ZSSK plans €43.9m battery-electric shunters for Slovakia

By Rebecca Stone

ZSSK, Slovakia’s national passenger operator, plans to invest €43.9 million in six battery-electric shunting locomotives, estimated at €7.3 million each including VAT, with implementation planned by the end of 2030.

Three would be allocated to Bratislava and three to Žilina. They would handle heavy shunting, assemble and reposition passenger formations, transfer rolling stock between maintenance facilities, and assist during operational disruptions.

The proposed units would draw electricity from overhead lines on electrified tracks and use batteries on non-electrified sections. ZSSK envisages financing under Slovakia’s 2021–2027 EU funding programme.

What does ETCS change?

Slovakia plans ETCS-only operation from 2031 on the Bratislava–Žilina and Žilina–Čadca–Czech border corridors, creating the main operational reason for the investment.

ZSSK currently operates 45 locomotives in auxiliary services against a regular requirement of 24. Their average age exceeds 40 years, some have been in service for more than six decades, and none has ETCS.

The replacement programme would eventually allow ZSSK to withdraw eight older locomotives: two class 210 electric locomotives and six class 721 diesels.

New shunters would primarily replace classes 736 and 742 in Bratislava and Žilina. Those diesel locomotives could move elsewhere, releasing older class 721 units for withdrawal.

The investment is separate from ZSSK’s previously reported plan for mainline dual-mode passenger locomotives intended for partially electrified routes.

What do lifecycle costs show?

In its October 2026 assessment, the Slovak Ministry of Finance’s Value for Money Unit, ÚHP, recommended battery-electric traction over diesel-electric alternatives for ZSSK.

ÚHP estimates that diesel-electric locomotives would cost approximately 15–20% less to buy, but their operating expenditure would be 11–18% higher than for battery-electric alternatives.

The assessment reports that about 83% of relevant auxiliary operations occur on electrified tracks, while electric locomotives perform only 30% of the work. The proposed battery-electric fleet could perform all of that electrified work using electricity.

Operating expenditure represents an estimated 51% of discounted lifetime costs over 30 years. ÚHP therefore recommends evaluating tenders on total lifecycle expenditure, including maintenance, spare parts, battery replacement and electricity consumption, rather than acquisition price alone.

ZSSK’s baseline calculation limits confidence in the result: it uses class 721 operating costs and fuel consumption even though classes 736 and 742 perform the relevant duties. ÚHP therefore rates a positive socioeconomic return likely, but says the study cannot reliably establish its magnitude.

Is a seventh locomotive justified?

Three locomotives per region cover the identified operational requirement but provide no dedicated reserve. If a new machine becomes unavailable, ZSSK intends to use an ETCS-equipped passenger locomotive, potentially requiring diesel traction beyond electrified tracks.

ÚHP has recommended examining the economic case for a seventh locomotive as a reserve. Its cost model estimates battery replacement at 10% of total discounted lifetime expenditure, compared with 26% for maintenance and 11% for electricity consumption. The final tender comparison must include those battery replacement costs.

Which platforms could qualify?

Five relevant manufacturer platforms could compete, but none is a confirmed bidder. Eligibility would depend on ZSSK’s technical specification, particularly ETCS, 25 kV AC operation, battery performance and Slovak vehicle authorisation.

• Alstom – Traxx Shunter: Alstom announced the modular platform in September 2026; it supports overhead-line and battery traction. Northrail ordered the initial catenary/diesel configuration, with deliveries beginning in 2029, a claim that does not establish availability of the battery version in Slovakia.
• CRRC Zhuzhou – Class 461: Catenary/battery shunting locomotives are already authorised and operating in Hungary with Rail Cargo Hungaria, providing a relevant regional operational reference.
• CZ LOKO – DualShunter 2000: The proposed AC/battery version has a 400 kWh battery, 2,000 kW maximum electric traction power, 270 kN starting tractive effort and ETCS; its battery variant remains in development.
• Stadler – Central Cab: The four-axle platform covers shunting and light mainline duties in electric/battery, diesel/battery and tri-mode configurations, with maximum speed up to 120 km/h.
• Vossloh Rolling Stock – Modula EBB: The four-axle catenary/battery locomotive has a 350 kWh battery, 2,500 kW electric traction power under 15/25 kV AC and 300 kN starting tractive effort.

Those manufacturer figures still require checking against ZSSK’s duty cycle, its 83% electrified workload and the ETCS-only corridors. Future procurement decisions depend on correcting the baseline, pricing battery replacement and determining whether a seventh locomotive justifies its cost as a dedicated reserve.