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Railroad flatcars were equipped with removable ramps, which were installed between the cars when the train was stationary. Pulleys were installed on the final car, allowing loaded wagons to be rolled down the entire length of the train, speeding up the process of loading and unloading.
A temporary ramp was placed at the end of the flatcars and temporary bridge plates spanned the gaps between adjacent flatcars; the road vehicles were driven or towed up onto one car and then driven or towed down the train. This type of vehicle loading became known as "circus style" due to its frequent use by circuses.
A winch, mounted on the headboard was then used to draw the load up the ramps and onto the deck. The winch cable, low fixed sideboards and a low hinged tailboard plus lashings retained it there. The lorry was rather like a wooden version of the modern car-carrying trailer, intended for towing behind a car, except that the wheels were wooden ...
To retain the load there are often low sides which may be hinged down for loading, as a 'drop-side' truck. A 'stake truck' has no sides but has steel upright stanchions, which may be removable, again used to retain the load. A modern flatbed with an unusual load, held down by webbing ratchet straps
There can be very serious accidents on loading bays. One example is trailer creep (also known as trailer walk, or dock walk), which occurs when the lateral and vertical forces exerted each time a forklift truck enters and exits the trailer cause the trailer to slowly move away from the dock, resulting in separation from the dock leveler.
The passenger car seat backs are flipped to allow everyone in coach to ride facing forward. The autoracks are further split into three to six sections and each section is aligned with a loading ramp (see picture). The doors between each are opened, and connecting ramps are lowered to allow vehicles to move between cars.
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