Rail Replacement System

{
  "awards": [
    {
      "aboveThreshold": true,
      "contractPeriod": {
        "endDate": "2028-02-14T23:59:59+00:00",
        "startDate": "2026-02-16T00:00:00+00:00"
      },
      "documents": [
        {
          "datePublished": "2026-01-13T15:38:09Z",
          "description": "Transparency notice on Find a Tender",
          "documentType": "awardNotice",
          "format": "text/html",
          "id": "002777-2026",
          "noticeType": "UK5",
          "url": "https://www.find-tender.service.gov.uk/Notice/002777-2026"
        }
      ],
      "id": "1",
      "items": [
        {
          "additionalClassifications": [
            {
              "description": "Mobile lifting frames",
              "id": "42414310",
              "scheme": "CPV"
            }
          ],
          "deliveryAddresses": [
            {
              "country": "GB",
              "countryName": "United Kingdom",
              "region": "UK"
            }
          ],
          "id": "1",
          "relatedLot": "1"
        }
      ],
      "mainProcurementCategory": "goods",
      "milestones": [
        {
          "dueDate": "2026-02-09T23:59:59+00:00",
          "id": "1",
          "status": "scheduled",
          "type": "futureSignatureDate"
        }
      ],
      "relatedLots": [
        "1"
      ],
      "status": "pending",
      "suppliers": [
        {
          "id": "GB-PPON-PBLW-6435-NQHP",
          "name": "Geismar Rail Industry Technologies \u0026 Services SAS"
        }
      ],
      "title": "Rail Replacement System",
      "value": {
        "amount": 5271000,
        "amountGross": 6325200,
        "currency": "EUR"
      }
    }
  ],
  "buyer": {
    "id": "GB-PPON-PPWG-4728-MXTL",
    "name": "NETWORK RAIL (HIGH SPEED) LIMITED"
  },
  "date": "2026-01-13T15:38:09Z",
  "id": "002777-2026",
  "initiationType": "tender",
  "language": "en",
  "ocid": "ocds-h6vhtk-0604eb",
  "parties": [
    {
      "address": {
        "country": "GB",
        "countryName": "United Kingdom",
        "locality": "London",
        "postalCode": "SE1 8SW",
        "region": "UKI45",
        "streetAddress": "Waterloo General Offices"
      },
      "contactPoint": {
        "email": "george.fenning@networkrail.co.uk",
        "name": "George Fenning",
        "telephone": "+447561874242"
      },
      "details": {
        "classifications": [
          {
            "description": "Public authority - sub-central government",
            "id": "publicAuthoritySubCentralGovernment",
            "scheme": "UK_CA_TYPE"
          }
        ],
        "url": "http://www.networkrail.co.uk/"
      },
      "id": "GB-PPON-PPWG-4728-MXTL",
      "identifier": {
        "id": "PPWG-4728-MXTL",
        "scheme": "GB-PPON"
      },
      "name": "NETWORK RAIL (HIGH SPEED) LIMITED",
      "roles": [
        "buyer"
      ]
    },
    {
      "address": {
        "country": "FR",
        "countryName": "France",
        "locality": "Colmar",
        "postalCode": "68006",
        "region": "FR",
        "streetAddress": "5. rue d\u0027Altkirch"
      },
      "contactPoint": {
        "email": "v.quillien@geismar.com"
      },
      "details": {
        "scale": "large",
        "vcse": false
      },
      "id": "GB-PPON-PBLW-6435-NQHP",
      "identifier": {
        "id": "PBLW-6435-NQHP",
        "scheme": "GB-PPON"
      },
      "name": "Geismar Rail Industry Technologies \u0026 Services SAS",
      "roles": [
        "supplier"
      ]
    }
  ],
  "tag": [
    "award",
    "contract"
  ],
  "tender": {
    "description": "The requirement for this procurement is four Rail Replacement Gantries systems for use on the HS1 route. The gantry system must be able to deliver the following requirements and conform to particular interfaces:\nKey requirements:\nSystem must deliver renewals in CP4\nSystem must operate in single-bore tunnel environment\nSystem must perform rail replacement activities in weeknight shift\nSystem must be capable of exchanging both S\u0026C assets and CWR\nSystem must deliver rail, exchange rails, and collect scrap in the same working shift\nKey considerations for interface groups:\nPermanent way: \nThe track gauge is 1435mm. The rail type is UIC60 (aka CEN60) on mainly ballasted track with twin block sleepers, and ~50km single track on slab track. \nThe maximum installed cant is 160mm. The maximum gradient is 1 in 40 (2.5%). \nOpen sections have a maximum speed of 300km/h, with track centres spaced at 4.5m. \nThe infrastructure is predominantly built to GC gauge. UIC GB+ gauge applies to the Ashford \nconnecting lines on the NR Network. The most restrictive, W6a gauge applies to a small number of locations on NRHS-managed infrastructure.\nBuildings \u0026 Civils:\nSeveral tunnels exist on HS1 including twin tunnels under London from Stratford westwards towards St  Pancras and eastwards towards Dagenham. Tunnel depth varies between 24m and 50m. The two London tunnels are 7.5km and 10.1km long and split by Stratford International station. Other major tunnels include the 3.1km tunnel under the Thames at Thurrock in Essex and the 3.2km North Downs Tunnel near Maidstone in Kent. \nHS1 features several major viaducts with three exceeding 1km in length: Medway Viaduct carries the line over the river Medway adjacent to the M2 motorway, Thurrock Viaduct takes the line over the A282 Dartford Crossing and Ashford Viaduct takes the fast lines over Ashford International station. \nSignalling \u0026 Telecoms (S\u0026T):\nTVM430 in-cab signalling is used across the infrastructure - except at Ashford and St Pancras \nInternational stations which are equipped with the KVB train protection system. \nElectricfication \u0026 Plant (E\u0026P):\nCatenary compliant with the Energy (High Speed) TSI supplies 25kV at 50Hz AC. The contact wire height is 5080mm above rail level except for the Ashford Station platforms where it is at 4680mm minimum.\nMaintenance Depot:\nThe infrastructure maintenance depot for HS1, Singlewell Infrastructure Maintenance Depot (SIMD), is located at Singlewell, near to Gravesend, Kent. Storage, maintenance and overhaul of the proposed system would need to take place at SIMD. \nThe contract will also includes the provision of training for Network Rail High Speed personnel to operate and maintain the Gantries once they are delivered to site.",
    "documents": [
      {
        "description": "Not published",
        "documentType": "conflictOfInterest",
        "id": "conflictOfInterest"
      }
    ],
    "id": "ocds-h6vhtk-0604eb",
    "legalBasis": {
      "id": "2023/54",
      "scheme": "UKPGA",
      "uri": "https://www.legislation.gov.uk/ukpga/2023/54/contents"
    },
    "lots": [
      {
        "id": "1",
        "status": "complete"
      }
    ],
    "procurementMethod": "direct",
    "procurementMethodDetails": "Direct award",
    "procurementMethodRationale": "We intend to direct award under the justification that the competition is absent due to technical reasons and in this case only a particular supplier can supply goods. This is because any incompatibility between existing systems/equipment and new goods could also result in time consuming and complex redesign and modification which is unacceptable in the circumstances as this will have a major impact on delivering future work banks. In this case we cannot wait for bespoke alternatives due to the increased risk, cost and expected delay to CP4 renewals. There is a risk that train services will be delayed, delay costs incurred and reputational damage due to faulty assets and that NRHS does not have a viable methodology to address this.\nThe Geismar \u2018PMC\u2019 gantries are intended for S\u0026C replacement and are used extensively by SNCF on their high-speed lines. The gantries are transported to the worksite affixed to rail wagons, meaning they can be moved during passenger service to maximise the maintenance window. A series of PMC units can operate in tandem to replace S\u0026C assets (half sets switches, crossings etc.) as well as longer \nlengths of continuously welded rail (CWR). They are remote control operated and self-deploy from the wagon using a combination of offloading legs and the larger, \nprimary support legs. The assets being replaced can be transported to the worksite on the same consist that delivers the PMC units, where the rail assets are affixed to \nthe wagon deck, underneath the PMC unit. This allows for the significant benefit of delivering new, replacing, and removing scrap, assets in the same shift \u2013 reducing the requirement from three, to one maintenance shift.\nThe PMC solution has a significantly reduced profile when compared to other larger, tracked gantry systems used for major track renewals works. This unlocks their utility under live OHLE (without isolation) and in areas of restricted structure gauge (i.e tunnels) \u2013 both of which are vital for planned NRHS infrastructure maintenance.\nThe justification is based on schedule 5, paragraph 6 which states:\nThe following conditions are met in relation to the public contract\u2014\n(a)due to an absence of competition for technical reasons, only a particular supplier can supply the goods, services or works required, and\n(b)there are no reasonable alternatives to those goods, services or works.",
    "procurementMethodRationaleClassifications": [
      {
        "id": "singleSuppliersTechnicalReasons"
      }
    ],
    "specialRegime": [
      "utilities"
    ],
    "status": "complete",
    "title": "Rail Replacement System"
  }
}