Transparency data
DFT Government Major Projects Portfolio Data March 2024
Updated 16 January 2025
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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 three-point scale, Red – Amber – Green; definitions in the IPA Annual Report on Major Projects) | SRO Delivery Confidence Assessment (A Delivery Confidence Assessment of the project at a fixed point in time, using a three-point scale, Red – Amber – 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 2023/24 (if variance is more than 5%) | TOTAL Baseline Whole Life Costs (£m) (including Non-Government Costs) | Departmental Narrative on Budgeted Whole Life Costs | TOTAL Baseline Benefits (£m) | Departmental Narrative on Budgeted Benefits |
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| DFT_0048_2021-Q3 | 2nd Generation UK Search and Rescue Aviation | DFT | Government Transformation and Service Delivery | The UK Search and Rescue Second Generation (ULSAR2G) programme is the UK's replacement aviation Search & Rescue (SAR) and Ariel Surveillance (ASV) services that will continue to save lives, protect the UK's economic interests and maintain aeronautical compliance with International Conventions beyond 2024. | Not set | Green | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Green. This is primarily due to the following factors. The programme is now in the mobilisation phase prior to transition. This is going well with regular meetings between MCA and BHL. Internal workstreams are established and preparing for the transition phase between the old and new contracts._x000D_ _x000D_ The recent Government Internal Assurance Assessment and IPA Gate 4 (Readiness for Service) have found that the programme is well led with well established governance. | 2019-12-16 | 2026-12-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2026-12-31. This is primarily due to the following factors. The contracted schedule has been reviewed on a regular basis and remains on track for the projected end date. | Not set | Not set | Not set | The project did not report yearly cost | 1959 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 1959m. This is primarily due to the following factors. The whole Life Cost remains as published in the Full Business Case. Milestone payments will be made as each base transitions into service. | 24475 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 24475m. The project departmental-agree Benefits at 22/23-Q4 is 24.5b. _x000D_ _x000D_ The project is in its mobilisation phase. The Search and Recue bases will transition to the new service between October 2024 and January 2027, during which, the benefits will start to be realised as the assets respond to incidents. The actual benefits annual benefits will progressively increase as each base transitions to this new contract. The majority of the benefit value is derived from the lives saved by the service. |
| DFT_0034_1920-Q2 | A12 Chelmsford to A120 Widening | DFT | Infrastructure and Construction | As announced in the Roads Investment Strategy 2, the scope includes: Widening the A12 to three lanes between junction 19 (north of Chelmsford) and junction 25 (A120 interchange) | Not set | Amber | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. SRO DCA remains AMBER following recent governance outcome, Development Consent Order decision and subsequent legal challenge. | 2015-04-01 | 2028-07-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2028-07-31. This is primarily due to the following factors. The project schedule has an approved baseline position of July 2028 for the project end date. The project has achieved all development stage milestones to date, including Development Consent Order decision. However, the Development Consent Order is being challenged and so until this is resolved there is uncertainty about our future milestones. | 72.1 | 58.9 | -18 | The budget variance exceeds 5%. This is primarily due to the following factors. Forecast spend reduced due to reprofiling of advanced works programme | 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. | 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_0024_1516-Q4 | A303 Amesbury to Berwick Down | DFT | Infrastructure and Construction | This is a road upgrade scheme to construct a 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 bypass and viaduct to the north of Winterbourne Stoke. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The project still awaits the conclusion of legal proceedings. The expected costs and schedule would be confirmed dependent on the outcome of the legal processes. | 2014-12-01 | ARMP adjustments - Project not yet in a position to give cost/schedule | ARMP adjustments - Project not yet in a position to give cost/schedule | 47.1 | 19.24 | -59 | The budget variance exceeds 5%. This is primarily due to the following factors. The budget variance reflects changes to the schedule since the baseline was set. | ARMP adjustments - Project not yet in a position to give cost/schedule | ARMP adjustments - Project not yet in a position to give cost/schedule | 1486 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 1486m. Benefit figures will be finalised once the outcome of legal proceedings is known. |
| DFT_0044_2021-Q2 | A417 Air Balloon | DFT | Infrastructure and Construction | As announced in the Roads 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 local economy. | Not set | Green | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Green. This is primarily due to the following factors. An Independent Assurance Review (IAR) 3B was undertaken in October 2022 with a Green Outcome. Project received 5 recommendations of which 2 were recommendations and 3 were essential. An action plan was put in place and all recommendations have been completed. | 2015-04-01 | 2027-08-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2027-08-31. This is primarily due to the following factors. Start of Works (SoW) was achieved on 17 February 2023, one month ahead of the Department for Transport approved forecast date, and seven months ahead of National Highways Delivery Plan committed date. Project is still on target to achieve commitment dates. The Notice to proceed was issued to National Highways delivery partner on 28 December 2023, to commence the next phase of the construction works. | 80.6 | 47.07 | -42 | The budget variance exceeds 5%. This is primarily due to the following factors. The project has re-phased the construction programme, there is no change to the outturn cost. | 535 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 increased from 482m. to 535m. This is primarily due to the following factors. The increase is due to cost inflation being higher than anticipated when the previous estimate was set. | 424 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 424m. There has been no change. |
| 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. | Not set | Green | Compared to financial year 22/23-Q4, Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 decreased from Amber to Green. This is primarily due to the following factors. The A428 Black Cat to Caxton Gibbet is in the construction phase, achieving Start of Works milestone in November 2023. Chief Secretary to the Treasury approval of the updated Full Business Case and release full funding for the scheme was received in October 2023. | 2015-04-01 | 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. | 57.1 | 60 | 5 | The budget variance is inferior 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. | 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_0047_2021-Q3 | A66 Northern Trans-Pennine | DFT | Infrastructure and Construction | Upgrading the remaining six single carriageway sections of the A66 between the A1(M) at Scotch Corner and the M6 at Penrith, creating a continuous dual carriageway across the Pennines, including key junction upgrades | Not set | Amber | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. Actions arising from the last Assurance Review have been completed. The next IPA Assurance Review will be to support the Full Business Case ahead of Start of Works and will formally review progress against the actions. | 2017-07-05 | 2030-03-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2030-03-31. This is primarily due to the following factors. Over the course of Financial Year 23/24, the project has achieved the important milestone of receiving Secretary of State approval to the Development Consent Order (DCO) on the 7 March 2024. | 112.47 | 112.47 | 0 | 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. | Exempt under Section 43 of the Freedom of Information Act 2000 (Commercial Interests) - Commercial interests. | 692 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 692m. The project's departmental-agree monetised benefits at 22/23-Q4 is 692m. The baseline monetised benefits reflect the June 2022 DfT Investment Committee (IPDC) approved position. The Full Business Case will include confirmation of the project's value for money. |
| DFT_0038_1920-Q4 | East Coast Digital Programme | DFT | Infrastructure and Construction | The East Coast Digital Programme will introduce European Train Control System signalling technology, also known as digital signalling, to the East Coast Mainline southern section between Kings Cross & Stoke Tunnel just south of Grantham. This will involve the removal of conventional line-side traffic light signals and their replacement with digital signalling which will display safety information in the driver's cab. _x000D_ _x000D_ As well as being cheaper on a whole-life basis, implementing the technology will provide a number of additional benefits unavailable under convention signals such as improved safety and efficiency as it provides drivers with more information through the continuous communication between the train and track. This is the first implementation of this technology on a UK mainline route and as well as being a significant engineering challenge, it will also involve a major change in working practices for industry. | Not set | Amber | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The programme received an AMBER rating at its annual review held in September 2023. The reviewers praised the unique and innovative approach to delivery used on the programme and the engagement of delivery partners in its output. In addition, they also highlighted several risks to delivery which required attention by the team. This included for example improved communication with stakeholders over delivery plans and ensuring key personnel and skills are retained. In order to address these challenges the review team provided 12 recommendations for ECDP to implement ahead of the next planned review in October 2024. Since the review 8 of the 12 recommendations have been implemented on the programme with a clear plan for the delivery of the remaining 4 ahead of the next review. Notable changes delivered via these recommendations include an update to the programme delivery model, improved ED&I monitoring as well as changes to reporting. | 2017-05-01 | 2030-10-14 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2030-10-14. This is primarily due to the following factors. Final programme completion remains on schedule as at the end of the reporting year. Since the last annual report a number of Tier 1 milestones have been achieved by the programme including the entry into service of the ETCS testing facility at the Rail Innovation and Development Centre where all ETCS fitted trains will be tested and the commissioning of ETCS infrastructure on the Welwyn to Hitchin Overlay Area, where conventional signals will be retained to allow the progressive training of drivers. In addition to these Tier 1 milestones, the 2023-24 reporting year also saw both the running of ETCS trains and the start of mass-driver training for the first time on the Northern City Line. However, despite overall programme completion remaining on schedule there has been delays to several intermediate milestones over this reporting year. This includes for example milestones related to vehicle fitment and infrastructure commissioning. These delays have primarily been driven by loss of access to the railway to complete infrastructure works and constraints in the supply chain | 352.34 | 297.99 | -15 | The budget variance exceeds 5%. This is primarily due to the following factors. The variance from the forecast of costs is broadly down to three factors which has moved spend into later years. Firstly, the impact of industrial action in 2022 led to delays in infrastructure delivery between Welwyn and Hitchin the first area on the mainline to have digital signalling infrastructure fitted, causing a consequential delay to the Key Outcome 1 milestone which covers the removal of signals on this stretch of line resulting in costs slipping to the right. In addition, delays to freight fitment and approvals caused by the complexity of the engineering challenge have also pushed spend to later in the programme. The final factor moving spend to the right has been delays to agreeing the contract for the fitment of the Class 80X fleet, which delayed the start of this project and hence moving costs to later in the programme lifecycle. | 3477 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 3477m. This is primarily due to the following factors. At the end of the reporting year, programme whole life costs have remained stable since the last annual report. Despite inflation remaining a key risk to the programme this has not yet materialised into higher whole life costs through use of contingency and leveraging commercial tools such as bulk purchase of materials to gain cost savings. As we move in the 2024-25 reporting cycle, the key risk to maintaining overall programme cost will be the affordability of fleet fitment within the freight and OTM sectors. The programme is actively looking at how it can reduce cost in these sectors through working with the sector. | 824 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 2324-Q4 decreased from 826m. to 824m. The programme's benefits profile has remained static compared to last reporting period. As the benefits of digital signalling start to materialise on the Northern City Line, the first area to transition to ETCS, the programme will begin monitoring there accrual in earnest over the coming year. Please note that the benefits reported here are in present value at 2010 prices, whereas whole lifecycle costs are in cash prices, so are not directly comparable. |
| DFT_0033_1819-Q1 | East Coast Mainline Programme | DFT | Infrastructure and Construction | The East Coast Main Line Enhancements Programme is a collection of track and power upgrade schemes between London King's Cross and Edinburgh to increase capacity and reduce journey times. The Programme has enabled the East Coast franchise to introduce a new fleet of Intercity Express trains. | Not set | Amber | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. Although all of the infrastructure upgrades required to operate the new East Coast Main Line timetable have now been delivered, the Programme's Amber rating reflects the challenging schedule for agreeing and finalising the timetable specification. This activity is being led by the Department's Passenger Services team, and, as of 31/03/24, implementation will not be before December 2024. | 2014-04-01 | 2025-06-02 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 increased from 2024-12-01 to 2025-06-02. This is primarily due to the following factors. Whilst the power supply upgrades required to operate the new timetable have now been delivered, the remaining interventions (required for route resilience purposes) are now forecast for completion in June 2025. | 0 | 68.94 | Not set | Programme costs in 2023/24 were significantly higher than the baseline because delays to the power supply upgrades led to costs moving from earlier years; total Programme costs remain within the approved budget. | 1040 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 1040m. This is primarily due to the following factors. The baseline whole life cost for the project has not changed and forecast costs remain within the funding range agreed with HM Treasury for the delivery of the Programme. | 2953 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 2953m. The benefits baseline assumed that the new East Coast Main Line timetable would be introduced in May 2021 but, due to the impact of the pandemic on the rail industry's finances, its implementation has been deferred until December 2024 at the earliest. When the content of the new timetable and its date of introduction have been agreed, the passenger benefits achieved by the Programme will be reforecast. |
| DFT_0046_2021-Q2 | East West Rail Configuration State 1 | DFT | Infrastructure and Construction | The East West Rail (EWR) scheme 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._x000D_ _x000D_ 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 and economic growth needs. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The project is progressing well and is largely on budget and schedule to deliver services by 2025. Infrastructure works have been completed and the Heads of Terms with the operator have been agreed and signed off. There are risks around delivery of rolling stock, mode of operation and ensuring there are enough drivers trained for the start of services. Operational readiness planning is a priority focus for the project. | 2011-11-30 | 2025-09-01 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2025-09-01. This is primarily due to the following factors. Overall the schedule remains ambitious but achieveable. Good progress has been made against important infrastructure milestones, including the completion of all Earthworks and completion of track laying. Imporant progress is being made to ensure operational readiness for entry into service by 2025. | 124.82 | 117.86 | -6 | The budget variance exceeds 5%. This is primarily due to the following factors. In year variance driven by risk funding that has been brought forward to cover the cost of mitigating industrial action (which impacted track delays) and HS2 costs | 1353 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 1353m. This is primarily due to the following factors. The whole life costs for the project have been adjusted slightly to align with the approved business case. These figures represent scheme delivery costs, rather than whole life costs. Project spend largely represents the capital expenditure to deliver infrastructure, through the East West Rail Alliance. | 2649 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 2649m. The programme has developed the appropriate benefits management documentation and processes. However, the final benefits realisation position is uncertain and dependent on post-Covid travel patterns, housing and job creation; as well as the realisation of later connection stages extending services to Bedford and Cambridge. Please note the 2,654m is a nominal value and has been uplifted for each year across the appraisal period. The 574m/740m are appraisal values in 2010 prices |
| DFT_0052_2122-Q1 | East West Rail Connection Stage 2 & 3 | DFT | Infrastructure and Construction | The East West Rail (EWR) scheme will create a rail link from Oxford to Cambridge. The project is structured around the phased introduction of services (Connection Stages). _x000D_ East West Rail Connection Stage 2 (CS2) predominantly upgrade existing infrastructure (between Bletchley and Bedford) to allow services between Oxford and Bedford. East West Rail CS3 involves building a new line, between Bedford and Cambridge, to extend the railway and facilitate services from Oxford to Cambridge. | Not set | Amber | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The project is currently being re-baselined following the recommitment to the programme and the route update announcement. _x000D_ EWR Co is now planning for two Statutory Consultations for CS2/3 ahead of an OBC and DCO application. _x000D_ Cross-government discussions are being led by HMT through a new EWR economic growth board on how to maximise the opportunities EWR can unlock. The Budget announced up to 15m of funding for local authorities for this and the first stage of work is progressing on developing local visions for growth around stations. _x000D_ As part of the Spring Budget on 6 March 2024, the Chancellor announced delivery of works on the Marston Vale Line of East West Rail will be bought forward, supported by 240m. These works will enable the service between Oxford and Bedford to commence by the end of the decade. | 2014-08-01 | 2030-10-09 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2030-10-09. This is primarily due to the following factors. This project is still in the concept and design stage. There remains a degree of uncertainty around the overall project schedule, until further work has been completed to refine delivery options and the project's scope and a funding profile agreed with HMT. More detailed information will be provided in subsequent iterations of the IPA's annual report and via project led public engagement in due course. | 175.29 | 90.15 | -49 | The budget variance exceeds 5%. This is primarily due to the following factors. Variance of anticipated spend is primarily due to a review of the scheme's priority leading to slower progress than originally anticipated. | 3970 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 3970m. This is primarily due to the following factors. This project is still in the concept and design stage with important scope decisions yet to be made. The cost range is estimated at 4-7bn. More detailed information will be provided in subsequent iterations of the IPA's annual report, and the funding required will be determined via business case processes. | 10961 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 10961m. No annual return benefits provided. EWR can unlock wider benefits (economic growth, jobs, housing). Final benefits realisation remains uncertain. |
| DFT_0039_2122-Q3 | Further Electrification of Midland Main Line (MML3) | DFT | Infrastructure and Construction | Electrification of the Midland Main Line from Wigston to Sheffield and Nottingham that will enable the replacement of diesel traction with electric or bimode electric trains delivering environmental improvements and operational cost savings. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The progression of the electrification will be dependent on the development of a robust business case that sets out a clear narrative on the rationale to progress the project and establishes an efficient delivery methodology and associated procurement strategy. It is intended to consider the investment decision on the project in the summer of 2024. | 2022-01-21 | 2032-12-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 increased from 2030-12-31 to 2032-12-31. This is primarily due to the following factors. Network Rail have provided updated a programme schedule, that forecasts completion by early 2031, this is similar to the previous schedule, and now benefits from the use of a QSRA. This assessment assumes that supply chain contracts are awarded in March 2025, which will be subject to business case approvals in the later part of 2024. | 108 | 32 | -70 | The budget variance exceeds 5%. This is primarily due to the following factors. DfT and Network Rail agreed a slowing of spend to align with Spending Review priorities, however, Network Rail progressed as planned design work and route clearance on the route, together with developing the procurement strategy for the delivery of the remainder of the route. | 1468 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 1468m. This is primarily due to the following factors. Economic case has now been refreshed that includes a revised cost plan and updated whole life costs. | 2599 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 2324-Q4 increased from 2591m. to 2599m. Economic case has now been refreshed that includes a revised assessment of benefits |
| DFT_0040_2021-Q1 | HS2 Phase 1 | DFT | Infrastructure and Construction | A new high-capacity, high-speed railway connecting London and the West Midlands with onward services to other cities, via the existing West Coast Main Line. | Red | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Red. This is primarily due to the following factors. HS2 Ltd has been asked to update its cost estimate to consider the revised scope of Phase 1 and the cancellation of the wider scheme reflecting reduced scope and the costs of any changes. The Department and HS2 Ltd continue to work collaboratively to develop a joint plan setting out an enhanced approach to governance and controls on the project, alongside planned internal changes to accountabilities and leadership structures within HS2 Ltd. Parliament will be updated once a revised cost estimate has been agreed and new targets provided to HS2 Ltd._x000D_ _x000D_ Work has also commenced on an updated Business Case for the revised programme, following the Network North announcement. This will be published in due course and provide an economic assessment following decisions being made on the HS2 train services running to and from Euston. | 2009-01-14 | ARMP adjustments - Project not yet in a position to give cost/schedule | The project's end-date at 23/24-Q4 is ARMP adjustments - Project not yet in a position to give cost/schedule. This is primarily due to the following factors. The forecast date for initial HS2 services between Birmingham Curzon Street and Old Oak Common remains within the range of 2029 to 2033._x000D_ _x000D_ An updated delivery-into-service range for services to Euston will be provided in due course. | 5118.3 | 5118.3 | 0 | The budget variance is inferior or equal to 5%. | ARMP adjustments - Project not yet in a position to give cost/schedule | The project's departmental-agree Whole Life Cost at 23/24-Q4 is ARMP adjustments - Project not yet in a position to give cost/schedulem. This is primarily due to the following factors. The Department does not report on Whole Life Cost (WLC) as it does not reflect the true up-front cost for building HS2. Work on managing cost pressures continues, and HS2 Ltd has undertaken a review of Phase 1's estimate at completion (EAC), advising that the updated EAC for the Phase 1 is 49 billion to 57 billion (2019 prices). However, the Department considers that the outturn cost of Phase 1 (pre-Network North changes) should lie between 45 billion and 54 billion and has been clear that HS2 Ltd should deliver at the lower end of this range even if that entails difficult choices. The Department has now also instructed HS2 Ltd to update its EAC to consider the revised scope of Phase 1 in light of the Network North announcement. Parliament will be updated on a new cost range once the revised EAC has been agreed | ARMP adjustments - Project not yet in a position to give cost/schedule | NA The HS2 programme tracks progress against its benefits baseline through quarterly benefits reporting (QBR). This reporting is not monetised but uses natural measures to reflect whether the outcomes are being achieved. For benefits being reported on during design and construction the performance RAG rating for the QBR for 2023/24 Q4 is green overall. Following the Network North announcement, work on the re-baselining of benefits is ongoing as part of the programme reset. |
| 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 UKs 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 | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The key strategic risks remain mainly the consenting process and loss of momentum. The project will be updating its overall cost and schedule in line with the Written Ministerial Statement as the project manages the Written Ministerial Statement, plus the pressures on capital investment from inflation, the continuing Development Consent Order process, and the complexity of the activity needed to enable a funding investment decision. | 2014-05-30 | 2034-04-20 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 increased from 2032-03-10 to 2034-04-20. This is primarily due to the following factors. The Written Ministerial Statement issued on the 9 March 2023 confirmed government commitment to the Programme and that construction would be rephased by two years, against the current approved baseline. This was to allow more time to take into account stakeholder views and prepare an effective and deliverable plan, while helping to meet wider inflationary pressures. The project has now re-baselined to reflect the March 2023 Written Ministerial Statement. | 148 | 148 | 0 | The budget variance is inferior or equal to 5%. | 8950 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 increased from 8309m. to 8950m. This is primarily due to the following factors. This is primarily due to the following factors, inflation, and prolongation costs. This figure is the Most Likely capex cost in outturn prices. | 3009 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 2324-Q4 decreased from 4313m. to 3009m. The project's departmental-agree monetised benefits at 23/24-Q4 is 3009m._x000D_ The programme has produced an early draft of the Full Business Case (FBC) Strategic, Economic, Commercial and Management Dimensions. _x000D_ The economic analysis has been updated for revised Transport Analysis Guidance (TAG) guidelines, carbon costs/benefits and strategic benefits. Additional analysis on freight valuations and sensitivity tests has been undertaken. The analysis has used the existing approved cost profile of 8095m. |
| DFT_0027_1617-Q1 | Midland Main Line Programme | DFT | Infrastructure and Construction | The Midland Main Line (MML) Programme was a package of works to provide new track and electrification between Bedford, Kettering and Corby, along with journey time improvements across the MML. This package was completed for the May 2021 timetable. Further work to extend new electrification from Kettering to Wigston and enhance the existing electrifcation from London to Bedford and provide addtional power to allow new hybrid trains to run electrically from London to Wigston inclusive is underway. | Not set | Green | Compared to financial year 22/23-Q4, the Senior Responsible Owner's Delivery Confidence Assessment rating at 23/24-Q4 remained at Green. This is primarily due to the following factors. MML Key Output 1 is now essentially complete and is going through a formal close out process. MML Key Output 1a will not be reported as a GMPP project and so the rating is Green as a complete project. | 2011-01-01 | 2024-12-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2024-12-31. This is primarily due to the following factors. The project is essentially complete with formal close out currently underway. MML Key Output 1a will be reported seperately Tier 2 project. | 0.18 | 1.5 | 733 | The budget variance exceeds 5%. This is primarily due to the following factors. The project remains within budget with a small amount remaining for final close out activities. | 1421 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 remained at 1421m. This is primarily due to the following factors. MML Key Output 1 of the project reflects the c1.4bn cost and has been completed within budget. The reduction from the higher number reflects the removal of MML Key Output 1a from the report as this gained new authority and scope with approvals in 2022 and will be reported seperately as a Tier 2 project. | 1299 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 1299m. Benefits have been realised in full |
| DFT_0043_2021-Q2 | Midlands Rail Hub | DFT | Infrastructure and Construction | The Midlands Rail Hub programme will improve connectivity between South Wales, the South-west of England, the West and East Midlands, by delivering additional rail capacity into central Birmingham, to promote growth in the regional Midlands economies. At its heart is the provision of new connections into Moor Street station and relieving the congested New Street station. The programme will be progressed in multiple phases, with the first (the West and Central scope, for improved services between Birmingham, Bristol, Cardiff, and Worcester) currently in detailed design, and later phases (between the West and East Midlands, and extending Worcester services to Hereford) in earlier stages of development. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The design of the West to Worcester, and Central, scope has now been remitted to Network Rail, who are well advanced in procuring a contractor for the detailed design work. We are working towards a programme-wide OBC which will further develop the proposals for the rest of the programme, including improvements between the East and West Midlands, and between Worcester and Hereford. | 2017-04-01 | 2040-12-31 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 increased from 2033-06-30 to 2040-12-31. This is primarily due to the following factors. The West to Worcester, and Central, scope remains on track and could be complete by the early 2030s, while other scope is at an earlier stage of development and subject to future decisions. | 7.3 | 7.31 | 0 | The budget variance is inferior or equal to 5%. | 1569 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 increased from 1563m. to 1569m. This is primarily due to the following factors. The Whole Life Costs will be reviewed as part of the programme-wide OBC. | 1817 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 23/24-Q4 remained at 1817m. |
| DFT_0141_2223-Q1 | Northern Powerhouse Rail (NPR) | DFT | Infrastructure and Construction | Northern Powerhouse Rail (NPR) is the government's vision to transform east - west rail connectivity in the North of England by providing faster and more frequent services between its key economic centres. The scope of NPR is set out in Network North and the Integrated Rail Plan. It will deliver improvements to rail capacity and journey times via fully electrified, upgraded, and new railway lines between Liverpool, Manchester, Bradford, Leeds, Sheffield, Rotherham, York, Hull, and Newcastle. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. Following the Network North announcement in October 2023, the programme will need to fully revise the Strategic Outline Business Case (SOBC) to reflect the expanded scope of Northern Powerhouse Rail (NPR). Delivery of the SOBC is dependent on a new funding profile for NPR being agreed across government and will encompass a re-assessment of NPR's value for money proposition. In March 2024, ministers set out the proposed next steps for the NPR route between Liverpool and Manchester, with the primary option to include new stations at Warrington and Manchester Airport, and the ambition to adapt the HS2 Phase 2b hybrid Bill for NPR. | 2016-06-01 | 2045-12-29 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 increased from 2045-01-01 to 2045-12-29. This is primarily due to the following factors. End date aligns with Integrated Rail Plan (IRP) target year of 2045. The project end date will be reassessed as part of the revision of the SOBC to reflect the additional Network North scope. | 35.89 | 33.52 | -7 | The budget variance exceeds 5%. This is primarily due to the following factors. The underspend was caused by:_x000D_ 1. The early completion of the feasibility stage of work on the NPR core (pre-Network North announcement) route._x000D_ 2. Re-planning and changes to work plans that were required to reflect the changes in scope following the Network North announcement. | 30600 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 increased from 17265m. to 30600m. This is primarily due to the following factors. This is due to the scope of NPR being expanded by the Network North announcement, including NPR becoming responsbile for a section of route between Liverpool and Manchester that would previously have been delivered by HS2 Phase 2b. | 8007 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 2324-Q4 decreased from 19453m. to 8007m. Benefits have remained broafly flat since last reported, whilst the expansion in the geography and scope of NPR as part of Network North increased benefits, this has been offset by the removal of HS2 Phase 2b from the do-minimum scenario as well as the impact of long-term travel behaviour changes as a result of the Covid-19 pandemic, which was not included in previous forecasts. |
| DFT_0020_2122-Q2 | Rail Transformation Programme | DFT | Government Transformation and Service Delivery | Not set | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) |
| DFT_0054_2122-Q1 | Rapid Charging Fund | DFT | Infrastructure and Construction | The Rapid Charging Fund will upgrade power capacity on the Strategic Road Network where it is not commercially viable to do so, in order to allow the private sector to expand ultra rapid electric vehicle charging ahead of need. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The Senior Responsible Owner's Delivery Confidence Assessment for this project is Amber. This is primarily due to the complexity surrounding outstanding key policy decisions, tight timeframes for delivery, and resource requirements. Significant progress has been made with the Rapid Charging Fund (RCF) Pilot, which opened for applications in December 2023. The Pilot will allow for an iterate and learn approach which will inform the design and delivery of the main fund. A consultation on the proposed scope, design, and delivery of the main fund was also published in December 2023. The consultation closed in February 2024 and officials are analysing responses, ahead of issuing a response to the consultation. The design of the main fund continues informed by learning from the pilot and responses to the consultation. | 2020-11-25 | 2028-04-30 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2028-04-30. This is primarily due to the following factors. Further work is required to rebaseline the end date following previous delays to launching the Pilot fund (owing to a need to take into account previously unseen market data, and ensure the most effective intervention), and, to reflect ongoing policy development work to support the main fund. | 223.9 | 5.9 | -97 | The budget variance exceeds 5%. This is primarily due to the following factors. We re-forecast FY23/24 spend to reflect changes to the timing and payment profile for the RCF Pilot. All changes were agreed with DfT Finance and Pilot costs are budgeted for in later financial years | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | Exempt under Section 35 of the Freedom of Information Act 2000 (Exempt under Section 35 of the Freedom of Information Act 2000 (Formulation of government policy,etc.)) | ARMP adjustments - Project not yet in a position to give cost/schedule | ARMP adjustments - Project not yet in a position to give cost/schedule |
| DFT_0037_1920-Q3 | Transpennine Route Upgrade | DFT | Infrastructure and Construction | TRU is a major multi-billion-pound programme of railway improvements between Manchester, Huddersfield, Leeds and York. TRU will bring passengers more frequent, faster, greener trains, running on a better, cleaner, and more reliable railway. TRU will transform East-West travel across the North of England.It will include full electrification of the route, additional tracks, new digital signalling, and more capability to allow greater freight use. To date, 6.9bn has been committed to the programme, against an Anticipated Final Cost of 10.4bn - 11.6bn. | Amber | Not set | Compared to financial year 22/23-Q4, the Infrastructure Project Authority's Delivery Confidence Assessment rating at 23/24-Q4 remained at Amber. This is primarily due to the following factors. The complexity of the regional timetable has the potential to place pressure on benefits. Timetable modelling due to conclude later this year expected to alleviate this. TRU is also dependent on adjacent projects in Manchester and Leeds to deliver its full benefits, but doesn't control their approvals and funding. Governance has been implemented to ensure regional integration. | 2017-07-01 | 2041-10-17 | Compared to financial year 22/23-Q4, the project's end-date at 23/24-Q4 remained schedule to finish on 2041-10-17. This is primarily due to the following factors. TRU's Programme Business Case 2 (PBC2) funding approval was announced in December 2023. PBC2 has led to some replanning but with Entry into Service dates remaining as per the baseline (which will see full passenger benefit realisation by the mid 2030s). Negotiations between Network Rail and the supply chain to formally place into contract two of the largest sub-projects in the programme (W34 - Huddersfield to Leeds, and E234 - Church Fenton to Leeds) are on track to conclude by Summer 2024. | 647.56 | 698.07 | 8 | The budget variance exceeds 5%. This is primarily due to the following factors. Network Rail took the initiative to bring forward infrastructure spend previously forecast in future years to deliver it early. This is considered efficient, as it releases it from the forecast and therefore will not be subject to risk and inflation within the programme. A programme change control was approved by the Rail Network Enhancements Pipeline (RNEP) Portfolio Board. | 11104 | Compared to financial year 22/23-Q4, the project's departmental-agree Whole Life Cost at 23/24-Q4 decreased from 11453m. to 11104m. This is primarily due to the following factors. The previous 11.453bn figure was stated at TRU Programme Business Case Update 1 (May 2021). Since then, we have received approval for TRU Programme Business Case Update 2 (May 2023) - 11.183bn. In the intervening two years, the programme has experienced headwinds in project costs and has been re-stated using March 2023 OBR inflation forecasts, but offset by efficiencies totalling 1.6bn. The 11.103bn figure was set following at DfT Rail Network Enhancements Pipeline (RNEP) Portfolio Re-baselining exercise in the summer of 2023. | 2978 | Compared to financial year 22/23-Q4, the project's departmental-agree monetised benefits at 2324-Q4 decreased from 3088m. to 2978m. Benefits of the programme are wider public and economic benefits from faster and more reliable journeys, more journey opportunities and an improved environment from a shift of passenger and freight transport to rail, plus decarbonisation, including from electrification. |