F-Line to Dudley
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Addendum: I'd also grade these examples a little bit on a scale. It's hard, without a cheat sheet, to parse how 'portable' CRRC's Cali exemption would be given the somewhat alien (to us East Coasters) way transit agencies are funded out there. There are so many regional sub-agencies sharing power under the L.A. Metro umbrella, for example, that it's hard to tell where one transit district ends and the other begins. So there may be reams of asterisks about how much leeway CRRC gets for bidding on all that white-hot LRV marketplace statewide. No such murkiness with Illinois, however. Metra was fully covered under the CTA's contract exemption for total unrestricted CRRC bidding. And CRRC did bid...on what was/is the largest Commuter Rail rolling stock contract that will be bid out anywhere in North America during the 2020's decade.
But the bid was tepid to the point of near-noncompetitiveness. Despite the fact that #1 bidder Alstom bought #2 bidder Bombardier, gaining regulatory approval to complete the purchase after the bid deadline (so in Metra's eyes they were still competing bids)...and that was well-known throughout the evaluation process. Despite the fact that were antitrust not such an afterthought joke in the U.S. that Alstom-BBD's Commuter Rail market dominance is now concerningly large given Nippon-Sharyo's de facto exit from North America bidding, Kawasaki's self-imposed moratorium on non-MTA bidding, and Rotem's self-nullifying of "Buy America" compliance by closing their last U.S. assembly plants. Despite the fact that BBD has had a near-monopoly on commuter coach procurement wins for the last 3 years and is rapidly expanding the market lead for the newly combined company.
I mean...you don't have to speculate about Springfield being some crouching tiger ready to strike. This Chicagoland order just awarded was The Big Enchilada™. The only larger procurement of its kind coming in the next 15 years is the Amtrak Amfleet and Superliner replacements, which both definitely precludes CRRC up-front because of its majority Fed funding streams and state funding participation only on the parasitic option orders. If they were going to go for broke for Manifest Destiny growth sake, Metra was the be-all bid to pull out all the stops for. As well as the one where market optics would've shone most favorably upon them as an alternative because of the whole Alstom-BBD consolidation, plus the fresh change in federal Administrations from the one that imposed the trade sanctions. Not here in Mass...action in Illinois first before anywhere. And they didn't go for broke, by conscious choice. That probably telegraphs all you truly need to know about their growth strategy. They're being very risk-averse right now amid growing pains on ongoing orders about branching out too multimodal too fast after *multiple* competitive equals provided instruction on how NOT to do things impaling themselves with too much too soon. And apparently see more to gain retrenching around getting those Big Three HRT subway car orders on-schedule rather than expanding their horizons to other mode stock.
Project accordingly on the odds for the open/upcoming MBTA orders: CR coaches, LRV's, and CR EMU's. I would not be too surprised if they went *somewhat* spirited at the Green Line order, if only because there's fairly broad supply chain commonality between HRT and LRT modes. "Somewhat" still not quite good enough the way Siemens is absolutely lapping the field right now with LRV bid win after win after win. But I also wouldn't be surprised if they opted entirely out of the EMU order's RFP round, and if they mutedly played Take-It-Or-Leave-It bidding the still-yet-unseen stock SEPTA design for the bi-level coach order (their high-boarding bi make itself starved for follow-on order prospects by SEPTA now buying stock Bombardier MLV trailers via its parasitic options on NJ Transit EMU contract). Which probably isn't going to fend off a newly embiggened Alstom-BBD from price-warring a hot MLV production line. Too much of their RR prospects follow in line with how they chose to play for the Metra megacontract...and right now that play looks very strongly like tea-leaves-reading risk aversion rather than bold expansionary splash. Yes, things can change. Especially if our "Cutting Forward" overlords start slow-walking these upcoming procurements multiple calendar years further out in service of Baker's resurgent austerity push. But it also can't be understated just how much a bellweather the Metra sweepstakes were at predicting immediate-future behavior at CRRC.
But the bid was tepid to the point of near-noncompetitiveness. Despite the fact that #1 bidder Alstom bought #2 bidder Bombardier, gaining regulatory approval to complete the purchase after the bid deadline (so in Metra's eyes they were still competing bids)...and that was well-known throughout the evaluation process. Despite the fact that were antitrust not such an afterthought joke in the U.S. that Alstom-BBD's Commuter Rail market dominance is now concerningly large given Nippon-Sharyo's de facto exit from North America bidding, Kawasaki's self-imposed moratorium on non-MTA bidding, and Rotem's self-nullifying of "Buy America" compliance by closing their last U.S. assembly plants. Despite the fact that BBD has had a near-monopoly on commuter coach procurement wins for the last 3 years and is rapidly expanding the market lead for the newly combined company.
I mean...you don't have to speculate about Springfield being some crouching tiger ready to strike. This Chicagoland order just awarded was The Big Enchilada™. The only larger procurement of its kind coming in the next 15 years is the Amtrak Amfleet and Superliner replacements, which both definitely precludes CRRC up-front because of its majority Fed funding streams and state funding participation only on the parasitic option orders. If they were going to go for broke for Manifest Destiny growth sake, Metra was the be-all bid to pull out all the stops for. As well as the one where market optics would've shone most favorably upon them as an alternative because of the whole Alstom-BBD consolidation, plus the fresh change in federal Administrations from the one that imposed the trade sanctions. Not here in Mass...action in Illinois first before anywhere. And they didn't go for broke, by conscious choice. That probably telegraphs all you truly need to know about their growth strategy. They're being very risk-averse right now amid growing pains on ongoing orders about branching out too multimodal too fast after *multiple* competitive equals provided instruction on how NOT to do things impaling themselves with too much too soon. And apparently see more to gain retrenching around getting those Big Three HRT subway car orders on-schedule rather than expanding their horizons to other mode stock.
Project accordingly on the odds for the open/upcoming MBTA orders: CR coaches, LRV's, and CR EMU's. I would not be too surprised if they went *somewhat* spirited at the Green Line order, if only because there's fairly broad supply chain commonality between HRT and LRT modes. "Somewhat" still not quite good enough the way Siemens is absolutely lapping the field right now with LRV bid win after win after win. But I also wouldn't be surprised if they opted entirely out of the EMU order's RFP round, and if they mutedly played Take-It-Or-Leave-It bidding the still-yet-unseen stock SEPTA design for the bi-level coach order (their high-boarding bi make itself starved for follow-on order prospects by SEPTA now buying stock Bombardier MLV trailers via its parasitic options on NJ Transit EMU contract). Which probably isn't going to fend off a newly embiggened Alstom-BBD from price-warring a hot MLV production line. Too much of their RR prospects follow in line with how they chose to play for the Metra megacontract...and right now that play looks very strongly like tea-leaves-reading risk aversion rather than bold expansionary splash. Yes, things can change. Especially if our "Cutting Forward" overlords start slow-walking these upcoming procurements multiple calendar years further out in service of Baker's resurgent austerity push. But it also can't be understated just how much a bellweather the Metra sweepstakes were at predicting immediate-future behavior at CRRC.
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