photo: RAILTARGET/Škoda Group's BEMU battery train
Battery-powered trains promise a greener railway future, replacing diesel units with modern technology. But in the Czech Republic, their rollout is plagued by backroom deals, bypassed tenders, and a lack of transparency.
Battery-powered trains, known as BEMU (Battery Electric Multiple Unit), represent a modern solution for railway lines that lack electrification. Instead of diesel engines, they run on batteries that recharge under overhead wires or at dedicated charging stations. This means fewer emissions, quieter operation, and potentially lower running costs. On a single charge, these trains can travel up to 80 kilometers.
But theory is one thing, reality another. Although these trains seem like an ideal fit for many regional lines, their deployment often comes with significant challenges—and in the Czech Republic, with a hefty dose of controversy.
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Why Battery Trains Make Sense
The Czech railway network has a major weakness—low electrification levels. Around 40% of tracks still rely on diesel trains, which are not only noisy but also highly polluting. Adding to the challenge is the delayed rollout of the European Train Control System (ETCS), which is progressing slowly and with complications in the country. Given these obstacles, battery trains seem like an attractive alternative.
Germany has taken a similar approach, successfully operating battery-powered trains on less busy routes for several years. Similar projects have been launched in Austria, Japan, and the UK. The world record for the longest battery-powered journey belongs to a Swiss train—the Stadler Flirt Akku, which in 2021 covered an impressive 224 kilometers on a single charge.
Czech Battery Trains: Stuck in the Old System
When battery-powered trains finally arrived in the Czech Republic, it seemed like a step toward modernization. But instead of being a model of innovation, the process has become a textbook case of how business is done in the country. Instead of a transparent public tender, the contracts have been awarded through closed-door deals and direct assignments—with the primary beneficiary being Czech manufacturer Škoda Group.
The first four BEMU units were purchased directly—without any competitive bidding. Škoda Group and Czech Railways took advantage of an existing framework agreement for electric RegioPanter units. The only modification? Adding batteries and rebranding the train as BEMU. This move immediately raised questions. Is a battery-powered train just a modified electric train, or should it be considered a fundamentally different product that requires a separate public tender?
The Czech Competition Authority (ÚOHS) flagged the non-transparent process, deeming the purchase illegal and even issuing a fine to Czech Railways. However, the fine was later overturned, and the case remains under review with no final decision yet.
Competition Shut Out? The Škoda Monopoly
"Czech Railways is giving a significant advantage to Škoda Group when it should be prioritizing fair competition and the interests of taxpayers, not favoring a single company. This contract gives Škoda a strong edge over competitors in future tenders. Meanwhile, other manufacturers might have been able to provide these trains at a lower cost, but that can only be determined through an open and transparent competition," said Zuzana Klusová, a representative from the Pirate Party in the Moravian-Silesian Region.
When Czech Railways finally announced a tender for 15 more battery-powered trains, the process went exactly as expected. Initially, four major manufacturers—Stadler, CAF, Alstom, and Siemens—submitted bids. But when the final offers were due, all but Škoda Group mysteriously withdrew.
The result? Škoda Group secured the contract without any real competition, and the price per unit skyrocketed to EUR 6.7 million.
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Source: www.pirati.cz, www.idnes.cz, www.railtarget.cz, plus.rozhlas.cz, www.ceskenoviny.cz