RE: Billingham - planning?2 Jun 2026 14:48
Planning here is an administrative step rather than a material risk (the Environmental clearance has been given and Chris McDonald MP is the Parliamentary Under Secretary of State at both DESNZ and DBT and is the constituency MP for Stockton North, with Billingham (the new site) in his constituency.
That said, how IMO this will work in practice is that the DBT grant will cover the "risk money" (long lead items and remainder of pre-construction costs). When I refer to FID, I refer to the ALK/TVL Board resolution to proceed with the project and commit risk money ie "we are going to build this." IMO and experience everything has been negotiated in parallel for months using a harmonized model. The Boards can declare "FID" when the DBT grant commitment letter received, conditional NWF equity subscription agreement signed (this is the return to the Exchequer), conditional UKEF guarantee letter (to reduce Debt interest costs), conditional project equity agreement signed (ARA or strategic OEM equity with offtake for remaining 60% Train#1), conditional ABG debt agreement and planning application submitted (but not yet determined).
When planning and all CP's are met, Financial Close and drawdown occurs.
The Tata/Agratas gigafactory and Pentland Floating Offshore Wind projects followed a similar trajectory.
When the DBT announces the grant letter (which could be any time), that tells investors the whole funding stack is done.
This is my best judgement. In principle, NWF equity can be used for "risk money" but in the TVL case, using the triple combo of NWF, grant and guarantee is in the best interests of Gov and the project - which will be set up to be robust enough to self fund a further 3 Trains. That's the objective that best meets the Exchequer goals of return to tax payers, UK mine-to-battery supply chain and 1000s of jobs.