The editorial team of ROLLINGSTOCK Agency has analysed the main market developments of recent years and identified key trends in rolling stock technology in recent times. Among these are increased commercial speeds in high-speed transport, the expansion of driverless and predictive technologies, growing localisation of production, as well as diminishing optimism regarding hydrogen fuel.
Published in the almanac “Rolling Stock Market. Kazakhstan” for the TransLogistica Kazakhstan transport and logistics exhibition
China’s breakthrough innovations
The results of China’s sustained investment in railway research and development are becoming increasingly evident year by year. Today, national rolling stock manufacturer CRRC—firmly established as the world’s largest player—is shaping the very trends to which the entire global industry is now paying attention.
In December 2024, the company unveiled prototypes of its new CR450 high-speed trains in Beijing, marking the culmination of six years of intensive development. The CR450 is set to become the world’s fastest high-speed train type cleared for series production and commercial service, certified for operating speeds of 400 km/h and capable of achieving a test speed of 450 km/h. Entry into commercial operation is scheduled for 2025, with Beijing – Shanghai expected to be one of the first routes to benefit.
The CR450 project demanded a series of pioneering breakthroughs in traction systems, aerodynamics, materials science, etc. The trains deploy permanent magnet synchronous traction motors, while refinements to the nose profile, as outlined by the China Academy of Railway Sciences, are projected to deliver a 22% reduction in aerodynamic resistance. Extensive use of lightweight composites has also been implemented, including carbon fibre and magnesium alloys, resulting in significant efficiency gains.
The CETROVO 1.0 Carbon Star Express metro train, built from carbon fibre, at CRRC’s Qingdao plant. Source: CRRC
CRRC’s focus on advanced composite technology has been evident in other landmark achievements during 2024. The company introduced the CETROVO 1.0 Carbon Star Express, a driverless metro train representing a world-first in rolling stock design: primary load-bearing structures, including the bodyshell, underframe and bogies, are manufactured entirely from carbon fibre. Brake discs, meanwhile, are constructed from carbon-ceramic materials. These innovations have delivered an 11% reduction in overall train weight and a 7% cut in energy consumption. In January 2025, the Carbon Star Express entered service in Qingdao.
CRRC freight wagons with carbon fibre bodies, manufactured at the Qiqihar plant. Source: CRRC
In 2024, CRRC delivered a batch of coal freight wagons to energy company CHN Energy, featuring bodyshells constructed from composite panels based on carbon fibre-reinforced resins. The wagons are notable for their lightweight design, with a tare weight of just 18 tonnes, a bodyshell volume of 94.3 m3, and a payload capacity of 82 tonnes.
Russia’s driverless leadership
Meanwhile, Russia stands at the forefront of progress in the adoption of driverless rail technologies. In terms of the pace of automation projects in open rail environments—which presents far greater complexity than confined metro systems—Russia is objectively among the global leaders.
Since 2022, Cognitive Pilot’s advanced driver assistance system has been installed as standard on trams in St Petersburg. Incorporating computer vision technologies, the system is capable of recognising an array of objects within the driving scene, including pedestrians, traffic signals, vehicles, and road signs. The system detects obstacles up to 30 meters ahead; if a hazard is identified within 5 metres and the driver does not react, the tram can initiate an automatic stop. As reported by Cognitive Pilot’s CEO Olga Uskova in August 2025, more than 350 trams have been equipped with the technology, which has helped to prevent over 2,450 traffic incidents.
Lastochka ES2G-113 EMU with GoA3 automation at the Moscow Central Circle. Source: TRAINS TV/trainfoto.ru
Since 2024, a new computer vision system, developed by the Centre for Autonomous Transport Research (part of the Moscow Metro), has been under trial on trams in Moscow. This system can recognise objects up to 200 metres away and supports Grade of Automation 3 (GoA3) operations: unattended driving, with an operator present in the cab for emergency intervention. The technology integrates subsystems for positioning, trajectory planning considering surrounding objects, and tram control. By July 2025, the trial tram had travelled over 6,000 km in both technical testing and passenger service. Full Grade of Automation 4 (GoA4) deployment is expected by 2027, with Moscow’s transport strategy planning for a significant share of the city’s tram network to become driverless by 2030.
Computer vision equipment of the Lastochka. Source: Russian Railways
January 2024 saw a landmark event: the launch of the ES2G-113 Lastochka EMU on the Moscow Central Circle (MCC), operating at Grade of Automation 3 (GoA3). This marks the world’s first implementation of such a high degree of automation in an open railway system. The previous year, Russian Railways achieved another world first by remotely controlling two trains in mixed traffic on the MCC. The train’s computer vision system, developed by NIIAS—a research and development institute for IT deployment, automation and communications (part of Russian Railways)—can recognise objects at distances of up to 1 km, with a reaction time to obstacles of just 0.3 seconds. The project aims to reduce service intervals on the MCC to three minutes and is moving towards full driverless operation. Key challenges for GoA4 deployment include ensuring reliable communications for real-time video streaming and developing AI decision algorithms for all door scenarios.
Sovereignisation of manufacturers
Amid the dynamic growth of rail transport systems and the increasingly evident geopolitical risks of recent years, a growing number of countries are moving away from a globalist approach and prioritising the development of their own competencies in railway industry. Programs such as Buy America and Make in India have long established localisation requirements and mandates to utilise domestic components in government procurement, including rolling stock. Recently, the trend of global players like Alstom, Siemens, and Stadler relocating production to the United States has only intensified. Meanwhile, India, building on its accumulated expertise, is now embarking on active international expansion, poised within the next 5 to 10 years to become the formidable market force that China is today.
Türkiye announced its commitment to developing domestic rolling stock manufacturing several years ago. Between 2023 and 2025, the results of this policy have started to materialise. The country has introduced its first electric multiple units, designed by the state-owned company Türasaş, intended to operate at speeds of 160 km/h, with a 225 km/h version currently in development. Early in 2025, Türasaş also saw the entry into service of its first electric locomotives for freight operations, boasting a design speed of 140 km/h and 5 MW power output for its four-axle models.
The first electric multiple unit developed in Türkiye by Türasaş. Source: Türasaş/twitter
In addition, several other indigenous products have been introduced to the market, including a city electric train, flat wagons, and an engine for diesel locomotives. Furthermore, the Turkish company Bozankaya has become the first to manufacture driverless metro trains. All projects claim full domestic mastery of critical assemblies and components, developed in collaboration with the TÜBİTAK RUTE technological institute.
Iran is pursuing a similar path despite decades of sanctions. Between 2024 and 2025, local manufacturers, prominently the Mapna Group holding, have begun production of metro trains as well as mainline diesel and electric locomotives. Metro trains are now entering service, produced at the Tehran Wagon Manufacturing Plant in seven- and eight-car configurations featuring walk-through gangways, maximum speeds of 90 km/h, and acceleration rates of 1 m/s². Components for the train were reportedly developed and locally manufactured by various Iranian enterprises, involving 25 research organisations and 4 factories, achieving an 85% localisation rate.
The first Iranian metro train in the Tehran metro. Source: Tehran Picture Agency
Meanwhile, the MAP30 mainline diesel locomotive was developed using reverse engineering based on six-axle AD43C locomotives previously supplied by Alstom. Iranian sources report an 80% localisation level for the MAP30, including in-house production of the bodyshell and control systems. The locomotive is powered by the V-shaped 16-cylinder MP610 diesel engine, producing 3,160 kW, developed and manufactured by Mapna Group. The company claims comprehensive in-house engineering and manufacturing not only of the engine but also the compressor, turbocharger, radiator, generator, traction control system, and other critical components.
The prototype of the MAP30 mainline diesel locomotive. Source: Mapna Group
Amid extensive sanctions imposed by the US, EU, and other countries, Russia is advancing large-scale sovereign localisation of its components. Strong governmental support has been provided through preferential loans from the Industrial Development Fund and other development institutions. Notably, with a priority focus on domestic production, plans call for the development and manufacture of 36 systems and over 10,000 parts and assemblies in the coming years for Russia’s high-speed train project, designed to operate at a commercial speed of 360 km/h. Successful implementation of this project will invigorate Russia’s rail engineering technology market and lay a significant foundation for high-tech exports.
Other countries are also choosing the path of sovereignisation. Egypt, for example, has established a dedicated rolling stock company, NERIC, to facilitate joint production with global players and eventually develop its own designs. Vietnam has announced ambitions to fully master the production of locomotives, passenger cars, EMUs, and components between 2030 and 2045.
Against this backdrop, TMH, a leading Russian company, is adjusting its international strategy, offering expertise in engineering and large-scale manufacturing to support rolling stock production in partner countries. The company aims at changing its business model, bringing to these countries its production technology instead of acquiring industrial assets, according to TMH’s CEO Kirill Lipa. This approach is already being implemented in India, where the company oversees production setup, serial manufacture, and subsequent maintenance of EMUs for Indian Railways.
Demand for predictability in freight wagons
A key trend in global freight wagon manufacturing is the development of onboard telematics sensor systems that enable real-time monitoring of various wagon parameters and facilitate the transition to condition-based maintenance using predictive analytics. Telematics solutions from Swiss firm Nexxiot, German company Knorr-Bremse, American Amsted Rail, and other industry players are gaining increasing traction across Europe and the US.
Bogie IQ sensor by Amsted Rail. Source: Amsted Rail
Data collected from these sensors underpin monetisable digital services, offering operational monitoring capabilities for freight wagon fleets. Such services aim to deliver added value for operators, leasing companies, and shippers, thereby encouraging greater utilisation of rail freight transport.
In 2024, the launch of a unified IT infrastructure was announced for the North American RailPulse project. This joint venture, formed by leading rail operators including CSX, Norfolk Southern, CPKC, Union Pacific, GATX, and wagon manufacturers Greenbrier and Trinity Rail, seeks to scale onboard telematics technologies. The platform is claimed to provide near-real-time fleet data accessible to operators via a web portal and other interfaces, including reporting tools for in-depth analysis.
A bogie equipped with a sensor unit from RaTorm. Source: railwayexpo
Similar efforts are underway in Russia. A corresponding telematics systems standard is in place, with pilot operations of two solutions conducted between 2022 and 2024 on the fleets of FGC and RM Rail wagons. As described in a spring 2024 ROLLINGSTOCK interview by Evgeny Semenov, Executive Director of the Union of Car Manufacturers, these trials demonstrated significant potential for detecting defects in various components. The system has been designated as the Digital Freight Wagon in Russia. In summer 2025, Russian Railways announced the development of technical requirements for the second-generation system, with prototypes planned for late 2026.
Hydrogen moves to an optional position
The agenda around implementing hydrogen traction in rail transport has been active for nearly a decade. The pool of countries developing their own prototypes in this field is expanding — India has unveiled its first hydrogen train, and Russia currently has a similar unit under production.
Amid this landscape, the RS ZERO railbus, produced by Swiss manufacturer Stadler and one of the highlights of InnoTrans 2024 in Berlin, is particularly noteworthy. This single-car unit is designed for lines with low traffic volumes, and its main innovation is its powertrain comprising hydrogen-fuelled internal combustion engines from German company Deutz. According to specifications, the six-cylinder inline TCG 7.8 H2 engine delivers 220 kW and is certified in Germany for automotive use.
The RS ZERO railbus from Stadler at InnoTrans 2024. Source: Stadler
This marks a precedent of hydrogen internal combustion engine usage in rolling stock by a global player. Stadler explained that the choice was driven by the engine’s superior power-to-weight ratio, a critical factor for a railbus restricted to an axle load of 18 tonnes. Another advantage is that the hydrogen engine can be maintained using standard diesel engine service procedures. Crucially, the system design allows the RS ZERO to be reconfigured if needed and fitted with a diesel engine. A similar approach is taken in the Russian TMH’s hydrogen train project, where the power unit is housed in a separate booster car, enabling its replacement with diesel or alternative power sources.
The hydrogen internal combustion engine TCG 7.8 H2 by Deutz. Source: Deutz
At the same time, concerns about hydrogen are growing. In Germany, where hydrogen trains developed by French manufacturer Alstom entered service last decade, one significant customer—the Rhein-Main transport association—has described hydrogen as fundamentally unreliable. Issues cited include unstable hydrogen fuel supply, low reliability of refuelling systems and the trains themselves, and a short lifespan of hydrogen fuel cells of around five years, far shorter than the roughly 40-year service life of the rolling stock. Consequently, the market increasingly views battery-powered solutions as more promising.
Author: Sergey Belov, Co-founder and Editor-in-chief ROLLINGSTOCK Agency
