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Public tenders for environment in Milton-keynes United Kingdom

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Supply of Master Vendor Recruitment Services

Transport Systems Catapult Limited | Published October 12, 2016  -  Deadline November 8, 2016
cpvs
79600000

Provision of permanent and temporary (Contractor labour) to work in an office environment.

Supply of IT products to 3rd Floor, The Pinnacle, 170 Midsummer Boulevard, Milton Keynes, MK9 1BP.

Transport Systems Catapult Limited | Published February 20, 2016  -  Deadline February 29, 2016
cpvs
30230000

Provision of IT equipment to an office environment in Milton Keynes as per the specification.

Supply of Mechanical Signalling and Interlocking

Network Rail Infrastructure Limited | Published June 4, 2016
Winner
Rowlescourt Engineering Limited, Collis Engineering Limited, Unipart Rail Limited
cpvs
34632100

Network Rail requires mechanical signalling and interlocking equipment. This comprises back-drives, front-drives and supplementary detection components and kits. The equipment must be made to exacting designs, and is used in a safety critical environment. The 3 new contracts will be awarded for an initial period of 4 years with the option to extend for up to an additional 4 years.

Provision of Operation and Maintenance Services at the Rail Innovation Development Centre (RIDC) Melton.

Network Rail Infrastructure Ltd | Published August 12, 2015  -  Deadline August 25, 2015
cpvs
60200000

The requirement is for the tendering of the Operation and Maintenance services for the Rail Innovation and Development Centre (RIDC) at Melton. This strategically important test RIDC facility provides a safe environment for the testing and validation of new and modified trains, infrastructure and equipment. The capabilities include a 13 mile test track; maintenance shed; sidings, 25kv AC OHL; 3rd and 4th DC rail configuration; tunnels; noise test site; and a conductor beam.is capable of train testing up to 125mph and consists of 14 miles of track and has a good cross section of infrastructure, i.e. tunnels, bridges etc. This tender action is for the tendering in two lots of those services. Tenderers will be able to submit tenders for either or both lots: Lot 1 Operation of RIDC Melton Lot 2 Maintenance of RIDC Melton For either Lot, Tenderers are invited to submit variant bids, the variants can relate to the method of delivery not to the outcome.

Provision of Operation and Maintenance Services at the Rail Innovation Development Centre (RIDC) Melton.

Network Rail Infrastructure Ltd | Published August 12, 2015  -  Deadline August 21, 2015
cpvs
60200000, 60200000, 60200000

The requirement is for the tendering of the Operation and Maintenance services for the Rail Innovation and Development Centre (RIDC) at Melton. This strategically important test RIDC facility provides a safe environment for the testing and validation of new and modified trains, infrastructure and equipment. The capabilities include a 13 mile test track; maintenance shed; sidings, 25kv AC OHL; 3rd and 4th DC rail configuration; tunnels; noise test site; and a conductor beam.is capable of train testing up to 125mph and consists of 14 miles of track and has a good cross section of infrastructure, i.e. tunnels, bridges etc. This tender action is for the tendering in two lots of those services. Tenderers will be able to submit tenders for either or both lots: Lot 1 Operation of RIDC Melton Lot 2 Maintenance of RIDC Melton For either Lot, Tenderers are invited to submit variant bids, the variants can relate to the method of delivery not to the outcome.

Supply of Operation and Maintenance Services at the Rail Innovation and Development Centre (RIDC) Me

Network Rail | Published April 8, 2016  -  Deadline May 6, 2016
cpvs
60200000, 34621200, 50225000, 60200000, 60200000, 34621200, 50225000

The requirement is for the tendering of the Operation and Maintenance services for the Rail Innovation and Development Centre (RIDC) at Melton.

This strategically important test RIDC facility provides a safe environment for the testing and validation of new and modified trains, infrastructure and equipment. The capabilities include a 13-mile test track; maintenance shed; sidings, 25 kv AC OHL; 3rd and 4th DC rail configuration; tunnels; noise test site; and a conductor beam is capable of train testing up to 125 mph and consists of 13 miles of track and has a good cross section of infrastructure, i.e. tunnels, bridges etc.

This tender action is for the tendering in 2 lots of those services.

Tenderers will be able to submit tenders for either or both lots:

Lot 1 Operation of RIDC Melton,

Lot 2 Maintenance of RIDC Melton.

For either Lot, Tenderers are invited to submit variant bids, the variants can relate to the method of delivery not to the outcome.

The framework agreements will be for 2 years, with the ability to extend by a year, 3 times (maximum of 5 years).

Supply of Operation and Maintenance Services at the Rail Innovation and Development Centre (RIDC) Melton

Network Rail Infrastructure Ltd | Published April 8, 2016  -  Deadline May 6, 2016
cpvs
60200000, 34621200, 50225000

The requirement is for the tendering of the Operation and Maintenance services for the Rail Innovation and Development Centre (RIDC) at Melton.

This strategically important test RIDC facility provides a safe environment for the testing and validation of new and modified trains, infrastructure and equipment. The capabilities include a 13-mile test track; maintenance shed; sidings, 25 kv AC OHL; 3rd and 4th DC rail configuration; tunnels; noise test site; and a conductor beam is capable of train testing up to 125 mph and consists of 13 miles of track and has a good cross section of infrastructure, i.e. tunnels, bridges etc.

This tender action is for the tendering in 2 lots of those services.

Tenderers will be able to submit tenders for either or both lots:

Lot 1 Operation of RIDC Melton,

Lot 2 Maintenance of RIDC Melton.

For either Lot, Tenderers are invited to submit variant bids, the variants can relate to the method of delivery not to the outcome.

The framework agreements will be for 2 years, with the ability to extend by a year, 3 times (maximum of 5 years).

Canal & River Trust National Engineering and Construction Contract (NECC).

Canal and River Trust | Published October 8, 2014
Winner
Kier MG Ltd
cpvs
45220000

Description: The Canal & River Trust wishes to tender its national engineering and construction contract which undertakes engineering, construction, maintenance and renewal works across this unique network. The scope of the contract includes early contractor involvement, scheme design and development, preparation of works information packages and target costs, cost management, site management, delivery of works and all associated aspects of project and construction delivery. The Trust will be establishing an integrated delivery team where client, contractor and designer will work in close collaboration with the primary aim of delivering works in an efficient, integrated and cost effective manner. The Trust is seeking to ensure an environment of continuous improvement and innovation and the achievement and demonstration of best value by the integrated delivery team. The contract will be awarded under various contract options of the NEC3 conditions of contracts, with the main option being the NEC3 ECC Option D. It is intended the contract will be let for an initial six year period with incremental extension up to ten years. The anticipated turnover of the contract is approximately GBP 25 000 000 per annum which comprises approximately 100 projects including approximately GBP 5 000 000 of minor works. The contract will be awarded on the basis of a qualitative and quantitative assessment. Typical work scope Channel lining, trench sheeting, and piling; Culvert cleaning, lining, inspection and repair; Towpath surfacing; Lock, bridge and aqueduct repairs, including grouting; Weir repairs, canal and river; Safety related reservoir works M&E works; Building works Restoration schemes (which may include new build) Minor works including bridge parapet repairs, bank protection, new moorings etc. Emergency works and 24/7 response Ground and site investigation Design.

Weather System.

Network Rail Infrastructure Limited | Published October 23, 2014  -  Deadline November 18, 2014
cpvs
71351600, 38127000, 38128000, 71351600, 71351610

1. Background. Weather Forecasting. 1.1 Network Rail receives weather information via a number of Centre and Route funded contracts. The data is received in various formats ranging from simple emails to sophisticated analytical displays with considerable variance across the Routes. 1.2 Currently, a wide range of weather services are provided to Network Rail via a range of contracts and differing suppliers. The main legacy contract is scheduled for renewal from March 2015 and this Notice outlines Network Rail's requirement for the provision of services post March 2015 with the majority of future services being provided to Network Rail and its Routes through a single contract. 1.3 In addition to service provision, Network Rail seeks that the future weather service supplier embraces innovation and creativity throughout the contract's life to ensure that Network Rail's emerging requirements and advancements in technology are ensured in future service provision. 2. Network rail weather stations. 2.1 Network Rail purchased a number of weather stations (Circa 200) in 2013. In excess of 100 stations have been rolled out across Scotland, Anglia and Wessex as part of Network Rail's High Wind Strategy which necessitates more granular forecasting and near real-time monitoring of wind. 2.2 It is envisaged that support for and data from these stations will be covered under future contract arrangements. 3. Headline Outcomes ¿nd Requirements. 3.1 Network Rail seeks the following high level outcomes and requirements from the Weather Services Partner procurement: Outcomes: — An all-encompassing weather system that captures and provides timely information where and when needed to avoid potential safety incidents; — An enhanced weather forecasting and real-time weather reporting system capable of predicting the impact of single or multiple weather events on Network Rail Assets; — A high confidence weather trigger, alerting and alarm mechanism linked to enhanced local and line-side Weather Data Service; — A multi-layered geospatial weather mapping capability that allows users to select a wide range of weather and information management data displays. Requirements: — The solution shall be tested and evaluated in a 'model office' environment; — The all-encompassing weather system shall be capable of displaying weather data and support capabilities from 3rd Party suppliers; — The Solution shall enable a capability to provide localised weather forecast for user defined Geographic areas; — The provision of enhanced local and line-side weather data in near real time monitoring specifically for wind; — The solution shall ultimately interface with Network Rail systems such as ORBIS (Offering Rail Better Information Services), GEO-RNIM (Geo — Rail Infrastructure Network Model) and METEX (GIS Tool Asset Vulnerability Tool).

Supply of Remote Switching Devices.

Network Rail Infrastructure Limited | Published December 3, 2015  -  Deadline March 18, 2016
cpvs
34942000, 34990000

Network Rail's (NR) Safer Trackside Working Programme is looking to develop a number of products that will enhance track worker safety. To realise network wide safety benefits they are required to be simple and low cost so that deployment on the infrastructure is maximised. Currently providing protection to staff working on the infrastructure is heavily reliant upon a manual process to ensure that routes/signals are not inadvertently set to allow traffic to proceed. The safety of staff working on the infrastructure can be enhanced by also: 1. Installing and operating a Track Circuit Operating Device (TCOD) in the area in which staff are working on the infrastructure. The TCOD simulates that a train is occupying the track, setting the signals to red. For this type of protection to be used the equipment needs to be installed on the track prior to the works commencing and removed once the works are complete. The installation/removal time and personnel levels required for this method of protection are prohibitive in many instances; 2. Using the interlocking to simulate a train occupying a track circuit. In Solid State Interlocking (SSI) this is undertaken by the signalling technician via the Technicians terminal. In relay interlocking (RRI) the signalling technician must physically disconnect the Track Circuit (TC) in the interlocking wiring. The location of the wiring may be some distance from the site requiring protection. The time, in the majority of instances, required to use this method would therefore be prohibitive; By using a suitable, pre-installed Remote Switching Device installed into either the TCOD or Location Case both methods of protection mentioned above become viable in terms of speed of operation, reduced time to install/remove and allow the re-assignment of manpower from facilitating protection to maintaining the infrastructure. The element of human error associated with the current methods is also reduced. This sourcing event is looking for technology development partners to propose technology solutions for these Remote Switching Devices. The summary of the programme's requirements from suitable suppliers is to: A. To develop, prototype and support to product approval Remote Switching Devices that provide the same functionality, but remotely, as detailed in 1 and 2 above or B. To propose and/or develop existing products/solutions to fulfil 1 and 2 above. The supplier should also consider: C. To base the operation of the Remote Switching Device on a secure and proven communications link that provides a high degree of security and reliability. Note: The programme is aware of SMS over GSM-P and VPN over GSM-P (and WiFi/cable) being used to control and acquire data from remote devices. Whilst these would be preferable other systems will be considered. The programme will initially be looking for discussions and presentations by potential suppliers that may then be taken forwards to a formal tendering process. Potential future works would be to develop two prototypes of each of the chosen solutions for evaluation and trials. Upon completion of product approval it is envisaged that there will be a limited quantity initial production run. Further production runs will be called off under the framework agreement. This will allow Network Rail routes and our sub-contractors to purchase the products from our chosen supplier at the agreed cost to support their tactical product deployments. Other points to note: 1. It is preferable, though not essential, that the supplier has experience in the development of electronic equipment, communication systems and preferably some experience with railway related devices. 2. Devices will be designed and developed to be deployed in the railway environment.

Supply of Remote Switching Devices.

Network Rail | Published December 3, 2015  -  Deadline January 29, 2016
cpvs
34942000, 34990000

Network Rail's (NR) Safer Trackside Working Programme is looking to develop a number of products that will enhance track worker safety. To realise network wide safety benefits they are required to be simple and low cost so that deployment on the infrastructure is maximised. Currently providing protection to staff working on the infrastructure is heavily reliant upon a manual process to ensure that routes/signals are not inadvertently set to allow traffic to proceed. The safety of staff working on the infrastructure can be enhanced by also: 1. Installing and operating a Track Circuit Operating Device (TCOD) in the area in which staff are working on the infrastructure. The TCOD simulates that a train is occupying the track, setting the signals to red. For this type of protection to be used the equipment needs to be installed on the track prior to the works commencing and removed once the works are complete. The installation/removal time and personnel levels required for this method of protection are prohibitive in many instances; 2. Using the interlocking to simulate a train occupying a track circuit. In Solid State Interlocking (SSI) this is undertaken by the signalling technician via the Technicians terminal. In relay interlocking (RRI) the signalling technician must physically disconnect the Track Circuit (TC) in the interlocking wiring. The location of the wiring may be some distance from the site requiring protection. The time, in the majority of instances, required to use this method would therefore be prohibitive; By using a suitable, pre-installed Remote Switching Device installed into either the TCOD or Location Case both methods of protection mentioned above become viable in terms of speed of operation, reduced time to install/remove and allow the re-assignment of manpower from facilitating protection to maintaining the infrastructure. The element of human error associated with the current methods is also reduced. This sourcing event is looking for technology development partners to propose technology solutions for these Remote Switching Devices. The summary of the programme's requirements from suitable suppliers is to: A. To develop, prototype and support to product approval Remote Switching Devices that provide the same functionality, but remotely, as detailed in 1 and 2 above or B. To propose and/or develop existing products/solutions to fulfil 1 and 2 above. The supplier should also consider: C. To base the operation of the Remote Switching Device on a secure and proven communications link that provides a high degree of security and reliability. Note: The programme is aware of SMS over GSM-P and VPN over GSM-P (and WiFi/cable) being used to control and acquire data from remote devices. Whilst these would be preferable other systems will be considered. The programme will initially be looking for discussions and presentations by potential suppliers that may then be taken forwards to a formal tendering process. Potential future works would be to develop two prototypes of each of the chosen solutions for evaluation and trials. Upon completion of product approval it is envisaged that there will be a limited quantity initial production run. Further production runs will be called off under the framework agreement. This will allow Network Rail routes and our sub-contractors to purchase the products from our chosen supplier at the agreed cost to support their tactical product deployments. Other points to note: 1. It is preferable, though not essential, that the supplier has experience in the development of electronic equipment, communication systems and preferably some experience with railway related devices. 2. Devices will be designed and developed to be deployed in the railway environment.

Supply of Trackside Acoustic/Optical Alarm and Associated Items for the Tactical Signal Controlled Warning System.

Network Rail Infrastructure Limited | Published June 9, 2015  -  Deadline July 10, 2015
cpvs
34990000, 34940000

Network Rail (NR) has a requirement to develop and source a trackside acoustic/optical alarm device to work with the Tactical Signal Controlled Warning System (SCWS(T)) currently under development. The SCWS (T) is a simple low cost solution that interfaces with Solid State Interlockings (SSI) to provide a warning to track workers of approaching trains. The successful tenderer will be required to develop and produce two acoustic/optical alarm devices together with associated connecting cables to connect to the SCWS(T). The two preproduction devices will undergo site trials. On completion of site trails and NR product acceptance there is a requirement by the project for an initial production run of between 20-120 devices. Further production runs will be called off under a framework agreement as and when required by the business or by contractors working for NR on its infrastructure. The supplier will be required to help develop/refine this specification into a detailed specification. This will require attendance at a number of HAZOP/HAZID meetings and stakeholder workshops. Low cost and simplicity are key project goals for the SCWS (T) system and its constituent component parts. NR's draft requirements for the acoustic/optical alarm device are as follows: 1. the acoustic/optical alarm device shall contain an acoustic sounder and an optical indication and be constructed to SIL1-2. This shall connect to a SCWS(T) product/device (to be provided by others) through a 24 volt power output and two separate volt free output contacts. The SCWS(T) shall pulse the acoustic and optical output contacts to indicate that the SCWS(T) product/device is healthy and initiate the acoustic and optical alarms in the event of an approaching train; 2. as well as being powered from a 24 volt output from the SCWS(T) product/device, the acoustic/optical alarm device shall be able to be self-powered with batteries to last at least 10 hours continuous usage. The product must also have mains charging facility; 3. The SCWS (T) will be mounted in a trackside equipment case. For the connection of the acoustic/optical alarm device to the SCWS (T) the requirement is that track workers do not have to open the equipment case. Therefore a permanent cable is required to run from SCWS (T) to an external connection interface box that the trackworkers will connect the acoustic/optical alarm device to. Such an interface will have suitable connectors to connect the SCWS (T) inside the equipment case, a cable and a connection interface box located externally to the equipment case. The requirement is to prototype two options: a. interface box attached to the equipment case (will require holes to be drilled in the case); b. interface box ground mounted close to the location case and the permanent cables fed via the existing equipment case cable route. The prototypes will be trialled and the most suitable solution will be adopted for volume manufacture with the supplier. The interface and connectors will be IP67 rated. Cable specification is below; 4. each Acoustic/optical alarm device will be supplied with a cable with connectors compatible with the external interface connection and the Acoustic/optical alarm device. The connectors will be IP67 rated and the cable will be of a suitable specification for being laid out on the trackside environment without damage. For quotation purposes assume that the cable will be 25 m long; 5. all cables and connectors/couplers used for all the connections from the SCWS (T) to the acoustic/optical alarm device should have sufficient cores for the acoustic control, optical control and 24 volt power supply. Assume at this stage 12 single cores and a 500mA load on each; 6. the acoustic/optical alarm device shall comply with sections 5.18.1 Acoustic TWS Signal, 5.18.2 Optical TWS Signal and 5.23 Optical Colour of EN16704-2-1; 7. the device must be capable of being carried and set up by one person. The device must be suitable for one person operation and suitable for carrying by one person up to one mile. The product must comply with Manual Handling Operations Regulations 1992; 8. the acoustic/optical alarm device shall be self-supporting (no separate tripods) on typical trackside ground conditions (including uneven and canted ballast); 9. the acoustic/optical alarm device shall be 3rd rail compatible with no significant areas of bare metal on the equipment; 10. NR to retain all Intellectual Property Rights (IPR) of the developed acoustic/optical alarm device; 11. the product must be built to IP67 as detailed in the latest version of EN 60529; 12. the product must be built in compliance to the latest version of EN 50125, and EMC Standard EN 50121-4.

Supply of Trackside Acoustic/Optical Alarm and Associated Items for the Tactical Signal Controlled W

Network Rail | Published June 9, 2015  -  Deadline July 10, 2015
cpvs
34990000, 34940000

Network Rail (NR) has a requirement to develop and source a trackside acoustic/optical alarm device to work with the Tactical Signal Controlled Warning System (SCWS(T)) currently under development. The SCWS (T) is a simple low cost solution that interfaces with Solid State Interlockings (SSI) to provide a warning to track workers of approaching trains. The successful tenderer will be required to develop and produce two acoustic/optical alarm devices together with associated connecting cables to connect to the SCWS(T). The two preproduction devices will undergo site trials. On completion of site trails and NR product acceptance there is a requirement by the project for an initial production run of between 20-120 devices. Further production runs will be called off under a framework agreement as and when required by the business or by contractors working for NR on its infrastructure. The supplier will be required to help develop/refine this specification into a detailed specification. This will require attendance at a number of HAZOP/HAZID meetings and stakeholder workshops. Low cost and simplicity are key project goals for the SCWS (T) system and its constituent component parts. NR's draft requirements for the acoustic/optical alarm device are as follows: 1. the acoustic/optical alarm device shall contain an acoustic sounder and an optical indication and be constructed to SIL1-2. This shall connect to a SCWS(T) product/device (to be provided by others) through a 24 volt power output and two separate volt free output contacts. The SCWS(T) shall pulse the acoustic and optical output contacts to indicate that the SCWS(T) product/device is healthy and initiate the acoustic and optical alarms in the event of an approaching train; 2. as well as being powered from a 24 volt output from the SCWS(T) product/device, the acoustic/optical alarm device shall be able to be self-powered with batteries to last at least 10 hours continuous usage. The product must also have mains charging facility; 3. The SCWS (T) will be mounted in a trackside equipment case. For the connection of the acoustic/optical alarm device to the SCWS (T) the requirement is that track workers do not have to open the equipment case. Therefore a permanent cable is required to run from SCWS (T) to an external connection interface box that the trackworkers will connect the acoustic/optical alarm device to. Such an interface will have suitable connectors to connect the SCWS (T) inside the equipment case, a cable and a connection interface box located externally to the equipment case. The requirement is to prototype two options: a. interface box attached to the equipment case (will require holes to be drilled in the case); b. interface box ground mounted close to the location case and the permanent cables fed via the existing equipment case cable route. The prototypes will be trialled and the most suitable solution will be adopted for volume manufacture with the supplier. The interface and connectors will be IP67 rated. Cable specification is below; 4. each Acoustic/optical alarm device will be supplied with a cable with connectors compatible with the external interface connection and the Acoustic/optical alarm device. The connectors will be IP67 rated and the cable will be of a suitable specification for being laid out on the trackside environment without damage. For quotation purposes assume that the cable will be 25 m long; 5. all cables and connectors/couplers used for all the connections from the SCWS (T) to the acoustic/optical alarm device should have sufficient cores for the acoustic control, optical control and 24 volt power supply. Assume at this stage 12 single cores and a 500mA load on each; 6. the acoustic/optical alarm device shall comply with sections 5.18.1 Acoustic TWS Signal, 5.18.2 Optical TWS Signal and 5.23 Optical Colour of EN16704-2-1; 7. the device must be capable of being carried and set up by one person. The device must be suitable for one person operation and suitable for carrying by one person up to one mile. The product must comply with Manual Handling Operations Regulations 1992; 8. the acoustic/optical alarm device shall be self-supporting (no separate tripods) on typical trackside ground conditions (including uneven and canted ballast); 9. the acoustic/optical alarm device shall be 3rd rail compatible with no significant areas of bare metal on the equipment; 10. NR to retain all Intellectual Property Rights (IPR) of the developed acoustic/optical alarm device; 11. the product must be built to IP67 as detailed in the latest version of EN 60529; 12. the product must be built in compliance to the latest version of EN 50125, and EMC Standard EN 50121-4.
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