A coupling mechanism for coupling a light vehicle to a surface, the coupling mechanism comprising: a magnetic coupling device arranged such that it may be switched between a first mode and a second mode, wherein in the first mode the device generates an external magnetic field less than a first strength, and in the second mode the device generates an external magnetic field of at least a second strength, the second strength being greater than the first strength; and a surface detection unit, coupled to the magnetic coupling device, and arranged to determine when the light vehicle is within a predetermined distance of a surface, wherein in response to the surface detection unit determining that the light vehicle is within the predetermined distance, switching the magnetic coupling device from the first mode to the second mode, to secure the light vehicle to the surface.

A stowage system (14) is provided for stowing a two-wheeled vehicle (30) in a motor vehicle (12), having a loading floor (16) for depositing the two-wheeled vehicle (30), and a lifting device (20) which can be supported on a load-bearing structure (22) of the motor vehicle (12) for moving the loading floor (16) between a loading position and a stowing position. The loading floor (16) has at least one three-dimensionally shaped first centring means (26) for positioning the two-wheeled vehicle (30) at least in a first coordinate direction relative to the loading floor (16). A two-wheeled vehicle (30) can be stowed in a space-saving manner and protected against damage by of the loading floor (16) which can be lowered and the at least one centring means (26).

A computing system for an autonomous engine module stores a self-driving capability and is configured to determine, by communication between an autonomous engine module in which the computing system resides and other autonomous engine modules, and responsive to a user request for use of an autonomous engine module, at least one suitable autonomous engine module use candidate. The computing system may also generate a notification directed to the user including information relating to the at least one suitable autonomous engine module use candidate. The computing system may also receive a selection by the user of an autonomous engine module use candidate. The computing system may also, using the self-driving capability, autonomously drive the autonomous engine module to a designated pickup location responsive to selection by the user of the autonomous engine module as the autonomous engine module use candidate.

A computing system for an autonomous engine module stores a self-driving capability and is configured to determine, by communication between an autonomous engine module in which the computing system resides and other autonomous engine modules, and responsive to a user request for use of an autonomous engine module, at least one suitable autonomous engine module use candidate. The computing system may also generate a notification directed to the user including information relating to the at least one suitable autonomous engine module use candidate. The computing system may also receive a selection by the user of an autonomous engine module use candidate. The computing system may also, using the self-driving capability, autonomously drive the autonomous engine module to a designated pickup location responsive to selection by the user of the autonomous engine module as the autonomous engine module use candidate.

According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.

According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body. The active and anchor chocks: (a) have a lower height than known commercially available vehicle restraints; (b) have a smaller width than known commercially available vehicle restraints; (c) position the strap and the torque tube closer to the tire of the wheel than any known commercially available vehicle restraints; (d) take up a smaller area of each safe zone adjacent to the wheel than known commercially available vehicle restraints; (e) provide a greater strength to size ratio than known commercially available vehicle restraints; and (f) are easy to operate, install, and remove.

A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body. The active and anchor chocks: (a) have a lower height than known commercially available vehicle restraints; (b) have a smaller width than known commercially available vehicle restraints; (c) position the strap and the torque tube closer to the tire of the wheel than any known commercially available vehicle restraints; (d) take up a smaller area of each safe zone adjacent to the wheel than known commercially available vehicle restraints; (e) provide a greater strength to size ratio than known commercially available vehicle restraints; and (f) are easy to operate, install, and remove.

A transportation system includes at least one passenger module and at least one autonomous engine module configured to operatively couple with the at least one passenger module to form an autonomous passenger vehicle.

A transportation system includes at least one passenger module and at least one autonomous engine module configured to operatively couple with the at least one passenger module to form an autonomous passenger vehicle.