One additional Class 315 train would be retained within the broader rolling stock fleet under this option
(i) the six additional 5-car units ordered would be used to deliver the NLL/WLL service, Another 4-car unit would be released by leasing an additional unit to run the Romford to Upminster service.
Interesting - it looks like this means mixed operation (378/ 710) on the NLL/WLL, unless they can be confined to the WLL Clapham Jct - Willesden Jct shuttles. It also it looks like Romster will get the 315. This could end up being the last PEP-type unit in the country, as the rest of them are all on the way out
313 - to be replaced by 717s on the GN, and a cascade on Southern? 314 - Scotrail cascade initiated by the new 385s 315 - Crossrail/ 710 455/7 (trailers) - SWR - to be displaced by new 701s 507, 508 - Merseyrail 777s on order
TfL have published a paper seeking authority to place the main works contract for the Barking Riverside extension. The paper also provides an update on progress (or lack thereof) to date. Seems we're nearly a year behind in placing the main works contract - due Aug 2018 put planned for last autumn! Seems some work has been done at Ripple Lane over Easter to clear part of the site where the new ramp will be built. There is, however, a critical work package due Dec 2018 so steps are being taken to ensure this possession is not lost.
A further paper to next week's Programme and Investment Cttee. Costs from bidders from the main works have come in too high so more "scope reviews" and "value engineering" to try to contain cost risks. Bidders have been asked to re-submit revised prices with these due later this month.
1.1 The Barking Riverside Extension (BRE) to the London Overground network project was granted Project Authority of £263.2m in February 2016 by the Finance and Policy Committee (under delegated authority from the Board) and subsequently secured planning authority through a Transport and Works Act Order (TWAO) by the Secretary of State in August 2017.
1.2 In May 2018, a paper was presented to the Committee updating on progress and seeking Procurement Authority for the main works contract (MWC), the award of which had been slightly delayed due to some emerging design issues and the reduction in the number of bidders to two, following the demise of Carillion plc. The Committee approved the paper and granted the authority sought, based on the prevailing cost and programme knowledge at that time (shortly after the tender documentation was issued but before the returns were received).
1.3 Bids were returned on 29 July 2018, and it became clear that there were significant cost pressures to the scheme delivery, which could be impactful to the overall programme of works.
1.4 Since the receipt of the initial bids, there has been intensive scope and value engineering discussions both with key stakeholders and internal experts to find a way to contain cost and programme pressures. This has resulted in a fruitful outcome and the re-issue of an extensive repricing document on the 21 September 2018. Bidders have agreed to return documents by mid October 2018, in order to safeguard the 2021 completion date for the BRE.
Naturally enough all the juicy information is for the confidential part of the meeting so no published papers on this. Some extra bits from the paper.
4.1 The preferred option for the scheme has not changed. The scheme involves the construction of an electrified, twin tracked route between Renwick Road and Barking Riverside and the construction of a terminus station. The design of the alignment is significantly constrained by the geography of the site. The eastbound line, towards Barking Riverside, would spur directly from the Tilbury Loop passenger line, east of Barking Station. The westbound line (towards Barking) would merge with the westbound Tilbury Loop passenger line to the west of the Ripple Lane sidings.
4.2 Barking Riverside station will consist of a single, elevated, central island platform. The station will be served by four car electric trains, with passive provision for a future extension to five car trains. A concept design image of the new station can be seen below in Figure 2.
4.3 The station will be designed to accommodate passenger flows from the complete 10,800 home development. Two public consultations and a Public Inquiry have received good support from external stakeholders and no negative equality impacts are expected with the implementation of BRE. The station will increase the accessibility of London’s transport network by providing full step free access to enable free and unassisted movement between the train and street level.
4.4 There is expected to be only very limited impact on LO operations during the implementation of the project. However, the project team is in regular contact with HS1, Network Rail, C2C (train operator) and the freight operating companies, who are key stakeholders as owners and users of the Tilbury line. Critical to the success of the project is the acceptance and productive use of the Network Rail possessions, where the line is closed for TfL construction work.
4.7 TfL’s Surface Directorate is sponsoring the BRE project. It is being delivered through the Major Projects Directorate (MPD).
4.8 In November 2017, an early works contract was let, following a competitive process, to prepare the area north of the Barking Riverside site and adjacent to the operational railway. This included demolition of redundant Network Rail buildings and a discussed access ramp, which were completed ahead of schedule in April 2018.
4.9 The MWC is being procured competitively. There have been some changes to the initial procurement strategy including the removal of Carillion plc from the process following their entry into administration. There was an extension to the initial tender period due to design delays and a further four week extension to the tender submission date granted following a request from both remaining bidders. To mitigate the potential programme impacts, a small package of works will be let separately at Christmas 2018 for overhead line works that were previously part of the MWC.
4.10 The project still has a direct relationship with the Network Rail Gospel Oak to Barking electrification scheme where new trains are expected to be in operation shortly.
4.11 The key milestones associated with the MWC are shown below in Table 1:
A rather interesting potential future development for an extra station on the Barking Riverside extension. See the Heidi Alexander letter on the tweet below. Looks like the proposed additional housing may have interesting implications for the bus network too.
<snip> Short description: Rail for London (RfL) requires a contract to be put in place for the construction of the Barking Riverside Rail Extension and new terminus station.
<snip> Description of the procurement: The Contract will be for the construction of an elevated extension to an existing railway line and a new terminus station at Barking Riverside, including modification of existing Network Rail operational railway infrastructure
Contract No: BREP-005 A contract/lot is awarded: yes
V.2) Award of contract
V.2.1) Date of conclusion of the contract: 19/12/2018
Information about tenders Number of tenders received: 2 Number of tenders received from SMEs: 0 Number of tenders received from tenderers from other EU Member States: 0 Number of tenders received from tenderers from non-EU Member States: 0 Number of tenders received by electronic means: 2 The contract has been awarded to a group of economic operators: yes
Name and address of the contractor
Morgan Sindall Construction & Infrastructure Ltd (JV) 04273754 Kent House, 14-17 Market Place London W1W 8AJ United Kingdom NUTS code: UKI