《英法海底铁路隧道项目相关资料》(Channel Tunnel Rail Link)
电驴资源
电驴资源简介
简介:
三个文件
- 英法海底铁路隧道项目听证会2005.11.28.BBC Parliament视频
- NAO 20050718审计报告
- PAC 20060327听证会报告(基于2005.11.28听证会)
[转自]http://www.nao.org.uk/whats_new/0506/050677.aspx
The National Audit Office’s report finds that London Continental Railways (LCR) successfully completed the construction of Section 1 of the Channel Tunnel Rail Link (CTRL) on time and at a cost slightly below the target set in the 1998 restructuring. Drawing on the reasons for this achievement, the NAO report highlights lessons for other projects, including the importance of:
appropriate contractual provisions and incentives between the client, the project manager and contractors;
stability of designs and continuity of management personnel before and during construction; and
carefully working out the risk allowance, setting aside money for that and releasing the money if associated costs do arise rather than hoping to avoid them.
Section 2 is over 80 per cent complete in cost terms, and it has to date met all its construction milestones in a programme aimed at completing the new railway in the spring of 2007. LCR expects that the final cost of Section 2 will exceed the target cost by a few percentage points, allowing for railway-related inflation.
Since the opening of Section 1, demand for Eurostar has grown rapidly, but passenger revenues still remain well below forecasts. In addition to a direct grant of just over £2 billion, the Department for Transport expects to lend LCR about £260 million to cover the shortfall between cash requirements and income through to 2051, within a range between 0 and £400 million. Despite worse than expected revenue forecasts, the expected loan is not much more than the amount estimated in 1998 as LCR successfully secured savings through lowering the interest costs on its debt. Following Railtrack Group’s departure from the project, LCR was able cut the cost of capital from 8.9 per cent to a more favourable interest rate of just above five per cent.
In 2001, the Department conducted a new appraisal of the uncommitted costs of Section 2 and the associated benefits. The benefit/cost ratio, based on mid-range revenue forecasts for Eurostar, was 1.4:1 (excluding regeneration and domestic transport benefits). But actual revenues since 2001 have been below even the lowest forecast and so, on the basis of the Department’s analysis, the monetary value of the benefits (excluding regeneration and domestic transport benefits) is less than half the expected costs.
To learn lessons about forecasts for future infrastructure projects, especially in relation to passenger numbers and revenues, the NAO report says that the Department needs to determine and review the economic benefits realised as a result of the project. A key output should be guidance about how forecasts can be made as realistic as possible, taking account of the difficulties of forecasting for one-off projects like the CTRL.
There are now encouraging signs of regeneration in the Thames Gateway and around the three international stations at St Pancras, Stratford and Ebbsfleet. Part of the justification for public sector involvement in the CTRL was that the project would stimulate local regeneration in Government priority areas.
三个文件
- 英法海底铁路隧道项目听证会2005.11.28.BBC Parliament视频
- NAO 20050718审计报告
- PAC 20060327听证会报告(基于2005.11.28听证会)
[转自]http://www.nao.org.uk/whats_new/0506/050677.aspx
The National Audit Office’s report finds that London Continental Railways (LCR) successfully completed the construction of Section 1 of the Channel Tunnel Rail Link (CTRL) on time and at a cost slightly below the target set in the 1998 restructuring. Drawing on the reasons for this achievement, the NAO report highlights lessons for other projects, including the importance of:
appropriate contractual provisions and incentives between the client, the project manager and contractors;
stability of designs and continuity of management personnel before and during construction; and
carefully working out the risk allowance, setting aside money for that and releasing the money if associated costs do arise rather than hoping to avoid them.
Section 2 is over 80 per cent complete in cost terms, and it has to date met all its construction milestones in a programme aimed at completing the new railway in the spring of 2007. LCR expects that the final cost of Section 2 will exceed the target cost by a few percentage points, allowing for railway-related inflation.
Since the opening of Section 1, demand for Eurostar has grown rapidly, but passenger revenues still remain well below forecasts. In addition to a direct grant of just over £2 billion, the Department for Transport expects to lend LCR about £260 million to cover the shortfall between cash requirements and income through to 2051, within a range between 0 and £400 million. Despite worse than expected revenue forecasts, the expected loan is not much more than the amount estimated in 1998 as LCR successfully secured savings through lowering the interest costs on its debt. Following Railtrack Group’s departure from the project, LCR was able cut the cost of capital from 8.9 per cent to a more favourable interest rate of just above five per cent.
In 2001, the Department conducted a new appraisal of the uncommitted costs of Section 2 and the associated benefits. The benefit/cost ratio, based on mid-range revenue forecasts for Eurostar, was 1.4:1 (excluding regeneration and domestic transport benefits). But actual revenues since 2001 have been below even the lowest forecast and so, on the basis of the Department’s analysis, the monetary value of the benefits (excluding regeneration and domestic transport benefits) is less than half the expected costs.
To learn lessons about forecasts for future infrastructure projects, especially in relation to passenger numbers and revenues, the NAO report says that the Department needs to determine and review the economic benefits realised as a result of the project. A key output should be guidance about how forecasts can be made as realistic as possible, taking account of the difficulties of forecasting for one-off projects like the CTRL.
There are now encouraging signs of regeneration in the Thames Gateway and around the three international stations at St Pancras, Stratford and Ebbsfleet. Part of the justification for public sector involvement in the CTRL was that the project would stimulate local regeneration in Government priority areas.