Challenges of Project Management in Edinburgh Tram Project

This paper explains the challenges faced in the heavily reactionary Edinburgh Tram Project and the importance of effective project management. It discusses network analysis, linked barchart, Edinburgh Trams Operations Centre building, 2 excavators, and installation of drainage. The paper also highlights the political controversies and safety considerations in the project.

Project Management

Contents
INTRODUCTION...........................................................................................................................3
TASK...............................................................................................................................................3
i). Network analysis................................................................................................................3
ii). Linked Barchart................................................................................................................4
iii). Edinburgh Trams Operations Centre building.................................................................4
iv). 2 excavators......................................................................................................................5
v). Installation of the drainage................................................................................................6
CONCLUSION................................................................................................................................6
REFERENCES................................................................................................................................7

INTRODUCTION
This paper is designed to explain the challenges of a heavily reactionary project engaged with
project management (Bucero and Englund, 2015). The network can be split into two separate
phases. One is a mostly road line from Newhaven to St Andrews Squares throughout the
northwest and across the Ocean Port, Foundation Road as well as Leith Walk. This then goes to
Haymarket across City Centre and Level of leadership Place. The second part of the route is
mostly off-road and begins at Haymarket after the central route to Edinburgh Station before
passing by the Gyle Shopping Centre, the A8 train as well as the airport around the nation.
TASK
i). Network analysis
From the network diagram attached in the Appendix 1, a single 18.5 km line between Newhaven
as well as Edinburgh Airport via Leith, Princes Lane, Haymarket, Edinburgh Market and Gyle
shortened the planned system to 18.5 km. A group of Bilfinger Berger (civil engineering),
Siemens (electrical) as well as CAF was entered into on the grounds of a payment terms design
and development (tramcars). In summer 2008 work began. Carillion signed an earlier
arrangement for the amount of planning and the diversion of facilities. This scheme seems to be
incomplete until 2012 ahead of the initial 2011 goal as well as the estimated expense of £545
million when shown in the final chapter is expected to be surpassed. The political disagreements
between on the one hand, the Scottish Parliament as well as the other groups, Labour, Social
Democrats, Liberals, as well as the Green Party, that have traditionally supported the system is
wracking the first steps throughout the development of the initiative. The experts agree that
there are some concerns as to the accuracy of the quantitative approach that calculated the value
and makes of P90 to be 15%, which appears to be low considering the clear faith and evidence
offered in the Approved Guidance Papers currently facilities available. The risk evaluation
method is likely to be part of the confidence tendency in the quantitative approach, which would
be reasonable although risk assessment is focused on professional opinion which has been seen
to be susceptible to optimism. This appears to have been improved for Edinburgh Tram, instead
of lowering morale, by a quantitative risk study. Moreover the excitement was sustained by
strong faith in the cost estimation (Hall, 2012).

ii). Linked Barchart
iii). Edinburgh Trams Operations Centre building.
Edinburgh Trams Operations Centre building is native to southern East Scotland Community
Transport Alliance (SESTRAN) of various railway plans which comes under the scope of the
Edinburgh which Lothian Structural Plan areas for urban planning and sustainable development.
Targets set in their plans by both of these structures.
• A variety of mobility specific priorities were set only within Proposed Project section,
explicitly referring to the position of transportation in regard to advancement:
• Ensuring the position and architecture of new construction, in particular large new
buildings, decreases the demand for vehicles and facilitates the usage, walking and riding
in transportation system;
• Improve mobility by bike, bicycle and mass transportation to everyone in the society;
• Managing the use of cars in accordance with changes in public transit by management
policies, in general by introducing the highest degree of parking growth control;
• To promote the transport of freight by train and therefore by shore or even to the
important road system whereby transportation sector is prominent;
• Help transport policies by soil conservation for work flexibility the development of
modern transport systems needed in advance of the business model infrastructure and
priority (Kivilä, Martinsuo and Vuorinen, 2017).

Transport is described in the Corporate Strategy as an essential factor mostly with concept "to
ensure that perhaps the town has successful connectivity booking system.' The goals of CEC are
as defined in the corporate strategy. The function of sustaining and developing road network
highlights the vital role which CEC plays in urban development:
1. Build and sustain quality networks for transport
2. Reacting by enhancement of availability of affordable buildings to the impact of the
property market;
3. Responding to worker shortages and increased labour market access;
4. Boost the performance of the existing sphere throughout the city centre in terms of direction;
5. The continued investment in utilities, amenities and facilities would retain cost advantage
above other tourist-based cities.
Despite the initiative being funded, the political controversy was beyond over. The faults passed
through both the ruling CEC alliance. The there part of the opposition, the SNP councillors have
not been obligated to help the initiative. Similarly, while they are the largest donors, the SNP
members of the government in Holyrood have lost no chance in targeting the programme. The
Edinburgh Airport Rail Link was cancelled by the Scottish law to facilitate the trams the links
between the City Center and the main railway system to that same airport. In Gogar, mostly on
Edinburgh-Fife / Aberdeen line this same Scottish government has undertaken to construct a
modern tram platform that connects trams mostly with runway. With the interruptions
throughout the MUDFA contract triggered by closed roads, the community expressed frustration
(Klein, Biesenthal and Dehlin, 2015). Any misleading news from national newspapers and the
"rentaquote" remarks made by politicians have not supported anything. Before the work began it
is almost definitely once functional, public sentiment undoubtedly supported the project. The
opportunity is for highly populated growth on the waterways in household and business growth
and more future construction seen between central city and runway. Control mechanisms by
public use developers on growth of the waterfront, since the bus transportation system cannot
accommodate the amounts of pressure in between river bank and the airline if the riverbed is
built to its maximum capacity. Major desirability of preserving as many new designs within this
corridor to optimise the economic advantages of dense growth, minimising such a need to drive
for the upkeep of urban and more significantly, corridor housing and avoiding all use of more
environmental friendly land for housing developments but outside the area. Social inclusion

concerns facing misadvised populations in the field of new waterside construction that will grow
from both household and business access to jobs available.
iv). 2 excavators
1. The examination of the alternative found that a subway approach had better results than a
directed transit system. This was attributed to a variety of reasons, including the tram that
could bring in a move forward in the entire route. Operate for most of its duration as a
regular bus), administrative complexities in creating directed bus discounts, and problems
related to competitiveness also for private industry. Further assessment found that a
complete loop alternative was usually the best. Potential to overcome the defined challenges,
maximise the possibilities and achieve the goals of transport planning (Leach, 2014). In
terms of technological, operational, employer, expense and integration problems, and in
terms of the potential of the alternatives to achieve the plans' goals, production and selection
have been carried out. The analysis verified that the standard bus was based. This result
represented the expected levels of population expansion at process and equipment in the
region, and did not represent an alternative to connect the construction areas at waterfront to
towns and key places of employment. Potential usage in mass transit as well as the effect on
existing public buses of substantial growth in transit use in downtown Edinburgh roads as a
result of competition in the city by the urban population throughout the waterside for public
buses.
2. During 2002 this phase of alternative selection was reviewed as potential determinant of
lines 1 to STAG2 as well as the built information was widely verified, subject to future
harmonisation versions at George Road Street as well as Telford Road/former Solum
railway. These alternatives were publicly disclosed to ensure rigorous and coordinated
decision-making and also to conduct more infrastructure needs studies concurrently to guide
the more systematic phase of variant level growth and scrutiny. For review and further
study, Princes Road or old railway input and output signal were established as the specific
advantages and thus a single preferred route configuration was established. This alternative
was subsequently moved to a comprehensive STAG2 assessment; the resulting AST is
stated in Appendix 1. The main goals of that same meetings is to advise shareholders of the
policies and to high total to give their opinion on the propositions and, ultimately help to
review and prepare final road maps. The phase of consulting often aimed at increasing

knowledge and awareness between participants of ideas as well as at building consensus
where necessary. Furthermore the feedback process was structured to address
misunderstandings and derogatory views by stakeholders and customers (Seymour and
Hussein, 2014).
v). Installation of the drainage
Large portion Edinburgh Tram would be isolated again from traffic congestion which will reduce
the risk of collisions in traffic. Trams have many protection benefits even while not isolated from
other traffic. They will slow down more easily than others cars; the safety of travellers and
accompanying vehicles is also the principal restriction on the braking intensity. They are big,
high visibility vehicles that drive along well defined roads. Cab architecture and mirrors provide
the driver with a very good vision. This ensures that the risk of collisions should be smaller than
that of taxis (Turner, 2016).
The risk of injuries cannot be removed entirely, however. Sadly, figures on trams and buses
injuries really aren't directly equivalent, whereas the traffic deaths on trams differ in relation to
the degree of isolation from much other traffic as well as the maturity of system – more modern
networks tend to have fewer road deaths in general. More disadvantaged sections of the
population like women and the elderly, particularly in night and/or in far more isolated places,
can become more likely to suffer of personal protection during traffic public transit use. For this
purpose, appealing passenger awaiting areas with protective equipment (e.g. monitoring,
lighting, decent design) are common for many other modulation transport networks. Tram stops
cannot be used efficiently and use of surveillance camera devices was already popular. The
dilemma of guaranteeing maximum passenger safety cannot therefore be addressed by a single
technological solution. Many people believe CCTV to be "reactive" (this is, it can help to
prosecute an abuser, but it doesn't protect the person). Although the existence of covertly spaced
is to see in the night' cameras can be supplemented by an exchange of prominently situated
signals with effect. Alert buttons as well as PA lines can be more calming for passengers
standing somewhere on a dark afternoon or night by a distant commuter tram stop. The appraisal
advice suggests that company consumers have 'unweighted' walking-time and activity time
advantages, since time is more time spent by firms than by people and is thus measured for 'real'
and not for 'sum total. Models designed to create demand for schemes are focused on 'sum total,
since this is the basis of the behavioural reaction of users (such as corporate customers). The

walking and the weight components are difficult to discern from each trip and cannot be
achieved for business customers only. The net consequence is that "unweighting" walking and
waiting impact does not affect the outcome and will be essentially neutral (Turner, Ledwith and
Kelly, 2012).
CONCLUSION
This shows how a complicated undertaking, which was already likely to annoy the public, will
come to extreme challenges if it is polarized. The contractor will theoretically take advantage of
any potential active faults among project participants. Many building programmes are affected
by this disturbance. This was the case from the Victorian period, when the very first trams were
installed and that the first sections of the London subway began. Clearly every project can have
disagreements. Although the tram networks indicate that the company seems to want, in ability
to begin with its argument, to use public in satisfaction with the distractions and delays.

REFERENCES
Books and Journals
Bucero, A. and Englund, R. L., 2015, October. Project sponsorship: Achieving management
commitment for project success. Project Management Institute.
Hall, N. G., 2012. Project management: Recent developments and research
opportunities. Journal of Systems Science and Systems Engineering. 21(2). pp.129-143.
Kivilä, J., Martinsuo, M. and Vuorinen, L., 2017. Sustainable project management through
project control in infrastructure projects. International Journal of Project
Management. 35(6). pp.1167-1183.
Klein, L., Biesenthal, C. and Dehlin, E., 2015. Improvisation in project management: A
praxeology. International journal of project management. 33(2). pp.267-277.
Leach, L. P., 2014. Critical chain project management. Artech House.
Seymour, T. and Hussein, S., 2014. The history of project management. International Journal of
Management & Information Systems (IJMIS). 18(4). pp.233-240.
Turner, R., 2016. Gower handbook of project management. Routledge.
Turner, R., Ledwith, A. and Kelly, J., 2012. Project management in small to medium‐sized
enterprises. Management Decision.