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DfT Government Major Project Portfolio data, September 2018 (csv)

Updated 18 July 2019
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Project Name A14 Cambridge to Huntingdon Improvement Scheme A303 Amesbury to Berwick Down A428 Black Cat to Caxton Gibbet Crossrail Programme Digital Railway East Coast Mainline Programme East West Rail Programme (Western Section) Great Western Route Modernisation Heathrow Expansion Programme 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 South West Route Capacity Thameslink Programme
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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 IPA Annual Report on Major Projects) Amber/Green Amber Amber/Green Red Amber Amber/Green Amber Amber/Red Amber Amber/Red Amber/Red Amber Amber Amber Amber Amber/Red Amber/Green Amber
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. Freeflowing dual carriageway replacing the current single lane on the A303 between Amesbury and Berwick down including a twin bored tunnel under the majority of the world heritage site and a northern by-pass of Winterbourne Stoke. The scheme provides a new off-line two lane dual carriageway between Black Cat roundabout on the A1 in Bedfordshire and Caxton Gibbet roundabout on the A428 in Cambridgeshire. 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. Accelerating and supporting the delivery of digital technologies on our railways. Improving capacity and frequency of the services on the East Coast Mainline, increasing passenger seat capacity to major stations along the route, reducing journey times and improving the customer experience through the introduction of new trains. The programme will reconstruct and upgrade a partly disused railway between Bicester and Milton Keynes /Bedford allowing for the introduction of new passenger services improving connectivity and journey times along the corridor. An extensive programme to modernise existing infrastructure on the Great Western mainline. It will create faster and more reliable services, better stations and increased freight capacity. Covers the Government activities to enable delivery of a new Northwest runway at Heathrow Airport. A new fully integrated high speed North-South railway. Renewing 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 including more capacity, improved reliability, reduced journey times, and better environmental performance. A new free-flowing road crossing of the Lower Thames east of Gravesend and Tilbury. It will improve network resilience and the performance of the existing crossings at Dartford enabling local regional and national economic growth. The project has been reset and since September 2018 has left the Government Major Projects Portfolio. The project is a study into options for a permanent solution or solutions into the freight management and lorry parking in Kent. The project is currently at its initial stage (option identification / selection). Modernisation of the Midland Main Line Route to provide more passenger capacity and reduced journey times into London and between major Midland cities. The enhancements provided by the North of England Programme will support economic growth, bring improved journey times, offer additional train services and enable modern trains to run across the North. To secure the provision of passenger rail services as set out under the Railways Act 1993 (as amended) by letting Rail Franchises. Programme of infrastructure upgrades and new rolling stock to increase passenger capacity including enhancements works at Waterloo station. 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.
Departmental commentary on actions planned or taken on the IPA RAG rating. The Project received an IPA rating of Amber/Green, which is an improved rating from last year, where it received an Amber rating. The Project remains on track to meet the publicly committed Open for Traffic (OfT) December 2020. The road is being delivered in 6 sections and good progress is being made which supports a high level of confidence the scheme will be delivered on time. Recent successes include the opening of the A1 with 3 lanes at national speed limit and the opening of a local access road to the A14 to enable separation of local and national traffic. Similarly, significant progress is demonstrated as all road structures are now built and in place. The Project received an IPA rating of Amber in September 2018, reflecting the level of confidence in project delivery and good progress in developing the Outline Business Case which was based upon the privately funded scheme. More recently, the project received an IPA rating of Amber/Green which demonstrates the excellent progress made in developing the Outline Business Case to reflect a publicly funded model following the Chancellors announcement re-withdrawal of the use of private finance for the project. The key recommendation related to ensuring that the updated commercial approach is fully explained in the commercial and procurement strategy. The Development Consent Order for the project was submitted in October 2018 and the examination began on 2nd April 2019. The latest DCA rating for the project is Amber/Green. This reflected a solid understanding of the transport requirements and significant local support for the scheme. The Preferred Route Announcement was made in February 2019 and the project is now further defining its design, benefits and approach prior to Statutory Consultation scheduled for summer 2019. In August 2018 Crossrail Limited (CRL) announced that the opening of the tunnel section through central London would be delayed from December 2018. A combination of inter-connected factors caused the delay including late delivery of critical infrastructure and more time needed to complete all of the necessary train and systems testing and assurance processes. Crossrail Ltd (CRL) are continuing to assess how the schedule can be optimised to best accommodate the remaining works as part of a revised programme for opening. In response sponsors have taken action in the following areas: • governance and finance reviews by KPMG and implemented 125 recommendations • the composition of the Crossrail Board (new chairman and deputy chairman, additional non-executive directors) • the Crossrail executive team • the Project Representative (P-Rep) • additional Sponsor Board members This scheme is currently rated Amber due to most schemes still being in the early development stages and new territory. The programme is being monitored closely and we expect delivery confidence to improve as schemes mature. The Programme's scope has been finalised and the works to be delivered have been agreed with stakeholders. A systems integration capability has been procured by Network Rail to support the delivery of the Programme and the realisation of the benefits. Constructive working relationships between the Department for Transport, Network Rail, and train operators are well established. The costs, schedule and interfaces continue to be closely managed by the team. The IPA delivery confidence rating for this project was Amber in Q2 1819. It should be noted that the East West Rail Company formally went live in September 2018. IPA recommendations continue to be progressed. This includes a focus on governance and aligning of strategic objectives with the wider strategic CaMKOx (Cambridge, Milton Keynes, Oxford) Programme. The IPA rated this project with an Amber/Red delivery confidence in Q2 17/18. Actions are in place to manage and monitor implementation of recommendations supporting delivery of electrification programme and increased integration of work streams delivering December 19 enhanced timetable. The Heathrow Expansion Programme covers the Government activities to enable delivery of a new Northwest runway at Heathrow Airport (subject to the granting of development consent). The Amber delivery confidence rating reflects the scale and complexity of the programme; the political, public stakeholder and media interest; and the significant dependencies with other environmental and transport programmes. The programme is at a relatively early stage which is also reflected in the delivery confidence rating. Following designation of the Airports National Policy Statement (ANPS) by the Secretary of State in June 2018, the programme moved into a new phase and there is a different role for Government. Resources and governance arrangements are in place for this phase of the programme and the management of dependencies is a key focus. DfT has also defended the Government’s position against five judicial review claims that challenged the ANPS. These cases were heard in March 2019 and a judgement is expected in spring 2019. The Amber/Red Assessment is noted by IPA and reflects the overall complexity of the programme. We are committed to delivering HS2. HS2 Ltd has an ambitious schedule of Phase 1 services commencing from 2026 which we are continuing to monitor. We are keeping a firm grip on costs and HS2 Ltd is working with its supply chain to ensure this remains. We will make public a Full Business Case including an affordability assessment at the point of Notice to Proceed in 2019. This project had an Amber/Red IPA DCA rating in Q2 18/19. Since this time the Department and delivery partners have agreed a revised schedule for delivery of East Coast trains into service. The first train is now expected to enter into service in on 15 May 2019. A fortnightly delivery board and weekly taskforce continue to oversee delivery. The project received an IPA rating of Amber which is an improved rating from last year when it received an Amber/Red rating. The rating reflects the scale and complexity of the scheme and that it is still at an early stage in its delivery lifecycle. Consequently, a number of risks and assumptions remain which will be fully explored as the project progresses. These include the outcome from the extensive enabling works underway which will provide certainty re the certainty of the ground conditions along the preferred route. The Project remains on track to deliver the publicly committed Open for Traffic date of 2027. The project delivered a major statutory consultation ending in December 2018 which had 28,000 responses and showed a high level of support for the scheme. Good progress has been made in developing a publicly funded procurement approach following the Chancellors announcement in October 2018 to remove the use of private finance for the link roads of the scheme. Discussions are ongoing with the Department on the scope, baseline schedule and budget for the next phase of works. The IPA rated this project with an Amber delivery confidence in Q2 18/19. Constructive working relationships between the Department for Transport, Network Rail, and train operators are well established. The costs, schedule and interfaces continue to be closely managed by the team. Assurance for the programme continues to be carried out with proactive benefits realisation work continuing. Substantial progress has been made across all areas of the programme. The assessment reflects the complexity and risk to the programme, particularly the Transpennine Route Upgrade (TRU) and its various delivery stages. Constructive working relationships between the Department for Transport, Network Rail, the Rail North Partnership, TfN and train operators are well established. The costs, schedule and interfaces continue to be closely managed by the team. The upgrade to Liverpool Lime Street station was completed in October 2018 which will pave the way for longer trains and more services starting from the May 2019 timetable and future timetable changes. The route upgrade and electrification between Manchester and Bolton was completed in February 2019. This will also pave the way for faster trains, and more train services with more seats starting at the May 2019 timetable change. We continue to work with NR on the business case for the TRU programme. TRU will bring, capacity, connectivity, reliability and journey time benefits to passengers across the Pennines throughout the 2020s. Improvements to the Calder Valley route, that will deliver more frequent and longer trains, were completed in October 2018. This work enables passenger disruption to be minimised while the Transpennine route is upgraded. The IPA delivery confidence for the Rail Franchising Programme remains at Amber/Red due to a number of strategic challenges. The ongoing Williams Rail Review is considering current and alternative commercial models for the provision of rail services. Following the Review’s publication of a government white paper in autumn 2019, a key objective of the Passenger Services Directorate in DfT will be to respond and implement the recommendations. The Programme continues to focus on delivering our two live competitions in order to secure best value for money for the taxpayer and ongoing train service provision. The delivery of the core elements of the Programme are now complete. Works to re-open Waterloo International Terminal were completed in December 2018 for passenger services. DfT are containing to work with Network Rail to ensure delivery of the overall benefits of the Programme. The Thameslink Programme is a circa £7bn project which will increase capacity and improve accessibility to, from and through the heart of London. Good progress has been made on delivering the infrastructure and rolling stock projects. The entire fleet of new trains was accepted into service in June 2018 and the main infrastructure works (including London Bridge station) were completed in early 2019. The first of the planned 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 worked with GTR through an Industry Readiness Board to establish an interim timetable in July 2018 to provide certainty for passengers and to deliver the remainder of the planned weekday May services in December. This board will continue to assess readiness for the subsequent timetable changes. The Office of Rail and Road was asked to conduct an inquiry into how the timetable change was delivered (the “Glaister review” published in December 2018) and work was undertaken to assess how future planned timetable changes should be delivered in accordance with new assurance arrangements established by the industry Programme Management Office.
Project - Start Date (Latest Approved Start Date) 01/09/2012 01/12/2014 01/04/2015 22/07/2008 23/11/2016 01/04/2014 30/11/2011 01/12/2011 01/07/2015 28/02/2011 01/06/2005 30/05/2014 01/11/2015 01/01/2011 23/07/2009 19/05/2016 16/07/2012 01/07/2005
Project - End Date (Latest Approved End Date) 30/09/2021 01/06/2028 01/04/2025 Not provided 01/04/2023 01/12/2023 30/06/2024 31/12/2024 31/12/2029 31/12/2033 06/02/2020 31/07/2028 01/07/2023 31/12/2024 31/12/2022 31/03/2019 31/12/2019 31/12/2026
Departmental narrative on schedule, including any deviation from planned schedule (if necessary) The project is on track to achieve the December 2020 Open for Traffic date, but with an aspiration to deliver earlier. The project end date in 30 September 2021 is also on track and reflects the time finalise the transition to business as usual once the road is open. * The end date for roads projects published here is the date on which the last work to support the scheme is completed. This is different from the Open for Traffic (OfT) date, which is the completion date for schemes usually discussed with Highways England and reported elsewhere. The OfT date is usually some months (or even years) earlier than the formal end date depending on the nature and complexity of the scheme. The project remains on track for Start of Works in 2021 and Open for Traffic in 2026. The project end date is 2028 and reflects the time finalise the transition to business as usual once the road is open. In the last annual report the end date shown reflected the Open for Traffic date which has remained the same. * The end date for roads projects published here is the date on which the last work to support the scheme is completed. This is different from the Open for Traffic (OfT) date, which is the completion date for schemes usually discussed with Highways England and reported elsewhere. The OfT date is usually some months (or even years) earlier than the formal end date depending on the nature and complexity of the scheme. The project end date is in line with the public commitment to open for traffic during Roads Period 2. * The end date for roads projects published here is the date on which the last work to support the scheme is completed. This is different from the Open for Traffic (OfT) date, which is the completion date for schemes usually discussed with Highways England and reported elsewhere. The OfT date is usually some months (or even years) earlier than the formal end date depending on the nature and complexity of the scheme. In August 2018 Crossrail Limited (CRL), a wholly owned subsidiary of TfL, announced that the opening of the tunnel section through central London would be delayed from December 2018. A new Chairman and Chief Executive have since been appointed at Crossrail Limited. On 25 April 2019 CRL released a new plan to complete the outstanding works and bring the line between Paddington and Abbey Wood into passenger service at the earliest possible date. Due to ongoing uncertainties, CRL identified a six-month delivery window with a midpoint at the end of 2020, although stated that Bond Street is unlikely to open at this time. Further work is now underway to develop a robust opening plan for the full railway including all through services and an earlier introduction of services between Paddington and Reading (Stage 5A) from December 2019 to build up train reliability and mileage. The projects within this Portfolio are still set for completion by the Project End Date. The access plan for the King's Cross remodelling project has been revised as a consequences of delays with the Thameslink Programme and the main blockade of the Station will now take place in early 2021 instead of early 2020. This means that the new timetable that will deliver the majority of the Programme's benefits is now expected to be introduced in December 2021. The Project End Date remains as December 2023. Phase 2 Western section is currently underway and is expected to be delivered in 2024. Plans are in place to manage the challenging timetable to work through the complex and critical HS2 interface milestones and decision points. The outline business case has now been approved by the DfT Board Investment and Commercial Committee (BICC), progressing the project from development phase through to delivery with a full business case decision and Transport and Works Act Order (TWAO) approval planned for Summer 2019. The Great Western Route Modernisation programme has delivered electrification from Paddington to Bristol Parkway and Newbury by December 2018, Chippenham by April 2019 and will complete with electrification to Cardiff by November 2019. This will enable the introduction of the enhanced timetable in December 2019 to deliver significant journey time benefits via new trains and infrastructure. Electrification to Cardiff is expected to be completed by January 2020 and project end date by December 2024. The end date of the programme reflects the need for additional airport capacity by 2030 and this is reflected in the Airports National Policy Statement (ANPS). Heathrow Airport Limited (HAL) are aiming for the runway to become operational in 2026. The Government believes that the capacity is required by 2030. On Phase One (West Midlands to London), design and enabling works are ongoing. Major procurements have included: issuing an invitation-to-tender for rolling stock; Lendlease have been appointed as the Master Development Partner for Euston station, to work with HS2 Ltd, the London Borough of Camden and others to develop a Master Plan for the sustainable mixed-use development at the Euston station site; and HS2 Ltd has awarded design contracts for the four new high speed stations in Birmingham and London. Following acceptance of the final unit in December 2018, all trains are now operating in passenger service on the Great Western Mainline. On the East Coast Mainline, the Department continues to work with delivery partners to ensure trains enter service on the London-Leeds/Hull routes on 15 May 2019. The phased roll-out of the remainder of the 65 trains on the East Coast Mainline is expected to last until mid-2020. The Project is on schedule to deliver a December 2027 Open for Traffic (OFT) date. The project end date in 2028 is also on track and reflects the time finalise the transition to business as usual once the road is open. The project in its original form (Stanford West Lorry Park) was cancelled on legal advice in November 2017 and £5m allocated for historic blight costs and to develop options for alternative solutions to lorry parking in Kent. This included investigations looking at permanent infrastructure as well as technology solutions. A public information exercise was undertaken. Discussions are ongoing with the Department to establish the scope for the next stage of this project, when agreed funding will be sought to take this forward. Electrification from London St Pancras to Kettering and Corby, capacity works on whole route remains on schedule by 2020. Additional infrastructure to enable the operation of bi-mode trains in electric mode is planned to be delivered by 2023. Project end date December 2024. Following the two-year delay to the Manchester – Preston upgrade, caused by difficult ground conditions and Carillion’s failure, electric trains started operating on the route in February 2019. We continue to work with NR on infrastructure improvements across the north including platform extensions which are being progressively rolled out to enable the deployment of longer trains in the May and December 2019 timetable changes. The NoE programme is expected to be completed by 2022. The TRU programme is in early stages of development. The Department is currently reviewing the rail franchise schedule. The Secretary of State has commissioned Keith Williams to undertake a root and branch review of the rail network, including franchising. All currently contracted franchises, ongoing franchise competitions and other live rail projects are outside the scope of the Review. On schedule for December 2019. 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 opened in December 2018. Plans have been reviewed and we expect the May 2019 timetable change to introduce 20 trains per hour including weekends and 22 trains per hour in May 2020. Final infrastructure delivery dates are end 2020 for operational introduction of Traffic Management, and end 2021 for new stabling facilities in Kent, both of which will support the final service step up of 24 tph. This final operational change is subject to review by the rail industry stakeholders.
2018/19 TOTAL Baseline £m (including Non-Government costs) £407.30 £22.90 £14.30 £466.75 £32.00 £141.20 £89.70 £655.00 £14.70 £2,976.00 £120.10 £61.90 £0.00 £501.90 £285.00 £10.60 £178.22 £2,178.70
2018/19 TOTAL Forecast £m (including Non-Government costs) £475.00 £33.19 £8.30 £1,089.20 £32.02 £141.20 £89.70 £769.00 £7.90 £3,009.00 £154.90 £81.00 £3.70 £441.30 £367.70 £12.70 £129.02 £2,026.70
2018/2019 Variance %age 17% 45% -42% 133% 0% 0% 0% 17% -46% 1% 29% 31% - -12% 29% 20% -28% -7%
Whole Life Cost TOTAL Baseline £m (including Non-Government costs) £1,435.30 £1,556.40 £809.80 £15,474.61 £450.00 £1,040.37 £1,091.40 £5,001.00 £22,732.90 £55,700.00 £6,583.25 £5,509.00 £0.00 £1,671.20 £6,052.00 £20.60 £820.20 £7,269.40
Departmental narrative on budget/forecast variance for 2018/19 (if variance is more than 5%) Financial baseline was set in April 2016. Since then spend was brought forward to support the aspiration to open the road as early in 2020 as possible. This in year cost increase does not affect the overall scheme cost. The reason for the variance is that the assumption that a ramping up of costs in the second half of the year did not occur, partly due to overall cost pressures across the Highways England portfolio. The final forecast outturn cost for the year was £23.4m, which represents a very minor variation from the £22.9m budget figure. The small difference relates primarily to the additional costs of preparing for an additional, targeted consultation following agreement of the design changes to meet the requirements of the heritage bodies. This constitutes the funding for the project as a whole. Schedule pressures have had a knock on impact in terms of quantum and timing. 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. Budget variance less than 5% Budget variance less than 5% Budget variance less than 5% At September 2018, forecast was overestimating the amount of enhancement work that would be completed within 2018-19. Forecasting has since been refined to exclude work now rescheduled for 2019-20 (particularly electrification to Cardiff which will be completed in November 2019) and by March 2019 overall annual Programme spend was within 2% of budget. The baseline budget for 2018/19 was set early in the programme and has been revised as part of annual corporate planning, resource planning and spending reviews. The variance between the baseline and forecast costs for 2018/19 is due to changes in the phasing of the programme and budget needs have become clearer over time. The figures for 2018/19 do not include any non-government costs because non-government costs at this point are not formally reported. Budget variance less than 5% Some additional investment in infrastructure and train modifications have been required to facilitate trains entering into service. The majority of these costs will be met by Hitachi/Agility Trains Ltd, but the final cost will not be confirmed until the Heads of Terms agreement from 3 March 2019 is contractualised (expected June 2019). The variance in 2018/19 is due to two main reasons: Firstly, the number of home owners claiming that their properties will be "blighted" by the scheme is more than forecast for this stage of the project. When a claim is made the project must purchase the properties therefore expenditure expected to be made later in the development phase has been brought forward to meet these costs. Secondly, development phase work scheduled for later years has been brought forward in order to derisk the project schedule. This includes critical ground investigation work. The overall development phase budget of £324m has not changed. Baseline figures are yet to be approved for the new project. This will be set when the scope is agreed with the Department. The forecast 2018/2019 figure refers to the £5m budget allocated from the closure of the Stanford West project, as of September 2018. Spend is lower than forecast due to: deferral of a line speed improvement scheme (deferral to allow interrogation of benefits and value for money); efficiencies realised within the programme; and some project slippage (this is not expected to affect the project delivery date. Project remains within funding envelope. The variation is due to delays in delivery to the programme in the north west following Carillion’s failure. The programme also contained an initial estimate for a fully electrified TRU programme through to Control Period 7 (2024 onwards). The costs presented are consistent with those assumed in the OBC agreed by BICC in December 2018. We continue to work closely with NR on costs as design work progresses. The variance is due to the re-timing of our current competitions which has increased the in-year total forecast. An underspend was reported which arose from a requirement to reprofile the works to later years. As with all major programmes Network Rail budgets for risk and contingency and these are reviewed on a regular basis. During 2018/19, in the final phase of delivery, Network Rail identified efficiency and contingency savings to the Thameslink Programme of £63m which were agreed with DfT through formal programme governance.
Departmental Narrative on Budgeted Whole Life Costs No change to budgeted whole life costs. The project is on track to deliver to its agreed baseline and no future change is forecast. The figure of £1.9bn in last year’s annual report has now reduced to 1.5bn in line with our most likely cost estimate for the project. Latest whole life costs figures for the scheme have been recently updated in the projects latest business case, which is currently subject to HMT approval. The cost estimate for the scheme of £810m has been developed on the basis of the design taken to Preferred Route Announcement. The costs include de-trunking the existing A428 and significant junctions at Black Cat roundabout, Caxton Gibbet and Cambridge Road. There is also the need to cross the East Coast mainline and River Great Ouse and there are significant utility diversions. The original anticipated cost was previously estimated at £14.8bn. This included funding for both CRL (£12.5bn) and Network Rail (NR; £2.3bn) who are delivering the national rail network ‘On-Network Works’. In July 2018, DfT and TfL announced additional funding would be made available to both CRL (+£300m) and NR (c.£290m), increasing the available funding to £15.4bn. In December 2018, following recommendations made by KPMG, the Department has agreed a financing package with TFL, GLA and CRL to complete the project via a loan of up to £1.3bn to the Greater London Assembly (GLA). The GLA will also provide a £100m cash contribution. Final costs are yet to be confirmed so a £750m contingency arrangement has also been agreed between TfL and the Department in the event that further finance is required. The combined total of the financing arrangements outlined above means that the overall funding envelope for the project is now £17.6 billion. Risk also remains around the works being carried out by NR on their sections of the network but any further funding requirements will be managed within NR’s own internal budgets. The funding provided as part of the National Productivity Investment Fund (NPIF) in the 2016 Autumn Statement was £450m. We will continue to assess the costs of the Programme and scope of projects in order to remain in the funding provided. The Department currently forecasts to deliver the Programme within budget. Whole Life costs are currently within profile in the Project Outline Business Case. The Grip 3 £1.465bn (12/13 prices) figure reported in last year’s Annual Report was the previous baseline prior to the Grip 3 Refresh in January 2018 which reduced the baseline costs to £1.091bn (please note this is a different price base Q1 2015). The reduction in the baseline costs are down to the cost challenge set by the SoS which included efficiencies such as reduced scope requirements. Grip 4 Cost Plans/target costs and Full Business Case planned for Summer 2019 may subsequently change the forecast capital costs. * Governance for Railway Investment Projects (GRIP) is a management and control process developed by Network Rail for delivering projects on the operational railway. Over half of overall Programme costs are to fund the electrification of Paddington to Cardiff, with remaining spend on enabling work e.g. platform extensions, line improvements, station capacity. Baseline spend has been reduced by around £420m due to decision not to electrify Cardiff-Swansea section. Expansion at Heathrow Airport will be built and financed by the private sector. Given that HAL are developing their masterplan, it is not currently possible to identify a firm scheme cost baseline. The £22.732bn figure reported comprises of £132m budgeted government resource costs and £22.6bn of private sector (non-government) costs as estimated by the Airports Commission in 2014 prices with the upper estimates of the cost ranges used. HAL continue to work closely with airlines and the regulator (CAA) to keep landing charges (the amount airlines pay to use the airport) close to 2016 charges (2016 is the date when the Government stated its preference for Heathrow Northwest Runway). HAL would pay in full the cost of any surface access required for airport expansion. The Government would contribute to surface access costs where they were not needed purely for airport expansion and they benefit non- airport users. HAL’s operational costs are not included in the whole life costs but are included in HAL’s plans which are under development. 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 majority of this cost is Set Availability Payments to be made by train operating companies to Agility Trains Ltd over 27.5 years of the IEP contract to cover the use of Hitachi's trains and rolling stock maintenance. It also includes expenditure on Network Rail enhancements to facilitate Intercity Express Train operations. Reduction in operating cost forecast as Great Western Mainline electrification programme advances. The projects Whole Life Cost increased during the year as a result of design changes identified as needed following the development of an updated traffic model for the Lower Thames Area. The changes are reflected in the Statutory Consultation material and include the introduction of 3 lanes north of the A13 junction. Overall these changes are intended to ensure that the traffic congestion at Dartford Crossing is significantly reduced and the traffic on the Lower Thames Crossing remains free flowing. The only funding available for this project was the £5m allocated on the closure of the Sandford West scheme. This funding is now spent and discussions on scope and budget for the next phase of works are ongoing with the Department. The stated cost is within the funding envelope for the programme as agreed following the Hendy Review in 2015. Annual volume of spend increased as programme moves further into delivery (includes delivery of significant remodelling project in year). The whole life baseline cost for the North of England Programme was £5.12billion in 2012/13 prices at the start of CP5 (2014 – 2019), including initial estimates for delivery of the Transpennine Route Upgrade that was planned for completion in 2022. This will be refreshed for CP6 (2019 – 2024) starting in April 2019. The whole life costs (RDEL - Resource Departmental Expenditure Limit) are the admin cost of the live competitions. The numbers relate to the four Franchise Competitions that were in the GMPP at Q2 2018: South Eastern, East Midlands, West Coast Partnership & Cross Country competitions. Due to the unique geographic nature of the Cross Country franchise, which runs from Aberdeen to Penzance and cuts across multiple parts of the railway, awarding this franchise in 2019 could have impacted on the ongoing Williams Rail Review conclusions. In September 2018 it was therefore decided that this competition would not proceed. Services continue to be operated by the existing franchisee with options beyond this being considered in due course. The variance arose when cost pressures associated with the Feltham Station scheme were reported. A funding solution was identified and the budget was adjusted accordingly. In addition, all programme cost estimates were uplifted from 2012/13 prices to outturn pricing. This resulted in the increase to £820m, from £735m reported last year. The Thameslink Programme budget for Key Output 2 (c.£2bn) was rebaselined as part of the Hendy Review of Network Rail's CP5 programme commitments, which reflected an increase in the total Thameslink Programme budget of £450m which included significant levels of risk and contingency. The revised 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.
Annual Report Category Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Infrastructure and Construction Government Transformation and Service Delivery Infrastructure and Construction Infrastructure and Construction
The IPA Annual Report publishes the whole life cycle costs on projects, based on figures from their Business Cases, whilst the National Infrastructure and Construction Pipeline (NICP) focuses primarily on the upfront capital investment on a project. Where both documents refer to the same projects, this distinction will be the principal reason for any differences in the data sets published. Other government publications may use different methodologies to derive cost figures Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set Not set