At the same time, the winning bidder will have to deliver the equipment needed to maintain the diesel trains, as well as the spare parts fund. Staff will also need to be trained in the operation and maintenance of these trains.
The competition is organized as a negotiated procedure, which will take place in two rounds – the selection of candidates, for which the selection regulations have already been prepared, as well as the submission of tenders, evaluation and negotiations with tenderers.
The company explains that a diesel train is a multiple unit that is powered by at least two diesel engines and does not require a separate locomotive to operate. The Candidate Selection Regulation states that the exact description of the procurement subject will be included in the procurement technical specification, which will be sent to the selected candidates together with the invitation to submit a tender and participate in negotiations in accordance with the second round regulations.
Diesel trains will have to be delivered by November 30, 2023. It is planned to conclude the procurement contract by December 31 of this year.
Offers are welcome until June 5 at 9 p.m. The main criterion for evaluating the tender will be economic value, namely price or cost-effectiveness and quality criteria.
As reported, the company’s board chairman Rogers Jānis Grigulis said in March that new diesel trains would be needed already this year.
“But you have to be realistic and look at the procurement process. In addition, the winner of the procurement will have to produce and certify these trains,” explained the company’s chairman, adding that the passenger train can look at those train models. which are already adapted to the track gauge in Latvia. These are already in use in Estonia and Lithuania, and the company could buy these models sooner, as they would not have to be redesigned.
According to Grigalis, if the company were to demand the trains it really wanted, namely bimodal trains that could run on both diesel and electric traction on electrified lines, they would still have to be designed.
“There are three stages in train production – design, production and certification. In times of crisis, we can skip the design stage if we order something that is already available on the market and adapted to our existing track gauge,” said Grigulis.
“Passenger Train” currently uses 22 diesel trainsets, seven of which are “DR1A” model diesel trains with Russian manufacturer “Zvezda” engines. At the end of last year, Zvezda was included in the US sanctions list, so the issue of replacing the diesel fleet came to the fore.
Grigalis said that last year the “Passenger Train” had to create a development model for the areas outside the electrified railway lines, however, when starting work on it, it was not expected that the replacement of diesel trains would become acute.
“The moment the problems with the Zvezda engine supplier came to light, it turned into a crisis plan,” Grigulis said, adding that diesel trains should be changed in any case as the common European policy on green transport changes. He said that neither Zvezda nor MTU engines met the emission standards. In addition, it is not just about engines, but also about rolling stock or trains in general, as they have been inherited since the collapse of the Soviet Union.
He also stated earlier that the total procurement amount for three to seven diesel trainsets would be € 30 to € 70 million.
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