Alstom reports: Alstom’s JV EKZ became the first train manufacturer in Kazakhstan to receive the IRIS certification (International Railway Industry Standard).This certification has been established based on the ISO 9001 standard, with the goal of securing higher quality in the railway industry. It is the only sector-specific quality standard recognised worldwide by the rail industry for assessing management systems.

(..)
EKZ employs 420 people and is working on supplying and maintaining the Prima electric locomotives ordered by KTZ for 2020. Today, 42 Prima T8 (Railcolor: KZ8A) freight locomotives and 20 Prima M4 (Railcolor: KZ4a) passenger locomotives are already in commercial operation on Kazakhstan’s rail lines. In 2015, Alstom and EKZ were awarded by Azerbaijan Railways a contract to deliver 50 locomotives to Azerbaijan.

Alstom is present in Kazakhstan with more than 600 people, two Joint Ventures and two plants, EKZ in Astana for locomotives manufacturing and maintenance; and KazElectroPrivod in Almaty for the production of point machines. Alstom is the only manufacturer of electric locomotives and point machines in the Central Asian and Caucasian region and a major contributor to the revitalisation of its rail industry and the development of its economy.

In the French media today and on railjournal.com:

'France’s industry minister Mr Christophe Sirugue told a meeting of union representatives and elected officials in Belfort on October 4 that the French government will fund an order for 15 TGV Euroduplex trains and 20 locomotives to save Alstom’s plant in the town from closure.

Sirugue also confirmed that French National Railways (SNCF) will also order a batch of six TGVs for Paris - Lyon - Turin services. Power cars for all 21 trains will be built at Belfort, securing the medium-term future of the plant, which employs 480 staff.'

Railcolor: it is not an order yet, but a plan. Last September, Alstom announced to close the Belfort site as a manufacturing location and to reform it as service point. 400 of the 480 employees would be re-assigned to another Alstom factory in France. However, president Mr François Hollande intervened and blocked the plan. Not only does he care about the factory and its workforce, Hollande is also facing elections next year and closing yet another factory is bad news for his campaign.

But if this new 'save Belfort' plan will be executed is to be seen. It depends on whether or not this governmental intervention is regarded as (illegal) state aid or not. Next to that, Alstom was not planning to stop locomotive production, nor firing people. It was slimming down its production capacity as its order portfolio was not as full as envisaged. Alstom was planning on moving its locomotive production to Reichshoffen, what will happen there when Belfort stays open? And of course there is the more general question, what is to become of Belfort on the long term? The possible new order will only bring work for around 1,5-2 years. To be continued.

Update: Lok-report.de brings a summary (scroll down) of what has been communicated in the French press yesterday. Additionally, Philippe Jacqué is answering questions from readers. The extra TGVs can be ordered directly from existing frame contracts. Curious is that some of the new TGVs will be used on conventional intercity lines.

Alstom will have to invest 40 million euro in Belfort, to be used for expanding it product portfolio (locomotives and electric busses), creating new jobs in the service department. 30 million euro will go into the 'development of new diesel or hybrid locomotives'.

After approval by the relevant authorities, Alstom will become the main shareholder in EKZ, KTZ and TMH both holding 25% of the joint venture based in Astana. With Alstom as major shareholder, EKZ scope will be extended to maintenance activities with the creation of a service centre.

“The agreement and the contract signed today show the sustainability of Alstom’s global strategy. By increasing Alstom’s share in EKZ, we show our confidence in the attractiveness of Kazakhstan investment environment and we contribute to the development of new expertise and skills locally to address not only Kazakhstan’s needs but also regional ones. This major maintenance contract confirms Alstom’s commitment to the modernisation of the rail industry and to the dynamism of Kazakhstan and central Asia with its rolling stock expertise and maintenance activities” said Martin Vaujour, Managing Director, Alstom Transport Central Asia.

Kazakhstan is an important hub linking Europe, Middle East, Asia and Russia through the new Silk Way. With almost 20,000 km of tracks, the Kazakh railway network is the world’s third biggest using the 1,520 mm track gauge. Besides wide and winterized rolling stock able to run in temperatures reaching -50°C, this market is characterised by very specific technical standards which require adapted engineering solutions. Alstom entered the Kazakhstan’s railway market in June 2010 together with its Russian partner Transmashholding, by laying the first stone of the EKZ facility.

The plant is working on supplying the electric locomotives ordered by KTZ by 2020[2]. Today, 24 KZ8A locomotives are already in operation on Kazakhstan’s rail lines, and the KZ4AT has passed its first dynamic tests at the speed of 200 km/h. Earlier this year, Azerbaijan Railways awarded a contract to EKZ to deliver 50 additional KZ8A locomotives to Azerbaijan.

The complete press statement. KZ8A for Kazakhstan AZ8A for Azerbadjan KZ8A for Kazakhstan KZ4At for Kazakhstan

KZ8A for Kazakhstan

Now the second round of 'talks' has began. The French government does not oppose the bid from GE. The French Industry minister favors the Siemens bid. Let's see how this will continue.

Update 2: The battle intensifies. Alstom Prima Demonstrator KZ8A for Kazakhstan KZ4At for Kazakhstan

Both locomotives have come from the Alstom Transport facility in Belfort, France, where they were designed and manufactured. Both are part of the 295 locomotives ordered from Alstom and TMH by KTZ in 2010. Dynamic tests

Initial dynamic test runs for the KZ8A in Kazakhstan took place in early April with a roughly 130-kilometre trip from Astana to Ereymentau. Those tests had the following purpose:

- To approve the signalling system and the radio under dynamic test conditions, following a series of static tests successfully passed in the previous days.
- To ensure compliance of power standards.
- To assess the locomotive’s dynamic behaviour.
- To check that the “train status” data transmission system functions correctly for recording malfunctions and for maintenance.

Climatic tests
Meanwhile, the KZ8A-0003 locomotive was facing tough climatic tests at the Rail Tec Arsenal in Vienna, Austria, a weather-testing facility where Alstom is a partner. The facility features a tunnel where it is possible to recreate the conditions which the locomotives will have to face (extreme cold at 45°C below freezing, extreme heat at 45°C, wet snow, ice) in order to test the following:

- Air-conditioning and heating in the cabin.
- The pre-heating of on-board electronics and the heating of the engine room.
- The start-up and correct operation of the main subsystems at very low temperature.
- The correct operation of pantographs, brakes, windscreen wipers and horns when subjected to ice and snow.

The next tests, due to take place soon, will aim at validating the correct operation of the pneumatic braking system, the pantograph, the traction drive and the wheel slide prevention system.

This testing and trial process will help Alstom to ensure it provides its customers with locomotives that are able and ready to face the extreme weather conditions in eastern countries, as it has done with the EP20 locomotive made for the Russian market, of which 20 units have been delivered so far. - Alstom

< check the Trainspo.com gallery

Yesterday, Alstom newest locomotive product, under construction for the railways of Kazachstan, arrived at the capital of Austria. One unit of locomotive KZ8A-0003 arrived by boat (the Mariska) from Strasbourg (FR). The images show the unloading of the locomotive. - HP

The image show the first twin locomotive type KZ8A for the Kazakhstan railways (KTZ). It was presented on 02.10.2012 at Belfort, France. Alstom has been developing this new generation of freight locomotive in the past 19 months. It is the first of two projects it is currently working on for KTZ. In 2013 will also be able to see the first KZ4A high speed locomotive coming from Belfort.

The KZ8A is product specifically developed for Kazakhstan. Most remarkable are its features to ensure high availability in a temperature range of -50 degrees to +50 degrees Celsius. Extensive isolation, a different type of steel, special sealing techniques are only some examples required to be able to operate such a machine in those conditions.

The development of the KZ8A therefore started from scratch. The project also includes technology transfer with KTZ resulting in a joint-venture: ETZ (25% Alstom - 25% Transmashholding and 50% KTZ). The companies are now building a new locomotive factory near Astana, where the majority of the KZ8A units will be built, with the help of Alstom (providing experts, knowledge and kits) and its suppliers, which also had to start up local production in Kazakhstan for this contract.

The first two locomotives will start their journey to Kazakhstan on 04.10.2012. By road they will be transported to Strassbourg, where they will embark and go to the sea harbor of Antwerp. From Belgium they will set sail to central Asia. First dynamic trials are scheduled for January 2013. In April 2013 a second twin unit will join the test program. Final goal is to have the approval for services in both Kazakhstan and Russia.

KZ8A for Kazakhstan

The first quest for the next days: how is the EP20 for Russia doing?

Same for the 2ES5, also for Russia

And for this one, you almost need a magnifier. But it is the goodlooking new freight locomotive for Kazakhstan. Good to see the PrimaII design has had its influence on this one. KZ8A for Kazakhstan Alstom and Transmashholding Alstom and Transmashholding

It was already known that the TMH/Alstom combination was aiming at the Kazakhstan market and now they have succeeded: 295 single- and twin-unit electrics are being ordered by Kazakhstan Temir Zholy. Note that Alstom's French locomotive factory in Belfort will construct complete units this time.

Don't forget that also Siemens will built 221 2ES10 twin-section electrics in the next years. I may be quiet in Europe... it is sure compensated by whats happening in the near and far east!

In short:
Alstom/TMH: 200 EP20 for Russia
Alstom/TMH: 2xx 2ES5 for Russia
KTZ/Alstom/TMH: 95 KZ4a and 200 KZ8a for Kazachstan
Siemens/Sinara: 221 2ES10 for Russia
KZ8A for Kazakhstan KZ4At for Kazakhstan RZD 2ES10 -Granit- Alstom and Transmashholding

In the French media today and on railjournal.com:

'France’s industry minister Mr Christophe Sirugue told a meeting of union representatives and elected officials in Belfort on October 4 that the French government will fund an order for 15 TGV Euroduplex trains and 20 locomotives to save Alstom’s plant in the town from closure.

Sirugue also confirmed that French National Railways (SNCF) will also order a batch of six TGVs for Paris - Lyon - Turin services. Power cars for all 21 trains will be built at Belfort, securing the medium-term future of the plant, which employs 480 staff.'

Railcolor: it is not an order yet, but a plan. Last September, Alstom announced to close the Belfort site as a manufacturing location and to reform it as service point. 400 of the 480 employees would be re-assigned to another Alstom factory in France. However, president Mr François Hollande intervened and blocked the plan. Not only does he care about the factory and its workforce, Hollande is also facing elections next year and closing yet another factory is bad news for his campaign.

But if this new 'save Belfort' plan will be executed is to be seen. It depends on whether or not this governmental intervention is regarded as (illegal) state aid or not. Next to that, Alstom was not planning to stop locomotive production, nor firing people. It was slimming down its production capacity as its order portfolio was not as full as envisaged. Alstom was planning on moving its locomotive production to Reichshoffen, what will happen there when Belfort stays open? And of course there is the more general question, what is to become of Belfort on the long term? The possible new order will only bring work for around 1,5-2 years. To be continued.

Update: Lok-report.de brings a summary (scroll down) of what has been communicated in the French press yesterday. Additionally, Philippe Jacqué is answering questions from readers. The extra TGVs can be ordered directly from existing frame contracts. Curious is that some of the new TGVs will be used on conventional intercity lines.

Alstom will have to invest 40 million euro in Belfort, to be used for expanding it product portfolio (locomotives and electric busses), creating new jobs in the service department. 30 million euro will go into the 'development of new diesel or hybrid locomotives'.

After approval by the relevant authorities, Alstom will become the main shareholder in EKZ, KTZ and TMH both holding 25% of the joint venture based in Astana. With Alstom as major shareholder, EKZ scope will be extended to maintenance activities with the creation of a service centre.

“The agreement and the contract signed today show the sustainability of Alstom’s global strategy. By increasing Alstom’s share in EKZ, we show our confidence in the attractiveness of Kazakhstan investment environment and we contribute to the development of new expertise and skills locally to address not only Kazakhstan’s needs but also regional ones. This major maintenance contract confirms Alstom’s commitment to the modernisation of the rail industry and to the dynamism of Kazakhstan and central Asia with its rolling stock expertise and maintenance activities” said Martin Vaujour, Managing Director, Alstom Transport Central Asia.

Kazakhstan is an important hub linking Europe, Middle East, Asia and Russia through the new Silk Way. With almost 20,000 km of tracks, the Kazakh railway network is the world’s third biggest using the 1,520 mm track gauge. Besides wide and winterized rolling stock able to run in temperatures reaching -50°C, this market is characterised by very specific technical standards which require adapted engineering solutions. Alstom entered the Kazakhstan’s railway market in June 2010 together with its Russian partner Transmashholding, by laying the first stone of the EKZ facility.

The plant is working on supplying the electric locomotives ordered by KTZ by 2020[2]. Today, 24 KZ8A locomotives are already in operation on Kazakhstan’s rail lines, and the KZ4AT has passed its first dynamic tests at the speed of 200 km/h. Earlier this year, Azerbaijan Railways awarded a contract to EKZ to deliver 50 additional KZ8A locomotives to Azerbaijan.

The complete press statement.

Read the complete press statement here.

Alstom has been awarded a contract to supply 50 KZ8A freight locomotives to Azerbaijan Railways (ADDY) which will be assembled in Alstom’s JV EKZ between 2016 and 2018. The total amount of the contract is €300 million. Alstom’s share amounts to around €150 million.

The contract was signed in the Azerbaijani capital of Baku in the presence of the French President Francois Hollande and the President of Azerbaijan, Ilham Aliyev. The contract may also include the construction of a depot, technical assistance and maintenance, as well as training for ADDY staff. These are subject to negotiation within the next six months.

KZ8A locomotives rank among the most powerful locomotives in the world (8,800 kW) with asynchronous traction, able to run at 120 km/h and to haul up to 9,000 tons. The KZ8A electric locomotives for this contract will be assembled in Alstom’s JV manufacturing site in Astana, Kazakhstan.

Top image: artist impression by Railcolor.net
Bottom image: KZ8A in the EKZ plant in Astana (KZ)