The contract for the tram rolling stock would no longer be worth much

The technical requirements set by CDPQ Infra for the tram rolling stock risk signing the death warrant of the contract between the manufacturer Alstom and the City of Quebec, believes an expert. According to him, the resumption of the call for tenders process could have impacts on the costs and schedule of the project, while representing a unique opportunity to be seized for the Quebec electric transport cluster.

The tramway envisaged by CDPQ Infra differs in several respects from that which was designed by the City of Quebec when it was in charge of the project.

The subsidiary of the Caisse de dépôt et placement offers shorter trains, i.e. 35 meters instead of 45 meters.

Hybrid mode

The most notable change, however, concerns the mode of propulsion by electric energy of the tramway. While the City relied solely on power supply via overhead contact line (a requirement imposed by the Legault government), CDPQ Infra instead opted for a hybrid system combining catenary and batteries.

The use of batteries aims to eliminate the overhead contact line in the densest neighborhoods of Quebec. An aspect which had already been mentioned by the Siemens company during the call for tenders for the first version of the project.

If it wishes to preserve the rolling stock contract, Alstom will have to demonstrate that its vehicles, designed to be powered by catenary, can be adapted to meet the requirements of CDPQ Infra, which is no easy feat, warns Pierre Barrieau, lecturer in transportation planning at the University of Montreal and president of Gris Orange Consultant.

Change major

This is a major change in the design of the vehicle. Traditionally, trams, as they have been designed for around twenty years, are low-floor vehicles. This means that there is no real space for battery storage inside the vehicle. So, you either have to put them on the roof or have portions of the vehicle that are condemned for the batteriesexplains Mr. Barrieau in an interview with -.

It’s a completely different technology, it’s a completely different platform and, in that context, well, it’s not as easy as you might think to “just” add batteries to the tram.

The specialist mentions that Alstom has battery power technology developed by Bombardier Transportation, its former competitor which it bought in 2021.

The French company will, however, have to demonstrate that its batteries are adapted to the harsh climate of Quebec. The cold, notes Pierre Barrieau, causes a loss of performance of energy accumulators.

We really need to see what CDPQ Infra’s requirements will be in terms of battery capacity. We must still remember that Quebec is one of the coldest cities in the world where there will be trams. So, a tram, for example, which can do 10 km on the batteries in Sacramento, will perhaps only be able to do 4 or 5 in Quebec in winterhe says.

Too much risk

In this context, we should not be surprised to see the contract with Alstom fall through, which would result in a resumption of the supply process.

I would tell you that yes, we are probably heading towards a new call for proposals. As I speak [avec les gens du milieu]that I hear things, I really see that it seems that we are heading towards that. I think there is just too much risk in trying to change the other tender too muchmentions Pierre Barrieau.

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Risks include legal action that could be taken by companies that would have participated in the initial tender process if the technical requirements had included 35-meter-long cars powered by a hybrid system.

You know, rolling stock mandates are often contested, sometimes even at the highest global levels. So, it’s an environment that is used to saying: “well, if I don’t win, I’ll appeal.” So, from there, if we don’t want to launch in two years [de contestations]better to do the tender correctlyargues Pierre Barrieau.

Analysis still in progress

CDPQ Infra claims that it is not in a position, at present, to decide on the future of the contract won by Alstom, with which it is still in discussions.

In a statement sent to -, the project manager of the tramway project reiterates that the railway company will have to demonstrate over the coming months its ability to deliver rolling stock that meets the technical requirements of the project.

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If Alstom demonstrates that its rolling stock can meet the technical requirements of CDPQ Infra, amendments will have to be made to the contract between the City of Quebec and Alstom. If this demonstration is not made, CDPQ Infra may turn to the market and proceed to a call for proposals for rolling stockspecifies the Caisse subsidiary.

CDPQ Infra refuses to comment on when it will decide on the future of the agreement with Alstom, limiting itself to speaking for the next few months.

A timetable accompanying a call for tenders published a few days ago for the services of an independent cost estimator, however, suggests that the organization will be fixed sooner rather than later.

The schedule specifies that procurement processes for major contracts will be launched in March 2025, including that for rolling stock.

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New generation

And CDPQ Infra is moving forward with relaunching the procurement process, Pierre Barrieau expects that manufacturers interested in the project will offer new technology instead of one of their existing products.

The problem is really [l’alimentation en] energy, that is to say it is necessary to develop a new vehicle and […] as long as we develop the new vehicle for certain components, we will want to develop a completely new generation of vehicleshe explains.

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In the event that the rolling stock contract is awarded to a company that has proposed innovative technology, higher costs and longer delivery times will be expected, continues the transport planning expert.

If we sign a contract today for a standard model of tram, the first car will be delivered in 3 years. If it is a model that we must innovate, that we must redesign in full, it will be 6 years before the first car is put into service. And knowing that a factory produces more or less one to two cars per month, normally, in the delivery schedule, it could take 8 to 9 years before we have the entire fleetbelieves Mr. Barrieau.

Gradual commissioning?

This means that by the time the tram is scheduled to enter service in 2033, CDPQ Infra may not yet have received all of the cars it has ordered. A situation which would open the door to a gradual implementation of the transport network.

Given that the tram garage in Quebec will be in the west of the city, it is possible that the western, more central portion will be opened initially, and that the eastern section will be inaugurated one to two years later. . This is a scenario that would be 100% viable and realisticindicates Pierre Barrieau.

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Despite the costs and delays associated with the adoption of a new technology, the lecturer at the University of Montreal and president of Gris Orange Consultant sees it as an opportunity to be seized for Quebec and its transport industry.

Innovation

This means that we will potentially have a product that will be new, innovative, and which will perhaps want to be purchased by future networks in North America and elsewhere. And so, Quebec can become a leader and perhaps, also, it can help us cement a position as a place of production of a whole new generation of tramsenvisage M. Barrieau.

When you buy existing equipment, it costs a lot less, but sometimes you have to look at the long-term benefit [d’une nouvelle technologie].

He notes that the streetcar industry is possibly at a moment pivot of its history comparable to the transition from horse-drawn carriages to carriages powered by electricity from the second half of the 19th century.

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If it is practically certain that Siemens and Alstom, the two largest tramway manufacturers in North America, are in the running to obtain the tramway contract in the event of a resumption of the call for tenders for the rolling stock, other companies, European or Asian, could also come forward, according to Mr. Barrieau.

Alstom well positioned

It could become interesting because it puts all the pawns on our side in Quebec to perhaps find this factory which could potentially start delivering everywhere in North Americahe pleads.

In his opinion, in the event that the rolling stock supply process was relaunched, Alstom, which has factories in La Pocatière, near Quebec, and Thunder Bay, in Ontario, would leave with a step ahead.

With the collaboration of Olivier Lemieux and Érik Chouinard