Russia: Reducing the environmental impact of transport is a global priority, and manufacturers are responding accordingly. TMH, Russia’s largest rolling stock producer, is steadily introducing the EMKA2, a dual-mode battery-electric shunting locomotive delivering zero harmful emissions. As the first vehicle of its kind in modern Russian rail history, EMKA2 combines innovative engineering with high operational efficiency. All components are of verified domestic origin, fully aligning with national goals for technological independence.
The time has come
The need for an environmentally friendly shunting locomotive has been evident for some time. At present, shunting operations at stations, yards, and depots across Russia are largely performed by diesel locomotives, whose exhaust emissions negatively affect the environment and cause discomfort for passengers and railway staff. Fuel consumption also results in high operational costs.
Rail transport in Russia has long been among the world leaders in terms of energy efficiency and environmental performance. More than 85% of passenger traffic and 86% of freight carried by Russian Railways (RZD) is hauled by electric traction. Recognising its scale and responsibility, the company is pushing further to minimise environmental impact and enhance ecological safety. The introduction of low-carbon technologies, reduction of health risks to staff and passengers, and more efficient use of resources are key priorities outlined in RZD’s updated environmental strategy published this spring.
In parallel, rapid advances in electrical energy storage are transforming the transport sector. Improvements in safety, reliability, and energy density have made modern batteries suitable for onboard use in railway applications. As production has expanded, battery costs have dropped and charging infrastructure has become more efficient for operators.
With these developments and the growing availability of energy storage technologies, the design of a modern Russian shunting locomotive capable of operating on battery power was only a matter of time. TMH, in cooperation with RZD and Rusnano, began development in 2019.
It is worth noting that research into battery-powered shunting locomotives within the 1,520 mm-gauge network dates back to the 1960s. However, at that time, the available technologies could not provide the required performance, and the projects never progressed to serial production. For decades, work on battery-electric locomotives lay dormant in the Soviet Union and Russia.
TMH revisited that earlier experience and concluded that the new locomotive must feature a hybrid traction system, allowing flexible operation both under catenary and in autonomous battery mode. This approach reflects global best practice: hybrid solutions are increasingly in demand among rail operators and industrial clients worldwide.
First electric locomotive EMKA2. Source: TMH
Another key design focus has been ease of maintenance. The EMKA2 features a high level of component commonality with TMH’s existing rolling stock platforms, ensuring spare parts availability, reducing production and training costs, and simplifying fleet integration. The locomotive’s modular design allows major components to be replaced as complete units, improving serviceability and maintaining a high level of technical availability for operators.
Meticulous engineering
The culmination of several years of development at TMH is the EMKA2 DC battery-electric shunting locomotive, created jointly by two holding subsidiaries: TMH Engineering and TMH’s Centre for Advanced Technologies. Aesthetics received equal attention: the locomotive’s bold, futuristic appearance was created in partnership with the Lab 20/50 design studio, in line with TMH’s brand DNA concept.
The four-axle EMKA2 is built on TMH’s common platform for next-generation shunters, which already incorporates the conventional TEM23 dual-diesel locomotive with asynchronous traction drive, in series production since 2024. The entire platform adopts a modular design principle. On the EMKA2, the chassis frame integrates the compressor, control, pneumatic, traction converter modules, energy storage unit, and driver’s cab module: all replaceable with minimal downtime to maximise availability.
Developers achieved extensive equipment commonality between the EMKA2 and TEM23. Both feature identical braking and auxiliary systems, driver’s cabs, and comparable radio, fire suppression, and safety gear.
The EMKA2 has a design speed of 90 km/h. Power output (one-hour rating) is 500 kW under catenary and 300 kW on battery. Battery capacity enables autonomous hauling of 2,000 t trains over 14 km, or 100 km unladen.
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The EMKA2’s key innovations include asynchronous traction drive capable of operating from the 3 kV DC overhead contact line or an onboard lithium-ion battery in autonomous mode. The batteries charge from the catenary, electrodynamic braking system, or standard industrial power sources.
Lithium iron phosphate (LiFePO4) traction batteries model NE-288-870, developed by Russian firm Amperion (part of the Tekhnospark Group), weigh under 3,800 kg yet deliver 288 Ah nominal capacity and 200 kW⋅h usable energy across two electrochemical sections. These units operate down to -40 °C, with dedicated heaters enabling recovery from -50 °C cold soak.
Asynchronous traction motor DTA-125 for the EMKA2. Source: TMH
TMH-Elektrotekh has mastered production of the DTA-125 asynchronous traction motors: their design delivers the required 220 kN tractive effort at just 125 kW per unit. This motor shares 90% commonality with the DTA-200T motors fitted to the EMKA2’s diesel sibling, the TEM23. The in-house TMH traction converter integrates main traction, auxiliary power, and battery charge-discharge functions.
As Denis Karasev, the director of TMH’s Centre for Advanced Technologies, told ROLLINGSTOCK, the EMKA2 supply chain involves over 200 suppliers. Numerous components come from TMH strategic partner Key Systems and Components Group (KSC Group), including cab climate control, air purification, electrical kits, traction converters, and auxiliary converters.
In the driver’s cab of an EMKA2 electric locomotive. Source: TMH
Drawing on prior experience, developers prioritised crew comfort. The separate cab module, developed by firm Mys, offers panoramic visibility, ergonomic controls, climate control, independent heating, and enhanced noise/vibration insulation. The design also supports advanced digitalisation: compatibility with the Avtomashinist system for remote or unmanned operation, plus onboard diagnostics for predictive maintenance.
Meets expectations
The first EMKA2 battery-electric prototype was built in 2022 at the TMH plant in Novocherkassk. The locomotive then underwent successful testing: initially on factory grounds, followed by the VNIIZhT railway research institute’s test tracks, one for non-high-speed and another for high-speed trains. A second unit was produced in summer 2023, readying the model for certification.
The TR CU 001/2011 compliance certificate was awarded in March 2024. Certification required updates to the technical regulation itself, as noted by Denis Karasev: previously, no provisions existed for this type of shunting locomotive.
In summer 2024, two EMKA2 locomotives entered supervised service on RZD infrastructure. The battery-electric machines began shunting single- and double-deck passenger trains at Moscow’s Kazan and Kievsky stations.
A technical laboratory accompanied each train to monitor and log all EMKA2 parameters, including traction and speed performance plus energy consumption. The locomotive started effortlessly with 15-car trains exceeding 1,000 t. “The loco charges rather quickly”, driver Denis Tolmachev told Gudok. “Connected to power with 69% charge, full top-up took under 20 minutes”. Denis Karasev told ROLLINGSTOCK that the EMKA2’s real-world performance closely matched design specs, a rarity for novel machines that underscores TMH’s thorough development.
Drivers praised the superior comfort. Key advantages included lower noise and vibration without a diesel engine, plus no exhaust fumes. RZD staff also highlighted real-time monitoring of all loco parameters via modern cab displays.
EMKA2-003 locomotive during 2025 trials. Source: Vasily Kosov/railgallery
The EMKA2 development period coincided with an era of profound change. Global economic shifts and external restrictions prompted Russia-wide supply chain reviews, prioritising technological independence. TMH’s longstanding commitment to these principles shone through in the EMKA2.
The initial two prototypes already featured a high share of domestic components, but EMKA2-003 aimed to maximise it. Released in 2025 with modifications, it too entered certification. Russian origin is now documented for every component, with deeper localisation: many parts swapped for domestic equivalents, electronics refreshed, and control systems reworked. Reliability and distance between maintenance remain at original levels, per Karasev. Confirmation that the updated EMKA2 complies with the requirements of TR CU 001/2011 and is ready for series production was formally recorded in December 2025.
Russia awaits series production
The EMKA2 battery-electric shunting locomotive is designed for zones where diesel engines are environmentally undesirable, such as passenger stations and depots. It represents one of Russia’s first practical steps towards alternative traction. Its importance was highlighted in autumn 2025 at the INNOPROM.Belarus exhibition by Russian Prime Minister Mikhail Mishustin. “This year […] trials of the first domestic hybrid electric locomotive were completed”, the prime minister stated. “All its components and assemblies are Russian-made. In future, the locomotive will make a substantial contribution to improving the environmental performance of rail transport”.
The EMKA2 will also deliver significant economic benefits for operators. TMH estimates fuel and lubricant costs could fall by 70–80% compared with existing diesel shunters. Major savings will also arise from eliminating the diesel engine, which requires complex maintenance and large spare parts inventories. “This locomotive is preferable not only due to zero emissions but also from a logistics perspective, lacking a diesel-generator set”, said TMH Deputy CEO for Locomotive Development and CEO for LokoTekh Group Andrey Vlasenko at Transport Week in November 2025. “Our calculations show it can cut operating costs by 40–60%”.
This truly innovative battery-electric EMKA2 meets both RZD’s technical requirements and ecological targets. Moreover, it positions TMH to open a new chapter in high-tech Russian exports: with operators worldwide pursuing carbon neutrality.
Significance of the EMKA2 electric locomotive
Valentin Gapanovich, PhD (Engineering), President of the Union of Industries of Railway Equipment (UIRE)
“The idea of a hybrid shunting locomotive originated in 2016 through our collaboration with RZD’s Locomotive Design Bureau. It was driven primarily by the need to cut fuel and energy consumption—especially diesel fuel—during shunting on electrified tracks at stations, while also reducing environmental impact when positioning passenger trains on terminal roads at Moscow and St Petersburg hubs.
Work culminated in detailed equipment layout studies, and the project was only realised thanks to TMH’s initiative, leading to supervised trials of prototype units. Delivering this complex project—a hybrid shunting locomotive—represents another contribution from the rail industry to improving the efficiency and economy of traction stock.
This project has real potential not only at passenger terminals across the network but also, importantly, at marshalling yards with electrified reception/departure tracks. If the claimed technical-economic parameters hold up, the series will suit shunting operations, track machine movements, and heavy-duty station work at major industrial sites”.
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TMH is the number one manufacturer of railway and light rail transport in Russia and the CIS and is the 6th top largest rolling stock manufacturer, headquartered in Moscow. It offers a wide range of products and services, from the design and development of rolling stock to modernisation, life-cycle maintenance, and digital traffic control systems. The holding’s international footprint covers more than 30 countries. Official website: tmh.global
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