Remote Progressing Vehicle


Key Features

  • Drawbar Pull: 15,000 lbs. (66 kN)
  • Drivetrain: Engine power transmitted through a torque converter and transmission to axle differential and planetary axle hubs.
  • Engine: Cummins QSB 6.7 US EPA Tier III 185 HP @ 2200 RPM
  • Transmission and Torque Converter: John ZF, three speeds forward and reverse
  • Drive Shafts: Constant velocity universal shafts - transmission to axle Axles: Heavy-duty planetary rigid axle
  • Frame: All welded steel plate
  • Vehicle Brakes: Hydraulic actuated high-pressure internal wet disk brakes
  • Train Brakes: 50 cfm with 30-gallon air tank Rail Guide Wheels: Four (4) 16" (406 mm) AAR profile heat-treated cast wheels. AAR standard 56.5" (1435 mm) rail gauge.
  • Tires and Rims: 315/80 R 22.5 steel belted tubeless radial tires mounted on solid disk drop-center rims.
  • Electrical System: 12 volt DC 160 amp. Alternator with dual 950 CCA batteries.
  • Hydraulic System: Pressure-compensated hydraulic system with 12 Vdc emergency backup pump.
  • Couplers: AAR direct couple "non-weight transfer" type coupler on each end. These couplers are hydraulically positioned on a slide bar. While moving cars, a float position allows coupler to slide freely to negotiate the tightest curves.
  • Sanders: Four (4) air operated, electrically controlled.
  • Lights: Two (2) front and rear LED head lights and tail lights. Hood-mounted strobe.
  • Warning and Safety Devices: Blast-type air horn. Automatic movement alarm.
  • Overview
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The Shuttlewagon Remote Progressing Vehicle (RPV) is a 100% remote control-actuated mobile railcar moving solution offering a safe, highly mobile and reliable, lower-cost alternative to moving railcars. Consider the following benefits:

  • 12/24 Vdc receiver, rechargeable NiMH battery, 2500' range, nominal
  • Pneumatically cushioned drive wheels provide protection for components and helps reduce maintenance costs
  • Weather-proof exterior auxiliary control panel and display
  • Slim profile
  • Zero turn capability

Standard equipment includes the following:

  • ABS vehicle brakes
  • Anti-slip traction control (on-rail operations)
  • CAN-Bus electrical system
  • 50-gallon fuel tank
  • 50-gallon hydraulic reservoir
  • Engine diagnostics adapter in console

The RPV replaces the following:

  • Winch systems
  • Indexers
  • Trackmobiles
  • Skid steers
  • Locomotives
  • Tractors

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.


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

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 50-gallon fuel tank capacity offers all-day operation with the need to refuel.


The RPV is equipped with four sander boxes capable of holding approximately 50lbs of material each.  Sand is disbursed from a switch on the remote transmiter.


Category Specification Value
Dimensions Weight 33,500 lbs. / 16,562 kg
  Length 202.9” / 5154 mm (to end of couplers)
  Width 72” / 1829 mm 
  Height 126” / 3200 mm
  Wheel base 164” / 4166 mm
Performance Forward and reverse Both road and rail
  First gear 0-3 mph / 0-4.5 kmph
  Second gear 0-7 mph / 0-9.5 kmph
  Third gear 0-11 mph / 0-17 kmph


Video 1