Beyond the three giants, what else remained on the electric locomotive market? Really, not much.

• The one I take most seriously is Škoda Transportation/Czech Republic. Alone in the new EU members, it could survive as an independent maker. At last last year, it presented its 109E (ČD class 380; left on photo below), a maximum version (6.4 MW, 3-voltage-system, 200 km/h). It will sustain their domestic near-monopoly (see Trains in Moravia). As for exports: depends on eventual teething problems & production quality.
  
  

• Talgo/Spain made the prototype of a high-speed loco (right on photo above). But as it is weak (3.2 MW), and as RENFE ordered TRAXX; it should be more seen in the light of Talgo's ambition to produce power units for its high-speed trains in-house.

• AnsaldoBreda/Italy is the second main supplier of FS. However, its current loco product (FS class E403) failed to achieve service-readiness for years now (the likely reason it is delayed with its Danish and BeNeLux exports, too) -- the future is dark for this company.

• The dark horse competitor is ZNLE/Poland. The maintenance shop turned manufacturer builds the prototype of E6ACT, a six-axle freight loco.

Russia and Ukraine are special cases. There is significant domestic locomotive production, protected by a reluctance to import complete foreign designs. Indeed Transmashholding/Russia is alone keeping producing new locos with wound-field motors. However, makers of both countries made modern asynchronous AC locos by teaming up with the three Western European giants for components.


_{*Lunatic*, n.
One whose delusions are out of fashion.}