Capacity range is 38,000 lbs to 85,000 lbs tractive effort, single or double coupled. The Navigator Series is capable of moving up to 40 loaded railcars without weight transfer coupling. Spawned from the success of the more lengthy SWX840, launched in 2011, the Navigator Series includes (4) shorter models. Each Navigator model highlights the only mobile railcar movers in the business to utilize a pivoting drive axle and rail guidance system all in a single assembly. The system is very similar to the drive trucks on a locomotive which are allowed to pivot and turn along the rails. Product improvement focus includes enhanced rail stability, better performance in poor weather conditions, improved tire life and the ability to navigate up to 70 degree track curvature. The Navigator Series by Shuttlewagon is the pinnacle in mobile railcar moving. Shuttlewagon expands the railcar mover market, providing fresh alternatives to higher-cost-of-operation locomotive power by providing the only mobile railcar mover/shunting applications that exceed 35,000lbs tractive effort and do so with direct, non-weight transfer locomotive like coupling. The Navigator NVX9060 is the largest, highest capacity mobile railcar mover in the world, offering unparalleled pulling capability.
180-degree rotating console with color multifunction display.
Dual four-way air suspension operator seats for either side on-rail operator control.
Pull-out sander boxes with wide-mouth lids for easy loading. Air-activated sanders for smooth dispensing.
Safely attach glad-hand hoses with ease; Shuttlewagon offers industry-leading space between railcar and mobile railcar mover.
Two independent drive wheel trucks supported on rotating bearings with eight (8) 16" AAR profile guide wheels. ABS and traction assist provide more control while reducing maintenance cost. Wide-range AAR sliding couplers are air released and hydraulically positioned. Improves pulling performance in curves and grades.
Large high-density cross-linked polytheylene (HDXLPE) 90-gallon fuel tank for extended operational capacity.
Standard equipment includes the following:
ABS vehicle brakes Anti-slip traction control (on-rail operations)
CAN-Bus electrical system
90-gallon fuel tank
30-gallon air reservoir
Three 12-volt power receptacles in cab
Tinted cabin glass
Door-mounted windshield wipers
Non-slip cushioned floor mat
Engine diagnostics adapter in console
High-visibility powder-coated hand rails
Rubber vs. Steel
Repositioning railcars in a rail-switching operation has always been a formidable task. Before the advent of the mobile railcar mover, large locomotives were often used to move railcars. However, locomotives were expensive, immobile (limited to track use), and over-powered for this usage.
In the late 1940's, steel-wheel railcar movers were developed. These early devices had steel wheels and employed weight transfer technology to move railcars. Weight from the attached railcar was mechanically transferred onto the railcar mover by lifting the railcar by its coupler in order to gain tractive power. These smaller devices had off-track mobility and were considerably less expensive than a locomotive.
Unfortunately, the weight transfer process (which most manufacturers still employ) causes shock loading. Shock loading is created from rail vibration or sudden coupler movement. It is then transferred to the railcar mover, jars the operator, and ultimately causes component failure. The risk of lifting the railcar off the rail wheel truck was another notable shortcoming of railcar movers that depend on weight transfer from railcars.
Our rubber tire drive system eliminates the need to borrow weight from the railcar, permits the coupler to connect directly with the railcar coupler as well as move freely, reduces axle weight, and improves component lift by reducing shock loading.
Non-Weight Transfer Coupling
We use industry-standard direct-type coupling that readily connect to most American Association of Railroads (AAR) couplers. This means that our mobile railcar movers connect to railcars like a handshake. Our direct non-binding, non-lifting coupler permits unrestricted, side-to-side movement and permits limited up-and-down movement along the coupler face. A dense urethane shock absorber absorbs the fore-to-aft compression forces and reduces shock loads through the coupling mechanism. Unlike railcar movers that must borrow weight by lifting railcars via the railcar’s coupler, our movers use their own weight along with the superior tractive power of rubber tires to move railcars.
Our sliding coupler eliminates many of the problems inherent with the older pivot-style couplers. Not only are they easier for the operator to position, the increased range of movement of the coupler along the slide allows our movers to push or pull through tighter curves. The coupler’s attachment to our mover is more evenly spaced out, instead of being attached only by the pivot pin, making it stronger as well.
Modern Electrical Components
Our CANbus electrical system use state-of-the-art technology, offering features and benefits for operators and maintenance personnel that were unavailable in the past. The operator can now view all critical information about the readiness state of the railcar mover on the computerized display. Maintenance personnel can access diagnostic information for the engine and other components, reducing maintenance downtime.
Cab and Console
The full-width crossover cab has full 360-degree visibility, 72” ceiling height, sliding windows, and a 180-degree rotating console. On-rail operations can be conducted from either side of the two four-way positioning operator seats on either side of the cab. Ceiling-mounted defroster fans, map lights, red/white dome light, and power adapter receptacles are easily accessible.
The control console contains all on-rail controls, as well as the digital color display. The multi-function color display shows information about the vehicle, rail air pressure, hydraulic pressure, and other information important to the operator.
Every aspect of the cab and console has been carefully designed to provide the operator with the most control, least complexity, and greatest degree of flexibility - creating the safest possible environment.
ABS and ATC
Our anti-slip braking system (ABS) and anti-slip traction control (ATC) prevent sliding of the tires along the rail during braking, as well as over-rotation of the tires during movement. Because the system is automatic and reacts much faster than an operator can, it greatly improves tire life and allows the operator to concentrate on maneuvering activities.
Fuel Tank and Sanders
The high-density cross-linked polyethylene fuel tank is rupture proof, with a tensile strength greater than steel. The one-piece molded structure is leakproof and offers limited insulating properties, protecting fuel from temperature extremes. The 90-gallon fuel tank capacity offers all-day operation without the need to refuel.
The pull-out air-activated sander boxes have wide-mouth lids for easy lifting and can be easily removed for complete access to the wheels and tires. In their normal position, the boxes remain clear of the wheels and tires for routine maintenance.