Private Finance
The private financing initiatives
When the Private Finance Initiative was launched in 1992, it was seen as a mechanism to achieve extra public-sector investment by bringing in private finance for capital projects as well as a means to improve the public procurement process that was routinely criticized for poor project management and construction cost overruns. PFIs cut across a range of public services, including hospitals, prisons, public transport, roads, and schools. Each PFI depended on the public-sector purchaser to specify the outputs or outcomes it hoped to achieve, and put private-sector capital at risk for the delivery of those outputs or outcomes. By relaxing the emphasis on input specification, PFIs sought to mobilize innovation and optimize whole-life costs and quality to meet the public requirements. The financing mechanism served to reinforce the long-term nature of the relationship by linking payments to the achievement of outputs over the life of the contract, while incentivizing the private sector to achieve those outputs at the lowest possible cost (Forrer, Kee and Zhang 2002).
By the early-1990s, the U.K. government was promoting PFIs with vigor as a means to finance capital assets. In 1994, HM Treasury adopted a "universal testing regime" under which it would not approve any public-sector capital project unless the PFI option had been considered (Commission on Public Private Partnerships 2001). While this approach increased capital expenditure under PFI each year, PFI represented only 6% of total capital expenditure in the United Kingdom by the end of John Major's Conservative Government in 1997 (Commission on Public Private Partnerships 2001).
With the election of the Labor government in 1997, private finance took on an increased emphasis as a key element in the government's plans to deliver modern, high-quality services across a broad range of public-sector activities. Central to the government's plans was the need for a significant increase in investment to replenish a public-sector asset stock that had been allowed to deteriorate significantly. The new government took steps to overhaul PFIs within days of taking office and shortly thereafter, PFIs became a subsection of a broader framework of Public Private Partnerships that the government described as a cornerstone of its modernization program (HM Treasury 2000). The removal of barriers to PFI clearly helped to boost private finance activity after the general election in 1997. In total, over 400 contracts on PFI projects were signed by the end of 2000, with 80 to 100 deals signed annually since 1997. And the value of PFI projects was increasing as well, with approximately £8 billion of PFI capital raised from 1997 to the end of 2000 (IFSL 2001). As of May 2002, the Deputy Prime Minister noted that more than 200 schemes had been signed, with a total capital value of £14 billion. An accounting in October 2002 by the PPP Forum, an industry group, noted over £21 billion of contracts signed (2002) (Chung 2009).
At the same time, other European Union countries have embraced PPP as a mechanism to develop infrastructure within the boundaries of stringent Monetary Union criteria. (See Table XX, IFSL 2001:16.) Toll road projects in Greece and Portugal are under way and the Netherlands used a PPP framework to develop a High-Speed Rail Link between Amsterdam and Brussels (Travis and Merli 2000). The Government of Ireland opened its first PPP school in December 2002 and has announced the approval of many other PPP projects, including housing projects, roadways, wastewater treatment plants, and a new 70-kilometer metro for Dublin (Irish Government Public Private Partnership 2003). Looking beyond the European Union, three states in Australia-Victoria, New South Wales, and Queensland-have recently established a set of principles and have issued a list of projects for which they are seeking private-sector involvement, and other projects, such as the Melbourne City Link, are examples of PPP-style financing (Young 1996).
In spite of the brief history of PPP/PFI and a shortage of detailed evidence proving its long-term success, surveys within the market indicate that PPP/PFI may indeed be effective in structuring standard project financings, in which they pass to and contain the risks of construction costs, timing, and efficiencies in operations within private providers. The PPP/PFI approach seems especially appropriate within markets that undertake medium-sized projects, which can function as stand-alone entities, free of taxpayer support and which, after a fairly standardized construction period, revert to a low-risk "utility" profile. Not surprisingly, road projects are considered to be among the types of work where the Private Finance Initiative...
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