Patent Publication Number: US-2020276992-A1

Title: Railroad freight car access fittings

Description:
FIELD OF THE INVENTION 
     This invention relates to the field of railroad freight car access fittings. 
     BACKGROUND 
     Railroad freight cars have long been known in railroad use in North America. They generally have external access fittings in the nature of access ladders mounted at the points or corners of the car or car body. In some kinds of cars, as for example flat cars, well cars or spine cars, the styles, or handholds, of the access ladders may stand upwardly of surrounding structure, and may be vulnerable to contact by moving objects. 
     SUMMARY OF THE INVENTION 
     In an aspect of the invention there is a trackside deck access assembly for a railroad freight car. It has a fixed portion and at least one movable portion. The fixed portion is mountable to body structure of the railroad freight car. The fixed portion includes at least a first step and a pair of spaced apart ladder stanchions. The at least one movable portion has at least one of a left hand handhold and a right hand handhold. The movable portion is movable between a deployed position and a retracted position. In the deployed position the handholds are raised relative to the fixed portion. The movable portion being releasably securable in the deployed position and in the retracted position. 
     In a feature of that aspect of the invention, the fixed portion includes at least a second step spaced upwardly from the first step. In another feature, the assembly includes a left hand handhold and a right hand handhold, each of them being movable independently of the other. In another feature, the at least one movable portion is a single movable portion that includes both left hand and right hand handholds. In still another feature, any movable portion thereof includes an upwardly slidable hollow post member, and a handhold rail mounted thereto. In still another feature, any movable portion thereof includes an axial member mounted slidably to one of the stanchions, and is mounted to move between deployed and retracted positions guided by the one of the stanchions. In still another feature, any movable portion thereof is releasably engaged in any one of the deployed position and the retracted position by means of a spring-biased indexing member. In still yet another feature, any movable portion thereof is hingedly mounted to any one of the stanchions thereof. In a still further feature, the movable portion includes first and second spaced apart uprights and first and second spaced-apart cross-members mounted thereto. The uprights are mounted to move slidably relative to, and to be guided in motion by, the stanchions. The cross-members define steps located upwardly of the first step. In a still further feature, the movable portion includes a U-shaped member pivotally mounted to the stanchions. The U-shaped member has a back and a pair of first and second spaced apart legs. The back of the U-shaped member defines a ladder step. The first and second arms define handholds movable to an upright condition when deployed. The assembly includes a releasable lock operable to restrain the handholds in the upright condition. 
     In another aspect of the invention there is a trackside access assembly for a railroad freight car. It has a fixed portion mounted to body structure of the railroad freight car. There is a movable portion mounted to the fixed portion. The movable portion is resiliently displaceable relative to the fixed portion. 
     In a feature of that aspect of the invention, the movable portion includes at least one spring. The spring is connected to one of (a) the fixed portion; and (b) the body portion. In another feature, the movable portion includes left hand and right hand handholds. The left hand handhold is mounted to a first spring and the right hand handhold is mounted to a second spring. The first and second springs are mounted to the fixed portion. In another feature, the spring has slope continuity of connection with both the fixed portion and the movable portion. In a further feature, the spring defines a mechanical fuse between the fixed portion and the movable portion. In another feature, the spring is a coil spring. One end of the coil spring defines a socket for an upper part of the fixed portion. An opposite end of the spring defines a socket for a lower part of the movable portion. The coil spring defines a flexible coupling between the fixed portion and the movable portion. In another feature, the spring has a first end rigidly welded to the fixed portion and a second end rigidly welded to the movable portion. In still another feature, the spring has a first end mounted inside the fixed portion and a second end mounted inside the movable portion. In yet another feature, the spring has a first portion that is cylindrical, and a second portion that is tapered. The fixed portion and the movable portion have a ball and socket engagement within the spring. 
     These and other aspects and features of the invention may be understood with reference to the description which follows, and with the aid of the illustrations of a number of examples. The various features identified above may be combined with the aspects in many combinations and permutations. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       The description is accompanied by a set of illustrative Figures in which: 
         FIG. 1 a    is a top view of an articulated railroad well car; 
         FIG. 1 b    is a side view of the railroad well car of  FIG. 1   a;    
         FIG. 2 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 2 b    is an isometric view of the access fitting assembly of  FIG. 2 a    in a deployed position; 
         FIG. 2 c    is a front view of the access fitting assembly of  FIG. 2   a;    
         FIG. 2 d    is a front view of the access fitting assembly of  FIG. 2   b;    
         FIG. 3 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 3 b    is an isometric view of the access fitting assembly of  FIG. 3 a    in a deployed position; 
         FIG. 3 c    is an enlarged detail of the access fitting of  FIG. 3   b;    
         FIG. 4 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 4 b    is an isometric view of the access fitting assembly of  FIG. 4 a    in a deployed position; 
         FIG. 5 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 5 b    is an isometric view of the access fitting assembly of  FIG. 5 a    in a deployed position; 
         FIG. 5 c    is a perspective view of a detail of the access fitting assembly for the railroad well car of  FIG. 5 a   ; in a retracted position; 
         FIG. 5 d    is a perspective view of the detail of  FIG. 5 c    in a deployed position; 
         FIG. 6 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 6 b    is an isometric view of the access fitting assembly of  FIG. 6 a    in a deployed position; 
         FIG. 7 a    is a perspective view of an alternate embodiment of access fitting assembly for the railroad well car of  FIG. 1 a    in a retracted position; 
         FIG. 7 b    is a perspective view of the assembly of  FIG. 7 a    in a deployed position; and 
         FIG. 7 c    is a perspective view of the access fitting of  FIG. 7 a    as mounted to the railroad car; 
         FIG. 7 d    is a an enlarged detail of the handhold of the access fitting perspective view of the access fitting assembly of  FIG. 7 a    in a deployed position; 
         FIG. 8 a    is an isometric view of an alternate embodiment of access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 8 b    is an isometric view of the assembly of  FIG. 8 a    in a deployed position; and 
         FIG. 8 c    is an enlarged detail of a latch of the access fitting of  FIG. 8 a    shown in a passive, unlatch condition; 
         FIG. 8 d    is a an enlarged detail of the latch of  FIG. 8 c    in a latched position; 
         FIG. 9 a    is an isometric view of an alternate access fitting assembly for the railroad well car of  FIG. 1 a   ; in a folded position; 
         FIG. 9 b    is an isometric view of the access fitting assembly of  FIG. 9 a    in a deployed position; 
         FIG. 9 c    is an isometric view of an alternate access fitting assembly for the railroad well car of  FIG. 9 a   ; in a folded position; 
         FIG. 9 d    is an isometric view of the access fitting assembly of  FIG. 9 c    in a deployed and latched position; 
         FIG. 10 a    is an isometric view of an access fitting assembly for the railroad well car of  FIG. 1 a   ; in a retracted position; 
         FIG. 10 b    is an isometric view of the access fitting assembly of  FIG. 10 a    in a deployed position; 
         FIG. 11 a    is a perspective view of an alternate embodiment of resilient access fitting assembly for the railroad well car of  FIG. 1   a;    
         FIG. 11 b    is an alternate perspective view of the assembly of  FIG. 11 a   ; and 
         FIG. 12 a    is a perspective view of an alternate embodiment of resilient access fitting assembly to that of  FIG. 11   a;    
         FIG. 12 b    is a perspective view of the access fitting assembly of  FIG. 12 a   ; and 
         FIG. 13 a    is a perspective view of an alternate embodiment of resilient access fitting assembly to that of  FIG. 11   a;    
         FIG. 13 b    is an alternate perspective view of the assembly of  FIG. 13   a;    
         FIG. 13 c    shows a coil spring for the embodiment of  FIGS. 13 a  and 13 b   ; and 
         FIG. 14  is a perspective view of an alternate embodiment of resilient access fitting assembly to that of  FIG. 11   a.    
     
    
    
     DETAILED DESCRIPTION 
     The description that follows, and the embodiments described therein, are provided by way of illustration of an example, or examples, of particular embodiments of the principles, aspects, or features of the present invention (or inventions, as may be). These examples are provided for the purposes of explanation, and not of limitation, of those principles and of the invention. In the specification, like parts are marked throughout the descriptive text and the drawings with the same respective reference numerals. The drawings are generally to scale, and may be taken as being to scale unless otherwise noted. Unless noted otherwise, the structural members of the car may be taken as being fabricated from steel. 
     The terminology used herein is thought to be consistent with the customary and ordinary meanings of those terms as understood by a person of ordinary skill in the railroad industry in North America. Following from decision of the CAFC in Phillips v. AWH Corp., the Applicant expressly excludes all interpretations that are inconsistent with this specification, and, in particular, expressly excludes any interpretation of the claims or the language used in this specification such as may be made in the USPTO, or in any other Patent Office, other than those interpretations for which express support can be demonstrated in this specification or in objective evidence of record in accordance with In re Lee, (for example, earlier publications by persons not employed by the USPTO or any other Patent Office), demonstrating how the terms are used and understood by persons of ordinary skill in the art. 
     In terms of general orientation and directional nomenclature, for railroad cars described herein the longitudinal direction is defined as being coincident with the rolling direction of the railroad car, or railroad car unit, when located on tangent (that is, straight) track. Unless otherwise noted, vertical, or upward and downward, are terms that use top of rail, TOR, as a datum. In the context of the car as a whole, the term lateral, or laterally outboard, or transverse, or transversely outboard refer to a distance or orientation relative to the longitudinal centerline of the railroad car, or car unit, or of the centerline of a centerplate at a truck center. The term “longitudinally inboard”, or “longitudinally outboard” is a distance taken relative to a mid-span lateral section of the well car unit body. The commonly used engineering terms “proud”, “flush” and “shy” may be used herein to denote items that, respectively, protrude beyond an adjacent element, are level with an adjacent element, or do not extend as far as an adjacent element, the terms corresponding conceptually to the conditions of “greater than”, “equal to” and “less than”. The directions correspond generally to a Cartesian frame of reference in which the x-direction is longitudinal or lengthwise, the y-direction is lateral or cross-wise, and the z-direction is vertical. 
     Given that the railroad well car described herein may tend to have both longitudinal and transverse axes of symmetry, a description of one half of the car may generally also be intended to describe the other half as well, allowing for differences between right hand and left hand parts. The abbreviation kpsi stands for thousand of pounds per square inch. To the extent that this specification or the accompanying illustrations may refer to standards of the Association of American Railroads (AAR), such as to AAR plate sizes, those references are to be understood as at the earliest date of priority to which this application is entitled. 
       FIGS. 1 a  and 1 b    show a top view and a side elevation view of an example of a railroad freight car  20  intended to be representative of a range of railroad freight cars, such as may include well cars, flat cars or spine cars in which the apparatus described herein may be incorporated. Freight car  20  may be a single unit car, or may be a multiple unit articulated car having multiple body units  22 ,  24 , and  26  (or more) joined together at substantially permanent fitting such as shared trucks or draw-bars. Car  20  as shown may be a well car such as may typically be used for the transport of intermodal shipping containers. Car  20  may have a car body  28  that is carried on trucks  30  for rolling operation along railroad tracks. Car body  28  may have first and second end sections. Each end section is supported by a respective truck  30 . 
     Various embodiments herein reduce the height of the ladder assemblies by making a ladder assembly that can slide or slide and pivot from a reduced-height stowed position to a full-height deployed position. This allows the ladder stile to be protected during loading and unloading of the railcar, yet to be easily deployed when the operator needs access to the car and the deployed height will meet the AAR standards. The operator lifts and slides the ladder style into the deployed position. To stow the ladder stile, the operator releases the lock, lifts and slides down the ladder stile to the retracted or storage position. 
     In a first embodiment there is a trackside access fitting assembly, or ladder assembly,  50 , as shown in  FIGS. 2 a , 2 b , 2 c , and 2 d   . Ladder assembly  50  has a datum portion or stationary portion  52  that is mounted to body structure of the associated railcar, or railcar unit; and first and second movable portions indicated as left hand movable portion  54  and right hand movable portion  56 . In this embodiment, and in the embodiments that follow, the “stationary portion” refers to that portion of the assembly that is rigidly mounted relative to the railcar body, and that is therefore stationary relative to that body. The railcar body is thereby understood to be the datum, or frame of reference, for the description of the trackside access assembly. In context, the car is usually assumed to be stationary, yet there may be occasions when the car is moving slowly, and yard personnel may be riding on the lowermost step. 
     Stationary portion  52  may include left hand and right hand uprights, or posts, or stanchions  58 ,  60  that may have the form of angles or channels, or hollow steel tube. Left hand and right hand mounting brackets  62 ,  64  may extend from lower portions of stanchions  58 ,  60 , and may be fastened to the railcar body structure by such means as welding or mechanical fasteners, such as Huck™ bolts. 
     Stationary portion  52  may have a lowermost or first step  66  which may be formed of a U-shaped formed piece of steel bar having upper ends fastened to the lower ends of stanchions  58 ,  60 . Stationary portion  52  may also have additional cross-pieces or rungs, such as second rung  68  and third rung  70  that are spaced apart upwardly of first step  66 . 
     Stationary portion  52  may include receptacles, guide fittings, or sockets, or holders, or fittings  72 ,  74  mounted to lower portions of stanchions  58 ,  60 . Fittings  72 ,  74  may have a first seat or first portion  76  and a second seat or second portion  78 , the first seat or portion  76  permitting motion of the associated movable portion  54 ,  56 , as may be; and the second seat or portion  78  that constrains motion of the respective movable portion. In the example illustrated, the first portion is a hollow sleeve that permits axial passage of portion  54  or  56 ; and second portion  78  may have the form of a blind-ended socket the prevents motion of movable portion  54  or  56  when engaged therein. 
     Movable portion  54  and movable portion  56  may have a first member in the form of a shaft, or rail, or post  80  that terminates in a stop  82 , which may have the form of a bent rod. Movable portion  54  or  56  may have a connection  84  mounted to the upper end of the respective stanchion  58 ,  60 . Connection  84  may have the form of a pivotally mounted sleeve  86 , the sleeve allowing axial motion of post  80 . Post  80  has a lower end  88 . Movable portion  54 , or  56  also has a retainer or stop  90  mounted along a lower portion of post  80 , such that post  80  is captured in sleeve  86 . That is, neither stop  82  nor retainer  90  can pass through sleeve  86 . Thus, while movable portion  54  or  56  has a range of axial travel relative to sleeve  86 , that range is bounded by stop  82  and retainer  90 . 
     In operation, the apparatus starts at a first position, which may be designated the retracted or stowed position, as shown in  FIGS. 2 a  and 2 c   . In this position, post  80  is at its lowermost position, with stop  82  engaging the upper end of sleeve  86 , and thereby preventing movable portion  54  (or  56 ) from falling out of pivoting sleeve  86 . Sleeve  86  is pivoted slightly to an angled position in which the shaft of rod or post  80  is oriented slightly off vertical to pass through the sleeve defined by first portion  76  of fitting  72  (or  74 , as may be). The sleeve of first portion  76  is large enough to admit passage of retainer  90 . 
     When personnel at trackside wish to mount car  20 , they can raise post  80  to pass lower end  88  up through first portion  76 . When lower end  88  is lifted clear of first portion  76 , the pivotal mounting of connection  84  allows end  88  to be shifted laterally inboard into the socket defined by second portion  78 . End  88  seats in that socket, and is retained there by its own weight. When both fittings, or movable portions or handholds, or stiles,  54 , and  56  are thus placed, the trackside personnel may climb up ladder  50 , using posts  80  as hand holds while stepping onto the decking or walkway of car  20  more generally. Retainers  90  prevent posts  80  from being raised out of sleeves  86 , and perhaps discarded or lost. The second, or raised, or deployed condition or position of movable portions  54  and  56  is shown in  FIGS. 2 b  and 2 d   . Once the personnel have dismounted, the process may be reversed, with ends  88  being disengaged from the sockets of fittings  78 , and posts  80  being slid down through the sleeves defined by first fittings  76 , and back to the first position. 
     In summary, in  FIGS. 2 a  and 2 b   , the handhold, post  80 , slides and pivots from a stowed to a deployed position,  FIG. 2 b   . The permanent stanchion that is attached to the car has a pivot connection close to the top of the structure and a holder closer to the bottom of the structure. There are two holder designs. The first holder,  FIGS. 2 a  and 2 b   , consists of two “pockets” the inner “pocket” is for the deployed position and the outer “pocket” is for the stowed position. The inner pocket has a base to maintain the required height of the handhold and provide stability for the handhold for the operator to access the car. The outer pocket does not have a base and is used to prevent the handhold from moving out of the stowed position. 
     The embodiment of trackside access assembly  100  of  FIGS. 3 a , 3 b , and 3 c    is substantially similar to that of  FIGS. 2 a  and 2 b   , but rather than employing holder fittings  72  and  74 , access assembly  100  employs holder fittings  92 ,  94  and brackets  96 ,  98 . In this instance, each fitting  92 ,  94  has a resilient member, or biased member, or spring in the form of a spring clip or spring holder  102 . Spring holder  102  has a back or innermost portion that is fixedly mounted to the associated stanchion, be it  58  or  60 , and a pair of spaced apart legs  104 ,  106  that extend away from the respective stanchion. Legs  104 ,  106  are formed to define first and second accommodations, or lodgements, or seats  108 ,  110 . As suggested by the name, spring holder  102  is a U-shaped spring. Lodgements  108  and  110  each admit the diameter or thickness of post  80 . Consequently, when post  80  occupies either of the lodgements, legs  104 ,  106  are biased toward each other and may discourage post  80  from being dislodged. Whether lodgements  108 ,  110  have an interference fit or a loose fit, the neck  118  between lodgements  108 ,  110  is narrower still, such that moving post  80  from one to the other requires the legs to be deflected, which, since holder  102  is a spring, they resist. In effect, it functions as a detent resisting motion between the two states or lodgements. 
     Angle brackets  96 ,  98  are mounted to the outside of stanchions  58 ,  60  below holder fittings  92 ,  94 . The distal or outermost portion of the horizontal leg of bracket  96  (or  98 ) has an opening, or accommodation  112  formed therein that admits passage of the lower portion of post  80 , and retainer  90 , to pass therethrough, from the second or raised or deployed position of  FIG. 3 b    to the to the first or lowered, or retracted, or storage positions of  FIG. 3 a   . In the raised position, the inner, or proximal portion of the upper surface of the laterally horizontally extending leg  116  of bracket  96  (or  98 ) acts as an abutment or stop preventing downward movement of the handhold  114 . 
     In summary, the holder of  FIGS. 3 a  and 3 b    has a spring of a type that is opened, or spread, by pushing the lower end  88  of post  80  of handhold  114  in the lateral direction to allow it stay in the deployed position (or in the retracted position, as may be). For movement to the stowed position, the handhold is pulled in the lateral direction out from the spring, and pushed down into the opening or hole  112  of the support bracket. 
     Handhold  114 , of which post  80  may be a pipe or rod can be slid upwards out of the outer pocket and the freedom of motion provided by the pivot allows it to be moved into the inner pocket of the holder. There is a stop (a ring, or nub, etc.) to prevent the handhold from unintentionally (or, indeed, intentionally) being removed or lifted higher than the needed height to disengage from the deployment position,  FIG. 3 b   . To stow handhold  114  the operator will lift handhold  114  up to remove it from the inner pocket or lodgement of holder  102  and pivot to place handhold  114  in the laterally outer pocket. The bend or cap or top of handhold  114  (rod/pipe) acts as a stop for the handhold to prevent it from sliding through the pivot, as before, and as shown in  FIG. 3   a.    
     The embodiment of trackside deck access assembly  120  of  FIGS. 4 a  and 4 b    is similar to the previous one except that upper connection  122  does not have a pivot and just had a bracket at the top of the stanchion. Upper connection  122  is a conical or cylindrical slide or sleeve having enough play in it to allow rotation and to permit handhold  114  to move from the guide portion of the holder to the fixed portion of the holder, whether the holder is holder fitting  72 ,  74  or holder fitting  92 ,  94 . This no-pivot at the top may tend to facilitate manufacture and operation, and may tend to make it less affected by cold weather and less expensive as shown in  FIGS. 4 a    and  4   b.    
     In the embodiment of  FIGS. 5 a , 5 b , 5 c  and 5 d   , there is a trackside accessible deck access assembly, or ladder assembly  130 . It is substantially the same as the previously described embodiments in respect of the stationary portion  52 . However, it differs by effectively inverting the handhold. In this instance, handhold  132  has a first or main portion in the form of a shaft or rod or post  134  that has an indexing member or stop  136  formed at the bottom end. The indexing member or stop may have the form of a bent or angled end of the rod, as at  138 . Holders, in the form of a mating left hand and right hand abutments, or catches,  140  are mounted to the body structure of car  20 , (or, alternatively, to the stationary structure of stanchions  58 ,  60 ). Catches  140  include an accommodation in the form of a notch or slot in which to receive bent end  138 . The upper connection  142  is a sleeve fixedly mounted to the top end of the outside of the respective stanchion. The upper end  144  of post  134  has a cap or stop  148  that is oversized to prevent its passage through slide or sleeve  142 . 
     In  FIGS. 5 a , 5 b , 5 c  and 5 d   , vertical handhold  132 , such as may be manufactured from a rod or pipe, is positioned in sleeve  142 . Sleeve  142  is cylindrical and allows a single degree of freedom of motion of rod or pipe  134  to move in vertical translation, as well as allowing rotation of rod or pipe  134  about its vertical axis. Handhold  132  is moved up from the stowed position to be higher than holder  140 , and handhold  132  is turned to place bent end  138  to point along the car such that it can be lowered to sit in the receiving accommodation of holder  140 . Holder  140  restricts disengagement of handhold by having the opening at the top of the holder with a lip  146 . That is, the laterally outboard leg or side of the notch in holder  140  has a lip  146  that partially overhangs the bottom of the notch, thereby tending to discourage dislodgement. The handhold will be moved up to disengage from the holder with a little lateral movement. The handhold is to be rotated and lowered to the stowed position,  FIG. 5 a   . As before, oversized cap or stop  148  at the top prevents handhold  132  from falling out of sleeve  142  and prevents water infiltration if a pipe is used. The bent bottom end  138  of handhold  132  will be “L” shaped. A grip portion is used to move the handhold up and down, and to function as and part of the locking mechanism. Shaped bracket, or catch,  140  is welded to the car body for the purpose of locking handhold  132  in the deployed position. A similar bracket may be used to lock the handhold in the stowed position as well, or it may hang as shown. 
     In the embodiment of  FIG. 6 a   , a trackside accessible deck access assembly, or ladder assembly  150  includes a stationary portion  152  and first and second or left hand and right hand movable portions  154 ,  156 . The stationary portion  152  is substantially the same as the stationary portions described above. They differ in having a two-part sleeve guide  158  that includes a front portion and a rear portion in the form of L-shaped guide brackets  160 ,  162 . The brackets mount to the front and rear of stanchions  164 ,  166  respectively. 
     Movable portions  154 ,  156  each have a movable stile or tube  168 , which may be of square section, and which slides vertically between brackets  162 ,  164 . A handgrab or handhold  170  is mounted to each movable portion the handgrab having a short inner vertical portion, a top horizontal portion, and a longer outer vertical portion that extends down the outside of, and generally parallel to, tube  168 . The bottom end of the outer leg is bent back toward, and is joined to, tube  168 . A retractable handle  172  is mounted to the lowermost portion of tube  168 . Retractable handle  172  is spring loaded. Each of stanchions  164 ,  166  has apertures drilled therein to receive the spring-loaded toe of handle  172 . There is a lower hole and an upper hole. The lower hole corresponds to the retracted position of handgrab  170 , and the upper hole corresponds to the deployed position. The clearance between the edges of brackets  162 ,  164  permits the passage of the lower connection of handgrab  170  therebetween as tube  168  moves within the guideway. 
     In summary, ladder assembly  150  has first and second, left hand and right hand upper slidable assemblies, namely movable portions  154 ,  156  (movable stile) and a lower fixed assembly (fixed stile), or stationary portion  152 . The fixed stile consists of a rectangular HSS tube that is capped at the top, and open at the bottom. The fixed stile is connected to the car body by fasteners such as Huck™ bolts or by welding. The movable stile also has a rectangular HSS tube, as well as a vertical handhold bar, as seen in  FIGS. 6 a  and 6 b   . At the lower part of the movable stile retractable spring-and-pin loaded handle  172  is used to lock the movable stile in a stowed or deployed position. The retractable spring-and-pin handle has two legs. One of them is loaded with springs inside the HSS of the movable stile. The movable stile is guided by sleeve guide  160  which is bolted to the fixed stile. The sleeve guide is bolted to the fixed assembly to guide the movement of the upper assembly between the stowed and deployed positions. 
     To deploy the movable stile the operator disengages the spring-and-pin handle by pulling it laterally outward and sliding it upward. As it rides upwardly along stationary portion  152 , the spring-loaded pin is ready to extend into the next opening at the first opportunity. When the handle leg reaches the upper hole in the HSS of the fixed stile, the spring loaded pin moves into engagement, thus engaging the handle for the second or deployed position. To retract the apparatus, the operator pulls the handle laterally outward to disengage from the upper hole in the deployed position, and slides the handle down the upper assembly back to the lower hole at the first or stowed position. 
     In the embodiment of  FIGS. 7 a , 7 b , 7 c  and 7 d   , a trackside accessible deck access assembly, or ladder assembly  180  has a stationary portion  182  and first and second, or left hand and right hand, movable portions  184 ,  186 . Stationary portion  182  is substantially the same as stationary portions  52 , and so on, described above. However, the left hand and right hand stanchions  188 ,  190  of stationary portion  182  have indexing fittings, such as may be in the nature of upper and lower engagement sockets or holes  192 ,  194 . A handhold or handgrab  196 , which may be made from a bent rod or pipe, or assembly of pipe components, has the general shape of a trombone slide, there being an inner or main leg  200 , an outer or depending leg  202 , an upper cross piece  198 , and a lower lateral return piece, or post engagement member  204 , which may typically be the stub end of the pipe or rod, a tip, or pin, or spring loaded pin, and so on. In this regard, the depending leg itself may be considered a spring in bending flexure. The inward tip or point of the pin, or engagement member,  204  engages, or mates with, one or the other of upper socket  192  or lower socket  194 . The general structure of handgrab  196  is sufficiently flexible to function as a stiff spring, such that the operator can disengage member  204  from the sockets in such manner as may suit. Main leg  200  of handgrab  196  has internal bottom and intermediate guides  206 ,  208 , as shown in the cut-away view of  FIG. 7 b   . Guides  206  and  208  have profiles that correspond to the square or rectangular internal profile of hollow stanchions  188 ,  190 , that limit non-axial motion of main leg  200  while permitting axial translation within the slide. Bottom guide  206  also functions as a bottom stop limiting motion of main leg  200  downward when ladder assembly  180  is in the retracted or lowered position. A further top cap guide  210  is fixedly mounted to the top end of each stanchion  188 ,  190 , and has a central guide aperture sized to permit sliding motion, i.e., vertical axial translation, of main leg  200 . Intermediate guide  208  cannot pass cap guide  210 , and accordingly their engagement determines an upper terminal limit on motion of leg  200 , and therefore of handgrab  196  more generally. The spacing between guides  206  and  208  defines a moment arm that, in common with any spacing below guide  210 , tends to keep leg  200  axially true. 
     In summary, ladder assembly  180  has a fixed stile connected to car body  20  as well as a moveable handhold, handgrab  196 , that runs inside the fixed stile. Handhold  196  has two connections to the stile. The top handhold connection includes a translational joint permitting vertical translation between handhold  196  and the stationary ladder stile, be it stanchion  188  or stanchion  190 , thereby allowing vertical motion of the handhold inside the stile. The bottom connection point of the handhold includes, or is defined by, the releasable or removable engagement of the pin or spring module securing the lower end pin or engagement member  204  of depending leg  202  of handhold  196  in the respective low and high handhold positions by locking the pin inside the upper and lower holes or sockets  192 ,  194  allocated at the bottom and top of stanchions  188 ,  190  of the fixed stile. For example, to switch from the low position or condition to the high position or condition, pin  204  at the low handhold position, is released first from lower socket or hole  194 . Then, handhold  196  is moved upward until the bottom portion of handhold  196  (i.e., pin  204 ) reaches the high pin hole  192 . Handhold  196  is then locked when pin  204  seats inside high pin hole  192 . A reverse process can be performed to switch from high to low position. Handhold  196  has rectangular-shaped plates, or guides,  206 ,  208  welded at the bottom of the part that is inside the HSS. These plates tend to prevent the handhold from rotating and co-operate with the HSS as a guide for handhold  196 . Two plates may be used in the lower portion of the handle, as shown and described, to give more rigidity to the handle. The pin joint or spring joint connection can be secured by applying a secondary positive locking mechanism. In an alternate embodiment, there may be no bottom pin or spring socket and the handhold is not engaged in the hole. The stowed position is when the handle rests at the top of the HSS seals plate, i.e., when lower or bottom guide  206  reaches the end of travel limit at the obstructed bottom end of the HSS tube. In a further alternate embodiment, a holder such as notched holder or catch  140  could be welded or otherwise fixedly attached to the outside of each stanchion  188 ,  190 , and in the deployed position the bent in bottom end engagement member  204  rests at the support U-plate (i.e., item  140 ) welded to the HSS. In a further alternate embodiment, both spring or pin sockets in the HSS could be omitted, using the bottoming of plate or guide  206  to determine retracted end of travel; and using a member such as catch  140  to determine the upper end of travel location. 
     In the embodiment of  FIGS. 8 a  and 8 b   , a trackside accessible deck access assembly, or ladder assembly  220  includes a stationary portion  222  and a movable portion  224 . Stationary portion  222  includes left and right hand parallel, spaced apart stanchions or frame members  226 ,  228  that are rigidly mounted to the body of car  20 . Stationary portion  222  also includes a lower step  230  that is formed of a U-shaped rung rigidly mounted to frame members  226 ,  228 . 
     Movable portion  224  includes first and second, or left hand and right hand parallel, spaced apart uprights  232 ,  234  that are connected by rigidly mounted second and third, or middle and upper, ladder steps or rungs  236 ,  238  respectively. Movable portion  224  in effect forms a movable car in which uprights  232 ,  234  engage, and are guided by their engagement with, frame members  226 ,  228 , which effectively function as guide rails. A handhold or handgrab  218  is mounted to each of movable uprights, each handhold  218  having a generally rectangular form having a short leg protruding upwardly from upright  232 ,  234 , a short laterally inward leg, a long depending leg that forms the main portion of handhold  218 , and a short lateral return leg connected at a fixed lower mounting to upright  232 ,  234 . 
     The lower limit of travel of movable portion  224  is established by abutments or stops  216  mounted to the lower regions of frames  226 ,  228  respectively, typically on the inside face thereof at the lowermost extremity. The upper limit of travel, or the upper position of movable portion  224  relative to stationary portion  222  is governed by releasable indexing members, or releasable engagement members, such as indicated by first and second, left hand and right hand cam members  240 ,  242 . 
     Cam members  240 ,  242  are mounted part-way up uprights  232 ,  234 , such that even when deployed in the upwardly extended position, the lower portions or regions of uprights  232 ,  234  continue to engage, i.e., overlap, the upward portions of frame members  226 ,  228 , thereby continuing to constrain relative position and motion along a vertical axis of position and displacement. Cam members  240 ,  242  are movable between a passive, or disengaged condition, in which they ride inside frame members  226 ,  228  respectively; and an active, extended, deployed or engaged position or condition in which they extend laterally proud of a corresponding mating portion of frame members  226 ,  228 . That corresponding member could be a slot or hole, or seat formed in frame members  226 ,  228 , or, as illustrated, may be the uppermost end of frame members  226 ,  228 . 
     Cam members  240 ,  242  are biased toward their respective deployed conditions for retaining the ladder in the raised position. Cam members  240 ,  242  could be spring-biased members. In the example shown they are gravity-biased. That is, as seen in the enlarged detail of  FIG. 8 c   , each cam member  240 ,  242  has a body having a pivot point (in the form of a hole  244 ) for seating on a pin fixed to frame member  226  or  228  as may be. The pivot point is close to the margin of the stationary member that is closest to the respective moving upright. The body also has two lower, outboard and inboard, lobes  246 ,  248  and a slot or notch  250  formed between the lobes. The lobes are chamfered or smoothly radiused. When the ladder is in the lowered position, cam  240  (or  242 ) is rotationally deflected such that the center of gravity of cam  240  (or  242 ) lies inside the vertical plane of the pivot pin, and the opposite edge of cam  240  is urged against the stationary member by the displaced weight. When the ladder is raised clear of the end of the stationary member, the weight of the cam causes it to rotate laterally outboard as soon as it clears the upper edge of the stationary frame member. When the movable portion is lowered, the top edge catches on the underside of the outboard lobe  246 , and is captured in notch  250 . To release the cams, the movable portion is raised to disengage notch  250 . Then the outside lobes are pressed inward by the operator, until the outside slope of the lobe is inward of the upper edge of the stationary member. The edge will then ride against the radiused, or chamfered outside edge of the lobe, causing it to deflect further inward, and permitting the raised portion of the ladder to retract. 
     Thus, in summary, trackside accessible deck access assembly  220  has a stationary portion  222  that is fixed to car  20  and a movable portion  224  that is guided by the fixed section, as illustrated in  FIGS. 8 a  and 8 b   . In the stowed position ( FIG. 8 a   ) movable portion  224  is supported by fixed stops  216 , and serves to provide left and right hand handholds  218  that an operator could use to ride the car while standing on first step  230 . To position the movable portion  224  in its deployed position, as shown in  FIG. 8 b   , the operator slides movable assembly or portion  224  upwards till it clears the cam-locks  240 ,  242 . When the cam-lock clears the top end of frame members  226 ,  228 , the weight of lobe  248  causes outward rotation of the body of the respective cam lock such that notch  250  of cam-lock  240  (or  242 ) is opened to the top edge of the web of member  226  (or  228 ), and, when movable portion  224  is then lowered, that upper edge is caught between lobes  248  and  246 . As so engaged, the extended upper ladder portion  224  is supported in the deployed position. To lower the movable upper ladder portion, the movable portion is lifted clear of the cam-lock  240  and cam-lock  242 , which are then moved out of the way and then the movable portion is lowered down to the stowed position. The bottom horizontal part, namely second ladder rung  236  of the movable portion could be used as a step in the deployed position. 
     In the further embodiment of  FIGS. 9 a  and 9 b   , a trackside-accessible ladder assembly  260  has a stationary lower portion  262  and movable upper portions  264 ,  266 , the upper portions being hingedly mounted. Lower portion  262  includes rigidly mounted left hand and right hand stanchion lower portions  268 ,  270 . There is a lowermost or first step  66  and second and third rungs  68  and  70  as described above. Brackets  272 ,  274  extend inboard from lower portion  262 , and are used to mount assembly  260  to the body of car  20 . 
     Upper portions  264  and  266  are mounted at hinges  276 . In the embodiment of  FIG. 9 a   , the hinges allow upper portions  264  and  266  to fold outward away from the car body, and to hang downwardly in the outboard storage position. In the embodiment of  FIG. 9 b   , the hinges are reversed and allow the upper portions to fold inwardly over the body of the car, as where there may be a walkway or other platform. Two-position hinge locks  278  are provided to secure upper portions  264 ,  266  in the respective deployed and lowered positions or conditions. 
     Thus, in summary, the hinged ladder assemblies  260  are allowed to rotate out of the way into their respective stowed positions. To deploy, the upper portion, identified as the ladder stile is rotated and locked in place for the operator needs to access the car. In this rotatable handhold concept, the hinge connects the two assemblies. The lower one,  262 , is fixed and attached to the body of car  20 . Upper assembly,  264 , is hinged to lower assembly  262 . The upper assembly is deployed by unlocking the upper assembly, and is rotated to the vertical, deployed position and locked in place for the operator to access car  20 . When outside car  20  at trackside, the operator unlocks upper handhold assembly, and rotates it to the lower stowed position, and locks it in place. The rotation could be to the outside of the car for the  40 ′ cars where there is enough space clearance in plate H, for example. For 53′ cars, the handhold assembly may be rotated to the inside of the car as there may not be enough clearance space in plate H outside the car. In this design, the upper portion of the vertical handholds can be stowed by rotating the handholds sideways or along the car body. The raised and lowered positions can be secured by applying a pin/slot locking mechanism. 
     In the embodiment of  FIGS. 10 a  and 10 b   , there is a trackside accessible deck access assembly, or ladder assembly  280 . It includes a first, lower, stationary portion  282 , and a second, upper, movable portion  284 . Stationary portion  282  is substantially the same as stationary portion  52 . It has left and right stanchions  286 ,  288 . The upper ends of stanchions  286 ,  288  each have a slot or clevis  290  formed therein, the slot being oblong or oval with the major axis of the slot being vertical, and being capped to prevent escape of movable portion  284 . Angle irons, or brackets  292 ,  294  are mounted to the outside face of the top end of each stanchion, with the vertical leg of the angle being mounted to the post, and being bifurcated to correspond to slot  290 . The horizontal leg extends laterally away from the post. The distal portion of the leg has an opening  296  formed therein. Opening  296  may not necessarily be round, and may have the form of a square-sided or rectangular key-way. 
     Movable portion  284  may have the general form of a bent U-shaped bar, in which the left and right hand legs  298 ,  302  are joined by a straight back  300 . Straight back  300  also acts as the third, or uppermost, rung of ladder assembly  280 . The ends of back  300  seat in the left and right hand slots, or devises  290 . A bushing  304  is mounted at each end of back  300 , between the associated leg  298 ,  302  and the bracket  292 ,  294 . Back  300  is thus restrained axially, but capable of rotation about its axis. Angular locking members, or indexing members, or engagement members  306  are mounted at each end of back  300  outboard of bushing  304 . Locking member  306  includes a pin, or stub, or nipple, or key  310  that is shaped to fit in mating engagement in opening  296 . To that object, the teeth  308  and  312  of key  310  may be chamfered or have a rounded or tapered lead-in. When movable portion  284  is in its lowered or retracted condition, key  308  seats in opening  296 . 
     To move from the lowered or retracted position to the raised or extended position, rod  300  is first grasped and raised in the vertical direction, thereby unseating respective teeth  308  of keys  310 . Movable portion  284  is then angularly rotated until tooth  312  is presented to opening  296 , at which point back  300  is lowered such that teeth  312  engage the sockets defined by opening  296 . This prevents turning of movable portion  284  while the stiles, or handgrabs or handholds defined by legs  298  and  302  are in the upwardly extending orientation. 
     In summary, ladder assembly  280  has lower fixed stile assembly, or movable portion  282  similar to many of the embodiments described above. Upper movable portion  284  is a U-shaped  1 ″ bar or tube capped at the two ends for supporting the handholds and steps. At the two uppermost corners a locking lever, namely key  310 , is welded to secure the handholds at the stowed and deployed position, as shown in  FIGS. 10 a  and 10 b   . The handholds, i.e., legs  298  and  302 , are moved up by the operator from the middle horizontal portion, step, in one hand and the other hand on one vertical side handhold to disengage the locking lever from the slot, then rotate the vertical side handhold upward to the deployed position to access the car. The levers are to be locked in the slots or hole of the plate to keep the handholds secure in the deployed position. When the operator leaves the car, he or she lifts the handholds and rotate them downward to the stowed position and push it down to engage the lever in the slot for locking in the stowed position. 
     In the embodiments of  FIGS. 11 a -14 b   , the various ladder assemblies are attached to car  20  by springs. The springs are strong enough to have only modest deflection due to use by an operator obtaining to access the car. The springs will deflect more during loading or unloading of car  20  if subject to impact by the load. This relatively benign deflection may tend to reduce the damage to the ladder assemblies. After the load is removed the spring may tend to return the ladder stile back to its original position. 
     In the embodiment of  FIGS. 11 a  and 11 b   , there is a trackside accessible deck assembly, or ladder assembly,  320 . It includes a first or stationary portion  322  and first and second movable portions shown as left and right hand hold assemblies  324 ,  326 . Stationary portion  322  is substantially the same as stationary portion  52  described above. Each of movable left and right hand handhold assemblies  324 ,  326  includes a rigid rod, or bar, or post or tube,  328 , and a railing or hand grip member, identified as handle  330 . Handle  330  includes a first vertical portion  332  rigidly mounted to, and extending upwardly from the upper end of tube  328 ; a second short, laterally outwardly extending portion  334 ; a long depending portion  336  hanging substantially parallel to vertical portion  332  and to tube  328 ; and a short laterally inwardly extending termination  338  that is rigidly secured to a lower region of tube  328 . 
     Coil springs  340  are mounted about the upper end of stanchions  342  and  344  of stationary portion  322 , and about the bottom ends of tubes  328 . There is slope continuity between each stanchion and the associated coil spring  340 ; and also slope continuity between each spring and the bottom end of tube  328 . Coil spring  340  functions as a resilient coupling between the stanchions and the handhold assembly tubes  328 . Coil springs  340  are quite stiff, so that their deflection is only very slight under the full weight of person. However, in the event that handhold assembly  324  or  326  should encounter a solid object—such as a shipping container being carried into place the spring will deflect to allow that object to pass. In effect, springs  340  function as a mechanical fuse, being the mechanically soft link in the assembly. Impact that might otherwise tend to damage or destroy the handhold assemblies may then tend to be taken up in the springs, instead. When the cause of the deflection ends, the coil springs may tend resiliently to return the assembly to the undeflected position or condition. 
     In the alternate embodiment of  FIGS. 12 a  and 12 b   , rather than wrapping about the end portions of the stanchions and the handholds, stanchions  342 ,  344  terminate at welded end plates  346 . Handhold tubes  348  are likewise capped at their bottom ends by welded plates  352 . Coil springs  350  are then in turn welded to plates  346  at one end, and  352  at the other, once again giving slope continuity at either end. As before, being softer than the adjacent members, springs  350  function as mechanical fuses, that deflect to protect the handholds from damage. 
     In the alternate embodiment of  FIGS. 13 a , 13 b , and 13 c   , ladder assembly  360  employs springs  362  that are mounted internally within the sockets defined by the hollow tubes of stanchions  364 ,  366 , and by the hollow tubes  368 ,  372  of handhold assemblies  370 . 
     In the further alternate embodiment of  FIG. 14 , handhold assembly  380  includes an upright  378  that is mounted above, and extends upwardly away from a stanchion  382 . It has an enlarged upper end piece as at  376 . A spring  384  is provided. The lower end  392  of spring  384  is cylindrical, and is welded to the top plate of the stanchion. The upper end  394  of spring  384  is conical, and is secured about a mating conical cuff  386 . The lowermost end  388  of upright  378  extends downward to meet the top of stanchion  382 . The upwardly facing end of stanchion  382  may include a female socket  390 , which may be substantially spherical. The ball-and socket connection so defined acts as a pivot point, and the spring acts at the level of the cuff to discourage displacement, to permit upright  378  to deflect. 
     The increase in the length of the handholds tends to make them more vulnerable to damage by containers during loading and unloading. The new features of the various options makes the ladder stiles less vulnerable to damage during loading and unloading of the car. The various embodiments of ladder assemblies include ladder stiles made from pipe that would be inexpensive to replace. In the embodiments of  FIGS. 2 a -10 b   , the features and assemblies described are to protect the access ladder assemblies during loading and unloading of containers. They have two positions, one position when stowed and the other position when deployed for the operator to access the car. The stowed position is having the safety appliances lower to reduce the vulnerability of damage during loading/unloading of containers. We also have one design option with the safety appliances have one position but it is loaded with springs that will be strong enough to have very small deflection when used by the operator to access the car and deflect more to dampen the forces from the containers during loading or unloading. The embodiments of  FIGS. 2 a -10 b    reduce the height of the handhold assemblies during loading and unloading of containers. The embodiments of  FIGS. 11 a -14 b    retain the height but provide compliant elements that deflect, to soften the forces of impact during loading and by the use of spring loaded handholds. 
     Various embodiments have been described in detail. Since changes in and or additions to the above-described examples may be made without departing from the nature, spirit or scope of the invention, the invention is not to be limited to those details.