SAPT committee members considered the City of Edinburgh Council’s proposals for a north-south tram route and have submitted the following document (see link here) in response to a public consultation which closed on 17th November.
A site visit was held with 6 committee members from various parts of Scotland attending to assist comparison of the proposed Roseburn Path option with the Orchard Brae alternative.
The Roseburn Path route was originally part of the Caledonian Railway line to Granton Harbour from 1861. Passenger services ceased in 1962. The Council formalised a cycling and walking corridor in the 1980’s. The Roseburn Path also became an important link in Sustrans’ National Cycle Route 1 along the section which runs from Edinburgh city centre to Queensferry.
Long-established information boards beside the path also point out that ‘the paths may one day be replaced by a brand new tram system’. These state that ‘careful conversion of these paths will preserve facilities for cyclists and pedestrians’.
Starting at the south end, provision has been made for the new line to leave the existing tram line between Haymarket and Murrayfield tram stops.
Heading northwards, the existing bridge over the A8 at Roseburn Terrace would require substantial modification or reconstruction to accommodate a double track tramway plus an active travel route.
A new Roseburn tram stop would replace the former Murrayfield railway station, which is currently heavily overgrown by mature trees and bushes, although the old platform edges are still visible.
The current proposal is for the tram line then to become a single track without overhead wires for the next mile or so.
So the viaduct ahead over the Water of Leith would be modified to have a tram line on its east side and a 3 metre wide active travel route on its west side.
This dual function arrangement would continue past the path signposted for Ravelston. The SAPT consultation response asks for consideration of a passing loop here with the possibility of a tram stop, to reduce operational difficulties associated with single-track working.
Noting the intention to retain as many trees as possible by using battery power rather than overhead lines through the Roseburn Path section, there would be some ongoing tree management issues, including dealing with leaf fall onto the tracks in autumn.
The current proposals show a return to double track northwards from Craigleith, where active travel routes fan out in various directions. However by continuing a double track tramway under Telford Road, this would result in a significantly reduced width of cycle track under the bridge itself.
And the modern active travel ‘Red Bridge’ over the busy Ferry Road would not be able to also accommodate bi-directional tram tracks so a new structure would be required.
The Orchard Brae alternative route was compared on the way back south to the city centre. This photo was taken from the upper deck on one of the frequent bus services. It shows that there is insufficient space for a segregated tramway which would allow trams to overtake stopping buses and other traffic.
Similar congestion would result at the other end of the alternative route in Queensferry Street, which is a main interchange for long distance coaches in addition to local buses.
The Orchard Brae alternative route did not appear to be a viable option, due to congestion, extra disruption during construction, and anticipated technical difficulties around the Dean Bridge which would result in much greater complexity and cost.
Following this consultation process, it is understood that the next stage of the project will be the Strategic Business Case for a new tram line.
See the following link for the document prepared by SAPT in response to the November consultation by Edinburgh City Council.
