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MPM-10 (Azur)
A MPM-10 train at Peel
Interior view of Azur train
In service2016–present
ManufacturerBombardier Transportation, Alstom
DesignerLabbé Designers et associés
Built atLa Pocatière (Bombardier) and Sorel-Tracy (Alstom)
ReplacedAll MR-63s, Some MR-73s
Constructed2011–2021
Entered serviceFebruary 7, 2016
Number built639 cars (71 sets)[1]
Number in service639 cars (71 sets) (as of December 2021)[1]
Formation9 articulated cars per train
Fleet numbers(10-011 to 10-019) – (10-711 to 10-719)
Capacity262 seats; 1,555 maximum capacity
OperatorsSociété de transport de Montréal
DepotsPlateau d'Youville, Saint-Charles, Montmorency, Angrignon, Beaugrand, Côte-Vertu
Lines served
Specifications
Car body constructionStainless steel and aluminium
Train length152.43 m (500 ft 1+1⁄8 in)
Width2.51 m (8 ft 2+13⁄16 in)
Doors3 pairs per car
Wheelbase2 m (6 ft 7 in)[2]
Maximum speed
  • 100 km/h (62 mph) (design)
  • 72 km/h (45 mph) (service)
Weight26.5 t (238 t 9-car train)
Traction systemAlstom OPTONIX IGBT–VVVF[3]
Traction motors14 × Alstom 4ELA 2848C 300 kW (400 hp) asynchronous 3-phase AC[4]
Power output4,200 kW (5,600 hp)
HVACFaiveley forced-air ventilation, in-train heater
Electric system(s)750 V DC (nominal) from "third rail" on guide bars at either track side
Current collectionPCS side-running contact shoe
UIC classification2′2′+B′B′+B′B′+B′B′+B′B′+B′B′+B′B′+B′B′+2′2′[5]
AAR wheel arrangement2-2+B-B+B-B+B-B+B-B+B-B+B-B+B-B+2-2
BogiesAlstom CL 449[2]
Braking system(s)Regenerative braking with STM wooden brake shoes
Safety system(s)ATC/ATO
Multiple workingBombardier TCMS[6][7]
Track gauge1,435 mm (4 ft 8+1⁄2 in) between 2 roll ways
Notes/references
"MPM-10 Specifications" (PDF). Société de transport de Montréal. [8][9]

The MPM-10 (Montréal Pneumatic Material 2010), commonly known as the Azur, is the third and newest generation of rubber-tired rolling stock used on the Montreal Metro in Canada, built by a consortium of Bombardier Transportation and Alstom. The first MPM-10 train entered into service on the Orange Line in February 2016, replacing the entire first-generation MR-63 fleet. 71 nine-car trains have been built, and are currently in service on the Orange and Green Lines.

History

[edit]

By the mid-2000s, the original MR-63 Montreal Metro trains were around 40 years old, and maintenance costs were increasing.[10] Société de transport de Montréal (STM) indicated that these trains would be replaced by modern rolling stock in the coming decade.[11]

In May 2006, the Government of Quebec announced the negotiation of a $1.2 billion contract with Bombardier Transportation to replace the MR-63 fleet of 336 cars, then designated as MR-08.[12][13] Trains were planned to enter service in the early 2010s.[14] Alstom voiced its dismay over directly awarding the contract (to Bombardier) without a bidding process, noting that (like Bombardier) they would build new trains in Quebec.[12] Negotiations between the STM and Bombardier were ongoing until 2007. The negotiations focused on the project's cost controls, terms of contract, train specifications and warranty.[15] If negotiations had failed, the Quebec government and the STM would have reverted to a bidding process.

On 10 January 2008, Quebec Superior Court Judge Joel Silcoff rendered his decision regarding Alstom's filing of legal action against the Quebec government's Ministry of Transportation. The latter sought to bypass the bidding process, citing that Bombardier was the only domestic candidate capable of fulfilling the eventual contract. Silcoff ruled in favour of Alstom, enabling the company to bid on the contract.[16]

As a consequence, the Government of Quebec decided to open the bidding process in February 2008, however this would delay delivery of the first trains by 9 to 12 months. In November 2008, Bombardier Transportation and Alstom announced that they would be submitting a joint bid to build the trains as a consortium.[17]

In December 2009, CSR Zhuzhou Electric Locomotive expressed interest in bidding for the MR-08 contract citing a cheaper price than its competitors, and proposed an entirely steel-wheeled fleet of vehicles as opposed to the specified rubber-tired vehicles, citing advances in technology that gave steel wheels an advantage. CSR also proposed the construction of a factory in Quebec, creating up to 1,000 jobs and meeting the 60% Canadian content requirement.[18] Spanish company CAF also expressed interest in the project, citing their experience in building rubber-tyred trains[19] – as well as concern about protectionism.[20] However, the STM subsequently rejected both proposals.[21]

Contract award

[edit]

In October 2010, the Quebec government awarded the contract to the Bombardier–Alstom consortium, valued at CA$1.2 billion.[22] Bombardier expected the first of the 468 cars to begin entering revenue service by February 2014, with deliveries continuing through 2018.[23][24] Quebec would contribute 75% of the cost of the new trains, with Montréal providing the remainder.[22]

In May 2012, STM announced that the name of the train would be Azur, following a public vote of shortlisted names. They stated that the name was "evocative of the intense shade of clear blue" throughout the system.[25] In June 2012, the final design of the train was shown.[26] In May 2013, the STM finished preparing the tunnels for the reception of the first test train. This work included grinding concrete on some 200 metres (656 ft) of tunnel, where laser measurements indicated that scraping might occur due to the new trains' softer suspension.[27]

Construction

[edit]

The train has a Canadian content of 60%,[28] with production of the bogies taking place at Alstom's Sorel-Tracy plant based on a design used on the MP 89 and MP 05 trains of the Paris Métro (but modified to accommodate wooden brake shoes used by the STM)[29][2] and final car assembly at Bombardier's La Pocatière plant.[30] The first prototype train was unveiled in November 2013,[31] and was delivered to Montreal in April 2014.[32]

Tests of the prototype revealed several incompatibilities with Montréal's infrastructure, including insufficient electrical power. In January 2015, Bombardier suspended production for six months because of delays with the completion of the automated train control software.[33][34] In January 2015, production of new Azurs was temporarily halted due to software installation and financing issues. In April 2015, only 4 fully functional MPM-10 trains had been delivered to the STM, while 28 more cars had been assembled before production was halted. Bombardier blamed one of the subcontractors responsible for the automatic driving controls on the new trains for the delay. At the end of 2015, the issues were resolved and the trains remained on track to be completed by the 2018 deadline date.[35]

Introduction into service

[edit]

After six months of vigorous testing, the first of the new cars entered revenue service at 10 am on February 7, 2016, departing from Henri-Bourassa station towards Côte-Vertu.[36] The new trains were initially well received by the public.[37]

On 14 January 2017, the STM removed all trainsets from circulation after finding unusual damage to the negative collector shoe due to unusual lateral forces being applied to the shoe and shoe mount. The trains were being brought back into service, starting January 28, 2017.[38] On 14 August 2017, the first Azur deployed on the Green Line, for testing. This test phase aimed to "analyze the behavior of the train on this line, with the load that the customers on board the train".[39] In October 2017, two Azur trains ran in service on the Green Line.[40]

In February 2018, the Montreal Gazette confirmed that the Bombardier–Alstom consortium would deliver two free trainsets, as the first six trains were delivered late.[41] By May 2018, 43 sets of Azur had been delivered. This effectively replaced the entire MR-63 fleet, which were retired in June 2018.[42]

Additional order

[edit]

In May 2018, the STM announced that the Quebec government had allocated funds for an increase of the MPM-10 base order, to include an additional 17 nine-car trains (153 cars).[43] This additional order would replace a portion of the MR-73 fleet, starting with the older and less reliable cars of that series. This would allow 90% of Green Line service to be provided by Azur trains.[43] The contract option was agreed in November 2018, at a cost of $448 million.[44] In December 2021, the final Azur train entered service, making a total of 71 nine-car sets delivered.[45][46]

In service

[edit]

In September 2019, STM announced that straps for standing passengers would be installed in Azur trains, following feedback from passengers that the grab bars were too high.[47][48] In 2020, STM announced that they would start displaying the occupancy and crowding levels of Azur cars on Metrovision platform screens. This would allow passengers to find quieter/less crowded parts of the train, allowing social distancing during the COVID-19 pandemic.[49]

Specifications

[edit]
Open gangway of Azur

The MPM-10 Azur features full-width open-gangways between the cars which can be occupied by passengers, resulting in 8% more train capacity than previous trains.[50][46]

The trains are equipped with an air suspension system, larger windows and wider doors. Wheelchair spaces are also provided, although the majority of Metro stations are not yet wheelchair-accessible. In the cabin, the trains also feature more natural lighting, high definition televisions, a new PA system and surveillance cameras.[51] Improved ventilation is also featured; however, as with Montreal's previous generation rolling stock, cars are not air conditioned. Instead they are equipped with adjustable passenger force ventilation systems which deploy outside air into the train fast to create a cooler environment.[52]

The MPM-10 uses Alstom OPTONIX IGBT–VVVF traction control assembled in the United States. The MPM-10 Azur can run faster than the maximum speed of the former MR-63, and the current MR-73 trains, they can run as fast as 100 kilometres per hour (62 mph) due to its enhanced motors. Given the higher capacity of the MPM-10, the trains are heavier than the outgoing MR-63s at 238 t (26.4 t per car).[53][54][55]

Lines serviced

[edit]

Green Line (since 2017)

Orange Line (since 2016)

Formation

[edit]

Currently (As of December 2021)

Lines # Colour Number of trains Composition Comments
1 26 sets (234 cars)[1] {10-xx1} + 10-xx2 + 10-xx3 + 10-xx4 + 10-xx5 + 10-xx6 + 10-xx7 + 10-xx8 + {10-xx9} The MR-73 and MPM-10 Azur trains replaced the historic MR-63s.
2 45 sets (405 cars) {10-xx1} + 10-xx2 + 10-xx3 + 10-xx4 + 10-xx5 + 10-xx6 + 10-xx7 + 10-xx8 + {10-xx9} Only MPM-10 Azur trains

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

MPM-10

View on Grokipedia
from Grokipedia
The MPM-10 (Montréal Pneumatic 2010), commonly known as the Azur, is the third generation of rubber-tired metro trainsets deployed on the system, operated by the (STM). Manufactured by a led by (later acquired by ), these automated nine-car consists feature open-gangway designs that allow seamless passenger flow across the entire train, boosting capacity to approximately 1,104 passengers per set. The name "Azur" was chosen via a public on the STM's , reflecting the train's modern, sky-blue aesthetic and innovative features. Introduced into revenue service on February 7, 2016, on the Orange Line (Line 2), the MPM-10 fleet of 71 trainsets—totaling 639 cars—has been progressively rolled out to replace the aging MR-63 series, with full deployment across the and Orange lines by 2025. Key advancements include enhanced energy efficiency through , improved accessibility with dedicated spaces for wheelchairs and strollers, and advanced passenger information systems, contributing to higher reliability and reduced operating costs for the STM. The procurement, valued at over CAD 1.3 billion, marked one of the largest investments in the history of Montreal's public transit infrastructure, addressing capacity demands in a system serving over 1 million daily riders.

Procurement and Development

Tender Process and Contract Award

The (STM) initiated the procurement process for new metro cars, designated MPM-10, in 2005 to replace its aging MR-63 fleet. Initial selection of was halted by a legal challenge from , which argued exclusion from the bidding. Subsequent attempts to negotiate with both companies failed, leading the STM to scrap the process and issue new tenders, amid ongoing delays and political scrutiny. In May 2006, the Quebec government announced plans to award a sole-source contract to Bombardier valued at approximately $1.2 billion, bypassing open competition, but this faced further legal and electoral opposition. To resolve the impasse, on October 7, 2010, the Québec National Assembly enacted special legislation authorizing a no-bid contract to a consortium comprising Bombardier Transportation and Alstom Transport, shielding the STM from additional litigation. The contract was signed on October 22, , between the STM and the Bombardier-Alstom consortium for 468 cars forming 52 nine-car trainsets, at a of C$2.64 million per car, totaling C$1.2 billion—one of Quebec's largest public contracts that year. The agreement allocated C$742 million to Bombardier and C$493 million to , with at least 60% , including assembly at facilities in La Pocatière, Saint-Bruno, , and Montréal. This non-competitive award followed years of failed tenders, prioritizing expediency over standard procurement to address urgent fleet replacement needs.

Design Features and Innovations

The MPM-10, known as the Azur, features an open-gangway configuration across its nine-car trainsets, enabling passengers to move freely between cars through wide inter-circulation modules measuring at least 1,300 mm, which enhances and evacuation efficiency compared to the enclosed cars of earlier models. Each carbody employs an aluminum outer shell over stainless steel wall panels with a streamlined aluminum , providing a 27% width increase to 2.51 m over predecessors for improved interior space while maintaining compatibility with existing infrastructure. Interior innovations prioritize ergonomic comfort and , with end cars offering 22 fixed seats plus two fold-up seats and dedicated spaces, while middle cars provide 32 seats including four fold-up options to accommodate varying loads. Adjustable ventilation systems deliver up to 13,000 m³/h of , complemented by indirect LED ceiling and door indicators, alongside four multifunctional screens, information displays, and closed-circuit cameras per car for real-time updates and . These elements, refined through full-scale mockup consultations with passengers and (STM) staff, address feedback on seating dimensions, standing areas, and support structures to reduce crowding bottlenecks. Propulsion incorporates rubber-tired bogies with pneumatic , yielding a smoother ride quality over the uneven tracks of Montreal's older lines, paired with recuperative braking that recovers energy during deceleration to boost overall efficiency. A distinctive braking innovation uses wooden shoes crafted from yellow birch injected with , applied to steel wheel treads in tandem with electromagnetic brakes, which minimizes squeal noise, extends component life by reducing wear, and operates quietly even under heavy use—though intense braking can produce a characteristic burnt odor from heated wood. Safety enhancements include three double sliding doors per side, each 1.65 m wide and 1.95 m high, equipped with obstruction sensors and audio-visual alerts to prevent mishaps during boarding. Partitions at inter-car gaps and strategic emergency equipment placement, informed by user input, further mitigate risks in the open layout, representing a shift from segmented designs to facilitate better flow while upholding structural integrity.

Manufacturing and Testing

Construction Process

The MPM-10 metro cars were produced through a partnership between and under a C$1.2 billion contract awarded by the in October 2010, initially covering 468 cars forming 52 nine-car trains, with later expansions bringing the total to 639 cars. Key components such as bogies were manufactured separately by at a dedicated facility in , , which opened in July 2013 to meet a 60% domestic content requirement; these rubber-tyred bogies, equipped with and wooden brake shoes, were then transported to the main assembly site. Final carbody assembly occurred at Bombardier Transportation's plant in La Pocatière, Quebec, where shells, panels, and streamlined roofs were integrated with systems, including Alstom's OPTONIX IGBT-VVVF traction control, doors with obstruction sensors, and open-gangway interiors designed via full-scale mockups incorporating user feedback. The process emphasized modular construction to enable energy-efficient features like recuperative braking, with production ramping up after design validation by summer 2011. On-site testing at La Pocatière utilized a 1 km undercover track, commissioned in , for static load assessments and dynamic trials including maximum speed and braking performance under third-rail power, ensuring compliance before delivery; the final car was completed on November 23, 2021. Following Alstom's 2021 acquisition of , some production elements shifted within the La Pocatière facility.

Testing, Certification, and Early Challenges

The MPM-10 trains underwent initial factory testing at Bombardier's La Pocatière facility in , where a dedicated 1 km was constructed specifically for validating the metro cars ordered by the (STM). Testing commenced in May 2013, focusing on performance, safety, and integration of systems such as rubber-tired propulsion and open-gangway designs, with serial production authorized only after these trials proved conclusive. Network-based testing followed, with two prototype trainsets beginning daytime operations on the STM's lines in August 2015 to assess real-world compatibility, including acceleration, braking, and signaling interactions. Additional trials extended to specific routes, such as the Blue Line in December 2019, ensuring adaptability across the system's varied infrastructure. Certification for revenue service was granted by the STM following these evaluations, confirming compliance with operational standards for rubber-tired metro vehicles, though formal regulatory oversight details from bodies like emphasized adherence to safety protocols during the phased rollout. Early deployment revealed several mechanical challenges, including a cracked bolt discovered in one just four months after passenger service began in October 2015, necessitating servicing and highlighting initial issues in components. More significantly, in January 2017, inductive loop coils on multiple s and track sections were damaged during passage through stations like Du Collège, causing a 10-hour Orange Line shutdown and prompting the temporary withdrawal of all 12 operational MPM-10 sets for inspection. These incidents, attributed to and material vulnerabilities, delayed fleet expansion until repairs and modifications—such as reinforced coils—were implemented, with s returning progressively after preliminary investigations confirmed no flaws. Despite these setbacks, the issues were resolved without long-term revocations, allowing gradual integration as testing data informed iterative improvements.

Introduction and Operations

Initial Deployment and Service Entry

The MPM-10 cars, developed by the Bombardier- consortium, entered on February 7, 2016, marking the initial deployment of these open-gangway trains on the Metro's Orange Line (Line 2). This followed extensive testing, including dynamic trials completed in late 2015, and an inauguration ceremony attended by (STM) officials and consortium representatives. The debut consisted of a two-month trial period operating a single nine-car trainset during peak hours, allowing for real-world validation of performance, passenger flow, and before broader rollout. This phased approach addressed integration with existing , such as the rubber-tired guideway and upgrades, while gradually phasing out the aging MR-63 s introduced in 1966. By mid-2016, additional trainsets were introduced on the Orange Line, increasing service frequency and capacity amid growing ridership demands. Expansion to the Green Line (Line 1) occurred later, with the first MPM-10 trainset entering service there on August 14, 2017, after line-specific adaptations and further certifications. Initial operations highlighted improvements in energy efficiency and , though early challenges included minor software adjustments for seamless door operations and announcements in English and French. The deployment aligned with the STM's fleet modernization under a 2010 contract for 52 trainsets, prioritizing high-demand corridors to alleviate overcrowding on the network's busiest routes.

Fleet Expansion and Additional Procurement

In response to growing ridership demands and the need to modernize aging infrastructure, the Société de transport de Montréal (STM) expanded the MPM-10 fleet beyond the initial 468 cars contracted in 2010 for replacing the MR-63 vehicles on the Orange Line. This expansion facilitated earlier retirement of select MR-73 cars on the Green Line and supported overall system capacity improvements, rather than strictly one-for-one replacements. On November 12, 2018, the STM exercised a contract option with the Bombardier-Alstom consortium for 153 additional MPM-10 cars, equivalent to 17 nine-car trainsets, at a cost of C$448 million (approximately US$340 million). Deliveries commenced in spring 2020, with manufacturing continuing at Alstom's facilities in La Pocatière, Quebec, following Bombardier's acquisition by Alstom in 2021. The procurement leveraged existing contract terms to minimize costs and ensure compatibility, avoiding a new tender process. By January 2022, completed production of the 639th MPM-10 car, yielding a total fleet of 71 nine-car trainsets and enabling phased deployment across both the Orange and Green Lines. This increase represented a net fleet growth, as the STM retained some cars for service until their full replacement by the mid-2020s, thereby enhancing peak-hour frequency and reliability without immediate scrapping of all legacy vehicles.

Lines Serviced and Formations

The MPM-10 trains service the Green Line and Orange Line of the Montreal Metro. The first train entered service on the Orange Line on February 7, 2016. By December 2021, all 71 trains were deployed on these lines, replacing the older MR-63 fleet. The Orange Line is now served entirely by MPM-10 trains, while the Green Line operates them alongside remaining MR-73 cars during off-peak periods. MPM-10 trains operate in fixed nine-car formations, consisting of 639 cars in total across the fleet. Each formation features articulated cars connected by open gangways, enabling passengers to walk freely from one end to the other. This design enhances capacity and circulation compared to previous generations with enclosed ends.

Technical Specifications

Dimensions, Capacity, and Propulsion

The MPM-10, also known as the Azur series, operates in married nine-car trainsets measuring 152.43 meters in length, with each individual car having a width of 2.51 meters. Doors on each car measure 1.65 meters wide by 1.95 meters high, facilitating passenger flow across the open-gangway configuration that spans the entire trainset. The design maintains compatibility with the Montreal Metro's infrastructure, including its rubber-tired running on concrete guideways flanked by steel rails for guidance and backup. Passenger capacity emphasizes standing room in the open-plan layout, with approximately 262 seated passengers per nine-car trainset, supported by fixed and foldable seating arrangements. End cars provide 22 fixed seats plus 2 fold-up seats each, while intermediate cars offer 28 to 32 seats, including fold-ups, yielding a total seated capacity that exceeds prior trains by about 10% when accounting for improved space utilization and circulation. Each car includes two designated wheelchair spaces, and the ventilation scales to 13,000 cubic meters per hour based on passenger load to maintain comfort. Propulsion relies on a 750 V DC third-rail power supply feeding Alstom OPTONIX IGBT-VVVF inverters driving asynchronous motors, with seven powered intermediate cars per trainset and unpowered end cars as trailers. The system incorporates energy-efficient recuperative braking, regenerating power during deceleration alongside friction brakes using wooden shoes on the MP05 bogies, achieving a service maximum speed of 72.4 km/h (design limit 100 km/h) and acceleration up to 1.2 m/s². Each car weighs approximately 26.5 tonnes, for a total trainset mass of 238 tonnes. The rubber-tire configuration on air-suspended bogies provides smooth operation over the Metro's guideway, with steel wheels ensuring redundancy.

Safety and Accessibility Features

The MPM-10 cars feature advanced systems, including four (CCTV) cameras per car for continuous surveillance and three passenger intercom modules per car—five in end cars—for communication with operators. Open gangways spanning the nine-car trainset provide seamless inter-car passage, eliminating the risk of falls between coupled cars and facilitating rapid evacuation in emergencies by allowing unrestricted passenger movement. Each side of the car has three double sliding doors equipped with obstruction sensors and audio-visual signals to alert passengers during closing, reducing entrapment hazards. The rubber-tired undercarriage includes guide wheels and safety wheels, complemented by a braking system using yellow birch brake shoes treated with to minimize noise, vibration, and premature wear on components. Accessibility is integrated through principles, with each car providing two dedicated spaces featuring lumbar supports and partitions for secure positioning. End cars include 22 fixed seats plus two fold-up seats, while intermediate cars have 32 fixed seats and four fold-up seats, enabling reconfiguration for s, strollers, or standing passengers during peak loads. Doors are widened to 1.72 m to accommodate easier entry for mobility-impaired individuals, and the open-bogie layout with contributes to a smoother ride, reducing physical strain. Inter-circulation modules maintain a minimum 1.3 m opening, supporting fluid movement throughout the trainset for all users. These elements align with broader efforts to enhance platform-to-car alignment, though station-level barriers persist in older infrastructure.

Performance and Impact

Reliability and Maintenance Record

The MPM-10, known as the Azur, entered revenue service on the Orange Line in February 2016, with initial reliability challenges typical of new transitioning from older MR-63 and cars. Early operations revealed issues with negative collector shoes, which caused sparking and service disruptions; on January 18, 2017, an incident on the Orange Line prompted the (STM) to inspect and temporarily sidelined affected trains, affecting both Azur and models. In June 2017, three Azur trains were withdrawn from service after a crack was discovered in a suspension system nut, prompting further safety inspections and repairs by the . Winter conditions have periodically led to door malfunctions, with abrasives from de-icing accumulating and jamming the fewer per car (three versus four on predecessors), contributing to minor delays despite design intent for enhanced reliability. Maintenance records indicate the MPM-10's open-gangway design and modular components facilitate easier inspections compared to legacy cars, with projected service life extending to 650,000 kilometers before major overhauls, potentially reducing long-term costs. By 2021, the full fleet of 71 nine-car trains was delivered, and STM reports emphasize ongoing adjustments for availability, though specific mean distance between failures metrics remain below the MR-63's established 120,000 statute miles in initial years due to teething issues. No widespread systemic failures have been documented post-2017, aligning with design goals for improved energy efficiency and lower per-passenger maintenance.

Passenger Experience and Capacity Improvements

The MPM-10 Azur trains feature open gangways connecting the nine articulated cars, enabling passengers to move freely along the 152-meter length of the trainset, which improves load distribution and alleviates crowding near entry points compared to the enclosed cars of the series. This design contributes to an 8% increase in overall passenger capacity, allowing for up to 1,104 passengers per train under normal loading conditions. Doors are 27% wider than those on previous models, accelerating boarding and alighting processes and enhancing safety during peak hours. Interior enhancements include ergonomic transverse seating, panoramic windows for improved visibility, energy-efficient LED lighting, and advanced climate control systems, all of which elevate comfort levels over the older trains. The trains incorporate dedicated wheelchair spaces with supportive features and priority areas for reduced mobility passengers, aligning with universal standards and facilitating smoother access at equipped stations. A high-quality and real-time information displays further support passenger navigation and awareness. While these upgrades have been noted as improvements in rider comfort, particularly in ventilation and utilization, some passengers report drawbacks such as reduced seated capacity—prioritizing standing room for higher throughput—and seat designs less suitable for shorter individuals. Overall, the Azur's configuration optimizes for high-volume urban transit, balancing capacity gains with modern amenities to handle Montreal's ridership demands more effectively.

Economic Costs and Value Assessment

The procurement of the MPM-10 (Azur) fleet involved a 2010 contract awarded by the (STM) to a Bombardier-Alstom consortium for 52 trainsets comprising 468 cars, valued at approximately C$1.235 billion, with Bombardier's share at C$742 million and Alstom's at C$493 million. The unit cost per car stood at C$2.64 million. An additional 2018 order for 17 trainsets (153 cars) added C$299 million to the expenditure, aimed at enhancing network capacity. Including modifications for and operations, the overall in the MPM-10 program exceeded C$2.5 billion. A 2025 upgrade initiative for the Azur fleet, involving enhancements to capacity, safety systems, and operational efficiency, required an additional C$340 million, funded through public-private collaboration. These costs reflect not only vehicle acquisition but also adaptations to aging , such as depot expansions costing C$268.1 million for shops and facilities. Ongoing maintenance expenses for the rubber-tired MPM-10 cars, which feature advanced components like , are projected to yield lower long-term energy costs compared to the retiring fleet, though specific savings figures remain tied to operational data not publicly quantified in procurement analyses. In terms of value, the MPM-10 program generated substantial economic spillovers for , engaging over 150 Canadian suppliers—including more than 100 -based firms—and sustaining 245 jobs through extended production. The trains' open-gangway design and wider doors enable higher passenger throughput, supporting STM goals of 440 million annual trips by improving flow and reducing bottlenecks on key lines. Energy-efficient features, including , contribute to reduced consumption, aligning with broader metro benefits like mitigating Montreal's C$6 billion annual costs, though direct attribution to MPM-10 requires isolating from system-wide factors. No comprehensive public cost-benefit analysis quantifies net returns, but the fleet's replacement of 50-year-old cars has enhanced reliability and capacity, averting potential service disruptions from obsolescence.

Reception and Controversies

Achievements and Positive Outcomes

The MPM-10 Azur trains achieved the full modernization of the Montreal Metro's first-generation fleet, with Alstom completing delivery of 639 cars configured into 71 nine-car trainsets by November 23, 2021, thereby replacing all MR-63 cars operational since 1966. This $1.2 billion project, executed by the Bombardier-Alstom consortium, introduced trains measuring 152.43 meters in length with a 27% wider body than predecessors, entering revenue service on the Orange Line in February 2016. Key design advancements include open gangways spanning all nine cars, enabling unrestricted passenger movement and an approximate 8% increase in overall capacity through better space utilization. Wider doors measuring 1.4 meters facilitate quicker boarding and alighting, while and wooden brake shoes made from yellow birch dipped in deliver a smoother, quieter ride with reduced wear. Passenger experience benefits from ergonomic seating, adjustable ventilation up to 13,000 cubic meters per hour, and user-centric features informed by consultations, yielding positive rider feedback on comfort and spaciousness. enhancements, such as door obstruction sensors and advanced audiovisual information systems, support efficient operations, positioning the MPM-10 as a benchmark for urban rail upgrades. Operational efficiencies stem from systems that recapture energy, alongside LED lighting and automated announcements, contributing to lower energy use and improved service reliability following initial testing phases completed by May 2016. The project's success extended local capabilities at Alstom's La Pocatière facility, bolstering Quebec's rail industry.

Criticisms, Design Flaws, and Operational Issues

The MPM-10, known as the Azur train, encountered significant early operational challenges following its introduction, including a January 2017 incident at Du Collège station where an Azur train damaged signaling equipment, including inductive coils, contact shoes, and gauge rods, leading to a 10-hour shutdown of the Orange line. This event prompted the (STM) to temporarily withdraw all 12 operational Azur trains for inspection, with preliminary investigations pointing to potential issues in the train-track interface rather than a systemic design flaw, according to STM spokesperson Philippe Schnobb. , the manufacturer, maintained that the train design had been validated with no prior similar problems reported. Contact shoe malfunctions emerged as a recurring operational issue, with the negative collector shoes on Azur trains wearing down tracks and causing electrical disruptions more severely than on older models, as identified in January 2017 testing. The STM responded by installing monitoring cameras and conducting further track assessments, gradually returning trains to service by February 2017, though only five of 14 were operational at that point. Additional mechanical problems included doors failing to open properly, brake malfunctions, and non-functional systems during initial rollout phases. Design-related criticisms focused on ergonomics and environmental adaptability, with passenger feedback highlighting horizontal grab bars positioned too high for shorter individuals, complicating access during crowded conditions. Ventilation inconsistencies were also noted, with uneven airflow causing discomfort in certain seating areas. In winter operations, door mechanisms jammed due to abrasive residues from de-icing materials accumulating on tracks, exacerbating service delays. A June 2016 suspension issue required pulling three trains after a cracked nut was discovered, attributed to manufacturing variances rather than inherent design weakness. Production and integration delays compounded operational hurdles, with initial deliveries postponed from 2014 to 2015 owing to software glitches, financing constraints, and required tunnel modifications for the wider car profile. These setbacks, including a temporary halt in January 2015, drew scrutiny over project management, though STM officials like Schnobb described such teething problems as typical for new fleets. Mayor contextualized the issues as comparable to those faced by prior metro car introductions. Despite these, later assessments indicated resolutions through iterative fixes, with no widespread persistent failures reported post-2017.

References

  1. https://www.railfans.ca/metro/content/trains/bombardier-alstom-mpm-10
  2. https://cptdb.ca/wiki/index.php/Bombardier-Alstom_MPM-10
  3. https://www.railway-technology.com/projects/mpm-10-metro-cars-montreal/
  4. https://www.steamcommunity.com/workshop/filedetails/?id=3265370459
  5. https://www.stm.info/en/press/press-releases/2012/the-stm-unveils-the-new-metro-car-for-montreal--with-azur--the-future-is-in-sight-
  6. https://www.railwayage.com/passenger/rapid-transit/alstoms-montreal-milestone/
  7. https://www.stm.info/en/press/press-releases/2010/contract-signing-for-the-procurement-of-montreal-s-metro-cars.-new-cars-introduced-into-service-starting-in-2014
  8. https://www.progressiverailroading.com/passenger_rail/news/Montreal-transit-agency-recognized-as-project-management-award-finalist--58438
  9. https://www.railwaygazette.com/montreal-metro-car-order-placed-at-last/35399.article
  10. https://www.cbc.ca/news/canada/montreal/quebec-bill-aims-to-protect-subway-contract-1.942216
  11. https://www.railwaynews.net/montreal-metro-mpm-10-project-orange-line-railway-car-modernization.html
  12. https://www.railwaygazette.com/north-america/alstom-opens-canadian-bogie-plant/38490.article
  13. https://www.railwaygazette.com/business/bombardier-transportation-announces-quebec-test-track-and-design-centre/36021.article
  14. https://www.lesoleil.com/2013/05/25/nouveau-metro-de-montreal-les-essais-debutent-a-la-pocatiere-a8373286c081d2435b6e6dfcbe6bcb1e/
  15. https://www.railwaygazette.com/metro-trains-on-test-in-montreal/41291.article
  16. https://www.youtube.com/watch?v=7aPfnXxvges
  17. https://globalnews.ca/news/2778401/new-stm-azur-train-being-serviced-due-to-a-cracked-bolt/
  18. https://www.cbc.ca/news/canada/montreal/what-we-know-about-the-problems-with-the-azur-metro-cars-1.3937916
  19. https://www.cbc.ca/news/canada/montreal/stm-montreal-metro-orange-line-shutdown-1.3937221
  20. https://montrealgazette.com/news/local-news/stm-to-keep-azur-trains-parked-after-inconclusive-preliminary-report
  21. https://www.alstom.com/press-releases-news/2016/2/the-bombardier-alstom-consortium-and-the-stm-inaugurate-entry-into-service-of-montreals-azur-metro-cars
  22. https://www.railway-technology.com/news/newscanadas-stm-begins-first-azur-metro-train-service-in-montreal-4805470/
  23. https://www.railwayage.com/news/more-metro-cars-for-montreal/
  24. https://www.alstom.com/press-releases-news/2018/11/bombardier-alstom-consortium-supply-153-additional-azur-metro-cars-montreal
  25. https://www.stm.info/en/press/news/2021/stm-commissions-final-azur-train
  26. https://www.stm.info/fr/node/635
  27. https://www.stm.info/en/press/press-releases/2020/stm-introduces-occupancy-levels-for-metro-network-customers
  28. https://www.stm.info/en/press/news/2017/two-azur-trains-are-now-on-the-green-line
  29. https://www.scribd.com/document/96199550/Montreal-s-new-metro-cars
  30. https://www.stm.info/en/about/financial_and_corporate_information/2030-universal-accessibility-plan
  31. https://www.stm.info/en/press/press-releases/2017/incident-on-the-orange-line---progress-report-for-january-18--2017
  32. https://montrealgazette.com/news/local-news/another-downside-to-montreal-winters-the-azur-metro-doors-are-jamming
  33. https://www.stm.info/en/info/advice/metro-service-disruptions/abc-metro-service-disruptions
  34. https://www.lapresse.ca/actualites/grand-montreal/201203/20/01-4507268-voitures-du-metro-usees-mais-encore-fiables.php
  35. https://www.stm.info/sites/default/files/m8-fin-gp-ge-co-gn-9999-5304.pdf
  36. https://www.stm.info/sites/default/files/feuillet_azur-web_ang.pdf
  37. https://www.canadianconsultingengineer.com/cce/awards/2017/B14_AZURMontrealMetro_ENG.pdf
  38. https://www.cbc.ca/news/canada/montreal/montreal-metro-comfort-research-1.4579506
  39. https://competition.adesignaward.com/design.php?ID=26625
  40. https://www.cbc.ca/news/canada/montreal/azur-metro-mixed-reviews-1.3579387
  41. https://www.masstransitmag.com/rail/vehicles/press-release/21250547/societe-de-transport-de-montreal-stm-final-azur-train-commissioned-into-stms-fleet
  42. https://railway-international.com/news/alstom-bombardier-consortium-to-supply-153-azur-metro-cars-to-montreal
  43. https://www.progressiverailroading.com/passenger_rail/article/Montreal39s-transit-system-aims-for-world-class-status--40372
  44. https://www.railwaynews.net/montreal-metros-azur-upgrade-340m-investment-impact-innovation.html
  45. https://www.stm.info/sites/default/files/a-rdd2011_0.pdf
  46. https://www.finances.gouv.qc.ca/department/environment_green_economy/green_bonds/projects.asp
  47. https://www.masstransitmag.com/management/press-release/55311010/societe-de-transport-de-montreal-stm-launches-new-campaign-to-show-the-metros-role-in-society
  48. https://www.stm.info/en/press/press-releases/2016/azur-makes-history-as-it-welcomes-its-first-clients
  49. https://www.canadianmanufacturing.com/manufacturing/first-new-bombardier-azur-metro-car-takes-to-the-rails-on-montreal-subway-161977/
  50. https://railway-news.com/azur-metro-cars-montreal/
  51. https://montrealgazette.com/news/azur-metro-trains-have-completed-testing-deliveries-to-pick-up-speed
  52. https://globalnews.ca/news/3276763/5-of-14-azur-metro-trains-on-the-rails/
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