1. Edinburgh Tram Network
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2. Edinburgh Tram Network
The proposal presented in 2001 concerning the Edinburgh Tram Network was comprised of three routes, namely; line 1, 2 and 3.
The firms were circular routes based in the northern suburbs and the second were the radical route which was based in the New Bridge to the west and the final route was to the south in Newcraighall.
It was a requirement that all lines had to pass through the city centre. It was in the year 2004 where an operating contract was granted to Transdey whereby the country was required to operate as well as maintain the tram network.
However, in 2009 the contract was cancelled and on March 2006, two bills were passed by the Scottish parliament aiming at marinating the Tran network.

3. Edinburgh Tram Network
The construction of the two lines was then split into four phases which could make the working easier (Black, 2015).
Evidently, Phase 1(a) had to be 18.5 Kilometers in length starting from Newhaven to Edinburgh Airport through Princes Street ,while Phase 1(b) was supposed to begin from Haymarket to Granton Square through Crewe Tall with a length of 5.6 kilometers.
The phase two was required to link Granton Square and Newhaven which could give to a completion of line one loop.

4. Edinburgh Tram Network
The last Phase which was referred as Phase 3 extended the airport line to Newbridge giving a completion to line two

5. Figure 1: A Map of the Planned Tramway. Source: (Black, 2015)

6. Edinburgh Tram Network
Also, the Edinburgh Airport Rail Link announced that it had the intention of cancelling its plans of supporting the Edinburgh Tram Network scheme.
The Edinburgh Airport Link wanted to cancel its plans to ensure that it saved a total of 1.1 billion dollars.
Additionally, a report was present to show that the reason, which led to the cancelling of Phase one resulted from the revenue shortfall, which was created by the economic slowdown to save an estimated 75 million dollars.

7. Figure 2: Tacks Bing Laid on the Princess Street in November 2009
Figure 2: Tacks Bing Laid on the Princess Street in November Source: (Black, 2015)

8. Edinburgh Tram Network
The Transport Initiative Edinburgh was in charge of the Project until August in 2011.
This company was wholly owned by the City Council of Edinburgh who had been responsible for the construction of the Tramway (Kumar, Saleh, and Bosewell, 2010).
When the business case was accepted by the Scottish government there was a diversion of the underground utilities to ensure that there were good preparations of track laying in Leith.

9. Planning Problems of the System
Project Revisions and Delays
During the construction of the Edinburgh Tram Network system, there were many revision and delays which resulted from the shortfall of funding which happened to Phase 1 in April 2009.
It was until December 2009 when the media reported that the budget of the project was running over 55 million dollars implying that the system was unable to come to operation in February 2009.
Due to such a reason the operations contract which had been granted to Transdev was cancelled for the sake of ensuring that cost had been reduced.

10. Contractual Disputes
All the contractual disputes delayed the track-laying which had to be done in the city centre.
Again, due to high contractual disagreement taking place the construction which was taking place on Princes Street had to be stopped.
Basically, the Edinburgh council believed that the claims which from the contractors were not justified as they had agreed to fixed-price contracts leading to high misunderstanding (Black, 2015).

11. Funding Crisis
Due to further dispute and delays, Edinburgh Council considered cancelling the contract given to Bilfinger Berger.
The reason for the cancellation was affirmed by the rising cost which was reported to be 600 million dollars in June 2010.
It was during that time when reports affirmed that the council project manager was in a crisis of talks. The managers considered borrowing 5 million dollars for use in funding the increased cost of the project.

12. Criticism
There were many businesses which criticised the delays of Edinburgh Tram Network construction.
The business owners claimed that their income was damaged by the long-term road closure making customers unable to access their business premises.
They also complained that if the construction could have been fastened then they could not undergo the losses they had to incur at such times.

13. Critisism
Also, the cycling group could not be left behind as they voiced out some of their safety concerns, claiming that they suffered a lot of accidents where their bicycle wheels could be caught in the track (Boddy, 2005).
Again, they ensure that they reported that the road around the tracks was crumbling raising more safety problems to them.
Due to their high claims, TiE promised to ensure that all the Edinburgh Trams were repaired accordingly and also agreed to fund special training for all cyclists in the area.

14. Figure 3: The Construction Works outside Haymarket Railway Station in 2012. Source: (Boddy, 2005)

15. How the Project Techniques Could have Helped to mitigate these Problems
Generally, various project techniques could have been used to mitigate these problems like; making the environment more economic.
By doing that, the travel time could have been reduced and more employment development increased.
Through ensuring that specific economic event which impacted the project was more prioritised, these problems could be mitigated.

16. How the Project Techniques Could have Helped to mitigate these Problems
Again, such an act could ensure that all incorrect project cost estimates, incorrect project time estimates and wage inflation are catered for accordingly (Casson, 2009).
Moreover, under such circumstances, changes in taxation, changes in VAT, global economic recession, all cost delays resulting from utility diversion could be controlled accordingly.
Also, under such situation, criticism due to delayed project completion could be evaded together with all funding crisis and delays.

17. Project Objectives
The project stakeholder manages the quality of the Edinburgh Tram Network through generating support and endorsing it to the key audiences and all the local residents and businesses to Edinburgh.
Again, whenever there is a commitment to one message approach which is owned and kept by partners and stakeholders leading to quality improvement it is true to state that there is the high management of quality by the Edinburgh Tram Network (Casson, 2009).

18. Stakeholder Analysis
There are different stakeholders who are affected and tend to affect the Megaproject construction.
They are inclusive of; the project leader, project team member, users of the project output, quality inspectors, the training manager, procurement personnel’s, senior executives, quality inspectors, the training manager, the Finance manager and the HR personnel.

19. Figure 4: Megaproject Stakeholders Relationship Map
Figure 4: Megaproject Stakeholders Relationship Map. Source: (Casson, 2009)

20. Resources to be Used (Project Budget)
There are different resources which had to be used in the construction of the Edinburgh Tram Network system.
The estimated cost which could be used I 2014 amounted to 450,000 dollars specific in funding the project (Greig-Smith, 2003).
In addition, in 203 the cost of the whole scheme was estimated to be 498 million dollars and 498 million dollars for use in funding the Scottish government as well as 45 million dollars for use in funding the Edinburgh Council.
later there were cases of financial disputes, delays the cost of constructing the tram rose to 776 million dollars.

21. Constraints and Risks
During the construction of the Edinburgh Tram Network, there are many constraints and risk incurred.
Moreover, they are split into smaller categories inclusive of; social constraints, technical constraints, economic, political and environmental risks.
The social risks include all the social grievances which are incurred during the project construction either directly or indirectly.
Another social constraint is the multilevel decision-making bodies which conflicts in their ideas, and the legal actions which are too strict.

22. Constraints and Risks
Also, a change in wage inflation makes workers less motivated to work on the project, thus, availability of labour tends to be reduced.
Again, local inflation will lead to a slower completion of the project.
Equipment required in quickening the project works will not be availed as finances to acquire machines will not be available and if availed it will not be enough to rake care of all needs.
Changes in the foreign exchange rate also become a constraint when the country’s economy is not okay and the dollar value rises.

23. Figure 7: Steep Risks in the Mega Project. Source: (Thorp, 2006)

24. Communications to be used
There are different communications which are used by the Edinburgh Tram Network.
Basically, the Edinburgh Tram Network constitutes of a major transport hub in both the central and west of Scotland.
Evidently, the commonly used type of networks by Edinburgh Tram Network comprises of the road, air and rail communications.
These communication networks ensure that the city is connected to the rest of Scotland, international markets and the United Kingdom.

25. Communications to be Used
Also, the transport network is under the control of the Scottish government and the Scottish parliament, which both work to ensure that all transport projects are regulated within the city.
All the transport for Edinburgh is well controlled by the city council of the Edinburgh for effective communications to take place.

26. Conclusion
Due to the loss of many votes, the Scottish Government made a decision to continue the line from the airport to Leith with one condition that no more public money could be supplied to the same project.
Despite the difficulties that the Scottish’s government had to endure in the construction of the line, a report presented by the Audit Scotland confirmed that the cost projections made by the government were safe and sound.

27. References
"Work starts on Edinburgh tram", (2007), Professional Engineering, vol. 20, no. 13, pp. 10.
Black, R. (2015), "The autumn lecture presented by Dr Robert Black âeuro] Abstract of the Edinburgh Discussion", British Actuarial Journal, vol. 20, no. 1, pp
Boddy, R. (2005), Edinburgh shields future tram route, Haymarket Business Publications Ltd, London.

28. References
Casson, M. (2009), "The Efficiency of the Victorian British Railway Network: A Counterfactual Analysis", Networks and Spatial Economics, vol. 9, no. 3, pp
Greig-Smith, H. (2003), Edinburgh tram routes revealed, Haymarket Business Publications Ltd, London. .