Turku One Hour Train Ltd has five ongoing railway plans, all of which carry out environmental impact assessments and planning in accordance with the guidelines of the Finnish Transport Infrastructure Agency. The railway plans are divided as follows: RaS1 Espoo-Lohja, RaS2 Lohja-Salo, RaS3 Salo-Hajala, RaS4 Hajala-Nunna and RaS5 Nunna-Kupittaa.

Turku One Hour Train Ltd needs expert help both in preparing the profitability calculation and in other financial analyses concerning the project.

Turku One Hour Train Ltd needs expert help both in preparing the profitability calculation and in other financial analyses concerning the project.

The project has previously been under the competence of the Finnish Transport Infrastructure Agency, and the project was transferred to Turku One Hour Train Ltd in autumn 2021. Various studies on the project have been commissioned in the previous planning phase, such as:

• Espoo-Salo preliminary master plan (2010)

• EIA of the Espoo-Salo direct railway line (2010)

• Espoo city railway: railway plan (2015)

• Turku railway yard and Kupittaa-Turku double track: railway plan (2021)

• EIA of the Helsinki-Turku high-speed train connection project entity

• Project evaluation of the Helsinki-Turku high-speed train connection 2020

• Wider regional economic impacts of the Helsinki-Turku high-speed train connection in 2020

The project evaluation commissioned by the Finnish Transport Infrastructure Agency in 2020 examined the entire project as well as other routing options, such as double track on the current coastal railway. The conclusion of the project evaluation was that the project should be phased into different entities. The options presented in the project evaluation did not exceed socio-economic break-even point 1. If there are more passengers regionally than anticipated, the profitability of the project will improve.

The project evaluation also states that if Salo-Turku is double-tracked first, the profitability of the project will improve.

In the project evaluation of the Finnish Transport Infrastructure Agency, the cost-benefit ratio of the project transferred to Turun Tuntijuna Oy was 0.44. This calculation is based on the state's updated project evaluation guidelines. The project evaluation guidelines serve as a means for the state to place projects in a different order. However, the guidelines do not take into account the project company's implementation models. For this reason, the project company can prepare a cost-benefit analysis model that takes into account the benefits and costs of the project in more detail.

Turku One Hour Train Ltd has more extensively commissioned an assessment of regional economic impacts and sought to find various CO2 emission reduction methods during construction that affect the socio-economic benefits. One innovative method of the design phase of the project is the introduction of a mass balance management programme, which has been used in various larger infrastructure projects in Europe.

The project's cost estimate is based on the quantity calculation produced in the project, which will be specified as the plans progress. The raw cost estimate has not yet examined the range of material prices. The company will refine the cost estimate and prepare a sensitivity analysis of it.

Turku One Hour Train Ltd requests an offer for a project evaluation of the company's project option. In project appraisal, it is necessary to look at the project from an international perspective using parameters used in the EU rather than national parameters.

Project evaluation should examine implementation critically: whether the project needs to be pieced together during the implementation phase and whether the revenue and expense flows of the operating business should be included in the assessment in order to improve profitability. The position should also take into account the potential impact of identified economic factors on project profitability (e.g. tax or employment impact, impact of MaaS services).

The expert service for the position includes:

• Estimation of the project's investment cost (base case, range) and verification of various savings targets

• Estimation of the cost structure and revenues of the traffic phase

• Preparation of the cost-benefit ratio model and calculation of the cost-of-benefit ratio (HK ratio)

• Optimisation and partial review of the HK ratio (e.g. dividing the project into sub-packages)

• Cash flow analysis of project revenues and costs

• Assessment of wider economic impacts

• Taking into account financial perspectives and requirements

• Critical examination of the content of studies from previous planning phases

• Reporting

• Working with the side consultants acquired by the company and coordinating the work

• Other expert tasks related to the above-mentioned according to the customer's needs