Leopoldo Maestu: "The tram along Diagonal will require the construction of around twenty more trains."

The presidency of the tram concessionaire, Tram, was held by former ministers for two decades. Since 2021, shareholders have taken the lead in two-year rotations. First, it was Globalvia, then Moventia , and since this year, it has been held by Alstom.

Will the connection along Diagonal soon be successful?

The inauguration of the first phase has been a success, with demand growing by 44% on the Trambesòs line, and reliability is good. Before the second phase, three new trams will be launched in the coming weeks to strengthen the service. Next year, we will face the challenge of doubling the Glòries line , which will be operationally complicated because it will require the temporary closure of some lines in a very sensitive area, necessitating an alternative transport plan.

Can the concessionaire company push harder to get the second and final phase done?

We would all like this to be done as soon as possible. There's a certain amount of anxiety, and that's normal because the demand forecasts are incredible, but the times are what they are. The political determination is clear, and we're close to having all the financing secured and the administrative procedures ready to launch the works when the time is determined to be right. This is a major challenge for everyone, for the concessionaire [Tram] and for the operator and maintenance company [Alstom].

How many new trains will the service require when the Trambaix and Trambesòs lines merge?

The order of magnitude is around twenty, although the final number of vehicles will have to be defined in the operations plan based on the frequencies and schedules to be offered.

All of them will use the underground overhead catenary system that has been implemented on existing trams to run between Glòries and Verdaguer . Are you satisfied with the result?

It went very well. We already knew about it, but there were people who were hesitant and concerned about a technology that's new in Spain but has been in use in other cities for many years. There haven't been any incidents so far, and it was very useful on the day of the blackout because it allowed trains to move to the nearest station even when the power was out.

Does the current concession model have a future?

The concession was conceived as a project to build the infrastructure, operate, and maintain it for a period of 28 years, and that period ends in 2032. It can't continue any longer because the final extensions are already being carried out by the government. We will then move to an operation and maintenance contract model with an already built infrastructure, hopefully completed by the end of the concession, and the government will decide who will operate and maintain that system.

Before we see the tram running along Diagonal, the trains that Renfe has ordered from Alstom will enter service . When will they debut on Rodalies?

I don't have a crystal ball, but everything is going well. We still have two or three months of testing ahead of us, but Alstom isn't the only player in this.

Who else does it depend on?

We need train drivers and hours to conduct the tests, and we need external agents, such as the State Railway Safety Agency, to validate and sign the documentation in a timely manner. Things are going well; it's just a matter of managing time, deadlines, and paperwork. It's very complex.

The first train left the factory for testing, and within 48 hours it was already covered in graffiti . How does that feel?

It saddens me because the train has lost all its aesthetic appeal and because there is a segment of society, albeit a small one, that doesn't try to protect public property. The level of vandalism is extremely high. They have an obsession with commuter trains, and there's no way to eradicate it.

They're still waiting for Renfe to update the contract to adapt it to the rising cost of materials. Does the start of mass production depend on this?

Yes, we have already committed the entire production and purchasing volume, because otherwise, suppliers wouldn't deliver the material to us next year, but financial support is essential. The investments we've made so far in engineering and certification are one thing, and launching production is another. I trust the administration; I'm optimistic.

Alstom also manufactures the airport shuttle train for Ferrocarrils de la Generalitat (FGC) . When will testing begin?

The first train is completing internal validation, and external testing will begin after the summer. We are already working with FGC and Adif to organize them.

The shutdown of line R3 starting at the end of September will have a direct impact on you, as it will disconnect the branch line from the plant where they are building the maintenance workshop for FGC . Will this force you to change any of your plans?

The works will be completed before the FGC begins operations, so it will be compatible. What could be affected is the departure of a new Renfe or FGC train from the plant, but the first one from the airport will have left before then. Adif is aware of this, and we are coordinating.

FGC trains are built on the same platform as Renfe's. Does this make them easier to validate?

Yes, there will be many tests that we hope we won't have to do or that will be much easier.

The Santa Perpètua plant has enjoyed three years of record production figures and more than 1,100 workers . Can this pace be maintained?

We've had a fully stocked factory for three years. We've had to expand it and move a warehouse off-site. We've now completed several projects: the Casablanca tramway, the three trams for the Metropolitan Transport Authority (ATM), the Santo Domingo metro, the Singapore metro, and the Barcelona metro.

And what will you be working on from now on, besides Renfe and FGC?

We are manufacturing trams for Frankfurt and Cologne, an additional metro series for Santo Domingo, and regional trains for Luxembourg. We are now aiming to secure the new Barcelona metro contract for the Santa Perpètua factory, the new FGC line 8 trains, and future trams for the Metropolitan Transport Authority (ATM).

Is there room for them?

If we don't get them, we're in trouble. We need them.

Is it a short-term urgency to bring in new orders to maintain the workload?

Yes, although in our sector, there's no such thing as a short-term contract. This isn't the situation you have in the factory now; it's the situation you'll have in two years. From the award to the start of manufacturing, we're talking almost a year, and the finishing, interior design, and wiring work takes around 18 months. The lead time is significant, looking two years ahead. If we manage to receive the contract from Transports Metropolitans de Barcelona (TMB), we'd be talking about manufacturing starting in late 2027.

Your company is on a list of companies that Barcelona City Council cannot contract with for having done business with Israel in Palestinian territories, as agreed at the municipal plenary session.

Alstom has no activities within or related to Israeli settlements in the disputed Palestinian territories and has therefore formally requested to be delisted by the United Nations High Commissioner for Human Rights (OHCHR). Alstom is an organization firmly committed to the principles of human rights, and we maintain rigorous ethical standards.

Still, do you think it could harm you?

It would be hard to understand that after having built 50 trains and being happy with them, we couldn't continue working for TMB. It's the metro with the highest quality standards that Alstom has ever built because TMB is a super-demanding client, and the results are proving very good.

You're the only railway manufacturer operating in Catalonia. Is this an aspect the government should take into account more in its tender documents?

You have to win tenders by having the best value for money. We're proud to be in Catalonia; we have a fantastic factory and team, but that doesn't mean we're going to win tenders. We have to offer the best value to customers and demonstrate that our products are good. The success of the tram is fantastic, and the fact that TMB is happy with its trains is the best way to show off in Catalonia and beyond.

Asian manufacturers are increasingly gaining ground in the sector. Are you afraid they'll end up taking your place, as is happening in other industries?

Fear isn't the word. Asian competition is an issue that should be addressed at the European level. The temptation for public operators to try to buy products as cheaply as possible exists, and the Chinese will continue to improve their standards. But of course, we don't compete with the same regulations and on a level playing field. Here, there are different working and social conditions, environmental and tax requirements. The rules of the game are significantly different.

Considering that this is a sector that relies heavily on public contracts, should local industry have greater protection?

Not European industry, manufacturing in Europe. It doesn't matter if a company has Chinese capital and shareholders; the important thing is that the company complies with European regulatory standards. If a Chinese company locates here and complies with all legal, regulatory, labor, and tax requirements, we will compete on a level playing field. Anything else is not valid. We must protect the ecosystem we have created.