South Sub can't be shunted aside

THERE are few transport projects in Edinburgh that can boast near-universal support among the city's residents. The thought of re-introducing trams to the Capital's streets causes blood pressure to rise among many, while building a new Forth Road Bridge fills others with indignation.

Scores of residents choose to publicly lambast such ideas on the letters pages of this newspaper. Yet the plan to return passenger trains to south Edinburgh rarely generates anything but staunch support.

If the reports are to be believed, as many as 13,500 residents would choose to travel by rail every day to their offices, homes or local shops - along a line that would cost a relatively modest 18 million to reopen to passenger traffic.

The South Suburban Railway has support from all the political parties at the city council. The tracks are in place; a feasibility study was completed in 2004; a private consortium has raised some of the funding required; and the council has included the scheme in its transport strategy for the next few years.

Of course, nobody believes the South Sub is a panacea for Edinburgh's transport woes. Even if it were up and running, thousands of passengers would still choose to travel by bus direct to the city centre, which in many cases would prove quicker. But the 2004 study has already proved the South Sub would be viable, and when compared to the Executive's 500m hand-out for trams, another 18m does not appear to be a huge hurdle.

So when our transport leader, Ricky Henderson, was joined by his Lib Dem and Tory counterparts for a meeting with the minister to ask for funding, he was expecting a commitment from the Executive. But they left empty-handed with Scotland's transport supremo, Lib Dem MSP Tavish Scott, making no offer.

His apparent lacklustre response has angered Councillor Henderson, who believes the South Sub would transform the economy and "connectivity" of Edinburgh. He was quickly backed up by the council's most senior transport official, Andrew Holmes, who said there is a strong suggestion "the Executive does not consider that reintroducing passenger services on the Edinburgh South Suburban Railway (ESSR) is a priority," which he found "disappointing".

Even councillors from Mr Scott's own party believe the South Sub would be a "great addition" to the rail network.

One of the main selling points is the opportunity to have an orbital route linking the different districts of Edinburgh.

Lothian Buses adequately caters for the majority of commuters who travel along north-south or east-west corridors to the city centre, and many passengers would not switch from bus to train.

But the most recent feasibility study into the South Sub said if trains were to run every 15 minutes, the line could still attract between 9000 and 13,500 people every day. Experts recommended a reinstated passenger service with trains linking Haymarket to Gorgie, Craiglockhart, Morningside, Blackford or Newington, Cameron Toll, Craigmillar, Niddrie and perhaps Newcraighall.

Backers say re-establishing the line would play a crucial role in an integrated transport network, enabling passengers to jump off trains and board trams at Haymarket. It might also give some commuters the opportunity to leave their cars at railway stations before heading to the centre, thereby reducing congestion.

Tavish Scott has not ruled out funding the ESSR, but has asked for another report to be drawn up, this time a full business case. Central to that will be the "benefit-to-cost ratio", which analyses the value of spending 18m in quantifiable benefits such as more jobs and faster journey times, as well as less obvious benefits such as helping the environment or making it easier for the elderly to get from A to B.

Transport officials usually class anything with a positive figure of +1 as a "good" scheme, and anything above +1.5 as "excellent". The Borders rail link, for example, barely makes it over +1. Trams, which are costing 592m, come out at +1.63. The most recent study gave the South Sub a benefit-to-cost ratio of +1.57 for a full circular service.

However, that option - with trains running in a complete loop - proves problematic because there is no more room at Waverley Station. Transport officials at the national level claim this is the main sticking point for the scheme.

Any extra capacity from the current revamp of Waverley will be used up by the Borders rail link, the airport rail link and other projects. But Labour councillor Lawrence Marshall - the founder of the Capital Rail Action Group and one of the city's leading rail experts - insists space can still be found for the South Sub. The Portobello politician, who works on the railways, points out there are train paths available for North Berwick services to and from Haymarket, via Waverley, throughout rush hours and off-peak.

He says these could be continued from Haymarket around the South Sub, perhaps terminating at Niddrie or Newcraighall. This would provide travellers with at least a half-hourly service, and would tap into the passenger potential of the new Queen Margaret University College campus near Musselburgh. Although it doesn't create the full loop, many others also think this would be a sensible way to kick-start the scheme.

In their 2004 report, experts from the Atkins group analysed the route to Niddrie via Haymarket and said it could attract 7100 passengers per day, with annual revenues of around 1.4m and a business-to-cost ratio higher than trams at +1.64. With the tram line to Edinburgh Royal Infirmary indefinitely shelved, the need for better transport links in the south of the city is clearer than ever.

Ricky Henderson has vowed to continue fighting for the ESSR, and the battle will continue, regardless of which party wins this year's council elections.

It seems certain that Tavish Scott - or his successor - and his Executive officials will be reminded again and again about the South Sub over the coming months.