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DfT Government Major Project Portfolio data, March 2021 (csv)

Updated 15 July 2021
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GMPP ID Number Project Name Department Annual Report Category Description / Aims 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) Departmental commentary on actions planned or taken on the IPA RAG rating. Project - Start Date (Latest Approved Start Date) Project - End Date (Latest Approved End Date) Departmental narrative on schedule, including any deviation from planned schedule (if necessary) Financial Year Baseline (£m) (including Non-Government Costs) Financial Year Forecast (£m) (including Non-Government Costs) Financial Year Variance (%) Departmental narrative on budget/forecast variance for 2020/21 (if variance is more than 5%) TOTAL Baseline Whole Life Costs (£m) (including Non-Government Costs) Departmental Narrative on Budgeted Whole Life Costs
DFT_0001_1112-Q1 Crossrail Programme DFT Infrastructure and Construction 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. Amber/red Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating decreased from Red to Amber/red. This is primarily due to the following factors: The schedule SRO assessment has upgraded to Amber/Red because on 26 March, Crossrail (CRL) achieved a key milestone as it transitioned into the Railways and Other Guided Transport Systems (Safety) Regulations 2006 (ROGS). It marked the point CRL achieved the regulatory safety requirements to operate as a railway as accepted by the Office of Rail and Road. CRL have begun the six-month Trial Running period of intensive operational testing, which involves integrated trials of the railway to prove that it is safe and reliable, and it meets the capacity and performance requirements. CRL will steadily ramp up the numbers of trains running in the tunnels to allow the railway to be operated as close as possible to an operational timetable. 2008-07-22 2023-05-14 Compared to 1920-Q2, the project's end-date increased from 31 December 2020 to 14 May 2023 . This is primarily due to the following factors: The next major milestone is Stage 3 Opening which will see the the beginning of passenger operations between Paddington and Abbey Wood. This milestone is forecasted to be delivered in the first half of 2022. £873.40 £957.40 10% The budget variance exceeds 5%. Gov forecast is greater than the baseline as it includes £96m of further funding shortfalls, not covered by the £825m additional funding package to the Greater London Authority agreed in December 2020. £18,812.10 Compared to 1920-Q2, the projects Baseline Whole Life Cost increased from £17630.90m to £18812.10m. This is primarily due to the following factors: In August 2020, Crossrail (CRL) latest estimates showed that the cost to complete the project could be up to £1.1bn more than the funding committed under the Financing Package agreed in December 2018 . On December 1, the Secretary of State announced that additional £825m in borrowing had been made available to the Greater London Authority (GLA). Funding sources were assessed this quarter, resulting in a variance between this year and last year. Main variances are: - £71.9m interest on the Sponsor Funding Account has been included for the first time as this was spent on the project prior to 2020-2021, part of total Sponsor Funding towards Crossrail. - One off new costs baseline and forecast have been amended to reflect the latest Cost of Work Done on the On Network Works (ONW) Programme being delivered by Network Rail (NR) for completeness. This also includes c.£30m in Control Period 6 savings and efficiencies that NR identified going towards ONW.
DFT_0016_1112-Q1 Thameslink Programme DFT Infrastructure and Construction 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. Amber Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber. This is primarily due to the following factors: Delivery of the Thameslink Programme is in a mature state. The re-built London Bridge station is fully operational and the entry into service of the new Class 700 fleet is complete. 115 trains are available for service on Thameslink routes. The new Thameslink timetable has been increased in incremental steps. In May 2019, the number of services across central London increased to 20 Thameslink trains per hour. The Department is currently focussed on the introduction of a Welwyn to Sevenoaks service, scheduled for May 2022, which will take the level of Thameslink trains per hour to 22. The Department remains committed to the introduction of the final 24 trains per hour Thameslink service and is currently assessing the best way to introduce these services in light of the reduced demand on the network caused by COVID-19 and other changes. 2005-07-01 2026-12-31 Compared to 1920-Q2, the project's end-date remained scheduled to finish on 31 December 2026 . This is primarily due to the following factors: Delivery of the Thameslink Programme is in a mature state. The re-built London Bridge station is fully operational and the entry into service of the new Class 700 fleet is complete. The Department is currently focussed on the introduction of a Welwyn to Sevenoaks service, scheduled for May 2022, which will take the level of Thameslink trains per hour to 22. This service introduction has been subject to delay because of restrictions on driver route training due to COVID-19. The Department remains committed to the introduction of the final 24 trains per hour Thameslink service and is currently assessing the best way to introduce these services in light of the reduced demand on the network caused by COVID-19 and other changes. £6.30 £83.80 1,230% The budget variance exceeds 5%. Infrastructure works to deliver the Thameslink end state timetable have continued into Control Period 6. In September 2020 the Network Rail Control Period 6 allocation was revised to reflect this. The original baseline did not have infrastructure works taking place in Control Period 6, hence the budget variance. £7,166.70 Compared to 1920-Q2, the projects Baseline Whole Life Cost decreased from 7269.40m to £7166.70m. This is primarily due to the following factors: Infrastructure works to deliver the Thameslink end state timetable have continued into Control Period 6. In September 2020 the Network Rail Control Period 6 allocation was revised to reflect this.
DFT_0024_1516-Q4 A303 Amesbury to Berwick Down DFT Infrastructure and Construction Free-flowing dual carriageway replacing the current single lane on the A303 between Amesbury and Berwick Down including a twin bore tunnel under the majority of the World Heritage Site and a by-pass and viaduct to the north of Winterbourne Stoke. Amber Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber. This is primarily due to the following factors: The project has been reprofiled to manage impact to schedule and cost estimate arising from delay of DCO Decision from 2 April 2020 to 12 November 2020. This revised baseline was approved by DfT's Investment, Portfolio and Delivery Committee on 22 March 2021. A legal challenge to the Secretary of State Development Consent Order (DCO) decision has been mounted by the 'Save Stonehenge WHS' group. Should this be successful or result in an appeal or injunction, this could have a significant (> 6 months) impact on key project milestones. Coronavirus is having a minimal impact on the project as suitable IT measures are in place and work progresses. Invitation to Participate in Dialogue was issued to three European consortia on 1 May 2020. The competitive dialogue is now well underway and we are working towards contract award in early 2022. 2014-12-01 2033-12-31 Compared to 1920-Q2, the project's end-date increased from 01 June 2028 to 31 December 2033 . This is primarily due to the following factors: The 1920-Q2 project end date was a legacy approved date, estimated at Strategic Outline Business Case and updated during submission of the Outline Business Case. This has since been revised further to manage schedule and cost impact of the slippage to Development Consent Order decision. The current Open For Traffic date as approved by DfT's Investment, Portfolio and Delivery Committee (IPDC) 22 March 2021 is 31 December 2028. In addition, the change to public finance in March-20, requires a five-year operating window following 'open for traffic' before formally handing the route over to Operations Directorate making the project end date Dec-33. £30.00 £30.00 0% The budget variance is less than or equal to 5%. The delay of Development Consent Order (DCO) decision from April 2020 to 12 November 2020 added a six month delay to start of Preliminary Works as work could not be started until a DCO Decision was received. This start of works has been delayed further due to an ongoing Judicial Review into the Secretary of State's DCO decision. Consequently, the majority of the accrued cost will now present in FY21/22 rather than FY20/21. This change is recorded and approved by DfT's Investment, Portfolio and Delivery Committee 22 March 2021. £1,977.00 Compared to 1920-Q2, the projects Baseline Whole Life Cost increased from £1919.90m to £1977.00m. This is primarily due to the following factors: Funding Assurance for the project was delayed from October 2019 to March 2020 to coincide with the Chancellor's Budget Announcement regarding Strategic Transport Infrastructure in general, and the A303 Stonehenge Project in particular. This delay, coupled with an initial delay to Development Consent Order (DCO) decision from 2 April 2020 to 17 July 2020, resulted in significant rework to activity already completed, delay to planned activity and commensurate increase of cost as stated above - this was acknowledged by HMT in October 2020. The impact of further delay of the DCO Decision to 12 November 2020 has resulted in a reprofiling of cost due to inflation, which was approved at DfT's Investment, Portfolio and Delivery Committee 22 March 2021.
DFT_0022_1415-Q4 Lower Thames Crossing DFT Infrastructure and Construction The Lower Thames Crossing (LTC) is a proposed new expressway connecting Kent, Thurrock and Essex through twin bored tunnels under the Thames. It will almost double the road capacity across the River Thames east of London and is the largest single road investment project in the UK since the M25 was completed more than 30 years ago. As a vital part of the UK's transport infrastructure, it will act as a catalyst for national and local economic growth. Building a reliable, modern new road that is fit for the future will help connect the nation's busiest ports to the distribution hubs in the North, Midlands and beyond. It will improve network resilience and the performance of the existing crossings at Dartford, transforming the regional and national road network. LTC will open up new markets for businesses and create tens of thousands of new jobs and hundreds of apprenticeships during its construction. Amber Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber. This is primarily due to the following factors: Lower Thames Crossing (LTC) continues to progress well on several fronts. The three tenderers for the Tunnels contract have been announced and contract notices issued for the two Roads contracts. The programme has successfully transitioned to a separate Highways England Directorate, with its Executive Director reporting directly to the Chief Executive. A strengthened Client Team has been established with all senior roles in place. An Integration Partner to support the Programme has been appointed and is currently mobilising. Following advice from the Planning Inspectorate (PINS), the Development Consent Order (DCO) application was withdrawn. There has been significant engagement with key stakeholders including affected local authorities. A further Public Consultation will commence in Summer with DCO resubmission in late 2021. The cost and schedule impact of the withdrawal will be finalised during the summer. Following an Assurance Action Plan Review the IPA improved its DCA to Amber, which, while reflecting the programme's progress, notes the current DCO position. 2014-05-30 2029-05-31 Compared to 1920-Q2, the project's end-date increased from 31 July 2028 to 31 May 2029 . This is primarily due to the following factors: A rebaseline exercise was undertaken which was fully externally assured. The project was requested by the Major Projects Review Group (MPRG) and DfT to rebaseline without the constraint of a defined completion date. This aligns with the 'Lessons from transport for the sponsorship of major projects' (2019) which recommends that an evidenced range should be used rather than a single target date. The cost and schedule impact of the withdrawal will be finalised during the summer. £245.00 £246.30 1% The budget variance is less than or equal to 5%. £6,391.04 Compared to 1920-Q2, the projects Baseline Whole Life Cost increased from £5692.07m to £6391.04m. This is primarily due to the following factors: The baseline cost increase reflects the maturing and further development of both the design and the associated costs partly driven by the results of ground investigation. These changes include the need to further mitigate the adverse environmental impacts, most noticeably moving the southern portal to negate risk to the internationally protected wetland south of the River Thames and an increased land requirement. There was also a re-evaluation of the costs of moving nationally significant infrastructure including high pressure gas mains, high voltage power lines and global banking data lines. A number of independent reviews were undertaken to assure the updated baseline cost.
DFT_0029_1617-Q1 South West Route Capacity DFT Infrastructure and Construction The aim of the South West Route Capacity Programme was to deliver increased capacity into and from London Waterloo during the busiest times of the day through: . Improvements to London Waterloo platforms 1-4 . The reopening of the Waterloo International Terminal . The lengthening of platforms to accommodate 10 carriage trains between Reading, Ascot to London Waterloo station. Green Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating decreased from Amber/Green to Green. This is primarily due to the following factors: The SWRC Programme has successfully delivered all of its milestones enabling the introduction of 10-carriage trains from Reading, Ascot into London Waterloo. This was completed on time, to schedule within agreed budget parameters. The Programme has been given a 'green' assessment and is progressing towards formal closedown in August 2021. 2012-07-16 2021-08-31 Compared to 1920-Q2, the project's end-date increased from 31 December 2019 to 31 August 2021 . This is primarily due to the following factors: The SWRC Programme has successfully completed all of its delivery milestones on schedule. The end-date was extended to August 2021 to account for internal governance and assurance activities. £19.20 £19.20 0% The budget variance is less than or equal to 5%. £694.90 Compared to 1920-Q2, the projects Baseline Whole Life Cost decreased from 817.70m to £694.90m. This is primarily due to the following factors: The SWRC Programme was delivered within the agreed budget. The Baseline Whole Life Cost was reduced as de-scoped items were removed from financial reporting requirements.
DFT_0027_1617-Q1 Midland Main Line Programme DFT Infrastructure and Construction Key Output 1 (KO1): sixth path into London and electrification from Bedford to Kettering and Corby, enabling environmental benefits, increase in capacity and improved peak long distance journey times. Key Output 1a (KO1a): infrastructure required to allow new bi-modes (to be introduced on the route) to operate in electric mode with no negative timetable impact. Amber Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber. This is primarily due to the following factors: KO1: requisite authorisations received and project expected to deliver benefits to revised schedule of May 2021 (delayed from December 2020 due to Covid-19 impact). KO1a: forecast for full scope currently outside budget. Network Rail pursuing strategic re-evaluation to seek to bring full scope within budget. 2011-01-01 2024-12-31 Compared to 1920-Q2, the project's end-date remained scheduled to finish on 31 December 2024 . This is primarily due to the following factors: Final project end dates remain end 2023, with allowance for project completion activities end 2024 remains date. KO1: requisite authorisations received and project expected to deliver benefits to revised schedule of May 2021 (delayed from December 2020 due to Covid-19 impact). KO1a: scope currently projected as deliverable for target end 2023. £152.70 £171.83 13% The budget variance exceeds 5%. Spend increased in the year due to prolongation costs relating to the impact of Covid-19. Overall risk cost projection has decreased so the total cost of the project is unchanged. £1,671.20 Compared to 1920-Q2, the projects Baseline Whole Life Cost remained at £1671.20m. This is primarily due to the following factors: Whole life costs maintained as Key Output 1 projected to complete within budget, work continuing to bring Key Output 1a within budgets allocated.
DFT_0026_1617-Q1 Great Western Route Modernisation (GWRM) including electrification DFT Infrastructure and Construction An extensive programme to modernise existing infrastructure on the Great Western mainline. It has created faster and more reliable services, better stations and increased freight capacity. Green Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating decreased from Amber to Green. This is primarily due to the following factors: GWRM was the subject of an IPA Gateway 5 review in late 2020, which provided a Delivery Confidence Assessment of Green. The review team stated that they believe the programme should close, which is planned for Summer 2021. 2011-12-01 2024-12-31 Compared to 1920-Q2, the project's end-date remained scheduled to finish on 31 December 2024 . This is primarily due to the following factors: There has been no change to the schedule since the 2020 IPA Annual Report. GWRM is a programme of works, including projects that will continue beyond the end of the programme. £176.40 £93.59 -47% The budget variance exceeds 5%. The primary cause of the variance is an in-year underspend on Great Western electrification. This includes movement of contingency into later years, and slippage of work into 21/22 caused by delays to completing inspections of sites, including due to COVID requirements. Additionally, the Reading Independent Feeder and Bristol East Junction projects are delivering later in Control Period 6 (2019 to 2024) than at the point the baseline was set. £5,153.00 Compared to 1920-Q2, the projects Baseline Whole Life Cost increased from £5007.00m to £5153.00m. This is primarily due to the following factors: Great Western electrification secured additional funding in early 2020 for the purpose of closing out the programme. The baseline is expected to reduce over the coming months, where electrification risks have not materialised and therefore do not require the allocated funding, As the programme closes, the baseline will reduce further as projects complete, or continue as individual projects, and any associated project risks do not materialise in the GWRM baseline.
DFT_0031_1819-Q1 A428 Black Cat to Caxton Gibbet DFT Infrastructure and Construction 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. Amber/Green Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber/Green. This is primarily due to the following factors: With the projects submission and acceptance of the Development Consent Order (DCO), and now working with the Delivery Integration Partners under the Regional Delivery Partnership Framework (RDP) contract, the project can further develop it's delivery schedule. This will in turn inform the development of the Full Business Case. 2015-04-01 2025-04-01 Compared to 1920-Q2, the project's end-date remained scheduled to finish on 01 April 2025 . This is primarily due to the following factors: The A428 Black Cat to Caxton Gibbet Improvement project is currently in the development phase. Statutory Consultation (Jun-Jul 2019) and a supplementary non-statutory consultation (Jun-Jul 2020) have been completed, and the Development Consent Order (DCO) submission was made at the end of February 2021. The DCO Acceptance was received on 24 March 2021. A detailed DCO examination timetable will be issued by the Planning Inspectorate (PINS) in Q1 2021/22. The examination timetable will be incorporated into a formal re-baselining later in the summer (Q2 2021/22). The formal re-baselining will provide an update to both the Open for Traffic date and the project end date. There continues to be strong stakeholder support and interest for this project demonstrated by the results from Statutory Consultation and from feedback received at the events themselves. Subsequent engagements via community forums and technical working groups continues to demonstrate support for the project. £25.00 £25.00 0% The budget variance is less than or equal to 5%. The project was required to carry out additional consultation ahead of progressing to the Development Consent Order process. The budget variance was due to a delay in completion of the preliminary design stage required to accommodate the results of the additional consultation. £812.50 Compared to 1920-Q2, the projects Baseline Whole Life Cost increased from £809.98m to £812.50m. This is primarily due to the following factors: The Budget Whole Life Cost has followed a central estimate which matures throughout the scheme budget setting process and continues to mature whilst we execute contracts with our delivery partners. Throughout the Development Consent Order process and Detailed Design stage the central estimate will continue to be developed and the forecast costs for construction will be assured further. These changes include changes in non recoverable VAT assessment. A revised Central Estimate will feed into the Full Business Case and account for all project costs and risks.
DFT_0033_1819-Q1 East Coast Mainline Programme DFT Infrastructure and Construction The East Coast Main Line Enhancement Programme is a collection of track and power upgrade schemes between London King's Cross and Edinburgh to increase capacity and to enable the introduction of the Intercity Express trains through the East Coast franchise. Amber Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating remained at Amber. This is primarily due to the following factors: Although good progress has been made with the delivery of the infrastructure upgrades, the project's Amber rating reflects the challenging schedule for developing the new East Coast Main Line timetable for introduction in May 2022. The Department is working with Network Rail and operating companies to agree pragmatic solutions and trade-offs to deliver the best outcomes for passengers and freight customers. 2014-04-01 2024-12-01 Compared to 1920-Q2, the project's end-date increased from 01 December 2023 to 01 December 2024 . This is primarily due to the following factors: The major milestone of timetable upgrade to reflect new paths/capacity was delayed from December 2021 due to the COVID lockdown leading to delays in infrastructure work. In addition, power supply upgrades north of Newcastle are not forecast to be completed until 2024 because the tender prices received for the works were higher than expected and further negotiations were needed, delaying the award of the contract. Operational mitigations will enable the new timetable to be introduced, improving passenger services, before the power upgrades are completed. £224.90 £197.70 -12% The budget variance exceeds 5%. The delay in awarding the contract for power supply upgrades resulted in costs moving out of 2020/21 into subsequent years. £1,040.40 Compared to 1920-Q2, the projects Baseline Whole Life Cost remained at £1040.40m. This is primarily due to the following factors: The baseline whole life cost for the project has not changed.
DFT_0034_1920-Q2 A12 Chelmsford to A120 widening DFT Infrastructure and Construction Widening the A12 to three lanes between junction 19 (north of Chelmsford) and junction 25 (A120 interchange). Amber/Green Compared to 1920-Q2, the project's Infrastructure Project Authority's Delivery Confidence Assessment rating decreased from Amber to Amber/Green. This is primarily due to the following factors: Since 2019/20-Q2 there has been a reduction in the uncertainty which had previously slowed the project's progression. The Local Authorities decision to withdraw the Colchester Braintree Borders Garden Community proposals following the Planning inspectors recommendation in May 2020 allowed the project to proceed with a clear preferred route between Junction 23 and 25, which was announced in August 2020. There has also been development in the technical design aspects of the project, detailed engagement with key stakeholders and improved commercial alignment which has enabled the project to reduce or mitigate some significant risks on the project. Since 2019/20-Q2, costs and benefits have remained stable, however there continues to be pressure on the schedule which needs to be monitored. 2015-04-01 2028-08-31 Compared to 1920-Q2, the project's end-date increased from 01 May 2028 to 31 August 2028 . This is primarily due to the following factors: Since 2019/20-Q2, the project schedule has been adjusted, to reflect an approved baseline position of August 2028 for the project end date, and a current forecasted project end date of October 2028. This schedule change has been caused by a delay in a decision being reached regarding the proposed Colchester Braintree Borders Garden Community which introduced uncertainty into the schedule, and investment of time in achieving commercial alignment with significant progress in the period. While the forecasted project end date is October 2028, the current forecast date for the road to be opened to traffic following improvements is Autumn 2027, and this is when benefits will be realised. £26.81 £32.19 20% The budget variance exceeds 5%. Controlled acceleration was agreed in August 2020 to bring survey activity forward and progress with preliminary design work. This will better inform the Development Consent Order and assist in the management of risk. £1,044.76 Compared to 1920-Q2, the projects Baseline Whole Life Cost decreased from 1145.37m to £1044.76m. This is primarily due to the following factors: The Whole Life Cost of the project has reduced by £101m. - Value engineering work has been undertaken, reducing the whole life costs. Value engineering outputs included a reduction in the volume of earthworks required, rationalisation of environmental mitigation measures and a shorter construction duration. - A revised inflation profile has been implemented, reducing the whole life cost - The project has also assessed the proposed procurement route - Regional Delivery Partnerships - which is expected to maximise delivery efficiencies and maximise benefits opportunities.
DFT_0035_1920-Q3 Western Rail Link to Heathrow DFT Infrastructure and Construction The Western Rail Link to Heathrow (WRLtH) is a proposed new rail link between Langley Station on the GWML and Heathrow Airport Terminal 5. It would speed up journeys to Britain's busiest airport by allowing passengers from the west of England and Wales to travel to the airport without going into London Paddington. Government support for the scheme is subject to the agreement of a satisfactory business case and an acceptable financial contribution from Heathrow Airport Limited. The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information The project is not in a position to provide this information
DFT_0037_1920-Q3 Transpennine Route Upgrade DFT Infrastructure and Construction The TRU programme will deliver journey time improvements, additional services, increased passenger capacity, enhanced performance and reliability and improved environmental performance to the main rail link across the Pennines between Manchester and York via Huddersfield and Leeds. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: The IPA Gateway 2 review was held in January 2021 and concluded an Amber rating, this indicates the programme is in a good place with no major obstacles to progress. Recommendations from the Gateway 2 review have been accepted and responses are being developed and implemented, alongside those received from other external assurance activities. The single biggest issue on the programme is the lack of an agreed end-state and evolving priorities and requirements. This needs to be resolved through a Programme Business Case alongside the Integrated Rail Plan for the North, which will enable leadership to stabilise the programme, and focus management attention onto efficient and effective delivery. 2017-07-01 2028-07-31 The project end-date is 31 July 2028. This is primarily due to the following factors: The Transpennine Route Upgrade is currently on track to deliver against its baseline schedule. At the next investment decision the project scope will be confirmed. If options for increased scope, enabling greater benefits, are selected the programme end date will extend to accommodate this. £253.00 £239.00 -6% The budget variance exceeds 5%. In-year spend forecast total is £14m less than baseline total (-6% variance) due to achieved efficiencies and delay in delivery of some scope. £3,506.00 The projects Baseline Whole Life Cost is £3506.00m. This is primarily due to the following factors: TRU has secured design funding through Outline Business Case (April 2020) for a scheme known as Option C (costs reported above). Additional funding was secured for development of two further options with increased scope. The choice between these, and the associated whole life project cost, will be informed by the outcome of the Integrated Rail Plan for the North and confirmed through a Programme Business Case this summer. NB: Programme GMPP baseline is £3.5-3.9bn for Option C in line with April 2020 Outline Business Case.
DFT_0038_1920-Q4 East Coast Digital Programme DFT Infrastructure and Construction The programme is seeking to bring about transformation through the introduction of digital technologies such as the European Train Control System; replacing conventional signalling with digital signalling on the East Coast Mainline South. This is the first mainline deployment of digital signalling and a critical pathfinder in the strategy to roll-out this technology across the whole rail network to provide a range of benefits such as increasing performance and lowering whole life costs. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: The Department has a plan in place to address the resourcing issue and increase overall resourcing as the programme moves towards Full Business Case (FBC) submission and delivery. As the FBC is finalised, this will provide greater clarity about the migration strategy and costs and risks associated with the programme which will provide assurance on the programme schedule. Additionally, early works on the Northern City Line will test the programme partnership approach. The Department is working closely with Network Rail to ensure that the national enabler projects meet the requirements of the programme critical path. These will give us greater confidence in the deliverability of this programme. 2017-05-01 2029-12-31 The project end-date is 31 December 2029. This is primarily due to the following factors: This is a challenging project to retrofit digital signalling control systems to a highspeed mixed use line with a number of complex interfaces. Network Rail are taking forward this programme in a new way including through its approach to procurement and the establishment of a cross-industry board. Train fitment was deliberately started early to expose risks and challenges so that they can be tackled in time. Significant risks and challenges do remain, such as the national enabler projects. The Department, Network Rail and suppliers are working to resolve these so that they do not impact on the delivery of the programme. The planned schedule has been confirmed and is undergoing the proper assurance process as we finalise FBC. At this stage, we are confident that the programme partnership model and early industry engagement has delivered tangible results and, with the programme float reinstated, the programme can deliver to time and budget. £120.52 £61.91 -49% The budget variance exceeds 5%. At Outline Business Case (OBC), the First in Class Freight Fitment programme and the Rail Innovation & Development Centre project, which are enabler projects, were included in programme life costs. They have since been reprofiled and are now reported through Network Rail's Digital Railway programme, meaning they are not included in the forecast estimate. The variance also reflects some movement in infrastructure costs between years and increasing certainty in cost category expenditure amounts. Costs will become even more certain as the programme progresses to FBC and will be adjusted to reflect external funding pressures eg. Spending Review. £2,403.29 The projects Baseline Whole Life Cost is £2403.29m. This is primarily due to the following factors: The overall total Whole Life Cost (including inflation) between Control Period 6 (CP6) and Control Period 12 (CP12) for the East Coast Digital Programme is estimated to be between £2.98bn and £3.45bn in nominal figure including optimism bias. CP6/7 costs are estimated to be in the range of £1.2 - 1.9bn. These figures have been taken from the OBC Business Case. The forecast will be confirmed and refreshed at FBC.
DFT_0039_2021-Q1 Brighton Mainline Upgrade Programme DFT Infrastructure and Construction The BMU Programme comprises a series of infrastructure enhancements, the most significant of which is the Croydon Area Remodelling Scheme (CARS), which aims to resolve one of the most restrictive bottlenecks on the UK rail network. Currently, all trains travelling up the Brighton Main Line to either London Victoria or London Bridge and the Thameslink route through the city must pass through East Croydon station and the flat, partially grade separated junction at the Selhurst triangle north of East Croydon. This constraint imposes inefficient train pathing and operations. Trains waiting in stations are held at red signals across the area, waiting to pass through the junction, leading to high levels of delays and impacting services. CARS is the largest element of the programme and delivers the bulk of overall benefits. However, other schemes including Horsham crossover, Reigate 12-car and Gatwick area track layout also provide benefits within the wider Programme. Amber/red The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber/red.This is primarily due to the following factors: The Brighton Mainline Upgrade Programme is at early stages of development. The Outline Business Case (OBC) is yet to be finalised and progressed. Further timetable development and performance analysis is required before the scheme can make further significant progress, and a plan to deliver this has been jointly developed between Network Rail (NR), the Department and Govia Thameslink Railway. Future demand due to Covid-19 is uncertain at this stage and the scheme requires time to understand this further before finalising and submitting an OBC. On this basis the project DCA assessment is currently evaluated at amber/red. The Department and NR have developed a revised approach for the scheme in light of recent work and the emerging demand picture. This revised approach is making progress in moving the Programme forward. 2015-06-01 2040-05-01 The project end-date is 01 May 2040. This is primarily due to the following factors: As set out above, a range of factors are creating uncertainty and we are also investigating more efficient and accelerated opportunities for delivery. In addition, confirmed funding for railway enhancements is only available until March 2024 and is subject to investment decisions and Ministerial prioritisation. Therefore, the above programme end date is highly indicative. £32.00 £24.50 -23% The budget variance exceeds 5%. Programme spend was reduced following the 2020 Spending Review and ongoing passenger demand uncertainty. In addition, an IPA Review identified various opportunities to improve the efficiency, value for money and passenger benefits of the scheme. In response a revised programme of works was developed that responded to the IPA's recommendations and sought to provide us with a better understanding of passenger demand uncertainty. Significant technical engineering development that was planned for 2020/21 was therefore deferred. £3,995.34 The projects Baseline Whole Life Cost is £3995.34m. This is primarily due to the following factors: The anticipated final cost is indicative and based on an Interim Technical Report. We are pursuing opportunities to reduce the schedule via Project SPEED (led by Network Rail), which identifies a variety of programme/cost savings which can be delivered via greater use of extended possessions and blockades. Options are still being explored and there is still substantial work to complete before any solutions are considered for implementation.
DFT_0040_2021-Q1 HS2 Phase1 DFT Infrastructure and Construction HS2 will form the backbone of the UK's transport network, connecting eight out of ten of Britain's largest cities. By making it easier to move between the North, Midlands and South, cutting many journeys by half, HS2 will make it easier for people to live and work where they want. Amber/red The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber/red.This is primarily due to the following factors: Activity since the last IPA RAG rating includes: - In April 2020, the Government approved the Full Business Case for Phase One and agreed a revised funding regime and governance arrangements to take the programme forward. This permitted Main Works Civils Contractors to begin construction of Phase One. This year's key achievements include: . progressing the remaining enabling works and mobilising main civil construction for Phase One while employing COVID-safe working practices . achieving consolidation point for Old Oak Common station allowing construction to commence . evolving our approach to community engagement, including an enhanced complaints procedure to address concerns about how HS2's impact on communities along the line of route are managed . implementation of over a quarter of the proposed reforms recommended by the Land and Property Review of November 2020 . establishing HS2 Ltd's Environmental Sustainability Committee to limit and mitigate the environmental impacts from the construction of the railway 2009-01-14 2029-11-30 The project end-date is 30 November 2029. This is primarily due to the following factors: The target for delivery-into-service of Birmingham Curzon Street to London Old Oak Common remains 2029 to 2033, as set out last year in the Full Business Case. However, as the most recent Parliamentary update on progress stated, some schedule pressures on Phase One have emerged from delays in the period of handover of enabling to main works, including: .issues with completing utilities diversions .postponed land acquisition and access during the first COVID-19 lockdown .slower than planned development of detailed designs by the main works contractors Further cost pressures could emerge if mitigation activity is required to remain on schedule. HS2 Ltd is currently undertaking a schedule mitigation exercise on Phase One, this is due to conclude by Q2 21/22. Work to identify affordable design and delivery arrangements for Euston station is underway. £3,498.00 £3,498.00 0% The budget variance is less than or equal to 5%. £40,295.00 The projects Baseline Whole Life Cost is £40295.00m. This is primarily due to the following factors: HS2 Ltd continues to report the anticipated final cost at £40.3bn. The total Funding Envelope for Phase 1, including contingency, stands at £44.6bn. As delivery progresses, cost pressures are emerging on the point estimate as risk materialises and these are expected to be managed from within existing contingency delegations. HS2 Ltd continues to assess the impact of COVID on the programme and validated costs incurred will require a draw on Government-held contingency. DfT does not report on the Whole Life Costs of the project as they do not reflect the true up-front capital costs of building the railway.
DFT_0041_2021-Q1 HS2 Phase2a DFT Infrastructure and Construction HS2 will form the backbone of the UK's transport network, connecting eight out of ten of Britain's largest cities. By making it easier to move between the North, Midlands and South, cutting many journeys by half, HS2 will make it easier for people to live and work where they want. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: There has been substantial progress on the HS2 Phase 2a programme since a Red Team Review, facilitated by the Infrastructure and Projects Authority (IPA), was held in August 2020 and HS2 Ltd were asked to do more substantial work on refining the proposal for a different delivery model than that of Phase One, centred on a Design and Delivery Partner (DDP) and smaller Main Civils Works packages. Following the last IPA Review held on the 11-14 January 2021, Phase 2a was rated as Amber. Additional engagement with IPA, Treasury and Cabinet Office led to an endorsement of the principles of the delivery model; further scrutiny is planned ahead of the release of the Invitation To Tender (ITT) for the DDP in the summer to ensure the model is as robust as possible. Phase 2a will return to MPRG in 2023 to set both the Target Cost and Target Delivery into Service in parallel to Full Business Case approval. 2014-03-17 2027-12-31 The project end-date is 31 December 2027. This is primarily due to the following factors: The Phase 2a cost and schedule range reset have been agreed by both the DfT's Investment Portfolio and Delivery Committee (IPDC) and the Major Projects Review Group (MPRG). The revised schedule range is now 2030-2034. [subject to Treasury approval - expected by end of May] The schedule ranges have now been set with the same level of schedule contingency as the ranges on Phase One, and aligns to the cost contingency. £0.00 £159.00 Cannot calculate variance percentage as baseline is zero The GMPP project did not provide data £0.00 The current WLC cost status for Phase 2a is displayed as 'zero'. Assurances on Baseline 2 have now been completed and the cost range stands at £5.2bn - £7.2bn (2019 values), as agreed by MPRG and subject to Treasury approval, and is broadly consistent to those published in early 2020. The Target Cost for HS2 Ltd for Phase 2a is expected to be set in 2023. As reported in Q4 2020-21, the forecast for Phase 2a has been placed at £6bn (rounded to the nearest billion) in 2019 prices. This reported figure reported is the mid-point of a range (Point: £5bn incl. a mid-point of a range of contingencies at of £1bn). It should be noted that DfT reports in such a way in order to meet the IPA requirement of reporting a single figure for each Phase.
DFT_0042_2021-Q1 HS2 Phase 2b DFT Infrastructure and Construction HS2 will form the backbone of the UK's transport network, connecting eight out of ten of Britain's largest cities. By making it easier to move between the North, Midlands and South, cutting many journeys by half, HS2 will make it easier for people to live and work where they want. Red The Infrastructure Project Authority's Delivery Confidence Assessment rating is Red.This is primarily due to the following factors: The DfT support the DCA rating of Red. Subject to the Integrated Rail Plan (IRP) the Western Leg bill is being prepared for deposit for early 2022 or earlier if possible. Alongside the Bill the Outline Business Case will also be published. This will set out an update on the schedule and cost of the programme. Decisions on the design and schedule of the Eastern Leg (West Midlands to Leeds) will also be made as part of the Integrated Rail Plan, though any delay to publication could affect the restart of work on the Eastern Leg. 2016-11-27 2040-12-31 The project end-date is 31 December 2040. This is primarily due to the following factors: Subject to the outcome of the Integrated Rail Plan (IRP), preparations are underway for a hybrid Bill for the Western Leg (Crewe to Manchester) and supporting Outline Business Case (OBC) to be deposited in Parliament in early 2022, or sooner if possible. Owing to the close interface with IRP, any delay to the publication could affect the timings of works required for the Bill deposit. Further updates on schedule will be provided at the time the Outline Business Case is published. £0.00 £204.00 Cannot calculate variance percentage as baseline is zero The GMPP project did not provide data £0.00 The current Whole Life Costs (WLC) cost status for Phase 2b is displayed as 'zero'. Validation of the Phase 2b cost range and baseline is ongoing and will be updated to support the bringing forward of separate legislation for the HS2 route into Manchester. The emerging cost range for Phase 2b, however, (including contingency) continues to be reported as £32bn - £46bn in 2019 prices. In Q4 2020-21, the estimate for Phase 2b was placed at £39bn (rounded to the nearest billion) in 2019 prices. It should be recognised that this figure is the mid-point of a range between point estimate and upper range of contingency. DfT reports in such a way in order to meet the Infrastructure Projects Authority (IPA) requirement of reporting a single figure for each Phase. DfT does not report on the Whole Life Costs of the project as they do not reflect the true up-front capital costs of building the railway.
DFT_0044_2021-Q2 A417 Air Balloon DFT Infrastructure and Construction As announced in the Road Investment Strategy 2 the scope includes: A417 Air Balloon - connecting the two dual carriageway sections of the A417 near Birdlip in Gloucestershire, taking account of both the environmental sensitivity of the site and the importance of the route to the local economy. Amber/Green The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber/Green.This is primarily due to the following factors: An IPA Gateway 2 review took place during Q3 FY2020/21, and the delivery confidence rating given was an Amber/Green. The project has implemented all of the recommendations from the review to set the project up for success in order to support the amber/green rating. The project has increased stakeholder engagement and communications in the build up to submission of the Development Consent Order (DCO); has included additional environmental mitigation and enhancements (stepping stones and widening the ecological crossing); has reviewed resourcing and skills requirements and is currently recruiting additional project, commercial and sponsorship resources. 2015-04-01 2025-06-30 The project end-date is 30 June 2025. This is primarily due to the following factors: The Highways England Delivery Plan forecasted a project open for traffic date of FY2024/25. The decision was taken to extend the development phase so that a supplementary public consultation could be held to seek views on design changes and refinements to the proposed scheme and to undertake further survey work. The survey's supporting buildability advice highlighted that a more cautious approach for the rest of the schedule and open for traffic date forecast should be adopted. The project is on track to submit DCO in May 2021 and is appointing a Delivery Integrated Partner in mid-2021, to help develop the detailed design and maximise both benefits opportunities and delivery efficiencies during the construction of the scheme. This will bring greater cost and schedule certainty to the project. During this design period the project will be looking for additional opportunities to reduce the construction schedule and to improve the latest open for traffic date forecast of Q2 FY2026/27. The change to the forecast schedule dates has been noted by DfT and HM Treasury. £17.41 £17.82 2% The budget variance is less than or equal to 5%. Exempt under Section 43 of the Freedom of Information Act 2000 (Commercial Interests) - Commercial interests. Exempt under Section 43 of the Freedom of Information Act 2000 (Commercial Interests) - Commercial interests.
DFT_0043_2021-Q2 Midlands Rail Hub DFT Infrastructure and Construction Midlands Rail Hub has three strategic aims: to support the growth of the Midlands economy through better connections between the economic centres of Birmingham, Leicester and Nottingham. To make the most of the opportunities of the Integrated Rail Plan/HS2 and allow up to 10 additional trains (in each direction) to serve Central Birmingham. Up to 20 proposal are being examined across the region, but the centre piece of the scheme are two chords (connecting the Camp Hill Line to the Snow Hill Line) at Bordesley in Central Birmingham. This would allow trains that currently serve New Street to be diverted to Moor Street and Snow Hill stations, providing new journey opportunities and a convenient interchange with HS2's Curzon Street Station (via Moor Street). The scheme was a 2019 manifesto commitment and remains a key priority. Several elements of the Western Corridor (including Kings Norton - Barnt Green and Snow Hill Platform 4) are "Project Speed" candidates for acceleration and early delivery. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: The project team are currently considering the impact of the Integrated Rail Plan on the Eastern Corridor. This is likely to result in a changes to the scope to if there are changes to HS2 routing and station options in the East Midlands. Consequently, the Outline Business Case is being developed in two parts so as to not slow down development of the South Western Corridor. A land acquisition strategy is being formulated, and proposal for possible early acquisition of land and being drawn up. 2017-04-01 2033-06-30 The project end-date is 30 June 2033. This is primarily due to the following factors: We are seeking to better the delivery date of the Outline Business Case (OBC) from the current forecast. Because of uncertainty around the Eastern Corridor as a result of Integrated Rail Plan, development work has been prioritised on the South West Corridor and we are expecting delivery of the South West Corridor OBC in Q4 2022. The East Corridor OBC will follow in Q1 2023. We are seeking to improve even the revised delivery dates. Two elements of the scheme, platform 4 at Snow Hill Station and Kings Norton interventions, are being accelerated as part of Project Speed and we expect Network Rail to complete OBCs for these schemes before the end of 2022. Further acceleration from even these dates is being considered. £5.82 £1.39 -76% The budget variance exceeds 5%. Project spend is within 1% of the forecast in the revised budget that was change controlled following the delayed start to the project. This was due to an unexpected elongation of the governance process, and challenges regarding Network Rail's internal procurement processes, which has necessitated an external tender for third-party technical advisors to deliver the works. £1,562.54 The projects Baseline Whole Life Cost is £1562.54m. This is primarily due to the following factors: The whole life cost is based on the capital costs of delivery of up to 20 interventions across the Midlands, and includes two major infrastructure interventions in central Birmingham. They require land acquisition and pose considerable civil engineering and construction challenges. The Bordesley East and West Chords make up approximately 50% of the total Anticipated Final Cost (AFC) depending on whether Bordesley viaduct needs to be widened. As the scheme is in the initial stages of Outline Business Case development, there is still considerable uncertainty as to the AFC, which is why it is expressed as a range with a considerable risk allowance. Furthermore, it should be noted that it is likely to be delivered in phases over several control periods.
DFT_0046_2021-Q2 East West Rail Configuration State 1 DFT Infrastructure and Construction The East West Rail (EWR) programme will create a rail link from Oxford to Cambridge, and is a key part of the government's ambition for the Oxford to Cambridge Arc. EWR is being delivered as a single integrated programme, structured around the phased introduction of services (Connection Stages). East West Rail Connection Stage 1 (CS1) delivers services between Oxford and Bletchley/Milton Keynes. CS1 will re-construct and upgrade a partly disused railway between Bicester and Bletchley. This will allow for the introduction of new passenger services, improving connectivity and journey times along the corridor to support transport, housing and economic growth needs. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: Although challenges remain (such as delivery integration with High Speed 2), the project has improved its position over the past 12 months and made progress mitigating certain risks. Key milestones have been reached and, following the 2020 Spending Review, HMT released a further £760m of funding towards delivery of the scheme. 2011-11-30 2025-09-01 The project end-date is 01 September 2025. This is primarily due to the following factors: The schedule for East West Rail (EWR) Connection Stage 1 remains ambitious, but achievable. The release of funding following the 2020 Spending Review, enabled Network Rail to enter into a target price contract for the construction phase and keep the project on schedule. Good progress has been made against important infrastructure and strategy milestones, but there is still significant work required to ensure successful delivery, including developing a suitable operating model and timetable. £217.52 £209.94 -3% The budget variance is less than or equal to 5%. £1,359.50 The projects Baseline Whole Life Cost is £1359.50m. This is primarily due to the following factors: Financials represent scheme delivery costs, rather than whole life costs. Costs in the short term largely represent the capital expenditure to deliver infrastructure, through the East West Rail Alliance. This projection includes risk elements and known scope uncertainties.
DFT_0047_2021-Q3 A66 Northern Trans-Pennine DFT Infrastructure and Construction Dualling of the remaining single-carriageway sections on the A66 between M6 J40 Penrith and A1M Scotch Corner, creating a continuous dual carriageway across the Pennines. Green The Infrastructure Project Authority's Delivery Confidence Assessment rating is Green.This is primarily due to the following factors: The programme and costs have been re-baselined in line with the accelerated timetable approved by HM Treasury. Construction is now scheduled to start in 2024 and take 5 years, with the road therefore opening to traffic in 2029. In March 2021 HM Treasury approved the full accelerated Development Phase budget. The project is currently well within all the elements of the set baseline. Note: There are 10 requirements to achieve acceleration, including a progressive assurance approach which has been discussed and agreed with IPA for Outline Business Case (Project Assurance Review) and Full Business Case (Independent Assurance Review Gate 3) 2017-07-05 2030-03-31 The project end-date is 31 March 2030. This is primarily due to the following factors: The schedule was re-baselined to achieve the accelerated position to commence construction work in 2024 with a construction period of 5 years, as per agreement from HM Treasury. All milestones are currently forecast to be met £13.72 £13.72 0% The budget variance is less than or equal to 5%. £1,289.40 The projects Baseline Whole Life Cost is £1289.40m. This is primarily due to the following factors: The whole life cost is based on the latest funding position a for the 5 year construction length with a start of works in 2024. All figures are based on 2019 base prices undiscounted but including inflation, portfolio risk and non-recoverable VAT.
DFT_0048_2021-Q3 UK Second Generation Search & Rescue Aviation Programme DFT Government Transformation and Service Delivery The UK Search and Rescue 2nd Generation (UKSAR2G) programme is the UKs replacement aviation Search and Rescue (SAR) service that will continue to save lives, protect the UKs economic interests and maintains aeronautical compliance with International Conventions beyond 2024. Amber/Green The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber/Green.This is primarily due to the following factors: The Gateway Review found that the UKSAR2G Programme is a well-established and constructed programme which seeks to deliver a vital emergency service without a loss of continuity to the current Coastguard aviation services. It praised the clear objectives, strong leadership and sound Governance. The review stated that there is a strong evidence base supporting the programme with robust modelling against which the Programme team can assess future potential solutions. It remarked on the high degree of transparency there has been with the market. The review felt that the strategic and economic cases were particularly compelling with a clear delivery strategy and was complimentary of the amount of stakeholder engagement there has been so far. The review stated that the Programme is inclusive of smaller, agile suppliers who might drive innovation. The review team's assessment was influenced by the need to make greater use of project and programme tools, the impact of IFRS16 has on accounting for leases and affordability more generally, and the complexity of the stakeholder community. 2019-12-16 2026-12-31 The project end-date is 31 December 2026. This is primarily due to the following factors: Programme milestones and outputs have consistently been met through 2020/21. Following reassuring feedback from assurance reviews, scrutiny panels (internal and external), a successful IPA Gateway 2 Review and Cabinet and HM Treasury approval of the Outline Business Case. Procurement has been launched and the key milestone of contract award in Q3 2022 remains on target. £0.00 £0.00 Cannot calculate variance percentage as baseline is zero The GMPP project did not provide data £2,606.77 The projects Baseline Whole Life Cost is £2606.77m. This is primarily due to the following factors: Should Cost Modelling for the Outline Business Case (OBC) has presented a contract price of £2.607bn incl. irrecoverable VAT for a 10 year operational period. The OBC has cleared DfT's approval boards, the Cabinet Office and HM Treasury. It has been agreed with DfT and HM Treasury that pre-operational costs will be based on a milestone approach and these will be paid to suppliers as services commence at each base under UKSAR2G. This approach means that more costs will be brought forward into the early part of the contract, but the later years will reduce accordingly and the overall effect is a £115m budget saving. The Spending Review submission for 2021 will illustrate this clearly.
DFT_0049_2021-Q4 Ely Area Capacity Enhancements Programme DFT Infrastructure and Construction Ely is geographically located on the West Anglia Main Line and the Cross-Country Corridor at the centre of five converging rail lines. Current infrastructure restricts the ability to operate any additional passenger or freight services through the area. The Cross-Country Corridor runs east to west through Ely and alongside passenger services, supports a nationally important freight route between the Port of Felixstowe, Britain's busiest container port, and regions including the Midlands and North-West. The programme will consider operational and infrastructure interventions required across the region to enable additional freight and passenger services to operate, supporting long-term growth. This includes modifications at Ely North Junction, in the Ely Station Area and to level crossings on the lines of route. Amber The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber.This is primarily due to the following factors: Programme costs remain high and have increased since the last investment decision, owing to the inclusion of new scope between Ely and Ipswich, with delivery now later than previously anticipated. Work is ongoing with Network Rail to assess how the programme can be recovered, expected to complete in Summer 2021. COVID-19 has likely weakened the case for investment owing to reduced passenger forecasts, albeit this is likely to be a minor impact, given that the majority of benefits are expected to come from decarbonisation of freight transportation. This is in the process of being tested but any impact should be able to be offset by any expected cost reduction to the programme. 2015-01-01 2032-06-01 The project end-date is 01 June 2032. This is primarily due to the following factors: Programme is in early development phase targeting Entry into Service in 2031 with project close-out in 2032. Work is ongoing to identify how the overall programme can be accelerated. £7.78 £4.34 -44% The budget variance exceeds 5%. Programme forecasts an underspend in 2020/21 mainly owing to a delay in agreeing the Train Service Specification as the programme moved from local authority promoted to DfT. This had a knock-on impact on the procurement of a number of workstreams. The programme through close risk management was also able to reduce the contingency budget required as risks were mitigated and closed. £1,017.94 The projects Baseline Whole Life Cost is £1017.94m. This is primarily due to the following factors: Costs reflect the main Ely programme (at Feasbility Stage "GRIP 2") alongside the recently commissioned Ely to Ipswich Level Crossing project (at early development "pre-GRIP"). Committed funding only extends to 2022/23 with funding beyond subject to upcoming Investment Decisions. Costs remain high overall with work ongoing across the programme to identify how delivery could be accelerated and costs reduced.
DFT_0050_2021-Q4 Passenger Services response to COVID-19 DFT Government Transformation and Service Delivery In April 2020, in response to the impact of Covid-19 on public transport the department implemented Emergency Measures Agreements (EMAs), which enabled the continued operation of critical passenger and freight services. These were replaced by the Emergency Recovery Measure Agreements (ERMAs) in September 2020. The ERMAs will be replaced with National Rail Contracts (NRCs), which are being negotiated through a programme of Direct Awards to Train Operating Companies (TOCs) in three tranches, with the final tranche expected to be completed by April 2022. Amber/red The Infrastructure Project Authority's Delivery Confidence Assessment rating is Amber/red.This is primarily due to the following factors: In March 2020, in response to the impact of Covid-19 on public transport, the Department implemented Emergency Measures Agreements (EMAs), taking on cost and revenue risk, as a result of the rapid revenue loss to train operators, making their existing Franchise Agreements untenable. These were replaced by the Emergency Recovery Measure Agreements (ERMAs) in September 2020. The ERMAs will be replaced with National Rail Contracts (NRCs), which are being negotiated through a programme of Direct Awards to Train Operating Companies (TOCs) in three tranches, with the final tranche expected to be completed by April 2022. The Department is working closely with TOCs, Owning Groups and wider industry to achieve commercially and operationally viable deals, under the necessary timescales, whilst using mechanisms to share lessons among DA projects and from other relevant initiatives. Programme plans continue to be refined and monitored closely. 2020-03-23 2022-04-01 The project end-date is 01 April 2022. This is primarily due to the following factors: The ERMAs will be replaced with National Rail Contracts (NRCs), which are being negotiated with through a programme of Direct Awards to Train Operating Companies (TOCs) in three tranches, with the final tranche expected to be completed in April 2022. There is a challenge of delivering the NRC programme to time, scope and quality against the number of projects, tight time scales and interdependencies. This risk is recognised and mitigating actions are being undertaken. The industry is close to completing the first tranche of Direct Awards and work has commenced on Tranche 2 with early discussions also taking place on Tranche 3. £8,600.00 £8,498.30 -1% The budget variance is less than or equal to 5%. £12,716.00 The projects Baseline Whole Life Cost is £12716.00m. This is primarily due to the following factors: The Baseline Whole Life Cost figure is predicated on the 2020/21 spend to date figure (which reflects the total of the Q1, Q2 and Q3 reported / published actuals and the Q4 cash payments made in the quarter plus) the budget of £4.116bn for Covid-19 support for rail services in quarter 1 and quarter 2 of the financial year (set out in the Department's Main Estimate for 2021/22). The roadmap set out by the Prime Minister to cautiously and safely reopen society and our economy means we can better understand the potential recovery in passenger demand across the Rail network. We will work closely with HM Treasury to monitor the requirements for further support for rail services in quarter 3 and 4 of 2021/22 and will revisit this at the Supplementary Estimate.
DEFRA_0014_2021-Q4 NO2 Reduction DEFRA & DFT Infrastructure and Construction The NO2 reduction programme is a joint programme with Department for Transport to deliver Nitrogen Dioxide (NO2) levels within legal limits in the shortest time possible. The NO2 reduction programme aims to deliver the 2017 UK plan for tackling roadside nitrogen dioxide concentrations and contributes to the Government ambition for a better environment and cleaner air. Legal sensitivity around this programme along with the impacts of COVID-19 re-prioritisation prevented the IPA from providing a complete and independent assessment. Legal sensitivity around this programme along with the impacts of COVID-19 re-prioritisation prevented the IPA from providing a complete and independent assessment. 2016-01-01 2027-12-31 The project end-date is 31 December 2027. This is primarily due to the following factors: The development of NO2 reduction plans in 2020 was impacted by COVID-19 and a number of local authorities have revised their schedules as a result. The first Clean Air Zone in Bath launched on 15 March 2021. The NO2 programme is legally mandated to deliver compliance with NO2 legal limits in the shortest time possible. The programme team works very closely with local authorities who have exceedances across England to develop and implement NO2 reduction plans. £289.00 £151.50 -48% The budget variance exceeds 5%. The NO2 programme is supporting Local Authorities to develop and implement measures to address NO2 roadside exceedances. Funding has been provided to Local Authorities to deliver the necessary reductions to tackle NO2 over the lifetime of the project. Due to COVID-19 there have been delays to local authority spending, resulting in an underspend. £880.00 The projects Baseline Whole Life Cost is £880.00m. This is primarily due to the following factors: Programme costs relate to the development of NO2 reduction plans by local authorities who have exceedances, implementation of NO2 reduction plans, project costs for the central Clean Air Zone service, and modelling, monitoring and evaluation.