Edinburgh Napier University

  There is huge demand for new transport infrastructure as local and national government try to deal with congestion, increase social inclusion or regenerate local economies. A question that is rarely asked, however, is whether we are paying more than our continental European counterparts to build such schemes. Initial work carried out by the authors shows striking differences in headline costs for these kinds of schemes. For example (using an exchange rate of €1.3 to £1; or 12SEK to £1):
• 2.2km of on-street tram extension in Berlin, completed 2014, £9.4 million/km for the tracks, stops and overhead wiring, and a further £10.6 million/km for associated reconstruction of the street and pavements alongside. These costs appear typical of other German urban tram extensions. This compares to the estimated cost for the Edinburgh tram extension to Newhaven of £30.9 million per km.
• 9km busway in Malmö, Sweden, including tram-type bus stops and signal priority, completed 2014: £7 million (infrastructure cost only). This compares to Glasgow Fastlink (8km) global cost of £40 million.
• Re-construction and re-opening of 12km of single railway line plus refurbishment of 19km of single track freight line, 3 modernised and 2 new stations and 3 passing loops, resignalling, refurbishment of 2 tunnels and reconstruction of 2 major and several minor overbridges, Hessen, Germany, £26.4 million (2015 prices) (see www.korbach-frankenberg.de). This compares to Borders Rail at £294 million (2012 prices) for 48 km.
• Construction of 21km of 18.5m wide (2 plus 1 lane) high speed bypass and associated structures, plus pedestrian and cycle improvements on existing road, on E22 trunk road in southern Sweden between Linderöd and Sätaröd. £69 million at 2011 prices (£3.3 million/km). A9 dualling 118km in 11 projects with an estimated total cost of £3 billion (£25.4 million/km).
This ongoing research project has so far gathered detailed cost information on one busway, two tram schemes and one rail reopening scheme in Germany and Sweden. Network Rail, City of Edinburgh Council, SPT and Transport Scotland have been approached to provide similarly detailed cost information for comparable schemes. Whether or not the Scottish comparator data are made available, the paper will draw on the continental data to draw conclusions as to possible causes of cost differences and discuss the desirability of openness about such data.