CILT Scottish Region Annual Political Event with Sue Webber, MSP

Sue Webber MSP has a background in healthcare marketing, and after a stint as an Edinburgh City Council member for Pentland Hills was elected as a list MSP for Lothian at the 2021 Holyrood election. Now her party's spokesperson on transport, she supports sustainable transport for the delivery of connectivity in an environmentally conscious way.

However value for money is always of overriding importance, and she is concerned at the current unfunded promotion of a second Edinburgh tram line, at a time when the Council is having to make cuts to vital social care services - and after its double dose of disruption to Leith Walk the existing line even with its extension to Newhaven is still not making money despite record ridership.

Consultation on the second line has attracted 7000 responses, which is good in itself, and closed on the day of her presentation so was worthy of a closer look. The Edinburgh Tram network had evolved from initial challenges to recent operational successes and future expansion plans. Successful delivery of the tram depended on transparency, accountability and fostering public trust in planning and investment decisions. Strategic planning ensured the tram network met the city's needs, balancing mobility transformation with responsible investment.

Failures of the initial tram project had resulted in it terminating early at York Place, short of the intended route to Granton. The project had been delayed by three years and had cost overruns totalling £230M. An inquiry revealed poor planning, inadequate risk management and governance failures among stakeholders. The impact on public confidence had been that financial loses and disruptions eroded trust and negatively impacted communities.

The inquiry by Lord Hardie cost £13.1M and issued 24 recommendations to prevent infrastructure failures. Key issues identified had included planning flaws, governance flaws and lack of transparency impacting infrastructure decisions. Recommendations for improvement emphasised robust risk assessments, clear accountability, and better stakeholder engagement for future projects. Recommendations were to guide projects like the north-south tram route, for which integration of lessons remained a key question.

The achievement of the Newhaven extension was that it was completed just on time and just within its £207.3M budget, marking a major project success. Strong governance and collaborative delivery had ensured smooth project execution and community engagement. Applying lessons from previous projects had enabled better decision-taking and continuity of expertise. This success set a high standard, emphasising the need for rigorous oversight in future extensions, but it used up all its contingencies and, looking wider than the tram, Scotland does not have a great record in delivering large projects.

The scope and ambition of the new proposal is to link Granton with the Royal Infirmary and the Bioquarter, maybe connecting to Musselburgh and Shawfair. Estimated costs range from £2bn to £2.8bn - £2.9bn, with two main route options under consideration by the public. Public feedback is essential: engagement must be transparent with clear presentation of risks and alternatives.

Concerns about structural integrity include those for historic locations like South Bridge and the Dean Bridge facing risks from tram loads requiring costly reinforcements - upgrading the North Bridge has already taken far longer and cost much more than expected. The Roseburn Path green corridor might suffer ecological damage, and its reuse faces opposition from the community. Overhead lines could limit access and increase traffic congestion along the proposed routes. Engineering reports highlighted uncertainties requiring further detailed assessments before route approvals.

The opportunity costs are considerable: £2.9bn could fund 40 new secondary schools and build 50,000 social hommes homes addressing critical public needs. The budget could double mental health funding and launch a green energy retrofit programme for national impact. Investment could expand childcare services and improve rural transport, enhancing community access and support.

Recommendations for responsible decision-making should include publication of thorough engineering assessments before approving any tram route to ensure safety and feasibility. There should be evaluation of alternative transport modes like bus rapid transit to complement or replace tram expansion. A focus on public priorities should reassess these to reflect broader public needs and maximise community benefits. Sustainable and responsible delivery should ensure that transport solutions are delivered responsibly, avoiding past mistakes and waste. Where is the money to come from since the Scottish Government has already rejected recognition as a regional initiative?

Sue concluded by reiterating her call for prudence on trams while drawing attention to her support for a new railway station at Winchburgh as indicative of her commitment to realistic public transport investment. In response to questions, she suggested that there is a role of the private sector in helping shape long-awaited road improvements like A9 dualling and Sheriffhall grade-separation since a steady programme building long-term confidence would be needed to drive cost-effective investment. Reshaping the balance between central and local government ought to restore the voice of local communities who often had a better understanding than Transport Scotland of what needed to be done. Policies on Net Zero must take account of the need for connectivity with the places where the investment in renewable energy is to take place, with recognition for the requirements of HGV drivers for rest and shower facilities and with adequate provision which is not yet there for electric vehicle-charging. The need for economic growth must be addressed by facilitating movement of our exports in whisky, fish and farming on key corridors such as the A75 to Cairnryan. Allocation of roadspace should encourage active travel, but pedestrians must come first and it may be best to get cyclists off the roads onto their own dedicated routes.

Report by John Yellowlees.