Patent Publication Number: US-2005117990-A1

Title: Rail road car with lading securement storage apparatus

Description:
This application is a continuation of Ser. No. 10/437,613, filed May 14, 2003, now U.S. Pat. No. 6,796,758 which is a divisional of U.S. patent application Ser. No. 09/893,368 filed Jun. 27, 2001, now U.S. Pat. No. 6,612,793, which applications are hereby incorporated by reference herein. 
    
    
     FIELD OF THE INVENTION  
      This invention relates generally to center beam rail road cars and to lading securement apparatus for those rail road cars.  
     BACKGROUND OF THE INVENTION  
      Center beam rail road cars, in cross-section, generally have a body having a flat car deck and a center beam web structure running along the longitudinal center-line of, and standing upright from, the deck. The center beam structure is carried on a pair of rail car trucks. The rack, or center beam structure, has a pair of bulkheads at either longitudinal end. The bulkheads extend transversely relative to the rolling direction of the car. The lading supporting structure of the body includes laterally extending deck sheets or bunks mounted above, and spanning the space between, the trucks.  
      The center beam web structure is typically in the nature of an open frame truss for carrying vertical shear and bending loads. It stands upright from the deck and runs along the longitudinal centerline of the car between the end bulkheads. This kind of webwork structure can be constructed from an array of parallel uprights and appropriate diagonal bracing. Typically, a center sill extends the length of the car, and the posts extend upwardly from the center sill. Most often, a top truss assembly is mounted on top of the vertical web and extends laterally to either side of the centerline of the car. The top truss is part of an upper beam assembly, (that is, the upper or top flange end of the center beam) and is usually manufactured as a wide flange, or wide flange-simulating truss, both to co-operate with the center sill to resist vertical bending, and also to resist transverse bending due to lateral horizontal loading of the car while travelling on a curve. The center beam thus formed is conceptually a deep girder beam whose bottom flange is the center sill, and whose top flange is the top truss (or analogous structure) of the car.  
      Center beam cars are commonly used to transport packaged bundles of lumber, although other loads such as pipe, steel, engineered wood products, or other goods can also be carried. The space above the decking and below the lateral wings of the top truss on each side of the vertical web of the center beam forms left and right bunks upon which bundles of wood can be loaded. The base of the bunk often includes risers that are mounted to slant inward, and the vertical web of the center beam is generally tapered from bottom to top, such that when the bundles are stacked, the overall stack leans inward toward the longitudinal centerline of the car.  
      Lading is most typically secured in place using straps or cables. Generally, the straps extend from a winch device mounted at deck level, upward outside the bundles, to a top fitting. The top fitting can be located at one of several intermediate heights for partially loaded cars. Most typically, the cars are fully loaded and the strap terminates at a fitting mounted to the outboard wing of the upper beam assembly. Inasmuch as the upper beam assembly is narrower than the bundles, when the strap is drawn taut by tightening the winch, it binds on the upper outer corner of the topmost bundle and exerts a force inwardly and downwardly, tending thereby to hold the stack in place tight against the center beam web.  
      Each bundle typically contains a number of pieces of lumber, commonly the nominal  2 ″×4″, 2″×6″, 2″×8″ or other standard size. The lengths of the bundles vary, typically ranging from 8′ to 24′, in 2′ increments. The most common bundle size is nominally 32 inches deep by 49 inches wide, although 24 inch deep bundles are also used, and 16 inch deep bundles can be used, although these latter are generally less common. A 32 inch nominal bundle may contain stacks of 21 boards, each 1½ inch thick, making 31½ inches, and may include a further 1½ inches of dunnage for a total of 33 inches. The bundles are loaded such that the longitudinal axes of the boards are parallel to the longitudinal, or rolling, axis of the car generally. The bundles are often wrapped in a plastic sheeting to provide some protection from rain and snow, and also to discourage embedment of abrasive materials such as sand, in the boards. The bundles are stacked on the car bunks with the dunnage located between the bundles such that a fork-lift can be used for loading and unloading. For bundles of kiln dried softwood lumber the loading density is typically taken as being in the range of 1600 to 2000 Lbs. per 1000 board-feet.  
      Existing center beam cars tend to have been made to fall within the car design envelope, or outline, of the American Association of Railroads standard AAR Plate C, and tend to have a flat main deck that runs at the level of the top of the main bolsters at either end of the car. In U.S. Pat. No. 4,951,575, of Dominguez et al., issued Aug. 28, 1990, a center beam car is shown that falls within the design envelope of plate C, and also has a depressed center deck between the car trucks.  
      In center beam cars having a top truss with cantilevered truss wings extending transversely outboard from the top chord, the typical method of securing the lading, namely the bundles of lumber, in place is to fasten an array of cables, or webs, to the outboard wings of the top truss, to run the cable or web outboard about the lading, and then to anchor each cable, or web at deck level using a winch device. The winches and cables (or webs) are usually spaced along the car on pitches corresponding to the longitudinal pitch between the various upright posts of the center beam, typically on about 4 ft centers. If the car is not fully laden, the cables, or webs, can typically be hooked to attachment fittings at lower heights on the center beam posts.  
      In some types of center beam cars, and in some types of bulkhead flat cars that do not have center beams, or center partitions, the cables or webs have one end anchored on one side of the deck, and the web or cable is thrown clear over the lading to the other side of the car, and then a winch on the other side of the car is used to tighten the cable or web in place at the given longitudinal station. In some cases a spacer, or load spreader bracket is placed between the cable and the lading at the outer top corner of the lading where the cable by itself might otherwise dig into the lading when tightened.  
      The present inventors prefer webs as opposed to cables, such as were formerly more commonly used. The webs tend to be made of woven NYLON or polyester, or PVC, and can be obtained, typically in 4 inch wide bands, although other widths are available. Typically the winch device has a spindle with a gear on one end that co-operates with a pawl. The spindle has a central slot through which the web can be wrapped, and then a bar is fed into an eye at the end of the spindle, and the end of the web is spooled up until tight. The pawl discourages the gear from turning in the loosening direction. ¾ drives are also used to tighten the web. The square for the ¾ drive can also be in the spindle, near the eye.  
      It has been suggested that these webs can withstand significant tensile loads, possibly as much as 20,000 lbs. in tension. The webs tend to be portable, and moderately expensive to replace. As such, they are quite attractive to thieves since a web band of this nature can be put to many household, cottage, or other uses not necessarily intended by the rail car manufacturer or operator. The webs are all the more attractive for unintended purposes if they are particularly long, as is the case when the web is of sufficient length to be passed entirely about the load from one side of the car to the other. Aside from their attractiveness to thieves, the webs may also be susceptible to needless damage during loading and unloading of the railroad cars, and when stowed for an empty return passage.  
      When the cars are being returned empty, the straps are typically tightened directly between the center beam and the winch, and remain exposed to the weather. Also, in remaining exposed, the webs may attract the attention of opportunistic thieves in a way that they might not otherwise do if stored out of sight. It would be advantageous to have an apparatus that permits the webs to be collected in a fashion suitable for storage, such as a reel, and a storage compartment that may keep the reeled up webs out of sight during empty operation of the cars.  
      A flat deck center beam car, whether having inclined risers and tapered posts or a fully planar horizontal deck with vertically sided posts will typically have a main deck height of approximately 41 inches above top of rail. Yard personnel working adjacent to the car may find this to be a convenient working height, like a tall work bench. It may not be a convenient height to climb without a ladder or footstep. In such a situation it may be advantageous to have a reeling mechanism for spooling the webbing that is located near or at the side sill. As such, a person standing adjacent to the rail car may be able to operate the mechanism without ascending the deck. In this position it would be advantageous to have a reeling mechanism, and a storage mechanism that is located in, or movable to, a position clear of the deck so that it does not obstruct loading or unloading.  
      By contrast, for a dropped deck center beam car having a depressed central deck portion the medial deck height may be of the order of 20 to 30 inches above top of rail, and may tend to be mounted relatively easily without the need for a ladder. Further, if the end portions are raised to a height of 50 to 60 inches above top of rail, it may be easier first to ascend the medial portion of the deck, then to ascend the end portions of the deck and to work from deck level rather than working from trackside. In such a situation, a reeling mechanism and storage boxes placed in the space between the posts of the center beam may be advantageous.  
     SUMMARY OF THE INVENTION  
      In an aspect of the invention there is a center beam rail road car having a deck structure upon which lading can be supported. The deck structure is carried by spaced apart rail car trucks. A central beam structure runs along the deck structure and extends upwardly therefrom. The rail car has lading securement apparatus for restraining lading carried upon the deck structure. Lading securement storage apparatus is mounted to the deck structure. The lading securement apparatus includes at least one band of webbing for wrapping about the lading, securing equipment mounted to at least one of (a) the deck structure and (b) the central beam structure, by which to anchor the webbing to at least one of (a) the deck structure and (b) the central beam structure. The lading securement storage apparatus includes a winder mounted to the deck structure, the winder being operable to form the band into a storage configuration; an enclosure mounted to the deck structure, the enclosure having a storage space defined therein for accommodating the band. The deck structure being free of obstruction by the winder and the enclosure when lading is carried by the deck structure.  
      In an additional feature of that aspect of the invention the securing equipment includes at least one end attachment fitting by which to anchor an end of the band of webbing to at least one of (a) the deck structure and (b) the central beam structure. A tightening member is mounted to one of (a) the deck structure and (b) the central beam structure, the tightening member being operable to anchor another end of the band and to tighten the band about the lading. In another feature, the deck structure includes a pair of first and second spaced apart side sills and the tightening member is a winch mounted to one of the side sills. In a further additional feature, the deck structure includes a pair of first and second spaced apart side sills, and the attachment fitting is a winch mounted to one of the side sills.  
      In still another feature, the winding mechanism includes a first member having a socket and a removable crank member engageable with the socket. In still another additional feature, the first member is movably connected to the deck structure and is movable between a spooling position proud of the deck structure to an inoperative position shy of the deck structure. In yet another feature, the first member is pivotally attached to the deck structure and is movable between a spooling position proud of the deck structure and an inoperative position in which the deck structure is free of obstruction by the first member. In still another feature, the first member is movable to a retracted position lying within the enclosure.  
      In yet again another additional feature, in the operative position, the first member is located above the enclosure and the crank member is releasable from the socket once a reel is formed thereon, whereby a reel formed on the crank can fall into the enclosure when the crank is disengaged from the socket. In still another feature, the first member is rigidly fixed to the enclosure, and the enclosure is pivotally mounted to the deck structure. In a further feature, the enclosure has a lid, the deck structure defines a lower lading bunk interface above which lading is carried, and in the inoperative position of the first member, the lid lies one of (a) flush with the interface and (b) shy of the interface.  
      In a yet further feature, the winder includes a crank and the enclosure has a socket in which to mount the crank for winding the webbing. In a further additional feature, the enclosure is movably mounted to the deck structure. In another feature, the car has lading bunk envelopes defined above the deck structure and to either side of the central beam structure. The winder includes a crank. The enclosure has a pair of opposed walls having apertures formed therein to define a socket for receiving the crank in a position for winding the webbing and the enclosure is pivotally mounted to the deck structure, the enclosure being movable to a stored position clear of the lading bunk envelopes.  
      In another aspect of the invention there is a rail road car having a deck structure for supporting lading, the deck structure being supported on railcar trucks for rolling motion along railroad tracks. Lading securement apparatus is connected to the deck structure, the lading securement apparatus including at least one web band for wrapping about the lading and at least one tightening mechanism operable to draw the band tight about the lading to restrain the lading relative to the deck structure. A lading securement storage apparatus is mounted to the deck structure, the lading securement storage apparatus including an enclosure mounted to the deck structure, the enclosure having an opening defined therein for admitting the web band to be placed within the enclosure. The enclosure is movable to a first position in which the opening is exposed to permit the web band to be introduced therein. The enclosure being movable to a second position in which the opening is obstructed.  
      In an additional feature of that aspect of the invention, the enclosure is mounted at a hinge, and is pivotable about the hinge between the first and second positions. In another feature, the storage apparatus includes a winding apparatus mountable therewith, the winding apparatus being operable to coil the web band. In still another feature, the winding apparatus includes a crank. In yet another feature, the crank includes a radial slot through which the web band can be threaded. In still another feature, the enclosure includes a socket, and the lading securement storage apparatus includes a crank mountable within the socket for coiling the web band.  
      In another aspect of the invention there is a center beam rail road car having a deck structure carried upon spaced apart rail car trucks and a central beam assembly running along the deck structure and standing upwardly thereof. Bunks for carrying lading are defined to either side of the central beam structure above the deck structure. The central beam structure having an array of posts standing upwardly of the deck structure. There are lading securement apparatus for securing lading in the bunks, the lading securement apparatus including web bands for wrapping about the lading. There is at least one storage enclosure mounted between a pair of the posts. At least one winder mechanism is mounted between a pair of the posts for reeling the bands. A storage enclosure for accommodating wound web bands is mounted between a pair of the posts.  
      In an additional feature of that aspect of the invention, the winder includes a crank having a shaft about which to wind the web bands, the shaft having an axis oriented longitudinally relative to the rail road car. In another additional feature, the storage enclosure has a movable lid controlling access thereto, and the movable lid has a fitting by which the lid can be secured in place with a lock.  
      These and other aspects and features of the invention may be better understood with the aid of the accompanying illustrative drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       FIG. 1   a  shows an isometric, general arrangement view of a center beam rail road car having a straight-through main deck, according to the present invention;  
       FIG. 1   b  shows an isometric, general arrangement view of a dropped deck center beam rail road car with a reduced height top chord without a laterally extending truss, an alternative to the center beam rail road car of  FIG. 1   a;    
       FIG. 1   c  shows a mid-span cross-section of the dropped deck center beam rail road car of  FIG. 1   b;    
       FIG. 1   d  shows an isometric, general arrangement view of a center beam rail road car having a straight-through main deck and a reduced height top chord, another alternative to the center beam rail road car of  FIG. 1   a;    
       FIG. 2  shows a side view of one half of the center beam car of  FIG. 1   a;    
       FIG. 3   a  shows section ‘ 3   a - 3   a ’ of the car of  FIG. 2  facing a cross-tie;  
       FIG. 3   b  shows section ‘ 3   b - 3   b ’ of the car of  FIG. 2  facing a cross-bearer;  
       FIG. 4   a  shows an isometric view of a storage box and co-operating crank for suitable for use with the center beam rail road car of  FIG. 1   a;    
       FIG. 4   b  shows a side view of the storage box of  FIG. 4   a;    
       FIG. 4   c  shows an end view of the storage box of  FIG. 4   a;    
       FIG. 5   a  shows a view of the storage box of  FIG. 4   a  as installed on a rail car, showing the storage box in both raised and lowered positions;  
       FIG. 5   b  shows a side view of the installation of  FIG. 5   a;    
       FIG. 5   c  shows a top view of the installation of  FIG. 5   a;    
       FIG. 6   a  shows a view similar to  FIG. 5   a , of an empty storage box;  
       FIG. 6   b  shows the storage box of  FIG. 6   a  in a raised position;  
       FIG. 6   c  shows the storage box of  FIG. 6   a  with an end of a web band fed through the crank, at the start of winding;  
       FIG. 6   d  shows the storage box of  FIG. 6   c  during reeling of the web band;  
       FIG. 6   e  shows the storage box of  FIG. 6   a  with the reel fully wound and crank removed;  
       FIG. 6   f  shows the storage box of  FIG. 6   a  full and placed in the lowered position;  
       FIG. 7   a  shows an alternate storage box to that of  FIG. 6   a  having a different position retention mechanism;  
       FIG. 7   b  shows the storage box of  FIG. 7   a  in the lowered position;  
       FIG. 7   c  shows an alternate arrangement showing a movable crank holder and fixed storage box;  
       FIG. 7   d  shows the movable crank holder of  FIG. 7   c;    
       FIG. 8   a  shows an array of double reel storage boxes as an alternative to the installation of  FIG. 7   a;    
       FIG. 8   b  shows a top view of the installation of  FIG. 8   a;    
       FIG. 8   c  shows a side view of the installation of  FIG. 8   a;    
       FIG. 9   a  shows an alternate winding and storage apparatus installation to that of  FIG. 8   a;    
       FIG. 9   b  shows a side view of the apparatus of  FIG. 9   a  in a raised position;  
       FIG. 9   c  shows a side view of the apparatus of  FIG. 9   a  in a lowered position;  
       FIG. 9   d  shows a top view of the apparatus of  FIG. 9   a  in the lowered position;  
       FIG. 10   a  shows an isometric view of a winding apparatus for the center beam rail road car of  FIG. 1   b;    
       FIG. 10   b  shows an end view of the winding apparatus of  FIG. 10   a;    
       FIG. 10   c  shows a side view of the winding apparatus of  FIG. 10   a;    
       FIG. 11   a  shows an isometric view of a web band storage box for the center beam rail road car of  FIG. 10   b;    
       FIG. 11   b  shows a side view of the storage box of  FIG. 11   a;    
       FIG. 11   c  shows a top view of the storage box of  FIG. 11   a;    
       FIG. 11   d  shows a sectional view of the storage box of  FIG. 11   a;    
       FIG. 12   a  shows an isometric view of an alternate web band storage box to that of  FIG. 11   a;    
       FIG. 12   b  shows a section view ‘ 12   b - 12   b ’ of the storage box of  FIG. 12   a ; and  
       FIG. 12   c  shows a section view ‘ 12   c - 12   c ’ of the storage box of  FIG. 12   a.   
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
      The description which follows, and the embodiments described therein, are provided by way of illustration of an example, or examples of particular embodiments of the principles of the present invention. These examples are provided for the purposes of explanation, and not of limitation, of those principles and of the invention. In the description which follows, like parts are marked throughout the specification and the drawings with the same respective reference numerals. The drawings are not necessarily to scale and in some instances proportions may have been exaggerated in order more clearly to depict certain features of the invention.  
      In terms of general orientation and directional nomenclature, for each of the rail road cars described herein, the longitudinal direction is defined as being coincident with the rolling direction of the car, or car unit, when located on tangent (that is, straight) track. In the case of a car having a center sill, whether a through center sill or stub sill, the longitudinal direction is parallel to the center sill, and parallel to the side sills, if any. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail TOR as a datum. The term lateral, or laterally outboard, refers to a distance or orientation extending cross-wise relative to the longitudinal centerline of the railroad car, or car unit, indicated as CL—Rail Car. The term “longitudinally inboard”, or “longitudinally outboard” is a distance or orientation relative to a mid-span lateral section of the car, or car unit.  
      A center beam railroad car is indicated in  FIG. 1   a  generally as  20 . It is carried on railroad car trucks  22  and  24  in a rolling direction along rails in the generally understood manner of railcars. Car  20  has a longitudinal centerline  25  lying in a longitudinal plane of symmetry, indicated generally as  26  which intersects the kingpin connections of trucks  22  and  24 . It will be appreciated that aside from fittings such as hand grabs, ladders, brake fittings, and couplers, the structure of car  20  is symmetrical about the longitudinal plane of symmetry, and also about a transverse plane of symmetry  28  at the mid-length station of the car. In that light, a structural description of one half of the car will serve to describe the other half as well.  
      The structure of a center beam car, such as in  FIGS. 1   a  and  2  as  20 , is analogous to a deep beam having a tall central structure to approximate the web of a beam, or a web-like structure or truss assembly, a wide flange at the bottom, and a wide flange at the top. In the case of railroad car  20 , the central web-work assembly is indicated generally as  30  and runs in the longitudinal direction (that is, the rolling direction of the car), the top flange function is served by a top truss assembly  32 , and the lower flange function is performed by a lower flange assembly in the nature of a lateral support structure  34 , upon which cargo can be placed, and that extends laterally outward to either side of the car center line  25 .  
      In detail, as shown in  FIGS. 3   a  and  3   b , car  20  has at its lowest extremity main center sill  36 , in the nature of a fabricated steel box beam that extends longitudinally along the centerline of car  20  throughout its length, having couplers  38  ( FIG. 2 ) mounted at either end. Cross bearers  40  extend outwardly from center sill  36  to terminate at a pair of longitudinal left and right hand side sills  42 ,  44  that also run the length of the car. In the car illustrated, cross members in the nature of cross-bearers  40  and cross-ties  41  extend laterally outward from center sill  36  on approximately 4 ft centers. Decking  46  is mounted to extend between cross-bearers  40 , and cross-ties  41  providing a shear connection between adjacent cross members when side loads are imposed on the car. Decking  46  has deck sheeting lying flush, or roughly flush, with the top flange of main center sill  36 , roughly 41 inches above top of rail. Tapered risers  48  are mounted above the cross members to form the base, or lower, upwardly facing, lading interface of a bunk for carrying loads, the upper surfaces of risers  48  lying substantially in a common plane. That is, although the deck is considered to be conceptually planar, there is a longitudinal camber of the deck structure generally, but for which the upper surfaces of risers  48  lie in a common plane. When car  20  is fully loaded, the deck structure will tend to deflect toward a true planar condition. Risers  48  are tapered so that loads stacked thereupon will tend to lean inwardly toward the center-line of car  20 . The combined structure of center sill  36 , cross-bearers  40 , cross-ties  41 , and side sills  42 ,  44  and decking  46  provides a wide, lower beam or lower flange assembly extending laterally outward from the longitudinal centerline of car  20 .  
      At either end of car  20  there are vertically upstanding fore and aft end bulkheads  50  and  52  which extend from side to side, perpendicular to the central longitudinal plane  26  of car  20 . Running the full length of car  20  between end bulkheads  50  and  52  is an array  54  of upright posts  56 ,  57 . Array  54  is reinforced by diagonal braces  58 ,  59 . As also shown in  FIG. 3   a , array  54  of posts  56  (and  57 ) is surmounted by an upper beam assembly  60  and deep beam top chord assembly  62 . An open framework top truss  64  is mounted above, and connected to deep beam top chord assembly  62 . Truss  64  has lateral wings  65  and  67  that are mounted to extend outboard from the central plane of car  20  in a cantilevered manner. Truss  64  has longitudinal stringers  66 , and cross members  68 .  
      Each of posts  56  has a central web  74  that lies in a vertical plane perpendicular to the plane  26  of car  20 . Web  74  is tapered from a wide bottom adjacent main center sill  36  to a narrow top. The wide bottom portion is about 13½ inches wide, and at the top portion the inward taper is such as to yield a 6 inch width of section at the junction of top chord assembly  62  and top truss  64 . At the outboard extremities of web  74  there are left and right hand flanges  76  and  78  that each lie in a longitudinal plane inclined at an angle α defined (from the vertical) by the slope of the taper of web  74 . In the embodiment of  FIG. 1   a , α (shown in  FIG. 3   b ) is roughly 1.45°. At the top of each post  56 ,  57  web  74  has been trimmed back to a pair of tabs  80 ,  82  at the ends of flanges  76 ,  78 . This yields a seat, socket, relief, or rebate in the nature of a generally U-shaped notch or slot  84  into which top chord assembly  62  can seat.  
      A horizontal cross-section of post  56  may generally have an H-shape, with web  74  extending laterally between flanges  76  and  78 . Post  57 , by contrast, although tapered in a similar manner to post  56 , has a horizontal cross-section of a U-shaped channel, with its web being the back of the U, and the flanges being a pair of legs extending away from the back. Each diagonal member  58  (or  59 ) has a first end rooted at a lower lug  86  welded at the juncture of the base of one of the posts  56  (or  57 ) and main center sill  36 , and a second diagonal end rooted in an upper lug  88  at the juncture of another adjacent post  56  (or  57 ) and top chord assembly  62 . Midway along its length, diagonal beam  58  (or  59 ) passes through a post  57  intermediate the posts  56  (or  57 ) to which diagonal  58  (or  59 ) is mounted. It is intended that the respective flanges of the various posts  56  and  57  lie in the same planes on either side of the central plane  26  of car  20  to present an aligned set of bearing surfaces against which lading can be placed. The incline of flanges  76  and  78  is such that they lie at roughly a right angle to the inward taper of risers  48  so that generally square or rectangular bundles can be stacked neatly in the clearance opening of the bunk defined between the underside of the top truss  64  and risers  48 . In the embodiment of  FIGS. 2 and 3   a , upper beam assembly  60  can be defined as the combination of top chord assembly  62  and top truss  64 . It has a cross section in the shape, generally, of a ‘T’, with the cross-bar of the T being defined by wings  65  and  67  of top truss  64 , and the stem  69  of the ‘T’ being defined by top chord assembly  62 , described more fully below.  
      Webbing bands, identified as straps  92 , ( FIG. 3   a ) are provided to attach to the outboard, distal extremities of wings  65  and  67  of top truss  64 , to be wrapped outboard of the load as indicated in  FIG. 3   a , and to be tightened by a come-along, a winch, a pawl-and-ratchet type of mechanism, indicated generally as  94 , or similar tightening device mounted to the respective side sill  42  or  44 . An operator turns mechanism  94  with the aid of an extension bar or handle (not shown) or other device such as a ¾ inch ratchet drive. When tightened, straps  92  bear against the outboard, upper corners of bundles indicated as  96 , tending to force their inboard, upper regions, indicated generally as  98 , most tightly against the upright car structure that extends parallel to plane of symmetry  26 , namely array  54  and the outer shank, or skirt of stem  69  of upper beam assembly  60 .  
      Straps  92  are preferably web bands made of a woven synthetic fibre, such as NYLON or polyester or PVC, with a fastening attachment anchor fitting at one end. The web bands may be typically 4″ wide. The anchor fitting can be a hook, or ring, or loop to which the web material itself is sewn, such as by folding an end over a loop or bar, and then sewing the band back on itself. It the embodiment of  FIG. 1   a , for example, the anchor fitting ( FIG. 3   a ) is a loop, identified as item  93 , that mates with a fitting in the nature of a catch, or hook, located alternatively on the wing extremities when the car is fully loaded, or on the vertical posts at intermediate heights corresponding to lower loading heights of bundles. In cars employing steel cables rather than web bands, item  93  could be a short length of chain mounted to the end of the cable, the links of the chain being engageable with a notched fitting on the top truss wings.  
      When the car is unloaded, as shown in  FIG. 1   a , straps  92  can have their far ends engaged in one of the intermediate notches mounted to the posts. In this position the other end of the strap is fed through the slot, or eye, in the shaft of winch mechanism  94 , and wound until tight. The car can then be returned empty with straps  92  secured in this position. However, it is preferable to remove the band (i.e., strap  92 ) from winch mechanism  94 , to reel it up, and to store it in a coil in a storage box. To that end car  20  has a lading securement storage apparatus, indicated generally as  100 .  
      Apparatus  100  includes a reeling mechanism  102  ( FIG. 4   a ), described in more detail below, and a storage mechanism  104 . In the embodiment illustrated in FIGS.  1  to  3   b , the deck structure has rectangular reliefs  106  cut in the deck sheets (i.e., decking  46 ) adjacent to the junction of successive cross ties  41  with the respective side sills  42 ,  44 . It is advantageous for there to be a number of reliefs corresponding to the number of straps  92 , to be stored. These reliefs provide access to, and accommodate, a movable storage enclosure having the form of a generally rectangular box,  108 .  
      Box  108  has a thickness, or small dimension ‘L’ corresponding to the width of the web bands, although somewhat wider, such as about 7″ to allow for moderately uneven winding of a narrower reel, such as a reel formed of a 4 inch web, and to allow for easier removal by hand. Seen in the longitudinal direction looking along the side sill, as in  FIG. 4   c , box  108  has a height ‘H’ and a width ‘W’ of comparable size, the width being larger than the height, and being suited to yield a box of height and depth for accommodating the wound web band. Box  108  has a top panel, identified as top wall  110 , a pair of left and right parallel, planar side panels identified as walls  112 ,  114  that are welded to depend from the long side margins of top panel  110 ; and a bent backing panel formed into a back portion identified as back wall  116 , and a bottom portion identified as bottom wall  118 . It may be noted that side walls  112 ,  114  each have a diagonal nip, or chamfer  115 , at their lower inner corner (as seen in the raised position), this chamfer leaving a gap at the corner and thus providing a drain hole to discourage accumulation of water in box  108 .  
      As can be seen, top wall  110 , back wall  116  and bottom wall  118  are welded about three sides or margins of the periphery of side walls  112 ,  114 . The fourth side, or portion, of the periphery of side walls  112 ,  114  is left open, except for a lip  120  formed upwardly at the distal end of bottom wall  118 . The opening defined between the fourth, unboxed portion of the periphery of side walls  112 ,  114 , lip  120 , and the distal edge, or margin of top wall  110  is of a size to receive a reeled web band roughly 9 inches in diameter.  
      A sleeve  122  is welded along the outer surface of back wall  116  adjacent to the junction of back wall  116  with top wall  110 , and forms a pivot fitting on a shaft  124  ( FIG. 5   c ) that is mounted between a pair of bores,  125 ,  126  formed in side bars  130 ,  132  mounted to the underside of the deck panel  127  adjacent to the cross-ties. As such, box  108  is pivotally mounted to move between a raised position, shown in phantom lines in  FIG. 5   a  and a lowered, or storage position, shown in solid lines in  FIG. 5   a . The fourth, open portion of the periphery of side walls  112 ,  114  has an arcuate profile formed on a constant radius ‘R’ relative to the longitudinal axis of sleeve  122 . Notably, top wall  110  is shorter than this radius, such that a gap ‘G’ ( FIG. 5   c ) is left between the distal edge of top wall  110  and the inner edge of the side sill, be it  42 ,  44  as the case may be. The gap ‘G’ permits the lifting of the box  108  to the open, or raised position.  
      The long margins of top wall  110  each have a lip  131  extending beyond side walls  112 ,  114 , respectively to overlap the respective upper faces of bars  130 ,  132 . As such, bars  130 ,  132  also act as stops, or abutments limiting the travel of box  108  into the stored position. A retention fitting for maintaining box  108  in an open, or raised position is also provided. That is, a stay or prop in the nature of a pivotally mounted catch  128  is mounted to the underside of bottom wall  118  near lip  120 . Catch  128  has a hook shape, with one end being identified as a bent hook  129 . Catch  128  is pivotally mounted to box  108 , and the long depending end  133  being left to dangle, the long depending end having a piece of round stock  135  ( FIG. 4   c ) welded to it. When box  108  is raised, as by lifting the distal edge of top panel  110 , the free end of hook  129  rides against the back, or inboard face of the web, of the side sill  42 ,  44 . The weight of the rest of the hook will tend to keep hook  129  in contact with the side sill web until hook  129  clears the upper corner of the side sill web where it meets the side sill upper flange. At that point the free end of hook  129  being biased due to gravity acting on round stock  135 , will tend to move outwards, and the long end  133  will tend to swing out to contact the web of the side sill. If box  108  is lowered slightly, hook  129  will catch as shown in phantom in the raised position of  FIG. 5   a . To release, box  108  is raised to take the weight off hook  129 . Hook  129  is pushed inward, and box  108  is lowered until the overhanging edges, lips  131 , of top wall  110  abut the upper surfaces of bars  130 ,  132 .  
      A clevis, or yoke, is formed by a pair of first and second bores  134 ,  136  let through each of side walls  112 ,  114  near the fourth portion of their respective peripheral margins. Bores  134  and  136  are provided to give a socket for web reeling device  102 , in the nature of a winder, or crank  140 . Crank  140  has a shaft  142  engageable with bores  134 ,  136 ; an arm,  144  extending radially from one end of shaft  142 ; and a throw, or handle,  146  by which crank  140  can be grasped and a torque imposed through arm  144  to turn shaft  142 . Shaft  142  is a slotted shaft, slot  148  being of a size to accept radial threading by an end of a web band, namely strap  92 . As such, when box  108  is in the raised, or operative position, crank  140  can be used to reel up strap  92  in a loose roll, or coil. Then, turning crank  140  backwards slightly, (in the direction opposite to the winding direction), may tend to loosen strap  92  in the center of the coil thus formed, thereby facilitating axial disengagement. Axially withdrawing shaft  142  out of the socket provided by bores  134 ,  136 , may then tend to release the formed coil, or roll, permitting it to fall into the storage space defined within the walls of box  108 .  
      Box  108  also has a crank storage fitting in the nature of an intermediate internal plate, or web  150  ( FIG. 4   b ) mounted parallel to top wall  110 , the width of web  150  being approximately equal to the small dimension ‘L’ and the thickness of web  150  being thinner than the width of slot  148 . Before box  108  is lowered, slot  148  of shaft  142  of handle  140  is fed axially onto web  150 , with handle  146  hanging downward. When box  108  is lowered, crank  140  may then tend to be trapped in a position for travelling. It is not necessary to have a crank for every storage box. That is, a single crank (or, preferably, at least one crank per car side) could be used to reel all of the web bands of a car. It may also be noted that inasmuch as shaft  142  can be introduced in either direction through bores  134 ,  136 , crank  140  can be operated either left handed or right handed.  
      The sequence of operation of the lading securement storage apparatus is shown in  FIGS. 6   a  to  6   f . The sequence occurs after the web bands have been released from their tightening mechanism  94 , namely winches  138 , and the lading removed from car  20 . Yard personnel have collected the web bands and it is time for the bands to be placed in storage for the empty car return. In  FIG. 6   a , box  108  is empty and rests in a first, retracted, stored or inoperative position, however it may be termed. In  FIG. 6   b , box  108  has been raised by pivotal motion about the hinge formed by sleeve  122  and shaft  124 . Hook  129  engages side sill  42 ,  44  to maintain box  108  in the second, raised or operative position. In  FIG. 6   c , crank handle  140  has been removed from its storage position inside box  108 , and has been inserted into the socket formed by the co-operation of bores  134 ,  136 . A free end of a strap  92  has been threaded radially through slot  148 . An arrow indicates counter-clockwise rotation of handle  146  of crank  140 , thus turning shaft  142  and commencing winding of strap  92 .  FIG. 6   d  shows strap  92  in a partially coiled state.  FIG. 6   e  shows the fully coiled strap  92  resting in the bottom of box  108  after shaft  142  has been withdrawn from bores  134 ,  136  thus disengaging the coil from crank  140  and permitting it to fall. Crank  140  is then replaced in its storage position on web  150 , and box  108  is lowered into the storage position shown in  FIG. 6   f.    
      Other arrangements of box positioning or retaining devices can be used than the hooked stay of box  108 . In the further alternative shown in  FIGS. 7   a  and  7   b , a box  190  is similar to box  108  in general layout and construction. Rather than having catch  128 , box  190  has a cable  192  (or a chain) having a pull ring  194 . Side sill  42 , or  44  has a key-hole shaped notch to accommodate the passage of cable  192 . Cable  192  is attached at its inboard end to an arm  194  mounted to the back wall  196  of box  190 . Cable  192  is then carried about the rounded, smoothly radiused corner of lip  198  and through side sill  42  or  44  as the case may be. An arresting member in the nature of a ferrule acts as a stop, or retainer  200  engageable with the narrow lower portion of the key-hole notch in the web of the side sill to maintain box  190  in the raised position shown in  FIG. 7   a . The upper portion of the keyhole is of sufficient size to permit passage of retainer  200  and thus to release box  190  for lowering to the lowered, or storage position shown in  FIG. 7   b.    
      The storage box may not necessarily be movable between the raised and lowered, stored and operative, positions as shown for box  108  in  FIG. 7   a . In an alternate embodiment, as shown in  FIGS. 7   c  and  7   d , a stationary storage box  160  is provided, with a movable lid,  162  that has parallel side flanges  163  that have a profile cut foot in which apertures  161  are formed to function in co-operation as a yoke, or clevis for the shaft of a crank, such as crank  140 . Flanges  163  each have an oblong slot  164  traversed by a hinge pin  166 ; and a retaining mechanism, or stay, in the nature of a notched detent  168  to permit it to remain in a raised position for winding. In this embodiment the amount of weight to be raised and lowered is reduced when the majority of the box is stationary. By contrast, an advantage of the embodiment of  FIG. 4   a  is that it may tend to permit the winding mechanism and storage assembly to be formed in a single unit to which crank  140  mates. That is, the side walls serve two functions, first as portions of a storage assembly to restrain the wound coils, second to act as the support structure, or yoke, or clevis of a winding apparatus with the crank  140 .  
      It is also not necessary for the boxes to be spread along the bays at the pitches of successive cross ties. It may be found to be more convenient to mount a larger number of boxes in a single location, and to wind reels, or spools, of web bands in one place. Such an arrangement is show in the further alternative of  FIGS. 8   a ,  8   b  and  8   c . In this instance a group of boxes  170  is mounted together inboard of a side sill  42 , or  44 , as may be. In this instance, each box  172 ,  174  or  176  is similar to box  108  in layout and construction, but rather than being a single box, is instead a double box having two chambers side by side and is capable of holding two coiled spools, each box having not only side walls  178 ,  180 , but also an intermediate partition  182 . As before, a crank  140  is stored within one or another of the boxes. Each box is movable between a raised position, as shown by box  172 , and a lowered position as shown by box  174  or  176 .  
      In the alternative embodiment of  FIGS. 9   a ,  9   b , and  9   c , a different crank mechanism can also be employed in which the crank handle, being inseparable from the structure, may be less prone to being misplaced.  FIG. 9   a  shows a crank  210  mounted to a pedestal, or stanchion  212 , that is, itself, mounted to a pivoting deck plate  214 . When the plate is lowered, as in  FIG. 9   c , crank  210  is located in an inoperative position clear of the lading envelope of the deck structure of the car, namely shy of the plane of the lading support structure of the deck generally. When the plate is raised, as shown in  FIG. 9   a  or  9   b , crank  210  stands generally upwardly of the plane of the deck structure, and as so exposed is ready for use in forming web bands, namely straps  92  into coils or spools.  
      In greater detail, stanchion  212  includes a tapered upstanding web  220  ( FIG. 9   b ) welded perpendicularly to plate  214  and perpendicular to the axis of rotation of shaft  218  of crank  210 . The axis of rotation of crank  210  is parallel to the longitudinal axis of the rail car more generally. Stanchion  212  also includes a right-angled web  222  mounted centrally to web  220  and rooted to plate  214  such that webs  220  and  222  co-operate to give reinforcement both longitudinally and transversely. The hinge sleeve  224  ( FIG. 9   c ) for plate  214  is mounted to the deck structure shy of the plane of the deck, such that the axis of rotation of the hinge shaft  226  is also below deck level. When plate  214  is in the retracted, or stored position, the staff, or proximal portion  228  ( FIG. 9   a ) of plate  214  is welded tangent to sleeve  224  on an angle, the point of tangency also being below the plane of the deck generally. Proximal portion  228  extends angularly upward to meet the distaff, or distal portion  230  of plate  214 . Distal portion  230  lies flush, or marginally shy, of the plane of the deck when crank  210  is in the storage position, and thus has a dog-leg orientation relative to proximal portion  228 . When plate  214  is moved to the open, or raised, or operative position of crank  210 , proximal portion  228  is intended to lie flush against the adjacent portion of the deck lying inboard of hinge  236 , as shown.  
      In the closed position crank  210  locates within an enclosed spaced defined by a stationary storage box structure  240  ( FIG. 9   b ). Box  240  has a back, or laterally inboard, wall  242 , a bottom wall  244  and end walls  246  and  248 . The remaining front wall is defined by the web of side sill  42 ,  44 , as the case may be. Intermediate partitions, identified as webs  250  are space along bottom wall  244  to divide box  240  into a series of bunks, or niches, or catchments, into which reeled straps can be placed. Webs  250  are of less than full height, being of a height to correspond to a minor sector of the reel, high enough to tend to discourage lateral displacement of the formed reels, but low enough to tend to facilitate hand retrieval of the reels when needed. The niches so formed lie to either side of the retracted position of crank  210 . Plate  214  has fittings in the nature of oval hand grip openings  252  by which a person can raise and lower crank  210  with plate  214 .  
      In a still further alternative, shown in  FIG. 1   b  there is a dropped deck center beam car  320 . It has a center beam rail road car body  321  supported by, or carried on, a pair of longitudinally spaced apart railroad car trucks  322  and  323  and is operable to roll in a longitudinal rolling direction along rails in the general manner of rail cars. Car  320  has a longitudinal centerline  325  lying at the center of the coupler height in a longitudinal plane of symmetry, indicated generally as  324 . Plane  324  intersects pin connections of trucks  322  and  323  at the center plates of the trucks. Car  320  has a deck structure  326  upon which cargo can be placed. Deck structure  326  has elevated end deck portions  327 ,  328  and a medial deck portion  329 , carried between the trucks at a height, relative to the top of rail (TOR) that is lower than the height of the end deck portions  327 ,  328 .  
      In the case of car  320 , the central web assembly is indicated generally as  330  and runs in the longitudinal direction (that is, the rolling direction of the car), the top flange function is served by a top chord  332 , and the lower flange function is performed by an assembly that includes a lateral support structure  334 , and a main center sill  336 . Lateral support structure  334  generally includes deck structure  326 , and its outboard left and right hand side sills  342  and  344  ( FIG. 1   b ).  
      As with car  20 , described above, aside from fittings such as hand grabs, ladders, brake fittings, and couplers, the structure of car  320  is symmetrical about the longitudinal plane of symmetry  324 , and also about the transverse plane of symmetry  331  at the mid-length station of the car. In that light, a structural description of one half of the car will also serve to describe the other half. The features of car  320  thus enumerated are basic structural features of a center beam car having a depressed center deck.  
      In detail, main center sill  336  is a fabricated steel box beam that extends longitudinally along centerline  325  of car  320  throughout its length, having couplers  338  mounted at either end. Cross bearers  340  and cross-ties  341  extend outwardly from center sill  336  to terminate at left and right hand side sills  342 ,  344  that also run the length of the car. These cross bearers  340  and cross ties  341  extend laterally outward from center till  336  on approximately 4 ft centers. Deck sheeting, identified as decking  326 , is mounted to extend between cross-bearers  340  and cross-ties  341 , providing a shear connection between opposing side sills when side loads are imposed on the car, as in cornering. The combined structure of center sill  336 , cross-bearers  340 , cross-ties  341 , side sills  342 ,  344  and decking  326  provides a wide, lading support assembly extending laterally outward from the longitudinal centerline  325  of car  320 .  
      As noted above, deck structure  326  has a first end portion, namely end deck portion  327 , a second end deck portion, namely end deck portion  328 , and a medial deck portion  329 . At each of the transitions from either end deck portion  327  or  328  to medial deck portion  329  there is a knee, indicated respectively as  347  or  349 . Not only is deck structure  326  stepped in this manner, but so too are side sills  342  and  344 , each having first and second end members, or end portions,  343 , and a medial member, or medial side sill portion  345 .  
      At either end of car  320  there are vertically upstanding fore and aft end bulkheads  350  and  352  which extend from side to side, perpendicular to the central longitudinal plane  324  of car  320 . Running the full length of car  320  between end bulkheads  350  and  352  is an array  354  of upright posts  355 ,  356 ,  357 . Array  354  is reinforced by diagonal braces  363 ,  364 ,  367 ,  368 ,  374  that provide a shear path for vertical loads. The array  354  of posts  355 ,  356 ,  357  is surmounted by an upper beam, namely top chord  332  to form a central beam assembly standing upwardly of the deck structure. In this central beam structure, array  354  and the diagonal braces co-operate to provide a shear transfer web-like structure between center sill  336  and top chord  332 . As shown, end bulkheads  350  and  352  are taller than the central beam assembly. That is, taken relative to top of rail, the height of the top of the bulkheads is greater than the height of the upper extremity of top chord  332 . As such, car  320  is a dropped deck center beam rail road car having a reduced height top chord without laterally extending truss wings.  
      The respective end deck portions  327 ,  328  are offset upwardly from the lading supporting structure of medial deck portion  329  by a height increment shown as δ ( FIG. 1   b ). The step increment may correspond to the height of a nominal 31½ inch bundle of lumber, plus dunnage, (that is, 31½ inches of lumber plus 1½ inches of dunnage), totalling 33 inches plus a tolerance for an actual step height of 33⅝ inches (+/−⅛ inch).  
      Straps  386  ( FIG. 1   c ) are provided to wrap about the load, and to be tightened by a winch  388 , or similar tightening mechanism mounted to the respective side sill  342  or  344 . An operator turns winch  388  with the aid of an extension bar or handle or ratchet drive (not shown). When tightened, straps  386  bear against the outboard, upper corners of the L 5  bundles, tending to force their inboard, upper regions, tightly together, and tending to cause the L 5  bundles to be drawn down tightly atop the L 4  bundles, thus tightening the stack from L 1  to L 5 . Straps  386  are anchored on the far side of the car to load securing, or anchoring, means in the nature of bent-rod hooks  389  or another winch mechanism such as winch  388 .  
      The height of the knee  347  and  349 , preferably roughly 33 to 34 inches, may tend to be a bit large for a person to ascend comfortably as a single step. For the purpose of facilitating end deck access, a vertically extending, transversely oriented intermediate bulkhead sheet  380  has a perforation formed in it at the height of medial cross-member  376  to define a foothold, rung, or step,  381  (on  FIG. 1   b ).  
      Center beam car  320  has an array of center beam web posts, indicated generally as  354  in the context of  FIG. 1   b . Posts  356 ,  357  (and  355 ) thus present smooth, planar surfaces to the lading with smoothly radiused corners. Each diagonal member, whether struts  363 ,  364  or braces  367 ,  368  (or  374 ) has a first end rooted at a lower lug such as lower lug  390 , welded at the juncture of one of posts  356  (or  355 ) with main center sill  336 ; and a second diagonal end rooted in an upper lug  392  at the juncture of another adjacent post  356  (or  357 ) and top chord  332 . Midway along its length, the diagonal member, whether struts  363 ,  364  or braces  367 ,  368 , passes through the post  357  intermediate the pair of posts  356  (or  355  and  356  or  357 ) to which the diagonal member is mounted. It is intended that the respective sides of posts  355  and  356 , and the flanges of posts  357  lie in the same planes on either side of the central plane  324  of car  320  to present an aligned set of bearing surfaces defining a generally inboard upright, or vertical, lading bunk interface against which lading can be placed. The side faces of posts  355  and  356  and the flanges of posts  357 , lie roughly at right angles to end deck portions  327 ,  328  and medial deck portion  329 , the deck portions defining an upwardly facing lower, or horizontal, lading bunk interface. This may tend to facilitate placement of square cornered bundles in stacks in the bunks defined to either side of central web  330 .  
      As shown in  FIG. 1   c , the longitudinal web structure of car  320  that includes array  354  of vertical posts  355 ,  356  and  357 , and top chord member  332  extends to a first height H 1  at the level of the top of the top chord, measured from top of rail, and the top of the end bulkheads,  350  and  352  extends to a second height H 2 , measured relative to top of rail. H 2  is greater than H 1 , that is, the end bulkheads are taller than the central web structure. In the embodiment shown H 2  exceeds the maximum height permitted under AAR Plate C, but falls within the maximum height envelope of AAR Plate F.  
      The medial portion  329  of the deck structure of dropped deck center beam car  320  may tend to be accessible from track side by climbing without necessarily requiring the aid of a ladder or steps from the ground, thus tending to give access to storage boxes  424 ,  426 ,  428  and  430  mounted along the centerline of car  320  above the top cap of main center sill  336 . A pair of first and second fore-and-aft cranks  432 ,  434  are mounted in fixed positions in the respective bays lying fore-and aft of storage boxes  424 ,  426 ,  428  and  430 . Also, in this instance each storage box is capable of holding several rolled coils, and the storage boxes are not themselves provided with holes for engaging a winding mechanism. Rather, they have only movable lids,  450  ( FIG. 11   a ). It would be possible to mount cranks above the storage boxes with the crank axis being transverse to the car such that rolls could be dropped off the crank directly into the storage boxes. However, it may be more common for the web bands to be fed in from the side of the car, a process that may tend to be facilitated if the axis of the shaft of the car runs fore-and-aft in a horizontal plane. Conveniently, car  320  also has a foothold  381  formed in the intermediate bulkhead sheet  380  at the knees by which yard personnel can ascend the raised end portions of the deck.  
      In greater detail, the strap winding mechanism of car  320  is as shown in  FIGS. 10   a ,  10   b , and  10   c , and includes a crank  410  having a slotted shaft  412 , a radially extending arm  414  connected to one end of shaft  412 , and a handle, or throw  416  connected to the radially outward end of arm  414  by which a torque can be imposed on shaft  412 . Shaft  412  is carried in a sleeve  418  in the nature of a section of pipe welded to a stanchion, or pedestal  420  having longitudinal and transverse reinforcing webs  421  and  422  respectively. Crank  410  is mounted above the top cap of main center sill  336  between a pair of the vertical posts as may be chosen.  
      As shown in  FIGS. 11   a  to  11   d , storage boxes  424  to  430  each have a pair of vertical side plates  432 ,  434  having a smoothly radiused, roll-formed upper edge  436  to discourage the ingress of water and tearing of the reels. End plates  438 ,  440  co-operate with side plates  432 ,  434  to define a rectangular peripheral wall. The lower margins of side plates  432 ,  434  extend beyond the lowest extremity of end plates  438 ,  440  and provide overlapping tabs for facilitating drainage, painting and welding to the cap of main center sill  336 . Top panels  442 ,  444  have stationary end portions  446 , joined by hinges  448  to pivotable lid portions  450 . Both the stationary and pivotable lid portions have roll formed edges, or margins, that conform to the radius of the roll-formed upper edges of side plates  432 ,  434 . The distal ends of pivotable lid portions  450  are chamfered and have a backwardly formed hand grip  452  by which pivotable lid portions  450  can be raised or lowered, thus controlling access to the opening defined between side plates  434 ,  436 . Apertures  454  in hand grips  452  provide a location through which a lock can be placed to discourage unwanted removal of web bands. In the embodiment of  FIG. 1   b , boxes  424  and  430  differ from boxes  426  and  428  insofar as boxes  424  and  430  are somewhat shorter, accommodating 4 straps each, while boxes  426  and  428  accommodate 5 straps each with the axis of the reels oriented transversely relative to the longitudinal axis of car  320  generally.  
      In another alternative,  FIGS. 12   a  to  12   c  inclusive show storage box  460 . Box  460  has a pair of vertical side plates  462 ,  464  having an upper edge  466  with a single, smoothly radiused bend  465 , to discourage tearing of the reels, and to provide a landing, abutment, or stop for moveable lid members  468 . At either end box  460  has a formed L-shaped end plate  470  having a vertical back member  472  and top member  474 . Both end plates  470  co-operate with side plates  462 ,  464  to define a rectangular peripheral wall, end plates  470  being trimmed to conform to the bent upper edge of the side plates  462 ,  464 . The lower margins of side plates  462 ,  464  extend beyond the lowest extremities of end plates  470 , and provide overlapping tabs for welding to the cap of main center sill  336 . This relationship facilitates the painting of this apparatus, and provides appropriate drainage. Lid members  468  are pivotally joined by hinges  480  to top members  474 . The pivotable members  468  have smoothly radiused, bent, edges, or margins, that conform, or abut, to the smoothly radiused bend  465  at the upper edges, or margins, of side plates  462 ,  464 . The distal ends of pivotable lid members  468  are chamfered, and have fittings in the nature of oval handgrip openings  482  by which a person can raise and lower pivotable members  468 . Oval handgrip openings  482  also provide a location through which a lock can be placed to discourage unwanted removal of web bands.  
      In the foregoing examples, car  20  has a deck having tapered risers, posts inclined to match the taper to form a right angle, and an overhead top truss with laterally extending wings. Car  320 , by contrast, has a dropped deck configuration, has planar horizontal decks, posts with parallel vertical sides, a top chord that is located at a reduced height relative to the end bulkheads, and no top truss. For the purpose of avoiding redundant description, it will be understood that these features can be combined in other configurations. That is, a straight-through flat deck, as in car  20 , can lie in a horizontal plane, rather than having tapered risers, and can have straight, parallel sided vertical posts rather than tapered posts. Further, a straight through flat deck car need not have a top truss, and need not have a full height beam, but rather can have a reduced height beam as shown in rail car  320 . An example of such a car, identified as  400 , is shown in  FIG. 1   d . Similarly, a dropped deck center beam car can be constructed having a top truss, and having tapered posts, without departing from the principles of the present invention.  
      While it is preferred that center beam cars having straight-through decks corresponding to the level of the main sill top cap (typically about 41″ above top of rail) have their reeling and storage apparatus adjacent to the side sill, it would also be possible to mount winding mechanisms, such as the fixed position cranks of car  320 , between the posts of car  20 , possibly mounted to a longitudinal stringer set at a height convenient for winding when standing on the deck, (that is to say, within 6 feet of deck level, and preferably within 4 feet of deck level, generally waist high or lower relative to an adult of average height) with storage boxes located between the posts in the manner of car  320 . Further, while reeling and storage apparatus as shown are most advantageous for center beam cars, they can also be used for other types of flat car, or other types of bulkhead flat car.  
      It should also be noted that while, for example, boxes  108 ,  190 ,  424  to  430 , and  460  have side sheets and peripheral wall portions formed from monolithic sheets, a storage enclosure need not have full sheets, but could have the form of a cage, or framework, of open bars. It is advantageous to use larger panels as this may tend to provide some protection to the coils of webbing from stones and other debris cast up during movement of the railcars.  
      It may also be noted that in each of the embodiments shown and described herein the storage box, or enclosure, is mounted in a position clear of the envelope in which the lading is carried. That is, whether the car has angled risers and tapered posts, or a flat deck and vertical posts with no taper, the storage enclosure lies clear of the bunks defined by the vertical lading bunk interface (such as the plane of the post flanges) and the horizontal, or lower lading bunk interface (be it defined by a flat continuous deck or by the upper surfaces of an array of risers). In some instances, as described and illustrated above, the storage enclosure may be mounted between the posts of the center beam structure, and in other cases the storage enclosure may be mounted in the deck structure adjacent to the side sills.  
      Various embodiments of the invention have now been described in detail. Since changes in and or additions to the above-described best mode may be made without departing from the nature, spirit or scope of the invention, the invention is not to be limited to those details, but only by the appended claims.