Falcon1200
Established Member
Can someone please explain how cancelling (part of) HS2 has resulted in the Scottish Government having less money to spend?
In a nutshell, the Barnett formula sets out how government expenditure is split between England and the devolved governments. For every £1 of spend on devolved matters in England, the Scottish and Welsh governments and Northern Irish assembly are allocated (made up figures) £0.10, £0.05 and £0.03 based on the relative sizes of the populations.Can someone please explain how cancelling (part of) HS2 has resulted in the Scottish Government having less money to spend?
Scotland gets funded for capital projects by virtue of what UK govt decides to spend in England on 'non-national' projects. UK govt budgets set out annualised spending forecasts on these England 'non-national' projects, the Barnett formula apples and this generates money for the Scottish govt to spend on capital projects, these turn into annualised budgets which the Scottish govt state what they are going to do with the money. That is why the Scottish govt budget always takes place after the UK govt budget because the money available is based on UK govt spending decisions. If UK govt cuts spending, the money to the Scottish govt is cut. If UK govt increases spending, the money to the Scottish govt is increasedCan someone please explain how cancelling (part of) HS2 has resulted in the Scottish Government having less money to spend?
It should be mentioned though that all the non national projects funded instead will result in funding increases for the Scottish GovernmentA few months ago, the UK govt decided to cancel HS2 therefore they cancelled the corresponding funding to the Scottish govt
That's on the assumption that any projects get funded. Many of the initial round of projects listed after the HS2 announcement were either already completed or had been cancelled.It should be mentioned though that all the non national projects funded instead will result in funding increases for the Scottish Government
Level 3 | 2022-23 Budget £m | 2023-24 Budget £m | 2024-25 Budget £m |
---|---|---|---|
Enhancement Projects | 247.0 | 155.8 | 146.9 |
Rail Development | 2.0 | – | – |
Rail Services | 1,453.0 | 1,083.1 | 965.7 |
Network Infrastructure | 427.0 | 442.0 | 488.4 |
Total Rail Services | 2,129.0 | 1,680.9 | 1,601.0 |
of which | |||
Fiscal Resource | 309.8 | 360.9 | 337.3 |
Non-cash | 101.6 | 118.7 | 124.3 |
Capital | 1,708.3 | 1,200.7 | 1,138.9 |
Financial Transactions (FTs) | – | – | – |
UK Funded AME | 9.2 | 0.6 | 0.5 |
There was a £500m reduction in the rail capital budget from 22/23 to 23/24 with a further £60m reduction from 23/24 to 24/25.
Level 3 2022-23 Budget £m 2023-24 Budget £m 2024-25 Budget £m Enhancement Projects 247.0 155.8 146.9 Rail Development 2.0 – – Rail Services 1,453.0 1,083.1 965.7 Network Infrastructure 427.0 442.0 488.4 Total Rail Services 2,129.0 1,680.9 1,601.0 of which Fiscal Resource 309.8 360.9 337.3 Non-cash 101.6 118.7 124.3 Capital 1,708.3 1,200.7 1,138.9 Financial Transactions (FTs) – – – UK Funded AME 9.2 0.6 0.5
However with the cancellation of HS2, other Projects were to be funded with the cash. So far I have not seen or heard of any more Barnett Consequentials. Which could of course be used to fund the outstanding electrification schemes..That's on the assumption that any projects get funded. Many of the initial round of projects listed after the HS2 announcement were either already completed or had been cancelled.
Except in this case HS2 was an "England and Wales" project so only Scotland (and NI?) got the spoils of the Barnett formula. If it wasn't then Carmarthen to Aberystwyth would have been a realityIn a nutshell, the Barnett formula sets out how government expenditure is split between England and the devolved governments. For every £1 of spend on devolved matters in England, the Scottish and Welsh governments and Northern Irish assembly are allocated (made up figures) £0.10, £0.05 and £0.03 based on the relative sizes of the populations.
Indeed - there was much debate about HS2 being classed as beneficial to Wales but not Scotland (despite HS2 services running to Scotland, but not Wales)Except in this case HS2 was an "England and Wales" project so only Scotland (and NI?) got the spoils of the Barnett formula. If it wasn't then Carmarthen to Aberystwyth would have been a reality
However with the cancellation of HS2, other Projects were to be funded with the cash. So far I have not seen or heard of any more Barnett Consequentials. Which could of course be used to fund the outstanding electrification schemes..
If it wasn't then Carmarthen to Aberystwyth would have been a reality
Unfortunately, the HS2 project was never going to be paid for with future ticket revenue. The 'cost' of these projects, as used to calculate the Benefit / Cost ratio, is calculated as the cost to build it reduced by the extra ticket revenue and reduced maintenance expense expected over the subsequent 60 years.Despite its problems, HS2 was the purest form of investment in future growth. Not many projects can be paid for by future ticket revenue.
It was to be paid for with the increased tax revenue from the economic growth it enabled. of course, if you don't build it, then it won't be enabling any economic growth, and that is why you can't just redirect the fundingUnfortunately, the HS2 project was never going to be paid for with future ticket revenue. The 'cost' of these projects, as used to calculate the Benefit / Cost ratio, is calculated as the cost to build it reduced by the extra ticket revenue and reduced maintenance expense expected over the subsequent 60 years.
Unless, of course, you can find projects with similar overall cost and economic benefit. Good luck with that one.It was to be paid for with the increased tax revenue from the economic growth it enabled. of course, if you don't build it, then it won't be enabling any economic growth, and that is why you can't just redirect the funding
Unfortunately, the HS2 project was never going to be paid for with future ticket revenue. The 'cost' of these projects, as used to calculate the Benefit / Cost ratio, is calculated as the cost to build it reduced by the extra ticket revenue and reduced maintenance expense expected over the subsequent 60 years.
Yes they can.Question on Azuma trains that seems best placed here. Can they switch from electric to diesel whilst on the move? If not, since they don't stop at Dalmeny Im not sure I understand why they are doing this partial wiring.
Yes they can.
It's automatic, using a balise on the trackAh brilliant thanks, Would swapping between the 2 modes a fair few times as it goes through Fife up to Aberdeen not be a bit of extra workload on the driver? Im wondering if they might just not bother and keep the diesel on.
Must admit I never considered the long distance inter-city type routes being the driving force behind this electrification project. I thought the idea was to reduce diesel emissions from local trains which run to Dunfermline and Kirkcaldy at around 4 journeys each way per hour. I'm not sure about LNER's timetable but I doubt it involves more than half a dozen Azuma trains each way over the course of a whole day.Question on Azuma trains that seems best placed here. Can they switch from electric to diesel whilst on the move? If not, since they don't stop at Dalmeny Im not sure I understand why they are doing this partial wiring.
I don't think Anglo-Scottish trains are a major part of the motivation for Scotland's decarbonisation programme, but if the Haymarket-Dalmeny and/or partial Fife electrifications were to go ahead, then trains to/from England would be the only ones that could benefit, pending the delivery of BEMUs which have not yet even been ordered.Must admit I never considered the long distance inter-city type routes being the driving force behind this electrification project. I thought the idea was to reduce diesel emissions from local trains which run to Dunfermline and Kirkcaldy at around 4 journeys each way per hour. I'm not sure about LNER's timetable but I doubt it involves more than half a dozen Azuma trains each way over the course of a whole day.
In general yes, although the power supply spec can sometimes come into it (Newcastle-Edinburgh looking at you).One assumes though, that even though not the driving force, once an electrification asset is there it will get used by other flows.
Yes, quite right. But I believe they're still trialling gantry designs to withstand weathering on the Forth Bridge and this section won't have wires for some time. Therefore services north of Dalmeny will need some 'reserve' power which isn't available on all train designs, in addition to the power supply spec being adequate as highlighted above.One assumes though, that even though not the driving force, once an electrification asset is there it will get used by other flows.
That's only one of several reasons why there will be no straight electrics in Fife for a number of years (where this year's slowdowns have considerably extended the meaning of "a number of years")Yes, quite right. But I believe they're still trialling gantry designs to withstand weathering on the Forth Bridge and this section won't have wires for some time. Therefore services north of Dalmeny will need some 'reserve' power which isn't available on all train designs, in addition to the power supply spec being adequate as highlighted above.
That would require the construction of the Almond chord and wiring between there and Winchburgh, neither of which is likely in the next few years.Maybe not a huge problem though and perhaps Edinburgh-Glasgow electric trains may be able to use the new section south of Dalmeny, subject to some other enabling projects progressing.