FIRSTGROUP PLC
HALF-YEARLY REPORT FOR THE 26 WEEKS TO 25
SEPTEMBER 2021
- A transformed business having exited North American operations,
with further value to be realised including from First Transit
earnout and Greyhound property disposals and other receipts, in
addition to the £500m recently returned to shareholders
- Resilient financial performance in period; no change to
management's FY22 expectations, recognising there is uncertainty
around the pace of recovery in light of the evolving circumstances
of the pandemic
- First Bus on track to deliver 10% margin in first full year
after pandemic-related restrictions end, with c.£20m in annualised
cost efficiencies delivered since 2019
- First Rail's four management fee-based operations are
delivering performance metrics in line with management
expectations
- Passenger volume recovery ongoing, and renewed government
commitment to strengthening convenient, low-carbon public transport
connections is becoming a reality
- Cash generative businesses support intention to commence
regular dividends within next 12 months and strong balance sheet
provides flexibility to capture the opportunities ahead
|
|
|
H1 2022
(£m) |
|
|
|
H1 2021
(£m) |
|
|
|
Change (£m) |
|
Cont. |
Disc. |
Total |
|
Cont. |
Disc. |
Total |
|
Cont. |
Disc. |
Total |
Revenue |
2,139.1 |
970.6 |
3,109.7 |
|
2,053.1 |
1,048.5 |
3,101.6 |
|
+86.0 |
(77.9) |
+8.1 |
Adjusted1 operating
profit |
51.8 |
121.3 |
173.1 |
|
55.7 |
(45.3) |
10.4 |
|
(3.9) |
+166.6 |
+162.7 |
Adjusted1 operating
profit margin |
2.4% |
12.5% |
5.6% |
|
2.7% |
(4.3)% |
0.3% |
|
(30)bps |
+1,680bps |
+530bps |
Adjusted1 profit/(loss)
before tax |
|
|
103.7 |
|
|
|
(73.3) |
|
|
|
+177.0 |
Rail management fee-adjusted
Attributable loss4 |
|
|
(1.2) |
|
|
|
(10.4) |
|
|
|
+9.2 |
Adjusted1 EPS |
|
|
6.6p |
|
|
|
(5.3)p |
|
|
|
+11.9p |
Adjusted cash flow2 |
|
|
1,704.7 |
|
|
|
197.9 |
|
|
|
+1,506.9 |
Adjusted Net
(Cash)/Debt3 |
|
|
(613.9) |
|
|
|
1,532.1 |
|
|
|
+2,146.0 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
H1 2022
(£m) |
|
|
|
H1 2021 (£m) |
|
|
|
|
Statutory |
Cont. |
Disc. |
Total |
|
Cont. |
Disc. |
Total |
|
|
|
|
Revenue |
2,139.1 |
970.6 |
3,109.7 |
|
2,053.1 |
1,048.5 |
3,101.6 |
|
|
|
|
Operating profit/(loss) |
52.2 |
592.3 |
644.5 |
|
37.8 |
(54.2) |
(16.4) |
|
|
|
|
Profit/(loss) before tax |
|
|
516.5 |
|
|
|
(100.1) |
|
|
|
|
EPS |
|
|
42.4p |
|
|
|
(8.3)p |
|
|
|
|
Net debt |
|
|
234.2 |
|
|
|
2,946.1 |
|
|
|
|
- Bonds, bank and other debt net
of (cash) |
|
|
(1,188.8) |
|
|
|
681.1 |
|
|
|
|
- IFRS 16 lease
liabilities |
|
|
1,423.0 |
|
|
|
2,265.0 |
|
|
|
|
'Cont.' refers to the Continuing operations comprising First
Bus, First Rail, Group items and Greyhound retained assets and
liabilities including Greyhound Canada. 'Disc.' refers to
discontinued operations, being First Student, First Transit and
Greyhound US. Statutory operating profit from discontinued
operations of £592.3m includes the gain on sale of First Student
and First Transit.
Corporate activity
- Three North American divisions sold for combined enterprise
value of c.$4.6bn, c.£2.2bn in debt
and other liabilities repaid or de-risked and £500m returned to
shareholders
- Further value to be realised over time, including from First
Transit earnout (up to c.£180m, estimated fair value of £102m),
Greyhound property portfolio realisation (estimated £120m net
realisable value from FY23 onwards), potential UK pension escrow
release of up to £117m
- Capital structure reorganisation completed; £676.4m of
liquidity (new £300m, multi-year sustainability-linked RCF and free
cash) as at 6 December 2021, before
pensions escrow and Greyhound liability de-risking payments planned
before financial year end
- New financial framework for investment, gearing and shareholder
returns in place; Rail management fee-adjusted EBITDA and
Attributable Profit4 measures introduced to better
reflect cash flow characteristics of rail contracts
Financial overview
- Resilient financial performance in light of travel restrictions
and other pandemic effects in the period – Total Group adjusted
operating profit (including discontinued operations) increased by
£162.7m:
- Continuing operations in line with management expectations,
with £51.8m adj. operating profit reflecting UK governments'
procurement of service capacity from First Bus to enable socially
distanced travel for most of H1 and new low-risk management
contracts in First Rail, partially offset by open access
losses
- Discontinued operations adjusted operating profit of £121.3m
reflects increased volume of travel activity in North America, ongoing grant receipts in
Greyhound, as well as no depreciation being charged to profit under
the accounting rules once the divisions become classed as held for
sale
- £52.2m statutory operating profit from continuing operations
(H1 2021: profit of £37.8m) includes £0.4m credit from net
adjusting items (H1 2021: £(17.9)m)
- £471.4m credit from net adjusting items in discontinued
operations (H1 2021: £8.9m) principally reflect the portfolio
rationalisation and uses of the proceeds:
- Gain on sale of First Student and First Transit, including
realisation of £450.6m in cumulative foreign currency gains since
date of original acquisition, partially offset by transaction and
other costs
- Greyhound impairment reversal to reflect the sale value,
partially offset by transaction and closure costs
- At period end, Adjusted Net Debt/(Cash)3 was
£(613.9)m (H1 2021: £1,532.1m) reflecting receipts from First
Student and First Transit disposal and the previously outlined uses
of the proceeds including debt repayments and cash contributions to
the defined benefit pension schemes
- More recently, Adjusted Net Cash3 was £137.3m as at
6 December 2021, reflecting further
actions undertaken since the period end, including:
- the £500m returned to shareholders via the recent tender
offer
- Initial cash consideration of £100.9m received from Greyhound
sale as well as four subsequent Greyhound property sales for
$6.8m in total; since closing the
transaction the Group has also begun receiving certain US federal
funding scheme payments ($1.5m to
date) relating to losses during period of ownership as well as
rental income and the first tranches of deferred consideration
Current trading and outlook
- First Bus passenger volume recovery ongoing; 71% of equivalent
2019 levels on average in recent weeks represents a slowdown in the
rate of improvement, with pandemic-related restrictions varying by
UK region
- No change to management expectations for First Bus adjusted
operating profit for FY22, which reflects the current
pandemic-related restrictions and government funding schemes in
place, some further passenger volume improvement, and with our
pricing strategy expected to broadly offset the effects of
industry-wide driver shortages
- First Bus remains on track to deliver 10% adjusted operating
margin in the first full year after pandemic-related restrictions
end
- First Rail's four management fee-based operations are
delivering performance metrics in line with management
expectations. Previously anticipated losses on the open access
operations reflect costs incurred on start-up of the new Lumo
service and at Hull Trains
- Both divisions continue to develop additional revenue
opportunities, with further progress on affiliate contracts at
First Rail, and additional B2B contracts in First Bus
- Expect to end the financial year with c.£10-20m in Adjusted Net Debt (following £117m payment
into pensions escrow and plans for c.£150m of further de-risking of
Greyhound liabilities)
- While some uncertainty remains around pace of recovery in light
of the evolving circumstances of the pandemic, there is no change
to management's expectations for FY22: expect to build operational
momentum in current financial year, providing a solid foundation
for delivering financial framework objectives – including
commencing regular dividends within the next twelve months
Commenting, Executive Chairman
David Martin said:
"We have delivered on our commitment to unlock value. By
divesting our North American operations, we have strengthened our
financial position, refocused on our market-leading public
transport operations in the UK, and returned £500m in value to our
shareholders.
"With a well-capitalised balance sheet and an operating model
that supports our intention to begin regular dividends to
shareholders within the next 12 months, FirstGroup is now a more
resilient and flexible business. I am confident that we are
well-placed to create long term, sustainable value from the
opportunities ahead, underpinned by the UK policy backdrop which
places public transport at the centre of the economic recovery,
decarbonisation and levelling up agendas."
Contacts at FirstGroup:
Faisal Tabbah, Head of Investor
Relations
Stuart Butchers, Group Head of Communications
corporate.comms@firstgroup.co.uk
+44 (0) 20 7725 3354
Contacts at Brunswick PR:
Andrew Porter / Simone Selzer, Tel: +44 (0) 20 7404 5959
A webcast for investors and analysts will be held at
9:00am today – attendance is by
invitation. Please email corporate.comms@firstgroup.co.uk in
advance of the webcast to receive joining details. To access the
presentation to be discussed on the webcast, together with a pdf
copy of this announcement, go to www.firstgroupplc.com/investors. A
playback facility will also be available there in due course.
Notes
1
‘Adjusted’ figures throughout this document are before the gain on
sale of First Student and First Transit, partial reversal of
impairment charges on Greyhound and certain other items as set out
in note 3 in the interim results section.
2 ‘Adjusted
cash flow’ is described in the table shown on p.18.
3 'Adjusted Net Debt'
excludes First Rail ring-fenced cash and IFRS 16 lease liabilities
from net debt.
4 For definitions of the Rail
management fee-adjusted alternative performance measures and other
key terms, see the definitions section on p.21.
Legal Entity Identifier (LEI): 549300DEJZCPWA4HKM93.
Classification as per DTR 6 Annex 1R: 1.2.
FirstGroup plc (LSE: FGP.L) is a leading private sector provider
of public transport services. With £4.3 billion in revenue and
around 30,000 employees, our UK divisions transported nearly
700,000 passengers a day in the 52 weeks to 27 March 2021. First Bus is the second largest
regional bus operator in the UK, serving two-thirds of the UK’s 15
largest conurbations with a fleet of c.5,000 buses. First Rail is
the UK’s largest rail operator, with many years of experience
running long-distance, commuter, regional and sleeper rail
services. We operate a fleet of c.3,750 rail vehicles through four
management fee-based train operating companies (Avanti, GWR, SWR,
TPE) and two open access routes (Hull Trains and Lumo, our new East
Coast service which launched in October
2021). We create solutions that reduce complexity, making
travel smoother and life easier. Our businesses are at the heart of
our communities and the essential services we provide are critical
to delivering wider economic, social and environmental goals. We
are formally committed to operating a zero-emission First Bus fleet
by 2035 and to cease purchasing further diesel buses after 2022;
and First Rail will help support the UK Government’s goal to remove
all diesel-only trains from service by 2040. Visit our website at
www.firstgroupplc.com and follow us @firstgroupplc on Twitter.
Results overview
FirstGroup is a transformed business. Through the sale of the
three North American divisions, we have simplified and refocused
the Group on our leading UK public transport businesses,
substantially strengthened the balance sheet and de-risked legacy
liabilities, and set out our plans to emerge from the pandemic as a
more resilient and robust enterprise, well-equipped to capture the
many opportunities ahead.
In addition to these 'self-help' actions, the operating
environment for public transport companies in the UK has also
substantially shifted. A new lower-risk passenger rail operating
model is emerging, which rewards operators that demonstrate
consistent delivery of quality services for passengers rather than
overly ambitious revenue growth forecasts as was the case in the
past. As the largest incumbent operator, we are well-placed to earn
a consistent stream of low-risk earnings from our four existing
management fee-based rail operations, while using our expertise and
experience to continue building affiliate earnings from the UK rail
industry and elsewhere.
As the second largest regional bus operator in the UK, we are
also well-placed to benefit from the increasing recognition at all
levels of government and society of the value of stronger bus
networks. At their best, bus networks provide the most responsive,
flexible and value-for-money solution to the air quality,
congestion and connectivity problems increasingly faced by our
towns and cities. Through supporting modal shift out of cars and
our commitments to convert our fleets to zero carbon buses, we also
have an important part to play in decarbonising transport in our
operating areas. There is an unprecedented focus on all of these
opportunities by Government – and increasingly this renewed
ambition has the funding programmes behind it to deliver.
In the short term, our financial results are complex, affected
by the sale of three divisions, c.£2.2bn of debt repayments and
de-risking of pensions and other liabilities , as well as a £500m
cash return to shareholders, some of which completed after the
period end. Further inflows to the Group are also expected over
time from certain deferred and contingent aspects of the portfolio
rationalisation (including the First Transit earnout, cash in
escrow for the UK pension schemes, and the net proceeds from the
Greyhound assets and liabilities retained). The Board is committed
to keeping the balance sheet position of the Group under review and
will consider the potential for further additional distributions to
shareholders in due course following crystallisation of some of
these matters and in light of other value creation opportunities
that present themselves. We also note the capacity to increase
gearing over time, as end market conditions and hence business
performance improves.
The FirstGroup emerging from this transformation has a clear and
important role to play at the heart of our communities and
economies, is cash-generative, well-capitalised, and committed to
investing in a low carbon future while supporting a regular
dividend to shareholders. In summary, we believe it is very
well-placed to create substantial further shareholder value in
future.
Portfolio rationalisation strategy
delivered; uses of proceeds substantially complete
In the 26 weeks to 25 September
2021, the Group announced and completed the sale of First
Student and First Transit for a headline enterprise value of
$4.6bn and net disposal proceeds of
$3.1bn (£2.3bn), repaid £1.8bn of
bank facilities, commercial paper, bonds and other debt, paid £220m
in cash into the UK Bus pension scheme, and made payments of £73.7m
into the Greyhound US and Canadian pensions schemes to begin the
process of de-risking them. In the period the Group also signed a
new multi-year £300m sustainability-linked Revolving Credit
Facility (RCF) with a group of its relationship banks.
Since the period end, the Group has announced and completed the
sale of Greyhound Lines, Inc. to FlixMobility GmbH for net cash
proceeds at closing of c.£100.9m, received cash proceeds from four
Greyhound property sales, and begun receiving funding awards from
the American Rescue Plan (ARP) relating to losses incurred while
Greyhound was under the Group's ownership during the pandemic, as
well as rental income and the first tranches of the deferred
consideration. The Group has also returned £500m to shareholders
through a tender offer since the period end.
During the remainder of the current financial year, the Group
expects to utilise c.£150m to accelerate de-risking of the
remaining Greyhound pension and insurance liabilities and to place
the agreed £117m into escrow for the First Bus and Group UK pension
schemes. In light of the expected corporate activities noted above
and current trading expectations, the Group continues to estimate
that Adjusted Net Debt at the end of FY22 will be in the range of
£10-20m.
Protecting our passengers and
employees
Our first priority has been and remains the health and safety of
our passengers, employees and communities. We continue to follow
all appropriate public health authority guidance and continue to
maintain our commitment to best practice in areas such as enhanced
cleaning and decontamination of vehicles, depots and terminals. We
take great pride in the way all our colleagues and teams have
provided direct assistance and support to those most in need, right
at the heart of our communities.
We are deeply saddened to have lost employees in the period as a
result of the pandemic. On behalf of the Board and everyone at
FirstGroup, I offer our sincere condolences and ongoing support to
their families, friends and colleagues.
Operational highlights – continuing
operations
Social distancing rules and government guidance to limit travel
gradually eased over the period, although this has taken place
faster in England than in
Scotland or Wales. This has resulted in a commensurate
increase in passenger volumes on our bus and rail networks,
although travel activity has yet to fully recover to levels seen
before the start of the pandemic.
Recognising the essential nature of public transport connections
to local economies, Westminster and the devolved governments put in
place comprehensive emergency measures at the start of the pandemic
to procure continuity of the management of critical rail services
and to maintain industry-wide bus capacity, at a time of
significantly reduced demand and with social distancing
restrictions in place. Their commitment to the important role
played by transport has continued, with further grant funding and
other contractual arrangements supporting the recovery in travel
volumes that is now underway.
For the majority of the period, First Bus and other
regional bus operators effectively provided their assets and
expertise to operate a government-funded bus system on a broadly
cash break-even basis. In England
the COVID-19 Bus Service Support Grant (CBSSG) programme formally
came to end on 1 September 2021, and
since that time delivery of local bus services across England has been reinforced by the Department
for Transport (DfT)'s £226.5m Bus Recovery Grant (BRG) funding
package for the industry announced in early July. The BRG scheme,
which is allocated to regional bus operators based on mileage and
volumes meaning operators are now taking a level of passenger
volume risk, is in place through to March
2022. Scotland and
Wales continue to operate under
schemes similar to CBSSG, with discussions underway which may push
the current end date for the Scottish scheme out from the end of
March 2022, and the Welsh scheme
funded to the end of July 2022. These
schemes allow for relatively limited changes to the level of
service provision, fares and other matters while they are in
place.
First Bus has also worked closely with its local authority
partners in England on the Bus
Service Improvement Plans which build on the National Bus Strategy
(NBS), and has also been awarded £13m in funding to support our
investment in 68 electric buses in Leicester as part of the first 'fast-track'
round of funding under the NBS, with further opportunities in the
pipeline. As we continue to work towards our commitment of
operating a zero-emission bus fleet by 2035, we were pleased to
select Hitachi Europe as prime
strategic partner for our First Caledonia depot in Glasgow, under which Hitachi will provide
electric bus batteries 'as a service', smart charging software and
collaborate on other technology to further decarbonise what will
soon be the largest electric vehicle charging hub in the UK. The
depot hosted a joint event with Hitachi for delegates of the recent
UN COP26 Climate Change
Conference.
First Bus passenger volumes have increased to 71% of equivalent
2019 levels on average in recent weeks. There is some evidence of a
slowdown in the rate of recovery recently, as the travel guidance
and activity levels in Scotland
and Wales and in many education
settings across the UK remain somewhat restricted in light of the
pandemic. Notwithstanding this, our planning assumption for the
purposes of our future network realignment plans remains that
80-90% of pre-pandemic passenger volume levels will be reached
during the twelve months following the end of pandemic-related
restrictions in our operating areas. These network plans continue
to be optimised as we use our new digital tools to observe how
passenger demand patterns are evolving.
In common with a number of sectors in the UK, the bus industry
is currently experiencing driver shortages, with the resultant
impact on mileage operated itself holding back passenger volume
recovery in some of our areas. Notwithstanding this, and the recent
increases in global fuel prices, First Bus remains confident that
it has the tools to deliver its 10% margin objective for the first
full financial year after pandemic-related restrictions on public
transport users come to an end, through network realignment to
observed demand, data-driven pricing, ticketing and customer
innovations, and the c.£20m in annualised cost efficiencies, fixed
cost reductions and other savings achieved since 2019, with further
engineering savings expected.
First Bus also continues to progress its strategy to develop and
grow its share of the business-to-business (B2B) services market.
For example, in October it acquired the 50% not already owned in
the SPS JV, which operates the contract to provide transport for
workers employed at the Hinkley Point C nuclear power station.
First Bus was appointed official transport operators of the
delegate shuttle service at the COP26
climate conference in Glasgow,
providing zero emissions travel throughout the event, and has a
number of other B2B contracts in the pipeline.
Our four First Rail management fee-based Train Operating
Companies (TOCs) have continued to deliver overall passenger and
other performance metrics in line with our expectations, and are
accruing for the fixed fees plus a substantial proportion of the
performance fees on the concession-style contracts in place. Under
these agreements, operators no longer take passenger revenue risk,
instead receiving a fixed fee for operating the service, with the
opportunity to earn additional fees based on performance. In the
period both SWR and TPE commenced operating under new National Rail
Contracts which run to 2023 with potential extensions to 2025.
Discussions are ongoing with DfT regarding the GWR and West Coast
Partnership (incorporating Avanti) National Rail Contracts, with
expected durations of up to six and ten years respectively (during
the period the current pandemic-related emergency arrangements on
these contracts were extended to March and October 2022 respectively). Meanwhile the
division was recently awarded £5m in additional work to assist with
the TransPennine Route upgrade over two years, demonstrating its
capabilities to provide affiliate services to the wider rail
industry.
In October our new Lumo open access operation launched with
strong passenger bookings, and Hull Trains' passenger volumes are
also currently running modestly ahead of our expectations and the
industry average. Both of our open access operations primarily
serve leisure travellers, which as a segment nationally has
returned to more than 90% of equivalent 2019 levels in recent
periods. As previously indicated, we expect our two open access
operations to record a c.£20m loss between them in the current
financial year, before both making a profit contribution from
FY23.
We welcomed the publication in May
2021 of the UK Government's longer term ambitions for the
future of the UK rail industry. As the largest UK passenger rail
operator, we look forward to helping to bring to reality the
Williams-Shapps Plan for Rail, which aims to put the expertise,
innovation and experience of private sector rail operators at the
heart of the new model for providing efficient, reliable and high
quality services for passengers in the coming years.
Discontinued operations
With the completion of the sale of First Student and
First Transit on 21 July 2021,
the financial results of these two divisions have been reclassified
as discontinued operations. The transaction was structured on a
'locked box' basis as of 27 March
2021, with all economic benefits or costs for the buyer's
account from that date onwards. Accordingly, their results are
disclosed in the accounts as part of discontinued operations up to
the point of transaction completion.
Prior to its sale on 21 October
2021, Greyhound had received $108m in cash grants under the US Department of
the Treasury’s Coronavirus Economic Relief for Transportation
Services (CERTS) scheme, which was retained by Greyhound Lines Inc.
to be spent on its operations in accordance with the terms of the
grant. Greyhound remains eligible to receive further awards from
other US federal schemes and, to the extent that further such
recoveries are made which relate to the period Greyhound was under
the Group's ownership, FlixMobility will pay equivalent amounts to
FirstGroup. Since the sale completed, the Group has begun receiving
such CARES and ARP payments ($1.5m to
date from a potential total of c.$80m).
Almost all of Greyhound's property holdings in the US and
Canada, with an estimated net
market value of c.$200m as at
25 September 2021, were excluded from
the sale to FlixMobility and leased back for varying periods.
FirstGroup intends to monetise all of these properties over time
and has since sold four for $6.8m.
In addition to the properties, FirstGroup has also retained
certain other Greyhound liabilities, including its self-insurance
reserve liabilities up to the date of closing, defined benefit
pensions schemes, and certain environmental and other net
liabilities and costs including the now-closed Canadian operation.
After the c.£150m in pension and self-insurance de-risking expected
to take place before year end, the Group estimates that the balance
of the total Greyhound assets and liabilities retained will result
in c.$155m (c.£120m) in net value for
the Group being realised over time, based on current
valuations.
Resilient financial performance in the
period
Revenue from continuing operations (comprising First Bus, First
Rail and Group items, as well as certain retained Greyhound assets
and liabilities) increased to £2,139.1m (H1 2021: £2,053.1m),
principally reflecting improving First Bus passenger revenues
broadly offset by lower receipts from government grants and other
funding mechanisms, while First Rail revenue was broadly flat
compared with the prior period.
Adjusted operating profit from continuing operations was in line
with expectations at £51.8m (H1 2021: £55.7m), with an increase in
the adjusted operating profit of First Bus offset by a reduction in
that of First Rail. These largely reflect the changing terms of the
various UK Government arrangements to support passenger travel
during the period.
Discontinued operations contributed £970.6m (H1 2021: £1,048.5m)
in revenue and £121.3m in adjusted operating profit (H1 2021: loss
of £ (45.3) m) to the Group, reflecting the increased volume of
travel activity in North America
compared with the equivalent period in 2020, ongoing grant receipts
in Greyhound as well as there being no charge for depreciation
under IFRS5 from the point that tangible assets are classified as
Held for Sale and therefore no depreciation has been charged to
First Student and First Transit's operating results for the period
28 March to the sale completion on 21 July
2021.
The statutory operating profit from continuing operations of
£52.2m (H1 2021: £37.8m) reflects £0.4m credit from net adjusting
items compared with £(17.9)m in H1 2021, and statutory EPS from
continuing operations was (3.4)p (H1 2021: (3.7)p).
The Group's Rail management fee-adjusted EBITDA alternative
performance measure (which focuses on the adjusted earnings from
First Bus, non management-fee based Rail operations net of central
costs plus the actual net fees available to be distributed as
dividends up to FirstGroup from the four management fee-based rail
operations, as described in more detail on p.16) was £45.4m (H1
2021: £50.4m). This was a decrease of £5.0m over H1 2021,
principally reflecting the losses in the period from open access
rail operations partially offset by an improvement in the
contribution from First Bus. The Group's Rail management
fee-adjusted Attributable Loss was £(1.2)m in the period, an
improvement of £9.2m over H1 2021, with a substantial reduction in
cash interest (interest charge excluding notional interest and
lease interest on IFRS 16 Right of Use assets) offset by the
reduced contribution from First Rail. As previously indicated,
these metrics will define our leverage and dividend policies going
forward, as set out in the financial policy framework on p.15.
Substantial adjusted cash flow in
period
The Group's adjusted cash flow of £1,704.7m (H1 2021: £197.9m)
in the period reflects positive operational cash flow from the
continuing divisions as well as the proceeds from the sales of
First Student and First Transit, offset by the repayment of debt
and de-risking of certain retained liabilities. Underlying
operational cash flow in the period was £113.5m (H1 2021: £763.5m),
reflecting our actions to maintain liquidity and financial strength
despite the passenger volume reductions. Cash generated in First
Bus includes working capital inflows from CBSSG receipts while
First Rail recorded a cash outflow primarily due to timing of
ring-fenced cash outflows and losses in the open access
operations.
As a result of the proceeds received, the Group had Adjusted Net
Cash of £613.9m (H1 2021: Adjusted net debt of £1,532.1m) as at
25 September 2021. IFRS 16 lease
liabilities (predominantly First Rail rolling stock leases)
decreased to £1,255.7m (H1 2021: £1,867.9m), while First Rail
ring-fenced cash was £ (518.3)m (H1 2021: £726.0m). Taken together,
reported net debt including IFRS 16 lease liabilities and Rail
ring-fenced cash decreased to £234.2m (H1 2021: £2,946.1m).
Since the period end, the Group has completed the tender offer
which returned £500m to shareholders. It has also sold Greyhound
Lines, Inc. and subsequently four Greyhound properties, and began
receiving ARP payments relating to losses during period of its
ownership. As a result, the Group's Adjusted Net Cash was £137.3m
as at 6 December 2021. On the same
date, the Group’s undrawn committed headroom and free cash (before
First Rail ring-fenced cash) was £676.4m prior to the further
Greyhound pension and majority of insurance de-risking and
contribution into escrow for the UK pension schemes which are both
expected to take place before the end of the financial year.
Outlook
While there remains some uncertainty around the pace of recovery
in light of the evolving circumstances of the pandemic, there is no
change to our expectations for FY22: we expect to continue to build
operational momentum in the current financial year, providing a
solid foundation for delivering the Group's previously announced
financial framework objectives in the medium term (as set out in
the financial policy framework on p.15), including our intention to
commence regular dividends within the next 12 months.
Our expectations for First Bus' contribution to adjusted
operating profit in FY22 are unchanged, and reflect the current
pandemic-related restrictions and government funding schemes in
place, and assume some further passenger volume improvement during
the balance of the financial year. Our pricing strategy is expected
to broadly offset the effects of the driver shortages and cost
headwinds being experienced in common with many UK industry
sectors, underpinned in part by the Bus Recovery Grant in
England and the CBSSG-style
arrangements in Scotland and
Wales. First Rail earnings in FY22
will principally be driven by the management fee-based contracts
currently in place, offset by the expected losses in the open
access operations and modest profits from other affiliate
contracts. Central costs are expected to be c.£5m lower in FY22,
reflecting half a year of progress towards the £10m per annum
reduction target following the recent completion of the portfolio
rationalisation.
Further ahead, the Group intends to pay a regular dividend,
supported by the resilience of the balance sheet and our
expectations for a 10% margin in First Bus on increasing revenues,
as passenger volumes return to between 80-90% of pre-pandemic
levels over the first year after pandemic-related restrictions
affecting travel patterns are lifted. First Rail's profitability
will be driven by the fixed fees plus our delivery against
performance targets under the new National Rail Contracts whilst we
expect to add further earnings from opportunities affiliated to our
core operations, including the transition into profit in FY23 of
our open access rail operations.
Sustainability developments
The Group began implementing the Task Force on Climate-Related
Financial Disclosures (TCFD) recommendations in its 2021 Annual
Report, a year ahead of the regulatory mandate, and is committed to
building on this in the FY22 reporting cycle. This will include
setting a science-based target (SBT) during the current financial
year for reaching net zero emissions by 2050 or earlier, in
accordance with the SBT initiative.
First Bus continued to introduce zero-emission vehicles in the
period with deliveries expected to accelerate in the second
half.
FirstGroup is also working to create a more diverse and
inclusive business in what has been a ‘traditional’ sector. Since
2017, female employees have almost doubled to just under 20% of the
total UK workforce. Despite recruitment activity being
significantly reduced by the pandemic, we have increased the
proportion of female hires for the third successive year, to 24.1%.
FirstGroup has also recently signed up to the ‘Change the Race
Ratio’ programme, which commits the Group to taking action to
increase our racial and ethnic diversity and create an inclusive
culture. Detailed targets and action plans are in development and
the Group will publish its first ethnicity pay gap report in the
coming weeks. As an example of how we support the career
progression of colleagues from ethnic minority backgrounds, First
Rail has created two new development programmes to help colleagues
prepare for and attain their first management role, and to support
existing managers from BAME backgrounds to progress into more
senior leadership positions.
In the period the Group entered into a £300m sustainability
linked RCF, under which the interest rate varies with the Group’s
leverage and its performance against two sustainability KPIs, being
the level of Scope 1, 2 and 3 carbon emissions per £m of revenue
from its First Bus and First Rail operations, and the relative
growth of its zero-emission bus fleet in the UK.
FirstGroup's investment case
Going forward, in addition to the substantial value potentially
to be realised from the deferred and contingent elements of the
portfolio rationalisation and the increased balance sheet
flexibility, we believe FirstGroup has a strong platform for
further value creation based on the following:
- Leading positions in bus and rail transport in the UK:
First Bus is a leader in regional bus operations outside
London with c.20% of market share
and strong positions in most of its local areas of operation. First
Rail is the largest passenger rail operator in the UK by revenue
with c.27% of the national passenger rail sector;
- Inflection point for growth, underpinned by supportive
government and social policies: Public transport operators play
a vital role in meeting local and national objectives, including
net zero carbon, green jobs, reduced congestion, improved air
quality, and the 'levelling up' agenda, particularly in 'left
behind' towns and regions, as well as the recovery in economic and
social activity following the pandemic;
- Digital innovation to attract more customers, enhance
business efficiency and flexibility: Enhancements to stimulate
passenger growth, by delivering FirstGroup’s vision to provide easy
and convenient mobility, improving quality of life by connecting
people and communities;
- First Bus: ready to complete trajectory to delivering a 10%
margin in the first full financial year after pandemic-related
restrictions end: With network realignment, service delivery
efficiencies, data-driven pricing and other actions to drive
passenger revenue growth and margin improvement, as described
further in the First Bus business review below;
- First Rail: well-placed for lower risk, long term and cash
generative rail operations: As the largest incumbent operator
with four UK passenger rail contracts expected to at least 2023,
First Rail will benefit from the UK Government’s transition of the
passenger rail industry’s commercial structure to a lower-risk and
more predictable model, with a more appropriate balance of risk and
reward, as described further in the First Rail business review
below;
- Opportunities from adjacent markets in UK bus and rail and
in new geographies over time: Leveraging the Group’s
considerable industry knowledge, skills and experience; and
- Critical enabler of society’s sustainability goals,
accelerating the transition to a zero-carbon world: Principally
through facilitating modal shift from cars and through FirstGroup’s
commitments to transition to operating a zero-emission bus fleet by
2035, to cease purchasing further diesel buses after December 2022 and to support the UK Government’s
goal to remove all diesel-only trains from service by 2040.
Conclusion
The ability for people to travel safely and conveniently for
business, education, social or recreational purposes is essential
to the long-term sustainability of our economies and communities.
With more and more stakeholders recognising the importance of a
thriving public transport sector, FirstGroup is in prime position
to deliver on its goals, with a well-capitalised balance sheet and
an operating model that will support our intention to recommend an
attractive dividend for shareholders commencing within the next 12
months. I am very confident that the Group now has the flexibility,
the resilience and the capability to create sustainable, long-term
value from the opportunities ahead.
David
Martin
Executive Chairman
8 December 2021
Divisional review
Continuing operations – First Bus
26 weeks to 25 September |
|
|
£m |
|
£m,
change in
constant currency1 |
|
|
|
H1 2022 |
H1 2021 |
|
Revenue |
|
|
|
392.5 |
311.0 |
|
+81.5 |
Adjusted operating profit |
|
|
|
26.8 |
17.4 |
|
+9.3 |
Adjusted operating margin |
|
|
|
6.8% |
5.6% |
|
+120bps |
EBITDA |
|
|
|
55.5 |
48.1 |
|
+7.3 |
Net operating assets |
|
|
|
509.4 |
408.6 |
|
|
Capital expenditure |
|
|
|
11.9 |
9.7 |
|
|
1 Based on
retranslating H1 2021 foreign currency amounts at H1 2022
rates.
First Bus reported revenue of £392.5m (H1 2021: £311.0m),
principally reflecting a 46% increase in like-for-like passenger
revenue following volume increases as pandemic travel restrictions
began to ease over the period. In England, social distancing restrictions on
buses and guidance to avoid travel where possible were removed in
July, although the latter has remained in place in Scotland and Wales which together represent more than a
quarter of First Bus revenues. Overall passenger volumes were 58%
of the equivalent period in 2019, with commercial passenger volumes
at 59% and concessions at 55%.
First Bus has worked very closely with local and national
authorities and other partners to ensure that passengers have been
able to rely on its services throughout the pandemic. For the
majority of the period, First Bus and other regional bus operators
effectively provided their assets and expertise to operate a
government-funded bus system on a broadly cash break-even basis.
Under these arrangements, First Bus was paid the costs of operation
less revenue received from customers and other public sector
monies. Recoverable costs included all reasonable operational costs
including depreciation and allocated debt finance together with
pension deficit funding. Over the period, First Bus operated c.85%
of the service mileage in the equivalent period in 2019. The CBSSG
programme formally came to end in England on 1 September
2021, and since that time delivery of local bus services
across England has been reinforced
by the DfT's £226.5m Bus Recovery Grant (BRG) funding package for
the industry. The BRG scheme, which is allocated to regional bus
operators based on mileage and volumes, is in place through to
March 2022 as passenger numbers
rebuild. Services in Scotland and
Wales continue to operate under
schemes similar to CBSSG, with discussions underway that may extend
the Scottish scheme out beyond the current end date of 31 March 2022, and the Welsh scheme funded to the
end of July 2022. As a result of the
operation of these arrangements, the division reported operating
profit of £26.8m (H1 2021: £17.4m) in the period, with no adjusting
items.
Through investments in real-time passenger volume data capture,
GPS functionality and ticketing, First Bus has moved to the
forefront of the digital transformation of the bus industry. This
has transformed our ability to understand and assess passenger
flows and make subsequent commercial decisions more efficiently.
These tools allow us to observe how passenger demand patterns are
evolving and will allow us to optimise our networks and timetables
to align with customer needs.
We have also continued to roll out innovative functionality to
our customers, building on our award-winning mobile app, such as
launching 'tap on tap off' payment technology on buses in
West Yorkshire. We are driving up
the volume of ticket transactions which involve contactless payment
methods or our app, reaching 70% in the period. We also continue to
bring new ticketing options to customers, including daily and
weekly contactless capping fares in Leicester and Potteries in recent months with
more areas to follow. These also deepen our knowledge of customers'
needs and enable us to structure our pricing models more
efficiently.
The division also continues to progress its cost reduction and
operational efficiency programmes, which have delivered annualised
savings of c.£20m since 2019, with further engineering savings
expected.
Throughout the period First Bus also worked closely with its
local authority partners in England on the Bus Service Improvement Plans
which build on the National Bus Strategy (NBS). The majority of
these were submitted in October and although bespoke to the local
needs of each area, many focused on actions to improve bus priority
measures including bus lanes, funded fares reductions for certain
groups of passengers, frequency and network enhancements on key
routes and further 'capped' period ticketing schemes. The next
stage is for DfT to review and assess the plans submitted by each
local authority and allocate funding accordingly. As previously
indicated, the vast majority of these measures are to be delivered
in First Bus local areas through Enhanced Partnerships (rather than
franchising), and work is now progressing to establish these by the
Government’s April 2022 target. In
the period the Scottish Government committed to funding free bus
travel for all under-22’s from 31 January
2022, which will also enhance passenger flows. In December a
major project to lengthen the Eclipse bus rapid transit (BRT)
project operated by FirstGroup in Hampshire was completed. Jointly funded by the
National Productivity Investment Fund, Hampshire County Council and
the Government’s Transforming Cities Fund, with First Bus also
committing to investing in additional buses, Eclipse services
already carry 60% more passengers than the two services they
replaced, and bus use in the whole local area has increased by more
than 12% since the service was first introduced.
First Bus continues to be successful in securing funding
assistance from government for zero-emission vehicles, in line with
its commitment to operating a wholly-zero-emission bus fleet by
2035. In October we were awarded £13m in funding to support 68 new
electric buses in Leicester as
part of the first 'fast-track' round of funding under the NBS, with
further opportunities in the pipeline. In the period our Glasgow
Caledonia depot continued its transformation into the largest
electric vehicle charging hub in the UK, with 60% of chargers
installed and the first 24 of 150 electric buses now operational.
In November First Bus selected Hitachi
Europe as prime strategic partner for the decarbonisation
programme at the depot in Glasgow,
under which Hitachi will provide bus batteries 'as a service' for
First Glasgow’s electric fleet, smart charging software and will
collaborate on other low carbon technology such as solar panels and
battery energy storage solutions for the site. The depot hosted a
joint event with Hitachi for delegates of the recent UN
COP26 Climate Change Conference. The
division's collaboration with innovative electric vehicle
manufacturer Arrival is targeting testing and validation in Spring
2022. In England the government
announced a further £355m funding for zero emission buses in the
October Spending Review, and in Scotland a further £50m has been
announced.
First Bus has also progressed its strategy to develop and grow
its share of the B2B services market. In October it acquired the
50% not already owned in the SPS JV, which operates the contract to
provide transport for workers employed at the Hinkley Point C
nuclear power station in Somerset,
for up to £10m. SPS now employs around 450 people running a 156
vehicle operation, delivering shuttle services seven days a week to
and from the site, with annual revenues of c.£37m. First Bus was
also appointed official transport operator of delegate shuttle
services at the COP26 climate
conference in Glasgow, and has a
number of other B2B contracts in the pipeline.
Looking ahead
We are encouraged that bus volumes have improved over the course
of the period, increasing to c.71% of equivalent 2019 levels on
average in recent weeks, although as previously indicated,
forecasting short term volume and revenue levels remains
challenging in light of the continuing pandemic-related effects on
passengers' travel patterns. There is some evidence of a slowdown
in the pace of recovery recently as a result of the travel advisory
position in Scotland and
Wales and the activity levels
being observed in particular in many education settings in across
the UK in light of the pandemic. Our Aircoach business in
Ireland has increased its activity
levels but remains heavily linked to the passenger aviation levels.
Notwithstanding this, our planning assumption for the purposes of
our future network realignment plans remains that 80-90% of
pre-pandemic levels will be reached during the twelve months
following the end of pandemic-related restrictions in our operating
areas, with further growth thereafter as a result of the support
for modal shift and higher bus usage offered by the NBS, social
changes more broadly and our business-to-business strategy.
In common with many other businesses in the UK, First Bus is
currently experiencing a shortage of available drivers and higher
than normal lost mileage in some localities, although the division
has stepped up recruitment and retention activities in response, as
well as refreshing our overall employee proposition to ensure we
sustain a strong team of colleagues. There is no change to our
expectations for First Bus' contribution to adjusted operating
profit in FY22, which reflects the current pandemic-related
restrictions and government funding schemes that are in place, and
assumes some further passenger volume improvement during the
balance of the financial year, with our pricing strategy expected
to broadly offset the effects of the driver shortages and cost
headwinds being experienced. We also remain confident that First
Bus is on track to deliver its 10% margin objective for the first
full financial year after pandemic-related restrictions come to an
end, through the inherent operating leverage of the business to
increased passenger volumes, our data-driven network realignment
plans, the cost efficiency programme implemented in recent years,
as well as our new pricing strategy and ticketing innovations which
are being progressively rolled out.
Continuing operations – First Rail
Six months to 18 September |
|
|
£m |
|
|
|
|
|
H1
2022 |
H1 2021 |
|
£m,
change |
|
Revenue |
|
|
|
1,746.6 |
1,741.9 |
|
+4.7 |
|
Adjusted operating profit |
|
|
|
39.2 |
59.4 |
|
(20.2) |
|
Rail attributable net income from
management fee-based TOCs1 |
|
|
|
17.5 |
20.4 |
|
(2.9) |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Tramlink now reported within First Rail (previously within Group
items). H1 2021 comparative has been restated accordingly.
1 Pre-IFRS 16 basis net of
tax and minority interests represents the Group's share of the
management fee income available for dividend distribution from the
GWR, SWR, TPE and WCP (incorporating Avanti) contracts with DfT as
described in more detail on p.16. See also note 4 to the financial
statements for a reconciliation to the segmental disclosures.
First Rail revenue increased modestly to £1,746.6m (H1 2021:
£1,741.9m). Tramlink is now reported within First Rail, with the
comparative restated accordingly. Under the contractual
arrangements in place for our four management fee-based TOCs during
the year and going forward in the industry, changes in passenger
revenue no longer affect our financial performance so although
like-for-like passenger revenues increased significantly relative
to the prior period, there was an offsetting reduction in income
from DfT. Passenger volumes in our businesses continue to recover
as demand began to return following the easing of travel
restrictions in England from
Spring 2021. We are seeing demand recovering particularly well in
the leisure market, where demand on some flows is higher than
before the pandemic. Although passenger volumes have increased,
they still remain at c.65% of the equivalent 2019 period on average
in recent weeks. We continue to work closely with the DfT on
appropriate service provision, with services currently running at
c.85-90% of 2019 equivalent levels.
Under the Emergency Measures Agreements (EMAs) put in place
during the pandemic to secure the continued operation of the
country’s rail networks, the DfT waived revenue, cost and
contingent capital risk and our four major train operating
companies are paid a fixed management fee to continue to operate
the rail network at agreed service levels. The fee varies according
to each contract and includes the potential for a small
performance-based fee. In the period the four management fee-based
TOCs delivered overall passenger and other performance metrics in
line with our expectations, and accordingly are accruing for the
fixed fees plus a substantial proportion of the performance fees as
a result. Adjusted operating profit was £39.2m (H1 2021: £59.4m),
which reflects the fees paid under the current arrangements as well
as costs incurred on start-up of the new Lumo open access service
and at Hull Trains. The division reported a statutory operating
profit of £43.2m (H1 2021: £41.1m) reflecting a £4.0m final credit
adjustment in relation to TPE and SWR franchise termination sums.
Rail attributable net income from management fee-based TOCs – being
the Group's share of the management fee income available for
dividend distribution from the GWR, SWR TPE and WCP (incorporating
Avanti) contracts with the DfT – was £17.5m (H1 2021: £20.4m).
During the period both TPE and SWR transitioned to the
Government’s new National Rail Contracts. Both have been awarded
for a two-year term to the end of May
2023 with an option to be extended by up to two further
years at the DfT’s discretion. Under the NRCs the DfT will retain
substantially all revenue risk and substantially all cost risk.
There is a fixed management fee and the opportunity to earn an
additional performance fee. The punctuality and other operational
targets required to achieve the maximum level of performance fee
are designed to incentivise service delivery for customers. The
NRCs achieve a more appropriate balance of risk and reward between
operators and the Government and carry no significant contingent
capital risk.
Discussions are ongoing with the DfT regarding National Rail
Contracts for our other two management fee-based operations, GWR
and West Coast Partnership (incorporating Avanti). The DfT have
indicated that the West Coast Partnership National Rail Contract
which will follow the current agreement could last up to ten years
to October 2032, and that GWR's could
last up to six years to June 2028. In
the period the DfT extended the current emergency agreements for
GWR and West Coast Partnership (incorporating Avanti) to March and
October 2022 respectively. Beyond the
NRCs the DfT have begun dialogue with operators about the next
generation of Passenger Service Contracts which will focus
operators on continuing to run services efficiently and providing
reliable and high-quality services for passengers.
Open access operations were not eligible for the DfT's emergency
pandemic support, which meant our Hull Trains service was
temporarily suspended on a number of occasions reflecting lower
passenger demand. Having restarted operations following the ending
of lockdown restrictions, Hull Trains is recently seeing
encouraging passenger volumes running ahead of the industry
average. Our new Lumo open access service began operations in
October, and has seen strong passenger bookings. Lumo’s purely
electric fleet provides a value for money and sustainable way to
travel between London,
Newcastle and Edinburgh, routes where a significant number
of passengers still travel by air. As previously indicated, as a
result of the start-up costs for Lumo and the demand environment
for Hull Trains, we expect our open access operations to record a
c.£20m loss between them in the current financial year, before both
making a profit contribution from FY23.
The division was recently awarded additional work to assist in
the Transpennine Route Upgrade project to upgrade railways in the
North of England. Worth c.£5m in
fees over the next two years, this demonstrates our expertise in
rail and ability to generate earnings from affiliated services to
the wider industry. Meanwhile evo-rail, our solution to power next
generation onboard Wi-Fi, is progressing to installation on SWR and
also has a number of trials either underway or in negotiation in
international markets.
Our rail companies continue to work together with industry
partners and stakeholders to upgrade the customer offering. During
the period flexible season tickets were introduced across the
country and we continue to develop our suite of mobile ticketing
and customer apps. New functionality includes the ability for SWR
passengers to check car park capacity and a customer loyalty
scheme. In the period Avanti also became the first UK TOC to offer
an additional class of travel as part of its services, Standard
Premium, which gives customers greater choice of facilities. On 1
November SWR reopened the Isle of Wight’s railway following a £26m
investment into trains, stations and infrastructure funded by the
DfT, Isle of Wight Council and Solent Local Enterprise Partnership.
On 20 November, GWR reopened the Dartmoor Line in partnership with
Devon County Council and Network Rail, the first to be reinstated
under the DfT’s ‘Restoring your Railway‘ initiative.
First Rail is working with its partners to reduce carbon
emissions, for example through the introduction of electric trains
to replace diesel where possible, and our expertise and capability
will help the Government deliver its ambition to remove all
diesel-only trains from service in the UK by 2040. New suburban
rolling stock for SWR starts to enter service this year and a new
depot at Feltham was completed in the period to stable this fleet.
New all-electric and bi-mode trains will also be introduced by
Avanti next year, and a £117m refurbishment of the operator’s
electric Pendolino fleet began in the period. We are also working
to increase connectivity with other transport modes, with new,
secure bike spaces, bus connections and car parking introduced
across our networks in the period.
Looking ahead
First Rail earnings in FY22 will principally be driven by the
management fee-based contracts currently in place, offset by the
expected losses in the open access operations and modest profits
from other affiliate contracts. Longer term it will be driven by
the fixed fees plus our delivery against performance targets under
the new National Rail Contracts whilst we expect to add further
earnings from opportunities affiliated to our core operations,
including the transition into profit in FY23 of our open access
rail operations.
We have long advocated for a more sustainable balance of risk
and reward for all parties which would underpin a longer-term
approach to the railway with passengers at its centre. This is well
aligned to the Government's Williams-Shapps Plan for Rail, and as
the largest UK operator with four passenger rail contracts expected
to run until at least 2023, we are well positioned to work closely
with industry partners to bring the Plan to reality in the coming
years. First Rail has operated 20% of the UK passenger rail market
by revenue since 2007 on average, and currently has a c.27% market
share, resulting in a strong track record of delivery on major
projects, and potential for further growth through opportunities in
addressable markets affiliated with our core management fee-based
operations. As the UK passenger rail industry continues its
evolution to a more successful and sustainable railway system that
works better for all parties, we are well-placed both to drive
increased patronage and to generate resilient and consistent
returns for shareholders.
Greyhound retained assets and
liabilities including Greyhound Canada
In the period £(4.0)m (H1 2021: £(7.0)m) of operating losses
were recorded for the Greyhound Canada operations which were
permanently shut down in May 2021, of
which £(0.4)m (H1 2021: £(7.4)m) were classed as adjusted operating
losses, with the remainder being restructuring and closure
costs.
Greyhound remains eligible to receive further funding awards
from US federal schemes such as the CARES Act and the ARP, and, to
the extent that further such recoveries are made which relate to
losses for miles run incurred while Greyhound was under the Group's
ownership during the pandemic, the buyer will pay equivalent
amounts to FirstGroup. Since the sale completed, $1.5m has been received in CARES and ARP payments
relating to pre-closing operations.
Almost all of Greyhound's property holdings in the US and
Canada, with an aggregate
estimated net market value of c.$200m, were excluded from the sale. The buyer has
entered into lease agreements at market rental levels to use the
properties in the US for varying periods as part of Greyhound’s
future operations. The majority of these are subject to a
three-year lease term, with the remainder subject to a six-month
initial term followed by six-month rolling terms. FirstGroup
intends to monetise all of these retained properties over time to
further optimise net proceeds and has since sold four such
properties for $6.8m.
In addition to the retained properties, FirstGroup has also
retained certain other Greyhound liabilities, including Greyhound’s
self-insurance reserve liabilities up to the date of closing
($161.7m as at 25 September 2021), Greyhound defined benefit
pensions schemes ($64.9m as at
25 September 2021 following a cash
injection of $102.4m in the period),
and certain environmental and other net liabilities and costs
including the now-closed Canadian operation. After the c.£150m in
pension and self-insurance de-risking expected to take place before
year end the Group estimates that the balance of the total
Greyhound assets and liabilities retained will result in
c.$155m (c.£120m) in net value being
realised over time.
Discontinued operations – First
Student, First Transit and Greyhound US
First Student revenue was $669.5m or £479.5m (H1 2021: $509.6m or £404.4m) in the period prior to
completion of the sale on 21 July
2021, reflecting the reopening of more schools compared with
the prior period. At the adjusted operating level, profit increased
significantly to $123.4m or £88.2m
(H1 2021: $(66.7)m or £(50.3)m) as a
result of the increased activity levels, and no depreciation charge
in the current period due to the division being classed as held for
sale. Statutory profit of £73.4m reflects a self-insurance
provision charge due to a deterioration in respect of prior years'
insurance claims and also a one-off charge for accelerated state
and federal employment taxes.
First Transit recorded revenue of $417.7m or £299.7m (H1 2021: $613.9m or £484.5m) in the period prior to
completion of the sale on 21 July
2021, with a high level of service continuing to be
maintained despite the pandemic, as it provides essential
transportation options for passengers. Adjusted operating profit
was $29.0m or £20.7m (H1 2021:
$17.1m or £13.4m), principally
reflecting no depreciation charge in the current period due to the
division being classed as held for sale. The division continued to
win new business in the period, and remains well positioned for
further growth, especially in light of the $1.2tn bipartisan Infrastructure Investment and
Jobs Act recently signed into law and other federal legislative
priorities. Statutory profit of £14.2m (H1 2021: £13.4m) reflects a
self-insurance provision charge due to a deterioration in respect
of prior years' insurance claims.
Greyhound’s US operations generated revenue of
$265.6m or £191.4m (H1 2021:
$202.7m or £159.6m) in the period,
reflecting an improvement in passenger demand as pandemic
restrictions eased, partially offset by lower CARES Act receipts in
the period. Through continued cost management, federal funding
receipts and other actions Greyhound was able to increase adjusted
operating profit to $17.2m or £12.4m
(H1 2021: $(9.8)m or £(8.4)m) in the
period. Statutory profit of £56.0m (H1 2021: loss of £(8.9)m)
reflects the partial reversal of prior year impairments of
Greyhound as well as a self-insurance provision charge due to a
deterioration in respect of prior years' insurance claims.
Financial review
Financial policy framework
As part of the announcement of the sale of First Student and
First Transit, a financial policy framework for the ongoing Group
for the financial year ending in March
2023 (FY23) and beyond was set out as follows:
Metric |
Objective |
Revenue |
- First Bus: planning for a range of post-pandemic scenarios;
central case envisages passenger volumes recover to c.80-90% of
pre-pandemic levels during first twelve months after
pandemic-related restrictions end, with further growth
thereafter
- First Rail: opportunities to build on the base business of four
management fee-based TOCs with no revenue risk
|
Profitability |
- First Bus: targeting a 10% margin in the first full financial
year after pandemic-related restrictions end
- First Rail: profitability driven by fixed fees plus delivering
against performance targets under NRCs while adding earnings in
affiliated rail opportunities, including transition into profit of
open access operations
- Other: central cost reduction of at least £10m p.a. from FY23;
interest c.£50m p.a. (of which c.40% cash); UK corporation tax rate
(currently 19% increasing to 25% for FY24)
|
Investment |
- First Bus: c.£90m p.a. mainly driven by zero-emission bus fleet
commitments
- First Rail: expected to continue to be cash capital-light under
the NRCs
|
Leverage |
- Less than 2.0x Adjusted Net Debt: Rail management fee-adjusted
EBITDA1 in the medium term
|
Dividend |
- Intention to commence regular dividends to shareholders within
the next 12 months
- Targeting annual dividend around 3x covered by Rail management
fee-adjusted Attributable Profit2, assuming
normalisation of trading conditions post-pandemic
|
1 First Bus and First Rail EBITDA not from management
fee-based TOCs, plus Rail attributable net income from management
fee-based TOCs, minus central costs (see also p.16)
2 First Bus and First Rail adjusted operating profit
not from management fee-based TOCs, plus Rail attributable net
income from management fee-based TOCs, minus central costs, minus
cash interest, minus tax (see also p.16)
Revenue
Revenue from continuing operations increased to £2,139.1m (H1
2021: £2,053.1m), principally reflecting improving passenger
revenues in First Bus broadly offset by lower receipts from
government grants and other funding mechanisms.
Revenue from discontinued operations was £970.6m (H1 2021:
£1,048.5m), reflecting the trading results of First Student and
First Transit in the stub period of FirstGroup's ownership to
21 July 2021 and Greyhound's US
operations for the whole period. Overall, total revenue in the
period was flat at £3,109.7m (H1 2021: £3,101.6m).
|
26
weeks to 25 September 2021 |
26 weeks
to 26 September 2020 |
52 weeks
to 27 March 2021 |
|
Revenue
£m |
Adjusted
operating
profit1
£m |
Adjusted operating
margin1
% |
Revenue
£m |
Adjusted operating
profit1
£m |
Adjusted operating
margin1
% |
Revenue
£m |
Adjusted operating
profit1
£m |
Adjusted operating
margin1
% |
First Bus |
392.5 |
26.8 |
6.8 |
311.0 |
17.4 |
5.6 |
698.9 |
36.6 |
5.2 |
First Rail |
1,746.6 |
39.2 |
2.2 |
1,741.9 |
59.4 |
3.4 |
3,619.9 |
108.1 |
3.0 |
Greyhound retained |
- |
(0.4) |
n/m |
0.2 |
(7.4) |
n/m |
0.2 |
(10.7) |
n/m |
Group items2 |
- |
(13.8) |
|
- |
(13.7) |
|
? |
(32.5) |
|
Continuing operations |
2,139.1 |
51.8 |
2.4 |
2,053.1 |
55.7 |
2.7 |
4,319.0 |
101.5 |
2.4 |
|
|
|
|
|
|
|
|
|
|
First Student |
479.5 |
88.2 |
18.4 |
404.4 |
(50.3) |
(12.4) |
1,226.2 |
55.8 |
4.6 |
First Transit |
299.7 |
20.7 |
6.9 |
484.5 |
13.4 |
2.8 |
977.0 |
51.7 |
5.3 |
Greyhound US |
191.4 |
12.4 |
6.5 |
159.6 |
(8.4) |
(5.3) |
322.8 |
0.4 |
0.1 |
Discontinued operations |
970.6 |
121.3 |
12.5 |
1,048.5 |
(45.3) |
(4.3) |
2,526.0 |
107.9 |
4.3 |
|
|
|
|
|
|
|
|
|
|
Total |
3,109.7 |
173.1 |
5.6 |
3,101.6 |
10.4 |
0.3 |
6,845.0 |
209.4 |
3.1 |
North America in USD |
$m |
$m |
% |
$m |
$m |
% |
$m |
$m |
% |
Greyhound retained |
- |
(0.7) |
n/m |
0.3 |
(9.5) |
n/m |
0.3 |
(14.2) |
n/m |
|
|
|
|
|
|
|
|
|
|
First Student |
669.5 |
123.4 |
18.4 |
509.6 |
(66.7) |
(13.1) |
1,617.6 |
78.1 |
4.8 |
First Transit |
417.7 |
29.0 |
6.9 |
613.9 |
17.1 |
2.8 |
1,277.4 |
69.1 |
5.4 |
Greyhound US |
265.6 |
17.2 |
6.5 |
202.7 |
(9.8) |
(4.8) |
422.3 |
2.1 |
0.5 |
Discontinued operations |
1,352.8 |
169.6 |
12.7 |
1,326.2 |
(59.4) |
(4.5) |
3,317.3 |
149.3 |
4.5 |
|
|
|
|
|
|
|
|
|
|
Total North America |
1,352.8 |
168.9 |
12.7 |
1,326.5 |
(68.9) |
(5.2) |
3,317.6 |
135.1 |
4.1 |
1 ‘Adjusted’ figures throughout
this document are before the gain on sale of First Student and
First Transit, partial reversal of impairment charges on Greyhound
and certain other items as set out in note 3 to the financial
statements. The statutory operating profit including discontinued
operations for the period was £644.5m (H1 2021: loss of £(16.4)m)
as set out in note 4.
2 Central management and other items.
Tramlink is now reported in First Rail.
Adjusted operating performance
Adjusted operating profit from continuing operations was in line
with expectations at £51.8m (H1 2021: £55.7m), with an increase in
the adjusted operating profit of First Bus offset by a reduction in
that of First Rail. These principally reflect the UK governments'
procurement of service capacity from First Bus to enable socially
distanced travel for most of H1 and the new low-risk management
contracts in First Rail, partially offset by open access rail
losses during the period.
Adjusted operating profit from discontinued operations of
£121.3m (H1 2021: loss of £ (45.3)m) reflected the increased volume
of travel activity in North
America compared with equivalent period in 2020, ongoing
receipt of grant funds by Greyhound and no depreciation being
charged to profit in the period in the divisions classed as held
for sale under accounting rules. Overall Group adjusted operating
profit increased by £162.7m to £173.1m (H1 2021: £10.4m). Group
central costs for FY22 are anticipated to reduce by c.£5m from FY21
levels, reflecting the previously announced annual run rate
reduction of c.£10m after completion of the North American
disposals.
The Group's Rail management fee-adjusted EBITDA performance
measure is calculated as follows:
|
|
26 weeks to 25
September 2020
£m |
26 weeks to 26
September 2020
£m |
52 weeks to 27 March
2021
£m |
First Bus EBITDA |
|
47.6 |
39.9 |
84.5 |
First Rail EBITDA not from
management fee-based TOCs |
|
(7.4) |
2.0 |
(8.9) |
Rail attributable net income from
management fee-based TOCs1 – Group's share of the
management fee income available for dividend distribution from GWR,
SWR, TPE and WCP contracts |
|
17.5 |
20.4 |
42.3 |
Group central costs (EBITDA
basis) |
|
(13.0) |
(12.9) |
(30.8) |
Group Rail management
fee-adjusted EBITDA |
|
44.7 |
49.4 |
87.1 |
1 A reconciliation to the segmental
disclosures is set out in note 4.
The Group's Rail management fee-adjusted Attributable Profit
performance measure is calculated as follows:
|
|
26 weeks to 25
September 2020
£m |
26 weeks to 26
September 2020
£m |
52 weeks to 27 March
2021
£m |
First Bus adjusted operating
profit |
|
26.8 |
17.4 |
36.6 |
First Rail adjusted operating profit
not from management fee-based TOCs |
|
(7.6) |
2.4 |
(10.4) |
Rail attributable net income from
management fee-based TOCs1 – Group's share of the
management fee income available for dividend distribution from GWR,
SWR, TPE and WCP contracts |
|
17.5 |
20.4 |
42.3 |
Group central costs (operating
profit basis) |
|
(13.9) |
(13.7) |
(32.5) |
Cash interest2 |
|
(28.4) |
(44.1) |
(21.3) |
Tax3 |
|
4.3 |
7.2 |
5.2 |
Group's Rail management
fee-adjusted Attributable (Loss)/Profit |
|
(1.2) |
(10.4) |
19.9 |
1 A reconciliation to the
segmental disclosures is set out in note 4.
2 Pro forma interest charge
excluding notional interest, lease interest on IFRS16 Right of Use
assets and interest on discontinued operations.
3 Pro forma taxation at
19%.
Reconciliation to non-GAAP measures
and performance
Note 3 to the financial statements sets out the reconciliations
of operating profit/(loss) and loss before tax to their adjusted
equivalents.
The principal adjusting items in relation to the continuing
business are as follows:
Greyhound Canada closure
£3.6m in relation to Greyhound Canada restructuring and closure
costs were incurred during the period.
First Rail termination sums
£4.0m credit representing final adjustments of residual matters
regarding the TPE and SWR termination sums.
The principal adjusting items in relation to the discontinued
operations are as follows:
Other intangible asset amortisation
charges
The amortisation charge for the period was £0.4m.
Gain on sale of First Student and
First Transit
As a result of the disposal of First Student and First Transit,
a gain on sale of £479.4m was realised. This includes a gain of
£450.6m as a result of the unrealised translation reserves that
have been realised on the disposal of First Student and First
Transit. This represents the cumulative foreign currency gains on
these businesses since date of original acquisition and arises
primarily from the Laidlaw acquisition in 2007 when the US Dollar
rate was approximately $2.00:£1. See
Note 14 for more details.
Other costs associated with the
disposal of First Student and First Transit
£31.5m of costs were incurred in the period associated with the
disposal of First Student and First Transit that were not directly
attributable to the sale. These are therefore not included in the
gain on disposal calculation. These comprise IT and other
separation related costs, certain management bonuses and
incentives, premium on hedging costs in relation to disposal
proceeds, lease termination and certain other costs.
Partial reversal of prior year
impairments of Greyhound
As a result of the terms of the disposal of the Greyhound US
business, there is a credit of £55.4m representing the partial
reversal of the prior years’ impairment charges on tangible fixed
assets and intangible assets.
Professional fees relating to
Greyhound
During the period there was a charge of £2.9m relating to the
sale of Greyhound comprising principally legal and professional
costs.
Employment taxes relating to First
Student and First Transit
There was a charge of £6.6m during the period due to a one-off
charge for accelerated state and federal employment taxes in
relation to First Student and First Transit.
North American insurance
provisions
During the period there was a charge of £22.4m for insurance
costs comprising £11.4m in relation to First Student and First
Transit due to a deterioration in respect of prior years’ claims,
and a charge of £11.0m for additional provisions required in
Greyhound also due to a deteriorating insurance position on prior
year claims.
The adjusting items in relation to finance cost adjustments –
continuing operations are as follows:
Total make-whole costs (bonds and
facilities)
Costs of £50.0m comprise a charge of £30.4m for the early
repayment of the $275m US Private
Placement (USPP) and a charge of £19.6m for the early repayment of
the £325m 2022 Bond.
Write off of unamortised bridge, bond
and facility costs
There was a charge of £8.6m for unamortised fees which had been
capitalised and were being amortised over the terms of the £325m
2022 Bond, the $275m USPP and various
bank facilities, including the £800m RCF and Bridge facilities
which were cancelled on completion of the sale of First Student and
First Transit.
Discontinued operations
With the announcement of the agreed sale of First Student and
First Transit to EQT Infrastructure on 23
April 2021 and subsequent completion on 21 July, the
financial results of the disposal group have been classified as
discontinued operations on the face of the income statement and the
balance sheet and cash flow statement adjusted accordingly. The
transaction was structured on a 'locked box' basis as of
27 March 2021, with all economic
benefits or costs for the buyer's account from that date onwards,
albeit these will continue to be disclosed as discontinued
operations up to the point of transaction completion.
On 21 October 2021 the Group
announced the sale of Greyhound lines Inc. to a wholly owned
subsidiary of FlixMobility GmbH. Accordingly, Greyhound US is also
classified as discontinued operations and held for sale as at the
balance sheet date. Greyhound Canadian operations were not sold but
were permanently closed in May 2021.
Comparatives for this business are included within continuing
operations albeit non-core activities.
Group statutory operating profit
Statutory operating profit from continuing operations was £52.2m
(H1 2021: £37.8m) reflecting the £0.4m credit from net adjusting
items (compared with £(17.8)m in net adjusting items in H1
2021).
Finance costs and investment
income
Net finance costs were £128.0m (H1 2021: £83.7m) with the
increase principally due to debt make-whole costs of £50.0m in
total in relation to the early settlement of the £325m 2022 bond
and the $275m US Private Placement
(USPP), partially offset by lower finance costs following the
repayment of debt after receipt of the First Student and First
Transit disposal proceeds. Net finance costs for FY22 are estimated
to be c.£100m including c.£40m in IFRS16 lease interest but
excluding debt make-whole costs.
Profit before tax
Adjusted profit before tax as set out in note 3 to the financial
statements was £103.7m (H1 2021: loss of £(73.3)m) including
discontinued operations. An overall credit of £412.8m (including
£58.6m of adjusting items in net finance costs) (H1 2021: charge of
£(26.8)m) for adjustments principally reflecting the profit on sale
of First Student and First Transit, resulted in a statutory profit
before tax of £516.5m (H1 2021: loss of £(100.1)m).
Tax
The tax charge, on adjusted profit before tax including
discontinued operations, for the period was £21.6m (H1 2021: credit
of £13.5m), There was a tax credit of £24.3m (H1 2021: charge of
£1.8m) relating to adjusting items and a one-off tax charge of
£5.9m (H1 2021: nil) from adjustments to deferred tax. The total
statutory tax charge was £3.2m (H1 2021: credit of £11.7m). The
actual tax paid during the period was £12.2m (H1 2021: £0.8m). The
ongoing Group's effective tax rate is expected to be broadly in
line with UK corporation tax levels (currently 19% and increasing
to 25% from 1 April 2023).
EPS
Adjusted EPS was 6.6p (H1 2021: (5.3)p). Basic EPS was 42.4p (H1
2021: (8.3)p).
Shares in issue
As at 25 September 2021 there were
1,215.3m shares in issue (H1 2021:
1,204.7m), excluding treasury shares
and own shares held in trust for employees of 7.6m (H1 2021: 16.1m). The weighted average number of shares in
issue for the purpose of basic EPS calculations (excluding treasury
shares and own shares held in trust for employees) in the period
was 1,203.4m (H1 2021: 1,203.3m). Subsequent to the period end,
476.2m shares were acquired pursuant
to the tender offer and cancelled. As at 6
December 2021 there were 746.8m shares in issue (excluding treasury shares
and own shares held in trust for employees), and as a result the
weighted average number of shares in issue at the end of the
current financial year (excluding treasury shares and own shares
held in trust for employees) is expected to be c.1.1bn.
Adjusted cash flow
The Group's adjusted cash flow of £1,704.7m (H1 2021: £197.9m)
in the period reflects positive operational cash flow from the
continuing divisions as well as the proceeds from the sales of
First Student and First Transit, offset by repayment of debt and
de-risking of certain retained liabilities (including the Greyhound
US and Canadian pension schemes as well as the £220m in payments
made into the pension schemes in the UK).
Underlying operational cash flow in the period was £113.5m (H1
2021: £763.5m), reflecting our actions to maintain liquidity and
financial strength despite the passenger volume reductions. Some
capital expenditure was deferred, which in the case of the
discontinued operations was partially reflected in the terms of the
sale. First Bus now anticipates c.£60-65m in capital expenditure net of government
grants in FY22, some of which was deferred from the last financial
year, and c.£60m in FY23. Cash generated in First Bus includes
working capital inflows from CBSSG receipts while First Rail
recorded a cash outflow primarily due to timing of ring-fenced cash
outflows and losses in the open access operations. The adjusted
cash flow is set out below:
|
|
|
26 weeks to 25
September 2020
£m |
26 weeks to 26
September 2020
£m |
52 weeks to 27 March
2021
£m |
EBITDA |
|
|
478.9 |
465.0 |
1,169.5 |
Other non-cash income statement
charges |
|
|
480.6 |
7.1 |
9.6 |
Gain on disposal of subsidiary |
|
|
(479.4) |
- |
- |
Working capital |
|
|
(7.6) |
290.6 |
166.1 |
Movement in other provisions |
|
|
(20.4) |
8.8 |
72.7 |
Pension payments in excess of income
statement charge |
|
|
(338.6) |
(8.0) |
(59.2) |
Cash generated by
operations |
|
|
113.5 |
763.5 |
1,358.7 |
Capital expenditure and
acquisitions |
|
|
(142.2) |
(134.6) |
(391.0) |
Proceeds from disposal of property,
plant and equipment |
|
|
3.4 |
4.4 |
119.0 |
Proceeds from disposal of
business |
|
|
2,293.4 |
- |
- |
Interest and tax |
|
|
(167.9) |
(81.8) |
(152.1) |
Lease payments now in
debt/other |
|
|
(395.5) |
(353.6) |
(675.7) |
Adjusted cash flow |
|
|
1,704.7 |
197.9 |
258.9 |
Foreign exchange movements |
|
|
(7.9) |
9.1 |
78.5 |
Inception of new leases |
|
|
172.4 |
(150.7) |
(210.2) |
Lease payments now in debt |
|
|
378.4 |
347.6 |
669.3 |
Other non-cash movements |
|
|
144.0 |
(89.1) |
(161.4) |
Movement in net debt in the
period |
|
|
2,391.6 |
314.8 |
635.1 |
Capital expenditure
Road cash capital expenditure was £114.5m (H1 2021: £59.0m) and
comprised First Student £72.6m (H1 2021: £28.7m), First Transit
£21.8m (H1 2021: £18.6m), Greyhound £11.0m (H1 2021: £0.8m), First
Bus £8.7m (H1 2021: £10.2m) and Group items £0.4m (H1 2021: £0.7m).
First Rail capital expenditure was £25.1m (H1 2021: £70.4m) and is
typically matched by receipts from the DfT under the current
contractual arrangements or other funding.
In addition, during the period leases in the Road divisions were
entered into with capital values in First Student of £8.4m (H1
2021: £24.5m), First Transit of £1.3m (H1 2021: £10.4m), Greyhound
of £2.1m (H1 2021: £0.4m) and First Bus of £1.9m (H1 2021: £0.4m)
and Group items £0.7m (H1 2021: £0.2m). During the period First
Rail entered into leases with a capital value of £26.1m (H1 2021:
£54.5).
Gross capital investment (fixed asset and software additions
plus the capital value of new leases) was £178.2m (H1 2021:
£196.4m) and comprised First Student £94.7m (H1 2021: £110.0m),
First Transit £13.5m (H1 2021: £16.1m), Greyhound £12.3m (H1 2021:
£1.4m), First Bus £11.9m (H1 2021: £9.7m), First Rail £44.9m (H1
2021: £58.8m) and Group items £0.9m (H1 2021: £0.4m). The balance
between cash capital expenditure and gross capital investment
represents new leases, creditor movements and the recognition of
additional right of use assets in the year.
Funding and risk management
During the period, the Group sold First Student and First
Transit to EQT Infrastructure in July for net cash proceeds of
$3,123m and has subsequently
reorganised the Group's debt arrangements. On 31 August 2021, the Group announced it had signed
a new multi-year £300m sustainability-linked RCF with a group of
its relationship banks, which contains customary financial
covenants of Net Debt/EBITDA and EBITDA/Net Interest, all as
defined within the credit agreement. The new RCF replaced all the
Group's former committed syndicated and bilateral banking
facilities, which have been repaid and cancelled. The Group also
repaid the UK Government's Covid Corporate Financing Facility
(CCFF) commercial paper, all of its Private Placement debt and
redeemed the £325m bonds due November
2022.
As at the period end, the Group had £1,161.0m of undrawn
committed headroom and free cash, being £300.0m (H1 2021: £320.4m)
of committed headroom and £861.0m (H1 2021: £645.2m) of net free
cash after offsetting overdraft positions.
Subsequent to the period end, the Group completed the tender
offer which returned £500m to shareholders and sold Greyhound
Lines, Inc. to FlixMobility GmbH in October for initial cash
proceeds of £100.9m, received cash proceeds from four Greyhound
property sales, recovered funding awards from the ARP relating to
losses incurred while Greyhound was under the Group's ownership
during the pandemic, as well as rental income and the first
tranches of the deferred consideration. As a result, as at
6 December 2021, the Group had
£676.4m of undrawn committed headroom and free cash, being £300.0m
of committed headroom and £376.4m of net free cash after offsetting
overdraft positions.
Interest rate risk
We seek to reduce our exposure by using a combination of fixed
rate debt and interest rate derivatives to achieve an overall fixed
rate position over the medium term of at least 50% of net debt.
Fuel price risk
We use a progressive forward hedging programme to manage
commodity risk. As at 6 December
2021, 73% of our ‘at risk’ UK crude requirements for the
current year (0.7m barrels) were
hedged at an average rate of $59 per
barrel, 63% of our requirements for the year to the end of
March 2023 at $63 per barrel, and 14% of our requirements for
the year to the end of March 2024 at
$75 per barrel.
Foreign currency risk
‘Certain’ and ‘highly probable’ foreign currency transaction
exposures including fuel purchases for the UK divisions may be
hedged at the time the exposure arises for up to two years at
specified levels, or longer if there is a very high degree of
certainty. The Group does not hedge the translation of earnings
into the Group reporting currency (pounds Sterling) but accepts
that reported Group earnings will fluctuate as exchange rates
against pounds Sterling fluctuate for the currencies in which the
Group does business. During the year, the net cash generated in
each currency may be converted by Group Treasury into pounds
Sterling by way of spot transactions in order to keep the currency
composition of net debt broadly constant.
Foreign exchange
The most significant exchange rates to pounds Sterling for the
Group are as follows:
|
26
weeks to 25 September 2021 |
26 weeks
to 26 September 2020 |
52 weeks
to 27 March 2021 |
|
Closing
rate |
Effective
rate |
Closing rate |
Effective rate |
Closing rate |
Effective rate |
US Dollar |
1.37 |
1.39 |
1.27 |
1.30 |
1.38 |
1.39 |
Canadian Dollar |
1.73 |
1.72 |
1.71 |
1.72 |
1.74 |
1.75 |
Net debt
The Group’s Adjusted Net (Cash)/Debt at 25 September 2021, which excludes the impact of
IFRS 16 and the capitalisation of Right of Use Assets and First
Rail ring-fenced cash was £(630.4)m (H1 2021: £1,541.2m). Reported
net debt was £234.2m (H1 2021: £2,955.2m) after IFRS 16 and
including First Rail ring-fenced cash of £518.3m (H1 2021:
£726.0m), as follows:
|
25
September 2021 |
26 September 2020 |
27 March 2021 |
Analysis of net debt |
Cont.
£m |
Disc.
£m |
Total Group
£m |
Total Group
£m |
Total Group
£m |
Sterling bond (2021) |
- |
- |
- |
352.7 |
349.9 |
Sterling bond (2022) |
- |
- |
- |
322.7 |
323.4 |
Sterling bond (2024) |
199.9 |
- |
199.9 |
199.8 |
199.8 |
CCFF |
- |
- |
- |
299.0 |
298.2 |
Bank loans and overdrafts |
31.4 |
- |
31.4 |
655.1 |
620.1 |
Supplier financing |
- |
- |
- |
84.6 |
159.2 |
Lease liabilities |
1,359.1 |
63.9 |
1,423.0 |
2,265.0 |
1,972.9 |
Senior unsecured loan notes |
- |
- |
- |
215.0 |
198.8 |
Loan notes |
0.6 |
- |
0.6 |
0.7 |
0.7 |
Gross debt excluding accrued
interest |
1,591.0 |
63.9 |
1,654.9 |
4,394.6 |
4,123.0 |
Cash |
(892.2) |
(0.2) |
(892.4) |
(701.3) |
(834.3) |
First Rail ring-fenced cash and
deposits |
(518.3) |
- |
(518.3) |
(726.0) |
(638.5) |
Other ring-fenced cash and
deposits |
(10.0) |
- |
(10.0) |
(21.2) |
(24.4) |
Net debt excluding accrued
interest |
170.5 |
63.7 |
234.2 |
2,946.1 |
2,625.8 |
|
|
|
|
|
|
IFRS 16 lease liabilities –
Road |
63.5 |
47.2 |
110.7 |
272.1 |
194.2 |
IFRS 16 lease liabilities –
Rail |
1,255.7 |
- |
1,255.7 |
1,867.9 |
1,655.8 |
IFRS 16 lease liabilities –
total |
1,319.2 |
47.2 |
1,366.4 |
2,140.0 |
1,850.0 |
|
|
|
|
|
|
Net (cash)/debt excluding accrued
interest (pre-IFRS 16) |
(1,148.7) |
16.5 |
(1,132.2) |
806.1 |
775.8 |
|
|
|
|
|
|
Adjusted Net (Cash)/Debt
(pre-IFRS 16 and excluding First Rail ring-fenced cash) |
(630.4) |
16.5 |
(613.9) |
1,532.1 |
1,414.3 |
Under the terms of the First Rail contractual agreements, cash
can only be distributed by the TOCs either up to the lower amount
of their retained profits or the amount determined by prescribed
liquidity ratios. The ring-fenced cash represents that which is not
available for distribution or the amount required to satisfy the
liquidity ratio at the balance sheet date.
As a result of the tender offer, Greyhound sale and related cash
flows subsequent to the period end described previously, the
Group's Adjusted Net Cash was £137.3m as at 6 December 2021.
Pensions
We have updated our pension assumptions as at 25 September 2021 for the defined benefit schemes
in the UK and North America. The
net pension deficit (comprising continued and discontinued
operations) of £296m at the beginning of the period moved to a net
surplus of £10m at the end of the period principally due to good
asset performance and cash contributed to the schemes (including
cash payments of £220m to the First Bus Pension Scheme on
26 July 2021 and cash payments to the
Greyhound ATU Pension Scheme of $23.8m on 30 March
2021 and $51.2m on
2 August 2021), as well as the
disposal of the First Student and First Transit pension
arrangements. CAD36.2m was also paid
into the Greyhound Canada pensions scheme in the period following
closure of the business in May 2021.
The main factors that influence the balance sheet position for
pensions and the principal sensitivities to their movement at
25 September 2021 are set out
below:
|
Movement |
Impact |
Discount rate |
+0.1% |
Reduce deficit by
£38m |
Inflation |
+0.1% |
Increase deficit by
£32m |
Life expectancy |
+1 year |
Increase deficit by
£90m |
The cash contributed to the legacy North American pension plans
has enabled us to accelerate our de-risking of these plans, and we
are now planning our strategy for terminating and winding-up the
plans.
We are seeking to agree valuation results with the Trustees of
the UK pension schemes, and agree a strategy for reaching a
self-sufficiency funding target. We expect that the schemes should
be able to reach the funding target without any further deficit
contributions. Funding for a Limited Partnership agreement that was
agreed as part of the sale of the North American divisions will be
available to the schemes in the event that it is required, but will
otherwise be returned to the company if the funding target it met
within the agreed timescales.
Balance sheet
Net assets have increased by £45.5m since 27 March 2021. The principal reasons for the
increase are profitability in the period, combined with a stronger
US dollar at closing on translation of the residual net assets in
North America, partially offset by
actuarial losses in the pension schemes.
|
As at
25
September 2021 |
As at 26
September 2020 |
As at 27
March 2021 |
Balance sheets – Net
assets/(liabilities) |
Cont.
£m |
Disc.
£m |
Total
Group
£m |
Total
Group
£m |
Total
Group
£m |
First Bus |
509.4 |
- |
509.4 |
408.6 |
328.1 |
First Rail |
777.7 |
- |
777.7 |
983.9 |
925.6 |
Greyhound |
(49.0) |
136.9 |
87.9 |
(102.1) |
(54.5) |
Discontinued operation – First
Student |
- |
- |
- |
2,334.5 |
2,381.1 |
Discontinued operation – First
Transit |
- |
- |
- |
359.3 |
298.0 |
Divisional net assets |
1,238.1 |
136.9 |
1,375.0 |
3,984.2 |
3,878.3 |
Group items |
53.2 |
- |
53.2 |
(9.8) |
(5.2) |
Net debt |
(170.5) |
(63.7) |
(234.2) |
(2,955.2) |
(2,668.7) |
Taxation |
5.2 |
0.4 |
5.6 |
(3.0) |
(50.3) |
Total |
1,126.0 |
73.6 |
1,199.6 |
1,016.2 |
1,154.1 |
Post-balance sheet events
- On 4 October acquired the remaining 50% shareholding in
Somerset Passenger Solutions Ltd (SPS) joint venture
- On 21 October announced the sale of Greyhound Lines, Inc (see
discontinued operations note 14) and completed on the sale on the
same day
- On 18 November three special resolutions and one ordinary
resolution were passed to approve the tender offer to return £500m
to shareholders. The tender offer was executed on 2 December
- A number of legacy Greyhound properties were sold with proceeds
totalling $6.8m (£4.9m)
Going concern
The Directors have carried out a review of the Group’s financial
projections for the 18 months to 31 March
2023, with due regard for the risks and uncertainties to
which the Group is exposed, the uncertain economic climate and the
impact that this could have on trading performance, as described in
note 1 to the financial statements. Based on this review, the
Directors believe that the Company and the Group have adequate
resources to continue in operational existence for the foreseeable
future. Accordingly, the condensed consolidated financial
statements have been prepared on the going concern basis in
preparing this half-yearly report.
Definitions
Unless otherwise stated, all financial figures for the 26 weeks
to 25 September 2021 (the 'first
half', the 'period' or 'H1 2022') include the results and financial
position of the First Rail business for the period ended
18 September 2021 and the results of
all other businesses for the 26 weeks ended 25 September 2021. The figures for the 26 weeks
to 26 September 2020 (the 'prior
period' or 'H1 2021') include the results and financial position of
the First Rail business for the period ended 26 September 2020 and the results and financial
position of all other businesses for the 26 weeks ended
26 September 2020. Figures for the 52
weeks to 27 March 2021 (‘FY21’)
include the results and financial position of the First Rail
business for the year ended 31 March
2021 and the results and financial position of all the other
businesses for the 52 weeks ended 27 March
2021. Results for the 52 weeks to 26
March 2022 ('FY22') will include the results and financial
position for First Rail for the year ending 31 March 2022 and the results and financial
position of all the other businesses for the 52 weeks ending
26 March 2022.
'Cont.' or the 'Continuing operations' refer to First Bus, First
Rail, Greyhound retained assets and liabilities including Greyhound
Canada and Group items.
'Disc.' or the 'Discontinued operations' refer to First Student,
First Transit and Greyhound US.
References to 'adjusted operating profit', 'adjusted profit
before tax', and 'adjusted EPS' throughout this document are before
the gain on sale of First Student and First Transit, partial
reversal of impairment charges on Greyhound and certain other items
as set out in note 3 to the financial statements.
'EBITDA’ is adjusted operating profit less capital grant
amortisation plus depreciation.
The Group's 'Rail management fee-adjusted EBITDA' is First Bus
and First Rail EBITDA not from management fee-based TOCs, plus Rail
attributable net income from management fee-based TOCs, minus
central costs.
The Group's 'Rail management fee-adjusted Attributable Profit'
is First Bus and First Rail adjusted operating profit not from
management fee-based TOCs, plus Rail attributable net income from
management fee-based TOCs, minus central costs, minus cash
interest, minus tax.
'Net debt' is the value of Group external borrowings excluding
the fair value adjustment for coupon swaps designated against
certain bonds, excluding accrued interest, less cash balances.
'Adjusted Net Debt' excludes First Rail ring-fenced cash and
IFRS 16 lease liabilities from net debt.
References to ‘like-for-like’ revenue adjust for changes in the
composition of the divisional portfolio, holiday timing, severe
weather and other factors, for example engineering possessions in
First Rail, that distort the period-on-period trends in our
passenger revenue businesses.
Forward-looking statements
Certain statements included or incorporated by reference within
this document may constitute ‘forward-looking statements’ with
respect to the business, strategy and plans of the Group and our
current goals, assumptions and expectations relating to our future
financial condition, performance and results. By their nature,
forward-looking statements involve known and unknown risks,
assumptions, uncertainties and other factors that cause actual
results, performance or achievements of the Group to be materially
different from any future results, performance or achievements
expressed or implied by such forward-looking statements.
Shareholders are cautioned not to place undue reliance on the
forward-looking statements.
Except as required by the UK Listing Rules and applicable law,
the Group does not undertake any obligation to update or change any
forward-looking statements to reflect events occurring after the
date of this document.
Principal risks and uncertainties
The Board has conducted a thorough assessment of the principal
risks and uncertainties facing the Group for the remainder of the
financial year, including those that would threaten the successful
and timely delivery of its strategic priorities, future
performance, solvency and liquidity.
The most immediate risk facing the Group remains the impact to
the Group and each of its businesses from the coronavirus pandemic.
We have set out in more detail elsewhere in this document (and
previously announced) the measures we have taken and continue to
take as a Group and in each of our businesses to mitigate those
risks.
The Directors recognise that significant judgements had to be
made in deciding what assumptions to make regarding how the impact
of the coronavirus pandemic might evolve over the coming months and
what impact that will have on the ability of each of the business
divisions to resume near normal levels of service. Many of those
judgements are, by their nature, highly subjective and the modelled
outcomes depend to a significant degree on how the coronavirus
pandemic evolves during the remaining months of the financial year.
There is therefore a much higher degree of uncertainty than would
usually be the case in making the key judgements and assumptions
that underpin the financial forecasts.
For a full summary of the Principal Risks and Uncertainties
facing the Group, please refer to the Annual Report and Accounts
2021 at
https://www.firstgroupplc.com/investors/annual-report-2021.aspx.
David
Martin
Ryan Mangold
Executive
Chairman
Chief Financial Officer
8 December
2021
8 December 2021
Condensed consolidated income statement
|
Notes |
Unaudited
26 weeks to
25 September 2021
£m |
Unaudited
26 weeks to
26 September 2020
(restated)
£m |
Audited
52 weeks to
27 March 2021
(restated)
£m |
Revenue |
2, 4 |
2,139.1 |
2,053.1 |
4,319.0 |
Operating costs |
|
(2,086.9) |
(2,015.3) |
(4,148.0) |
Operating profit |
|
52.2 |
37.8 |
171.0 |
Investment income |
5 |
0.3 |
1.5 |
1.8 |
Finance costs |
5 |
(117.0) |
(72.8) |
(143.7) |
(Loss)/profit before tax |
|
(64.5) |
(33.5) |
29.1 |
Tax |
6 |
26.4 |
(0.7) |
(3.4) |
(Loss)/profit from continuing
operations |
|
(38.1) |
(34.2) |
25.7 |
Profit/(loss) from discontinued
operations |
14 |
551.4 |
(54.2) |
65.4 |
Profit/(loss) for the
period |
|
513.3 |
(88.4) |
91.1 |
Attributable to: |
|
|
|
|
Equity holders of the
parent |
|
510.7 |
(99.3) |
78.4 |
Non-controlling
interests |
|
2.6 |
10.9 |
12.7 |
|
|
513.3 |
(88.4) |
91.1 |
Earnings per share |
|
|
|
|
|
|
|
|
|
Earnings per share for
(loss)/profit from continuing operations attributable to the
ordinary equity holders of the company |
|
|
|
|
Basic |
|
(3.4)p |
(3.7)p |
0.8p |
Diluted |
|
(3.4)p |
(3.7)p |
0.8p |
Earnings per share for
(loss)/profit attributable to the ordinary equity holders of the
company |
|
|
|
|
Basic |
7 |
42.4p |
(8.3)p |
6.5p |
Diluted |
7 |
42.4p |
(8.3)p |
6.4p |
|
|
|
|
|
Adjusted results (from continuing
operations)1 |
|
|
|
|
Adjusted operating profit |
3 |
51.8 |
55.7 |
101.4 |
Adjusted loss before tax |
|
(6.3) |
(15.6) |
(40.5) |
Adjusted EPS |
7 |
(0.4)p |
(1.4)p |
(3.8)p |
Adjusted diluted EPS |
|
(0.4)p |
(1.4)p |
(3.8)p |
1
Adjusted for certain items as set out in note 3.
The accompanying notes form an integral part of this
consolidated income statement.
Prior year restatements are detailed in note 1.
Condensed consolidated statement of comprehensive income
|
Unaudited
26 weeks to
25 September
2021
£m |
Unaudited
26 weeks to
26 September
2020
(restated)
£m |
Audited
52 weeks ended 27 March 2021
(restated)
£m |
Profit/(loss) for the
period |
513.3 |
(88.4) |
91.1 |
|
|
|
|
Items that will not be
reclassified subsequently to profit or loss |
|
|
|
Actuarial losses on defined benefit
pension schemes |
(30.7) |
(54.2) |
(49.3) |
Deferred tax on actuarial losses on
defined benefit pension schemes |
2.7 |
9.4 |
15.5 |
Impact of UK tax rate change on
deferred tax on actuarial losses |
10.0 |
- |
- |
|
(18.0) |
(44.8) |
(33.8) |
Items that may be reclassified
subsequently to profit or loss |
|
|
|
Hedging instrument movements |
15.5 |
(5.1) |
16.4 |
Deferred tax on hedging instrument
movements |
(3.9) |
1.3 |
(3.6) |
Exchange differences on translation
of foreign operations – continuing operations |
0.6 |
0.7 |
1.3 |
Exchange differences on translation
of foreign operations – discontinued operations |
(1.7) |
(38.8) |
(112.2) |
Reclassification of foreign currency
translation reserve on discontinued operations (see 14(b)) |
(450.6) |
- |
- |
|
(440.1) |
(41.9) |
(98.1) |
|
|
|
|
Other comprehensive loss for the
period |
(458.1) |
(86.7) |
(131.9) |
|
|
|
|
Total comprehensive income/(loss)
for the period |
55.2 |
(175.1) |
(40.8) |
Attributable to: |
|
|
|
Equity holders of the
parent |
52.6 |
(186.0) |
(53.5) |
Non-controlling
interests |
2.6 |
10.9 |
12.7 |
|
55.2 |
(175.1) |
(40.8) |
Total comprehensive income/(loss)for the period attributable to
owners of FirstGroup Plc arises from |
|
|
|
Attributable to |
|
|
|
Continuing operations |
(42.9) |
(85.4) |
(50.2) |
Discontinued operations |
98.1 |
(89.7) |
9.4 |
|
55.2 |
(175.1) |
(40.8) |
The accompanying notes form an integral part of this
consolidated statement of comprehensive income.
Prior year restatements are detailed in note 1.
Condensed consolidated balance sheet
|
Note |
Unaudited
25 September 2021
£m |
Unaudited
26 September 2020
(restated)
£m |
Audited
27 March 2021
£m |
Non-current assets |
|
|
|
|
Goodwill |
8 |
83.9 |
1,634.3 |
83.9 |
Other intangible assets |
9 |
9.9 |
47.4 |
16.2 |
Property, plant and equipment |
10 |
1,973.1 |
4,294.0 |
2,443.7 |
Deferred tax assets |
|
68.1 |
41.3 |
35.0 |
Retirement benefit assets |
23 |
61.2 |
52.5 |
52.9 |
Derivative financial
instruments |
18 |
3.0 |
0.8 |
1.2 |
Investments |
|
2.0 |
38.0 |
8.3 |
|
|
2,201.2 |
6,108.3 |
2,641.2 |
Current assets |
|
|
|
|
Inventories |
|
27.6 |
55.9 |
29.4 |
Trade and other receivables |
12 |
912.7 |
1,062.5 |
676.7 |
Current tax assets |
|
0.3 |
5.4 |
0.4 |
Cash and cash equivalents |
22 |
1,420.5 |
1,448.5 |
1,438.9 |
Derivative financial
instruments |
18 |
7.4 |
7.4 |
14.9 |
Current assets |
|
2,368.5 |
2,579.7 |
2,160.3 |
Assets held for sale – continuing
operations |
11 |
2.4 |
4.2 |
11.9 |
Assets held for sale – discontinued
operations |
14 |
288.3 |
- |
3,479.5 |
|
|
2,659.2 |
2,583.9 |
5,651.7 |
Total assets |
|
4,860.4 |
8,692.2 |
8,292.9 |
Current liabilities |
|
|
|
|
Trade and other payables |
13 |
1,508.1 |
1,950.0 |
1,587.6 |
Tax liabilities – Current tax
liabilities |
|
8.4 |
8.8 |
14.4 |
– Other tax and social security |
|
54.8 |
20.5 |
34.6 |
Borrowings |
15 |
593.2 |
1,372.4 |
1,326.2 |
Derivative financial
instruments |
18 |
0.8 |
28.4 |
11.8 |
Provisions |
19 |
83.7 |
395.1 |
74.4 |
Current liabilities |
|
2,249.0 |
3,775.2 |
3,049.0 |
Liabilities held for sale –
discontinued operations |
14 |
214.7 |
- |
1,136.6 |
|
|
2,463.7 |
3,775.2 |
4,185.6 |
Net current
assets/(liabilities) |
|
119.5 |
(1,195.5) |
(888.7) |
Non-current liabilities |
|
|
|
|
Borrowings |
15 |
997.8 |
3,051.8 |
2,492.0 |
Derivative financial
instruments |
18 |
- |
13.6 |
1.2 |
Retirement benefit liabilities |
23 |
51.2 |
412.4 |
324.5 |
Deferred tax liabilities |
|
- |
20.4 |
- |
Provisions |
19 |
148.1 |
402.6 |
135.5 |
|
|
1,197.1 |
3,900.8 |
2,953.2 |
Total liabilities |
|
3,660.8 |
7,676.0 |
7,138.8 |
Net assets |
|
1,199.6 |
1,016.2 |
1,154.1 |
Equity |
|
|
|
|
|
|
|
|
|
Share capital |
20 |
61.1 |
61.1 |
61.1 |
Share premium |
|
690.5 |
689.0 |
689.6 |
Hedging reserve |
|
6.8 |
(25.0) |
(3.4) |
Other reserves |
|
4.6 |
4.6 |
4.6 |
Own shares |
|
(6.4) |
(9.8) |
(9.0) |
Translation reserve |
|
73.0 |
604.8 |
524.7 |
Retained earnings |
|
392.0 |
(286.3) |
(89.6) |
Equity attributable to equity
holders of the parent |
|
1,221.6 |
1,038.4 |
1,178.0 |
Non-controlling interests |
|
(22.0) |
(22.2) |
(23.9) |
Total equity |
|
1,199.6 |
1,016.2 |
1,154.1 |
Prior year restatements are detailed in note 1.
The accompanying notes form an integral part of this
consolidated balance sheet.
COndensed consolidated statement of changes in equity
|
Share
capital
£m |
Share
premium
£m |
Hedging
reserve
£m |
Other
reserves
£m |
Own
shares
£m |
Translation reserve
£m |
Retained
earnings
£m |
Total
£m |
Non-controlling interests
£m |
Total
equity
£m |
Balance at 28 March
2021 |
61.1 |
689.6 |
(3.4) |
4.6 |
(9.0) |
524.7 |
(89.6) |
1,178.0 |
(23.9) |
1,154.1 |
Income for the
period |
- |
- |
- |
- |
- |
- |
510.7 |
510.7 |
2.6 |
513.3 |
Other comprehensive
loss for the period |
- |
- |
11.6 |
- |
- |
(451.7) |
(18.0) |
(458.1) |
- |
(458.1) |
Total comprehensive
income/(loss) for the period |
- |
- |
11.6 |
- |
- |
(451.7) |
492.7 |
52.6 |
2.6 |
55.2 |
Shares issued |
- |
0.9 |
- |
- |
- |
- |
- |
0.9 |
- |
0.9 |
Hedging instrument
movements transferred to balance sheet (net of tax) |
- |
- |
(1.4) |
- |
- |
- |
- |
(1.4) |
- |
(1.4) |
Disposal of
non-controlling interest in First Transit |
- |
- |
- |
- |
- |
- |
- |
- |
(0.7) |
(0.7) |
Movement in EBT and
treasury shares |
- |
- |
- |
- |
2.6 |
- |
(13.4) |
(10.8) |
- |
(10.8) |
Share-based
payments |
- |
- |
- |
- |
- |
- |
2.3 |
2.3 |
- |
2.3 |
Balance at 25
September 2021 (unaudited) |
61.1 |
690.5 |
6.8 |
4.6 |
(6.4) |
73.0 |
392.0 |
1,221.6 |
(22.0) |
1,199.6 |
|
|
|
|
|
|
|
|
|
|
|
Balance at 29 March
2020 |
61.0 |
688.6 |
(28.3) |
4.6 |
(10.2) |
635.6 |
(141.5) |
1,209.8 |
(33.1) |
1,176.7 |
Loss for the
period |
- |
- |
- |
- |
- |
- |
(99.3) |
(99.3) |
10.9 |
(88.4) |
Other comprehensive
(loss)/ income for the period |
- |
- |
(3.8) |
- |
- |
(38.1) |
(44.8) |
(86.7) |
- |
(86.7) |
Total comprehensive
(loss)/income for the period |
- |
- |
(3.8) |
- |
- |
(38.1) |
(144.1) |
(186.0) |
10.9 |
(175.1) |
Shares issued |
0.1 |
0.4 |
- |
- |
- |
- |
- |
0.5 |
- |
0.5 |
Hedging instrument
movements transferred to balance sheet (net of tax) |
- |
- |
14.4 |
- |
- |
- |
- |
14.4 |
- |
14.4 |
Reserves
reclassification |
- |
- |
(7.3) |
- |
- |
7.3 |
- |
- |
- |
- |
Movement in EBT and
treasury shares |
- |
- |
- |
- |
0.4 |
- |
(5.3) |
(4.9) |
- |
(4.9) |
Share-based
payments |
- |
- |
- |
- |
- |
- |
4.6 |
4.6 |
- |
4.6 |
Balance at 26
September 2020 (unaudited) |
61.1 |
689.0 |
(25.0) |
4.6 |
(9.8) |
604.8 |
(286.3) |
1,038.4 |
(22.2) |
1,016.2 |
|
|
|
|
|
|
|
|
|
|
|
Balance at 29 March
2020 |
61.0 |
688.6 |
(28.3) |
4.6 |
(10.2) |
635.6 |
(141.5) |
1,209.8 |
(33.1) |
1,176.7 |
Profit for the
year |
– |
– |
– |
– |
– |
– |
78.4 |
78.4 |
12.7 |
91.1 |
Other comprehensive
income/(loss) for the year |
– |
– |
12.8 |
– |
– |
(110.9) |
(33.8) |
(131.9) |
– |
(131.9) |
Total comprehensive
income/(loss) for the year |
– |
– |
12.8 |
– |
– |
(110.9) |
44.6 |
(53.5) |
12.7 |
(40.8) |
Shares issued |
0.1 |
1.0 |
– |
– |
– |
– |
– |
1.1 |
– |
1.1 |
Hedging instrument
movements transferred to balance sheet (net of tax) |
– |
– |
15.2 |
– |
– |
– |
– |
15.2 |
– |
15.2 |
Reserves
reclassification |
– |
– |
(3.1) |
– |
– |
– |
3.1 |
– |
– |
– |
Dividends paid |
– |
– |
– |
– |
– |
– |
(1.6) |
(1.6) |
(3.5) |
(5.1) |
Movement in EBT and
treasury shares |
– |
– |
– |
– |
1.2 |
– |
(6.1) |
(4.9) |
– |
(4.9) |
Share-based
payments |
– |
– |
– |
– |
– |
– |
11.9 |
11.9 |
– |
11.9 |
Balance at 27 March
2021 |
61.1 |
689.6 |
(3.4) |
4.6 |
(9.0) |
524.7 |
(89.6) |
1,178.0 |
(23.9) |
1,154.1 |
The accompanying notes form an integral part of this
consolidated statement of changes in equity.
Condensed consolidated cash flow statement
|
Note |
Unaudited
26 weeks to 25 September 2021
£m |
Unaudited
26 weeks to 26 September 2020
(restated)
£m |
Audited
52 weeks
27 March 2021
£m |
Cash generated by
operations |
|
113.5 |
763.5 |
1,358.7 |
Tax paid |
|
(12.2) |
(0.8) |
(4.5) |
Interest paid |
|
(156.0) |
(82.6) |
(149.8) |
Net cash from operating
activities |
21 |
(54.7) |
680.1 |
1,204.4 |
|
|
|
|
|
Investing activities |
|
|
|
|
Interest received |
|
0.3 |
1.6 |
2.0 |
Proceeds from disposal of property
and plant and equipment |
|
3.4 |
4.4 |
119.0 |
Purchases of property, plant and
equipment |
|
(135.2) |
(129.4) |
(385.5) |
Purchases of software |
|
(4.4) |
(3.8) |
(4.1) |
Net proceeds from disposal of
subsidiaries (net of cash disposed)1 |
|
2,293.4 |
- |
- |
Acquisition of business |
|
(2.7) |
(1.4) |
(1.4) |
Net cash used in investing
activities |
|
2,154.8 |
(128.6) |
(270.0) |
Financing
activities
Shares purchased by Employee Benefit Trust |
|
(17.4) |
(4.7) |
(4.7) |
Shares issued |
|
0.6 |
- |
0.5 |
Dividends paid to non-controlling
shareholders |
|
(0.3) |
- |
- |
Proceeds from CCFF |
|
- |
299.0 |
298.2 |
Repayments of CCFF |
|
(298.2) |
- |
- |
Proceeds from borrowings |
|
- |
115.5 |
117.7 |
Repayment of bank facilities |
|
(581.2) |
(86.0) |
(89.6) |
Repayment of bond issues |
|
(675.4) |
- |
- |
Repayment of senior unsecured
loans |
|
(200.1) |
- |
- |
Repayment of loan notes |
|
- |
(8.7) |
(8.7) |
Repayments of lease liabilities |
|
(378.3) |
(347.5) |
(669.2) |
Fees for finance facilities |
|
(1.7) |
(1.4) |
(2.1) |
Net cash flow used in financing
activities |
|
(2,152.0) |
(33.8) |
(357.9) |
Net (decrease)/increase in cash
and cash equivalents before foreign exchange movements |
|
(51.9) |
517.7 |
576.5 |
Cash and cash equivalents at
beginning of period |
|
1,443.4 |
886.5 |
886.5 |
Foreign exchange movements |
|
(3.9) |
(15.3) |
(19.6) |
Cash and cash equivalent at the
end of the period |
|
1,387.6 |
1,388.9 |
1,443.4 |
1
£2,293.4m comprises cash consideration received of £2,377.3m
less cash and cash equivalent sold of £83.9m per Note 14
(b).
Cash and cash equivalents are included within current assets on
the consolidated balance sheet. Cash and cash equivalents includes
ring-fenced cash of £528.3m in H1 2022 (H1 2021: £738.1m; full year
2021: £662.9m). The most significant ring-fenced cash balance are
held by the Group’s First Rail subsidiaries. All cash in franchised
Rail subsidiaries is considered ring-fenced under the terms of the
Emergency Measures Agreement. In the prior periods, non Rail
ring-fenced cash includes two elements: (1) loss escrow funds
maintained by various third-party administrators, the purpose of
which is to provide a source of funds for use by the administrators
for payment of the self-insurance liability for losses and loss
adjustment expenses in accordance with agreements between the
administrators and the Business, and (2) balances within First
Transit subsidiaries where those subsidiaries act as a disbursement
agent on the behalf of their customers and the cash is only allowed
to be used to settle customer liabilities.
Reconciliation to cash flow statement
|
Note |
Unaudited
6 months to 26 September 2021
£m |
Unaudited
6 months to 25 September 2020
(restated)
£m |
Audited
52 weeks to 27
March 2021
(restated)
£m |
Cash and cash
equivalents – Balance Sheet |
|
1,420.5 |
1,448.5 |
1,438.9 |
Cash and cash
equivalents – Held for Sale |
|
0.2 |
- |
58.3 |
Cash and cash
equivalents – Total operations |
|
1,420.7 |
1,448.5 |
1,497.2 |
Bank overdraft |
15 |
(33.1) |
(59.6) |
(53.8) |
Balances per
consolidated cash flow statement |
|
1,387.6 |
1,388.9 |
1,443.4 |
Prior year restatements are detailed in note 1.
Note to the condensed consolidated
cash flow statement – reconciliation of net cash to movement in net
debt
|
Note |
Unaudited
26 weeks to 25 September 2021
£m |
Unaudited
26 weeks to 26 September 2020 (restated)
£m |
Audited
52 weeks to 27
March 2021 (restated)
£m |
Net
(decrease)/increase in cash and cash equivalents in period |
|
(51.9) |
517.7 |
576.5 |
Decrease/(increase) in
debt excluding leases |
|
1,756.6 |
(319.8) |
(317.6) |
Adjusted cash
flow |
|
1,704.7 |
197.9 |
258.9 |
Payment of lease
liabilities |
|
378.3 |
347.6 |
669.3 |
(Inception)/termination of leases
Fees capitalised against bank facilities and bond issues |
|
172.4
(1.7) |
(150.7)
0.1 |
(210.2)
2.1 |
Foreign exchange
movements |
|
(7.9) |
9.1 |
78.5 |
Other non-cash
movements |
|
145.8 |
(89.2) |
(163.5) |
Movement in net
debt in period |
|
2,391.6 |
314.8 |
635.1 |
Net debt at beginning
of period |
|
(2,625.8) |
(3,260.9) |
(3,260.9) |
Net debt at end of
period |
22 |
(234.2) |
(2,946.1) |
(2,625.8) |
Other non-cash movements consist of movements in supplier
financing of £159.2m in H1 2022 (H1 2021: £(84.6)m; full year 2021:
£(159.2)m) amortisation of debt issue fees of £(12.5)m in H1 2022
(H1 2021: £(1.4)m; full year 2021: £(3.2)m) and other non-cash
movements of £(0.9)m in H1 2022 (H1 2021: £(3.2)m; full year 2021:
£(1.1)m).
Supplier Financing are amounts due to the principal supplier of
school buses in the US and Canada
for deliveries of vehicles. As the ageing of these payables exceed
6 months interest starts to be charged and they are subsequently
transferred from trade payables to borrowings. On completion of the
sale of First Student & First Transit, this liability was
transferred to EQT infrastructure.
Management considers that adjusted cash flow is an appropriate
measure for assessing the Group cash flow as it is the measure that
is used to assess both Group and divisional cash performance
against budgets and forecasts. Adjusted cash flow is stated prior
to cash flows in relation to debt excluding leases. This is a
change and a restatement from the treatment reported in the
financial statement for the 52 weeks to 27
March 2021 and for the 26 weeks to 26
September 2020 when adjusted cashflow was stated prior to
cash flows in relation to debt and to finance leases.
The accompanying notes form an integral part of this
consolidated cash flow statement.
Notes to the half yearly results
1 Basis of
preparation
The half yearly results for the 26 weeks to 25 September 2021 include the results and
financial position of the First Rail division for the period ended
18 September 2021 and the results and
financial position for the other divisions for the 26 weeks ended
25 September 2021. The comparative
figures for the 26 weeks to 26 September
2020 include the results and financial position of the First
Rail division for the period ended 26
September 2020 and the results and financial position of the
other divisions for the 26 weeks ended 26
September 2020.
These half yearly results do not comprise statutory accounts
within the meaning of section 434 of the Companies Act 2006.
Statutory accounts for the year ended 27
March 2021 were approved by the board of directors on
27 July 2021 and delivered to the
Registrar of Companies. The report of the auditors on those
accounts was unqualified, did not contain an emphasis of matter
paragraph and did not contain any statement under section 498 of
the Companies Act 2006. The half yearly results have been reviewed,
not audited.
On 31 December 2020, IFRS as
adopted by the European Union at that date was brought into UK law
and became UK-adopted International Accounting Standards, with
future changes being subject to endorsement by the UK Endorsement
Board. FirstGroup plc transitioned to UK-adopted International
Accounting Standards in its consolidated financial statements on
28 March 2021. This change
constitutes a change in accounting framework. However, there is no
impact on recognition, measurement or disclosure in the period
reported as a result of the change in framework. This condensed
consolidated interim financial report for the half-year reporting
period for the 26 weeks to 25 September
2021 has been prepared in accordance with the UK-adopted
International Accounting Standard 34, 'Interim Financial Reporting'
and the Disclosure Guidance and Transparency Rules sourcebook of
the United Kingdom’s Financial Conduct Authority.
The interim report does not include all of the notes of the type
normally included in an annual financial report. Accordingly, this
report is to be read in conjunction with the annual report for the
year ended 27 March 2021, which has
been prepared in accordance with both “International Accounting
Standards in conformity with the requirements of the Companies Act
2006” and “International Financial Reporting Standards adopted
pursuant to Regulation (EC) No 1606/2002 as it applies in the
European Union”, and any public announcements made by FirstGroup
plc during the interim reporting period.
The accounting policies applied are consistent with those
described in the Group’s latest annual audited financial
statements, except for a number of amendments to IFRSs which became
effective for the financial years beginning on 1 April 2021 and for income tax which at the
interim is based on applying expected full year effective tax rates
to the interim results. There has been no material change as a
result of applying these amendments. We have also included certain
non-GAAP measures in order to reflect management’s reported view of
financial performance excluding other intangible asset amortisation
charges and certain other items.
These results are unaudited but have been reviewed by the
auditor. The comparative figures for the 26 weeks to 26 September 2020 are unaudited and are derived
from the half-yearly financial report for that period, which was
also reviewed by the auditor.
Restatements
The results for the 26 weeks to 26
September 2020 and for the 52 weeks to 27 March 2021 have been restated since they have
been split into the results for the continuing operations and the
results for the discontinued operations.
The cash and cash equivalents balance and trade and other
payables balance at 26 September 2020
has been restated. This restatement is in relation to certain
entities in First Transit, which the group controls that were
incorrectly excluded from consolidation at 26 September 2020, but were correctly
consolidated and included at 27 March
2021. The effect of this restatement is an increase in cash
balances of £9.1m and a corresponding increase in payables of £9.1m
at 26 September 2020. There is no
impact on the consolidated income statement.
Going concern – basis of
preparation
The Directors have carried out a review of the Group’s financial
projections for the 18 months to 31 March
2023, with due regard for the risks and uncertainties to
which the Group is exposed, the uncertain economic climate and the
impact that this could have on trading performance. Based on this
review, the Directors believe that the Company and the Group have
adequate resources to continue in operational existence for the
foreseeable future. Accordingly, the half yearly results have been
prepared on the going concern basis in preparing this half-yearly
report.
Update since the FY21 results
As noted in the Chief Executive’s review and business reviews,
following the sale of First Student, First Transit and Greyhound
the Group has repaid the vast majority of the debt (as at half year
end in net cash position of £613.9m before Rail ring fenced cash
and IFRS16) and partially de-risked the Greyhound legacy
liabilities, combined with substantially greater clarity about the
resilience of the remaining portfolio.
1 Basis of
preparation (continued)
- The contractual arrangements in First Rail through the ERMA in
Avanti, NRC’s in SWR and TPE and the EMA in GWR, provide confidence
in the near-term cash generation of our Rail businesses
- In our First Bus division, grant funding for high service
levels from the UK government and other contract customers
throughout the FY21 pandemic period have demonstrated a commitment
to maintaining the essential public transport services the Group
operates
- Passenger volume levels in First Bus and First Rail have
performed broadly in line with our prior forecast assumptions in
year-to date trading
- It is anticipated that governments will continue to support
minimum operating service levels through the emergence from the
pandemic and until these services can be run commercially
- On 31 August 2021, the Group
announced it had signed a new £300m sustainability-linked Revolving
Credit Facility (‘RCF’) with a group of its relationship banks.
This committed RCF has an initial maturity of four years and
remains undrawn
- Management has demonstrated the flexibility of our businesses
to generate cash flows well within required debt facility and
covenant levels since the pandemic struck.
Evaluation of going concern
The Board evaluated whether it was appropriate to prepare the
half yearly results in this report on a going concern basis and in
doing so considered whether any material uncertainties exist that
cast doubt on the Group’s and the Company’s ability to continue as
a going concern over the going concern period.
Consistent with prior years, the Board’s going concern
assessment is based on a review of future trading projections,
including whether banking covenants are likely to be met and
whether there is sufficient committed facility headroom to
accommodate future cash flows for the going concern period.
Divisional management teams prepared detailed, bottom-up
projections for their businesses reflecting the impact of the
coronavirus pandemic operating environment, including assumptions
on passenger volume recovery and government support
arrangements.
Base case scenario
These projections were the subject of a series of executive
management reviews and were used to update the base case scenario
that was used for the purposes of the going concern assessment at
the 2021 year end. The base case assumes a gradual recovery in
passenger volumes as a result of the easing of social distancing
and travel restrictions in FY22, but that passenger volumes remain
below pre-pandemic levels in the going concern assessment period.
The macro projections in the updated base case assume that the UK
operates in a post-Brexit coronavirus economy. The base case also
includes £500m return of capital to shareholders in December 2021 and substantial de-risking of the
Greyhound historic insurance liabilities and pensions liabilities
retained by the Group.
Severe, plausible downside
scenario
In addition, a severe but plausible downside case was also
modelled which assumes a more protracted post-pandemic recovery
profile. In First Bus the severe but plausible downside case
assumes slower recovery with passenger revenues in the second half
of FY22 at an average rate of 75% of pre-pandemic levels. In First
Rail, the downside case assumes reduced TOC performance fee awards
and operating losses in Hull Trains and East Coast Open Access. The
downside case also assumes a lower net recovery of Greyhound funds
post-closing.
Mitigating actions
If the impact on the Group of the pandemic were to be more
protracted than assumed in the base case or downside case
scenarios, the Group would reduce and defer planned growth capex
spend and further reduce costs in line with a lower volume
operating environment to the extent that the essential services we
operate in Bus are not required to be run for the governments and
communities we support.
Going concern statement
Based on the scenario modelling undertaken, and the potential
mitigating actions referred to above, the Board is satisfied that
the Group’s liquidity and covenant headroom over the going concern
period is sufficient for the business needs.
Operating and financial review
The operating and financial review considers the impact of
seasonality on the Group and also the principal risks and
uncertainties facing it in the remaining six months of the
financial year.
1 Basis of
preparation (continued)
Summary of significant events in the
Group
Significant events in relation to the change in the financial
position and performance of the Group:
On 21 July 2021 the Group
completed the sale of First Student and First Transit divisions to
EQT Infrastructure for net disposal proceeds of $3,194m (excluding earn out). The resultant gain
on disposal was £479.4m which includes £450.6m of cumulative
foreign exchange gains on these businesses since original
acquisition recycled through the Income Statement.
Following the receipt of the proceeds of sale, the Group has
completed the reorganisation of the Group's debt arrangements and
settled the majority of its outstanding financial indebtedness as
set out below:
Debt repayments since completion
of sale of Student and Transit |
Date |
£m |
$m |
C$m |
Bank debt: |
|
|
|
|
China Construction Bank
Bilateral |
15 July |
- |
82.5 |
- |
Bridge Facility |
23 July |
250.0 |
- |
- |
RCF Repayments |
23 July |
- |
295.0 |
- |
Caixa Bank Bilateral |
26 July |
60.0 |
- |
- |
RCF Repayment |
28 July |
70.0 |
50.0 |
- |
RCF Repayment |
3 August |
- |
- |
95.0 |
|
|
380.0 |
427.5 |
95.0 |
|
|
|
|
|
Other debt: |
|
|
|
|
Government CCFF |
28 July |
299.0 |
- |
- |
US Private
Placement (inc Make-whole costs (MW)) |
11
August |
- |
321.1 |
- |
Bond 6 Repayment (inc
MW) |
17
September |
358.3 |
- |
- |
|
|
657.3 |
321.1 |
- |
Total debt repaid |
|
1,037.3 |
748.6 |
95.0 |
In addition £220m was paid into the First Bus Pension Scheme on
26 July 2021 and $51.2m was paid into the Greyhound ATU Pension
Scheme on 2 August 2021.
On 31 August 2021, the Group
signed a new multi-year £300m sustainability-linked Revolving
Credit Facility ('RCF') with a group of its relationship banks. The
new RCF replaced all the Group's former committed syndicated and
bilateral banking facilities, which were repaid and cancelled.
In First Rail both TPE and SWR transitioned from Emergency
Recovery Measures Agreements to National Rail Contracts during the
period.
In First Bus following the end of the CBSSG scheme across
England on 30 August 2021, the DfT has introduced a new
£204m discretionary Bus Recovery Grant designed to support local
bus operators to return to commercial operation during the period
1 September 2021 to 15 March 2022. Each operator will receive a share
of the overall funding based on lost revenue and relative
mileage.
Greyhound became eligible for Coronavirus Economic Relief for
Transportation Services funding during the period. Although the
funding was not received until shortly after period end as there
was certainty of the arrangements at the balance sheet date a
receivable of $84.6m and deferred
income of the same amount has been recognised at the balance sheet
date.
On 21 October 2021, the Group
announced the completion of the sale of Greyhound Lines, Inc. to a
wholly-owned subsidiary of FlixMobility GmbH for a cash
consideration of $165m. As a result
of the disposal there has been a partial reversal of prior years’
impairment charges of £55.4m.
Critical accounting judgements and key
sources of estimation uncertainty
The preparation of these half yearly results requires management
to make judgements, estimates and assumptions that affect the
application of accounting policies and the reported amounts of
assets and liabilities, income and expense. Actual results might
differ from these estimates.
In preparing these half yearly results, the significant
judgements made by management in applying the Group's accounting
policies and the key sources of estimation uncertainty were the
same as those that applied to the consolidated financial statements
for the year ended 27 March 2021.
This half-yearly report has been prepared in respect of the
Group as a whole and accordingly matters identified as being
significant or material are so identified in the context of
FirstGroup plc and its subsidiary undertakings taken as a
whole.
This half-yearly financial report was approved by the Board on
8 December 2021.
2 Revenue
The principal direct fiscal support recognised during the period
comprised £920.2m (H1 2021: £1,314.7m; full year 2021: £2,900.7m)
of EMA funding in First Rail, £30.3m (H1 2021 £48.4m; full year
2021: £99.7m) of CARES Act 5311(f) and American Rescue Plan Act
funding in Greyhound and £127.9m (H1 2021: £180.4m; full year 2021:
£266.5m) of CBSSG, concessions and other funding in First Bus.
These are recognised within revenue in accordance with IFRS 15 (as
per our policy on revenue recognition in the FY2021 Annual
Accounts), when control of the good or service is transferred to
the customer and the group is entitled to the consideration.
Government grants were obtained in the UK and in North America businesses, through the UK
furlough scheme and the CARES and CEWS Acts respectively. There was
£7.7m (H1 2021: £55.7m; full year 2021: £95.7m) of CARES and CEWS
Act employee retention credits in First Student, £2.8m (H1 2021:
£16.7m; full year 2021: £28.9m) in First Transit and £0.2m (H1
2021: £2.6m; full year 2021: £3.2m) in Greyhound accounted for
through operating costs, as well as furlough support obtained in
the UK. These amounts were recognised as an offset to the related
costs when conditions were met and expenses were incurred.
The main direct fiscal support recognised in revenue over time
for each division has been as follows:
Greyhound: Subsidy funding was made available under
section 5311(f) of the terms of the US CARES Act and under the
American Recue Plan Act. These Acts allow Greyhound to claim for
losses made from operating intercity bus services in the US after
20 January 2020. The subsidy funding
receivable is recognised as other revenue in the period in which
the
services are provided and the operational costs are
incurred.
First Bus: Funding schemes remain in place across the
vast majority of the operation (initially CBSSG and now Bus
Recovery Grants (BRGs) in England,
CSG-R in Scotland and BES2.0 in
Wales). CBSSG, CSG-R and BES2.0
were all in place from the start of the year and take the form of a
grant payable to operators to offset any losses incurred from
running an agreed level of mileage with CSG-R and BES2.0 likely to
remain in place throughout the financial year. CBSSG was replaced
by BRG across England on
1 September 2021 with BRG being a
more commercially focused scheme than its predecessor which makes
fixed payments to operators to run a minimum level of commercial
mileage but also gives them the flexibility to make greater levels
of adjustments to the network and increase fares to improve its
underlying commercial viability.
First Rail: The Emergency Measures Agreements (EMAs), the
Emergency Recovery Measures Agreement (ERMAs) and the National Rail
Contracts (NRCs) transferred substantially all revenue and
substantially all cost risk to the government and for the full
period our First Rail franchises were operated under the terms of
these arrangements.
- EMA in respect of GWR for the full period,
- ERMA in respect of WCP / Avanti for the full period
- ERMAs for SWR and TPE from 1 April
2021 to 30 May 2021, and the
new NRCs from 30 May 2021 to
25 Sept 2021
Under the arrangements, our franchised TOCs are paid a fixed
management fee to continue to operate the rail network at a service
level agreed with the government. Net DfT funding including the
management and performance fee is recognised as revenue in Rail
franchise subsidy receipts, in line with the revenue recognition
policy for franchise subsidy receipts from the DfT.
Disaggregated revenue by operating segment is set out in note
4.
3 Reconciliation to
non-GAAP measures and performance
In measuring the Group and divisional adjusted operating
performance, additional financial measures derived from the
reported results have been used by management in order to eliminate
factors which distort year-on-year comparisons. The Group’s
adjusted performance is used to explain year-on-year changes when
the effect of certain items are significant, including strategic
items (including material M&A and group restructuring
projects), costs of acquisitions including aborted acquisitions and
impairment of assets. Other items below £5.0m would not normally be
considered as adjusting items unless part of a larger strategic
project, but items which distort year-on-year comparisons that
exceed this amount could potentially be classified as an adjusting
item and are assessed on a case by case basis. Such potential
adjusting other items include: restructuring and reorganisation
costs, property gains or losses, aged legal and self-insurance
claims, movements on insurance discount rates, onerous contract
provisions and pension settlement gains or losses. In addition,
management assess divisional performance before other intangible
asset amortisation charges (excluding software amortisation), as
these are typically a result of Group decisions and therefore the
divisions have little or no control over these charges. Management
consider that this overall basis more appropriately reflects
operating performance and provides a better understanding of the
key performance indicators of the business.
Reconciliation of operating
profit to adjusted operating profit on a continuing basis |
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020 (restated)2
£m |
52 weeks to
27 March 2021
(restated)
£m |
Operating profit on a continuing
basis |
52.2 |
37.8 |
171.0 |
Adjustments for: |
|
|
|
Other intangible asset amortisation
charges |
- |
0.1 |
0.2 |
Strategy costs |
- |
- |
(0.9) |
Greyhound Canada closure |
3.6 |
(0.5) |
9.5 |
Impairment of land and
buildings |
- |
- |
16.6 |
Rail termination sums
net of impairment reversal |
(4.0) |
18.3 |
(95.7) |
Loss on disposal of property |
- |
- |
0.7 |
Total adjusting operating profit
items on a continuing basis |
(0.4) |
17.9 |
(69.6) |
Adjusted operating profit on a
continuing basis |
51.8 |
55.7 |
101.4 |
26 weeks to 26 September 2020
has been restated to split the results into continuing operations
and discontinued operations.
Reconciliation of operating
profit/(loss) to adjusted operating profit on a discontinued
basis |
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020 (restated)2
£m |
52 weeks to
27 March 2021
£m |
Operating profit from discontinued
operations including gain on sale of First Student and First
Transit |
592.3 |
|
|
Less Gain on sale of First Student
and First Transit |
(479.4) |
|
|
Operating profit/(loss) from
discontinued operations |
112.9 |
(54.2) |
114.8 |
Adjustments for: |
|
|
|
Other intangible asset amortisation
charges |
0.4 |
2.0 |
3.9 |
Other costs associated with the
disposal of First Student and First Transit |
31.5 |
5.2 |
- |
Partial reversal of prior year
impairments of Greyhound |
(55.4) |
- |
- |
Professional fees relating to
Greyhound |
2.9 |
1.7 |
- |
Employment taxes relating to First
Student and First Transit |
6.6 |
- |
- |
Strategy costs |
- |
- |
28.9 |
Gain on disposal of property |
- |
|
(71.8) |
North America insurance
provisions |
22.4 |
- |
32.2 |
Total adjusting operating profit
items from discontinued operations |
8.4 |
8.9 |
(6.8) |
Adjusted operating profit from
discontinued operations |
121.3 |
(45.3) |
108.0 |
Reconciliation of profit/(loss)
before tax to adjusted (loss)/profit before tax |
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020 (restated)2
£m |
52 weeks to
27 March 2021
£m |
Profit/(loss) before tax (including
discontinued operations)3 |
516.5 |
(100.1) |
115.8 |
Adjusting operating profit items –
continuing operations |
(0.4) |
17.9 |
(69.6) |
Adjusting operating profit items –
discontinued operations |
8.4 |
8.9 |
(6.8) |
Gain on sale of First Student and
First Transit |
(479.4) |
- |
- |
Adjusting operating profit items –
total operations |
(471.4) |
26.8 |
(76.4) |
Adjusting finance cost items –
continuing operations |
58.6 |
- |
- |
Adjusted profit/(loss) before tax
including discontinued operations |
103.7 |
(73.3) |
39.4 |
Adjusted tax credit/(charge) |
(21.6) |
13.5 |
(4.2) |
Non-controlling
interests1 |
(2.6) |
(3.8) |
(6.1) |
Adjusted earnings including
discontinued operations |
79.5 |
(63.6) |
29.1 |
- Statutory non-controlling interests principally reflects
Avanti West Coast and South Western Rail. Adjusted non-controlling
interests of £nil in H1 2022 (H1 2021: £7.1m; full year 2021:
£6.6m) relate to termination sums and other adjustments at South
Western Rail.
- The prior periods the 26 weeks to 26
September 2020 and the 52 weeks to 27
March 2021 have been restated to split the results into
continuing operations and discontinued operations.
- See note 4.
3 Reconciliation to
non-GAAP measures and performance (continued)
The principal adjusting items in
relation to the operating profit adjustments - continuing business
are as follows:
Greyhound Canada closure
Costs of £3.6m in relation to Greyhound Canada restructuring and
closure costs were incurred during the period.
Rail termination sums
A £4.0m credit which represents the final adjustments in
relation to residual maters in relation to TPE and SWR termination
sums.
The principal adjusting items in
relation to the operating profit adjustments - discontinued
operations are as follows:
Other intangible asset amortisation
charges
The amortisation charge for the period was £0.4m.
Gain on sale of First Student and
First Transit
As a result of the disposal of First Student and First Transit
on 21 July 2021, a gain on sale of
£479.4m was realised. This includes a gain of £450.6m as a result
of the unrealised translation reserves that have been realised on
the disposal of First Student and First Transit. This represents
the cumulative foreign currency gains on these businesses since
date of original acquisition and arises primarily from the Laidlaw
acquisition in 2007 where the US Dollar rate was approximately
$2.00. See note 14 for more
details.
Other costs associated with the
disposal of First Student and First Transit
Costs of £31.5m were incurred during the period which are
associated with the disposal of First Student and First Transit but
not directly attributable to the sale. These costs are therefore
not included in the gain on disposal calculation. These comprise IT
and other separation related costs, certain management bonuses and
incentives, premium on hedging costs in relation to disposal
proceeds, lease termination costs and certain other costs.
Partial reversal of prior year
impairments of Greyhound
As a result of the terms of the disposal of the Greyhound US
business on 21 October 2021, there is
a credit of £55.4m representing the partial reversal of the prior
years’ impairment charges on tangible fixed assets and intangible
assets.
Professional fees relating to
Greyhound
During the period there was a charge of £2.9m relating to the
sale of Greyhound comprising principally legal and professional
costs.
Employment taxes relating to First
Student and First Transit
There was a charge of £6.6m during the period due to a one-off
charge for accelerated State and Federal Employment Taxes in
relation to First Student and First Transit.
North
America insurance provisions
During the period there was a charge of £22.4m for insurance
costs comprising £11.4m in relation to First Student and First
Transit due to a deterioration in respect of prior years’ claims as
the transportation industry continued to deal with substantial
insurance cost increases driven by the continued escalation in
higher value claims, and a charge of £11.0m for additional
provisions required in Greyhound also due to a deteriorating
position.
The adjusting items in relation to
the finance costs adjustments - continuing operations are as
follows:
For all of these costs the comparatives for H1 2021 and the full
year 2021 were nil.
Total make-whole costs (bonds and
facilities)
Costs of £50.0m comprise a charge of £30.4m for the early
repayment of the $275m US Private
Placement (USPP) and a charge of £19.6m for the early repayment of
the £325m 2022 Bond.
Write off of unamortised bridge, bond
and facility costs
There was a charge of £8.6m for unamortised fees which had been
capitalised and were being amortised over the terms of the £325m
2022 Bond, the $275m USPP and various
bank facilities, including the £800m RCF and Bridge facilities
which were cancelled on completion of sale of First Student and
First Transit.
3 Reconciliation to
non-GAAP measures and performance (continued)
Reconciliation of constant currency including discontinued
operations1
|
|
26 weeks to
26 September 2020 |
|
26
weeks to
25 September 2021
£m |
Reported
(restated)
£m |
Effect
of
foreign
exchange
£m |
Constant
Currency
£m |
% change |
Revenue |
3,109.7 |
3,101.6 |
(84.2) |
3,017.4 |
+3.1% |
Adjusted operating
profit |
173.1 |
10.4 |
13.0 |
23.4 |
+639.7% |
Adjusted profit/(loss)
before tax |
103.7 |
(73.3) |
17.6 |
(55.7) |
+286.2% |
Adjusted EPS |
6.6p |
(5.3)p |
1.2p |
(4.1)p |
+261.0% |
Net debt |
234.2 |
2,946.1 |
(55.4) |
2,890.7 |
(91.9)% |
1 Changes ‘in constant currency’ throughout
this document are based on retranslating H1 2021 foreign currency
amounts at H1 2022 rates
Net debt as at 26 September
2020 has been restated and reduced by £9.1m at 26 September 2020, as cash balances relating to
companies under the control of First Transit had not been
recognised in prior periods.
4 Business segments
information
For management purposes, the Group is organised into five
operating divisions – First Student, First Transit, Greyhound,
First Bus and First Rail. First Student and First Transit were
categorised as Discontinued Operations at 27
March 2021 and the sale of these completed on 21 July 2021. Greyhound was categorised as
Discontinued Operations at 25 September
2021 and the sale of this completed on 21 October 2021.The
divisions are managed separately in line with the differing
services that they provide and the geographical markets which they
operate in. There is a clear distinction between each division and
no judgement is required to identify each reportable segment.
The segment results for the 26 weeks to 25 September 2021 are as follows:
|
Continuing Operations |
Discontinued Operations |
|
|
First
Bus
£m |
First
Rail
£m |
Grey-
hound
£m |
Group
Items1
£m |
Continuing Operations
£m |
First
Student
£m |
First
Transit
£m |
Grey-
hound
£m |
Group
Items1
£m |
Total
£m |
Passenger revenue |
266.3 |
699.2 |
- |
- |
965.5 |
- |
- |
132.6 |
- |
1,098.1 |
Contract revenue |
32.9 |
- |
- |
- |
32.9 |
450.3 |
203.2 |
- |
- |
686.4 |
Charter/private
hire |
- |
- |
- |
- |
- |
21.8 |
0.1 |
0.8 |
- |
22.7 |
Rail franchise subsidy
receipts |
- |
948.4 |
- |
- |
948.4 |
- |
- |
- |
- |
948.4 |
Other |
93.3 |
99.0 |
- |
- |
192.3 |
7.4 |
96.4 |
58.0 |
- |
354.1 |
Revenue |
392.5 |
1,746.6 |
- |
- |
2,139.1 |
479.5 |
299.7 |
191.4 |
- |
3,109.7 |
Adjusted
EBITDA2 |
55.5 |
304.2 |
(0.2) |
(12.2) |
347.3 |
88.2 |
20.7 |
22.7 |
- |
478.9 |
Depreciation |
(30.3) |
(302.5) |
(0.2) |
(1.3) |
(334.3) |
- |
- |
(10.5) |
- |
(344.8) |
Software
amortisation |
(0.7) |
(0.8) |
- |
(0.3) |
(1.8) |
- |
- |
(0.4) |
- |
(2.2) |
Capital grant
amortisation |
2.3 |
38.3 |
- |
- |
40.6 |
- |
- |
0.6 |
- |
41.2 |
Segment
results |
26.8 |
39.2 |
(0.4) |
(13.8) |
51.8 |
88.2 |
20.7 |
12.4 |
- |
173.1 |
Other intangible asset
amortisation charges |
- |
- |
- |
- |
- |
- |
- |
(0.4) |
- |
(0.4) |
Other adjustments (note
3) |
- |
4.0 |
(3.6) |
- |
0.4 |
(14.8) |
(6.5) |
44.0 |
448.7 |
471.8 |
Operating
profit/(loss)3 |
26.8 |
43.2 |
(4.0) |
(13.8) |
52.2 |
73.4 |
14.2 |
56.0 |
448.7 |
644.5 |
Investment income |
- |
0.2 |
- |
0.1 |
0.3 |
- |
- |
- |
- |
0.3 |
Finance
costs4 |
(1.3) |
(20.8) |
(0.7) |
(94.2) |
(117.0) |
(7.5) |
(0.7) |
(3.1) |
- |
(128.3) |
Profit/(loss) before
tax |
25.5 |
22.6 |
(4.7) |
(107.9) |
(64.5) |
65.9 |
13.5 |
52.9 |
448.7 |
516.5 |
Tax |
|
|
|
|
|
|
|
|
|
(3.2) |
Profit after
tax |
|
|
|
|
|
|
|
|
|
513.3 |
1 Group items comprise central management and other
items.
2 Adjusted EBITDA is adjusted operating profit less
capital grant amortisation plus depreciation plus software
amortisation.
3 Although the segment results are used by
management to measure performance, statutory operating profit by
operating division is also disclosed for
completeness.
4 Finance costs under Group items
include £58.6m of adjusting items for total make-whole costs (bonds
and facilities) and for the write off of unamortised bridge, bond
and facility costs (see note 3).
4 Business segments
information (continued)
Balance sheet at 25 September
2021 |
Total assets
£m |
Total
liabilities
£m |
Net
assets/(liabilities)
£m |
Greyhound Retained |
107.5 |
(156.5) |
(49.0) |
First Bus |
710.7 |
(201.3) |
509.4 |
First Rail |
2,093.7 |
(1,316.0) |
777.7 |
|
2,911.9 |
(1,673.8) |
1,238.1 |
Group items |
171.3 |
(118.1) |
53.2 |
Borrowings and Cash |
1,420.5 |
(1,591.0) |
(170.5) |
Taxation |
68.4 |
(63.2) |
5.2 |
Total |
4,572.1 |
(3,446.1) |
1,126.0 |
Greyhound (held for
sale)2 |
287.7 |
(150.8) |
136.9 |
Borrowings and
Cash1 |
0.2 |
(63.9) |
(63.7) |
Taxation |
0.4 |
- |
0.4 |
Total |
288.3 |
(214.7) |
73.6 |
Grand total |
4,860.4 |
(3,660.8) |
1,199.6 |
1 Net debt
includes lease liabilities recognised under IFRS 16 of £1,423.0m
and comprises Greyhound £75.6m, First Bus £84.6m, First Rail
£1,255.7m and Group items £7.1m.
2 Greyhound US is
classified as held for sale at 25 September
2021 and shown as such in the Condensed Consolidated Balance
Sheet .
The segment results for the 26 weeks to 26 September 2020 (restated)4
are as follows:
|
Continuing Operations |
Discontinued Operations |
|
|
First
Bus
£m |
First
Rail
£m |
Grey-hound
£m |
Group
Items1
£m |
Continuing Operations
£m |
First
Student
£m |
First
Transit
£m |
Grey-hound
£m |
Group
Items1
£m |
Total
£m |
Passenger revenue |
182.2 |
314.2 |
0.2 |
- |
496.6 |
- |
- |
88.9 |
- |
585.5 |
Contract revenue |
19.3 |
8.3 |
- |
- |
27.6 |
393.2 |
401.4 |
- |
- |
822.2 |
Charter/private
hire |
- |
- |
- |
- |
- |
5.6 |
0.3 |
1.0 |
- |
6.9 |
Rail franchise subsidy
receipts |
- |
1,347.3 |
- |
- |
1,347.3 |
- |
- |
- |
- |
1,347.3 |
Other
revenues2 |
109.5 |
72.1 |
- |
- |
181.6 |
5.6 |
82.8 |
69.7 |
- |
339.7 |
Revenue |
311.0 |
1,741.9 |
0.2 |
- |
2,053.1 |
404.4 |
484.5 |
159.6 |
- |
3,101.6 |
Adjusted
EBITDA3 |
48.1 |
333.8 |
(7.1) |
(11.9) |
362.9 |
65.0 |
30.9 |
6.2 |
- |
465.0 |
Depreciation |
(33.7) |
(275.6) |
(0.3) |
(1.5) |
(311.1) |
(113.6) |
(16.3) |
(13.1) |
- |
(454.1) |
Software
amortisation |
(0.7) |
(0.4) |
- |
(0.3) |
(1.4) |
(1.7) |
(1.2) |
(2.0) |
- |
(6.3) |
Capital grant
amortisation |
3.7 |
1.6 |
- |
- |
5.3 |
- |
- |
0.5 |
- |
5.8 |
Segment
results |
17.4 |
59.4 |
(7.4) |
(13.7) |
55.7 |
(50.3) |
13.4 |
(8.4) |
- |
10.4 |
Other intangible asset
amortisation charges |
- |
- |
(0.1) |
- |
(0.1) |
(1.5) |
- |
(0.5) |
- |
(2.1) |
Other adjustments (note
3) |
- |
(18.3) |
0.5 |
- |
(17.8) |
- |
- |
- |
(6.9) |
(24.7) |
Operating
(loss)/profit3 |
17.4 |
41.1 |
(7.0) |
(13.7) |
37.8 |
(51.8) |
13.4 |
(8.9) |
(6.9) |
(16.4) |
Investment income |
- |
1.3 |
- |
0.2 |
1.5 |
0.1 |
- |
- |
- |
1.6 |
Finance costs |
(1.2) |
(29.1) |
(0.4) |
(42.1) |
(72.8) |
(7.9) |
(1.2) |
(3.4) |
- |
(85.3) |
(Loss)/profit before
tax |
16.2 |
13.3 |
(7.4) |
(55.6) |
(33.5) |
(59.6) |
12.2 |
(12.3) |
(6.9) |
(100.1) |
Tax |
|
|
|
|
|
|
|
|
|
11.7 |
Loss after
tax |
|
|
|
|
|
|
|
|
|
(88.4) |
1
Group items comprise central management and other items.
2 Other revenue
principally includes: First Transit - management revenue,
reimbursable costs and some of the COVID-19 relief revenue from
customers to cover fixed costs; Greyhound - £48.4m of CARES Act
5311(f) funding; First Bus - £109.5m of CBSSG/CSG funding; First
Rail - includes Emergency Measurements Agreement management and
performance fees, other industry funded projects and other
contractual services with third party rail operators.
3 Adjusted EBITDA
is adjusted operating profit less capital grant amortisation plus
depreciation and software amortisation.
4 The prior period,
comprising the 26 weeks to 26 September
2020 has been restated to split the results into continuing
operations and discontinued operations.
4 Business segments
information (continued)
Balance sheet at 26 September
2020 |
Total
assets
(restated)
£m |
Total
liabilities
(restated)
£m |
Net
assets/(liabilities)
£m |
First Student |
2,924.7 |
(590.2) |
2,334.5 |
First Transit |
640.8 |
(281.5) |
359.3 |
Greyhound |
272.8 |
(374.9) |
(102.1) |
First Bus |
746.4 |
(337.8) |
408.6 |
First Rail |
2,533.9 |
(1,550.0) |
983.9 |
|
7,118.6 |
(3,134.4) |
3,984.2 |
Group items |
87.5 |
(97.3) |
(9.8) |
Net debt1 |
1,439.4 |
(4,394.6) |
(2,955.2) |
Taxation |
46.7 |
(49.7) |
(3.0) |
Total |
8,692.2 |
(7,676.0) |
1,016.2 |
Total assets and total liabilities at 26
September 2020 have been restated. This restatement is in
relation to certain entities, in First Transit, which the group
controls that were incorrectly excluded from consolidation in prior
years. The effect of the restatement is to increase the cash
balances by £9.1m and to increase the payables by £9.1m at
26 September 2020.
1 Net debt
includes lease liabilities recognised under IFRS 16 of £2,140.0m
and comprises First Student £105.9m, First Transit £35.9m,
Greyhound £68.9m, First Bus £53.4m, First Rail £1,868.0m and Group
items £7.9m.
The segment results for the 52 weeks to 27 March 2021 are as follows:
|
Continuing Operations |
Discontinued Operations |
|
|
First
Bus
£m |
First
Rail
£m |
Grey-hound
£m |
Group
Items1
£m |
Continuing Operations
£m |
First
Student
£m |
First
Transit
£m |
Grey-hound
£m |
Group
Items1
£m |
Total
£m |
Passenger revenue |
383.1 |
537.7 |
0.2 |
- |
921.0 |
- |
- |
179.1 |
- |
1,100.1 |
Contract revenue |
46.5 |
- |
- |
- |
46.5 |
1,191.8 |
867.1 |
- |
- |
2,105.4 |
Charter/private
hire |
- |
- |
- |
- |
- |
18.1 |
0.6 |
1.3 |
- |
20.0 |
Rail franchise subsidy
receipts |
- |
2,905.9 |
- |
- |
2,905.9 |
- |
- |
- |
- |
2,905.9 |
Other |
269.3 |
176.3 |
- |
- |
445.6 |
16.3 |
109.3 |
142.4 |
- |
713.6 |
Revenue |
698.9 |
3,619.9 |
0.2 |
– |
4,319.0 |
1,226.2 |
977.0 |
322.8 |
- |
6,845.0 |
Adjusted
EBITDA2 |
100.8 |
711.1 |
(9.4) |
(29.1) |
773.4 |
282.6 |
87.1 |
26.4 |
- |
1,169.5 |
Depreciation |
(68.7) |
(607.9) |
(1.4) |
(2.8) |
(680.8) |
(223.6) |
(32.9) |
(24.8) |
- |
(962.1) |
Software
amortisation |
(1.4) |
(1.4) |
- |
(0.6) |
(3.4) |
(3.2) |
(2.5) |
(2.2) |
- |
(11.3) |
Capital grant
amortisation |
5.9 |
6.3 |
- |
- |
12.2 |
- |
- |
1.1 |
- |
13.3 |
Segment
results |
36.6 |
108.1 |
(10.8) |
(32.5) |
101.4 |
55.8 |
51.7 |
0.5 |
- |
209.4 |
Other intangible asset
amortisation charges |
- |
- |
(0.2) |
- |
(0.2) |
(3.0) |
- |
(0.9) |
- |
(4.1) |
Other adjustments (note
3) |
(5.8) |
95.7 |
(10.1) |
(10.0) |
69.8 |
9.3 |
(31.2) |
63.1 |
(30.5) |
80.5 |
Operating
profit/(loss)3 |
30.8 |
203.8 |
(21.1) |
(42.5) |
171.0 |
62.1 |
20.5 |
62.7 |
(30.5) |
285.8 |
Investment income |
- |
1.6 |
- |
0.2 |
1.8 |
0.2 |
- |
- |
- |
2.0 |
Finance costs |
(2.6) |
(55.7) |
(1.1) |
(84.3) |
(143.7) |
(17.8) |
(3.4) |
(7.1) |
- |
(172.0) |
Profit/(loss)before
tax |
28.2 |
149.7 |
(22.2) |
(126.6) |
29.1 |
44.5 |
17.1 |
55.6 |
(30.5) |
115.8 |
Tax |
|
|
|
|
|
|
|
|
|
(24.7) |
Profit after
tax |
|
|
|
|
|
|
|
|
|
91.1 |
1 Group items
comprise central management and other items.
2 Adjusted
EBITDA is adjusted operating profit less capital grant amortisation
plus depreciation plus software amortisation.
3 Although
the segment results are used by management to measure performance,
statutory operating profit by operating division is also disclosed
for completeness.
4 Business segments
information (continued)
Balance sheet at 27 March
2021 |
Total assets
£m |
Total
liabilities
£m |
Net
assets/(liabilities)
£m |
Greyhound |
266.1 |
(320.6) |
(54.5) |
First Bus |
732.1 |
(404.0) |
328.1 |
First Rail |
2,272.0 |
(1,346.4) |
925.6 |
|
3,270.2 |
(2,071.0) |
1,199.2 |
Group items |
68.9 |
(107.0) |
(38.1) |
Borrowings and Cash |
1,438.9 |
(3,775.3) |
(2,336.4) |
Taxation |
35.4 |
(48.9) |
(13.5) |
Total |
4,813.4 |
(6,002.2) |
(1,188.8) |
First Student |
2,848.6 |
(467.5) |
2,381.1 |
First Transit |
572.2 |
(274.2) |
298.0 |
Group |
- |
(10.0) |
(10.0) |
Borrowings and Cash
1 |
58.3 |
(347.7) |
(289.4) |
Taxation |
0.4 |
(37.2) |
(36.8) |
Total |
3,479.5 |
(1,136.6) |
2,342.9 |
Grand total |
8,292.9 |
(7,138.8) |
1,154.1 |
1 Segment
assets and liabilities are determined by identifying the assets and
liabilities that relate to the business of each segment but
excluding intercompany balances, net debt and taxation.
2 First
Student and First Transit were classified as held for sale at
27 March 2021 and shown as such in
the Condensed Consolidated Balance Sheet.
Reconciliation to Group Rail
management fee-adjusted EBITDA and operating profit
First Bus EBITDA comprises:
|
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020
£m |
52 weeks to
27 March 2021
£m |
Pre-IFRS16 EBITDA |
47.6 |
39.9 |
84.5 |
IFRS16 adjustments1 |
7.9 |
8.2 |
16.3 |
First Bus adjusted
EBITDA per segmental results table above |
55.5 |
48.1 |
100.8 |
First Rail EBITDA comprises:
Non-management fees based TOCs |
(7.4) |
2.0 |
(8.9) |
Group’s share of management fee
income available for dividends (net of tax and minority
interest) |
17.5 |
20.4 |
42.3 |
Tax |
4.7 |
5.8 |
11.8 |
Minority interest |
2.8 |
4.2 |
7.9 |
Depreciation relating to contracted
TOCs |
2.9 |
2.6 |
30.9 |
Pre-EMA/ERMA and other
adjustments |
4.1 |
10.3 |
18.6 |
IFRS16 adjustments1 |
279.6 |
288.5 |
608.6 |
First Rail adjusted
EBITDA per segmental results table above |
304.2 |
333.8 |
711.2 |
Group items EBITDA comprises:
Pre-IFRS16 EBITDA |
(13.0) |
(12.9) |
(30.8) |
IFRS16 adjustments1 |
0.8 |
1.0 |
1.7 |
Group items adjusted
EBITDA per segmental results table above |
(12.2) |
(11.9) |
(29.1) |
First Rail adjusted operating profit
comprises:
Non-management fees based TOCs |
(7.6) |
2.4 |
(10.4) |
Group’s share of management fee
income available for dividends (net of tax and minority
interest) |
17.5 |
20.4 |
42.3 |
Tax |
4.7 |
5.8 |
11.8 |
Minority interest |
2.8 |
4.2 |
7.9 |
Pre-EMA/ERMA and other
adjustments |
4.1 |
10.3 |
18.6 |
IFRS16
adjustments/other1 |
17.7 |
16.3 |
37.9 |
First Rail adjusted
operating profit per segmental results table above |
39.2 |
59.4 |
108.1 |
1 IFRS 16
adjustments to EBITDA principally reflect the add back of operating
lease rental costs charged to the income statement before the
adoption of IFRS 16. IFRS 16 adjustments to operating profit
reflect operating lease rental costs less depreciation charges on
Right of Use Assets.
5 Investment income
and finance costs
|
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020
£m |
52 weeks to
27 March 2021
£m |
Investment income |
|
|
|
Bank interest receivable |
(0.3) |
(1.6) |
(2.0) |
Finance costs |
|
|
|
Bonds |
15.4 |
27.5 |
55.8 |
Bank borrowings |
14.9 |
9.2 |
15.7 |
Total make-whole costs (bonds and
facilities) |
50.0 |
- |
- |
Write off of unamortised bridge,
bond and facility costs |
8.6 |
- |
- |
Senior unsecured loan notes |
3.2 |
4.7 |
9.1 |
CCFF funding |
- |
0.9 |
2.0 |
Supplier financing |
- |
- |
3.0 |
Loan notes |
- |
- |
0.1 |
Finance charges payable in respect
of leases |
24.6 |
36.7 |
73.1 |
Notional interest on long term
provisions |
3.4 |
2.5 |
3.8 |
Notional interest on pensions |
5.8 |
3.8 |
9.0 |
Notional interest - other |
2.4 |
- |
0.4 |
Total finance costs (including
discontinued operations) |
128.3 |
85.3 |
172.0 |
|
|
|
|
Total finance costs |
128.3 |
85.3 |
172.0 |
Investment income |
(0.3) |
(1.6) |
(2.0) |
Net finance costs (including
discontinued operations) |
128.0 |
83.7 |
170.0 |
|
|
|
|
Split: |
|
|
|
Adjusted net finance costs |
69.4 |
83.7 |
170.0 |
Other adjustments (note 3) |
58.6 |
- |
- |
|
128.0 |
83.7 |
170.0 |
Investment income of £nil in H1 2022 (H1 2021: £0.1m; full year
2021: £0.2m) and finance costs of £11.3m (H1 2021: £12.5m; full
year 2021: £28.3m) relate to discontinued operations (note 14).
6 Tax on profit on
ordinary activities
|
26 weeks to
25 September 2021
£m |
26 weeks to
26 September 2020
£m |
52 weeks to
27 March 2021
£m |
Current tax charge |
1.8 |
6.6 |
22.7 |
Deferred tax charge/(credit) |
1.4 |
(18.3) |
2.0 |
Total tax charge/(credit)
(including discontinued operations) |
3.2 |
(11.7) |
24.7 |
The tax charge is reduced by a credit of £4.3m to reflect that
the change in the UK tax rate to 25% from 2023 has been
substantively enacted.
Tax charge/(credit) attributable
to: |
|
|
|
(Loss)/profit from continuing
operations |
(26.4) |
0.7 |
3.4 |
Profit/(loss) from discontinued
operations |
29.6 |
(12.4) |
21.3 |
The tax effect of the adjustments disclosed in note 3 was a
credit of £24.3m in H1 2022 (H1 2021: charge of £1.8m; full year
2021: charge of £30.6m). In addition, there were further
adjustments to brought forward tax balances giving rise to a net
charge of £5.9m (H1 2021: nil ; full year 2021: credit of
£10.1m),.
7 Earnings per share
(EPS)
EPS is calculated by dividing the profit attributable to equity
shareholders of £510.7m in H1 2022 (H1 2021: loss £99.3m; full year
2021: profit £78.4m) by the weighted average number of ordinary
shares in issue of 1,203.4m (H1 2021:
1,203.3m; full year 2021:
1,203.6m). The number of ordinary
shares used for the basic and diluted calculations are shown in the
table below.
The difference in the number of shares between the basic
calculation and the diluted calculation represents the weighted
average number of potentially dilutive ordinary share options.
|
25 September
2021
number
m |
26 September 2020
number
m |
27 March 2021
number
m |
Weighted average number of shares
used in basic calculation |
1,203.4 |
1,203.3 |
1,203.6 |
Executive share
options1 |
- |
- |
27.9 |
Weighted average number of shares
used in the diluted calculation |
1,203.4 |
1,203.3 |
1,231.5 |
The adjusted EPS is intended to highlight the recurring results
of the Group before amortisation charges and certain other
adjustments as set out in note 3. A reconciliation is set out
below:
|
26
weeks to
25 September 2021 |
26 weeks
to
26 September 2020 (restated)2 |
52 weeks
to 27 March 2021 |
|
£m |
EPS (p) |
£m |
EPS (p) |
£m |
EPS (p) |
Basic profit/(loss) /
EPS |
510.7 |
42.4 |
(99.3) |
(8.3) |
78.4 |
6.5 |
Amortisation charges (note 3) |
0.4 |
- |
2.1 |
0.2 |
4.1 |
0.3 |
Finance cost adjustments (note
3) |
58.6 |
4.9 |
- |
- |
- |
- |
Other adjustments (note 3) |
(471.8) |
(39.2) |
24.7 |
2.1 |
(80.5) |
(6.8) |
NCI on SWR (note 3) |
- |
- |
7.1 |
0.6 |
6.6 |
0.6 |
Tax effect of above adjustments |
(24.3) |
(2.0) |
1.8 |
0.1 |
30.6 |
2.5 |
Other adjustments to deferred tax
assets |
5.9 |
0.5 |
- |
- |
(10.1) |
(0.8) |
Adjusted profit/(loss) and EPS
attributable to the ordinary equity holders of the company |
79.5 |
6.6 |
(63.6) |
(5.3) |
29.1 |
2.3 |
Adjusted profit/(loss) from
discontinued operations |
84.4 |
7.0 |
(46.6) |
(3.9) |
74.0 |
6.1 |
Adjusted loss EPS from continuing
operations |
(4.9) |
(0.4) |
(17.0) |
(1.4) |
(44.9) |
(3.8) |
|
26 weeks to
25 September 2021
pence |
26 weeks to
26 September 2020 (restated)
pence |
52 weeks to
27 March 2021
pence |
Diluted EPS |
42.4 |
(8.3) |
6.4 |
Adjusted diluted EPS |
6.6 |
(5.3) |
2.4 |
1 For the period
ended 26 weeks to 25 September 2021
and 26 September 2020 the loss from
continuing operations make the executive share options
anti-dilutive and therefore have not been included in these
periods.
2 The prior period
the 26 weeks to 26 September 2020 has
been restated to split the results into continuing operations and
discontinued operations.
8 Goodwill and
impairment of assets
|
£m |
Cost |
|
At 28 March 2021 |
347.7 |
Transfers to assets held for sale –
discontinued operations |
(266.1) |
Foreign exchange movements |
2.3 |
At 25 September 2021 |
83.9 |
|
|
Accumulated
impairment losses
At 28 March 2021
Transfers to assets held for sale – discontinued operations |
263.8
(266.1) |
Foreign exchange movements |
2.3 |
At 25 September 2021 |
- |
|
|
Carrying amount |
|
At 25 September 2021 |
83.9 |
At 27 March 2021 |
83.9 |
At 26 September 2020 |
1,634.3 |
Goodwill transferred to held for sale – discontinued operations
on 25 September 2021 in relation to
Greyhound is shown in the table above. On 27
March 2021 goodwill of £1,442.0m (26
September 2020: £nil) was transferred to held for sale -
discontinued operations in relation to First Student and First
Transit. See note 14.
Disclosures including goodwill by cash generating unit (CGU),
details of impairment testing and sensitivities thereon are set out
on pages 177 to 179 of the 2021 Annual Report.
First Bus
At 25 September 2021 we have
revisited the First Bus impairment testing and concluded there are
no indicators of impairment since March
2021. Therefore no adjustment to the carrying value of First
Bus is required at 25 September
2021.
Hull Trains
At 25 September 2021 we have
revisited the Hull Trains impairment testing and concluded there
are no indicators of impairment since March
2021. Therefore no adjustment to the carrying value of Hull
Trains is required at 25 September
2021.
Greyhound
For the 52 weeks ending 27 March
2021 the value of the Greyhound CGU was assessed on a fair
value less costs to sell basis for the purposes of the impairment
review, which was consistent with the intention to divest of the
business and this represents the recoverable amount in accordance
with IAS36 . The CGU valuation on a fair value less costs to sell
basis was assessed as a Level 3 fair value in the hierarchy as
defined by IFRS 13, assessing the value of a stand-alone Greyhound
business using a discounted cash flow approach.
A risk adjusted view of the discounted future cash flows for the
next three years, including £180.7m of net property disposal
proceeds, was prepared to determine the potential value that a
market participant may ascribe to the Greyhound CGU. A long-term
revenue growth rate of 1.0% (2020 1.0%) and terminal margin of 5%
(2020: 5.4%) on a stand-alone CGU basis has been assumed. Cash
flows are discounted using a pre-tax discount rate of 11.2%
(March 2020: 9.7%).
On this basis the fair value less costs to sell of Greyhound
exceeded its carrying value by £57.6m, therefore no additional
impairment was required at 27 March
2021. An impairment reversal was not recognised due to
uncertainties caused by coronavirus. Greyhound was not classified
as held for sale at that time since there was not enough
probability that the sale would complete within one year.
At 25 September 2021 we have
revisited the Greyhound CGU impairment testing and concluded there
are no indicators of impairment since March
2021. The actual net proceeds from the disposal of the
Greyhound US business on 21 October
2021 represent the FVLCTS of the business and indicate that
the prior year impairment losses on Greyhound have decreased. A
credit of £55.4m represents the partial reversal of the prior year
impairments on Greyhounds intangible (£4.2m) and tangible assets
(owned £37.4m, right of use assets £13.8m) and is included in
non-Gaap items in the 26 weeks to 25
September 2021 in note 3.
9 Other intangible
assets
|
Customer
contracts
£m |
Greyhound brand and
trade name
£m |
Software
£m |
Total
£m |
Cost |
|
|
|
|
At 28 March 2021 |
- |
68.4 |
60.1 |
128.5 |
Additions |
- |
- |
3.6 |
3.6 |
Disposals |
- |
- |
(0.3) |
(0.3) |
Transferred to held for sale –
discontinued operations |
- |
(55.6) |
(38.0) |
(93.6) |
Foreign exchange movements |
- |
0.5 |
0.5 |
1.0 |
At 25 September 2021 |
- |
13.3 |
25.9 |
39.2 |
|
|
|
|
|
Accumulated amortisation and
impairment |
|
|
|
|
At 28 March 2021 |
- |
60.8 |
51.5 |
112.3 |
Charge for the period |
- |
0.2 |
2.0 |
2.2 |
Disposals |
- |
- |
(0.3) |
(0.3) |
Impairment |
- |
1.6 |
- |
1.6 |
Impairment reversal |
- |
(3.4) |
(0.8) |
(4.2) |
Transferred to held for sale –
discontinued operations |
- |
(46.3) |
(36.8) |
(83.1) |
Foreign exchange movements |
- |
0.4 |
0.4 |
0.8 |
At 25 September 2021 |
- |
13.3 |
16.0 |
29.3 |
|
|
|
|
|
Carrying amount |
|
|
|
|
At 25 September 2021 |
- |
- |
9.9 |
9.9 |
At 27 March 2021 |
- |
7.6 |
8.6 |
16.2 |
At 26 September 2020 |
19.5 |
8.8 |
19.1 |
47.4 |
The impairment of £1.6m relates to the impairment of the
Greyhound trading name.
Other assets transferred to held for sale – discontinued
operations on 25 September 2021 in
relation to Greyhound are shown in the table above. On 27 March 2021 other intangible assets of £21.8m
(26 September 2020: £nil) were
transferred to held for sale - discontinued operations in relation
to First Student and First Transit. See note 14.
10 Property, plant and
equipment
Owned assets
|
Land and
buildings
£m |
Passenger carrying
vehicle fleet
£m |
Other plant and
equipment
£m |
Total
£m |
Cost |
|
|
|
|
At 28 March 2021 |
275.4 |
1,026.9 |
634.6 |
1,936.9 |
Additions |
5.2 |
15.6 |
15.4 |
36.2 |
Transferred to held for sale –
discontinued operations |
(35.9) |
(289.3) |
(65.6) |
(390.8) |
Disposals |
(1.6) |
(34.6) |
(2.7) |
(38.9) |
Reclassified as held for sale –
continuing operations |
(0.4) |
- |
- |
(0.4) |
Foreign exchange movements |
0.6 |
2.5 |
0.5 |
3.6 |
At 25 September 2021 |
243.3 |
721.1 |
582.2 |
1,546.6 |
|
|
|
|
|
Accumulated depreciation and
impairment |
|
|
|
|
At 28 March 2021 |
77.5 |
720.2 |
389.9 |
1,187.6 |
Transferred to held for sale –
discontinued operations |
(17.2) |
(214.0) |
(59.0) |
(290.2) |
Charge for period |
3.4 |
22.7 |
42.6 |
68.7 |
Disposals |
(0.9) |
(35.3) |
(2.6) |
(38.8) |
Impairment reversal |
- |
(34.8) |
(2.6) |
(37.4) |
Reclassified as held for sale –
continuing operations |
- |
- |
- |
- |
Foreign exchange movements |
0.3 |
2.4 |
0.5 |
3.2 |
At 25 September 2021 |
63.1 |
461.2 |
368.8 |
893.1 |
|
|
|
|
|
Carrying amount |
|
|
|
|
At 25 September 2021 |
180.2 |
259.9 |
213.4 |
653.5 |
At 27 March 2021 |
197.9 |
306.7 |
244.7 |
749.3 |
At 26 September 2020 |
347.2 |
1,513.7 |
237.5 |
2,098.4 |
Right of use assets
|
Rolling stock
£m |
Land and
buildings
£m |
Passenger carrying
vehicle fleet
£m |
Other plant and
equipment
£m |
Total
£m |
Cost |
|
|
|
|
|
At 28 March 2021 |
2,597.4 |
115.7 |
145.1 |
6.9 |
2,865.1 |
Additions |
26.1 |
1.7 |
1.6 |
0.8 |
30.2 |
Disposals |
(101.7) |
(0.4) |
(0.6) |
- |
(102.7) |
Transferred to held for sale –
discontinued operations |
- |
(62.0) |
(41.6) |
(0.3) |
(103.9) |
Foreign exchange movements |
- |
0.5 |
0.4 |
- |
0.9 |
At 25 September 2021 |
2,521.8 |
55.5 |
104.9 |
7.4 |
2,689.6 |
|
|
|
|
|
|
Accumulated depreciation and
impairment |
|
|
|
|
|
At 28 March 2021 |
1,059.6 |
61.4 |
45.9 |
3.9 |
1,170.8 |
Charge for period |
259.4 |
6.8 |
8.6 |
0.7 |
275.5 |
Disposals |
(7.3) |
(0.2) |
(0.4) |
- |
(7.9) |
Impairment reversal |
- |
(10.4) |
(3.4) |
- |
(13.8) |
Transferred to held for sale –
discontinued operations |
- |
(38.2) |
(16.6) |
(0.3) |
(55.1) |
Foreign exchange movements |
- |
0.4 |
0.1 |
- |
0.5 |
At 25 September 2021 |
1,311.7 |
19.8 |
34.2 |
4.3 |
1,370.0 |
|
|
|
|
|
|
Carrying amount |
|
|
|
|
|
At 25 September 2021 |
1,210.1 |
35.7 |
70.7 |
3.1 |
1,319.6 |
At 27 March 2021 |
1,537.8 |
54.3 |
99.2 |
3.0 |
1,694.3 |
At 26 September 2020 |
1,827.3 |
166.2 |
198.7 |
3.4 |
2,195.6 |
The discounted lease liability relating to the right of use
assets included above are shown in note 15.
At 25 September 2021 the Group had
entered into contractual capital commitments amounting to £134.7m,
principally representing buses ordered in the United Kingdom and commitments under South
Western Railway, Avanti West Coast Railway and East Coast
Railway.
10 Property, plant and equipment
(continued)
|
Rolling stock
£m |
Land and
buildings
£m |
Passenger carrying
vehicle fleet
£m |
Other plant and
equipment
£m |
Total
£m |
Carrying amount |
|
|
|
|
|
At 25 September 2021 |
1,210.1 |
215.9 |
330.6 |
216.5 |
1,973.1 |
At 27 March 2021 |
1,537.9 |
252.2 |
405.9 |
247.7 |
2,443.7 |
At 26 September 2020 |
1,827.3 |
513.4 |
1,712.4 |
240.9 |
4,294.0 |
The maturity analysis of lease liabilities is presented in note
16.
Property, plant and equipment and right of use assets
transferred to held for sale – discontinued operations on
25 September 2021 in relation to
Greyhound are shown in the tables above. On 27 March 2021 property plant and equipment in
total of £1,357.2m (comprising owned assets of £1,178.1m and right
of use assets of £179.1m) (26 September
2020: £nil) were transferred to held for sale - discontinued
operations in relation to First Student and First Transit. See note
14.
Amounts recognised
in income statement (including discontinued operations) |
25
September 2021
£m |
26
September 2020
£m |
27 March
2021
£m |
Depreciation expense
on right of use assets |
275.5 |
308.3 |
670.4 |
Interest expense on
lease liabilities |
24.6 |
36.7 |
73.1 |
Expense relating to
short-term leases |
0.3 |
3.2 |
4.7 |
Expense relating to
leases of low value assets |
1.7 |
1.7 |
3.4 |
|
302.1 |
349.9 |
751.6 |
11 Assets held for sale –
continuing operations
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Assets held for sale |
2.4 |
4.2 |
11.9 |
Assets held for sale from continuing operations primarily relate
to properties in Greyhound Canada.
12 Trade and other
receivables
Amounts due within one year (from
continuing operations) |
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Trade receivables |
231.4 |
369.8 |
223.5 |
Loss allowance |
(10.2) |
(5.1) |
(7.3) |
Trade receivables net |
221.2 |
364.7 |
216.2 |
Other receivables |
224.1 |
177.7 |
162.4 |
Contingent consideration
receivable |
101.8 |
- |
- |
Amounts recoverable on
contracts |
21.2 |
72.4 |
23.3 |
Prepayments |
104.7 |
137.5 |
75.6 |
Accrued income |
239.7 |
310.2 |
199.2 |
|
912.7 |
1,062.5 |
676.7 |
On 25 September 2021, trade and
other receivables of £114.0m were transferred to held for sale –
discontinued operations in relation to Greyhound. On 27 March 2021, trade and other receivables of
£548.4m (26 September 2020: £nil)
were transferred to held for sale – discontinued operations in
relation to First Student and First Transit. See note 14.
13 Trade and other payables
Amounts falling due
within one year (from continuing operations) |
25 September
2021
£m |
26 September 2020
(restated)
£m |
27 March 2021
£m |
Trade payables |
241.7 |
248.3 |
182.3 |
Other payables |
204.2 |
314.6 |
239.5 |
Accruals |
942.0 |
1,066.5 |
1,047.0 |
Deferred income |
107.6 |
312.6 |
112.8 |
Season ticket deferred income |
12.6 |
8.0 |
6.0 |
|
1,508.1 |
1,950.0 |
1,587.6 |
Other payables at 26 September
2020 have been restated. This restatement is in relation to
certain entities, in First Transit, which the group controls that
were incorrectly excluded from consolidation in prior years. These
have been consolidated in the current period and the effect of this
is an increase in other payables of £9.1m.
On 25 September 2021, trade and
other payables of £148.9m were transferred to held for sale –
discontinued operations in relation to Greyhound. On 27 March 2021, trade and other payables of
£325.4m (26 September 2020: £nil)
were transferred to held for sale – discontinued operations in
relation to First Student and First Transit. See note 14.
14 Discontinued operations
First Student and First Transit
The sale of First Student and First Transit was approved by a
shareholder majority on 27th May 2021
and was reported as a discontinued operation in the financial
statements for the 52 weeks ended 27 March
2021. The sale completed on 21 July
2021. Net proceeds were c.£2,323m excluding earn out.
First Student and First Transit are therefore reported in the
current period as discontinued operations. Financial information
relating to the discontinued operation for the period to the date
of disposal (21 July 2021) is set out
below in (a).
Greyhound
The disposal of Greyhound Lines, Inc to a wholly-owned
subsidiary of FlixMobility GmbH was announced and completed on
21 October 2021. Greyhound US is
reported as a discontinued operation for the 26 weeks to
25 September 2021, and the assets and
liabilities sold are classed as held for sale as at 25 September 2021.
- Financial performance and cash flow information
The financial performance and cash flow information presented
are for the 26 weeks to 25 September
2021 (which includes the results of First Student and First
Transit to the period before disposal on 21
July 2021) and for the 26 weeks to 26
September 2020 and the 52 weeks ended 27 March 2021. The split of operating
profit/(loss) into First Student, First Transit, Greyhound and
Group items is shown in note 4.
Discontinued
Operations |
26
weeks to 25 September 2021
£m |
26 weeks
to 26 September 2020
£m |
52 weeks
to 27 March 2021
£m |
Revenue |
970.6 |
1,048.5 |
2,526.0 |
Operating costs |
(857.7) |
(1,102.7) |
(2,411.2) |
Operating
profit/(loss) |
112.9 |
(54.2) |
114.8 |
Investment income |
- |
0.1 |
0.2 |
Finance costs |
(11.3) |
(12.5) |
(28.3) |
Profit/(loss)
before tax |
101.6 |
(66.6) |
86.7 |
Tax |
(29.6) |
12.4 |
(21.3) |
Profit/(loss) for
the year after tax |
72.0 |
(54.2) |
65.4 |
Gain on sale of the
divisions after tax (see (b) below) |
479.4 |
- |
- |
Profit from
discontinued operation |
551.4 |
(54.2) |
65.4 |
|
|
|
|
Attributable to: |
|
|
|
Equity holders of the
parent |
551.4 |
(55.0) |
64.6 |
Non-controlling
interests |
- |
0.8 |
0.8 |
|
551.4 |
(54.2) |
65.4 |
EPS |
26
weeks to 25 September 2021
pence |
26 weeks
to 26 September 2020
pence |
52 weeks
to 27 March 2021
pence |
Basic EPS |
45.8 |
(4.6) |
5.7 |
Diluted EPS |
45.8 |
(4.6) |
5.6 |
Net cash inflow from
operating activities |
140.4 |
107.5 |
256.2 |
Net cash outflow from
investing activities |
(193.1) |
(51.1) |
(126.7) |
Net cash outflow from
financing activities |
(88.6) |
52.0 |
(124.6) |
Net
(decrease)/increase in cash generated by the division |
(141.3) |
108.4 |
4.9 |
Other comprehensive income from
discontinued operations
|
26
weeks to 25 September 2021
£m |
26 weeks
to 26 September 2020
£m |
52 weeks
to 27 March 2021
£m |
Actuarial
(losses)/gains on defined benefit pension schemes |
(3.0) |
5.1 |
51.4 |
Deferred tax on
actuarial gains/(losses) on defined benefit pension schemes |
- |
2.1 |
(4.6) |
Hedging instrument
movements |
2.7 |
(5.2) |
7.6 |
Deferred tax on
hedging instrument movements |
(0.7) |
1.3 |
(2.0) |
Exchange differences
on translation of discontinued operations |
(1.7) |
(38.8) |
(112.2) |
Total |
(2.7) |
(35.5) |
(59.8) |
(b) Details of the sale of First
Student and First Transit
|
26
weeks to 25 September 2021
£m |
26 weeks
to 26 September 2020
£m |
52 weeks
to 27 March 2021
£m |
Consideration received
or receivable: |
|
- |
- |
Cash |
2,377.3 |
- |
- |
Direct transaction costs/fees |
(54.0) |
- |
- |
Fair value of contingent consideration |
101.8 |
- |
- |
Total net disposal
consideration |
2,425.1 |
- |
- |
Carrying amount of net
assets sold |
(2,396.3) |
- |
- |
Gain on sale before
tax and reclassification of foreign currency translation
reserve |
28.8 |
- |
- |
Reclassification of
foreign currency translation reserve |
450.6 |
- |
- |
Gain on sale of the
division before tax |
479.4 |
|
|
Tax on gain |
- |
- |
- |
Gain on sale of the
divisions after tax |
479.4 |
- |
- |
As part of the disposal transaction, FirstGroup are entitled to
an ‘earn out’ consideration of up to $240m (c. £181m) relating to First Transit. The
earn out is for a period of 3 years from 21
July 2021 and is calculated as a percentage of the Realised
Equity Value.
The earn out was fair valued at 25
September 2021 using stochastic modelling of discounted cash
flows and assumes EQT does not dispose of the business by the third
anniversary (21 July 2024). Fair
value was $140m (c. £102m) at
25 September 2021.
The carrying amounts of assets and liabilities as at the date of
sale (21 July 2021) were:
|
21
July 2021
£m |
Non-current
assets |
|
Goodwill |
1,448.0 |
Other intangible
assets |
23.0 |
Property, plant and
equipment |
1,464.3 |
Investments |
26.4 |
|
2,961.7 |
Current
assets |
|
Inventories |
21.8 |
Trade and other
receivables |
411.9 |
Current tax
assets |
0.8 |
Assets held for
sale |
0.5 |
Cash and cash
equivalents |
83.9 |
|
518.9 |
Total
assets |
3,480.6 |
Current
liabilities |
|
Trade and other
payables |
357.8 |
Tax liabilities –
Current tax liabilities |
- |
Borrowings |
65.1 |
Provisions |
131.2 |
|
554.1 |
Net current
liabilities |
(35.2) |
Non-current
liabilities |
|
Borrowings |
194.9 |
Retirement benefit
liabilities |
24.4 |
Deferred tax
liabilities |
56.6 |
Provisions |
254.3 |
|
530.2 |
Total liabilities
of discontinued operations |
1,084.3 |
Net assets |
2,396.3 |
(c) Assets and liabilities of disposal
group classified as held for sale
The following assets and liabilities were reclassified as held
for sale in relation to the discontinued operations as at
25 September 2021 in relation to
Greyhound and as at 27 March 2021 in
relation to First Student and First Transit:
|
25
September 2021
£m |
26
September 2020
£m |
27 March
2021
£m |
Non-current
assets |
|
|
|
Goodwill |
- |
- |
1,442.0 |
Other intangible
assets |
10.5 |
- |
21.8 |
Property, plant and
equipment |
149.4 |
- |
1,357.2 |
Derivative Financial
Instruments |
- |
- |
0.5 |
Investments |
- |
- |
30.9 |
|
159.9 |
- |
2,852.4 |
Current
assets |
|
|
|
Inventories |
4.6 |
- |
19.5 |
Trade and other
receivables |
114.0 |
- |
548.4 |
Current tax
assets |
0.4 |
- |
0.4 |
Derivative Financial
Instruments |
- |
- |
0.1 |
Assets held for
sale |
9.2 |
- |
0.4 |
Cash and cash
equivalents |
0.2 |
- |
58.3 |
|
128.4 |
- |
627.1 |
Total assets of
discontinued operations |
288.3 |
- |
3,479.5 |
Current
liabilities |
|
|
|
Trade and other
payables |
148.9 |
- |
325.4 |
Tax liabilities –
Current tax liabilities |
- |
- |
3.5 |
Derivative Financial
Instruments |
- |
- |
0.9 |
Borrowings |
9.8 |
- |
68.4 |
Provisions |
1.9 |
- |
138.6 |
|
160.6 |
- |
536.8 |
Net current
(liabilities)/assets |
(32.2) |
|
90.3 |
Non-current
liabilities |
|
|
|
Borrowings |
54.1 |
- |
279.3 |
Derivative Financial
Instruments |
- |
- |
0.2 |
Retirement benefit
liabilities |
- |
- |
24.7 |
Deferred tax
liabilities |
- |
- |
33.6 |
Provisions |
- |
- |
262.0 |
|
54.1 |
- |
599.8 |
Total liabilities
of discontinued operations |
214.7 |
- |
1,136.6 |
Net assets of
discontinued operations |
73.6 |
- |
2,342.9 |
15 Borrowings
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
On demand or within 1
year |
|
|
|
Leases (note 16)3 |
561.6 |
631.5 |
581.4 |
Bank overdraft |
33.1 |
59.6 |
53.8 |
Unamortised loan fees |
(1.7) |
- |
- |
CCFF |
- |
299.0 |
298.2 |
Bond 8.75% (repayable
2021)1 |
- |
367.4 |
380.1 |
Bond 5.25% (repayable
2022)2 |
- |
14.6 |
5.6 |
Bond 6.875% (repayable
2024)2 |
0.2 |
0.3 |
7.1 |
Total current liabilities:
borrowings – from continuing operations |
593.2 |
1,372.4 |
1,326.2 |
Amounts relating to held for sale –
discontinued operations |
9.8 |
- |
68.4 |
Total current
liabilities |
603.0 |
1,372.4 |
1,394.6 |
Within 1 – 2 years |
|
|
|
Syndicated loans |
- |
60.0 |
116.5 |
Leases (note 16)3 |
392.1 |
607.6 |
572.8 |
Supplier financing |
- |
84.6 |
- |
Loan notes (note 17) |
0.6 |
0.7 |
0.7 |
Bond 5.25% (repayable 2022) |
- |
- |
323.4 |
|
392.7 |
752.9 |
1,013.4 |
Within 2 – 5 years |
|
|
|
Syndicated loan facilities |
- |
535.5 |
449.8 |
Leases (note 16)3 |
366.3 |
871.8 |
577.0 |
Bond 5.25% (repayable 2022) |
- |
322.7 |
- |
Bond 6.875% (repayable
2024)
Senior unsecured loan notes |
199.9
- |
199.8
78.5 |
199.8
72.5 |
|
566.2 |
2,008.3 |
1,299.1 |
More than 5 years |
|
|
|
Leases (note 16)3 |
38.9 |
154.1 |
53.2 |
Senior unsecured loan notes |
- |
136.5 |
126.3 |
|
38.9 |
290.6 |
179.5 |
Total non-current liabilities at
amortised cost from continuing operations |
997.8 |
3,051.8 |
2,492.0 |
Amounts related to held for sale –
discontinued operations |
54.1 |
- |
279.3 |
Total non-current
liabilities |
1,051.9 |
3,051.8 |
2,771.3 |
1 Includes accrued
interest.
2 Includes accrued
interest only.
3
The right of use assets relating to lease liabilities are shown
in note 10. The maturity analysis of lease liabilities is presented
in note 16.
16 Lease liabilities
The Group had the following lease liabilities at the balance
sheet dates, excluding liabilities which have been transferred to
held for sale – discontinued operations:
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Due in less than one year |
604.6 |
691.1 |
632.3 |
Due in more than one year but not
more than two years |
404.7 |
647.5 |
592.9 |
Due in more than two years but not
more than five years |
377.2 |
916.7 |
606.6 |
Due in more than five years |
41.8 |
179.2 |
71.7 |
|
1,428.3 |
2,434.5 |
1,903.5 |
Less future financing charges |
(69.4) |
(169.5) |
(119.1) |
|
1,358.9 |
2,265.0 |
1,784.4 |
Comprising: |
|
|
|
Lease liabilities - Road |
103.2 |
397.1 |
182.8 |
Lease liabilities - Rail |
1,255.7 |
1,867.9 |
1,601.6 |
On 25 September 2021, lease
liabilities of £63.9m were transferred to held for sale –
discontinued in relation to Greyhound. On 27
March 2021 lease liabilities of £187.5m (26 September 2020: £nil) were transferred to held
for sale - discontinued operations in relation to First Student and
First Transit, part of amounts related to held for sale. See note
14.
The total cash outflow for lease principal recorded on the
balance sheet amounted to £378.6m in H1 2022 (H1 2021: £347.5m;
full year 2021: £669.2m), this includes cash outflow relating to
discontinued operations amounting to £88.6m (H1 2021: £85.8m; full
year 2021: 124.6m)
The right of use assets relating to
the lease liabilities is presented in note 10.
17 Loan notes
The Group had the following loan notes issued as at the balance
sheet dates relating to continuing operations:
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Due in less than one year |
- |
- |
- |
Due in more than one year but not
more than two years |
0.6 |
0.7 |
0.7 |
|
0.6 |
0.7 |
0.7 |
18 Financial instruments
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Total derivatives |
|
|
|
Total non-current assets |
3.0 |
0.8 |
1.2 |
Total current assets |
7.4 |
7.4 |
14.9 |
Total assets from continuing
operations |
10.4 |
8.2 |
16.1 |
Amounts relating to held for sale –
discontinued operations |
- |
- |
0.6 |
Total assets |
10.4 |
8.2 |
16.7 |
Total current liabilities |
0.8 |
28.4 |
11.8 |
Total non-current liabilities |
- |
13.6 |
1.2 |
Total liabilities from continuing
operations |
0.8 |
42.0 |
13.0 |
Amounts relating to held for sale –
discontinued operations |
- |
- |
1.1 |
Total liabilities |
0.8 |
42.0 |
14.1 |
|
|
|
|
Derivatives designated and
effective as hedging instruments carried at fair value |
|
|
|
Non-current assets |
|
|
|
Cross currency swaps (net investment
hedge) |
- |
- |
0.3 |
Currency forwards (cash flow
hedge) |
- |
0.8 |
- |
Fuel derivatives (cash flow
hedge) |
3.0 |
- |
1.0 |
|
3.0 |
0.8 |
1.3 |
Current assets |
|
|
|
Fuel derivatives (cash flow
hedge) |
7.4 |
- |
1.9 |
Currency forwards (cash flow
hedge) |
- |
2.3 |
- |
Cross currency swaps (net investment
hedge) |
- |
5.1 |
13.5 |
|
7.4 |
7.4 |
15.4 |
Current liabilities |
|
|
|
Fuel derivatives (cash
flow hedge)
Currency forwards (net investment hedge) |
-
- |
24.0
4.4 |
4.8
6.4 |
Currency forwards (cash flow
hedge) |
0.8 |
- |
1.1 |
|
0.8 |
28.4 |
12.3 |
Non-current liabilities |
|
|
|
Fuel derivatives (cash flow
hedge) |
- |
13.6 |
0.8 |
Currency forwards (cash flow
hedge) |
- |
- |
0.6 |
|
- |
13.6 |
1.4 |
Derivatives classified as held for trading |
|
|
|
Current assets |
|
|
|
Currency forwards |
- |
- |
- |
Current liabilities |
|
|
|
Fuel derivatives |
- |
- |
0.4 |
18 Financial instruments
(continued)
Fair value of the Group's financial assets and financial
liabilities (including cash, trade and other receivables, trade and
other payables) on a continuing basis:
|
25
September 2021 |
|
Fair
value |
Carrying
value
Total
£m |
|
Level 1
£m |
Level 2
£m |
Level 3
£m |
Total
£m |
Financial assets and
derivatives |
|
|
|
|
|
Contingent consideration
receivable |
- |
- |
101.8 |
101.8 |
101.8 |
Derivative financial
instruments |
- |
10.4 |
- |
10.4 |
10.4 |
Financial liabilities and
derivatives |
|
|
|
|
|
Borrowings1 |
- |
1,622.4 |
- |
1,622.4 |
1,655.1 |
Derivative financial
instruments |
- |
0.8 |
- |
0.8 |
0.8 |
|
26
September 2020 |
|
Fair
value |
Carrying
value
Total
£m |
|
Level 1
(restated)
£m |
Level 2
(restated)
£m |
Level 3
£m |
Total
£m |
Financial assets and
derivatives |
|
|
|
|
|
Derivative financial
instruments |
- |
8.2 |
- |
8.2 |
8.2 |
Financial liabilities and
derivatives |
|
|
|
|
|
Borrowings1 |
1,039.4 |
3,562.4 |
- |
4,601.8 |
4,424.2 |
Derivative financial
instruments |
- |
42.0 |
- |
42.0 |
42.0 |
|
27 March
2021 |
|
Fair
value |
Carrying
value
Total
£m |
|
Level 1
£m |
Level 2
£m |
Level 3
£m |
Total
£m |
Financial assets and
derivatives |
|
|
|
|
|
Derivative financial
instruments |
- |
16.1 |
- |
16.1 |
16.1 |
Financial liabilities and
derivatives |
|
|
|
|
|
Borrowings1 |
919.0 |
2,948.5 |
- |
3,867.5 |
3,814.4 |
Derivative financial
instruments |
- |
13.0 |
- |
13.0 |
13.0 |
1 Includes lease
liabilities as set out in note 16.
On 25 September 2021 fair value of
financial assets and financial liabilities of £(63.9)m being
borrowings of £(63.9)m (Level 2) were transferred to held for sale
– discontinued operations in relation to Greyhound. On 27 March 2021 fair value of financial assets and
financial liabilities of £(351.0)m being borrowings of £(159.2)m
(Level 1) and £(191.3)m (Level 2) and derivative financial
instruments of £(0.5)m (Level 2) were transferred to held for sale
– discontinued operations in relation to First Student and First
Transit (26 September 2020: £nil).
See note 14.
The estimated fair value of cash and cash equivalents, short
term trade and other receivables and short term trade and other
payables is a reasonable approximation to the carrying value of
these items.
Level 1: Quoted prices in active
markets for identical assets and liabilities.
Level 2: Inputs other than quoted
prices included within Level 1 that are observable for the asset or
liability either directly or indirectly.
Level 3: Inputs for the asset or
liability that are not based on observable market data.
There were no transfers between Level 1 and Level 2 during the
current or prior year.
18 Financial instruments
(continued)
There were no transfers between level 1 and level 2 during the
current or prior periods.
Financial
assets/(liabilities) |
Fair
values (£m) at |
Fair value
hierarchy |
Valuation
technique(s) and key inputs |
25 September
2021 |
26 September 2020 |
27 March
2021 |
Derivative
contracts |
1. Interest rate swaps |
- |
- |
- |
Level 2 |
Discounted cash flow; future cash
flows are estimated based on forward interest rates and contract
interest rates then discounted at a rate that reflects the credit
risk of the various counterparties. |
2. Fuel derivatives |
10.4 |
(37.6) |
(3.1) |
Level 2 |
Discounted cash flow; future cash
flows are estimated based on forward fuel priced and contract rates
and then discounted at a rate that reflects the credit risk of the
various counterparties. |
3. Currency forwards |
(0.8) |
3.8 |
(8.1) |
Level 2 |
Discounted cash flow; future cash
flows are estimated based on forward exchange rates and contract
rates and then discounted at a rate that reflects the credit risk
of the various counterparties. |
4. Cross Currency Swaps |
- |
- |
13.8 |
Level 2 |
Discounted cash flow: future
cashflows are estimated based on forward exchange rates and
interest rates and then discounted at a rate that reflects the
credit risk of the various counterparties. |
Fair value measurements using significant unobservable
inputs (level 3)
As part of the disposal of First Student and First Transit on
21 July 2021, FirstGroup are entitled
to an earnout payment of up to £181m ($240m) relating to First Transit. The earnout is
for a period of 3 years from 21 July
2021 and is calculated as 62.5% of the realised equity value
and will results in a payment of between nil and $240m.
There is a contingent consideration receivable within trade and
other receivables of £101.8m ($139.9m) at 25 September
2021 (25 September 2020: £nil;
27 March 2021: £nil). This represents
the fair value of the earnout of First Transit from the sale of
First Student and First Transit on 21 July
2021 and has been calculated using stochastic modelling of
discounted cash flows and assumes that EQT (the buyer) does not
dispose of the business by the third anniversary (21 July 2024).
The following table summarises the quantitative information
about the significant unobservable inputs used in the level 3 fair
value measurement of the contingent consideration receivable:
Fair value at 26
September 2021
£m |
Unobservable inputs |
Range of inputs
(probability weighted average) |
Relationship of unobservable
inputs to fair value |
|
|
|
|
101.8m |
Weighted average cost of
capital |
12.5% |
An increase or decrease in the
discount rate of 50 bps would decrease or increase the fair value
by £8.0m and £8.1m respectively. |
|
|
|
|
|
FY20 EV/EBITDA multiple |
11.2x |
If expected cash inflow were 10%
higher or lower, the fair value would increase or decrease by
£11.1m and £12.8m respectively. |
|
|
|
|
|
Asset volatility |
30.0% |
If asset volatility were 2.5% higher
or lower, the fair value would decrease or increase by £3.7m and
£3.9m respectively. |
An assessment of the contingent consideration receivable was
undertaken as at 25 September 2021
and will be undertaken at the end of each reporting period. These
assessments are reviewed by the Chief Financial Officer and
included in the Accounting Judgements as presented to the Audit
Committee.
19 Provisions
|
Insurance claims
£m |
Legal and other
£m |
Pensions
£m |
Total
£m |
At 28 March 2021 |
172.2 |
36.5 |
1.2 |
209.9 |
Charged to the income statement |
33.7 |
6.8 |
- |
40.5 |
Utilised in the period |
(15.5) |
(6.0) |
- |
(21.5) |
Notional interest |
1.5 |
- |
- |
1.5 |
Transferred to held for sale –
discontinued operations |
- |
(1.9) |
- |
(1.9) |
Foreign exchange movements |
3.1 |
0.2 |
- |
3.3 |
At 25 September 2021 |
195.0 |
35.6 |
1.2 |
231.8 |
|
|
|
|
|
Current liabilities |
68.3 |
15.0 |
0.4 |
83.7 |
Non-current liabilities |
126.7 |
20.6 |
0.8 |
148.1 |
At 26 September 2021 |
195.0 |
35.6 |
1.2 |
231.8 |
|
|
|
|
|
Current liabilities |
60.3 |
13.7 |
0.4 |
74.4 |
Non-current liabilities |
111.9 |
22.8 |
0.8 |
135.5 |
At 27 March 2021 |
172.2 |
36.5 |
1.2 |
209.9 |
|
|
|
|
|
Current liabilities |
198.2 |
196.9 |
- |
395.1 |
Non-current liabilities |
368.0 |
33.3 |
1.3 |
402.6 |
At 26 September 2020 |
566.2 |
230.2 |
1.3 |
797.7 |
On 25 September 2021 provisions of
£1.9m were transferred to held for sale – discontinued operations
in relation to Greyhound. On 27 March
2021 provisions of £400.6m (26
September 2020: £nil) were transferred to held for sale –
discontinued operations in relation to First Student and First
Transit. See note 14.
The insurance claims provision arises from estimated exposures
for incidents occurring prior to the balance sheet date. It is
anticipated that the majority of such claims will be settled within
the next five years although certain liabilities in respect of
lifetime obligations of £11.7m in H1 2022 (H1 2021: £34.0m, full
year 2021: £10.3m) can extend for up to 30 years. The utilisation
of £15.5m in H1 2022 (H1 2021: £135.3m, full year 2021: £205.3m)
represents payments made largely against the current liability of
the preceding year.
The insurance claims provisions contain £24.9m in H1 2022 (H1
2021: £21.7m, full year 2021: £24.7m) which is recoverable from
insurance companies and is included within other receivables in
note 12.
Legal and other provisions relate to estimated exposures for
cases filed or thought highly likely to be filed for incidents that
occurred prior to the balance sheet date. It is anticipated that
most of these items will be settled within 10 years. Also included
are provisions in respect of costs anticipated on the exit of
surplus properties which are expected to be settled over the
remaining terms of the respective leases and dilapidation and other
provisions in respect of contractual obligations under rail
franchises and rail estimated termination sums relating to the
ERMA’s in TPE and SWR, and restructuring costs. The dilapidation
provisions are expected to be settled at the end of the respective
franchise.
The pensions provision relates to unfunded obligations that
arose on the acquisition of certain First Bus companies. It is
anticipated that this will be utilised over approximately five
years.
20 Called up share capital
|
25 September
2021
£m |
26 September 2020
£m |
27 March 2021
£m |
Allotted, called up and fully
paid |
|
|
|
1,222.9m ordinary shares of 5p
each |
61.1 |
61.1 |
61.1 |
The Company has one class of ordinary shares which carries no
right to fixed income. The number of ordinary shares of 5p each in
issue, excluding treasury shares and shares held in trust for
employees, at the end of the period in H1 2022 was 1,215.3m (H1 2021: 1,204.7m). At the end of the period in H1 2022
7.6m shares (H1 2021: 16.1m shares) were being held as treasury shares
and own shares held in trust for employees.
21 Net cash from operating
activities
|
26 weeks to 25
September 2021
£m |
26 weeks to 26
September 2020
£m |
52 weeks to 27 March
2021
£m |
Operating profit/(loss) from: |
|
|
|
Continuing Operations |
52.2 |
37.8 |
224.3 |
Discontinued Operations (including
gain on sale of First Student and First Transit) |
592.3 |
(54.2) |
61.5 |
Total Operations |
644.5 |
(16.4) |
285.8 |
Adjustments for: |
|
|
|
Depreciation charges |
344.9 |
454.1 |
962.3 |
Capital grant amortisation |
(41.7) |
(5.8) |
(13.3) |
Software amortisation charges |
2.3 |
6.3 |
11.2 |
Other intangible asset amortisation
charges |
0.5 |
2.1 |
4.1 |
Gain on disposal of
subsidiaries |
(479.4) |
- |
- |
(Reversal of impairment)/impairment
charges |
(55.4) |
- |
16.6 |
Share-based payments |
2.3 |
4.6 |
11.9 |
(Profit)/loss on disposal of
property, plant and equipment |
(0.9) |
2.5 |
(73.0) |
Operating cash flows before working
capital and pensions |
417.1 |
447.4 |
1,205.6 |
(Increase)/decrease in
inventories |
(5.1) |
6.8 |
12.0 |
(Increase)/decrease in
receivables |
(112.0) |
115.9 |
(5.9) |
Increase in payables due within one
year |
150.1 |
174.3 |
197.0 |
Increase/(decrease) in provisions
due within one year |
1.5 |
36.7 |
(1.7) |
Increase/(decrease) in provisions
due over one year |
0.5 |
(9.6) |
10.9 |
Defined benefit pension payments in
excess of income statement charge |
(338.6) |
(8.0) |
(59.2) |
Cash generated by operations |
113.5 |
763.5 |
1,358.7 |
Tax paid |
(12.2) |
(0.8) |
(4.5) |
Interest paid1 |
(156.0) |
(82.6) |
(149.8) |
Net cash from operating
activities |
(54.7) |
680.1 |
1,204.4 |
1 Interest paid
includes £24.6m relating to lease liabilities (H1 2021: £36.7m;
year end 2021: £73.1m).
22 Analysis of changes in net
debt – adjusted cash flow
|
At
28 March
2021
£m |
Cash
flow
£m |
Foreign
Exchange
£m |
Other
£m |
At
25
September
2021
£m |
Components of
financing activities: |
|
|
|
|
|
Bank loans |
(566.3) |
581.2 |
(2.4) |
(12.5) |
- |
Unamortised loan
fees |
- |
1.7 |
- |
- |
1.7 |
Bonds |
(873.1) |
675.4 |
- |
(2.2) |
(199.9) |
Senior unsecured loan
notes |
(198.8) |
200.1 |
(0.6) |
(0.7) |
- |
CCFF |
(298.2) |
298.2 |
- |
- |
- |
Supplier
financing1 |
(159.2) |
- |
- |
159.2 |
- |
Lease
liabilities2 |
(1,972.9) |
378.3 |
(1.0) |
172.6 |
(1,423.0) |
Other debt |
(0.7) |
- |
- |
0.1 |
(0.6) |
Total components of
financing activities |
(4,069.2) |
2,134.9 |
(4.0) |
316.5 |
(1,621.8) |
Cash |
834.3 |
62.0 |
(3.9) |
- |
892.4 |
Bank overdrafts |
(53.8) |
20.7 |
- |
- |
(33.1) |
Ring-fenced cash |
662.9 |
(134.6) |
- |
- |
528.3 |
Cash and cash
equivalents |
1,443.4 |
(51.9) |
(3.9) |
- |
1,387.6 |
|
|
|
|
|
|
Net debt (including
held for sale – discontinued operations) |
(2,625.8) |
2,083.0 |
(7.9) |
316.5 |
(234.2) |
- Other movement in supplier finance is a non-cash
movement.
- Lease liabilities ‘Other’ includes £212.9m reduction in
relation to leases disposed of, offset by inception of new leases
of £40.3m.
On 25 September 2021, net debt of
£63.7m relates to held for sale – discontinued operations in
relation to Greyhound, see note 14.
|
At
29 March
2020
(restated)
£m |
Cash
flow
£m |
Foreign
Exchange
£m |
Other
£m |
At
26
September
2020
£m |
Components of
financing activities: |
|
|
|
|
|
Bank loans |
(573.9) |
(29.3) |
8.0 |
(0.3) |
(595.5) |
Bonds |
(877.5) |
- |
- |
2.3 |
(875.2) |
Fair value of interest
rate coupon swaps |
6.4 |
- |
- |
(6.4) |
- |
Senior unsecured loan
notes |
(219.8) |
- |
4.9 |
(0.1) |
(215.0) |
CCFF |
- |
(299.0) |
- |
- |
(299.0) |
Supplier
financing1 |
- |
- |
- |
(84.6) |
(84.6) |
Lease
liabilities2 |
(2,473.2) |
25.5 |
11.5 |
171.2 |
(2,265.0) |
Other debt |
(9.4) |
8.7 |
- |
- |
(0.7) |
Total components of
financing activities |
(4,147.4) |
(294.1) |
24.4 |
82.1 |
(4,335.0) |
Cash |
319.5 |
397.1 |
(15.3) |
- |
701.3 |
Bank overdrafts |
(82.4) |
22.8 |
- |
- |
(59.6) |
Ring-fenced cash |
649.4 |
97.8 |
- |
- |
747.2 |
Cash and cash
equivalents |
886.5 |
517.7 |
(15.3) |
- |
1,388.9 |
|
|
|
|
|
|
Net debt |
(3,260.9) |
223.6 |
9.1 |
82.1 |
(2,946.1) |
Bank overdrafts of £82.4m at
29 March 2020 and £59.6m at
26 September 2020 have been
reclassified within the cash and cash equivalents section.
Previously the overdrafts were presented within bank loans in the
components of financing activities section. Ring-fenced cash has
been restated and increased by £17.2m at 29
March 2020 and £9.1m at 26 September
2020, as cash balances relating to companies under the
control of First Transit had not been recognised in prior
periods.
- Other movement in supplier finance is a non-cash
movement.
- Lease liabilities ‘Other’ includes £321.9m repayment of lease
liabilities formerly classified as operating leases through
repayment, net of the £150.7m inception of new leases.
22 Analysis of changes in net
debt – adjusted cash flow (continued)
|
At
29 March
2020
£m |
Cash
flow
£m |
Foreign
Exchange
£m |
Other
£m |
At
27
March
2021
£m |
Components of
financing activities: |
|
|
|
|
|
Bank loans |
(573.9) |
(28.1) |
35.7 |
- |
(566.3) |
Bonds |
(877.5) |
- |
- |
4.4 |
(873.1) |
Fair value of interest
rate coupon swaps |
6.4 |
- |
- |
(6.4) |
- |
Senior unsecured loan
notes |
(219.8) |
|
21.3 |
(0.3) |
(198.8) |
CCFF |
- |
(298.2) |
- |
- |
(298.2) |
Supplier
financing1 |
- |
- |
- |
(159.2) |
(159.2) |
Lease
liabilities2 |
(2,473.2) |
669.2 |
41.1 |
(210.0) |
(1,972.9) |
Other debt |
(9.4) |
8.7 |
- |
- |
(0.7) |
Total components of
financing activities |
(4,147.4) |
351.6 |
98.1 |
(371.5) |
(4,069.2) |
Cash |
319.5 |
532.5 |
(17.7) |
- |
834.3 |
Bank overdrafts |
(82.4) |
28.6 |
- |
|
(53.8) |
Ring-fenced cash |
649.4 |
15.4 |
(1.9) |
- |
662.9 |
Cash and cash
equivalents |
886.5 |
576.5 |
(19.6) |
- |
1,443.4 |
|
|
|
|
|
|
Net debt (including
held for sale – discontinued operations) |
(3,260.9) |
928.1 |
78.5 |
(371.5) |
(2,625.8) |
- Supplier financing relates wholly to First Student and the
payable in respect of these items is included within discontinued
operations in note 14.
- Lease liabilities ‘other’ includes £242.6m inception of new
leases, this comprises £107.5m of PCV and property leases in First
Student, £105.2m of rolling stock leases across TOCs and £29.9m of
other PCV and property leases across the Group offset by £32.4m of
lease terminations in the year.
On 27 March 2021, net debt of
£289.4m (2020: £nil) relates to held for sale – discontinued
operations, in relation to First Student and First Transit see note
14.
Accrued interest of £0.2m in H1 2022 (H1 2022: £29.7m; full year
2021: £42.9m) is excluded from the values above and derivative
valuations are presented as the clean values.
23
Retirement benefit schemes
The Group operates or participates in a number of defined
benefit pension schemes. These include schemes providing benefits
to the majority of First Rail employees and legacy arrangements for
employees or former employees of First Bus and in North America. The scheme details are
described on pages 207 to 209 of the Annual Report and Accounts for
the 52 weeks ended 27 March 2021.
The Group currently sponsors six sections of the Railways
Pension Scheme (RPS), relating to its obligations for its TOCs, and
for Hull Trains, its Open Access operator. The Railways Pension
Trustee Company Limited is responsible for managing the RPS, which
is subject to regulation by the Pensions Regulator and relevant UK
legislation. The RPS is a shared cost arrangement. All costs, and
any deficit or surplus, are shared 60% by the employer and 40% by
the members. For the TOC sections, under the terms agreed with DfT,
the employer’s responsibility is to pay the contributions agreed
with the Trustee, whilst it operates the franchise or contract.
There is no residual liability or asset for any deficit, or
surplus, which remains at the end of the franchise or contract
period.
Since the contributions being paid to each TOC section are lower
than the share of the service cost that would normally be
calculated under IAS19, the Group does not make any contribution
towards the sections’ deficits. Therefore, the Group does not need
to reflect any deficit on its balance sheet. A franchise adjustment
(asset) exists that exactly offsets any section deficit that would
otherwise remain after reflecting the cost sharing with the
members. The last signed off valuation for the TOC sections was
effective 31 December 2013, and these
disclosures reflect a roll-forward of that valuation.
The market value of the assets at 25
September 2021 for all defined benefit schemes totalled
£7,212m (H1 2021: £6,442m; full year 2021: £6,468m). This excludes
Transit Management contracts, detailed in the table below.
Contributions are paid to all defined benefit pension schemes in
accordance with rates recommended by the schemes’ actuaries. The
valuations are made using the Projected Unit Credit Method.
The key assumptions were as follows:
|
25
September 2021 |
|
26
September 2020 |
|
27 March
2021 |
|
First
Bus
% |
First Rail
% |
North America
% |
|
First Bus
% |
First Rail
% |
North America
% |
|
First Bus
% |
First Rail
% |
North America
% |
Key assumptions used: |
|
|
|
|
|
|
|
|
|
|
|
Discount rate |
1.90 |
1.90 |
2.25 |
|
1.55 |
1.55 |
2.38 |
|
2.05 |
2.05 |
2.87 |
Expected rate of salary
increases |
3.75 |
3.75 |
2.50 |
|
2.00 |
3.05 |
2.50 |
|
2.55 |
3.05 |
2.50 |
Inflation – CPI |
2.75 |
2.75 |
2.00 |
|
2.00 |
2.00 |
2.00 |
|
2.55 |
2.55 |
2.00 |
Future pension increases |
2.75 |
2.75 |
- |
|
2.00 |
2.00 |
- |
|
2.55 |
2.55 |
- |
|
|
|
|
|
|
|
|
|
|
|
|
|
23 Retirement benefit schemes
(continued)
Amounts (charged)/credited to the condensed consolidated income
statement in respect of these defined benefit schemes are as
follows:
26 weeks to 25 September
2021 |
First
Bus
£m |
North America
£m |
Total
non-rail
£m |
First
Rail
£m |
Total
£m |
Current service cost |
(5.1) |
(2.4) |
(7.5) |
(69.2) |
(76.7) |
Past service costs including
curtailments and settlements |
- |
27.7 |
27.7 |
- |
27.7 |
Impact of franchise adjustment on
operating cost |
- |
- |
- |
42.2 |
42.2 |
Net interest cost |
(0.7) |
(1.1) |
(1.8) |
(8.4) |
(10.2) |
Impact of franchise adjustment on
net interest cost |
- |
- |
- |
8.4 |
8.4 |
|
(5.8) |
24.2 |
18.4 |
(27.0) |
(8.6) |
Less discontinued
operations |
- |
(21.7) |
(21.7) |
- |
(21.7) |
|
(5.8) |
2.5 |
(3.3) |
(27.0) |
(30.3) |
26 weeks to 26 September 2020 |
First
Bus
£m |
North America
£m |
Total
non-rail
£m |
First
Rail
£m |
Total
£m |
Current service cost |
(5.3) |
(4.4) |
(9.7) |
(54.4) |
(64.1) |
Impact of franchise adjustment on
operating cost |
- |
- |
- |
28.4 |
28.4 |
Net interest cost |
(0.8) |
(3.0) |
(3.8) |
(9.5) |
(13.3) |
Impact of franchise adjustment on
net interest cost |
- |
- |
- |
9.5 |
9.5 |
|
(6.1) |
(7.4) |
(13.5) |
(26.0) |
(39.5) |
Less discontinued operations |
- |
5.4 |
5.4 |
- |
5.4 |
|
(6.1) |
(2.0) |
(8.1) |
(26.0) |
(34.1) |
52 weeks to 27 March 2021 |
First
Bus
£m |
North America
£m |
Total
non-rail
£m |
First
Rail
£m |
Total
£m |
Current service cost |
(8.2) |
(8.0) |
(16.2) |
(115.1) |
(131.3) |
Past service gain including
curtailments and settlements |
(0.9) |
(1.5) |
(2.4) |
- |
(2.4) |
Impact of franchise adjustment on
operating cost |
- |
- |
- |
58.0 |
58.0 |
Net interest cost |
(1.7) |
(5.8) |
(7.5) |
(19.2) |
(26.7) |
Impact of franchise adjustment on
net interest cost |
- |
- |
- |
19.1 |
19.1 |
|
(10.8) |
(15.3) |
(26.1) |
(57.2) |
(83.3) |
Less discontinued operations |
- |
10.7 |
10.7 |
- |
10.7 |
|
(10.8) |
(4.6) |
(15.4) |
(57.2) |
(72.6) |
Actuarial gains and losses have been reported in the condensed
consolidated statement of comprehensive income.
The amounts included in the condensed consolidated balance sheet
arising from the Group’s obligations in respect of its defined
benefit pension schemes are as follows:
As at 25 September 2021 |
First Bus
£m |
North America
£m |
Total non-rail
£m |
First Rail
£m |
Total
£m |
Fair value of schemes' assets |
3,061.4 |
422.1 |
3,483.5 |
3,728.7 |
7,212.2 |
Present value of defined benefit
obligations |
(2,900.5) |
(461.9) |
(3,362.4) |
(5,855.5) |
(9,217.9) |
Surplus/(deficit) before
adjustments |
160.9 |
(39.8) |
121.1 |
(2,126.8) |
(2,005.7) |
Adjustment for irrecoverable
surplus1 |
(99.7) |
(7.6) |
(107.3) |
- |
(107.3) |
First Rail franchise adjustment
(60%) |
- |
- |
- |
1,272.3 |
1,272.3 |
Adjustment for employee share of RPS
deficits (40%) |
- |
- |
- |
850.7 |
850.7 |
Liability recognised in the
condensed consolidated balance sheet |
61.2 |
(47.4) |
13.8 |
(3.8) |
10.0 |
The amount is presented in the
condensed consolidated balance sheet as follows: |
|
|
|
|
|
Non-current assets |
61.2 |
- |
61.2 |
- |
61.2 |
Non-current liabilities |
- |
(47.4) |
(47.4) |
(3.8) |
(51.2) |
|
61.2 |
(47.4) |
13.8 |
(3.8) |
10.0 |
23 Retirement benefit schemes
(continued)
As at 26 September 2020 |
First Bus
£m |
North America
£m |
Total non-rail
£m |
First Rail
£m |
Total
£m |
Fair value of schemes' assets |
2,872.9 |
441.0 |
3,313.9 |
3,128.3 |
6,442.2 |
Present value of defined benefit
obligations |
(2,825.3) |
(677.7) |
(3,503.0) |
(5,564.4) |
(9,067.4) |
Surplus/(deficit) before
adjustments |
47.6 |
(236.7) |
(189.1) |
(2,436.1) |
(2,625.2) |
Adjustment for irrecoverable
surplus1 |
(166.3) |
- |
(166.3) |
- |
(166.3) |
First Rail franchise adjustment
(60%) |
- |
- |
- |
1,457.2 |
1,457.2 |
Adjustment for employee share of RPS
deficits (40%) |
- |
- |
- |
974.4 |
974.4 |
Liability recognised in the
condensed consolidated balance sheet |
(118.7) |
(236.7) |
(355.4) |
(4.5) |
(359.9) |
The amount is presented in the
condensed consolidated balance sheet as follows: |
|
|
|
|
|
Non-current assets |
52.5 |
- |
52.5 |
- |
52.5 |
Non-current liabilities |
(171.2) |
(236.7) |
(407.9) |
(4.5) |
(412.4) |
|
(118.7) |
(236.7) |
(355.4) |
(4.5) |
(359.9) |
As at 27 March
2021 |
First
Bus
£m |
North
America
£m |
Total
non-rail
£m |
First
Rail
£m |
Total
£m |
Fair value of schemes'
assets |
2,720.3 |
364.9 |
3,085.2 |
3,382.7 |
6,467.9 |
Present value of
defined benefit obligations |
(2,775.2) |
(469.6) |
(3,244.8) |
(5,336.2) |
(8,581.0) |
Deficit before
adjustments |
(54.9) |
(104.7) |
(159.6) |
(1,953.5) |
(2,113.1) |
Adjustment for
irrecoverable surplus1 |
(108.7) |
- |
(108.7) |
- |
(108.7) |
First Rail franchise
adjustment (60%) |
- |
- |
- |
1,168.8 |
1,168.8 |
Adjustment for
employee share of RPS deficits (40%) |
- |
- |
- |
781.4 |
781.4 |
Liability recognised
in the condensed consolidated balance sheet |
(163.6) |
(104.7) |
(268.3) |
(3.3) |
(271.6) |
The amount is
presented in the condensed consolidated balance sheet as
follows: |
|
|
|
|
|
Non-current
assets |
52.9 |
- |
52.9 |
- |
52.9 |
Non-current
liabilities |
(216.5) |
(104.7) |
(321.2) |
(3.3) |
(324.5) |
|
(163.6) |
(104.7) |
(268.3) |
(3.3) |
(271.6) |
1The irrecoverable surplus represents the
amount of the surplus that the Group could not recover through
reducing future company contributions to Local LGPS.
On 27 March 2021 a net pension
liability of £24.7m (25 September
2021: £nil; 26 September 2020:
£nil) comprising assets of £72.9m and liabilities of £97.6m was
transferred to held for sale – discontinued operations in relation
to First Student and First Transit, comprising the FirstGroup
America scheme and the Executive Supplementary scheme. See note
14.
Total assets including Transit Management subsidiaries (see
below) and discontinued operations are £7,488.7m (25 September 2020: £6,766.3m; 27 March 2021: £6,890.4m) and total liabilities
are £9,596.0m (25 September 2020:
£9,582.1m; 27 March 2021:
£9,132.8m).
Transit management contracts
The Group has retained Transit Management Contacts which contain
defined benefit pension arrangements. As these contracts expire,
the number of pension arrangements are reducing. The number of
single-employer pension schemes in the retained Transit Management
subsidiaries has reduced from 7 to 6 over the period. The pension
contributions and deficits relating to these schemes are fully
indemnified by the contracting authority. Details of the assets and
liabilities of these schemes is as follows:
|
25
September 2021
£m |
26
September 2020
(restated)1
£m |
27
March
20211
£m |
Assets |
276.5 |
324.1 |
349.6 |
Liabilities |
(378.1) |
(514.7) |
(454.2) |
Deficits in
schemes |
(101.6) |
(190.6) |
(104.6) |
Amounts recoverable
from contracting authorities |
101.6 |
190.6 |
104.6 |
Net deficits in
schemes |
- |
– |
– |
1Defined benefit pensions for the Transit
Management Contracts were not included or disclosed at 26 September 2020 but have been added above as a
restatement to 26 September
2020.
24 Contingent liabilities
To support subsidiary undertakings in their normal course of
business, the FirstGroup plc and certain subsidiaries have
indemnified certain banks and insurance companies who have issued
performance bonds for £139.3m (H1 2021: £1,055.5m, March 2021: £743.0m) and letters of credit for
£185.0m (H1 2021: £458.3m, March
2021: £422.8m). The performance bonds relate to the North
American and First Bus businesses of £47.2m (H1 2021: £753.1m,
March 2021: £517.3m) and the First
Rail franchise operations of £92.1m (H1 2021: £302.4m, March 2021: £225.7m). The letters of credit
relate substantially to insurance arrangements in the UK and
North America. The parent company
has committed further support facilities of up to £20.8m to First
Rail Train Operating Companies of which all remains undrawn.
Following the sale of First Student and First Transit, the letters
of credit, surety bonds and parent company guarantees relating to
First Student and First Transit were cancelled.
The Group is party to certain unsecured guarantees granted to
banks for overdraft and cash management facilities provided to
itself and subsidiary undertakings. The Company has given certain
unsecured guarantees for the liabilities of its subsidiary
undertakings arising under certain loan notes, HP contracts,
finance leases, operating leases and certain pension scheme
arrangements. It also provides unsecured cross guarantees to
certain subsidiary undertakings as required by VAT legislation.
First Bus subsidiaries have provided unsecured guarantees on a
joint and several basis to the Trustees of the First Bus Pension
Scheme. The Company’s North American subsidiaries participate in a
number of multi-employer pension schemes in which their
contributions are pooled with the contributions of other
contributing employers. The funding of these schemes is therefore
reliant on the ongoing participation by third parties.
In its normal course of business the Group has ongoing
contractual negotiations with Government and other organisations.
The Group is party to legal proceedings and claims which arise in
the normal course of business, including but not limited to
employment and safety claims. The Group takes legal advice as to
the likelihood of success of claims and counterclaims. No provision
is made where due to inherent uncertainties, no accurate
quantification of any cost, or timing of such cost, which may arise
from any of the legal proceedings can be determined.
The Group’s operations are required to comply with a wide range
of regulations, including environmental and emissions regulations.
Failure to comply with a particular regulation could result in a
fine or penalty being imposed on that business, as well as
potential ancillary claims rooted in non-compliance.
The inquest relating to the death of seven passengers in the
Croydon tram incident in November
2016 completed on 22 July
2021. The Office of Rail & Road (ORR) investigations
into the incident are ongoing and it is uncertain when they will be
concluded. The tram was operated by Tram Operations Limited
(‘TOL’), a subsidiary of the Group, under a contract with a TfL
subsidiary. TOL provides the drivers and management to operate the
tram services, whereas the infrastructure and trams are owned and
maintained by a TfL subsidiary. Management continue to monitor
developments. To date, no formal ORR proceedings have been
commenced and, as such, it is not possible to assess whether any
financial penalties or related costs could be incurred.
First MTR South Western Trains Limited (FSWT), a subsidiary of
the Company and the operator of the SWR rail franchise, is a
defendant to collective proceedings before the UK Competition
Appeal Tribunal (the CAT) in respect of alleged breaches of UK
competition law. Stagecoach South Western Trains Limited (SSWT)
(the former operator of the SWR rail franchise) is also a defendant
to these proceedings. A separate set of proceedings has been issued
against London & South Eastern
Railway Limited (LSER) in respect of another rail franchise. The
two sets of proceedings are being heard together. The class
representative alleges that FSWT, SSWT and LSER breached their
obligations under UK competition law by not making boundary fares
sufficiently available for sale, and/or by failing to ensure that
customers were aware of the existence of boundary fares and/or
bought an appropriate fare in order to avoid being charged twice
for part of a journey.
In November 2021, the CAT handed
down a judgment in which it indicated it would make a collective
proceedings order in both sets of proceedings allowing them to
proceed. FSWT, SSWT and LSER applied for permission to appeal the
decision but permission was refused by the CAT with written reasons
provided on 3 December 2021. FSWT,
SSWT and LSER have until 17 December
2021 to each renew their application for permission to
appeal before the Court of Appeal, should one or more of them
decide to do so. If such applications are made, it is likely that
the Court of Appeal will decide whether to grant permission to
appeal in late Q1 2022 or Q2 2022. In the meantime, the proceedings
in the CAT have not been stayed pending appeals so the case will
continue, the next step being that FSWT, SSWT and LSER will file
defences. At present the Company cannot accurately determine the
likelihood, quantum or timing of any damages and costs which may
arise from these proceedings.
25 Related party transactions
There are no related party transactions or changes since the
Group’s 2021 Annual Report which could have a material effect on
the Group’s financial position or performance of the Group in the
26 weeks to 26 September 2021.
26 Post balance sheet events
- On 4 October acquired the remaining 50% shareholding in
Somerset Passenger Solutions Ltd (SPS) joint venture
- On 21 October announced the sale of Greyhound Lines, Inc (see
discontinued operations note 14) and completed on the sale on the
same day
- On 18 November three special resolutions and one ordinary
resolution were passed to approve the tender offer to return £500m
to shareholders. The tender offer was executed on 2 December
- A number of legacy Greyhound properties were sold with proceeds
totalling $6.8m (£4.9m)
Responsibility statement
The directors confirm that these half yearly results have been
prepared in accordance with UK adopted International Accounting
Standard 34, 'Interim Financial Reporting' and the Disclosure
Guidance and Transparency Rules sourcebook of the United Kingdom’s
Financial Conduct Authority and that the interim management report
includes a fair review of the information required by DTR 4.2.7 and
DTR 4.2.8, namely:
- an indication of important events that have occurred during the
first 26 weeks and their impact on the half yearly results, and a
description of the principal risks and uncertainties for the
remaining 26 weeks of the financial year; and
- material related-party transactions in the first 26 weeks and
any material changes in the related-party transactions described in
the last annual report.
The Directors of FirstGroup plc are listed on the Group's
website at www.firstgroupplc.com.
David
Martin
Ryan Mangold
Executive
Chairman
Chief Financial Officer
8 December
2021
8 December 2021
Independent review report to
FirstGroup plc
Report on the Half Yearly Results
Our conclusion
We have reviewed FirstGroup PLC’s Half Yearly Results (the
“interim financial statements”) in the Half-Yearly Report of
FirstGroup PLC for the 26 week period ended 25 September 2021 (the “period”).
Based on our review, nothing has come to our attention that
causes us to believe that the interim financial statements are not
prepared, in all material respects, in accordance with UK adopted
International Accounting Standard 34, 'Interim Financial Reporting'
and the Disclosure Guidance and Transparency Rules sourcebook of
the United Kingdom’s Financial Conduct Authority.
What we have reviewed
The interim financial statements comprise:
- the Condensed Consolidated Balance Sheet as at 25 September 2021;
- the Condensed Consolidated Income Statement for the period then
ended;
- the Condensed Consolidated Statement of Comprehensive Income
for the period then ended;
- the Condensed Consolidated Cash Flow Statement for the period
then ended;
- the Condensed Consolidated Statement of Changes in Equity for
the period then ended; and
- the explanatory notes to the interim financial statements.
The interim financial statements included in the Half-Yearly
Report of FirstGroup PLC have been prepared in accordance with UK
adopted International Accounting Standard 34, 'Interim Financial
Reporting' and the Disclosure Guidance and Transparency Rules
sourcebook of the United Kingdom’s Financial Conduct Authority.
Responsibilities for the interim
financial statements and the review
Our responsibilities and those of the
directors
The Half-Yearly Report, including the interim financial
statements, is the responsibility of, and has been approved by the
directors. The directors are responsible for preparing the
Half-Yearly Report in accordance with the Disclosure Guidance and
Transparency Rules sourcebook of the United Kingdom’s Financial
Conduct Authority.
Our responsibility is to express a conclusion on the interim
financial statements in the Half-Yearly Report based on our review.
This report, including the conclusion, has been prepared for and
only for the company for the purpose of complying with the
Disclosure Guidance and Transparency Rules sourcebook of the United
Kingdom’s Financial Conduct Authority and for no other purpose. We
do not, in giving this conclusion, accept or assume responsibility
for any other purpose or to any other person to whom this report is
shown or into whose hands it may come save where expressly agreed
by our prior consent in writing.
What a review of interim financial
statements involves
We conducted our review in accordance with International
Standard on Review Engagements (UK and Ireland) 2410, ‘Review of Interim Financial
Information Performed by the Independent Auditor of the Entity’
issued by the Auditing Practices Board for use in the United Kingdom. A review of interim financial
information consists of making enquiries, primarily of persons
responsible for financial and accounting matters, and applying
analytical and other review procedures.
A review is substantially less in scope than an audit conducted
in accordance with International Standards on Auditing (UK) and,
consequently, does not enable us to obtain assurance that we would
become aware of all significant matters that might be identified in
an audit. Accordingly, we do not express an audit opinion.
We have read the other information contained in the Half-Yearly
Report and considered whether it contains any apparent
misstatements or material inconsistencies with the information in
the interim financial statements.
PricewaterhouseCoopers LLP
Chartered Accountants
Watford
8 December 2021