DOCSLIB.ORG

ECMT Round Tables : European Integration of Rail Freight Transport

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
ECMT Round Tables : European Integration of Rail Freight Transport 12 5 EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT EUROPEAN INTEGRATION OF RAIL FREIGHT TRANSPORT Europe's rail-freight market is undergoing sweeping change. While an expanding long-distance export market is favourable to OF RAIL FREIGHT TRANSPORT EUROPEAN INTEGRATION rail transport, railways have been steadily losing EUROPEAN market share to road hauliers. The reasons for this are numerous and range from a sub-standard quality of service, lack of sophisticated INTEGRATION computer technology and transport logistics, and a shortage of commercial know-how. OF RAIL FREIGHT As rail networks open up to competition, new rail firms are springing up. Will the current operators keep pace with change or are they TRANSPORT threatened with extinction? Are new firms going to be commercially viable in areas in which traditional operators have always failed? The Round Table attempted to answer these questions by taking a look at how the European railway landscape is being reshaped. ROUND 12 5 In doing so, it learned lessons which stand to benefit transport policy throughout Europe. ROUND TABLE TABLE ECONOMIC RESEARCH CENTRE 12 5 -:HSTCSC=VVXV^[: (75 2004 06 1 P1) ISBN 92-821-1319-1 2004 cover-a.fm Page 1 Wednesday, July 7, 2004 10:13 AM ECONOMIC RESEARCH CENTRE REPORT OF THE HUNDRED AND TWENTY FIFTH ROUND TABLE ON TRANSPORT ECONOMICS held in Paris on 28th-29th November 2002 on the following topic: EUROPEAN INTEGRATION OF RAIL FREIGHT TRANSPORT EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT cover-a.fm Page 2 Wednesday, July 7, 2004 10:13 AM EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT (ECMT) The European Conference of Ministers of Transport (ECMT) is an inter-governmental organisation established by a Protocol signed in Brussels on 17 October 1953. It is a forum in which Ministers responsible for transport, and more specifically the inland transport sector, can co-operate on policy. Within this forum, Ministers can openly discuss current problems and agree upon joint approaches aimed at improving the utilisation and at ensuring the rational development of European transport systems of international importance. At present, the ECMT’s role primarily consists of: – helping to create an integrated transport system throughout the enlarged Europe that is economically and technically efficient, meets the highest possible safety and environmental standards and takes full account of the social dimension; – helping also to build a bridge between the European Union and the rest of the continent at a political level. The Council of the Conference comprises the Ministers of Transport of 43 full member countries: Albania, Armenia, Austria, Azerbaijan, Belarus, Belgium, Bosnia-Herzegovina, Bulgaria, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, FYR Macedonia, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Moldova, Netherlands, Norway, Poland, Portugal, Romania, the Russian Federation, Serbia and Montenegro, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the United Kingdom. There are seven Associate member countries (Australia, Canada, Japan, Korea, Mexico, New Zealand and the United States) and one Observer country (Morocco). A Committee of Deputies, composed of senior civil servants representing Ministers, prepares proposals for consideration by the Council of Ministers. The Committee is assisted by working groups, each of which has a specific mandate. The issues currently being studied – on which policy decisions by Ministers will be required – include the development and implementation of a pan-European transport policy; the integration of Central and Eastern European Countries into the European transport market; specific issues relating to transport by rail, road and waterway; combined transport; transport and the environment; sustainable urban travel; the social costs of transport; trends in international transport and infrastructure needs; transport for people with mobility handicaps; road safety; traffic management; road traffic information and new communications technologies. Statistical analyses of trends in traffic and investment are published regularly by the ECMT and provide a clear indication of the situation, on a trimestrial or annual basis, in the transport sector in different European countries. As part of its research activities, the ECMT holds regular Symposia, Seminars and Round Tables on transport economics issues. Their conclusions serve as a basis for formulating proposals for policy decisions to be submitted to Ministers. The ECMT’s Documentation Service has extensive information available concerning the transport sector. This information is accessible on the ECMT Internet site. For administrative purposes the ECMT’s Secretariat is attached to the Organisation for Economic Co-operation and Development (OECD). Publié en français sous le titre : L’INTÉGRATION EUROPÉENNE DES TRANSPORTS FERROVIAIRES DE MARCHANDISES Further information about the ECMT is available on Internet at the following address: www.oecd.org/cem © ECMT 2004 – ECMT Publications are distributed by: OECD Publications Service, 2, rue André Pascal, 75775 PARIS CEDEX 16, France. TABLE OF CONTENTS INTRODUCTORY REPORTS Report by G. ABERLE (Germany) ............................................................................................. 5 1. European freight transport markets.................................................................................... 9 2. The modal split problem in European freight transport................................................... 10 3. European integration of rail freight transport – a multi-faceted problem........................ 13 4. Integration of rail networks and intramodal competition ................................................ 16 5. Co-operation and strategic alliances in European rail transport: pitfalls and opportunities .................................................................................................................... 19 6. EU enlargement towards central and eastern Europe – further complications for rail freight transport ................................................................................................... 20 7. Conclusions...................................................................................................................... 22 Report by S. BOLOGNA (Italy) ................................................................................................ 27 Players in the rail transport market and liberalization Introduction............................................................................................................................ 31 1. National rail company acquisitions in the third-party logistics and road haulage distribution sectors........................................................................................................... 33 2. Intermodal transport of swap bodies, semi-trailers and heavy goods vehicles................ 41 3. Rail transport of maritime containers .............................................................................. 46 Conclusions............................................................................................................................ 55 Report by C. NASH/T. FOWKES (United Kingdom) ............................................................. 61 Rail privatization in Britain – Lessons for the rail freight industry 1. Introduction...................................................................................................................... 65 2. The privatisation process ................................................................................................. 66 3. Barriers to competition .................................................................................................... 73 4. Intermodal competition and the freight grant regime ...................................................... 78 5. Prospects for rail freight in Great Britain ........................................................................ 82 6. Lessons for Europe .......................................................................................................... 85 Annex: Trends in road and rail freight in Great Britain ....................................................... 87 ECMT, 2004 3 SUMMARY OF DISCUSSIONS (Round Table debate on reports)................................................................................................... 97 LIST OF PARTICIPANTS .............................................................................................................. 111 4 ECMT 2004 Gerd ABERLE Justus-Liebig University Giessen Germany ECMT, 2004 5 SUMMARY 1. EUROPEAN FREIGHT TRANSPORT MARKETS....................................................................... 9 2. THE MODAL SPLIT PROBLEM IN EUROPEAN FREIGHT TRANSPORT............................ 10 2.1. The continuing decline in rail freight’s share of the market .................................................. 10 2.2. Causes of declining market shares ......................................................................................... 12 3. EUROPEAN INTEGRATION OF RAIL FREIGHT TRANSPORT – A MULTI-FACETED PROBLEM ................................................................................................ 13 3.1. Different ways of interpreting integration.............................................................................. 13 3.2. Analysis of different integration alternatives ........................................................................
Load more

Recommended publications
  • Railfreight in Colour for the Modeller and Historian Free
    FREE RAILFREIGHT IN COLOUR FOR THE MODELLER AND HISTORIAN PDF David Cable | 96 pages | 02 May 2009 | Ian Allan Publishing | 9780711033641 | English | Surrey, United Kingdom PDF Br Ac Electric Locomotives In Colour Download Book – Best File Book The book also includes a historical examination of the development of electric locomotives, allied to hundreds of color illustrations with detailed captions. An outstanding collection of photographs revealing the life and times of BR-liveried locomotives and rolling stock at a when they could be seen Railfreight in Colour for the Modeller and Historian across the network. The AL6 or Class 86 fleet of ac locomotives represents the BRB ' s second generation of main - line electric traction. After introduction of the various new business sectorsInterCity colours appeared in various guiseswith the ' Swallow ' livery being applied from Also in Cab superstructure — Light grey colour aluminium paint considered initially. The crest originally proposed was like that used on the AC electric locomotives then being deliveredbut whether of cast aluminium or a transfer is not quite International Railway Congress at Munich 60 years of age and over should be given the B. Multiple - aspect colour - light signalling has option of retiring on an adequate pension to Consideration had been given to AC Locomotive Group reports activity on various fronts in connection with its comprehensive collection of ac electric locos. Some of the production modelshoweverwill be 25 kV ac electric trains designed to work on BR ' s expanding electrified network. Headlight circuits for locomotives used in multiple - unit operation may be run through the end jumpers to a special selector switch remote Under the tower's jurisdiction are 4 color -light signals and subsidiary signals for Railfreight in Colour for the Modeller and Historian movements.
    [Show full text]
  • TRACKS Binders: with 768 Pages of Valuable Information Now Contained Within a Years Issues of TRACKS It Is Worth Keeping Your Copies Protected
    TTRRAACCKKSS Inter City Railway Society - February 2016 Inter City Railway Society founded 1973 www.intercityrailwaysociety.org Volume 44 No.2 Issue 518 February 2016 The content of the magazine is the copyright of the Society No part of this magazine may be reproduced without prior permission of the copyright holder President: Simon Mutten (01603 715701) Coppercoin, 12 Blofield Corner Rd, Blofield, Norwich, Norfolk NR13 4RT Chairman: Carl Watson - [email protected] Mob (07403 040533) 14, Partridge Gardens, Waterlooville, Hampshire PO8 9XG Treasurer: Peter Britcliffe - [email protected] (01429 234180) 9 Voltigeur Drive, Hart, Hartlepool TS27 3BS Membership Sec: Colin Pottle - [email protected] (01933 272262) 166 Midland Road, Wellingborough, Northants NN8 1NG Mob (07840 401045) Secretary: Stuart Moore - [email protected] (01603 714735) 64 Blofield Corner Rd, Blofield, Norwich, Norfolk NR13 4SA Events: Louise Watson - [email protected] Mob (07921 587271) 14, Partridge Gardens, Waterlooville, Hampshire PO8 9XG Magazine: Editor: Trevor Roots - [email protected] (01466 760724) Mill of Botary, Cairnie, Huntly, Aberdeenshire AB54 4UD Mob (07765 337700) Sightings: James Holloway - [email protected] (0121 744 2351) 246 Longmore Road, Shirley, Solihull B90 3ES Photo Database: John Barton Website: Trevor Roots - [email protected] contact details as above Books: Publications Manager: Carl Watson
    [Show full text]
  • Study on Border Crossing Practices in International Railway Transport
    STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • UTSG Paper Template
    January 2012 COWIE: GB Rail Freight Privatisation UTSG Aberdeen Rail Freight in Great Britain – has privatisation made a noticeable difference? Title: Jonathan Cowie Position: Lecturer in Transport Economics Institution: Edinburgh Napier University, SEBE/Transport Research Institute Abstract This paper briefly outlines the main changes brought about by the Railways Act 1993 with regard to the rail freight sector and then examines development of the sector since that time. It finds that although rail freight levels have increased, these in the main have been as a result of changes that have occurred outside of the industry. It also finds little evidence of new operator entry into the rail freight business despite the removal of legal barriers to operation. The paper then gives an overview of the main medium and longer term effects of rail freight reform, principally through a literature review on US railroad deregulation, before examining productivity and scale effects within the British industry since privatisation. What it finds is that in the case of the former productivity has been rising from negative values at the start of the period reviewed, and economies of scale whilst significant should not be viewed as a major barrier to entry and hence do not account for the low level of entry that has occurred since privatisation. The over-riding conclusion is that policy needs to do more and be more innovative in incentivising the industry otherwise long term decline could very quickly set back in. Introduction With open access to rail freight operations introduced in the early 1990s and full privatisation of the industry achieved in 1996, now seems a relevant time to examine the performance and production economics of rail freight in Great Britain.
    [Show full text]
  • Freight Rail Usage and Performance 2019-20 Q4 Statistical Release Publication Date: 28 May 2020 (Revised 24 June 2020) Next Publication Date: 24 September 2020
    Freight Rail Usage and Performance 2019-20 Q4 Statistical Release Publication date: 28 May 2020 (revised 24 June 2020) Next publication date: 24 September 2020 Freight moved by rail (billion net tonne km), Great Britain Background This statistical release 1991-92 to 2019-20 contains information on rail freight usage and performance in Great Britain with the latest quarterly and annual data to 31 March 2020. The statistics cover freight moved, freight lifted, freight delivery metric (FDM), freight delays per 100 train km, freight train km by operator and freight market indicators. Data are sourced from The total volume of rail dropped to 16.6 billion net tonne Network Rail, Freight freight moved Operating Companies kilometres in the financial year 2019-20, its lowest total in 23 years. This is a 5% (FOCs) and the decrease from the total in 2018-19. The total amount of freight lifted fell to 68.1 Department for Transport million tonnes, which is a 10% decrease from 2018-19 and is now the lowest (DfT). total since 1984-85. The Freight Delivery Metric (FDM) recorded its lowest quarterly percentage (91.1%), down 3.9 percentage points from 2018-19 Q4. The quarterly FDM moving annual average (MAA) was 92.8%. These Q4 freight statistics have been affected by the Coronavirus (Covid- 19) pandemic, although the impact is small given the number of days affected up to the end of March 2020. We expect to see a more noticeable impact in the next statistical release, 2020-21 Q1 (April to June 2020). Author: Stephen Pottinger Responsible Statistician: Jay Symonds Public Enquiries: Email: [email protected] Media Enquiries: Tel: 020 7282 2094 Website: https://dataportal.orr.gov.uk/statistics/usage/freight-rail-usage-and-performance/ 1.
    [Show full text]
  • Replacing Amtrak: Privatization, Regionalization, and Liquidation
    P o l i c y S t u d y N o . 2 3 5 , O c t o b e r 1 9 9 7 RReeppllaacciinngg AAmmttrraakk:: A Blueprint for Sustainable Passenger Rail Service by Joseph Vranich EXECUTIVE SUMMARY mtrak is a failed national experiment. By its own admission, Amtrak is headed for bankruptcy unless Washington provides another multi-billion-dollar bail-out. Another federal rescue is A unjustified considering that federal and state subsidies to Amtrak since its inception in 1971 are nearing $22.5 billion, an amount out of proportion to Amtrak’s usefulness in most of the nation. The federal government does not run a national airline. It doesn’t operate a national bus company. There’s no justification for a national railroad passenger operation. America needs passenger trains in selected areas, but doesn’t need Amtrak’s antiquated route system, poor service, unreasonable operating deficits, and capital investment program with low rates of return. Amtrak’s failures result in part because it is a public monopoly—the very type of organization least able to innovate. This study reveals an Amtrak credibility crisis in the way it reports ridership figures, glosses over dwindling market share, understates subsidies, issues misleading cost-recovery claims, offers doubtful promises regarding high-speed rail, lacks proper authority for the freight business it recently launched, and misrepresents privatization as its applies to Amtrak. It’s time to liquidate Amtrak, privatize and regionalize parts of it, permit alternative operators to transform some long-distance trains into land-cruise trains, and stop service on hopeless routes.
    [Show full text]
  • Belt and Road Transport Corridors: Barriers and Investments
    Munich Personal RePEc Archive Belt and Road Transport Corridors: Barriers and Investments Lobyrev, Vitaly and Tikhomirov, Andrey and Tsukarev, Taras and Vinokurov, Evgeny Eurasian Development Bank, Institute of Economy and Transport Development 10 May 2018 Online at https://mpra.ub.uni-muenchen.de/86705/ MPRA Paper No. 86705, posted 18 May 2018 16:33 UTC BELT AND ROAD TRANSPORT CORRIDORS: BARRIERS AND INVESTMENTS Authors: Vitaly Lobyrev; Andrey Tikhomirov (Institute of Economy and Transport Development); Taras Tsukarev, PhD (Econ); Evgeny Vinokurov, PhD (Econ) (EDB Centre for Integration Studies). This report presents the results of an analysis of the impact that international freight traffic barriers have on logistics, transit potential, and development of transport corridors traversing EAEU member states. The authors of EDB Centre for Integration Studies Report No. 49 maintain that, if current railway freight rates and Chinese railway subsidies remain in place, by 2020 container traffic along the China-EAEU-EU axis may reach 250,000 FEU. At the same time, long-term freight traffic growth is restricted by a number of internal and external factors. The question is: What can be done to fully realise the existing trans-Eurasian transit potential? Removal of non-tariff and technical barriers is one of the key target areas. Restrictions discussed in this report include infrastructural (transport and logistical infrastructure), border/customs-related, and administrative/legal restrictions. The findings of a survey conducted among European consignors is a valuable source of information on these subjects. The authors present their recommendations regarding what can be done to remove the barriers that hamper international freight traffic along the China-EAEU-EU axis.
    [Show full text]
  • Eprints.Whiterose.Ac.Uk/2271
    This is a repository copy of New Inter-Modal Freight Technology and Cost Comparisons. White Rose Research Online URL for this paper: http://eprints.whiterose.ac.uk/2271/ Monograph: Fowkes, A.S., Nash, C.A. and Tweddle, G. (1989) New Inter-Modal Freight Technology and Cost Comparisons. Working Paper. Institute of Transport Studies, University of Leeds , Leeds, UK. Working Paper 285 Reuse See Attached Takedown If you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing [email protected] including the URL of the record and the reason for the withdrawal request. [email protected] https://eprints.whiterose.ac.uk/ White Rose Research Online http://eprints.whiterose.ac.uk/ Institute of Transport Studies University of Leeds This is an ITS Working Paper produced and published by the University of Leeds. ITS Working Papers are intended to provide information and encourage discussion on a topic in advance of formal publication. They represent only the views of the authors, and do not necessarily reflect the views or approval of the sponsors. White Rose Repository URL for this paper: http://eprints.whiterose.ac.uk/2271/ Published paper Fowkes, A.S., Nash, C.A., Tweddle, G. (1989) New Inter-Modal Freight Technology and Cost Comparisons. Institute of Transport Studies, University of Leeds. Working Paper 285 White Rose Consortium ePrints Repository [email protected] Working Paper 285 December 1989 NEW INTER-MODAL FREIGHT TECHNOLOGY AND COST COMPARISONS AS Fowkes CA Nash G Tweddle ITS Working Papers are intended to provide information and encourage discussion on a topic in advance of formal publication.
    [Show full text]
  • Eighth Annual Market Monitoring Working Document March 2020
    Eighth Annual Market Monitoring Working Document March 2020 List of contents List of country abbreviations and regulatory bodies .................................................. 6 List of figures ............................................................................................................ 7 1. Introduction .............................................................................................. 9 2. Network characteristics of the railway market ........................................ 11 2.1. Total route length ..................................................................................................... 12 2.2. Electrified route length ............................................................................................. 12 2.3. High-speed route length ........................................................................................... 13 2.4. Main infrastructure manager’s share of route length .............................................. 14 2.5. Network usage intensity ........................................................................................... 15 3. Track access charges paid by railway undertakings for the Minimum Access Package .................................................................................................. 17 4. Railway undertakings and global rail traffic ............................................. 23 4.1. Railway undertakings ................................................................................................ 24 4.2. Total rail traffic .........................................................................................................
    [Show full text]
  • Evaluation of Rail-Based Multimodal Transportation of Biofuels
    Evaluation of Rail-based Multimodal Transportation of Biofuels Behzad Kordnejad a, Sebastiaan Meijer a a Department of Transport Science, KTH Royal Institute of Technology SE-10044, Teknikringen 72, Stockholm, Sweden E-mail: [email protected], Phone: +46 (0) 8 790 88 17 Abstract This paper aims to analyse the internal and external factors influencing rail-based multimodal transportation of wood biofuel i.e. wood raw materials e.g. chips and branches that are used for production of energy. The analysis is conducted for the Swedish market and by using a bi-sectional qualitative framework. First, a STEEP analysis is conducted in order to analyse the external factors affecting railway transportation of biofuel. STEEP is an acronym for: Social, Technological, Economical, Environmental and Political and it is used as a strategic tool to analyse external factors that influence a business. Second, the internal factors are evaluated through the three main dimensions of sustainability: environmental, economic and social. In essence, it is the factors affecting rail transportation of biofuel and the inherent capability of the rail mode that are addressed. Albeit the two methods are to their nature qualitative approaches, the evaluation is complemented by quantitative analysis of the niche market as well as a case study. A main conclusion from the qualitative analysis is that rail transportation of biofuel faces a number challenges that in many cases are related to a relatively high share of fixed costs and operational inflexibility. The main drivers for it are commonly associated with economies of scale and the relatively low environmental impact. Estimates from the case study show that the break-even distance i.e.
    [Show full text]
  • 2-Stroke Diesels on Britain's Rail Network
    2-Stroke Diesels on Britain’s Rail Network Rodger Bradley Back in the 1950s, when British Railways was beginning work on the “Modernisation & Re-Equipment Programme” – effectively the changeover from steam to diesel and electric traction – the focus in the diesel world was mainly between high and medium speed engines. On top of which, there was a practical argument to support hydraulic versus electric transmission technology – for main line use, mechanical transmission was never a serious contender. The first main line diesels had appeared in the very last days before nationalisation, and the choice of prime mover was shaped to a great extent by the experience of private industry, and English Electric in particular. The railway workshops had little or no experience in The prototype main-line 2-stroke powered loco for the field, and the better known steam locomotive express passenger service on BR was never repeated. builders had had some less than successful attempts to Photo: Thomas's Pics CC BY 2.0, offer examples of the new diesel locomotives. That https://commons.wikimedia.org/w/index.php?curid=50662416 said, some of the smaller companies, who had worked with the railways pre-WW2 to supply small shunting Pilot Scheme & Modernisation In the first flush of enthusiasm for the new technology, British Railways announced three types of diesel locomotive to be trialled for main line use; diesel shunters had already been in use for a number of years. The shunting types were a mix of electric and mechanical transmission, paired with 4-stroke diesel engines, and not surprisingly the first main line designs included electric transmission and 4-stroke, medium speed engines.
    [Show full text]
  • British Rail Maintenance Limited: Sale of Maintenance Depots
    NATIONAL AUDIT OFFICE REPORT BY THE COMPTROLLER AND AUDITOR GENERAL British Rail Maintenance Limited: Sale of Maintenance Depots ORDERED BY THE HOUSE OF COMMONS TO BE PRINTED 15 JULY 1996 LONDON:HMSO HC583 Session1995-96 Published19 July1996 29.70 BRITISHML WNTENWCE UMITED: S~E OF WNTEN~CE DEPOTS This report has been prepared under Section 6 of the National Audit Act, 1983 for presentation to the House of Commons in accordance with Section 9 of the Act. John Bourn National Audit Office Comptroller and Auditor General 8 Jtiy 1996 The Comptroller and Auditor General is the head of the National Audit Office employing some 750 staff. He, and the NAO,are totaUy independent of Government. He certifies the accounts of au Government departments and a wide range of other puhhc sector bodies; and he has statutory authori@ to report to Parliament on the economy, efficiency and effectiveness with which departments and other bodies have used their resources. BRITISH ML WINTENANCE LIMITED: SALE OF WNTENANCE DEPOTS Contents Page Introduction, summary and principal conclusions 1 Part 1: Privatisation as soou as possible h a competitive process 8 Timetable 8 Sales process 10 - Generating interest 10 - Maintaining price tension 10 - Information available to bidders 15 Part 2: Mtitatimg safety, reducing costs and improving efficiency 17 tithin a competitive entionment Safety 18 Restructuring 18 Intellectual property 19 WorMoad contracts 21 Bidding framework 21 Part 3: Obtaining the best possfile market price, taking account of 23 sale costs, habfities, staff iuterests Best possible market price 23 - Sale structure 23 - Valuation 32 - Property clawback 33 Selection of adtisers and costs 34 Indemnities and warranties 35 Staff interests 36 - Assistance to management buy-out teams 36 - Employees’ terms and conditions 36 Part 4 The classification of docmnents as “Not for NAO eyes” 38 Glossary 42 Appendices 1.
    [Show full text]