Bombardier Transportation: Дөңгелекті көлік құралдарын өндірушісінің тарихы

Canadian rolling stock and rail transport manufacturer

Bombardier Transportation was a Canadian German rolling stock and rail transport manufacturer, with headquarters in Berlin, Germany. It was one of the world's largest companies in the rail vehicle and equipment manufacturing and servicing industry. Bombardier Transportation had many regional offices, production and development facilities worldwide. It produced a wide range of products including passenger rail vehicles, locomotives, bogies, propulsion and controls. In February 2020, the company had 36,000 employees, and 63 manufacturing and engineering locations around the world. Formerly a division of Bombardier Inc., the company was acquired by French manufacturer Alstom on 29 January 2021. But Bombardier held onto the rolling stock business, and in 1974 secured an order from Société de transport de Montréal (STM) to build metro trains for the Montreal Metro. The core of the transportation group was formed when Bombardier purchased the Montreal Locomotive Works (MLW) in 1975. The purchase of MLW gave Bombardier a rail focused manufacturing facility, that had an established history of building locomotives, freight railcars, and passenger railcars.

With the purchase of the MLW, Bombardier acquired the LRC (Light, Rapid, Comfortable) tilting train design which it heavily marketed to both Amtrak and Canada's Via Rail, however, the program was only modestly successful with Bombardier selling about 100 LRC coaches to Via. In 1987, Bombardier bought the assets of two major US railcar manufacturers, Budd and Pullman Standard. With these new assets, and no desire to remain in the business of building freight locomotives or freight cars, Bombardier sold off MLW to General Electric in 1988. In the late 1980s Bombardier Transportation gained a manufacturing presence in Europe with the acquisition of a 45% share in BN Constructions Ferroviaires et Métalliques ANF Industrie with its main plant in Crespin in 1989.

Back home in Canada, 1991 brought a big expansion for Bombardier. The company was able to acquire the Urban Transportation Development Corporation (UTDC) from the Government of Ontario after its parent company Lavalin went bankrupt. In addition to the core UTDC assets, Bombardier also received the rail manufacturing division of Hawker Siddeley Canada which had been purchased by Lavalin and merged into UTDC. The Hawker Siddeley assets included a manufacturing plant in Thunder Bay, Ontario. That same year in Europe, the company established its Bombardier Eurorail division consisting of ANF, BN, BWS (the former assets of Lohner), and the English bodyshell maker Prorail, which it had purchased in 1990. The company also owned the North American rights to the French TGV through an agreement with GEC Alsthom. In 1992, the company acquired Mexico's largest railway rolling stock manufacturer, Concarril, from the Mexican government. The late 1990s also saw a major expansion in European operations. The company purchased Waggonfabrik Talbot (whose factory was in Aachen, Germany) in 1995 and Deutsche Waggonbau (DW) in 1998, which added factories in Bautzen and Görlitz, Germany along with a plant in Villeneuve, Switzerland which DW had purchased the prior year from Ateliers de Constructions Mécaniques de Vevey. DaimlerChrysler agreed in August 2000 to sell Adtranz for US$711 million (equivalent to US$billion in ), a price considered to be low by industry analysts. refn|The price would be subject to the acquired company entering profitability in the following year – if not the sale price would be reduced. The sale was cleared by the European Union in April 2001 on the condition that Bombardier would license or sell the Adtranz regional train and tram products to Stadler Rail in the German market, due to the large market share of Bombardier and Adtranz in the country. The deal would make Stadler a viable independent company providing competition to Bombardier. The takeover came into legal effect on 1 May 2001 with a final price of US$725 million. After the purchase, Bombardier Transportation moved its head office to Europe, while keeping a few plants in the US and Canada for the smaller North American market. However, the merger was not smooth. Within weeks Bombardier said that it was misled about the financial situation of Adtranz, and the combination of the two companies took years to resolve. One of the major issues was the sprawling footprint of the two companies in Europe. Even after closing some locations, in the early days after the merger Bombardier planned to operate 27 manufacturing sites across 14 countries. The number of sites meant that some would see the scope of their work decreased. In 2004, amid overcapacity in the European passenger train industry, Bombardier announced eight sites would close. Later that year in September, DaimlerChrysler agreed to refund Bombardier US$209 million, making the final sale price for Adtranz just $516 million.

The transportation division's financial woes continued into the 2010s, reflecting a broader trend within the company. Bombardier's aviation division racked up billions of dollars in debt developing the CSeries airliner and the Global 7000 business jet. Between 2012 and 2015, the company announced the closure of several plants including the former Waggonfabrik Talbot plant in Germany, and a factory in Australia, and a facility in Hungary was nationalized. In the same period, Bombardier agreed to several potentally lucrative, but risky contracts to build R179 cars for the New York City Subway, the Fleet of the Future for San Francisco's Bay Area Rapid Transit, Flexity streetcars for Toronto, Aventra EMUs for the London Overground and Twindexx EMUs for Switzerland's SBB. Each of these contracts was valued between 600 million to 1.8 billion dollars, but each called for highly specialized, one of kind equipment, and many also included late delivery penalties. Deliveries of each would be delayed, beset by software issues, and reliability problems once trains were placed in service. Under increasingly dire financial pressure, Bombardier Inc. announced in May 2015 that it planned to split or spin off Bombardier Transportation as a separate publicly traded company, while retaining control as the majority owner. The sale would generate money needed to continue the financing of the troubled CSeries jet, and Transportation division managers said the independence would allow them to better compete with a growing Chinese presence in the European market. An IPO was planned for late 2015. However, before the IPO could be floated, the Caisse de dépôt et placement du Québec (CDPQ) stepped in and agreed to give Bombardier a US$1.5 billion infusion of cash. In exchange CDPQ, a crown corporation which manages pension and insurance plans, would receive a 30% stake in the company. The deal was structured as a bond/equity hybrid, with shares returned to CDPQ dependent on the financial performance of the company. Over the next few years, Bombardier worked to correct issues with the cars it agreed to build in the earlier half of the decade, and simplify production though more selective bidding, greater standardization and centralized procurement. It also planned to layoff thousands of workers in Germany. However, the penalties the company was hit with for late deliveries wiped out many of the divisions profits. By 2018, Bombardier slipped to become the 3rd largest rail equipment manufacturer in the Western World and fourth globally, eclipsed by CRRC, Siemens and Alstom. Between mid 2018 and late 2019, Bombardier started selling off many of its commercial aviation assets, notably selling the CSeries to Airbus. This left the company as a manufacturer of rail vehicles and business jets.

In February 2020, Alstom agreed to buy the Bombardier Transportation division and signed a memorandum of understanding to do so, for between €5.8 billion and €6.2 billion. The deal required approval by Alstom shareholders at a meeting held in October 2020, as well as approval by European regulators. Bombardier's major shareholder, Caisse de dépôt et placement du Québec, had already agreed to the sale. In July 2020, the European Commission approved the sale. Bombardier Inc. announced on 1 December 2020 that the transaction would be closed on 29 January 2021 for €4.4 billion.

In addition to manufacturing a wide variety of passenger rail vehicles and locomotives, Bombardier Transportation provided services for commuter train providers. Maintenance: Bombardier Transportation had several maintenance contracts for the servicing of commuter trains. This includes fuelling, storage, train washing and upkeep. Some of its key clients were GO Transit, MARC Train, Réseau de transport métropolitain, and Metrolink. Train operation: Bombardier Transportation operated a number of commuter and light rail systems under contract with various transit agencies. It was the operator for six of the seven GO Transit commuter train lines in Ontario from 2008 to 2015. As of February 2015, It operated all GO Transit rail train lines. In 2015, it also began the operation of the Union Pearson Express airport link in Toronto. Other systems operated by Bombardier include SunRail in central Florida, MARC Train's Brunswick and Camden Lines in Washington and Maryland, the Sprinter and Coaster lines in the San Diego area, and the River Line in New Jersey. The company also operated a number of airport people mover systems, typically systems it built, such as the AirTrain JFK and AirTrain Newark in New York City under contract with the Port Authority of New York & New Jersey. From 2012/2013, the Savli factory (India) is also planned to assemble Electro Motive Diesel products for Asian customers. In November 2016, Bombardier Transportation signed an eight year contract worth of $331 million to supply operating and maintaining services with Réseau de transport métropolitain's six commuter rail lines in Montreal.

In January 2015, the Canadian Broadcasting Corporation (CBC) reported that South Korea's Special Investigation Unit for anti corruption produced a report accusing Bombardier Transportation of corruption in the pursuit of the 2004 contract to build an elevated Light Rapid Transit (LRT) rail system called the Everline connecting the Giheung Station on the Bundang (Yellow Line) of the Seoul Metropolitan Subway system to a large amusement park named Everland, via Yongin, the 12th largest city in South Korea, about from central Seoul. The investigation report alleges that Bombardier provided gifts and trips to Canada for civil servants and politicians involved in the contract decision, which was based on revenue expected from an inflated estimate of 180,000 passengers per day using the service. It also alleges that Bombardier created a $2 million slush fund for the Canadian citizen Kim Hak Pil, a high ranking Bombardier executive in South Korea. Bombardier has consistently denied the corruption allegations, stating that "They were not pleasure trips. There is a need to convince the people that our technology works well If it had been corruption, they would have charged us." The statute of limitations has now expired, due to lack of evidence according to Bombardier. Everline operation has been financially troubled since construction was completed in 2010. The system remained dormant until service began in 2013 while the line owner successfully negotiated with the city of Yongin a minimum revenue guarantee of 29.5 billion KRW per year regardless of passenger load. This is said to be a serious burden for the city because ridership is reported to have risen to only about 20,000 passengers per day on the 30 carriages, or about a quarter of the maximum possible capacity of the fleet in a 12 hour day. A reason suggested for this is the fare of 1100 KRW (about US$1 in 2015); it is impossible to pay for Everline trips via a transfer surcharge on a connecting subway ticket. A 2014 web page of a Seoul tour service retailer makes no mention of the Everline among the suggested modes of bus transport between Seoul and Everland. A lawyer who filed legal action on behalf of the citizens of Yongin is reported to have provided details about Bombardier's pursuit of the contract. He said that "between 2003 and 2005, Bombardier funded three luxurious trips to Canada to each of 37 people" including 18 Yongin city councillors on so called "LRT field trips". On 28 October 2015, the TTC board voted in favour of a lawsuit against Bombardier "for at least $50 million to recoup lost costs", according to Chair Josh Colle, because of the company's failure to deliver the additional new streetcars.