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DfT Government Major Project Portfolio data, September 2017 (csv)
Updated 5 July 2018
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| Project Name | A14 Cambridge to Huntingdon Improvement Scheme | A303 Stonehenge Amesbury to Berwick Down | Airport Capacity Programme | Crossrail Programme | East West Rail Programme (Western Section) | Great Western Route Modernisation (GWRM) including electrification | High Speed Rail Programme (HS2) | Intercity Express Programme | Lower Thames Crossing | M20 Lorry Area | Midland Main Line Programme | North of England Programme | Rail Franchising Programme | Search and Rescue Helicopters | South West Route Capacity | Thameslink Programme | |||||||||||||||||||||||||||||||||
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| Department | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | DfT | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| IPA Delivery Confidence Assessment (A Delivery Confidence Assessment of the project at a fixed point in time, using a five-point scale, Red – Amber/Red – Amber – Amber/Green – Green; definitions in the MPA Annual Report) | Amber | Amber | Amber | Amber | Amber/Red | Amber/Red | Amber/Red | Red | Amber/Red | Red | Amber | Amber/Red | Amber/Red | Green | Amber/Red | Amber | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Description / Aims | To improve the A14 which is a major national and inter-urban regional transport artery between Cambridge and Huntingdon to relieve congestion and support both national and regional economic growth. | The RIS states "construction of twin-bored tunnel of at least 1.8 miles as the road passes Stonehenge coupled with a dual carriageway bypass for Winterbourne Stoke to link the existing dual carriageway section around Amesbury with the dual carriageway at Berwick Down". | The Airport Capacity Programme's scope encompasses the DfT activities required to enable a decision on a preferred scheme for increased airport capacity and then the DfT’s activities required for new capacity to be delivered, including in relation to policy development, surface access and risk mitigation. | A new high-frequency rail service which will increase rail-based capacity in London by up to 10% and cut journey times across London and the South East. | The East West Rail Western Section project will re-construct and upgrade a partly disused railway between Oxford and Milton Keynes / Bedford allowing for the introduction of new passenger services improving connectivity and journey times along the corridor to meet transport and economic growth needs. | The Great Western Route Modernisation is an extensive programme undertaken by Network Rail and other key stakeholders to modernise existing infrastructure on the Great Western mainline - it will create faster more reliable services better stations and increased freight capacity. Modernising the route will improve the experience of everyone who uses it and stimulate economic growth in the south west and beyond. | A new fully integrated high speed North-South railway. | Intercity Express (IEP) will renew the UK's high speed train fleet on the Great Western and East Coast. Through franchise competitions IEP is a key means to deliver the passenger benefits from the associated upgrades including more capacity improved reliability reduced journey times and better environmental performance from London to other major terminus in the UK offering through-trains from non-electrified lines without the need to change or attach a locomotive. The order creates over 730 jobs at a new train factory at Newton Aycliffe. | The Lower Thames Crossing will be a new free-flowing road connection close to the existing Dartford Crossing which will relieve the existing crossing of congestion and associated problems and also enable further local regional and national economic growth. The scope includes: twin 3 lane bored tunnels; 3 lane link roads between the A2 and the A13; 2 lane link roads from the A13 to the M25; and junctions connecting the new scheme to the existing road network. The tunnel will be publically financed with the roads built under a DBFM private finance contract. | The Client Scheme Requirements (CSR) retains the initial ask of a permanent solution to Operation Stack. Sifting work undertaken over 2016 resulted in a lorry holding area at the Stanford West site being a viable solution, although this was subsequently abandoned due to Judicial Review. A secondary objective of the CSR asked for fly-parking in Kent to be resolved by the provision of 24hr parking within the lorry area. Overnight parking remains one of the potential criteria in the sift for a new lorry area, together with potential use for post-Brexit border checking facilities. | Modernisation of the Midland Main Line Route to provide more passenger capacity, reduced journey times into London and between major Midland cities and electrification of the main line from Bedford to Kettering and Corby. | The enhancements provided by the North of England Programme will deliver more reliable, improved journey times and additional services resulting from improved infrastructure performance and modern rolling stock (better acceleration and deceleration, automatic doors) and increased line speeds. | To secure the provision of passenger rail services as set out under the Railways Act 1993 (as amended) by letting Rail Franchises. Current competitions as at July 2018 are: East Midlands, South Eastern and West Coast Partnerships. | To manage the delivery of a Search and Rescue Helicopter contract for the provision of search and rescue helicopter services for the UK. | Programme of infrastructure upgrades and new rolling stock to increase passenger capacity. This programme is made up of the Wessex Capacity Programme (WCP) which includes the enhancements works at Waterloo station and the rolling stock procurement. Collectively the whole South West Route Capacity programme is referred to as the Wessex Capacity Improvement Programme (WCIP) by Network Rail. The programme will deliver increased capacity into and from London Waterloo during the busiest times of the day through: Improvements to London Waterloo including the reopening of the Waterloo International, the lengthening of platforms 1-4 and improved passenger flows Longer platforms for longer trains, at a number of stations on the Reading line 30 brand new trains, providing 150 extra carriages, between London Waterloo and Windsor New technology to make trains more efficient and improve punctuality Improvements to depots and maintenance facilities to look after the network’s biggest ever fleet of trains. | A significantly enhanced high-frequency rail service which will increase rail-based capacity in London and across the wider South East and provide new journey opportunities. | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Departmental commentary on actions planned or taken on the IPA RAG rating. | The project is on track and to ensure successful, timely delivery of the project, the Project Board continues to monitor progress. | The IPA Delivery Confidence Assessment of Amber reflects the progress made by the project in setting itself up for successful delivery. The government’s preferred route was announced by the Secretary of State for Transport on 12 September 2017 and funding for the Development Phase of the project was approved by the Chief Secretary to the Treasury on 29 August 2017. Since then, the Management Case for the project has been approved and the project has made significant progress in developing the design and engaging with stakeholders to secure their views informally and through statutory consultation which commenced on 8 February 2018. | The Amber delivery confidence rating reflects the complexity of the Airport Capacity Programme (‘the programme’) in terms of the political, public, stakeholder and media interest as well as the significant dependencies with other environmental and transport programmes. The programme is at an early stage which is also reflected in the delivery confidence rating. On 5 June 2018 the Government laid before Parliament the proposed Airports National Policy Statement (NPS) supporting a new Northwest runway at Heathrow Airport. Following a vote on 25 June 2018 with a majority of 296 and support from across the House, the Airports NPS was designated as Government policy on 26 June 2018. The programme now moves into a new phase where Heathrow Airport Limited (HAL) is expected to submit a development consent application. The role of Government is to act as an enabler and facilitator to the programme where appropriate – Government and Heathrow confirmed their intention to work together to deliver a new runway from 2026 in the Relationship Framework Document. Resources and governance arrangements have been identified to progress the current phase of the programme and will be developed further. The Programme and HAL will work with the IPA’s Project Initiation Routemap Team to plan a governance study and full Routemap exercise in autumn 2018. | The project is now over 90% complete and is entering its final stages. Cost and schedule pressures are increasing. The Department, as well as Transport for London (with the assurance of the Project Representatives) have increased governance to closely monitor progress. | The project is progressing on schedule and on budget. Following a review by the IPA in June 2017 and recommendations from the National Infrastructure Commission (NIC), work has been done to ensure the programme’s strategic objectives are aligned with the wider Oxford-Cambridge corridor. The project has been reclassified as a Major Project, with a new structure and reinforced team. Following the announcement from the Secretary of State in December 2016, the East West Rail Company, first in a shadow form, identified cost reduction measures and designed a new delivery model, clarifying the respective roles of the department, Network Rail and the delivery partner. | Improved governance and programme management are resulting in the integrated industry approach. Since Sir Peter Hendy's report all major milestones have been achieved. Intercity Express Trains have been successfully introduced on the route, and electric services are now running between Didcot and Paddington. After the National Audit Office and Public Accounts Committee recommendations the business case has been revised and the decision was taken to reduce the scope of electrification. | The Amber/Red Assessment is noted by the SRO and reflects the overall complexity of the programme. In July 2017 a number of important announcements were made, these included: o The decision to award the first stage of the civil engineering contracts for Phase One; o Deposit of the hybrid Bill for the Phase 2a seeking powers to build the route from West Midlands to Crewe; and o Confirming the remainder of the route from Crewe to Manchester and from the West Midlands to Leeds (Phase 2b). o A number of consultations were launched: on the development of a Crewe Hub, on the location of the Phase 2b Eastern Leg Rolling Stock Depot, and on the scope and methodology for the Phase 2b environmental assessment. o An update on selecting a Master Development Partner for Euston was also announced. Following the publishing of the Pre-Qualification Questionnaire (PQQ), a shortlist of five tenderers were identified in July 2017. These tenderers were invited to participate in dialogue over the procurement. Invitations To Tender (ITTs) were also issued for the four Station Design contracts, for Phase One. | The risks to the Intercity Express Programme (IEP) delivery schedule that were flagged in the IPA Delivery Confidence Assessment (DCA) have been managed robustly and the Department achieved successful delivery of the first trains into service in October 2017. Steps are being taken to improve the rollout backlog. A weekly Taskforce and fortnightly Delivery Board was implemented to oversee the delivery of the first bi-mode trains on the Great Western Mainline (GWML) and this has been replicated for the East Coast Mainline fleet delivery. | The IPA Delivery Confidence Assessment (DCA) of Amber Red reflects the project status prior to Preferred Route Announcement. The government's preferred route was announced by the Secretary of State for Transport on 12 April 2017 and funding for the Development Phase of the project was approved by the Chief Secretary to the Treasury on 25 September 2017. Since this time significant progress has been made in developing the design, engaging with stakeholders to secure their views and securing the right resources to lead and deliver the project. | A judicial challenge was lodged against the project in October 2016. The Highways England (HE) project team explored ways to minimise impact on the claimant by altering the scheme design. Advice received from external legal counsel throughout 2017 reinforced low delivery confidence and the Government was unable to defend against legal challenge. The Government cancelled the project in November 2017 and immediately relaunched a new scheme scheduled for delivery 2023-24; this scheme is presently at stage 1 consultation. The new specification includes an interim solution which will be delivered in spring 2019, on which work has started. Both of these schemes are delivering against the new timelines. | Costs and schedule continue to be closely monitored by the Department. The Midland Main Line (MML) programme Key Output One (KO1) includes capacity works to enable a six trains per hour timetable as well as line speed enhancements, journey time reductions and full electrification of the London to Kettering and Corby route. Following the decision not to progress with MML Key Output two (full electrification to Sheffield / Nottingham), the decision was taken to operate a new fleet of bi-mode trains on the route, specified through the East Midlands Franchise. Key Output 1a consists of the works to enable the use of these bi-mode trains on electrified sections of the route and optimise the benefits of their use. The Full Business Case authorising delivery of Key Output 1 was approved in September 2017. An Outline Business Case for Key Output 1a was approved in March 2018. A commit to deliver decision for Key Output 1a will be taken in late 2018/early 2019. Work has taken place on Reference Class Forecasting to strengthen financial and schedule forecasts, utilising external expertise. Assurance for the programme continues to be carried out. | Since September 2017, substantial progress has been made in all areas of the programme. The Amber-Red Assessment reflects the complexity and risk to the programme and its various delivery stages. Constructive working relationships between the Department for Transport, Network Rail, Rail North, delivery partners, customers and stakeholders are well established and progress on the programme is going well to facilitate further success. Costs and schedule continue to be closely monitored regularly by the team. The Ordsall Chord has been completed, with the first passenger train to use the chord on the 10 December 2017, linking Manchester’s three main stations for the first time, and later this year it will provide more frequent services to Manchester Airport for passengers across the north. Huyton Roby Phase 2 was also completed, enabling additional capacity on the route between Liverpool and Manchester. The route upgrades across the North West and Yorkshire, including between Manchester, Bolton, Preston and Blackpool are well under way. The upgrade to Liverpool Lime Street station continued over the 2017 Christmas period. When complete during 2018, it will have longer platforms, improved signalling, enabling more frequent services next year. Blackburn depot was completed in October 2017, supporting the north’s growing train fleet. Trans-Pennine Route Upgrade development work report was received from Network Rail in December 2017. Work is ongoing to analyse the development options and start business case appraisal to be completed during 2018. Improvements are also taking place from Manchester across the Pennines, including on the Calder Valley route to Bradford. | The IPA amber/red Confidence rating recognises the strategic challenges that the Rail Franchising programme faces. Despite the work load represented by the current franchise programme – unprecedented since the start of privatisation – there is full confidence in the franchise team and its leadership. There are sound processes for setting up project teams and that templates exist for all the necessary management tools and contract frameworks. However the department is always looking at how to improve its processes in response to changing external conditions. | This project has been delivered with the three remaining bases transitioned on time and to budget. The recommendations of the Gateway 5 Review team are currently being implemented. | The amber/red Delivery Confidence Assessment reflected interface issues and risks related to the change of the franchise, the technical risks ahead of the August 2017 blockade at Waterloo and the operational solutions developed to manage these. All these risks were managed effectively and the milestones were achieved in August 17. A few snagging issues from the three week blockade were also completed and closed out in November 17 successfully. | The Thameslink Programme is a circa £7bn project which will increase capacity and improve accessibility to, from and through the heart of London. The Department in collaboration with Govia Thameslink Railway has agreed that the new Thameslink timetable should be progressively introduced May 2018 to December 2019 so that changes are made at a more manageable pace than originally planned. Good progress has been made on delivering the infrastructure and rolling stock projects which near completion in December 2018. The first of these timetable changes was introduced by Govia Thameslink Railway (GTR) in May 2018 and resulted in substantial disruption to rail services. The Department and rail industry stakeholders are working with GTR through an Industry Readiness Board to stabilise the current level of services and then to deliver the planned timetable. This board will continue to assess readiness for the subsequent timetable changes. The Office of Rail and Road has been asked to conduct an inquiry into how the timetable change was delivered. | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Project - Start Date (Latest approved start date) | 01/09/2012 | 01/12/2014 | 01/07/2015 | 22/07/2008 | 31/10/2012 | 01/12/2011 | 28/02/2011 | 01/06/2005 | 30/05/2014 | 25/11/2015 | 01/01/2011 | 23/07/2009 | 26/03/2013 | 08/02/2011 | 16/07/2012 | 01/07/2005 | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Project - End Date (Latest approved end date) | 30/09/2021 | 01/06/2026 | 31/12/2029 | 31/12/2019 | 31/03/2024 | 31/12/2024 | 31/12/2033 | 06/02/2020 | 31/07/2028 | 20/01/2018 | 31/12/2024 | 31/12/2022 | 01/12/2019 | 08/09/2017 | 31/12/2019 | 31/12/2026 | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Departmental narrative on schedule, including any deviation from planned schedule (if necessary) | The project started construction works in autumn 2016 as planned and the site compound opened in January 2017. The scheme is also on track to be open for traffic by December 2020. | Project is on track with the preliminary design process. A statutory pre-application public consultation was held between February and April 2018 as part of the Development Consent Order (DCO) Process. The DCO submission is planned for September 2018. | In October 2016 the Government announced its support for a new Northwest runway at Heathrow as its preferred scheme for delivering additional airport capacity in the South East. On 5 June 2018 the Government published and laid the proposed Airports National Policy Statement (NPS) supporting a new Northwest runway at Heathrow Airport for a vote on designation. Following a vote on 25 June 2018 with a majority of 296 and support from across the House, the Airports NPS was designated as Government policy on 26 June 2018. The programme now moves into a new phase where Heathrow Airport Limited (HAL) is expected to take forward its development consent application including a further consultation with local residents and stakeholders on its scheme design and airspace changes. The end date of the programme reflects the Airports Commission’s assessment of need for new airport capacity by 2030. This is also in line with the proposed Airports NPS published on 5 June 2018 which refers to development anticipated to be required by 2030. HAL is planning to take forward a Development Consent Order (DCO) application and start operations from a new runway in 2026. This date may be revised as scheme planning progresses. | Crossrail Ltd report that the overall completion date will be maintained. There are increasing challenges as we enter the final stages of the project and risks are being closely monitored. The Project Representative, who reports directly to the Department and Transport for London, provide ongoing assurance on the project schedule and flag any potential deviation on the schedule to both Sponsors where corrective action can be taken. | Phase 1 was completed on schedule in December 2016. Phase 2 of the Western Section is currently underway and is expected to be delivered by 31 March 2024. Following a challenge set by the Secretary of State, the East West Rail Company is identifying opportunities to accelerate the delivery. Synergies with HS2 were also identified, which should reduce the risk of delays of the delivery of the section parallel to HS2. The Government approved the creation of East West Rail Company in November 2017. | No deviation from schedule to report. | HS2 is continuing to make progress against the schedule with train services for Phase One are due to commence in 2026, Phase 2a 2027 and Phase 2b 2033. Since the High Speed Rail (London – West Midlands) Act 2017 received Royal Assent in February 2017, extensive progress has been made on a wide variety of different areas, ensuring that HS2 Phase One is on target to be completed on time and on budget. Works to enable the construction of the railway are underway in various locations along the line of route including Euston, Old Oak Common, the Colne Valley and Birmingham. The programme to acquire the land necessary to construct the railway has started, the first temporary track closures at Euston have taken place and depot clearance at Old Oak Common with Stage once commencing in March 2018. Environmental mitigation works, such as those to create new animal habitats, have also begun. The £6.6bn Main Works Civil Engineering contracts have been awarded and work to design the main elements of the railway is underway. The procurement processes for the Euston Master Development Partner, London stations construction contracts, rolling stock and rail systems contracts have been launched. Meanwhile, the first recipients of the £40m Community & Environment and Business & Local Economy Funds have been chosen, and the HS2 Woodland and Road Safety Funds have also been launched. Royal Assent of the Phase 2a hybrid Bill remains on track for December 2019. | The first trains entered into service in October 2017 on the Great Western Main Line. Intercity Express Programme trains are due to enter service on the East Coast Main Line (ECML) towards the end of 2018. Lessons learned on the GWML fleet introduction are being applied to the ECML fleet delivery to ensure smooth rollout. Steps are being taken to ensure that IEP implementation is a core requirement in the East Coast Franchise discussions. | The decision to part privately finance the project changed the delivery timetable. The revised road open date is now 2027 . | Following legal advice subsequent to the scheme being judicially reviewed, the Government withdrew the decision to build a lorry park at Stanford West in November 2017. An interim contraflow to allow two way traffic flow on M20 when operations are in place is underway and will be delivered in spring 2019. The process to find a permanent solution to Operation Stack has now been relaunched and is presently undergoing stage 1 consultation. The scheme is on track for its revised delivery date in 2023-24. | Electrification from London St. Pancras to Kettering and Corby, as well as capacity works on the whole route is due to be completed by 2020. Infrastructure to enable the operation of bi-mode trains will be completed thereafter. | Key programme delivery milestones have been challenging. Upgrades between Manchester and Preston, via Bolton have been delayed, in particular owing to difficult ground conditions. As a result, the service improvements that this will enable are now scheduled to be implemented progressively from December 2018, rather than May 2018. These risks are monitored on a regular monthly basis including at the Programme Delivery Group Meetings. | Proactive management of rail franchise schedule led to the most recent publication (July 2017) with several competitions being retimed. o Cross Country – Retimed by using two of 13 additional rail periods. This ensured an adequate ‘decoupling’ from the East Midlands franchise, with which it shares a similar pool of potential bidders. This should maximise bidder interest and competitive tension, improving the Department's ability to achieve best value for money. o East Midlands – This was retimed to de-conflict it from the South Eastern and West Coast Partnerships franchises, as per the recommendation of the Brown review. If unresolved, clashes could lead to reduced quality bids, a reduced number of bidders, strain on the supplier market and extra pressure on NR and DfT resources to support the franchise competitions. o West Midlands – Additional time was required to allow franchise bidders to conclude their bids along with delays associated with pre-election period. This has now been contracted (August 2017) and service started in December 2017. | The final three bases transitioned to operations under the UK Search & Rescue Helicopters (SAR H) contract as planned in April and July 2017. MCA's management of the UK SAR H contract now reflects a steady state phase of operations that will continue until transition-out commences in April 2023. A Gateway 5 Review by an IPA-appointed team took place in early December 2017 resulting in a final report with a Green Delivery Confidence Assessment. | The Reading 10 car service and the December 2017 milestones allowing 10 car services to non-suburban lines were met. All 30 of the new train units are now in use and have received positive response from passengers with regards to comfort, information display and room on the carriages. Waterloo International Terminal is due to open in December 2018 and the programme of works is on track for completion. | The Thameslink Programme is a circa £7bn project which will increase capacity and improve accessibility to, from and through the heart of London. The Department in collaboration with Govia Thameslink Railway has agreed that the new Thameslink timetable should be progressively introduced May 2018 to December 2019 so that changes are made at a more manageable pace than originally planned. Good progress has been made on delivering the infrastructure and rolling stock projects which near completion in December 2018. The first of these timetable changes was introduced by Govia Thameslink Railway (GTR) in May 2018 and resulted in substantial disruption to rail services. The Department and rail industry stakeholders are working with GTR through an Industry Readiness Board to stabilise the current level of services and then to deliver the planned timetable. This board will continue to assess readiness for the subsequent timetable changes. The Office of Rail and Road has been asked to conduct an inquiry into how the timetable change was delivered. | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| 2017/18 TOTAL Baseline £m (including Non-Government costs) | £414.90 | £15.60 | £14.70 | £972.02 | £14.90 | £876.90 | £1,845.80 | £224.90 | £49.90 | £153.70 | £271.60 | £494.30 | £8.70 | £224.30 | £193.72 | £22.00 | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| 2017/18 TOTAL Forecast £m (including Non-Government costs) | £363.90 | £15.60 | £8.80 | £1,857.10 | £58.60 | £789.90 | £1,845.80 | £242.80 | £49.90 | £5.60 | £270.70 | £629.90 | £8.70 | £204.40 | £226.32 | £22.00 | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| 2017/2018 Variance %age | -12% | 0% | -40% | 91% | 293% | -10% | 0% | 8% | 0% | -96% | 0% | 27% | 0% | -9% | 17% | 0% | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Whole Life Cost TOTAL Baseline £m (including Non-Government costs) | £1,423.80 | £1,901.90 | £22,747.00 | £14,768.87 | £1,465.80 | £5,507.00 | £55,700.00 | £6,679.25 | £4,648.80 | £246.50 | £1,521.60 | £5,114.90 | £35.30 | £2,157.40 | £734.70 | £7,210.00 | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Departmental narrative on budget/forecast variance for 2017/18 (if variance is more than 5%) | Variance due to re-profiling to complete earthworks in two seasons. | Less than 5% variance | The variance in 2017/18 is due to changes in the phasing of the work in this early stage of the programme, particularly a change in date for the start of the February 2017 consultation and changes to the programme timeline following the General Election in June 2017. The programme's budget and resource plan is subject to annual corporate planning, ongoing resource planning and spending reviews. 2017/18 figures do not include any non-government costs because non-government costs at this stage are indicative and spend profiles are yet to be confirmed. | The variance in the 2017/18 Crossrail budget is due to the funding arrangements for the project. The budget describes the schedule for Sponsors funding Crossrail Limited. The forecast describes the profile for Crossrail Limited then spending those funds. A re-baselining of the programme schedule in 2010 meant that costs have been incurred in different years than originally anticipated. | The budget variance reflects the changes of timing assumptions. Less work had to be done in 2017/18 than initially expected therefore these costs were not realised in this period. | The variation is due to a re-profiling of Network Rail spend from 2017/18 into Control Period 6 due to deferrals of scope announced in November 2016. | Less than 5% variance | The variance is due to the Department agreeing to a design change converting the GWML electric fleet to bi-mode operation and to adapt depot and station infrastructure to allow for bi-mode operation. The cost for bi-mode conversion is being realised in 2017-18 financial year. | Less than 5% variance | Construction was initially planned to start in October 2016, but was delayed after legal challenge against the Government was lodged in October 2016. Efforts were made to find a solution that could allow the judicial review to be settled, but following legal advice it was announced in November 2017 that the decision to build a lorry park at Stanford West was being withdrawn. In May 2018 the Department announced that the consultation process on a new permanent solution to Operation Stack would start soon (it was launched by HE on 11 June), and an interim solution (contraflow on the M20) would be ready if needed for deployment in early 2019. | Less than 5% variance | The variation is due to a re-profiling of Network Rail spend from the financial year 2017/18 to 2018/19. | Less than 5% variance | The variance for 2017/18 is an underspend of 9.1% versus budgeted costs. This is largely attributable to MCA’s management of the contract, negotiating reduced charges for contract variations and enforcing contractual terms where the contractor has not met performance criteria. Financial management of the contract has also benefitted from favourable movements in variable costs such as the lower price of fuel and a lower than expected rate of inflation. | This is due to rephasing of the programme wide costs from Year 5 to Year 4. | Less than 5% variance | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
| Departmental Narrative on Budgeted Whole Life Costs | Currently the scheme has full funding approval of £1.435bn. The reduction from the previous year is due to driving out efficiencies. | The current most likely estimate approved in July 2017 is £1.56bn (most likely cost) with £73.9m falling in the RIS1 period. Development Phase funding of £99.7m was confirmed by HMT in September 2017. In addition to this, £14.4m Options Phase funding has also been spent. | If the scheme at Heathrow goes ahead, the scheme itself is expected to be designed, built and funded by the private sector. The 2016/17 Whole Life Cost (WLC) figure only referred to the Government programme and administration spend up to 2020/21. The figure reported in 2017/18 includes Government programme and administration spend (£147m up to 2026) and also the indicative cost of the preferred scheme promoter's (Heathrow Airport Limited’s (HAL’s)) Northwest Runway scheme (£22.6bn - 2014 prices, undiscounted) as assessed by the Airports Commission. The £22.6bn figure comprises indicative private sector costs of between £15.3 and £17.6bn for the Heathrow Northwest Runway scheme plus surface access costs of between £2.5 and £5bn. The high ends of the scheme and surface access cost ranges have been used. These costs will be revised as scheme planning progresses. HAL, for example, announced a potential reduction of up to £2.5bn in scheme costs in January 2018. Given scheme options are still being considered and will be subject to consultation, it is not currently possible to identify a firm scheme cost baseline. Government has made it clear that it expects the airport and industry to continue to work together towards the aim of delivering the ambition the Secretary of State set in 2016 for airport charges (the charge the airport charges airlines to use the airport) to remain close to current levels. The Government expects the scheme promoter to secure the upgrading or enhancing of road, rail or other transport networks or services which are physically needed to be completed to enable the Northwest Runway to operate. Where a surface transport scheme is not solely required to deliver airport capacity and has a wider range of beneficiaries, the Government, along with relevant stakeholders, will consider the need for a public funding contribution alongside an appropriate contribution from the airport on a case by case basis. The Government recognises that there may be some works which may not be required at the time the additional runway opens, but will be needed as the additional capacity becomes fully utilised. Heathrow Airport Ltd’s (HAL) operational costs are not included in the Whole Life Cost (WLC) here but are included in HAL’s plans which are under development. | This constitutes the funding for the project as a whole. There are a series of intervention points set out in the governance documents which are designed to mitigate against the risk of exceeding the funding. Schedule pressures are likely to have a knock on impact on costs. Cost pressures regarding both Network Rail work and those delivered by Crossrail Ltd are being carefully monitored by both Sponsors (DfT and TfL) along with the project representatives through increased governance. | This total amount constitutes the funding envelope for the design and the infrastructure works, to be carried out by Network Rail and industry partners. As for any project of this nature, the amount contains some contingency associated with the remaining design uncertainties at this stage. The budget covers phase 1 and phase 2. The total whole life cost has decreased since last year due to the first efficiencies realised by the cost reduction initiative. We expect the whole life cost to be further decreased once the exercise has been fully completed and integrated in the design. | Network Rail continues to carry out rigorous assurance on whole life costs to the Programme, including through regular Quantified Cost Risk Analyses, and variations in costs to individual elements are subject to a Programme and Portfolio level change request process. | In the 2015 Spending Review (SR15), Government restated the long-term funding envelope for the HS2 programme at £55.7bn in 2015 prices. This budget is for delivery of the full HS2 scheme including rolling stock. The SR15 settlement sets a year by year funding allocation for HS2 as a whole for a period of 5 years (2016/17 to 2020/21). | The total cost of £6.7bn are financed via PFI payments over 27.5 years and £480m on Network Rail enhancements to facilitate Intercity Express Train operations. The increase to Whole Life Cost (WLC) is a result of contractual variations, the bi-mode conversion and the operating costs over four years. These operating costs, funded by the Department, will reduce as electrification on the Great Western Main Line (GWML) advances. | The current range estimate approved by BICC in July 2017 is £4.649bn (most likely cost) to £6.5bn. Development Phase funding of £324.4m was approved at the same meeting and subsequently confirmed by HMT in September 2017. | The Whole Life Cost (WLC) continues to be negotiated since the project design was never concluded due to the JR challenge. With the 24hr parking provision, a commercial return would have resulted in the project's WLC being lower than if the lorry holding area used for operation stack events only. | The stated cost is within the funding envelope for the programme as agreed following the Hendy Review in 2015. The cost has decreased due to electrification to Nottingham and Sheffield not proceeding. To enable operation of bi-mode trains, infrastructure work is being undertaken at lower capital cost. Rail investment periods are made in five year blocks. The budgeted whole life costs for this project include the forecast for this investment period (Control Period 5) and forecast costs for the next rail investment period (Control Period 6). | The baseline whole life cost for the programme is £5.12 Billion on 2012/13 prices, which includes an initial estimate for the delivery of Trans-Pennine Route Upgrade by the end of 2022. The Trans-Pennine Route Upgrade will be subject to approval of a Strategic Outline Business Case during 2018. The Network Rail renewals and the whole life maintenance and Train Operating Company additional rolling stock costs that are required to ultimately deliver the full programme have not been included. | Budget is the RDEL Costs (the admin cost as forecasted for the 2017/18). Budgets for 2017/18 are under review given the reduction in expected allocation from the centre. Income reflects the revenue line expected from the Long Term Forecast (LFT) (July 2017) across the current Franchise competitions. The variance from 2016/17 reflects the decision to show the cost of running a franchise competition (RDEL) vs the expected LTF forecast. In 2016/17 The LTF figures were displayed as RDEL and no income was reported. This change more accurately reflects the cost to government as well as the revenue generated by franchising. | Budgeted whole life cost of £2.157bn represents the contracted cost for running the UK Search & Rescue Helicopter (SAR H) Programme from FY 2013/14 until the end of FY 2025/26, inclusive of non-recoverable VAT. | The current forecast is in line with the current rail investment (Control Period 5) programme baseline. The increase of £0.8m from the previous years' whole life cost is due to the increase in costs for the reading ten car project. Rail investment period settlements are made in five year blocks. The budgeted whole life costs for this project includes the forecasts for this investment period (Control Period 5) and forecast cost for the next rail investment period (Control Period 6). | Following the approved increase of Network Rail's infrastructure costs on the Thameslink Programme the budgeted Whole Life Cost (WLC) for the programme is £7.2bn of which circa £5.05bn is Network Rail infrastructure costs, £2bn in respect of new rolling stock and depot costs. | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set | Not set |
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