A support beam for stabilizing a motorcycle on the wheel lift of a tow truck is provided. The support beam includes a mount that positions the beam horizontally on a rear portion of the tow truck at a level generally equal to the level of the motorcycle's handlebars when the motorcycle is resting on the wheel lift. The beam includes a first end attachable to the motorcycle's left handlebar using a left strap, and a second end attachable to the motorcycle's right handlebar using a right strap. With the motorcycle resting on the tow truck's wheel lift, and the beam configured to provide support to the motorcycle's handlebars, the motorcycle is secured to the wheel lift, stabilized, and able to be towed. In some embodiments, the mount is designed to be received into a wheel lift cable guide through-hole thereby securing the beam to the wheel lift.

An axle strap includes a strap, a first end piece disposed on a first end of the strap, and a second end piece disposed on a second end of the strap; wherein the first end piece and the second end piece are capable of coupling. The strap can be made of a high-strength fabric, and the first end of the strap and the second end of the strap can be looped. In an embodiment, the end pieces are made of a ferromagnetic material, preferably an iron alloy such as steel, and the coupling is ferromagnetic coupling. To obtain sufficient magnetic attraction one or more permanent magnet can be used. In another embodiment, the end pieces can be coupling by hook-and-loop fasteners attached to the ends of the strap adjacent the end pieces.

A strap assembly can hold a tire of a vehicle to a bed of a transport. A securing segment of the strap assembly goes around a tire being held. A first support arm of the securing segment is placed over an outer face of the tire. A second support arm of the securing segment is placed over the inner face of the tire. A tread arm that is parallel to the first and second support arms (when the securing segment is in an unfolded potion) can lie against the tread of the tire. Four arms (two from each support arm) are gathered and then connected by a strap to the bed of the vehicle. A tensioner can be included in the strap to secure the tire to the bed. Four strap assemblies can be attached, one to each tire, respectively, to secure a vehicle to the bed of the transport.

A vehicle conveyor includes a slide member that is provided on each of opposite side faces of a carriage portion, and slides along a longitudinal direction of the carriage portion, independently of the carriage portion. A first arm set and first arm actuators are joined to the slide members, and are configured to slide along the longitudinal direction of the carriage portion, integrally with the slide members, independently of the carriage portion.

In a combination of a securing eye, which has a fastening portion and an eye portion, and a holding plate, the fastening portion includes a first fastening part, which incorporates the eye portion, and a second fastening part. The first fastening part has a fastening element which can be brought into a positive connecting effect with the holding plate by a rotational and/or translational mounting movement of the first fastening part. The second fastening part can be fastened to the holding plate and, in the fastened state, prevents the positive connection between the first fastening part and the holding plate from being released.

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.

This invention comprises a motorcycle loading apparatus comprising a first angled receiving platform, a second angled receiving platform, a u-shaped connector between the first angled receiving platform and the second angled receiving platform which allows the first angled receiving platform and the second angled receiving platform to become displaced, a first tire support, a second tire support, a connector between the first tire support and the second tire support, a first base connecting the first angled receiving platform to the first tire support, a second base connecting the second angled receiving platform to the second tire support, a first and second tire engaging member, and at least one wheel attached to the first and second base. The invention also describes a method of loading a motorcycle into the motorcycle loading apparatus.

This invention comprises a motorcycle loading apparatus comprising a first angled receiving platform, a second angled receiving platform, a u-shaped connector between the first angled receiving platform and the second angled receiving platform which allows the first angled receiving platform and the second angled receiving platform to become displaced, a first tire support, a second tire support, a connector between the first tire support and the second tire support, a first base connecting the first angled receiving platform to the first tire support, a second base connecting the second angled receiving platform to the second tire support, a first and second tire engaging member, and at least one wheel attached to the first and second base. The invention also describes a method of loading a motorcycle into the motorcycle loading apparatus.

A suspension and hub engagement towing facilitating assembly includes a receiver having a top side that removably receives a hub of a vehicle. A pair of catches is attached to the receiver at opposite ends thereof. The catches releasably receive tow bars such that the receiver is positioned between and liftable with the tow bars.