Project Investment and Project Financing
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Rail Accident Report
Rail Accident Report Fire on HGV shuttle in the Channel Tunnel 21 August 2006 Report 37/2007 October 2007 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2007 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Rail Accident Investigation Branch 3 Report 37/2007 www.raib.gov.uk October 2007 Fire on HGV shuttle in the Channel Tunnel 21 August 2006 Contents Introduction 6 Summary of the report 7 Key facts about the incident 7 Key findings 7 Recommendations 9 The Incident 10 Summary of the incident 10 The parties involved 10 Location 10 Train and rail equipment 11 Events preceding the incident 11 Events during the incident 12 Consequences -
The Channel Tunnel (United Kingdom – France)
Draft for Consultation The Channel Tunnel (United Kingdom – France) Source: Ramboll Location The English Channel between Folkestone (England) and Coquelles (France) Sector Water crossing, fixed link, rail and road Procuring Authorities Government of the United Kingdom, Government of the Republic of France Project Company Getlink Group (previously Eurotunnel) Contract Obligations Design, Build, Finance, Maintain, Operate, Transfer (DBFMOT) Start of Operations 1994 Financial Closure Year 1987 (syndication of the Project Finance Facility) Capital Value GBP 9.5 billion (USD 11.8 billion – 1994 value) Contract Period (years) 99 Key Facts No governmental subsidies, 100% Project Finance 1/12 Draft for Consultation Project highlights The Channel Tunnel is a circa 50 kilometre (km)-long rail tunnel linking Folkestone, Kent, in England, with Coquelles, Pas-de-Calais, near Calais in northern France, beneath the English Channel at the Strait of Dover. It is the only fixed link between the island of Great Britain and the European mainland. It allows the city of London to be directly connected by train to Paris, Lille, Brussels, Amsterdam and Cologne – thanks to the Eurostar and Thalys train lines. The Channel Tunnel was officially opened in 1994. Train operation consists of shuttle trains conveying cars and coaches and other trains conveying heavy goods vehicles between the two terminals. Other trains using Getlink infrastructure are operated by the respective owners. Getlink, previously Groupe Eurotunnel (until 2017)1, is a public company which manages and operates the Channel Tunnel, including the Eurotunnel Shuttle vehicle services, and earns revenue on other trains through the tunnel (DB Schenker freight and Eurostar passenger trains). -
The Channel Tunnel Rail Link: Opportunities and Problems for Regional Economic Development
THE CHANNEL TUNNEL RAIL LINK: OPPORTUNITIES AND PROBLEMS FOR REGIONAL ECONOMIC DEVELOPMENT, David Matthew Smith Thesis Submitted to the University of Plymouth in Partial Fulfilment of the Requirements for the Degree of Doctor of Philosophy Department of Geographical Sciences University of Plymouth December 1992 THE CHANNEL TUNNEL RAIL LINK: OPPORTUNITIES AND PROBLEMS FOR REGIONAL ECONOMIC DEVELOPMENT. David Matthew Smith ABSTRACT The regional economic impact of the Channel Tunnel has engendered much public and private sector interest. Previous studies examining the regional implications of the Tunnel have argued that related development pressures will be largely confined to South East England, further widening the "North-South" divide. Economic Potential Analysis was earlier employed by Clark el. al. (1969) and Keeble et. al. (1982a) to model the geographical impact of the Tunnel on the relative accessibility of the UK regions. The conclusions drawn from these studies support the proposition that the South East would gain at the expense of the more peripheral regions. However, the important implications of a rail-only Tunnel have yet to be modelled. The results of the present study show that opportunities created by the Tunnel could be spread more evenly than had previously been predicted. However, following a review of the legislative and policy environment of the Tunnel and related infrastructure, it is argued that as a result of British Government inaction the more peripheral UK regions are likely to be unable to maximise any potential benefits created. Nonetheless, the overall regional economic impact of the Tunnel will depend ultimately on the reactions of the business community (Pieda 1989a&b). -
Managing Construction Projects an Information Processing Approach Managing Construction Projects an Information Processing Approach Second Edition
www.ebook3000.com Managing Construction Projects An Information Processing Approach www.ebook3000.com Managing Construction Projects An Information Processing Approach Second Edition Graham M. Winch Professor of Project Management Centre for Research in the Management of Projects Manchester Business School The University of Manchester A John Wiley & Sons, Ltd., Publication This edition fi rst published 2010 © 2010 Blackwell Publishing Ltd and 2002 Blackwell Science Ltd Blackwell Publishing was acquired by John Wiley & Sons in February 2007. Blackwell’s publishing programme has been merged with Wiley’s global Scientifi c, Technical, and Medical business to form Wiley-Blackwell. Registered offi ce John Wiley & Sons Ltd, The Atrium, Southern Gate, Chichester, West Sussex, PO19 8SQ, United Kingdom Editorial offi ce 2121 State Avenue, Ames, Iowa 50014-8300, USA For details of our global editorial offi ces, for customer services and for information about how to apply for permission to reuse the copyright material in this book please see our website at www.wiley.com/wiley-blackwell. The right of the author to be identifi ed as the author of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, except as permitted by the UK Copyright, Designs and Patents Act 1988, without the prior permission of the publisher. Wiley also publishes its books in a variety of electronic formats. Some content that appears in print may not be available in electronic books. -
The Channel Tunnel
Source: Getlink Group The Channel Tunnel Procuring authorities Government of the United Kingdom, Government of the Republic of France Project company Getlink Group (previously Eurotunnel) Contract obligations Design, build, finance, maintain, operate, transfer (DBFMOT) Start of operations 1994 Financial closure year 1987 (syndication of the Project Finance Facility) Capital value Location GBP9.5 billion (USD11.8 billion – 1994 value) The English Channel between Folkestone (England) and Coquelles (France) Contract period (years) 99 Sector Water crossing, fixed link, rail and road Key facts No governmental subsidies, 100% Project Finance 8 | GLOBAL INFRASTRUCTURE HUB CASE STUDY: THE CHANNEL TUNNEL Project highlights The Channel Tunnel is a roughly 50 km rail tunnel countries initially for a period of 55 years, then linking Folkestone, Kent, in England, with Coquelles, extended to 99 years until 2086. Getlink’s head Pas-de-Calais, near Calais in northern France. The office is located in Paris. tunnel extends beneath the English Channel at the Originally estimated at GBP 4.8 billion in 1985 Strait of Dover. It is the only fixed link between the (about USD6.2 billion, 1985 prices), the Channel island of Great Britain and the European mainland. Tunnel’s total cost was much higher than It allows the city of London to be directly connected expected, reaching GBP9.5 billion by the end of by train to Paris, Lille, Brussels, Amsterdam and its construction (about USD14.5 billion in 1994).2 Cologne – thanks to the Eurostar and Thalys Project costs were vastly underestimated and an train lines. overrun of 80% was incurred.3 This was due to The Channel Tunnel was officially opened in 1994. -
Tunnel Vision? Completing the European Rail Market
HOUSE OF LORDS European Union Committee 24th Report of Session 2010–12 Tunnel vision? Completing the European rail market Ordered to be printed 29 November 2011 and published 8 December 2011 Published by the Authority of the House of Lords London : The Stationery Office Limited £price HL Paper 229 The European Union Committee The Committee considers EU documents in advance of decisions being taken on them in Brussels, in order to influence the Government’s position and to hold them to account. The Government are required to deposit EU documents in Parliament, and to produce within two weeks an Explanatory Memorandum setting out the implications for the UK. The Committee examines these documents, and ‘holds under scrutiny’ any about which it has concerns, entering into correspondence with the relevant Minister until satisfied. Letters must be answered within two weeks. Under the ‘scrutiny reserve resolution’, the Government may not agree in the EU Council of Ministers to any proposal still held under scrutiny; reasons must be given for any breach. The Committee also conducts inquiries and makes reports. The Government are required to respond in writing to a report’s recommendations within two months of publication. If the report is for debate, then there is a debate in the House of Lords, which a Minister attends and responds to. The Committee has seven Sub-Committees which are: Economic and Financial Affairs and International Trade (Sub-Committee A) Internal Market, Energy and Transport (Sub-Committee B) Foreign Affairs, Defence and Development -
TRANSPORT HDS:TRANSPORT HDS 12/12/07 13:49 Page 1
TRANSPORT COVER HDS:TRANSPORT COVER HDS 12/12/07 16:02 Page 1 After years of high taxation and underinvestment in transport we face gridlock on our roads and deadlock in transport policy. While the case for road pricing is clear and has been made for a long time, the public is wary of anything that could turn out to be yet another stealth tax. Towards better transport Towards The solution we propose and investigate is to improve our infrastructure now and to repay the costs using road pricing revenues collected in the future. This way, the infrastructure can be built without delay and the funding gap met using private Towards better finance. Not only would our infrastructure be improved but we would have adopted the most efficient means of managing road space for the future. transport This report explores the experience of PFI in transport. It then moves on to detail the institutional and fiscal frameworks Funding new infrastructure governing the sector. It finds that while our current systems of with future road pricing revenue governance and taxation are broadly compatible with road Hartwich and Briar Lipson, edited by Oliver Marc Wellings Richard pricing and the concomitant deployment of private finance, certain frameworks look more likely to promote efficient long- term investment in transport infrastructure than others. Until transport policy takes a different direction, Britain’s transport network will continue to deteriorate while our roads become even more congested. This report shows that there is a way to get Britain moving again. -
The Official History of Britain and the Channel Tunnel
THE OFFICIAL HISTORY OF BRITAIN AND THE CHANNEL TUNNEL This authoritative volume presents the first official history of the British Government’s evolving relationship with the Channel Tunnel project from the early nineteenth century to 2005. The building of the Channel Tunnel has been one of Europe’s major projects and a testimony to British-French and public-private sector collaboration. However, Eurotunnel’s current financial crisis provides a sobering backcloth for an examination of the British Government’s long-term flirtation with the project, and in particular, the earlier Tunnel project in the 1960s and early 1970s, which was abandoned in 1975. Commissioned by the Cabinet Office and using hitherto untapped British Government records, this book presents an in-depth analysis of the successful project of 1986–94. It provides a vivid portrayal of the complexities of quadripartite decision-making (in two countries, with both public and private sectors), revealing new insights into the role of the British and French Governments in the process. Written by Terry Gourvish, Britain’s leading transport historian, this book will be essential reading for general readers and specialists with an interest in business history, international relations, public policy and project management. WHITEHALL HISTORIES: GOVERNMENT OFFICIAL HISTORY SERIES ISSN: 1474–8398 The Government Official History series began in 1919 with wartime histories, and the peacetime series was inaugurated in 1966 by Harold Wilson. The aim of the series is to produce major histories in their own right, compiled by historians eminent in the field, who are afforded free access to all relevant material in the official archives.