality of end doors  104 A- 104 C are shown in a vertical orientation. In the vertical orientation, the first plurality of end doors  104 A- 104 C obstructs access to the first plurality of decks  110 A- 110 C. Examples of at least one of the first plurality of end doors  104 A- 104 C in the horizontal orientation are described in  FIGS. 3 and 5 . 
     Similarly, the second railcar  106  comprises the second plurality of end doors  108 A,  108 B, and  108 C and the second plurality of decks  114 A,  114 B, and  114 C adjacent to the second plurality of end doors  108 A,  108 B, and  108 C, respectively. The second plurality of decks  114 A,  114 B, and  114 C are disposed at different levels within the second railcar  106 . The second plurality of decks  114 A,  114 B, and  114 C may each be disposed at any suitable position within the second railcar  106 . The second plurality of decks  114 A,  114 B, and  114 C are each configured to support a payload, for example, one or more vehicles. 
     The second plurality of end doors  108 A- 108 C are disposed at a first end  107  of the second railcar  106 , for example, a front end of the second railcar  106 . In one embodiment, the second plurality of end doors  108 A- 108 C may be operably coupled to the second plurality of decks  114 A- 114 C using hinges  112 . In another embodiment, the second plurality of end doors  108 A- 108 C may each be operably coupled to the second railcar  106  using hinges  112 . The hinges  112  are configured to allow the second plurality of end doors  108 A- 108 C to pivot about the hinges  112  to transition between a vertical orientation and a horizontal orientation. In  FIG. 1 , the second plurality of end doors  108 A- 108 C are shown in a vertical orientation. In the vertical orientation, the second plurality of end doors  108 A- 108 C obstructs access to the second plurality of decks  114 A- 114 C. Examples of at least one of the second plurality of end doors  108 A- 108 C in the horizontal orientation are described in  FIGS. 3 and 5 . 
     The first railcar  102  and the second railcar  106  may be coupled to each other using railcar linkage  109 . Any suitable railcar linkage  109  may be employed to physically couple the first railcar  102  and the second railcar  106  together as would be appreciated by one of ordinary skill in the art upon viewing this disclosure. 
       FIG. 2  is a cutaway side view of an embodiment of the first railcar  102  with a first end door  104 A from the first plurality of end doors  104 A- 104 C transitioning from the vertical orientation to a horizontal orientation. In  FIG. 2 , transitioning the first end door  104 A from the vertical orientation to a horizontal orientation allows access to a first deck  110 A that is adjacent to the first end door  104 A. The first end door  104 A may be configured to transition from the vertical orientation to the horizontal orientation individually. In other words, the first end door  104  may be transitioned from the vertical orientation to the horizontal orientation without transition other end doors from the first plurality of end doors  104 A- 104 C. 
     In one embodiment, the first end door  104 A has a beveled or sloped edge. For example, the first end door  104 A may have a beveled edge configured to interface with a beveled edge of a second end door  108 A of the second railcar  106  such that the first end door  104 A and the second end door  108 A at least partially overlap and/or align when the first end door  104 A and the second end door  108 A are in their horizontal orientation. An example of the first end door  104 A and the second end door  108 A in the horizontal orientation is described in  FIG. 3 . 
     In one embodiment, the first end door  104 A may be a telescopic end door with an adjustable length  105 . For example, the first end door  104 A may be configured to allow a portion of the first end door  104 A to extend to increase the length  105  of the first end door  104 A and to retract reduce the length  105  of the first end door  104 A. 
     In one embodiment, the first end door  104 A may be operably coupled to the first railcar  102  using a support attachment  202 . Support attachment  202  may be configured to support the weight of the first end door  104 A as the first end door  104 A transitions to the horizontal orientation. Examples of support attachment  202  include, but are not limited to, steel cables and chains. 
       FIG. 3  is a cutaway side view of an embodiment of the first railcar  102  with an end door  104 A in the horizontal orientation and the second railcar  106  with an end door  108 A in the horizontal orientation. In  FIG. 3 , a path is formed between a first deck  110 A of the first railcar  102  and a second deck  114 A of the second railcar  106  when the first railcar  102  is configured with the first end door  104 A in the horizontal orientation and the second railcar  106  is configured with the second end door  108 A in the horizontal orientation. The first end door  104 A is configured to allow access to the first deck  110 A and to form a portion of the path  302  between the first deck  110 A of the first railcar  102  and the second deck  114 A of the second railcar  106  when the first end door  104 A is in its horizontal orientation. Similarly, the second end door  108 A is configured to allow access to the second deck  114 A of the second railcar  106  and to form a portion of the path between the second deck  114 A of the second railcar  106  and the first deck  110 A of the first railcar  102  when the second end door  108 A is in its horizontal orientation. 
     The first end door  104 A and the second end door  108 A are configured to at least partially overlap and/or align when the first end door  104 A and the second end door  108 A are in their horizontal orientation. For example, the first end door  104 A may have a beveled edge configured to interface with a beveled edge of the second end door  108 A of the second railcar  106  such that the first end door  104 A and the second end door  108 A at least partially overlap and/or align when the first end door  104 A and the second end door  108 A are in their horizontal orientation. 
     In one embodiment, the first end door  104 A may be operably coupled to the first railcar  102  using a support attachment  202  and the second end door  108 A may be operably coupled to the second railcar  106  using a support attachment  202  similarly to as described in  FIG. 2 . 
       FIG. 4  is a cutaway side view of an embodiment of the first railcar  102  with the first plurality of end doors  104 A- 104 C transitioning from the vertical orientation to the horizontal orientation. In  FIG. 4 , transitioning the first plurality of end doors  104 A- 104 C from the vertical orientation to the horizontal orientation allows access to the first plurality of decks  110 A- 110 C. In one embodiment, the first plurality of end doors  104 A- 104 C may be configured to transition from the vertical orientation to the horizontal orientation at about the same time. In another embodiment, the first plurality of end doors  104 A- 104 C may each be configured to transition from the vertical orientation to the horizontal orientation individually. In other words, each end door of the first plurality of end doors  104 A- 104 C may be configured to transition from the vertical orientation to the horizontal orientation sequentially one after another. For example, an operator may first transition the first end door  104 A from the vertical orientation to the horizontal orientation, then the second end door  104 B from the vertical orientation to the horizontal orientation, and then the third end door  104 C from the vertical orientation to the horizontal orientation. The operator may transition the first plurality of end doors  104 A- 104 C in any order. 
     The first plurality of end doors  104 A- 104 C may be configured to employ a plurality of support attachments  202  to support the weight of each of the first plurality of end doors  104 A- 104 C. Each of the first plurality of end doors  104 A- 104 C may be operably coupled to the first railcar  102  and/or to another end door from the first plurality of end doors  104 A- 104 C. For example, a first end door  104 A may be operably coupled to a second end door  104 B using a first support attachment  202 A, the second end door  104 B may be operably coupled to a third end door  104 C using a second support attachment  202 B, and the third end door  104 C may be operably coupled to the first railcar  102  using a third support attachment  202 C. 
       FIG. 5  is a cutaway side view of an embodiment of the first railcar  102  with the first plurality of end doors  104 A- 104 C in the horizontal orientation and the second railcar  106  with the second plurality of end doors  108 A- 108 C in the horizontal orientation. In  FIG. 5 , a path is formed between the first plurality of decks  110 A- 110 C of the first railcar  102  and the second plurality of decks  114 A- 114 C of the second railcar  106  when the first railcar  102  is configured with the first plurality of end doors  104 A- 104 C in the horizontal orientation and the second railcar  106  is configured with the second plurality of end doors  108 A- 108 C in the horizontal orientation. 
     A first end door  104 A is configured to allow access to a first deck  110 A of the first railcar  102  and to form a portion of a first path  502  between the first deck  110 A of the first railcar  102  and a second deck  114 A of the second railcar  106  when the first end door  104 A is in its horizontal orientation. A second end door  108 A is configured to allow access to the second deck  114 A of the second railcar  106  and to form a portion of the first path  502  between the second deck  114 A of the second railcar  106  and the first deck  110 A of the first railcar  102  when the second end door  108 A is in its horizontal orientation. The first end door  104 A and the second end door  108 A are configured to at least partially overlap and/or align when the first end door  104 A and the second end door  108 A are in their horizontal orientation. For example, the first end door  104 A may have a beveled edge configured to interface with a beveled edge of the second end door  108 A of the second railcar  106  such that the first end door  104 A and the second end door  108 A at least partially overlap and/or align when the first end door  104 A and the second end door  108 A are in their horizontal orientation. 
     A third end door  104 B is configured to allow access to a third deck  110 B of the first railcar  102  and to form a portion of a second path  504  between the third deck  110 B of the first railcar  102  and a fourth deck  114 B of the second railcar  106  when the third end door  104 B is in its horizontal orientation. A fourth end door  108 B is configured to allow access to the fourth deck  114 B of the second railcar  106  and to form a portion of the second  504  path between the fourth deck  114 B of the second railcar  106  and the third deck  110 B of the first railcar  102  when the fourth end door  108 B is in its horizontal orientation. The third end door  104 B and the fourth end door  108 B are configured to at least partially overlap and/or align when the third end door  104 B and the fourth end door  108 B are in their horizontal orientation. For example, the third end door  104 B may have a beveled edge configured to interface with a beveled edge of the fourth end door  108 B of the second railcar  106  such that the third end door  104 B and the fourth end door  108 B at least partially overlap and/or align when the third end door  104 B and the fourth end door  108 B are in their horizontal orientation. 
     A fifth end door  104 C is configured to allow access to a fifth deck  110 C of the first railcar  102  and to form a portion of a third path  506  between the fifth deck  110 C of the first railcar  102  and a sixth deck  114 C of the second railcar  106  when the fifth end door  104 C is in its horizontal orientation. A sixth end door  108 C is configured to allow access to the sixth deck  114 C of the second railcar  106  and to form a portion of the third path  506  between the sixth deck  114 C of the second railcar  106  and the fifth deck  110 C of the first railcar  102  when the sixth end door  108 C is in its horizontal orientation. The fifth end door  104 C and the sixth end door  108 C are configured to at least partially overlap and/or align when the fifth end door  104 C and the sixth end door  108 C are in their horizontal orientation. For example, the fifth end door  104 C may have a beveled edge configured to interface with a beveled edge of the sixth end door  108 C of the second railcar  106  such that the fifth end door  104 C and the sixth end door  108 C at least partially overlap and/or align when the fifth end door  104 C and the sixth end door  108 C are in their horizontal orientation. 
       FIG. 6  is an end view of an embodiment of the first railcar  102  with end doors  104 A,  104 B, and  104 C in their vertical orientation. In some embodiments, the end doors  104 A- 104 C may be replacement end doors for existing end doors of the first railcar  102 . For example, the first railcar  102  may be initially configured with a pair of vertically upright end doors (e.g. radial end doors). The pair of vertically upright end doors may be removed and replaced by the end doors  104 A- 104 C. 
     In some embodiments, the end doors  104 A- 104 C may be add-on doors for existing end doors of the first railcar  102 . For example, the first railcar  102  may be configured such that when the end doors  104 A- 104 C are in their vertical orientation a pair of vertically upright end doors may enclose the end doors  104 A- 104 C when the vertically upright end doors are closed. In such a configuration, the pair of vertically upright end doors may provide addition protection and sealing capabilities to the first railcar  102 . In some embodiments, the end doors  104 A- 104 C may be configured to be on the exterior of a pair of vertically upright doors such that the end doors  104 A- 104 C enclose the pair of vertically upright end doors when the end doors  104 A- 104 C are in their vertical orientation. 
       FIG. 7  is a flowchart of an embodiment of a railcar configuring method  700 . In one embodiment, an operator may employ method  700  to configure the first railcar  102  and the second railcar  106  to provide paths between one or more decks of the first plurality of decks  110 A- 110 C on the first railcar  102  and one or more decks of the second plurality of decks  114 A- 114 C on the second railcar  106  using the first plurality of end doors  104 A- 104 C and the second plurality of end doors  108 A- 108 C as bridge plates. 
     At step  702 , the operator transitions a first end door (e.g. end door  104 A) from the first plurality of end doors  104 A- 104 C at the first end  103  of the first railcar  102  from the vertical orientation to the horizontal orientation. Transitioning the first end door from the vertical orientation to the horizontal orientation may allow access to a first deck (e.g. deck  110 A) of the first railcar  102  and may form a portion of a first path between the first railcar  102  and the second railcar  106 . 
     At step  704 , the operator transitions a second end door (e.g. end door  108 A) from the second plurality of end doors  108 A- 108 C at the first end  107  of the second railcar  106  from the vertical orientation to the horizontal orientation such that when the first end door is in its horizontal orientation it aligns or at least partially overlaps with the second end door when the second end door is in its horizontal orientation. In one embodiment, the operator may adjust the length  105  of the first end door and/or the second end door when the first end door or the second end door is a telescopic end door with an adjustable length  105 . For example, the operator may adjust the length  105  of the first end door and/or the second end door to reduce or eliminate any gaps between the first end door and the second end door when the first end door and the second end door are in their horizontal orientation. Transitioning the second end door from the vertical orientation to the horizontal orientation may allow access to a second deck (e.g. deck  114 A) of the second railcar  106  and may form a portion of the first path between the first railcar  102  and the second railcar  106 . 
     At step  706 , the operator transitions a third end door (e.g. end door  104 B) from the first plurality of end doors  104 A- 104 C at the first end  103  of the first railcar  102  from the vertical orientation to the horizontal orientation. In one embodiment, the operator may transition third end door from the vertical orientation to the horizontal orientation at about the same time as the first end door transitions from the vertical orientation to the horizontal. In other embodiments, the first end door and the third end door may each transition from the vertical orientation to the horizontal orientation at different times. Transitioning the third end door from the vertical orientation to the horizontal orientation may allow access to a third deck (e.g. deck  110 B) of the first railcar  102  and may form a portion of a second path between the first railcar  102  and the second railcar  106 . 
     At step  708 , the operator transitions a fourth end door (e.g. end door  108 B) from the second plurality of end doors  108 A- 108 C at the first end  107  of the second railcar  106  from the vertical orientation to the horizontal orientation such that when the third end door is in its horizontal orientation it aligns or at least partially overlaps with the fourth end door when the fourth end door is in its horizontal orientation. In one embodiment, the operator may adjust the length  105  of the third end door and/or the fourth end door when the third end door or the fourth end door is a telescopic end door with an adjustable length  105 . For example, the operator may adjust the length  105  of the third end door and/or the fourth end door to reduce or eliminate any gaps between the third end door and the fourth end door when the third end door and the fourth end door are in their horizontal orientation. In one embodiment, the operator may transition fourth end door from the vertical orientation to the horizontal orientation at about the same time as the second end door transitions from the vertical orientation to the horizontal. In other embodiments, the second end door and the fourth end door may each transition from the vertical orientation to the horizontal orientation at different times. Transitioning the fourth end door from the vertical orientation to the horizontal orientation may allow access to a fourth deck (e.g. deck  114 B) of the second railcar  106  and may form a portion of the second path between the first railcar  102  and the second railcar  106 . 
     In other embodiments, the process of transitioning end doors on the first railcar  102  and corresponding adjacent doors on the second railcar  106  from the vertical orientation to the horizontal orientation may be repeated for additional end doors. 
       FIG. 8  is a flowchart of another embodiment of a railcar configuration method  800 . In one embodiment, an operator may employ method  800  to configure first railcar  102  and the second railcar  106  to remove paths between adjacent decks of the first railcar  102  and the second railcar  106 . For example, method  800  may be employed following configuring the first railcar  102  and the second railcar  106  to provide paths between the first railcar  102  and the second railcar  106  using a method such as method  700 . 
     At step  802 , the operator transitions a first end door at a first end door (e.g. end door  104 B) of the first railcar  102  from a horizontal orientation to a vertical orientation to prevent access to a first deck (e.g. deck  110 B) of the first railcar  102 . 
     At step  804 , the operator transitions a second end door at a first end door (e.g. end door  108 B) of the second railcar  106  from a horizontal orientation to a vertical orientation to prevent access to a second deck (e.g. deck  114 B) of the second railcar  106 . Transitioning the first end door and the second end door from the horizontal orientation to the vertical orientation removes the path that connects the first deck of the first railcar  102  and the second deck of the second railcar  106 . 
     At step  806 , the operator transitions the operator transitions a third end door at the first end door (e.g. end door  104 A) of the first railcar  102  from a horizontal orientation to a vertical orientation to prevent access to a second deck (e.g. deck  110 A) of the first railcar  102 . 
     At step  808 , the operator transitions a fourth end door at the first end door (e.g. end door  108 A) of the second railcar  106  from a horizontal orientation to a vertical orientation to prevent access to a fourth deck (e.g. deck  114 A) of the second railcar  106 . Transitioning the third end door and the fourth end door from the horizontal orientation to the vertical orientation removes the path that connects the third deck of the first railcar  102  and the fourth deck of the second railcar  106 . 
     In other embodiments, the process of transitioning end doors on the first railcar  102  and corresponding adjacent doors on the second railcar  106  from the horizontal orientation to the vertical orientation may be repeated for additional end doors. 
     While several embodiments have been provided in the present disclosure, it should be understood that the disclosed systems and methods might be embodied in many other specific forms without departing from the spirit or scope of the present disclosure. The present examples are to be considered as illustrative and not restrictive, and the intention is not to be limited to the details given herein. For example, the various elements or components may be combined or integrated in another system or certain features may be omitted, or not implemented. 
     In addition, techniques, systems, subsystems, and methods described and illustrated in the various embodiments as discrete or separate may be combined or integrated with other systems, modules, techniques, or methods without departing from the scope of the present disclosure. Other items shown or discussed as coupled or directly coupled or communicating with each other may be indirectly coupled or communicating through some interface, device, or intermediate component whether electrically, mechanically, or otherwise. Other examples of changes, substitutions, and alterations are ascertainable by one skilled in the art and could be made without departing from the spirit and scope disclosed herein. 
     To aid the Patent Office, and any readers of any patent issued on this application in interpreting the claims appended hereto, applicants note that they do not intend any of the appended claims to invoke 35 U.S.C. §112(f) as it exists on the date of filing hereof unless the words “means for” or “step for” are explicitly used in the particular claim.