"PRIOR INFORMATION NOTICE
Supplies
SECTION I: CONTRACTING AUTHORITY
I.1) NAME, ADDRESSES AND CONTACT POINT(S): Department for Transport
(DfT), Great Minster House, 76 Marsham Street, Attn: Stuart Baker,
UK-London SW1P 4DR. E-mail:
stuart.baker@dft.gsi.gov.uk.
Internet address(es):
General address of the contracting authority:
www.dft.gov.uk/railways/franchises.
Further information can be obtained at: As in above-mentioned contact
point(s).
I.2) TYPE OF THE CONTRACTING AUTHORITY AND MAIN ACTIVITY OR ACTIVITIES:
Ministry or any other national or federal authority, including their
regional or local sub-divisions.
Other.
The contracting authority is purchasing on behalf of other contracting
authorities: no.
SECTION II.B: OBJECT OF THE CONTRACT (SUPPLIES OR SERVICES)
II.1) TITLE ATTRIBUTED TO THE CONTRACT BY THE CONTRACTING AUTHORITY:
HST2.
II.2) TYPE OF CONTRACT AND PLACE OF DELIVERY OR OF PERFORMANCE: Supplies.
Main place of performance or of delivery: UK-London.
NUTS code: UKI.
II.3) SHORT DESCRIPTION OF NATURE AND QUANTITY OR VALUE OF SUPPLIES OR
SERVICES: The DfT anticipates commencing the procurement of the new High
Speed Trains 2 (HST2) project with the release of an advert in September
2006.
Following release of the advert the DfT will invite expression of
interest from potential bidders in the form of a response by an
Accreditation Questionnaire that shall be available from the issuance of
the advert.
Those suppliers that are successful in being shortlisted will be invited
to tender.
The current HST stock was introduced between 1976 and 1982 and were
deployed to serve a wide variety of intercity flows. They provide front
line services on high value trains across the Inter-City East Coast,
Midland Mainline and Greater Western Main Line Train Operating Companies.
It is proposed to replace this ageing train fleet with a fleet of "new
generation" HST's.
This will require the specifying, designing, prototyping, testing and
manufacturing of a fleet of new trains in order to replace the current
HST fleet. The estimated capital cost of this replacement programme is
expected to be of the order of 1 000 000 000 GBP for the trains with
further expenditure envisaged for the depot and related works. Funding
arrangements are yet to be considered.
The trains will continue to be used on intercity passenger services and
are integral to the long-term future of a number of franchises.
II.4) COMMON PROCUREMENT VOCABULARY (CPV): 35200000.
II.5) SCHEDULED DATE FOR START OF AWARD PROCEDURES:
II.6) CONTRACT COVERED BY THE GOVERNMENT PROCUREMENT AGREEMENT (GPA):
Yes.
II.7) ADDITIONAL INFORMATION: The aim of this project is to:
Deliver increased carrying capacity per train: We forecast increased
demand on interurban services, so we would want HST2 to maximise
passenger carrying capacity. The three main options for this are to
increase the length, height or width of trains.
Deliver a fast, reliable journey time: As per capita GDP increases, so
does the value of time. HST2 will need to match or better competitor
modes in terms of reliable end-to-end journey times. Options for
improving reliability include increasing physical robustness, reducing
the complexity of the design, maximising the use of proven technologies
and subsystems, and proper testing of a prototype train.
Meet customer requirements: We forecast an ageing and more affluent
population and expect them to be more demanding in terms of comfort,
ambience and on-train facilities. HST2 must be capable of accommodating
these requirements. This is particularly important because the high
revenues from inter-urban services permit cross-subsidy of services for
which there is a sound economic case, but which have low revenue yields.
Improve safety: In a more affluent society, the value of life also
increases. HST2 must also be as safe as we can reasonably make it. The
safety objective should cover both passengers and railway employees
(whether working on train or track), and it should focus particularly on
reducing the risk of fatal accidents and include consideration of
collision/derailment survival and evacuation characteristics. HST2 should
seek to design-in improvements to personal security.
Deliver an environmentally sustainable solution:
Fuel prices are expected
to rise and environmental concerns to increase. HST2 should be as
fuel-efficient as possible, with minimum generation of noise and
emissions. We also need to ensure that we factor in the risk that some
combination of fuel-price increase and environmental concern renders
diesel operation non-viable during the lifetime of HST2. Emissions should
be assessed at whole societal cost, rather than at point of use.
Minimise cost: The Business Case must be predicated on the whole-life,
whole-system cost. This subsumes (a) the up-front cost of trains,
maintenance facilities and any upgrades required to the infrastructure,
(b) the ongoing cost of maintaining and operating the trains and
infrastructure, and (c) financing cost.
Offer flexibility of deployment: A clear understanding will need to be
made of the markets HST2 is intended to serve. Nobody can forecast with
total confidence demand levels or passenger expectations. Assessments of
how to optimise the carrying capacity of lines may also change over time.
It is therefore desirable that the HST2 design should be capable of
operating as many different types of inter-urban service as possible, eg
non-stop or 20-stop London-Edinburgh services, on WCML as well as ECML,
and possibly on longer-distance commuter routes. The ability to cascade
the trains with minimal modification cost (e.g. by exploiting modular
design) also has a value.
SECTION III: LEGAL, ECONOMIC, FINANCIAL AND TECHNICAL INFORMATION
III.2) CONDITIONS FOR PARTICIPATION
III.2.1) Reserved contracts: No.
SECTION VI: COMPLEMENTARY INFORMATION
VI.1) CONTRACT RELATED TO A PROJECT AND/OR PROGRAMME FINANCED BY
COMMUNITY FUNDS: No.
VI.3) INFORMATION ON GENERAL REGULATORY FRAMEWORK: Relevant governmental
Internet sites where information can be obtained
Tax legislation:
Environmental protection legislation:
Employment protection and working conditions:
VI.4) DATE OF DISPATCH OF THIS NOTICE: 31.1.2006."
by rogerhb » Fri 17 Mar 2006, 03:38:33 
