Malta Transport Master Plan 2025

NATIONAL
TRANSPORT
MASTER PLAN
2025
MALTA
NATIONAL TRANSPORT
MASTER PLAN 2025
1
NATIONAL TRANSPORT MASTER PLAN 2O25
Transport Malta
Integrated Transport Strategy Directorate
Sa Maison Road
Floriana FRN 1612
MALTA
Email: tpu.tm@transport.gov.mt
Web: www.transport.gov.mt/transport-strategies
INECO-SYSTEMATICA Consortium
INECO
Paseo de la Habana 138
28036 Madrid
SPAIN
Tel: +34 91 452 1200

Email: internacional@ineco.com
Web: www.ineco.com
Systematica S.r.l.
Via Lovanio, 8
20121 Milan
ITALY
Tel. +39 02 62 31 191

Email: info@systematica.net
Web: www.systematica.net
2
Revision Details
0.1 27/12/2015 Draft Transport Master Plan
0.2 18/02/2016 Draft Transport Master Plan, content and format update
0.3 26/02/2016 Draft Transport Master Plan, draft for internal consultation
0.4 02/03/2016 Draft Transport Master Plan, content updates
0.5 18/03/2016 Draft Transport Master Plan, updates with objectives and measures
0.6 21/03/2016 Draft Transport Master Plan, for internal consultation
0.7 29/03/2016 Draft Transport Master Plan, content updates
0.8 22/04/2016 Draft Transport Master Plan, for public consultation
0.9 24/06/2016 Final Draft Transport Master Plan. for public consultation
1.0 09/09/2016 Draft Transport Master Plan (version published for public consultation)
2.0 30/09/2016 Draft Final Transport Master Plan following public consultation
2.1 24/11/2016 Final Transport Master Plan, following SEA and AA
2.2 02/12/2016 Final Transport Master Plan, following SEA and AA and typographical edits
Please cite this document as:

Transport Malta (2016), Transport Master Plan, 2025
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CONTENTS
List of Figures 9
List of Tables 14
Minister’s Statement 18
Chairman’s Statement 20
Executive Summary 24
1 CURRENT SITUATION OF THE TRANSPORT SECTOR 34
1.1 Road Transport 36

1.2 Road-based Public Transport 47
1.3 Intermodal Transport 56
1.4 Maritime Transport 59
1.4.1 Internal Maritime Transport 60
1.4.2 External Maritime Transport 64
1.5 Air Transport 69
2 DEFINING THE OPERATIONAL OBJECTIVES 74
2.1 Process followed to set the Operational Objectives and to identify the Measures 76
2.1.1 Operational Objectives 76
2.1.2 Modelling Framework 78
2.1.3 Future Forecasting 2025 84
2.1.4 Capacity Building 87
2.2 Road Transport Operational Objectives 87

2.2.1 Improve integrated and long term strategic transport planning and design 88
2.2.2 Provide alternatives to private vehicles to encourage sustainable
travel patterns and reduce private vehicular demand in the
congested ‘hub’ area 95
2.2.3 Reducing the role of the car in busy, congested urban ‘hub’ 111
2.2.4 Reduce the impact of high polluting vehicles in inner congested urban
areas and on the TEN-T network 118
2.2.5 Reduce the impact (social, environmental and economic) of vehicles
in urban areas 123
2.2.6 Reduce the impact of HGV’s on urban areas and the road network 129
2.2.7 Ensure a high level of service on the TEN-T Core and
Comprehensive Network 132
2.2.8 Improve the functionality of strategic roads, providing secondary
connectivity and improving the quality of urban areas 137

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2.2.9 Ensure effective and efficient management of roads and related
equipment ensuring quality and sustainability of investment through
regular maintenance 145
2.2.10 Improve Road Safety through better research, engineering, education
and enforcement 150
2.2.11 Ensure safe and efficient traffic management to optimise use of
existing infrastructure 153
2.2.12 Improve the effectiveness of enforcement of road transport regulations 158
2.3 Public Transport Operational Objectives 162

2.3.1 Improve service quality and modal share along strategic routes
by introducing Public Transport Quality Corridors 162
2.3.2 Improve Public Transport Service Quality to and between strategic
employment nodes, services outside the Inner Harbour Regions
and peripheral residential areas. 175
2.3.3 Explore opportunities to move towards Transit Oriented Development 180
2.3.4 Improve physical accessibility of Public Transport Service 182
2.3.5 Improve the quality of the environment at primary and secondary
public transport hubs 183
2.3.6 Improve availability and quality of unscheduled Public
Transport for schools 184
2.3.7 Reduce impact of clustering of unscheduled public transport
particularly in tourism hot spots and commercial areas. 186
2.3.8 Improve supply of alternative forms of scheduled Public Transport 187
2.4 Intermodal Operational Objectives 190

2.4.1 Improve intermodal seamless mobility (travel information, journey
planning services and multi-modal ticketing) 190
2.4.2 Develop transport hubs to encourage intermodality 191
2.4.3 Improve logistics and urban distribution of goods in the multi-modal
chain between ports, airport and hinterland 194
2.5 Internal Maritime Operational Objectives 196

2.5.1 Ensure developments in ports are backed up by long-term planning
to support long-term mobility patterns, safety and security 196
2.5.2 Improve operations and enforcement so that internal maritime
transport is properly regulated and monitored 198
2.5.3 Ensure users comply with conditions established for public accessible
maritime facilities as specified in contracts for use of these infrastructures 199
2.5.4 Removal of bottlenecks at TEN-T Comprehensive Ports 200
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2.6 External Maritime Operational Objectives 203

2.6.1 Ensure contracted parties comply with conditions established for
operation of maritime facilities, and as specified in contracts for use
of these infrastructures 203
2.6.2 Ensure development of ports and contiguous areas are backed up by
long-term planning to support sustainable growth in long term mobility
patterns, resilience, safety and security. 204
2.6.3 Removal of Bottlenecks in the TEN-T Core Port of Valletta 208
2.6.4 Removal of Bottlenecks in the TEN-T Core Port of Marsaxlokk 211
2.6.5 Ensure equipment, tools and human resources for the use, monitoring
and enforcement of maritime areas are updated and to improve safety
and security. 215
2.6.6 Reduce the environmental impact of ports on the nearby urban area. 217
2.6.7 Provide alternative fuel infrastructure to promote efficiency and
competitiveness. 219
2.7 External Aviation Operational Objectives 220

2.7.1 Safeguarding space within the airport and its contiguous area to
ensure developments support long term sustainable growth in the
aviation sector. 220
2.7.2 Remove bottlenecks at the TEN-T Core Airport 222
2.7.3 Improve management of operations, infrastructures and equipment by
taking advantage of new technologies 226
2.7.4 Maintain high levels of safety and security of aircraft in the Malta
airspace and the airport 227
2.7.5 Mitigate the impact of the airport on the surrounding environment 230
2.7.6 Improve availability and access to aviation transport statistics 231
2.7.7 Improve air connectivity for commercial passengers, freight and
business travellers. 232
2.7.8 Improve the freight connectivity between the airport and ports 234
2.7.9 Provide alternative fuel infrastructure to promote efficiency and
competitiveness. 234
2.8 Objectives Common to all Modes 236

2.8.1 Sustainable Financing 236
2.8.2 Climate change adaptation and mitigation 237
2.8.3 Research & Innovation in Transport 238
2.8.4 Transport Accident Safety Investigations 240
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3 APPRAISAL OF MEASURES 244
3.1 Measures Identified and Prioritised on the TEN-T Core and

Comprehensive Network 246
3.1.1 New TEN-T Guidelines and Connecting Europe Facility (2014-2020) 246
3.1.2 Operational Programme I (2014-2020) 247
3.1.3 Horizontal Priorities 247
3.1.4 Prioritisation of Measures in the TEN-T Core Maritime Ports 249
3.1.5 Prioritisation of Measures at the TEN-T Core Airport 252
3.1.6 Prioritisation of Measures on the TEN-T Core and Comprehensive
Road Network 253
3.2 Identification and Prioritisation of Low Carbon Transport Measures 298
3.2.1 Multi-Modal Transport 298
3.2.2 Other Seaports 300
3.2.3 Clean Urban Transport and Infrastructure 301
3.2.4 Intelligent Transport Systems 302
3.3 Other Transport Measures in the Transport Master Plan 303
4 APPRAISAL OF THE POLICY SCENARIOS 304
4.1 Introduction 306

4.2 Definition of the Scenarios 306
4.3 “Do-Something 1” scenario 307
4.3.1 High level of road infrastructure provision 307
4.3.2 Measures to increase the average speed of public transport 309
4.3.3 Measures to improve ferry services 311
4.3.4 Implementation of a cycling corridor 313
4.3.5 Low emission zone in the Hub 316
4.3.6 Promotion of multiple occupancy 317
4.4 “Do-Something 2” scenario 319
4.4.1 Moderate level of road infrastructure provision 319
4.4.2 Measures to increase the average speed of public transport 321
4.4.3 Measures to improve ferry services 322
4.4.4 Implementation of cycling corridors 324
4.4.5 Low Emission Zone in the Hub 325
4.4.6 Promotion of multiple occupancy 326
4.4.7 Introduce electric buses in Gozo 327
4.4.8 Fast ferry between Malta and Gozo 328
4.5 Outputs and results of modelling policy scenarios 329
4.5.1 Performance indicators 329
4.5.2 Cost of congestion 341
4.5.3 Cost of accidents 341
4.5.4 Environmental Externalities 343
4.5.5 Economic Indicators 345
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5 ENVIRONMENTAL CONSIDERATIONS 348
5.1 National Transport Strategy and Master Plan 350

5.2 Strategic Environmental Assessment framework 353
5.2.1 Assessment Methodology 354
5.2.2 Assessing significance 362
5.2.3 Assessment of Alternatives 362
5.2.4 Impact assessment 363
5.2.5 Cumulative & Synergistic Impacts 363
5.2.6 Mitigation & Recommendations 366
5.2.7 Monitoring 367
5.3 Appropriate Assessment findings 371
5.3.1 Potential impacts in the lifetime of the Master Plan 371
5.3.2 Potential impacts beyond the Master Plan 373
5.3.3 Potential cumulative impacts of the Master Plan 374
5.3.4 Mitigation 375
5.3.5 Residual impacts 376
6 PREFERRED OPTION 378
7 TARGETS, DELIVERY & TIMELINES 384
7.1 Transport Master Plan 2025 targets as related to the National Transport
Strategy 2050 386
7.2 Costs for delivery of this Master Plan 388
7.2.1 Costs by mode 388
7.2.2 Costs by 5-year period 389
7.3 Timelines, environmental impact and state aid assessment for each measure 390
8 MONITORING OF THE PLAN 424
8.1 The Monitoring Process 426

8.2 Indicators for monitoring 427
9 CONCLUSION 432
9.1 Legal Requirements 434

9.2 Methodology 434
9.2.1 Policy Frameworks 434
9.2.2 Issues analysis 435
9.3 Objectives and Measures 435
9.4 Prioritisation 435
9.5 Targets 436
9.6 Realistic and Mature Project Pipeline 436
9.7 Capacity to deliver 436
9.8 Environmental Aspects 437
9.9 Final Remarks 437
ANNEX I – LIST OF SUPPORTING DOCUMENTS 438

ANNEX II – REFERENCED DOCUMENTS 439
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FIGURES
Figure 1. The Master Planning Process 77

Figure 2. Classification of measures 77
Figure 3. Example of “supply” data captured in the NTM 79
Figure 4. Transport Zones in the NTM 79
Figure 5. Examples of Assessments that can use the NTM data 80
Figure 6. NTM outputs and use in impact assessment 81
Figure 7. 2014 (base year) traffic flow at AM peak hour 82
Figure 8. 2014 (base year) Public Transport speed ratio at AM peak hour 83
Figure 9. 2014 (base year) volume-demand/ capacity at AM peak hour 83
Figure 10. The Growth Scenarios in Short, Medium and Long Term 84
Figure 11. 2025 vehicle flow at AM peak hour 85
Figure 12. 2025 Public Transport speed ratio at AM peak hour 86
Figure 13. 2025 volume-demand/capacity at AM peak hour 87
Figure 14. Malta’s Principal Urban Area 89
Figure 15. Walking distances to local retail areas 95
Figure 16. Walking and Cycling catchment areas of Fgura and Sliema 96
Figure 17. Example of on-street parking prioritisation detracting from
pedestrian space 97
Figure 18. Example of poor distribution of road space between vehicles and
other road users 98
Figure 19. Cycle lane network in Malta (only extra-urban) 99
Figure 20. The transport hub and its connectivity 99
Figure 21. The higher density trips as generated by region 100
Figure 22. Congestion area for AM and PM peak hours 101
Figure 23. Trips attracted by Zone 101
Figure 24. Key congestion hub identified in the NTM 102
Figure 25. Spreading of peak hourly demand 104
Figure 26. Possible Pilot Cycling Corridors to Valletta (in red) 107
Figure 27. National Modal Split (NHTS 2010) 108
Figure 28. Modal split for Valletta (NHTS 2010) 109
Figure 29. Proposed regional SUMP boundaries 110
Figure 30. Density of total road network across EU Member States (source: EC) 111
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Figure 31. New Roads and Road Widening since 1990 111
Figure 32. 2025 volume-demand/capacity at AM peak hour 113
Figure 33. Critical TEN-T Network link between Sta. Venera and Tal-Qroqq Tunnels 113
Figure 34. Locations of highest density car attracting zones 114
Figure 35. Payment for Parking across Malta in numbers 114
Figure 36. Regulated on-street and off-street public parking 115
Figure 37. Lija Church and Main Square today and following intervention to
enhance public space 117
Figure 38. Possible location of controlled parking (option 1) 117
Figure 39. Possible location of controlled parking (option 2) 117
Figure 40. Vehicle age profile at first registration 118
Figure 41. NOx pollution recorded over Malta 2008-2011 (Air Quality Trends, MEPA) 119
Figure 42. Location of Electric Vehicle public charging points across Malta. 119
Figure 43. Roads not designed to facilitate pedestrian use 123
Figure 44. Damage to road by tree roots with safety implications 124
Figure 45. Unattractive walking environment of a Maltese street 124
Figure 46. Example of an attractive walking environment 124
Figure 47. Planned open space that encourages pedestrian activity and
stimulates economic activity 124
Figure 48. Heavy traffic causing community severance 125
Figure 49. Poor permeability between urban areas 125
Figure 50. Legal parking obscuring pedestrians crossing the road 125
Figure 51. Parking on the pedestrian footpath forcing people to walk on the road 125
Figure 52. Illegally parked vehicles obscuring sight lines and reducing capacity of road 125
Figure 53. Traffic Composition during AM peak hour 129
Figure 54. Survey of Road Freight movements (2014) 130
Figure 55. Malta’s TEN-T Network since 2014 133
Figure 56. Status of Completion of TEN-T Road Network (2015) 136
Figure 57. Malta’s Strategic Road Network 138
Figure 58. TEN-T Comprehensive Road passing through dense urban area 138
Figure 59. Examples of Road Categorisation in conflict with use 139
Figure 60. Road Lengths by Category 140
Figure 61. Annual Distance Travelled by Road Category 140
Figure 62. Non-arterial roads with high levels of traffic (>1,000 veh/h) 141
Figure 63. Conceptual classification Roads and Streets 142
Figure 64. Example of detailed classification matrix 142
Figure 65. Street Types Matrix (Transport For London) 142
Figure 66. Total Inland Infrastructure Spend as a % of GDP 147
Figure 67. Types of Maintenance and Time 148
Figure 68. Location of Bridges and Tunnels in Malta 151
Figure 69. 2014 (base year) Public Transport Speed Ratio across the network 163
Figure 70. Identified Public Transport corridors that exhibit potential to address
journey time improvements 164
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Figure 71. 2015 Existing Public Transport priority lanes 165
Figure 72. Public Transport Frequency 166
Figure 73. Public Transport Patronage AM Peak 166
Figure 74. Public Transport Patronage PM Peak 167
Figure 75. Morning peak hour movements Valletta & Gozo Hub 168
Figure 76. Morning peak hour movements Peninsula, North Inner Harbour and
North Outer Harbour 168
Figure 77. Morning peak hour movements Peninsula, South Inner Harbour and
South Outer Harbour 169
Figure 78. Morning peak hour movements North – South Interchange 169
Figure 79. Existing Hierarchy of Employment Nodes 170
Figure 80. Comparison of Residential Density and Public Transport provision 171
Figure 81. Key Corridors to be developed into Public Transport Quality Corridors 172
Figure 82. 2016 Published Map of Public Transport Routes 174
Figure 83. Employment Densities and Bus Service Frequencies 175
Figure 84. Residential Densities and Bus Service Frequencies 175
Figure 85. Peripheral locations with lower bus frequencies 176
Figure 86. Employment Nodes overlaid with no of Bus Routes along the network 177
Figure 87. Example of Accessibility Map by Private and Public Transport
(University / Mater Dei) 177
Figure 88. Potential P+R sites for modal interchange 178
Figure 89. Population Density overlaid with P+R sites and Public Transport
Frequencies 179
Figure 90. Transit Routes showing Work Place Density 180
Figure 91. Transit Routes showing Residential Density 180
Figure 92. Conflicts of private transport parking and unscheduled service provision 186
Figure 93. Double parking by Hop-on Hop-off buses 186
Figure 94. Capacity and Travel Speeds of Public Transport Systems 188
Figure 95. Ferry Patronage: Sliema-Valletta 191
Figure 96. Ferry Patronage: Three Cities - Valletta 192
Figure 97. Potential AM Peak hour by Commuters on Ferry to/from Valletta
(NTM; Elaboration) 192
Figure 98. Montage showing ferry connections to Valletta 193
Figure 99. Passengers and Vehicles Trend (2011-2013) between Malta and
Gozo (NSO) 200
Figure 100. Long-Term Vision - last developed by the Malta Maritime Authority
in 2006 206
Figure 101. Malta Freeport proposals as shown in MFT Master Plan 207
Figure 102. Capacity and demand analysis for container traffic in the Port of Valletta 208
Figure 103. Port of Valletta North and South Shore Freight terminals 209
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Figure 104. Port of Valletta North shore cruise liner berths 209
Figure 105. Capacity and demand analysis for container traffic in the Port of
Marsaxlokk 211
Figure 106. Airport Passenger Movements by Month (2012-2015) 220
Figure 107. Airport Aircraft Movements by Month (2012-2015) 220
Figure 108. Capacity of the passenger terminal area and runway in Malta
International Airport 222
Figure 109. MIA Annual Passenger Traffic Forecast 223
Figure 110. Malta International Airport Development Zones 224
Figure 111. Visual of TEN-T Core Road Measure RD1 at Addolorata junction, Marsa 254
Figure 112. Schematic of TEN-T Core Road Measure RD1 - Addolorata junction, Marsa 254
Figure 113. Schematic of TEN-T Comprehensive Road Measure RD2 -
Kappara junction, Kappara 255
Figure 114. Uncompleted sections of TEN-T Road Network in Gozo 264
Figure 115. Uncompleted sections of TEN-T Road Network in Malta 264
Figure 116. Schematic of the TEN-T Road Network Measures 270
Figure 117. Schematic of the TEN-T Road Network Measure (RD3) 272
Figure 118. Schematic of TEN-T Core Road Measure RD3 – December 13th
Road, Marsa 273
Figure 120. Schematic of TEN-T Comprehensive Road Measure RD4 – Msida (1 of 3) 278
Figure 121. Schematic of TEN-T Comprehensive Measure RD4 – Msida (2 of 3) 279
Figure 122. Schematic of TEN-T Comprehensive Measure RD4 – Msida (3 of 3) 279
Figure 124. Schematic of TEN-T Comprehensive Road Measure RD5 – Route 6
Blata l-Bajda to Valletta (1 of 2) 286
Blata l-Bajda to Valletta (2 of 2) 287
White Rocks Complex to Manuel Dimech Bridge, St Andrew’s (Phase A) 289
White Rocks Complex to Manuel Dimech Bridge, St Andrew’s (Phase B) 290
Figure 129. Estimated Project Cash Flows (RD3) 296
Figure 132. Location of the six Do-Something 1 TEN-T Road Projects 308
Figure 133. Public Transport Corridors PT 1 and PT2 309
Figure 134. Schematic of system of real time vehicle tracking and management 310
Figure 135. Location of ferry services 311
Figure 136. Schematic of an improved allocation of the limited Road Space to
create cycling corridors 313
Figure 137. Cycle Corridor 1 313
Figure 138. % of population using the bicycle as main mode of transport. 2013 314
Figure 139. Bicycle modal share in several European countries/cities. 2009 315
Figure 140. Low Emission Zone 317
Figure 141. High Occupancy Vehicle Lanes and signage 319
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Figure 142. Location of the four Do-Something 2 TEN-T Road Projects 320
Figure 143. Public Transport corridors PT 1 to PT7 321
Figure 144. Location of ferry services 322
Figure 145. Cycle Corridors 1 & 2 324
Figure 146. Low Emission Zone 326
Figure 147. AM Road traffic volumes (PCU/h) of the entire network,
Do-Something 1, 2025 (NTM) 331
Figure 148. AM Road traffic volumes (PCU/h) within the Inner-Harbour Region,
Figure 149. AM Road traffic volumes (PCU/h) of the entire network, Do-Something
2, 2025 (NTM) 332
Figure 150. AM Road traffic volumes (PCU/h) within the Inner-Harbour Region,
Figure 151. AM Volume/Capacity of the entire network, Do-Something 1, 2025 (NTM) 334
Figure 152. AM Volume/Capacity within the Inner-Harbour Region, Do-Something
1, 2025 (NTM) 334
Figure 153. AM Volume/Capacity of the entire network, Do-Something 2, 2025 (NTM) 335
2, 2025 (NTM) 335
Figure 155. AM Public Transport speed analysis of the entire network, Do-Something
1, 2025 (NTM) 339
Figure 156. AM Public Transport speed analysis within the Inner-Harbour Region,
Figure 157. AM Public Transport speed analysis of the entire network, Do-Something
2, 2025 (NTM) 340
Figure 158. AM Public Transport speed analysis within the Inner-Harbour Region,
Figure 159. Cash Flows (Do-Something 1) 347
Figure 160. Cash Flows (Do-Something 2) 347
1, 2025 (NTM) 381
2, 2025 (NTM) 381
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TABLES
Table 1. TEN-T Road sections legally required to complete the TEN-T network
(Core and Comprehensive) 135
Table 2. TEN-T Road measures short listed for scenario analysis 137
Table 3. Modal split in relation to travel distance for educational purposes 185
Table 4. The Scandinavian – Mediterranean Core Network Corridor as applied
to Malta 247
Table 5. Table of Single European Sky Measures 248
Table 6. Table of Telematics Applications for Roads Measures 248
Table 7. Table of Telematics Applications for Vessels Measures 249
Table 8. Table of Core Port of Marsaxlokk Measures 250
Table 9. Table of Core Port of Valletta Measures 251
Table 10. Table of Core Airport Measures 252
Table 11. Table of Core TEN-T Road Measures 253
Table 12. Table of TEN-T Comprehensive Road Measures 255
Table 13. Table of other TEN-T Road Network measures 237
Table 14. Scoring system of the MCA 263
Table 15. Table showing application of MCA scoring to the TEN-T Roads Measures 265
Table 16. Measures of effectiveness: peak-hour and yearly travelled distance by
all vehicles, RD3 project, 2025 274
Table 17. Key mobility Statistics: peak-hour and yearly Modal Split, RD3 project,
2025 274
all passengers, RD3 project, 2025 (NTM; Elaboration) 274
Table 19. Measures of effectiveness: peak-hour average speed, RD3 project,
2025 275
Table 20. Estimation of yearly cost of congestion, RD3 project, 2025 275
Table 21. Estimation of yearly cost of accidents across the whole network,
RD3 project, 2025 276
Table 22. Climate change: estimation of yearly GHG (CO2) emissions,
Table 23. Estimation of yearly production of air pollutants, RD3 project,
2025 276
Table 24. Estimation of yearly cost of air pollution, RD3 project, 2025 276
Table 25. Measures of effectiveness: peak-hour and yearly travelled distance
by all vehicles, RD4 project, 2025 280
2025 281
all passengers, RD4 project, 2025 281
Table 28. Measures of effectiveness: peak-hour average speed, RD4 project,
2025 281
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Table 32. Estimation of yearly production of air pollutants, RD4 project, 2025 283
Table 34. Estimate of yearly cost of accidents across the whole network,
by all vehicles, RD6 project, 2025 290
2025 290
by all passengers, RD6 project, 2025 291
Table 38. Measures of effectiveness: peak-hour average speed, RD6 project, 2025 291
Table 42. Estimation of yearly production of air pollutants, RD6 project, 2025 293
Table 44. Economic indicators, RD3, RD4 and RD6 projects. 295
Table 45. Identified Projects – Multimodality (National and/or Private Funding) 298
Table 46. Identified Projects – Multimodality Public Transport
(Possible OP I 2014-2020) 299
Table 47. Identified Projects – Multimodality Alternative Transport
(Possible OP I 2014-2020) 299
Table 48. Identified Projects – Multimodality Active Transport
(Possible OP I 2014-2020) 300
Table 49. Identified Projects – Sea Ports (Possible OP I 2014-2020) 301
Table 50. Identified Projects – Clean Transport (National and/or Private Funds) 301
Table 51. Identified Projects – Clean Transport (Possible OP I 2014-2020) 302
Table 52. Identified Projects – Intelligent Transport Systems
(Possible OP I 2014-2020) 302
Table 53. Ferry services features 312
Table 54. Total number of vehicles in Malta 316
Table 55. Number of vehicles per age group – over 20 years old 316
Table 56. Ferry services features 323
Table 57. Total number of vehicles in Malta 325
Table 58. Number of vehicles per age group – over 20 years old 325
Table 59. Pollutants emissions and CO2 emissions spared by the
introduction of electric buses in Gozo 327
Table 60. Savings in air pollution and climate change due to the introduction
of electric buses in Gozo 327
Table 61. Comparison of the emissions between the scenarios with and
without electric buses 327
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Table 62. Comparison of the costs due to climate change and air pollution
between the scenarios with and without electric buses 328
Table 63. Pollutants emissions and CO2 emissions saved by a Freight ferry
link between Malta and Gozo 329
Table 64. Savings in air pollution and climate change due to the introduction
of a daily Freight ferry link between Malta and Gozo 329
by all vehicles, 2025 330
Table 66. Key mobility Statistics: peak-hour and yearly Modal Split 2025 336
by all passengers 2025 336
Table 68. Measures of effectiveness: peak-hour LV and PT average speed 2025 337
Table 69. Comparison of commercial speeds for urban bus networks across
different cities in 2013 338
Table 70. Estimation of yearly cost of congestion, 2025 (NTM; Elaboration) 341
Table 71. Value of statistical life 342
Table 72. Estimation of yearly cost of accidents across the whole network, 2025 342
Table 73. Main assumptions: Tier 1 emission factors (EMEP-EEA air pollution
emissions inventory guidebook) 343
Table 74. Main assumptions: average fuel consumption per km 343
Table 75. Climate change: estimation of yearly GHG (CO2) emissions, 2025 344
Table 76. Estimation of yearly production of air pollutants, 2025 344
Table 77. Estimation of yearly cost of air pollution, 2025 344
Table 78. Economic indicators, DS1 and DS2 scenarios. 346
Table 79. Strategic goals of the Transport Strategy 352
Table 80. Key stages in the SEA process 353
Table 81. SEA Environmental Objectives & Indicators for Assessing Impacts 355
Table 82. Summary of cumulative environmental effects of the Transport
Master Plan 364
Table 83. Environmental Monitoring Plan 368
Table 84. Estimation of yearly production of air pollutants, 2025 383
Table 85. Economic indicators, DS1 and DS2 scenarios. 383
Table 86. Transport Master Plan Targets relating to the Economic Development
Strategic Goal 386
Table 87. Transport Master Plan Targets relating to the Environmental & Urban
Sustainability Strategic Goal 387
Table 88. Transport Master Plan Targets relating to the Accessibility and Mobility
Strategic Goal 387
Table 89. Transport Master Plan Targets relating to the Social Development and
Inclusion Strategic Goal 387
Table 90. Transport Master Plan Targets relating to the Safe and Secure
Strategic Goal 388
Table 91. Transport Master Plan Targets relating to the Improved Public Health
Strategic Goal 388
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Table 92. Summary of Costs of delivery of Transport Master Plan by mode
(2016-2025) 389
Table 93. Summary of Costs of delivery of Transport Master Plan by Period

(2016-2025) 389
Table 94. List of measures with timelines, environmental impact and state
aid assessment 391
Table 95. Indicators proposed for Planning and Design measures 427
Table 96. Indicators proposed for Policy, Regulatory or Economic measures 428
Table 97. Indicators proposed for Supporting measures 428
Table 98. Indicators proposed for Physical or Technical measures 429
17
MINISTER’S
STATEMENT
Over the last three years, Government has been working hard to sustain Malta’s high
levels of economic growth, to increase Malta’s global competitiveness and to provide
new employment opportunities. We aspire for Malta to be the first choice for business
establishment, for our islands to retain their tourism appeal, charm and unique character and
for Malta to be a pleasant, prosperous and healthy place to live in.
Our transport system is a vital enabler of economic growth and jobs - a lifeline link for our
growing tourism, industry and service sectors. As a small peripheral island state, territorial
cohesion within the European Union and the inherent distance-related costs of transport
services will always present a challenge for Malta. To remain competitive, our airport, port
and road infrastructure needs to be robust and capable of increasing its potential to handle
future growth in passenger and freight demand. Our transport system needs to be resilient
and flexible to bring increased efficiency to transport service provision and to ensure
seamless connectivity to our international markets.
Malta, like many other countries, faces the challenges of lifestyle changes that have resulted
in increased demand for personal mobility and more dependence on private cars. Today,
more than ever, we need to strike a fine balance between protecting our environment,
preserving our health and mitigating the negative impacts of climate change, on the one
hand, and improving economic performance on the other. This will call for better quality and
more reliable public transport, a shift to alternative modes and better integration between
these modes.
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If we do nothing about these issues today, then ten years from now our airport and external seaports
will suffer capacity issues that will lead to increased congestion, longer journey times - and ultimately
loss of competitiveness. Moreover, traffic levels on our road network will increase by 12%, the speed
of buses would slow down to a little more than walking speed during peaks and greenhouse-gas
emissions from transport alone would increase to 340,000 tonnes per year.
Overall, this would cost the Maltese economy €579 million in 2025 - a societal burden that we now aim
to reduce significantly through the implementation of sustainable transport policies, measures and
transport infrastructure plans contained in the overarching Transport Master Plan covering the next
ten years.
The Transport Master Plan 2025 is intended to help transport stakeholders to better understand what
the Government is seeking from the transport system. Developed within the longer-term framework
of the National Transport Strategy 2050 and following extensive research and technical analysis, it
brings together previously published thematic strategies and plans such as the Intelligent Transport
System Action Plan 2013-2017, the National Road Safety Strategy 2020 - as well as sectoral master
plans for 2020 prepared by the infrastructure managers of the Malta Freeport Terminals and the Malta
International Airport. It takes into consideration the potential funding from national and private sector
budgets, as well as the funding opportunities set out in the Programming of European funds for Malta
2014-2020 - Operational Programme I (ERDF /CF), Connecting Europe Facility and new financing
instruments such as the European Fund for Strategic Investment which aim to mobilise private
investment.
Your positive feedback on the operational objectives and potential measures during the public
consultation process was most encouraging and several new ideas you had put forward have now
been taken on board in the final Transport Master Plan 2025.
Looking ahead over the next decade, with a comprehensive national policy framework now in place
and a clear plan for future transport investment, we look forward to working in partnership with
transport stakeholders, transport consumers, academia, NGOs, Government entities and Local
Councils to help us develop a national transport system that we can be proud of.
JOE MIZZI
Minister for Transport and Infrastructure
19
CHAIRMAN’S
STATEMENT
This is the first-time Malta has an over-arching, multi-modal national Transport Master Plan.
The Transport Master Plan 2025 comes at a time when Malta is experiencing robust
economic growth and record employment levels, with demand for transportation steadily
expanding. This Plan is a catalyst to ensure that Malta takes the necessary, coordinated
steps in proper transportation planning, identifying the right policy mix of measures whilst
ensuring that economic progress and infrastructure development move steadily while
managing the effect of transport on the environment, public health and climate change.
Fundamentally, it is about improving the quality of life of our citizens.
Today, we know what will happen in future if we do nothing. We know the perils of not taking
the appropriate action. We can anticipate our own mistakes. The national transport model
has been built as a scientific tool used to support the development of the Master Plan. With
this technology, we can predict future mobility levels and its effects on public health, safety
and the environment and we can also quantify the benefits of adopting a more sustainable
transport policy framework. This is perhaps one of the strongest tools the Transport Master
Plan wields, a tool that will assist policy makers and stakeholders in shaping better their
actions for a number of years to come.
The Transport Master Plan 2025 is positively biased in favour of cleaner, safer and smarter
transportation. It identifies the funding required for infrastructural schemes, highlights the
resources needed to implement the measures in the Plan over its 10 year life span; while
laying the foundations for the necessary cultural change, through advocating increased use
of public transport, cycling and walking for everyday commuting.
20
This is all in the context of the ever increasing challenge of traffic congestion, with its wide array of
negative effects on society.
We are convinced this Plan represents a quality leap in the right direction. We are also convinced
that the setting of this Plan fulfils the requirements for the comprehensive transport plan as set out
in the ex-ante conditionality for accessing the EU funding (2014-2020) to be used for road, sea and
air transport projects in Malta. This requirement was a bold, yet necessary, measure taken by the
European Union, which helped to provide the necessary impetus to facilitate national coordination
towards achieving an important plan of action that, in places, touches on sensitive issues. Indeed, we
are very proud with the quality and extent of the national public consultation held and with the quality
of comments and suggestions received.
Finally, I would like to personally thank all of those individuals and organisations who have contributed
to the formulation of this Transport Master Plan. Particular thanks go to the team from JASPERS who
have patiently reviewed, critiqued and provided guidance to the Transport Malta over these past two
years from the plan’s initial concept to its completion; to Ingeniería y Economía del Transporte, S.A.,
Systematica S.r.l. and Adi Environmental Consultants Ltd who have supported the Plan’s development
process with their technical expertise. And, last but not least, I would like to compliment my team
of dedicated staff from the Integrated Transport Strategy Directorate who have coordinated the
compilation the Transport Master Plan 2025 and its various supporting documents. They presented
the findings and endeavoured to meet with all of the transport stakeholders, NGOs and interested
parties to better understand and document the specific challenges that we are facing in Malta today
to collectively plan for a better transport system in the future.
We now have a structured well planned way forward to ensure sustainable mobility for our citizens.
JAMES PISCOPO
Chairman and CEO Transport Malta
21
THE CORE TEAM
Ingeniería y Economía del

Transporte, S.A (INECO)
Systematica S.r.l.
22
Adi Associates Environmental
Consultants Ltd.
Integrated Transport Strategy

Directorate, Transport Malta
23
EXECUTIVE
SUMMARY
What is the purpose Transport Master Plan?
The Transport Master Plan 2025 builds on the strength of

long-term vision, goals and guiding principles established in the
National Transport Strategy 2050.
The Master Plan sets out the framework and the overall priorities
which will guide transport investment in air, sea and land transport
sectors over the next 10 years. It defines clear project pipelines
for studies, operational changes, infrastructural and organisational
measures and identifies where funds from national, European Union
and other financing sources can most effectively be invested, where
needed, in our transport system so as to help attain the long range
strategic targets.
The Plan will serve to guide transport’s contribution to the physical,

environmental, social, economic development of the Maltese islands,
while focusing on delivering a safer, secure, more sustainable and
healthier transport system over the short-medium term, for the
ultimate benefit of citizens, businesses and visitors to our islands.
24
CURRENT FUTURE
GUIDING NATIONAL TRANSPORT STRATEGY 2O5O
PLANNING TRANSPORT MASTER TRANSPORT MASTER

PLAN 2O25 PLAN 2O35
ACTION ACTION
IMPLEMENTING POLICIES
PLANS
MEASURES POLICIES
PLANS
MEASURES
Figure i.
Purpose of this Document
25
THE MASTER
PLANNING PROCESS
The Transport Master Plan 2025 has been developed by Transport Malta with
assistance from the INECO-Systematica Consortium and with strategic support and
guidance being provided by the Joint Assistance to Support Projects in European
Regions (JASPERS)1.
Throughout the development process of the Transport Master Plan 2025, there
has been a significant level of evidence-gathering and analysis of the performance
of road, public transport, maritime and air transport sectors. This underpins the
identification of the challenges faced and the actions and measures required to
address the needs of the different travel modes.
This technical analysis has been supported by rigorous modelling of current and
future travel demands using transport model. The modelling process was highly
technical and time-consuming but it has helped to accurately quantify the issues that
currently affect the different modes of transport and enabled the clear understanding
of their true causes. The process also allowed Transport Malta to examine the likely
impacts of population, employment growth and their spatial distribution across Malta
and Gozo over the next 10 years; and how this will impact on our transport system
should there be no change in the current transport policy framework and should
there be no further investment in transport infrastructure.
1
JASPERS is a partnership between the European Commission, the European Investment Bank (EIB) and the
European Bank for Reconstruction and Development (EBRD).
26
HIERARCHY
The Transport Master Plan is a planning and implementation document, with

measures in the short to medium term (10 years) in duration. The master plan aims
to achieve the goals set by the National Transport Strategy 2050 and the strategic
framework set out in it.
VISION
(Transport Components
UPDATE of the Structure Plan (1992) NATIONAL TRANSPORT STRATEGY
UPDATE (Sectorial Transport Plans) TRANSPORT MASTER PLAN
NEW MEASURES
Figure ii.
Hierarchy of the Strategic and
Planning Framework
27
WHAT DOES THE

TRANSPORT MASTER PLAN
CONTAINS
The Transport Master Plan 2025 is organised into nine chapters.
Chapter One provides a summary of the extensive diagnosis of the transport systems in
Malta. It draws conclusions from the issues and challenges that have been identified in road,
public transport, intermodal, maritime and air transport sectors.
Chapter Two sets out the process that has been followed to set the operational objectives
for the Transport Master Plan 2025 that led to the identification of measures to address
issues identified. The second part of this chapter is structured according to the travel mode.
The rationale behind the operational operatives is explained in some detail as well as a
description of the measures needed to achieve these objectives.
Chapter Three overviews the assessment process used to identify and select the major
capital project measures that should be prioritised for investment and implementation in the
short-term.
Chapter Four explains the policy scenario testing process that has been used to quantify
and qualify transport master plan measures in terms of relative contribution to long-term
strategic goals set out in the National Transport Strategy 2050. Two alternative future policy
scenarios that contain packages of measures with varied levels of support for alternative
transport modes and transport infrastructure improvement are simulated. The results are
subsequently compared with a do-minimum reference scenario.
Chapter Five contains a summary of the environmental aspects considered in relation to

the implementation of the Transport Master Plan 2025 and an explanation of how these
have been addressed for both the Strategic Environmental Assessment and the Appropriate
Assessment.
Chapter Six sets out the preferred transport policy approach for addressing the main
transport issues over the next ten years. It also sets out estimates of costs and the timelines
of the respective measures.
28
Chapter Seven outlines the process that shall be undertaken for the ongoing monitoring of
the implementation of the Transport Master Plan; in terms of targets as well as in terms of
impacts – both economic and environmental.
Chapter Eight outlines the monitoring process that is being established and the indicators
against which the transport master plan will be monitored.
Chapter Nine concludes this report by summarising the process, content and methodology
utilised to develop this Transport Master Plan.
Finally, the Annexes include the following:

I – List of Supporting Documents
II –Documents referred to when compiling this Master Plan.
29
TRANSPORT MASTER
PLAN TARGETS
Since the National Transport Strategy 2050 sets the long term targets and a number
of mid-term strategic targets, these have necessarily been incorporated into the
Transport Master Plan with a 2025 timeline.
KEY PRINCIPLES GUIDING

THE TRANSPORT MASTER PLAN
The Principles Guiding this Master Plan:
• Efficient Utilisation of the Existing Transport System - Traffic Management,

Logistics Planning and Enforcement
• Creating Modal Shift
• Integrated Approach to Planning and Design
• Encouraging use of Greener Fuels and Vehicles
• Modernisation, Development and Revitalisation of the Strategic Transport Network
to improve Territorial Cohesion
• Investment in Education, Information and Human Resources
• Making Room for Innovation and Research
• Sustainable Financing and Fair Competition
30
THE CONSULTATION
PROCESS
As much as the research and analysis carried out has informed the development of this
document, it was also necessary to consult with all the entities working within the different
transport sectors as well as government ministries and organisations so as to receive
additional input based on relevant expertise from a wider possible perspective. A number of
important consultation meetings were organised with key players and representative bodies
to help gain greater insight into the operational issues currently facing the transport sector.
Extensive consultation with stakeholders, constituted bodies, civil society and the public on
draft operational objectives and potential measures was organised. The public consultation
process was launched by the Minister for Transport and Infrastructure in June 2016 and
consultation documents were published on Transport Malta’s website and were supported
by a similar publication on the consultations website of the Ministry of Social Dialogue,
short slots on the media to draw attention and social media. The public consultation was
extensively reported in the mainstream media.
The public were invited to communicate by phone, email or in writing and a significant level
of feedback was received by Transport Malta from various stakeholders (in excess of 500
comments and suggestions). A similar level of discourse was noted on the social media and
main public media comment boards.
The feedback received and our commentary as to how we have addressed the feedback has
been summarized in the Transport Master Plan – Supporting Document I - Consultation and
Commentary, which is available at:
http://www.transport.gov.mt/transport-strategies/strategies-policies-actions/national-
transport-strategy-and-master-plan
Further information:
http://www.transport.gov.mt/transport-strategies
31
THE SEA
CONSULTATION PROCESS
Similar to the Public Consultation process, extensive consultation with stakeholders,

environmental bodies, civil society and the public on the Environmental Report
accompanying this Master Plan is being carried out.
The consultation process was launched by Transport Malta in September 2016 and the
consultation documents are published on Transport Malta’s website, supported by short slots
on the media to draw attention and social media.
32
33
34
01
CURRENT
SITUATION OF THE
TRANSPORT
SECTOR
35
This chapter provides a diagnosis of 01.1

the transport sector in Malta and draws ROAD TRANSPORT
conclusions from issues and problems A high level summary of the SWOT analysis for
highlighted in the Existing Conditions and road-based transport is presented below. This is
Data Diagnostics Report2 . It comprises then followed by a more detailed explanation of
a concise and thorough analysis of all the main points.
transport subsectors that are herein
proposed separately.
The diagnosis presented is structured

in the way to point out the strengths,
opportunities, threats and weaknesses of
all the aforesaid transport subsectors. The
different modes of transport present in Malta
are considered separately in order to outline
the general Maltese transport framework.
The transport subsectors analysed are the
following3 :
• Road Transport (including road-based

public transport);
• Intermodal Transport;
• Maritime Transport (including waterborne
public transport); and
• Air Transport.
STRENGTHS
Extensive experience in planning, design and implementation of TEN-T roads projects

Malta has a relatively good record in road safety thanks to the implementation of a number
of measures and has a clear strategy and action plan for the 1O year period 2O14-2O25.
Strong commitment for deployment of Intelligent Transport Systems (ITS) to improve
efficiency and safety on existing road network outlined in a clear Action Plan for ITS
deployment (2O13-2O17).
The spatial distribution of town centres across Malta and the comparison between urban
fabric extent and pedestrian catchment area can trigger a significant potential for walking.
National Transport Simulation Model now available to support policy development,
planning and educational learning in the transport sector.
Short trip distances which favour active mobility such as walking, cyling and public
transport.
2
Transport Malta (2015), National Transport Strategy - Existing Conditions and Data Diagnostic Report, 2014
3
Jaspers Guidance Note, Methodological support to the Preparation of National and Regional Transport Plans and related
Ex-Ante-Conditionality to the 2014-2020 Programming Period with the additional Intermodality section as agreed with TM
36
WEAKNESSES
Deep-rooted car-oriented culture and transport system

characterised by the general lack of accessible space provided for other alternative modes
such as walking, cycling and public transport.
Malta has one of the highest road densities in Europe and traffic is heavily concentrated
across the central section of the TEN-T Network and link roads in the main urban
agglomeration area.
New road provision constrained by high urban density within built-up areas and physical
and legal barriers to new infrastructure development outside of built-up areas.
Malta has high car dependency rates and low car occupancy rates.
Poor discipline on Maltese roads and poor compliance with traffic rules by road users
disrupts traffic flows and adversely impact on road safety.
Hot summers and hilly terrain which may discourage active mobility such as walking or
cycling and, possibly, public transport.
Existing road network is designed for vehicular traffic which creates difficulties in its
adaptation to other mobility options.
OPPORTUNITIES
The setting up of a road infrastructure asset management system to facilitate holistic

infrastructure programming, budget forecasting for capital and recurrent works and longer
term budget sourcing.
To update road design and construction standards and specifications to introduce latest
technologies, new materials and best practices in construction methodologies.
To improve freight distribution and logistics to reduce the impact of freight deliveries in
urban areas.
To encourage soft modes such as cycling and walking in areas with a high concentration
of short distance trips such as the Inner Harbour Region and North Outer Harbour Region
through infrastructure provision and policy development.
To reduce reliance on internal combustion engines and to improve environmental
performance of transport sector by promoting electromobility.
1O year National Transport Plan to increase awareness of the issues facing road transport,
to clearly identify the infrastructure investments and to explain the rationale behind
difficult transport policy decisions.
Improve coordination between road infrastructure managers, service utility providers and
entities responsible for construction to minimise delays during works ensure realisation of
full project life cycle.
Further development of synergies between academia, research agencies and road
transport planning and engineering practitioners
37
THREATS
Steady and continuous economic growth and, in turn, increasing levels of disposable
income leading to potential increase of car ownership and resulting road traffic congestion
Pronounced AM peak hour handling over 11% of daily traffic
Within the next 1O years, the modelled forecast of 5-6% traffic growth will result in serious
peak hour capacity issues in the central section of the TEN-T network
Climate change impacts such as increased rain intensity and, more especially, sea level rise,
could cause flooding issues on the road network near the coast.
Transport can have significant negative impacts on air quality and noise pollution.
The development of new roads, if not designed holistically, can hinder biodiversity.
The lack of a comprehensive strategy for parking management adversely affects the
quality of life for those living and working in the busy urban centres.
The Maltese transport framework is Another important factor impacting on

characterised by the predominance of the road transport sector is population
road-based transport, with private cars, density. With an average of 1,341 inhabitants
buses, road freight, cycling and walking per square kilometre Malta has by far the
representing 98% of all internal travel highest population density of any country
movements in a typical day. The analyses in the European Union. These unique
performed have led to the identification of factors, along with Malta’s small country size,
both strengths in the road transport that present practical difficulties when comparing
can be built on but also the main issues the performance of Malta’s internal transport
and problems that need to be addressed system with that of the other EU countries.
in relation to the supply and demand for For instance, the short travel distances mean
road transport, the degree of utilisation that marginalisation of rural communities
and functionality of road transport and its is not a major issue compared with most
organisation. other EU countries but, the lack of high-
speed, inter-regional roads in Malta naturally
Supply of road transport in Malta comprises gives rise to slower nationwide travel times
a well-developed, existing strategic and congestion levels which are more
road network with few missing links and, akin to congestion levels found in medium
in general, provides an adequate level of and large cities in Europe, rather than at
connectivity between the main towns and a country level. Malta’s very high road
from the smaller urban and rural settlements. network density, high population density
The total extent of the Maltese road system and urban agglomeration patterns result
is about 2,410 km, with approximately 762 in a scarce availability of land for road
km of roads/100 km2; this represents the network improvements, as well as conflicting
densest road system in the European needs between the road network and its
Union. surroundings.
38
The key strategic sections of the Maltese The quality of road infrastructure on
road network form the Trans-European the strategic arterial and distributor road
Transport Network. Malta’s original TEN-T4 network has greatly improved as a result
road network comprised 51km of strategic of important investment allocated for road
road in Malta and Gozo, main sections of refurbishment over the last decade. However,
which were upgraded through a series of a significant portion of the non-arterial
investments supported by the European and distributor road network needs to be
Union under successive programming upgraded or repaired.
periods since 2004. In 2013, EU legislation
on the TEN-T was revised5 and this had As revenue generation from transport
resulted in an extension of Malta’s TEN-T (i.e. vehicle licensing, fees and taxation)
road network to cover more than 112km. has no bearing to infrastructure works
or maintenance of infrastructure, national
The revised TEN-T network is divided into funds need to be sourced from central
two components, the Core TEN-T Network funds for road network repair, construction,
which provides strategic connections between reconstruction and operation. As with many
Malta’s airport, the Port of Valletta (freight and other European countries, the availability of
passenger) and the Port of Marsaxlokk (freight) needed funds to carry out all the necessary
which is a subset of the Comprehensive works in the short-term is not realistic,
TEN-T Network which connects the rest of the therefore a clear and objective plan of
territory to the Core TEN-T network and the priority actions needs to be established.
inter-island ferry port of Cirkewwa and port In recent years, infrastructure investment
of Mgarr (Gozo). Currently, with the recent has steadily risen to an average of 0.88%
completion of the TEN-T Coast Road project, of national GDP. The Transport Master Plan
over 38% of Maltese TEN-T network has now identifies the OECD international benchmark
been completed. of allocating at least 1% of national GDP
for maintenance, repair, construction,
As the mandatory EU-wide date for reconstruction and operation of transport
completion of the TEN-T Core network is infrastructure as best practice, and as a
2030 and TEN-T Comprehensive network is realistic target to aim for.
2050, a clear and objective programme for
the investment and implementation of both It should be borne in mind that EU Cohesion
components of the TEN-T network needs funding for the development of the TEN-T
to be established. The extensive upgrading road network in the next Operational
of the TEN-T road network over the last 12 Programming period (2021-2027) may
years is a result of efficient planning and not be as high as that in the current
design, quick mobilisation of resources and Operational Programme. The setting up of
effective absorption of EU funds. Malta’s a road infrastructure asset management
experience in developing the TEN-T road system will facilitate holistic infrastructure
network (strength) should be maintained budget forecasting for capital projects,
and further developed during the operational and recurrent works and budget sourcing
programming periods covered under this (opportunity).
Transport Master Plan, 2025.
4
As per Commission Decision 661/2010/EU, later repealed.
5
Regulation (EU) No 1315/2013.
39
The survey of existing road infrastructure Freight distribution and logistics are not as
has highlighted that road design in Malta is well-regulated as other transport sectors.
generally car-oriented and is characterised There has been a general lack of dedicated
by the overall lack of space provided for all infrastructural facilities being provided for
modes. this sector and a low level of deployment
of logistics in the daily planning of national
This has led to a built environment which is freight operation and distributors.
generally not pedestrian friendly and often
with infrastructure layout that is inaccessible The opportunity exists for the integration of
to persons with restricted mobility. safe off-street and overnight parking areas
for trucks and communal logistics centres
The road network lacks dedicated into new TEN-T infrastructure projects and
infrastructure for public transport services into Sustainable Urban Mobility Projects,
and cycle network provision is largely and to encourage more efficient operation
fragmented and does not effectively through increasing awareness of new
penetrate the main urban areas (weakness). technological ICT developments in logistics
In the future, this will require a more (opportunity).
integrated approach by urban planners and
transport planners. Demand analyses have shown that, in the
absence of railway or inland waterway links,
National road design and construction domestic transport is mainly served by
standards and specifications were developed road (internal sea transport representing less
in 2003 and the necessary legal provisions than 2% of total travel). This modal share,
were subsequently put in place. These as reported by last National Household
standards and specifications have led Travel Survey 2010 (NHTS 2010) revealed
to significant improvements to design that around 74% of all internal trips are
quality - resulting in safer and efficient road undertaken using private passenger cars.
layouts; and to the type of materials and Moreover, when considering trips by car, it is
construction methodologies being used notable that only a small proportion of total
- resulting in better planned and longer- trips are made as a car passenger (15%). In
lasting roads. The road design standards fact, average car occupancy in a typical
and specifications are now, however, in weekday has decreased from 1.33 persons
need of review and revision. This updating per car in 1990 to 1.25 persons in 2014.
of road design and construction standards Car occupancy levels in Malta are now much
and specifications will enable the authorities lower than those typically found in European
to introduce the latest technologies, new countries and cities. Over the next 10 years,
materials and best practices in construction particular attention needs to be given to
methodologies as well as facilitating the increasing the average car occupancy
changeover to euro codes (opportunity). rates, particularly during peak hours so as
to increase the efficiency of usage of the
limited road space available (threat).
40
In recent years, Malta has been affected by The increasing volume of traffic on the roads
a trend of increasing traffic volumes. This is closely associated with the year-on-year
is mainly as a result of three key growth growth in private car ownership and usage.
factors: population, economy and tourism. Nationally, private cars account for over
From the demographic point of view, it is 83% of the vehicular traffic composition on
important to underline that today people Maltese roads during a typical weekday.
are far more mobile than they ever were From the direct comparison between vehicle
in the past. The average number of daily ownership growth and demographic trend, it
car trips performed by each driver in Malta emerges that the number of passenger cars
today is 3.20, which is notably higher than has been increasing at a rate that exceeds
the average number of car trips / person population growth.
recorded in 1990.
The increase in cultural car dependency
With regard to the economic aspect, is directly influencing levels of traffic
the main observation is that, over the congestion on the roads. The lack of
past 25 years, transport growth for both integration of land use development and
passengers and freight has been closely transport planning and the continued
linked to economic growth and land decentralisation away from the harbour
transport volumes have been growing areas that has taken place in Malta since the
at approximately the same rate as GDP. early 1990s, has generally had the effect of
Additionally, the constant growth of the increasing the distance between homes and
Maltese tourism sector has contributed to work places.
increased pressure on the road transport
system, particularly during the peak tourist New development growth has taken place in
season. Efforts to decouple private transport isolation of the main bus network corridors
growth from economic growth have so far and this has inevitably increased the level
failed (weakness) and needs to be addressed of car dependence to the detriment of
through further fiscal and other transport public transport services over the past two
policy measures. decades. The lack of integration, between
transport planning and land use planning,
The predominance of road transport is challenges the maintenance of sustainable
confirmed by the high rate of motorization, mobility across the Maltese Islands (threat).
which currently stands at 759 motor
vehicles/1000 residents as at 2013 (NSO, The road traffic congestion is manifestly
2015). This represents one of the highest per problematic during the early morning
capita rates of the 28 EU member states. period, particularly between 0730hrs and
The highest increase in motorisation levels 0830hrs which accounts for 11% of the total
occurred in the second part of the 1990s daily traffic. Traffic flows during this peak
and, although the percentage increase has hour have increased across the network by
reduced in recent years, the trend is still that around 55% since 1990; over half of these
of increasing vehicle ownership. peak hour trips involve travel to work and
travel to education (schools, University,
MCAST etc.).
41
The existence of a highly pronounced time) is much slower than travelling by car
and concentrated travel demand peak is for the equivalent journey. The time taken by
an undesirable feature in any transport car drivers cruising in search of an available
system. New road infrastructure needs to be parking space is highly unpredictable and
designed to accommodate these maximum seldom influences modal choice decisions.
traffic flows during this short period of heavy Cycle speeds compare favourably with those
congestion. of the car, with an average trip duration
being 11 minutes if travelling at 32km/h
When this peak period is excessively and 18 minutes when travelling at 18 km/
disproportionate to the rest of the day, h6 . Studies have shown that in busy town
the cost of remedial solutions becomes centres, bicycle speeds are faster than those
artificially high and the design solutions of cars.7
become increasingly difficult to find
(threat). This needs to be comprehensively The heavy concentration of trip movements
addressed in the Transport Master Plan within the Inner Harbour Region (including
through policies and measures aimed to Valletta and Floriana) and the North Outer
improve the management of peak hour Harbour region coupled with the relatively
travel by private cars. Measures should high proportion of short-distance trips within
aim to encourage car drivers to avoid the localities has the potential for further trips
need to travel during the peak hours, travel to be undertaken on foot or by bicycle. This
outside of peak hours and to create a modal could be further supported by developing
shift onto more efficient modes of transport. the infrastructure and the policy framework
In doing this high levels of mobility can be to encourage use of these soft modes
sustained, value for money of investment in (opportunity).
new transport infrastructure guaranteed and
more efficient utilisation of existing transport Despite significant increases in motorisation,
infrastructures facilitated. Maltese roads have performed well in
terms of road safety and, in recent years,
One important characteristic of Maltese Malta has retained one of the lowest
mobility is journey length, which on average per capita fatality rates in the EU. This
is 5.5km. The private car is nowadays more is largely the result of improvements
commonly used for very short distance trips to road design and management, the
where, in the past, walking or cycling would modernisation of the transport regulatory
have been the preferred mode. With an framework resulting from the adoption of EU
average travel time of around 19 minutes legislation (e.g. vehicle type approval, vehicle
for the private car during the morning peak roadworthiness testing, wearing of seat
and unrestricted, free parking available in belts, driver training and testing etc.), the
many localities, car travel has become the introduction of IT in enforcement (e.g. speed
preferred modal choice for many travellers at cameras, breathalysers etc.) and increased
national and inter-regional levels. In today’s public awareness of driving rules.
time-conscious society, the time taken
travelling by bus (including walk to/from bus
stop, waiting, changing buses and the ride
6
Bicycle Advocacy Group, Malta
7
Jensen et al. (2010). Characterizing the speed and paths of shared bicycle use in Lyon. Transportation research part D:
transport and environment, 15(8), 522-524
42
Road safety is given high priority at a conventional internal combustion engine
national level and the recent setting up of vehicles.
the Malta Road Safety Advisory Council and
the drawing up of a National Road Safety The direct reduction of this cost differential
Strategy 2014-2024 aim to build on the past through continued application of preferential
successes and provide clear targeted actions national fiscal measures and indirect
relating to specific road users (strength). reduction of costs through the economies of
scale of mass production of electric vehicles
Another issue to consider when tackling could enhance green mobility in Malta in the
Maltese transport demand is the rolling medium term (opportunity).
stock. In 2013, 66% of the licensed vehicles
were older than 10 years and only 4% of Malta is committed to increasing its efforts
vehicles were less than 2 years old. Recent to decarbonise its transport sector and move
trends do not appear to be favourable with towards cleaner alternative fuels. In line with
the average motor vehicle age increasing the EU 2050 Transport White Paper, Malta
from 13.80 years old in 2010 to 14.69 years has established indicative targets which
old in 2015. The average passenger car age it will strive to achieve subject to market
is currently 13.89 years which is significantly developments, advances in technology
higher than the European Union average of and local specificities. In particular,
8.6 years. Malta’s aspiration to align itself to the EU
Commission objective of shifting 50% of the
Again, EU country comparisons may not urban transport away from conventionally
be particularly useful, given the sharp fuelled cars by 2030 will largely depend on
differences between average annual international development in this sector.
distance travelled by car in Malta and
much higher average distances travelled As far as the degree of utilisation and
in larger countries in the EU. However, for general level of functionality of Maltese
environmental reasons, these elements road transport, the growing level of
illustrate clearly that further efforts are motorisation and the increased dependency
needed to improve the quality of road rolling on private transport, over the years, have
stock by reducing the average in line with both led to the development of a number
EU average. of traffic bottlenecks at key sections of the
strategic road network.
The rate of uptake of plug-in hybrid and
electric rolling stock lags behind that of Given the high level of urbanisation (and
most other European countries and is associated difficulties in expropriation of
significantly contributing to national fossil privately-owned premises), the historical
fuel consumption and deterioration of and environmental development constraints
air quality. Given that the average daily and the limited availability of vacant land
travel distance is well within the range of (that is suitable for the provision of new
a modern electric vehicle and that public roads), traffic bottlenecks have tended to
charging infrastructure provision per square be addressed by widening of local roads
kilometre is now higher than most EU at junctions, grade separation and traffic
countries, the main impediment to further management schemes rather than new
uptake of electric is the cost differential with bypass roads.
43
The distribution of traffic across the dense The management of the supply of parking
Maltese road network is mainly concentrated places for residents is inadequate. The
along the central section of the TEN-T continued increase in demand for on-
Network and connecting roads around the street parking in residential areas often
Harbour region. The strategic road network has a negative impact on traffic circulation
accounts for only 4% of the length of the through further narrowing of road
national road system, but accommodates carriageway and through the introduction
around 38% of the entire vehicular mobility. of one-way systems which result in longer
Several critical sections and nodes on the journeys. Additionally, the lack of space
strategic road network are approaching for road transport and lack of sufficient
their practical operational capacities. Within development control are also putting further
the next 10 years, the modelled forecast is pressure on the existing transport network.
of 12.8% growth in traffic during the peak Integration of land use and on-street and off-
hours across the Maltese islands, taking all street parking policy is lacking in practice.
strategic roads closer to their maximum The lack of a comprehensive parking
capacity. The central section of TEN-T strategy to determine to optimal number of
network (Triq Aldo Moro, Hamrun Bypass, private and public off-street parking spaces,
Santa Venera tunnels and Tal-Qroqq in conjunction with the supply of on-street
junction), which already carries high parking spaces has led to over provision
volumes of traffic, will experience a further in many congested town centres. This has
5-6% traffic growth and will suffer major resulted in congestion on the approach
capacity issues during the AM peak by roads which cannot support the increased
2025. levels of traffic, resulting in reduced reliability
of bus services and the deterioration of
Without appropriate mitigation measures, urban fabric in many central areas. This
the bottleneck along this section of the lack of comprehensive strategy for parking
TEN-T will challenge sustainable mobility management represents a challenge to the
in the greater part of the island (threat), quality of life for those living and working in
resulting in lost economic production, the busy urban centres (threat).
increased air pollution, greenhouse gas
emissions and noise pollution. Significant investment is currently being
made to facilitate the rolling out of
The distribution of public and private car Intelligent Transport Systems (ITS) in order
parking is highly fragmented across Malta to improve traffic management, safety
and many areas lack purpose-built parking and efficiency on existing strategic roads.
infrastructure of any sort. Also, very few National Action Plans for the Deployment
managed parking facilities are provided of ITS have recently been published
within a convenient walking distance to the which aim to build on experience gained
main urban and commercial agglomerations. over the last few years from operation of
Parking supply is therefore mainly on-street, automatic vehicle location devices (and
and mostly unregulated, free of charge and real time information) in the bus service,
operating on a first-come, first-serve basis. vehicle activated road signs and the use
of automatic number plate recognition
equipment in the operation of speed
44
cameras and access charging in Valletta. Within the organisational framework of
There is a focus and good political support Maltese road transport, one critical aspect
for wide-spread deployment of ITS in the that affects the road sector as well as other
current transport system (strength). transport sectors is that transport policy and
planning in Malta tend to be short-term in
Behavioural aspects also affect the nature, with measures and projects primarily
functionality of Maltese road transport. focussing on new road construction
Disruptions to efficient mobility can occur on or increasing existing road capacity at
a daily basis as a result of poor compliance problematic locations in isolation rather
with road traffic rules. For example, illegal than considering the wider strategic policy
car parking on bus stops, double parking by context. The 20 year integrated transport
goods delivery vans and parents waiting for strategy outlined in the 1992 Structure Plan
children outside schools located on or near for the Maltese islands has now reached the
the strategic road network is a frequently end of its life and needs to be replaced with
observed occurrence. Disruptions to traffic a new National Transport Strategy which
also result from poor traffic management sets out strategic goals and targets for the
planning in temporary road works. development of inland transport over the
long term and a Transport Master Plan which
The lack of discipline by drivers, including defines specific objectives and measures
the correct use of overtaking lanes, non- to be implemented in the short to medium
observance of traffic rules at junctions and term.
roundabouts, and slowing or stopping to
answer mobile phones leads to diminished The development of a comprehensive
performance of links and flows in the network National Transport Strategy supported
beside often resulting in accidents which by a 10 year implementation plan will
themselves cause traffic congestion. This failure increase awareness of the issues facing road
in the transport system needs to be addressed transport, clearly identify the infrastructure
by more effective enforcement and stricter investments planned for the next 10 years
penalties for non-compliance (weakness). and explain the rationale behind difficult or
less than intuitive transport policy decisions
The impact of climate change on the road (opportunity).
network also requires attention. Recent
research at the Institute of Climate Change Construction and reconstruction of
and Sustainable Development, University road infrastructure requires significant
of Malta has shown that risks from climate coordination between Transport Malta,
change could affect coastal areas as well as Local Councils and service utility entities
areas prone to flooding as the frequency of for electricity, water, drainage and
extreme weather events (e.g. flash flooding) communications and agencies responsible
is set to increase. Attard (2015) identified for preservation of heritage.
that over 6% of the main arterial and
distributor network would be affected by
sea level increases following a 2m increase
in sea level, whilst 10% of arterial roads, 6%
of distributor roads and 7% of rural roads
would be prone to flooding during rain
events. (threat)
45
Delays to the implementation of projects Data collection in road transport is an

have occurred as a result of certain service extensive, time consuming process, but
utilities not having a clear understanding nonetheless a vital process required to fully
of where their buried services lie. Delays understand the functioning of the road
to the implementation of projects can transport system. Traditionally, collection of
also commonly occur when historically data has been localised, labour intensive,
significant artefacts, buildings or structures fragmented and often not updated. The
are found during road excavations. The development of the National Transport
establishment of a clear ten year plan for Model supporting the Transport Master
road infrastructure investment will facilitate Plan has involved significant time and
better integration and improved cooperation resources. The National Transport Model is
between entities and stakeholders at the now available as a planning, policy, research
planning stage (opportunity). and educational tool and can be enhanced
through linking to data automatically being
There is a general shortage of qualified electronically collected through road side
and experienced Transport Planners, Road camera equipment, automatic vehicle
Engineers and professionals specialising location devices and electronic ticketing
in Traffic Management and Traffic Signal data in public transport many of which
Control both in the public and private operate in real-time (strength).
sectors. This is linked to the lack of local
specialised educational programmes being The last organisational aspect considered
made available in transportation and few here is enforcement in which there seem
long term career opportunities. to be grey areas. Enforcement should be
The awareness of the importance of research carried out by Traffic Police, Wardens and
in transportation has recently come to the Transport Malta officers; however, there
fore thanks to the work of local Institutions. are insufficient resources to effectively
The University of Malta (which has set enforce road traffic regulations in
up a Masters Course in Transportation Malta and Gozo and this challenges the
Engineering) and Transport Malta have organisation of the Maltese transport
set aside resources to develop skills in system (weakness). The operation of
specialised disciples such as transport enforcement is also undermined by lack of
modelling and design. Further development appropriate equipment. This inadequacy also
of synergies between education and compromises important issues, like those
research agencies (such as the University’s dealing with freight sector in relation to
Faculty for Built Environment and Institute dangerous and perishable goods, as well as
for Climate Change and Sustainable compliance with traffic rules and regulations.
Development) and road transport planning
and engineering practitioners will propagate
the continued curricula development
in local educational courses leading to
qualification in transport at undergraduate
and postgraduate levels and increase
availability of shorter specialised vocational
training courses for transport professionals
(opportunity).
46
01.2
Road-based Public
Transport
A high level summary of the SWOT analysis
for road-based public transport is presented
below. This is then followed by a more
detailed explanation of the main points.
STRENGTHS
Concession contract with bus service operator clear and robust, with transparent
compensation methodology to facilitate flexibility to modify, remove or add bus routes or
adjust service frequencies to adapt to changing travel demands
Good organisation of bus repair, cleaning, maintenance and overnight parking through
centralisation of facilities.
Fast boarding and reduction of cash handling through high uptake of pre-paid travel cards
High frequency and close proximity of bus stops within main urban areas
New, modern low emission and full accessible bus fleet
Increased bus patronage levels since 2O11
Scheduled bus service ticket prices amongst the lowest in the EU
WEAKNESSESS
Lack of alternative forms of public transport to road-based buses

Inadequate bus shelter provision and inflexibility of contract with bus shelter provider
Poor quality pedestrian infrastructure reducing access to bus stops in urban areas
Low level of bus priority provision to facilitate better reliability and punctuality of bus
services
Fare levels for certain unscheduled transport services are set too high to encourage usage
by Maltese travellers
47
OPPORTUNITIES
Build on recent experience gained in upgrading the primary public transport infrastructure,
to enhance this infrastructure and develop the secondary infrastructure
Optimise use of Pembroke Park and Ride facility and develop new park and ride sites at
other key locations
Improve service information by rolling out deployment of real time infrastructure and
better use of data to improve route logistics and service planning
Increase modal share of public transport through further improvements to the network
and service quality
Better integrate public transport provision and requirements into the new spatial planning
framework
Sustain levels of expenditure on public transport infrastructure through augmentation of
national funds with EU funds and private financing initiatives
Offset the shortfall in resources to enforce public transport with new enforcement
technologies.
More flexible forms of bus travel such as ‘demand responsive Transport’.
THREATS
Traffic congestion will increase over time leading to reduced reliability and punctuality of
bus services
Lack of road space allocated to the safe and efficient operation of public transport
Poor integration of the spatial planning of land use development with existing public
transport provision encourages car dependency
Decreasing usage of unscheduled public transport services by the Maltese travelling public
Opposition to dedicated bus lanes by strong car lobby.
Maltese public transport is primarily road Over the last 5 years both scheduled and
based and comprises both scheduled unscheduled public transport sectors have
(Regular) services, which follow pre- been restructured in order to operate along
determined routes and set times of day, more competitive, market driven lines.
and unscheduled (Occasional and Special
Regular) services using minibuses, coaches
and taxis which are more flexible in their
operations.
48
There has been a complete overhaul in Thus, actions taken to encourage a mode
the operation of scheduled bus services in shift to public transport should address the
Malta and Gozo, while significant regulatory perceived costs by the user, the ease and
changes in several of the operations within comfort of travelling by public transport as
the unscheduled transport sector have well as its reliability, safety and security.
led to quantitative restrictions to market
entry being replaced with more equitable There are many measures that can improve
qualitative restrictions. These radical the attractiveness and performance of
transport reforms have had a profound public transport systems (e.g. extending
effect on the operation of public transport in services, adapting fee structures, operational
the last few years. improvements, comprehensive travel
information provision, etc.) but these
The analyses performed have led to the measures come at a cost and, alone,
identification of both strengths in the road- will likely not be a sufficient congestion
based public transport that can be built management response. Urban areas with
on, but also the main issues and problems high levels of public transport use often also
that need to be addressed in relation to the have high levels of road traffic as well.
supply and demand for public transport,
the degree of utilisation, functionality and Public transport services, even when
organisation. augmented by paratransit services, would
most likely not be able to provide the level
Public transport has the potential to of service that car users enjoy in many
transport more people than individual cars lower density or peripheral urban areas, but
for a given amount of road space or without provision of high quality bus services along
consuming any road space at all (in the the main corridors to the busy centres and
case of off-road systems such as metros extensive provision within these centres can
and surface rail systems). The promotion of encourage modal transfer from private car to
public transport remains a fundamentally public transport at the periphery of the built
important congestion management strategy. up areas.
Public transport that provides a quality of The Supply of scheduled public transport
service similar to that which car drivers have services in Malta and Gozo comprises of
previously been used to, can maintain a high two distinct networks of bus routes. In
level of access throughout urban areas and Malta, bus services are broadly divided into
can lead to a drop in overall car usage. services operating to and from Valletta and
between other interchange hubs, park and
For the congestion mitigation potential of ride services, express routes and night time
public transport to be realised, travellers services. In Gozo, the service network is
must feel that the extent and quality of more a conventional hub and spoke layout
service provided are sufficient for them to with Victoria serving as a central hub.
forego using their cars for certain trips –
especially those in peak periods.
49
Bus routes and frequencies of service have There has been continued, significant
been reconfigured and fine-tuned in order investment in the upgrading of bus service
to better meet today’s complex mobility infrastructure since 2009. For public
patterns and demands. Public transport transport to be considered as a viable
has, over the years, rarely featured in land alternative to the private car the quality
use planning decisions. Main development of the facilities (comfort, safety, security
growth over the last 10 years or so has and convenience) used for waiting and
taken place in areas outside of the inner changing buses needs to be of the highest
harbour regions in places such as Malta standard. The principal public transport
International Airport, Mater Dei, University, hubs (Valletta, Bugibba, Malta international
Smart City, Birzebbugia and Bugibba which Airport, University, Cirkewwa, Mgarr
were not particularly well served by public and Victoria) were fully re-planned and
transport. Service inflexibility to meet designed to enable improved bus access,
changing demands that had characterised safe segregation between vehicles and bus
the old monopolistic bus service inevitably users, shelter from the elements, seating and
contributed to trends of increased car clear travel information. Secondary hubs at
dependency and increased pressure to Mosta Techno park, Paola Square, Attard
provide more parking spaces. and Rabat were upgraded along the same
lines with improved pedestrian provision
Following the radical reform of starting for crossing busy roads with room for
in 2011, today’s bus network in Malta and further enhancement. Recent infrastructure
Gozo retains an element of the traditional investment has resulted in a significant,
‘hub and spoke’ system. The densest level systemic advancement in the quality of the
of bus services are provided around the main bus service infrastructures with the
main urban agglomeration which then possibility to further develop infrastructures
spread out along the main roads to connect to include public conveniences and consider
outlying towns and villages and with good alternative forms of financing to ensure long
levels of convergence along most strategic term sustainability of these infrastructures
corridors. The new bus network in Malta (opportunity). Consideration could also be
also provides good levels of public transport made to apply the same approach for the
access to most new development growth upgrading of tertiary infrastructures and add
areas and new public transport hubs have further convenience to facilities.
been developed at these locations which
are now becoming highly patronised. The The bus service concession contract requires
regulatory model has changed from an the operator to provide centralised garage
indefinite, rigid public transport contract and organised repair and cleaning facilities
to a finite, competitively-awarded, service for buses. The centralisation of these facilities
concession contract which sets out a clear has marked a radical departure from past
compensation methodology to modify, operations in which the 400 or so individual
remove or add bus routes and change bus owner-operators would house their
service frequencies (strength). This can be large vehicles overnight in private garages
exploited to further enable a more timely (commonly located in unsuitable, narrow
response to demand changes through route village core or residential areas), often with
and frequency adaptation. little or no system in place for carrying out
routine maintenance and repair.
50
The centralisation of operation has brought Before 2011, it is fair to say that even the
about better organisation, better account most basic of paper-based timetable
of vehicle repair and maintenance and less information was not being adequately
intrusive impact of parked buses in urban provided and there were clear organisational
areas. It also enabled centralisation of disputes as to whether such information
maintenance, repair, cleaning and overnight should be provided by the service operator
parking (strength). or by the regulator. The change of
operational model now places the onus of
New park and ride infrastructure has been responsibility for bus service information
strategically introduced at the peripheries on the bus operator. This change had
of the inner harbour region. These inter- almost immediately ameliorated the travel
modal interchange points are characterised information deficit characterising the old bus
by good levels of access from the strategic service.
road network, well laid out parking spaces
and high quality waiting facilities. Generally Today, the travelling public are clearly
speaking, these park and ride facilities are guided on all aspects of the bus service
mainly frequented by car drivers whose and are able to plan their journeys in
final destinations are localities where advance of travel through a user-friendly
parking is difficult or where strict on-street website application. Travellers are also
parking control measures are in place. informed in advance of any major permanent
There is potential to increase the use of operational changes through the distribution
the Pembroke Park and Ride facility as a of information brochures to households, on
support parking facility to the Mater Dei, St. any temporary disruptions to the service
Julian’s and the University of Malta area and through the various media and during
to develop new park and ride infrastructure their travel through accessible timetable
at other strategic points on the network information at bus stops and real-time
(opportunity). information displays at main bus stops and
on-board the buses. Information provision
The bus ticketing system was radically today is of the standard to be expected of
overhauled in 2015 through the a modern, well developed European public
introduction of the pre-paid ‘Tallinja’ transport system. The use of roadside Real-
travel card. This pre-paid ticketing system Time Information (RTI) displays indicating
has reduced cash handling on board the estimated time of bus arrival at bus stops
buses, has speeded up boarding times has now been successfully piloted on
(and therefore journey times), simplified around 5% of the bus stops. The further
travel planning and significantly reduced deployment of RTI displays to other key
the incidence of fare theft. The uptake of parts of the bus network is now possible
the ‘Tallinja’ card has been very high with and better harnessing of the data acquired
over 230,000 cards now in circulation in automatically during daily bus service
Malta and Gozo. The use of the card has operation though the on-board vehicle
now penetrated across all the main bus user location devices and ticketing machines will
categories and its deployment over the past improved service operation (opportunity).
year is considered to be one of the main
achievements of the present public transport
service (strength).
51
Bus stops are well distributed across Maltese Overall, infrastructure provision for
territory. The average distance of nearest unscheduled public transport is a challenge
stop is in the region of 450m and around the to the safe and efficient operation of this
75% of the surveyed population can reach sector (threat).
the nearest bus stop in less than 5 minutes
by walking (only 4% of the population is The capacity to accommodate the
experiencing a walk longer than 15 minutes). demand for travel by bus is currently being
The locations and frequency of bus stops provided through a fleet of 374 modern,
are in fact well designed in relation to the lower floor, low emission (Euro 6 engine)
distribution of main urban areas, biased and fully accessible buses. These buses
towards where higher densities of population are of different sizes and are deployed
and employment occur (strength). according to operating environment i.e.
small buses for operation in villages where
As far as accessibility is concerned, the roads are narrow or on routes or at times
infrastructure is not fully geared up for the of day where demand is low. All buses are
needs of the mobility impaired. Footpaths equipped with closed circuit cameras (for
which provide pedestrian access to bus security and incident reporting), passenger
stops are often discontinuous and unsafe; announcement and safety equipment. The
this has a direct impact on usage of public current bus fleet conforms to the highest
transport. Furthermore, to date only 22% environmental, safety and accessibility
of all bus stops have adequate shelter standards (strength).
provision from the elements. Bus shelters
are provided and maintained by a private With regard to public transport demand and
company under contract with Local Councils general patronage, the last decade illustrated
and safe footpath provision also falls under a negative trend which turned into a positive
the responsibility of the Local Councils. one from 2010 until the present time. One
of the main reasons for this trend was the
In most residential areas there are resource former fragmented operational framework
and planning issues to the timely upgrading of the public transport service together with
of these infrastructures (weakness). the constant increase of car ownership. The
overall public transport modal share was
In the unscheduled public transport in the region of 16% in 2010 and, due to the
sector, the lack of dedicated parking, constant increase of patronage recorded
waiting, boarding and alighting facilities during the period 2011-2015, modal share
outside schools, near hotels and at the today is most likely to be slightly greater.
main places of interest and tourist hotspots Continued improvement to the network and
give little choice to operators other than to quality of bus services should support the
double park, with resultant localised traffic increased modal share by public transport
management problems. Taxi ranks are, on (opportunity).
the other hand, well located and in close
vicinity to the main tourist hubs, but these
ranks could be better monitored to ensure
proper usage.
52
Poor integration of the spatial planning transport, taxis and mini-cabs) and mainly
of land use development with existing operate outside of peak hours. Unscheduled
public transport provision challenges the public passenger transport services
sustainability of the road transport sector operate in an open market with incentive
(threat). The Strategic Plan for Environment schemes having been recently introduced
and Development which was approved in to encourage fleet replacement by private
2015 could better integrate public transport operators with new, lower emission coaches
provision and requirements into the new and minibuses.
Local Plan framework, move away from the
piecemeal approach and holistically plan With more parents opting to take children
transport infrastructure requirements and to school by car for reasons of cost or
transport services in specific growth areas convenience and an increased number
through a Master Plan process (opportunity). of employees using their car to go to
work rather than the alternative collective
Traffic model forecasts highlight that transport organised by their employers, the
by the year 2025 average bus speeds positive impact that unscheduled public
will reduce to 13km/h during peak hours transport once had on peak hour congestion
unless there are transport policy changes. is becoming less and less significant. The
In critical parts of the road network, traffic decreasing usage of unscheduled public
is expected to grow by 5-6% during the transport services by the Maltese travelling
peak hours over the next 10 years in a public is a challenge to the sustainability of
scenario with no further investment in the sector (threat).
road infrastructure, no further policies to
discourage peak hour travel by car and The bus services in Malta and Gozo share the
no further implementation of bus priority road space with general traffic and this has
measures. Bus journey times will increase, the most significant impact on the degree
bus service reliability and punctuality will of utilisation and functionality of service
deteriorate and a likely undesirable modal each day. The average ride time for bus
shift from the bus back to the car will result. users during the peak hours is around 22
Along with this deterioration, policy inertia minutes and, at an average speed of 15km/h
would result in a significant increase in traffic during peak hours, bus services travel at
congestion and challenge the sustainability approximately 33% slower than private cars.
of the bus service operation (threat). However, when other factors such as the
time taken to walk to the bus stop and the
The unscheduled public transport system time taken waiting for a bus or changing
includes a large combination of services. buses to reach the final destination are taken
With the exception of special regular into account, average journey times increase
services which operate during the morning to over 45 minutes.
peak (such as school transport and home-
work transport organised by certain major As the majority of bus stops are with a five
employers), most unscheduled services minute walk of most parts of the urban area,
operate as occasional services which are the main variable journey component is the
aimed at the tourist market (coaches, waiting time. Analysis of the situation in 2014
minibuses, open top buses, trackless train had revealed 55% of main bus routes and
53
77% of secondary routes have a frequency of However, in Malta the level of bus priority
less than two buses an hour. Low frequency provision is comparatively low (weakness).
of service mainly occurs in the last section
of a route in the outlying parts of Malta and The National Transport Model indicates the
Gozo. average degree of utilisation of the public
transport system during the morning peak
However, as these routes approach and hour is 73% (with a demand of around
pass through the principal urban areas they 19,000 passengers), whereas during the
often converge with other routes and form PM peak hour it is in the region of 50%.
bus corridors. The combined frequency Having said this, the data used to calculate
of different bus services along the bus the capacity was quite general and does not
corridors increases and waiting time is reflect the full extent of localised bus service
reduced substantially. A low frequency capacity problems. Capacity problems
of bus service and long, tortuous routes regularly occur at different times of day,
in sparsely populated outlying areas are along specific sections of bus routes as a
common features in most public transport result of a variety of complex factors such
systems. As discussed earlier in this section, as traffic congestion, low vehicle speeds,
park and ride services can help address sudden influxes of demand, seasonal
this issue but also there is the opportunity demand variation and delays leading to
to explore more flexible forms of bus travel ‘bunching’ of bus services. Data collected
such as ‘demand responsive transport’ which from bus service operation in real time,
matches the service more closely to the referred to earlier, could be used to better
customers’ needs (opportunity). understand the nature and frequency
of capacity issues affecting the service
Although low frequency of service was operation, with a view to improving service
cited by many (in Eurobarometer survey planning and route logistics (opportunity).
422a on the quality of transport published
in December 2014), by far the main reason Bus service fare levels were restructured
cited for not using public transport was in 2015, as part of Government’s initiative
poor bus service punctuality and reliability. to promote the use of off-bus ticket sales
through deployment of the ‘Tallinja’ bus
Bus services share the roads with other travel card system. Public transport fare
traffic, they get caught up passing through levels per kilometre in Malta and in Gozo
areas of traffic congestion but, unlike continue to be amongst the lowest in the
other traffic, buses cannot take short-cuts European Union. In fact, ticketing prices,
to bypass congestion. Most congested availability of season tickets and simplicity
European cities provide clear priority for of use came out positively in the previously
buses in traffic through the provision of mentioned Eurobarometer survey on bus
bus priority measures (bus activated traffic operation (strength).
signals, bus only streets, bus lanes, etc.)
as buses use existing limited road space in
a much more efficient manner than other
traffic. In Gozo, levels of congestion are
much lower than in Malta typically only
occurring on the final stretch approaching
Victoria terminus.
54
Fares charged in unscheduled transport public service compensation in accordance
particularly in collective transport to non- with the lex specialis methodology set out
government schools (i.e. private and church in Regulation (EC) No. 1370/2007 on public
schools), taxis and electric minicabs are not passenger transport services by rail and by
perceived by Maltese as being competitively road.
priced when compared to the cost of using
the private car for a number of reasons The agreement clearly sets out the
(weakness). obligations of the operator in respect of the
bus services, bus network, equipment, buses,
The organisational framework of Maltese fares and ticketing, mechanism for fare and
scheduled bus public transport is clearly route adjustment, use of bus infrastructure
laid out in a restated concession tripartite (termini, P+R sites etc.), service performance
agreement between Transport Malta (the requirements, employees, reporting
authority), Malta Public Transport Services requirements and the framework of penalties
Ltd. (the operator) and Autobuses de León for non-compliance with the contract. The
S.L. (the guarantor) entered into on 1st specific roles and responsibilities of the
January 2015. authority, as a regulator, are also clearly
defined.
The concession agreement grants exclusive
rights for the operation of scheduled bus The change of bus service operational
services in Malta and Gozo to the operator framework from the pre-2011 open-ended
for a period of 15 years up to the year agreement based on revenue-deficit
2030. subsidies unrelated to performance to a
concession contract that is fully in line with
The agreement sets out the public service the requirements of the new EU legislative
obligations to be provided by the operator requirements on public passenger transport
which society needs as parts of its general services by rail and by road has brought
economic interest and which would not about increased competition, transparency,
otherwise be commercially viable for the safety, efficiency, attractiveness and quality
operator to provide. These include: the in the national provision of scheduled bus
operation of unprofitable bus routes (for services.
example to small, remote rural areas) which
are needed for integration of marginalised The concession contract contains the
communities; maintenance of a reasonable necessary provisions which can bring about
level of service during off-peak hours, significant improvements to operational
weekends and public holidays to facilitate performance of the bus service over time
good levels of accessibility throughout the and the necessary flexibility to adapt to
main part of the day; and the setting out of changes in travel patterns and behaviour
the maximum passenger fare levels and a over the medium-term (strength).
structure of concessionary fares (children,
students, elderly, persons with reduced The last four years has seen an
mobility etc.) which aim to encourage unprecedented level of national funding
mobility among economically disadvantaged being committed to the upgrading
groups. For the fulfilment of these public and refurbishment of public transport
service obligations, the operator is paid infrastructure.
55
Over the next five years further investment 01.3

for infrastructure upgrade will be required. Intermodal Transport
In this respect, there is an opportunity to
augment national funding with EU funding Intermodality is the part of the transport
through specific provisions and targets the system where passengers and freight
operational programme 2014-2020; as well services switch from one type of service or
as other financial instruments (opportunity). infrastructure to another. Interoperability
is fundamental for the development of an
Poor Enforcement of illegal parking on efficient intermodal transport system, which
public transport infrastructure, unauthorised in turn ensures good access for users across
route diversions by bus drivers and illegal the whole network.
use of bus lanes by non-authorised vehicles
adversely affects the operation of public This section deals with the intermodal
transport services. There is a lack of capacity interface itself, but many of the measures
to enforce all sections of bus route as well as have been grouped under road, maritime
the main hubs and, at the same time, ensure or aviation sectors in other parts of this
the proper use of road space designated document and reference should also be
for unscheduled public transport services. made to the respective sectors.
Today’s level of technology provides the
opportunity to offset the shortfall in labour A high level summary of the SWOT Analysis
intensive resources on the ground through is as follows:
further deployment of Intelligent Transport
Systems on the road with centralised control
of traffic management and bus operation
(opportunity). Professional development
programmes should focus on the
development of skills and expertise in using
IT in enforcement.
56
STRENGTHS
An established network of intermodal links for passengers
WEAKNESSESS
Lack of appropriate intermodal links for freight

Limited journey planners lacking real-time data and difficulties in the synchronisation of
timetables for the various transport modes
A passenger intermodal link between the two islands needs to be established in the inner
harbour region.
Limited data availability on internal freight transport makes policy options difficult to
determine
OPPORTUNITIES
Implementation experience and past lessons learnt can be applied to new intermodal
transport hubs
Introduction of multi-modal pre-paid travel card
Low cost, high impact improvements possible for better accessibility of intermodal
transport hubs
Potential to develop an integrated travel card covering all modes of transport
The potential to develop cycling as a key component of an intermodal transport network.
THREATS
Physical space limits expansion of intermodal hubs due to competing activities, especially
in touristic areas
The dispersion of the population away from the harbour areas generates complex travel
patterns which challenge efficient intermodal linkages
57
The Supply of Maltese Intermodal Transport MIA Airport and International Cruise
is present both on a domestic and an Terminal: the airport-cruise connection is not
international scale. The existing Internal direct and a transfer is needed at the Main
Intermodal transport for passengers Bus Terminus in Valletta. Private tourist taxi
includes: 1) land private transport and land services are available.
public transport at Park & Ride hubs in
Floriana and Marsa; 2) internal maritime External intermodal transport for freight is
transport and land public transport at the only provided at the main cargo terminals
quaysides in Cospicua, Lascaris, Marsamxett, for both ports and the airport. No direct sea-
and Sliema; 3) inter-island transport and land air intermodal transport exists.
public transport at the Mgarr and Cirkewwa
ports. This established intermodal network Limited data on freight movement patterns
for passengers could be further developed across the Maltese islands is available. This
(strength). makes it difficult to analyse and suggest
potential policy options to improve
In the past, seaplane and helicopter the use of maritime transport to move
operations existed between the Port freight between the islands. This unclear
of Valletta and just outside the Port of understanding of freight movements is a
Mgarr. Mainly leisure or tourism related, challenge for the system (weakness).
these operations were not viable and the
operations had ceased. Furthermore a From a demand point of view, even though
limited number of passenger intermodal some timetables e.g. those for inter-island
opportunities exist (threat). ferries and scheduled public transport are
synchronised, the real time details of vessel
Intermodal transport for freight had been timetables are not available (weakness).
provided between the Port of Mgarr and Arrangements between the land and
Sa Maison quay until 2015. This allowed maritime services are not flexible enough to
the interchange of freight between the cater for possible delays.
road network and the maritime inter-island
service. Since the Sa Maison quay is being Inner harbour ferry demand is limited to the
converted into a yacht marina, the internal walking distance catchment in the vicinity
sea freight transport between the two of the harbour. Due to the continued trend
islands has ceased and alternative links for of dispersion of the population away from
freight to the Inner Harbour Region remain the harbour areas, the ability to utilise
to be identified (weakness). intermodal linkages as part of an efficient
commute is limited (threat).
External intermodal transport for
passengers occurs between: 1) External Improvements to the journey planner,
maritime transport and land public transport synchronisation of timetables and possible
at the passenger terminals in the Port of incorporation of multimodal ticketing (to
Valletta; 2) Air transport and land public cater for all modes of transport), would
transport at MIA Airport, and; 3) Air improve the degree of utilisation.
transport and maritime transport between
58
Together with some form of integrated travel improvement of ferry landing places create
card, the improved timetabling information an opportunity to improve existing facilities
would provide a better seamless intermodal and introduce more intermodal transport
experience (opportunity). hubs, especially in relation to the identified
main hub (opportunity).
There is great potential for the development
of cycling as part of an integrated
and intermodal transportation system
(opportunity). This would entail improving 01.4
bicycle infrastructure to and at public Maritime Transport
transportation hubs, improving both
accessibility and the ability to securely park The Republic of Malta is an archipelago of
and/or store bicycles. Agreements must also islands and for this geographical reason,
be made with public transport operators Maritime Transport is vital to provide
enabling carrying or storage of bicycles in connections domestically between Malta,
their vehicles. Comino and Gozo (so called “internal
transport”) and with the other countries of
Existing ferry landing places need to the Mediterranean and beyond (so called
be improved in terms of accessibility. “external transport”).
Experience has shown that low cost
interventions can lead to an increased The scope of the summary analysis of the
accessibility, thereby increasing the maritime transport sector extracted from
popularity of various transport modes with the Existing Conditions and Data Diagnosis
the public. This is thus an opportunity which Report, 2014 (as updated) presented
can be exploited to improve the efficiency here is both the internal and the external
of the various intermodal transport hubs transport aspects. The report deals with all
(opportunity). the Maltese TEN-T ports as well as various
secondary ports. In brief, these are the
The location of intermodal transport hubs TEN-T Core Ports of Valletta and Marsaxlokk,
frequently coincides with main tourism the TEN-T Comprehensive Ports of Cirkewwa
areas. The allocation of physical space for and Mgarr, and other secondary ports such
all the competing activities taking place in as the Port of Marsamxett.
a particular area has always proved to be
challenging for Malta, where the availability In this section on maritime transport, this
of public space is very restricted. This may report outlines the key challenges for the
lead to a limited provision of intermodal ports as a transport node. The availability
facilities (threat). of port resources and facilities is obviously
limited by the small size of the islands of
As far as the general level of functionality Malta and Gozo when compared to the
is concerned, Maltese intermodal population and economic activity of the
transport needs improvement through the islands.
introduction of more intermodal transport
hubs. The experiences learnt through the
implementation of various P+R facilities,
public transport interchanges and the
59
Within this context, the current The following diagnosis of the Maltese
administrative set up is limited by scarce maritime transport sector is tackled
resources and is challenged in providing separately for External Transport and
complete and uninterrupted monitoring of Internal Transport, and the latter also
the port operations, as well as of contractors includes public transport services.
and concession contracts that have been
tasked or granted responsibility with in the
ports. 1.4.1
Internal Maritime Transport
For example, the continual monitoring of
A high level summary of the SWOT analysis
the correct use of quays and the respective
of internal maritime transport is presented
enforcement of correct operations by users
below. This is then followed by a more
is also challenging and due attention could
detailed explanation of the main points.
help ensure the longer term sustainable use
of the port infrastructures.
This is particularly acute in the Port of

Valletta, where numerous stakeholders
interact, when compared to the Port of
Marsaxlokk. The main reason for this being
that the Port of Marsaxlokk hosts the Malta
Freeport Terminals whose facilities are under
contract to one of the largest transhipment
companies in the world. Local expertise is
spread thinly due to the limited resources
invested and as a result the Port of Valletta
is provided with a harbour master while the
Port of Marsaxlokk is not.
The integration of maritime and land

transport has scope for improvement. This
however is challenged by the current policy
framework that sees the responsibility of
maritime policy seated within one Ministry,
while the regulatory and operational aspects
seated in another Ministry, albeit that the
regulator (Transport Malta) reports to the
latter. In this respect the ability of Transport
Malta (as regulator of all modes of transport)
is hindered by varying priorities of the
different parts of government. For example,
duplication of authorisations routinely need
to be obtained for interventions in maritime
and port policy or when developing
legislation within the EU.
60
STRENGTHS
Malta’s coastline is indented with natural harbours and established ports that could
facilitate the adoption of a local maritime public transport system
Availability of a large expanse of harbour surrounded by a densely populated urban area
offers an opportunity for alternative ferry routes.
Continual growth in patronage of the inter-island ferry
Inter-island ferry price structure and convenient interchange facilities encourage use of
public transport
Tourism demand and revenues have directly contributed to the growth in harbour ferry
links
New inner harbour ferry services with easier access and increased capacity for commuters
Ferry concession contracts have defined minimum operational requirements for fares,
timetables, etc
WEAKNESSESS
Asset management of maritime infrastructure is challenging

Routine maintenance, monitoring of ports' operations, monitoring of contracts and
engineering management are challenging
Lack of meteorological data for the ports to record trends for planning and design as well
as operational activities
Occasional operational conflicts arising between various operators and stakeholders
operating in ports
The inner harbour ferry services (especially between Valletta and the Three Cities) are
mainly used by tourists, while local commuters make limited use of it during peak hours.
Inadequate passenger facilities for the inner harbour ferry service
There are limited systems for demand management (pricing mechanism to spread peak
demand or booking mechanisms) at main ports
There is a lack of resources and expertise in relation to maritime structural and engineering
disciplines
61
OPPORTUNITIES
Internal maritime links in the harbour region can be further extended and improved to
support daily commuting and other transport needs.
Some urban commuter routes could be serviced with internal maritime transport.
Allocation of funding based on a detailed analysis in order to identify the most effective
implementation of periodic maintenance, infrastructure upgrade or new infrastructure.
Increased service frequency, direct landside links to ferry landing sites and in some areas
pedestrian connectivity with the city centre could improve peak time travel by commuters.
Need to carry out demographic studies to better understand the low daily trip demand
between Gozo and Central Malta/Harbour Region.
THREATS
Internal ports capacity is limited by physical limitations of ports and terminals, as well as
environmental and heritage restrictions, which may lead may constrain growth of future
demand.
Demand for shorter journey times between Gozo and the harbour regions of Malta might
challenge the financial sustainability of the inter-island ferry.
Inappropriate use by port users causes damage to infrastructure and equipment reducing
its useful life.
Increasing numbers of tourists are expected to put additional pressure on transport
services and infrastructures.
Effects of climate change such as increased rain intensity, sea level rise, and extreme
weather events could have an impact on the operations of ferry links.
From the point of view of Supply, the At the Port of Cirkewwa, the existing
capacity of Malta’s internal ports is restricted breakwater offers limited protection in
by space limitations that challenge the certain weather conditions (particularly
ability to provide additional quays, rather the wind from the North-East, “grigal”) and
than limitations of the terminals (threat). this causes difficulties for passenger ferry
At the Port of Mgarr, in Gozo, the ferry operations challenging the reliability of
terminal has recently been upgraded and the service (threat). At peak times, vehicles
expanded (2004-2008). However, the quays travelling between the islands spill over and
and breakwater, which were constructed in occupy the road while waiting to board due
the 1970s, have not seen refurbishment or to insufficient landside space for marshalling.
upgrade for many years with the exception
of routine maintenance (opportunity).
62
The situation for ferry passengers at the This continues to challenge the government
Port of Valletta is different; capacity is in its efforts to reduce traffic flows at
not limited due to the lack of space, but is peak time by encouraging seaborne travel
limited by the inadequate facilities (shelters (opportunity).
and seats) provided for the passenger
service (weakness). The role played by the The investment in the vessels has not yet
domestic ferry service linking the capital city been complimented with appropriately
of Valletta to Sliema and Three Cities is also configured landing places that facilitate their
restricted due to the limited operational optimal turnaround. Albeit that the crossing
hours during the winter months, and which time is very short (5-10 minutes), the time
may discourage use as the final trip may be taken to berth significantly increases total
too early for some commuters (weakness). journey time. Improvements to the quayside
infrastructure, passenger information and
Finding ways to finance general facilities would reduce journey time delay
maintenance for infrastructure remains an and enhance the attractiveness of this mode
important challenge for Maltese internal of travel (opportunity). The introduction
ports. This is particularly the case at the of additional landing places close to land
port of Cirkewwa, due to its exposure to the side public transport would also improve
prevailing storms including strong winds intermodal mobility and increase the
and sea currents (threat). At the Port of effectiveness of non-road transport systems
Mgarr preventive maintenance needs to be in the harbour regions (opportunity).
stepped up including dredging works and
maintenance of fenders and navigational As port development tends to be supply-
aids (weakness). led, the degree of utilisation of some areas
of the port have scope to be upgraded
Finally, the inadequacy of facilities at the (such as the Marsa Menqa as well as Ras
landing places in Comino is challenged Hanzir areas) in line with the 2007 Ecorys
by the environmental sensitivities of the report. With the improvements in the public
area. However, there is the need to provide transport system they also have scope to
safer infrastructure to enable more resilient be re-configured to improve intermodality
transport links (opportunity). between land transport and internal
maritime transport (opportunity).
Demand analyses have shown that during
2015, the inner-harbour passenger trips Combined with tourism forecasts that
increased by about 57% compared with indicate long term growth, these transport
2014, up from 18% between 2013 and links are likely to be challenged by buoyant
2014 following the recent replacement flows at off-peak times (threat). However,
to new, accessible and higher capacity the revenues generated by these trips could
vessels (strength). Albeit with such strong support the service provision for commuter
growth, the ferry service to Valletta remains trips in the morning and evening transport
underutilised by commuters, and is instead peak hour (strength).
mainly used by tourists.
63
As far as the general level of functionality 1.4.2

of Maltese internal maritime transport is External Maritime Transport
concerned, the Malta-Gozo service has
been registering year-on-year growth of A high level summary of the SWOT analysis
passengers and vehicles (strength). The of external maritime transport is presented
pricing strategy of the ferry as supported below. This is then followed by a more
by free car parking at the Ports of Cirkewwa detailed explanation of the main points.
and Mgarr encourage travellers to leave their
vehicle behind and travel on the other island
by public transport. This is complemented
by an interchange hub at each port with
feeder and direct express services to serve
ferry passengers (strength).
However, the land connection from the

Port of Cirkewwa and the core urban areas
around the Ports of Valletta and Marsamxett
continues to challenge the end-to-end
journey times for commuters between
the islands (weakness). Opportunities to
explore possible high speed ferry links exist
between Mgarr and the Port of Valletta
(opportunity).
Systems for inter-island demand

management to spread peak demand
(pricing mechanism or booking mechanisms)
has not been implemented. Sudden short
influxes of demand place significant pressure
on the infrastructure at the ports and their
approaches (weakness).
Transport of freight between the two islands

has also been characterised by positive
trends during recent years. However, since
the Sa Maison quay will become part of
a yacht marina, alternative facilities to
improve internal maritime freight transport
between the islands remain to be identified
(weakness).
64
STRENGTHS
Malta sits in the middle of East-West Mediterranean routes and thus acts as a logical
transhipment hub and provides local industry with effective global links.
The Maltese economy is growing and driving demand for freight.
Large number of private sector stakeholders demonstrating important economic activity
Strong international player established in Port of Marsaxlokk brings expertise
Recent infrastructure upgrades and dredging of the Port of Marsaxlokk
Steady growth of passenger traffic (cruise and ferry)
Soon to be completed Deep Water Quay refurbishment will provide significant new
capacity
WEAKNESSESS
Limited hinterland space restricted by historical structures or urban priorities

Port of Valletta: Cruise liner passenger capacity reached in 2O14, unitised cargo by 2O3O
Port of Marsaxlokk: Unitised and bulk liquid cargo near capacity limits of terminals
Congestion in the immediate port areas affect cruise and freight operations hindered by
road design for access to ports
Complicated concessionaire agreements create market imbalances and reduce efficiency
by increasing bureaucracy and costs
OPPORTUNITIES
Improved information on port assets and cost structures could enable improved efficiency
and effectiveness
Further infrastructure improvements in Port of Marsaxlokk could enhance throughput
Logistics centres with warehousing could be established outside the port precincts thus
freeing up space for port operations
Better links between Air/Sea interfaces with a customs free zone could be exploited
Improved weather forecasting and wave climate near the ports could improve capacity
and safety.
Improvements in port equipment that lessens the impact on the surrounding areas could
enable operations to work more hours in the day.
65
THREATS
Land side connections for passenger traffic limits the growth of cruise and ferry
passengersh
Unless detailed ports studies and upgrade pipeline developed in the context of
competition, the ports may lose market share
Port of Valletta dredging is not frequent and could result in environmental/archaeological
issues.
The resilience of port infrastructures such as breakwater and some quays affected by
environmental change and traffic growth
No studies on the need for alternative fuel supplies (such as LNG).
From the point of view of Supply, maritime In terms of costs and maintenance in
transport is economically vital for Malta, 2014, information about operational costs
with over 95% of freight by volume arriving and quality of routine and extraordinary
or departing by sea. Malta’s economy is maintenance was not readily available.
growing and it lies on key strategic east- This is due to the large and varied
west Mediterranean liner routes, thus acting number of concessionaires and operators
as a transhipment hub to short-sea feeder involved in this sector, who consider this
routes around the Mediterranean and data confidential and do not publish
providing good freight connectivity. This is it (weakness). The economic and
seen as a strength. While a large number management framework of Maltese ports
of private sector stakeholders are involved is quite complex, and without a clear
in port operations in the Port of Valletta understanding of the cost structures
(strength), a holistic integrated vision is decision making by government is difficult
lacking for its future developments and at best. For this reason a comprehensive
upgrading tends to be piecemeal which economic overview is required to support
presents an (opportunity) to maximise long term policy and decision making.
potential.
Clear information about port costs would
On the other hand, there is one major also assist the Maltese Government in
freight stakeholder in the Port of Marsaxlokk ensuring that the port operations are
(strength) but there are no detailed studies managed in the most efficient and effective
supporting future development plans way possible (opportunity). On the other
or on how to handle future international hand, continuous review of the port
developments (weakness). Finally, future infrastructures and their condition would
demand is also difficult to forecast and enable Government to establish priorities
appropriate levels of analysis are required to for the maintenance of the infrastructures
ensure that available financial resources are and thus minimise costs in the long run.
allocated efficiently.
66
Dredging maintenance in the inner part Demand analyses have shown that generally
of the port is not carried out regularly freight movements are difficult to forecast,
and there could be environmental and due to the unstable political and hence
archaeological issues (weakness). economic situation affecting many of
the North African countries, previously
The Freeport at Marsaxlokk has recently exchanging with Maltese international ports.
carried out renovation works (strength) but The Freeport at Marsaxlokk for instance has
there is still a need of further maintenance to experienced constant growth during the
improve throughput, such as the quay wall last years but this could be volatile (threat).
between the Terminal 1 and 2. Another important growth was registered in
international passengers traffic at the Port
Handling goods is a multi-phased-operation of Valletta (strength), where the increasing
requiring substantial space for warehousing, demand of cruise passengers during the
however there are no logistic centres and last ten years have had, and is having, a high
warehousing activities occur within the port impact on landside connections (threat).
area which is very confined and results in
congestion of port operations. A past study The intention to promote sea-air traffic
conducted by Ecorys (2007) identified the between the Port of Marsaxlokk and Malta
importance of having a logistics centre International Airport has been mooted, along
with warehousing to be located somewhere with a number of potential new Free Zones
between Valletta and Marsaxlokk (thereby to facilitate this process (opportunity). This
freeing up space at the ports in order to represents one of the first signs of a renewed
improve their capacity). In this regard, attention towards an integrated transport
Government has recently announced the system that would enhance the quality and
development of a maritime hub located the efficiency of Maltese international freight
at the former Shipbuilding site in Marsa transport sector.
(opportunity).
Weather and pollution issues deserve
Finally the limited areas of the port that specific attention when related to the
could sustain further freight activity (such Port of Marsaxlokk. This port continues to
as Deep Water Quay, Ras Hanzir) require experience issues due to weather conditions.
continued investment to ensure that Malta’s The container terminal suffers down time of
external freight transport links remain on about 10 days a year due to high winds and
par with similar ports in the Mediterranean the oil terminal registers down time about
region. Port resilience is also under threat 22 days a year because of rough seas and
from environmental changes and forecast swells. However long term data collection,
growth and could potentially cause a collation and dissemination of wave climate
bottleneck. Harbour breakwater systems and weather near the ports is not available
therefore must be refurbished and upgraded (opportunity). Noise and light pollution are
to be able to provide the needed resilience monitored but improvements are needed
and safety that such growth would entail. in order to limit the environmental impact
of the Freeport on Marsaxlokk and the
surrounding area (opportunity).
67
As port development tends to be supply- While the Port of Marsaxlokk does not
led, the degree of utilisation is one of the have to deal with limitations of historical
most important aspects that affect their structures, it is currently also close to
development. In the Port of Valletta the capacity both for containerised cargo as
facilities for cruise liners have reached well as bulk liquid. Further development
capacity in 2014, while those for unitised of capacity also depends on the landside
cargo are expected to reach capacity in facilities provision, and in turn it is related to
2030 (weakness). This is due in part to a availability of space in the vicinity of the port
number of factors including the current (weakness).
extensive upgrade of Deep Water Quay
which will restore the current capacity from This issue is also relevant since landside
50% back to 100% (strength). However the access is restricted by the current road
limited availability of rail superstructures- network configuration in the vicinity of the
cranes at Laboratory Wharf and the general port, as this was not planned to handle the
lack of hinterland space for freight handling volumes (and weight) of vehicles now
operations is also a factor. On the passenger servicing the Freeport (weakness).
side, the potential volatility of the cruise liner
business also hinders investment in long As far as the general level of functionality
term infrastructures. of Maltese external maritime transport,
both the Port of Valletta and Malta
Indeed, one of the most significant Freeport Terminals are considered to be
constraints at the Port of Valletta is the at capacity. The effective operation of the
lack of land-side space in the vicinity of Malta Freeport Terminals has led to a rapid
the quays and the presence of historical growth in containerised traffic using the
structures that, on the one hand represent port of Marsaxlokk. Their functionality is
a precious heritage to be preserved and on currently limited due to lack of facilities
the other hand act as physical limitation to to manage the existing demand. Detailed
the much needed scope of development studies would be needed to analyse the
of port infrastructures. A number of the available infrastructures and assess whether
quays date back to the 1500’s and the equipment should be improved, upgraded
present configuration does not match and/or replaced. Long-term project pipelines
the contemporary needs of maritime need to be developed and major investment
transport in the Port. At the Port of Valletta, financing would be required to be able to
warehousing and associated operations implement (threat).
on the roads around the port often cause
temporary congestion that increase during The long term development and
the peak cruise days creating bottlenecks, refurbishment plans for the Ports of Valletta
due to the high demand and competing and Marsaxlokk have run their course and
operations (weakness). Furthermore, while need updating.
generally the Port of Valletta does not need
dredging, the infrequency of dredging
the inner part of the port could result in
environmental and archaeological issues
if it is needed for capacity improvement
(threat).
68
In the Port of Valletta, for example, a holistic 01.5
integrated vision for future development Air Transport
and upgrading has yet to be developed, and
current plans tend to be piecemeal. In the Air Transport is one of the key transport
Port of Marsaxlokk while future expansion sectors linking Malta to the rest of the
to handle international developments is world, together with the “external” maritime
envisaged, demand forecasts or studies to transport.
support the developments and to ensure
that they are sustainable or in the interest of A high level summary of the SWOT Analysis
the country need to be further developed. is as follows.
Limited studies on the provision of

alternative fuels for shipping have been
carried out (only a shore-supply study
in 2015) and no analysis of the needs of
fuels such as LNG has yet been carried out
(threat).
The issue of inadequate resources appears

to be a major issue and the Maltese
maritime transport sector requires human
and financial resources, with staff needed
to ensure proper operational monitoring
activities to ensure long run cost
effectiveness.
Generally, it can be stated that there is the

opportunity to further exploit the
inter-modality between sea and air
transport, due also to the close location of
the main ports (Port of Valletta and Port of
Marsaxlokk) and Malta International Airport.
Increasing the level of inter-modality among
modes of transport would result in growth
opportunities for the external transport
sector.
69
STRENGTHS
Air transport is a key facilitator of a large proportion of Malta’s GDP including tourism and
business travel.
MIA has developed a reputation for being an award winning airport providing good levels
of passenger experience.
The Air Traffic Control and runway subsystem has capacity to handle significantly more
aircraft traffic, if the appropriate maintenance of the assets is carried out.
The airport is licensed to ICAO standards and will be certified to the new EU standards by
2O18.
WEAKNESSESS
Operational aspects tend to reduce the capacity of the infrastructure to handle their
potential maximum capacity.
Multiple policy responsibilities complicate the strategic planning of the aviation sector
Limited availability of infrastructure for Maintenance, Repair and Overhaul (MRO) business
development
Continued challenges to attract skilled technical resources in the sector
Poor data availability (collection, collation, dissemination) affects the ability for policy
decisions to be made rapidly and efficiently
Port of Marsaxlokk: Unitised and bulk liquid cargo near capacity limits of terminals
Congestion in the immediate port areas affect cruise and freight operations hindered by
road design for access to ports
Complicated concessionaire agreements create market imbalances and reduce efficiency
by increasing bureaucracy and costs
OPPORTUNITIES
A large number of stakeholders could benefit from improved airport operations

Passenger and freight volumes have been steadily increasing in recent years and are
expected to continue to do so
New technologies are expected to impact aviation positively
Improved data availability can facilitate low cost, high impact measures
70
THREATS
Increasing numbers of arrivals but limited space for the terminal to expand to handle
demand.
Space limitations for parking of aircraft on aprons with efficient links to terminal facilities
may hinder growth.
Small number of specialists in the aviation sector, with high career mobility
Terminal and aerodrome development of only €28m out of a total published €78m planned
investments in the airport planned from 2O16.
Supply of Maltese air transport infrastructure It also contributes strongly to the tourism
is only available at Malta International Airport product in Malta, as well as providing
(MIA). The Republic of Malta is in fact served Malta’s burgeoning services businesses with
by one international airport providing the efficient links across Europe and via hubs
main gateway for people movements to and to the rest of the world. The Air Navigation
from abroad. Malta International Airport has Service Provider, Malta Air Traffic Services
one passenger terminal including general Ltd, provides good quality navigation
passenger services for both commercial services to both aircraft overflying Malta as
and business aircraft. MIA is one of the well as those landing in Malta (strength).
few European airports that does not have
a curfew and can currently operate 24/7. The island of Gozo is provided with
The airport is licensed according to ICAO a heliport at Xewkija that used to be
Annex 14 Vol. I & II standards. Preparations connected to MIA with domestic helicopter
are also underway to ensure that it will be flights, but this service went out of business
certified according to Regulation (EC) No a number of years ago. No other domestic
216/2008 and Commission Regulation (EU) air transport exists, apart from flights
No 139/2014 by end 2017. involved in training or aerial photography,
surveys and similar activities.
The passenger terminal can handle up
to 5 million passengers annually before From the demand point of view, the main
deterioration of quality of service, and a markets for passenger air traffic are the
separate freight terminal (converted from United Kingdom (30%), Italy (17%), and
the previous passenger terminal) along Germany (15%). Passenger demand has been
with other service providers based inside increasing steadily in recent years albeit with
or on the perimeter of the airport. MIA has some difficult political tensions just south of
recently won a number of awards for quality Malta (opportunity).
and passenger experience.
Freight demand has not been thoroughly
investigated in this study since the
available data is aggregated in a way that
requires further analysis to be able to make
71
appropriate proposals. This data issue Analysis has shown that MIA capacity is
needs to be addressed by conducting sometimes limited due to operational
more research and surveys as to the aspects and not necessarily infrastructure.
different types of cargo passing through In particular the arrangements for parking
MIA (weakness). Furthermore, difficulties and taxiing appear to be a key hindrance.
in aircraft parking management on aprons However, a more detailed analysis of
in the proximity of the freight terminal potential for more efficient operations would
(and similar for passengers in respect to be needed so as to optimise the entire
the passenger terminal) may limit growth airside operation. Far more demand could
of the two sectors. This space limitation is be handled by the runways and air traffic
particularly considered to be a challenge to control without these limitations. In addition,
possible future growth in the freight market other restrictions are currently imposed to
(threat). the manoeuvring area and taxiways whose
layout around the main runways tends to
While aircraft registered in Malta has seen an increase runway occupancy which could
increasing trend of the number of registered be addressed by a parallel taxiway system
aircrafts since 2000, this does not directly (weaknesses).
affect the airport operations.
As for the general level of functionality of
Considering the airport handled 4.6 million Maltese air transport, MIA experiences some
passengers in 2015 the estimated degree of limitations at peak times with passenger
utilisation of the terminal area subsystem is departure clearance and arrivals handling
considered to be at 85% of its capacity and experiencing some delays.
fast approaching volumes that would result
in deterioration of the passenger experience. The increasing passenger traffic (also use
With published plans to develop the airport of wide body aircraft which intensifies the
by investing €78m in the coming years, demand) makes the efficient use of airside
MIA seems to have only identified €28m services more complex, with possible
of these to improve passenger terminals spill over effects on freight transport.
and airside infrastructures and systems. Additionally, the lack of space within MIA
This is considered to be a challenge if not boundaries is threatened by competing
addressed in a way to manage the capacity non-aeronautical business interests which
constraint (threat). impact airport operation especially due to
the existing physical constraints of the areas
The airport saw an average of 17 movements surrounding the airport, including the road
per hour in 2014, and similar runways with network (weakness).
a parallel taxiway manage a maximum
sustained capacity of around 40 movements Various other private sector entities are
per hour. This means that the runway involved in the provisions of services at the
subsystem is considered to be at 42.5% of airport, including ground handling, general
its maximum capacity (strength). General aviation and crew training.
upgrades are however required to remove
existing limitations and improve the declared
capacity of 15 movements per hour in 2013.
72
Malta has been developing a research and The limitation of air transport to one airport
innovation capacity in the aeronautical is considered a challenge that needs to be
sector and the opportunities arising from carefully managed to safeguard the efficient
these technologies are expected to support and effective mobility to and from Malta
the increased efficiency and effectiveness of (threat), in particular by passengers. The
aviation (opportunity). capacity of the runway and aprons is not
readily available, making estimates of the
From the organisation point of view, the ability of the runways to cope with future
aviation sector operates within various demand difficult at best.
governance and legal frameworks: the
policy responsibility for aviation is within the The regulation of the sector is carried out
Ministry for Tourism, while the regulatory by a small team of specialised personnel
responsibilities of Air Transport within in the Civil Aviation Directorate. This
Transport Malta falls under the Civil Aviation policy and organisational structure that
Directorate (CAD); passenger and freight the regulator works within is challenging.
terminal operations and maintenance are Resources, both in terms of quality and
part of the concession agreement with quantity, continue to be challenging, with
Malta International Airport plc (regulated by difficulties in attracting the right personnel
Transport Malta). Some spaces in the airport due to the high level of specialisation
boundary fall within the responsibility of required, and subsequently the attraction
Malta Enterprise or Malta Industrial Parks for trained staff by industry once they are
Ltd. This complex policy and responsibility qualified and experienced (threat).
framework has scope to be simplified.
As for costs and maintenance, clear

information about operational costs and
maintenance as at 2014 is not readily
accessible and hinders the ability for
Government to direct the prioritisation of
airport improvements to ensure that the
commercial enterprise remains in line with
the national priorities. Monitoring and
review of the airport infrastructures do
not seem to be a regular part of the asset
management and for example the runway
bridge (road tunnel beneath runway 31/13) is
considered as critical infrastructure, but does
not appear to be under continuous review.
The need to address potential data gaps by
collection of data within a single airport can
be low cost and high impact (opportunity).
73
74
02
DEFINING
THE
OPERATIONAL
OBJECTIVES &
MEASURES
75
02.1 This was followed by an extensive analysis

Process followed to and quantification (where possible) of the
set the Operational extent of these problems today and in the
Objectives and to identify future, should Malta adopt a laissez-faire
the Measures approach (see Base Year Model Report8 and
the Forecasting Report9).
The six Strategic Goals and the eight Guiding
Principles set out in the National Transport Having different actors involved gives rise
Strategy 2050 define the strategic direction to different perspectives on the nature and
for the development of the different extent of the problems and issues facing
transport sectors over the longer term. The each transport sector and diverging views
SWOT analysis outlined in the previous on the possible solutions needed to tackle
Chapter objectively identifies the Strengths, these problems and issues. Sometimes
Weaknesses, Opportunities and Threats views are conflicting and often solutions are
currently facing each of the transport overlapping.
sectors in Malta. However, these are abstract
concepts and it is thus difficult to measure The “issues-oriented” approach to the
performance against them. In order to development of the Operational Objectives
develop an implementation plan that is has been based on the following logical
Specific, Measurable, Attainable, Realistic framework process.
and Time-bound (SMART), detailed SMART
Operational Objectives have been identified The measures include studies, works
for each of the transport sectors. (infrastructural interventions), operational
improvements and policy, regulatory and
any institutional changes needed to achieve
2.1.1 each Operational Objective. These have been
Operational Objectives described in detail in the second part of this
chapter. The proposed measures have been
In determining the Operational Objectives,
classified using the following colour coding
an “issues-oriented” approach has been
and using the following symbols denoting
adopted. This approach has involved the
whether the measures are:
exhaustive qualitative identification of
problems and issues facing each transport
sector, which has been based on the
invaluable input of various internal and
external actors who are directly or indirectly
involved in the operation, regulation,
planning and management of the different
transport sectors (refer to the Existing
Conditions and Data Diagnostics Report).
8
Transport Malta (2015), National Transport Strategy – Base Year Model Report, 2014
9
Transport Malta (2015), National Transport Strategy – Forecasting Report
76
NATIONAL/ COMPUTER DATA
EU POLICY MODELLING + GATHERING
PLANS FUTURE FORECASTING
FORECASTING
LONG LIST OF ISSUES
ORGANISATION AND CONSOLIDATION OF ISSUES
MATRIX VERIFICATION FOR COMPATIBILITY

WITH STRATEGIC GOALS & GUIDING
PRINCIPLES
IDENTIFICATION OF OPERATIONAL OBJECTIVES
DERIVING POTENTIAL MEASURES REQUIRED TO

ACHIEVE OPERATIONAL OBJECTIVES
Figure 1.
The Master Planning
Process
Supply-side measures Policy, Regulatory or Economic PRE

Planning and Design PD
Demand ‘Pull’ measures Physical or Technical PT

Supporting S
Demand ‘Push’ measures
Other measures
Timelines: Short (S), Medium (M), Long (L)
Figure 2.
Classification of
measures
77
In this exercise, Short is defined as within Four Stage models are built on a sequential
5 years (by 2020), Medium is 5-10 years process of four distinct steps for estimating
(between 2021 and 2025) and Long is transportation demand; namely: trip
beyond the timeline of this master plan or generation, distribution, modal split and
2026 onwards. assignment. Four stage models have been
effectively used since the 1960s and the
basic principles behind such models have
2.1.2 largely remained unchanged, modelling
Modelling Framework software has on the other hand changed
drastically with advances in computer
While there are other methods used to technology.
estimate travel demand in urban areas,
travel demand forecasting and modelling In summary, the analytical approach used in
remain decisive tools in the analysis of the four stage transport model for Malta first
transportation plans, projects, and policies. considered the extent of the study area and
Modelling results are useful to those making defining the multi-modal network operating
transportation decisions (and analysts within that study area i.e. road network,
assisting in the decision-making process) in public transport network and internal
system and facility design and in operations maritime connections (supply side).
and to those developing transportation
policy. The study area was subsequently divided
into logical and appropriately-sized
In general, transport models belong to a transport zones and each zone was
relevant segment of abstract models, namely populated with most recent economic
mathematical models, characterised by the activity data (including employment and, if
attempt to efficiently replicate a particular available, shopping space, educational and
system of interest and its behaviour by recreational facilities), demographic data
means of mathematical equations, based on and travel demand data. Additional traffic
specific theoretical statements. data were collected to assist the calibration
and validation process which took place
Years of experimentation and development in the later stages of model development
have resulted in a general structure which (demand-side).
has been called the classic transport model
commonly referred to as a Four-Stage
Model.
78
Figure 3.
Example of “supply”
data captured in the NTM
Figure 4.
Transport Zones in
the NTM
79
These data were then used to estimate a The National Transport Model has been
model of the total number of trips generated used in the Transport Master Plan to
and attracted by each zone of the study analyse the existing transport system and
area (trip generation); and these trips were for subsequent work on the quantification
allocated to particular destinations, in other of following assessments of the following
words their distribution over space, thus socio-demographic trends, land use
producing a trip matrix (trip distribution). developments and transport policies and
measures:
The next stage involved modelling the
choice of mode, resulting in modal split,
i.e. the allocation of trips in the matrix to
different modes (typically road sector, public
transport systems and other modes as
cycling and walking).
Finally, the last stage in the classic model

approach involved the assignment of the
trips by each mode to their corresponding
networks.
Assessments Using The National Transport Model
Assessing the overall impact of predicted traffic growth

Assessment of new residential and employment developments
Developing land use and transport planning framework for Local Plans and Master Plans
Assessment of changes in population, employment and tourism
Assessment of new strategic highway schemes
Assessment of measures to promote use of public transport
Assessment of potential for Mass Rapid Transit
Assessing the impact of a new policy such as car restraint policies
Assessing impact of road tolls e.g. Malta-Gozo fixed link
Figure 5.
Examples of Assessments
that can use the NTM
data
80
OUTPUT QUANTIFIABLE IMPACTS
DAILY TRIPS
Transport Network Performance
Road network flows, congestion and levels of
MODAL accessibility
SHARE Public transport network flows, congestion and
(CAR, BUS,
TRUCK) levels of accessibility
Freight transport flows, congestion and levels of
accessibility
DISTANCE,
TIME
AND SPEED Transport Externalities
Air pollution levels (PM10, NOx etc.)
Greenhouse Gas Levels
Noise levels
Economic impacts
Figure 6.
NTM outputs and use in
impact assessment
The outputs from the model at a strategic 2.1.2.1

level are now being used to guide policy Examples of Model Outputs for Base Year
makers on settlement, employment and 2014
transport and planners and engineers on
the likely impact appraisal of land use and This model output in figure 7 shows the
transport plans and measures as illustrated current volume of traffic flows by direction
in Figure 6. during the AM Peak hour between 0730-
0830 hours. The red lines indicate a traffic
flow in excess of 1,500 vehicles per hour.
The model output in figure 8 highlights

the speed of buses on the network during
the AM peak hour. The speed of buses is
directly affected by road traffic congestion.
The most critical sections of road where
buses are delay are coloured in red. Here the
operating speed of buses is less than 30% of
the free-flowing speed of traffic.
81
Figure 7.
2014 (base year) traffic
flow at AM peak hour
The model output in figure 9 shows the

level of congestion on each section of the
road network. It compares roadway demand
(vehicle volumes) with roadway supply
(carrying capacity) - Volume-Demand
to-Capacity Ratio (V/C). The V/C ratio is a
conventional level of service measurement
for road networks. The V/C ratio of 0.8
and above highlighted in black indicates
very congested conditions at a threshold
point where systems operations begin to
deteriorate.
82
Figure 8.
2014 (base year) Public Transport
speed ratio at AM peak hour
Figure 9.
2014 (base year) volume-demand/
capacity at AM peak hour
83
2.1.3 Growth scenario

Future Forecasting 2025
The forecast years are the horizons Short term (2O2O)

considered in the development of the Medium term (2O25)
scenarios in the National Transport Model Long term (2O5O)
(NTM), the National Transport Strategy and
the Transport Master Plan. Modelling and
analysing the forecast years’ results provide
a vision of Malta in the future and the
Figure 10.
interaction of transport and mobility supply The Growth Scenarios in Short,
and demand. Medium and Long Term
The results of the NTM and the forecasting

activities supported the development of the The Growth Scenario used in the
National Transport Strategy and Transport development of the Transport Master Plan,
Master Plan Development in Malta. Therefore, which has a time horizon of 10 years, is B
they need to be consistent with the different ‘Most Likely’.
planning and operational timelines in Malta.
The dataset to be forecast for each
The time horizon of 2050 for the modelling zone refers to the main
development of a National Transport explanatory variables used in the demand
Strategy that will “set out the long-term stage of the Base Year Model:
vision and strategic direction” and will
guide this direction by showing expected • Socio-demographic information: number
trends. The time horizon of 2025 was used of resident persons for each one of the
to develop the Transport Master Plan that 25 base user-categories, which are a
will “focus on the short to medium term combination of the age group (0-10, 11-17,
measures” to be subjected to technical 18-40, 41-60, 61+) and the labour status
transport modelling. (workers, students, retired, taking care of
the house/family, other)
The definition of a strategic planning is
highly dependent on the socio-economic • Economic information: number of
and land-use changes likely to take place employees related to each one of the 3
in Malta and its surroundings over the next sectors identified in the base-year model
decades. These variables are decisive to (education, accommodation and food
forecast future travel patterns and usage. services activities, other)
In order to deal with this uncertainty, the In addition to the dataset to be forecast for
final scenarios of the Transport Strategy will each modelling zone, namely the required
be assessed according to 3 growth scenarios population and employment variables
A, B and C (called pessimistic, most likely used within the generation step of the
and optimistic respectively) in 2050 based 4-stage demand model, additional data is
on the socio-demographic and economic also required to forecast future passenger
growth. external movements as well as internal and
external freight flows:
84
• The GDP growth rate predictions are 2.1.3.1
necessary to forecast the internal freight Examples of Model Outputs for the Future
movements and the domestic maritime Forecast Year 2025 under the Do-Minimum
freight. Scenario
• For the other components of the The 2025 forecast model output for volume
demand, forecasts are based on traffic of traffic flows by direction during the
growth rates assumptions and trending. AM Peak hour between 0730-0830 hours
illustrates an increase in flows in a number
The development of the Operational of critical areas within the Inner and Outer
Objectives and the list of Measures have Harbour Regions. Traffic flows on the central
been based on the quantified modelled section of TEN-T network are expected to
outputs under the Do-Minimum Scenario rise by 5-6% over the coming 10 years.
which includes all the recently implemented
supply changes to the transport network
as of 2015 and assumes that no further
transport policy changes that would
significantly affect the supply or demand of
transport for the next 10 years.
Figure 11.
2025 vehicle flow at AM peak hour
85
Without appropriate mitigation measures,

the forecast increase in traffic over the
next 10 years is expected to adversely
affect the bus operating speeds across the
network. The increase in bus journey delay is
particularly notable in the Sliema and Marsa
areas.
Figure 12.
2025 Public Transport speed ratio
at AM peak hour
The 2025 forecast V/C measurement of road

performance highlights that there could be
very severe congestion on the road network
and that certain key sections of strategic
road network will reach their operational
capacities, if no further mitigating measures
are undertaken in the next 10 years.
86
Figure 13.
2025 volume-demand/capacity
at AM peak hour
2.1.4 02.2
Capacity Building Road Transport
Operational Objectives
The capacity to deliver the studies, projects,
policy measures, etc. is subject of a separate
For the purpose of this document Road
report on “Administrative Capacity needed
Transport is understood to include vehicular
to implement the Transport Master Plan
mobility as well as active and alternative
2025”.
mobility modes using the road network
(strategic roads and local streets) such as
cycling and walking.
Demand for transportation follows the

general economic theory of supply and
demand. The proposed measures relate
to both the supply of road transport
infrastructure and to the management of
demand to maximize the efficiency of the
urban transport system.
87
Transport demand management measures Additionally, there is a general lack of

aim to influence traveller behaviour in concern amongst Maltese society regarding
order to reduce or redistribute travel the impact which travel behaviour has on
demand. These comprise both “demand economic, environmental and health issues.
pull” incentives (carrot measures), such
as improved travel options, and “demand The lack of integrated and holistic
push” disincentives (stick measures), such planning means that projects are generally
as parking control to reduce, discourage or not developed in relation to a national
redistribute travel demand. integrated set of objectives. This is also
true with regard to the co-ordination and
These measures are also influenced by so integration of transport, land use planning
called “supporting” measures of education and development and environmental goals,
and enforcement. which in essence does not occur. The
current local plans for example, may permit
development of land at a given density
2.2.1 which is then not permissible due to the
Improve integrated and long term traffic impact.
strategic transport planning and
design
Different planning priorities and timelines
exist for transport planning, land use
Issues planning as well as planning for utilities and
services infrastructure. Therefore, long term
This objective has been defined since planning would not only benefit the future
historically, it can be seen from experience sustainable development of Malta but it
that the approach to transport planning would aid visibility of planned investment
and policy in Malta has generally been more thereby supporting the construction market.
short-term (4-5 years) in nature. The lack
of importance given to long-term planning An important outcome of the analysis
means that a long-term integrated plan is that Malta’s growth patterns create
based on solid analysis with clear objectives the opportunity to see Malta as a city
and targets is lacking. This has resulted state with one main urban area similar
in the lack of strategic direction and the to a dense city centre. This main urban
inherent inability to address difficult issues agglomeration spreads around the Harbour
such as private vehicle restraint. Regions towards the centre of the island.
The Strategic Plan for Environment and
There is a strong reluctance for Maltese Development (2015) has defined this as the
society to change but this is in contrast with Principal Urban Area (PUA) as illustrated in
the need for communal actions to address Figure 14. It can be said therefore, that Malta
the traffic problems existing now and in the has one main centrality but it can also be
future. This results in the Maltese traveller seen as polycentric due to further growth of
expecting that everyone else will change local hubs in other parts of the island.
their travel habits so that they can continue
to drive their car. Specific issues which have been identified
due to lack of integrated and long-term
planning are as follows:
88
Figure 14.
Malta’s Principal Urban
Area
• Trend of increased spatial separation • Project delays often occur due to

between homes, workplaces, places of archaeological discoveries during
education and places of entertainment excavation works;
resulting in decentralisation, highly
complex travel patterns and increased • Legal, financial and technical constraints
levels of car dependency; to new road infrastructure provision
resulting from environment and heritage
• The increase in urbanisation has led protection laws and practical difficulties
to capacity problems with service in expropriating private property in built-
infrastructure leading to flooding during up areas;
storms. A national flood relief project is
being implemented; • Contracting companies are small and
economies of scale cannot be easily
• Lack of coordination of property achieved in terms of onward procurement
development leads to individual trenching and expertise;
interventions for service utility provision
in roads to the detriment of road
condition;
89
Measures PD
In response to these issues the following 2.2.1.2

DEVELOP A FRAMEWORK WITH
measures have been identified:
THE SPATIAL PLANNING PROCESS
TO INTEGRATE LAND USE AND
PD
TRANSPORT PLANNING POLICIES
AND MOVE TOWARDS TRANSIT
2.2.1.1 ORIENTED DEVELOPMENT
IMPLEMENT AND MONITOR
THE LONG TERM INTEGRATED
NATIONAL TRANSPORT STRATEGY
AND SHORT AND MEDIUM TERM (M)
TRANSPORT MASTER PLAN
(S/M/L)
This measure would aim to set up
continuous discussions with the spatial
planning process to move towards
The National Transport Strategy 2050 sets centralization and accessibility of facilities
out the strategic goals, guiding principles and review transport and development
and targets for the development of Malta’s planning policies in relation to a Principal
air, sea and land transport system. The 10 Urban Area with a central hub.
year Transport Master Plans identify the
priority actions (physical infrastructure It would involve the reviewing and
projects, regulatory, policy and capacity implementing of policies to integrate land
building) that will need to be implemented, use development and transport policy;
prioritised and allocated according to particularly land use planning policies
financial resources available. The Transport which favour public transport oriented
Master Plan is aimed to provide clear development and encourage active mobility
medium term direction and stability for such as walking and cycling. Location and
transport investment and visibility of development of major employment and
project pipelines to counteract the size of residential nodes need full integration with
contracting companies’ limitations. The public transport networks, focussing on
individual and collective effectiveness of the public transport corridors and in sync with
priority actions will be closely monitored. the short, medium and long term plans to
To this end a monitoring framework will be develop the public transport system.
developed to ensure the implementation
of Transport Master Plan and National This measure would critically assess whether
Transport Strategy over the short, medium planning gains are promoting sustainable
and long term. mobility or whether they reinforce vehicular
use.
This measure also covers the need to
monitor environmental impacts as part of
the SEA Process see Chapter 5).
90
It would also necessitate that the assessment Access to the Mriehel Industrial Area by
of transport impact for development public transport is currently poor and the
scenarios and review of parking standards surrounding strategic road network regularly
for new developments be carried out during experiences severe capacity problems
the preparation of local plans and master during peak hours. The location and layout
plans. The concept of double use of parking of access roads within this area have been
where the same parking spaces would be poorly planned.
used by offices or retail establishments
during the day and by residents at night From a transport perspective, the re-
could also be explored to retain accessibility designated Enterprise Hub-URPA shall need
by car for city functionality, but at the same sustainable planned to facilitate accessibility
time mitigate the negative effects of traffic to and within the area and continued
congestion and parking clutter. functionality of the TEN-T network.
Appropriate mitigating measures will also
PD
need to be planned to ensure that the
surrounding urban areas are not negatively
2.2.1.3
MASTER PLAN FOR MRIEHEL AREA impacted by traffic generation.
In this respect, in line with measure 2.2.1.2

(S) a comprehensive Master Plan shall need
to be drawn up for the whole area. The
preparation of which shall involve testing of
different land use development scenarios will
The Strategic Plan for the Environment and be assessed for the enterprise
Development envisages the re-designation Hub-URPA, forecasting trip generation,
of the Mriehel Industrial Area into an assessing impacts on the transport network
Enterprise Hub-Urban Regeneration Priority and drawing up an appropriate transport
Area (URPA). strategy (including parking standards, traffic
management, public transport and facilities
This change of area designation will for cycling and walking) to be implemented
have significant impacts on the land use for the area.
composition, the size of the developments,
and ultimately on the levels of traffic
generation. The Mriehel Industrial Area
is currently characterised by low traffic
generating activities such as factories,
showrooms, warehousing and small
and medium sized industries but it re-
designation, in part, to an Enterprise Hub will
introduce a significant number of high traffic
generating activities during the peak hours .
91
PD The preparation of which shall involve

testing of different land use development
2.2.1.4 scenarios, forecasting trip generation,
MASTER PLAN FOR PACEVILLE,
assessing impacts on the transport network
ST. JULIAN’S
and the identification and programming of
local transport measures (including parking
(S) standards, traffic management, public
transport, park and ride, and facilities for
cycling and walking) to be implemented for
the area.
In 2015, Government had announced
plans for the comprehensive designation PD
of Paceville as a Business Hub –Urban
Regeneration Priority Area, with the aim 2.2.1.5
MASTER PLAN FOR SLIEMA
of promoting high quality business use, in
particular in the tourism sector.
(S)
Over the last decade or so, the fragmented
development of the Paceville area and
the lack of coordination between land-
use planning and transport network
development have resulted in Paceville In recent years, there has been substantial
becoming a disorganised area, which lacks intensification of office, retail, tourism and
clear identity and which experiences severe residential development in and around the
traffic congestion at various times of day commercial centre of Sliema. This and other
and night. The poor integration of parking factors have contributed to the increased
supply management between off-street levels of traffic on the road network within
parking and on-street parking also has a the central area and to the high levels of
strong negative impact on the public realm. conflict between traffic, parked vehicles,
public transport and pedestrians along the
A number of new major developments waterfront roads.
(tourism, offices and residential) have been
identified for the Paceville area, but without To accommodate increased on-street
proper organisation of the area, these are parking, most of the local roads in the area
likely to become high quality enclaves in today are one-way. Such provision, without
an otherwise haphazard surrounding. With appropriate management encourages the
the current level of transport infrastructure use of the private vehicle. Off-street parking
provision and service, any major new land is mainly provided within the commercial
use development in the Paceville area will centre rather than on the periphery, often
have significant traffic impacts that extend exacerbating traffic congestion levels on the
well beyond the Paceville area. access roads leading to and in the central
area. At the current level of growth, by the
A comprehensive Master Plan for Paceville year 2025, Tower Road and the Strand in
in line with measure 2.2.1.2, is required to Sliema will reach their practical operating
establish the suitable carrying capacity to capacities.
holistically define the traffic network.
92
The Strategic Plan for the Environment and assessment of traffic impact. Also public
Development envisages the designation projects and major developments are often
of Sliema centre as a Business Hub. In planned and designed in isolation of the
this respect, in line with measure 2.2.1.2, urban context and regional traffic issues.
a comprehensive Master Plan needs
to be drawn up for Sliema to better The lack of integration between the urban
integrate future land use development planning and design process and the
with sustainable transport growth and transport planning and design process gives
provision. This would entail providing for and rise to sustainable development issues, many
facilitating the use of alternative transport of which could be avoided if addressed
modes. earlier in the process.
PD Further emphasis needs to be placed on the

identification of desire lines for cyclists and
2.2.1.6
pedestrians at an early stage when defining
DEVELOP A FRAMEWORK TO
ENSURE THAT TRANSPORT the project design objectives. This should
PROJECTS ARE DEVELOPED BY also include the identification of objectives
INTERDISCIPLINARY TEAMS TO which are not purely related to accessibility
MAXIMIZE OPPORTUNITIES FOR and mobility but would address the other
SUSTAINABLE DEVELOPMENT Strategic Goals as identified in the National
Transport Strategy. An example would be
the identification of objectives to improve
(S)
urban greening as an integral part of a
project.
This measure therefore identifies the need

Transport infrastructure projects tend to set up interdisciplinary teams to work
to be developed by road planners and together in the planning and design of
traffic engineers who focus on the main road infrastructure and urban development
objectives of removing traffic bottlenecks, to ensure that full consideration is given
road safety, pedestrian accessibility to to urban, environmental and transport
cross road infrastructure and interface with sustainability.
public transport. The role of urban and
environmental planners in road infrastructure
planning and design process has never been
fully exploited.
Similarly, in the planning of public projects

and new major developments, the focus
is on providing the minimum number of
parking spaces required by policy while
access by other forms of transport (walking,
cycling and public transport) is often an
afterthought which arises when traffic
congestion problems are identified in the
93
PD This measure would facilitate the

continuation of the analysis of trip patterns
2.2.1.7 and travel behaviour which has taken place
IMPROVE CO ORDINATION AND
at 10 year intervals since 1990. The next
PLANNING WITH SERVICE UTILITY
INFRASTRUCTURE AUTHORITIES Household Travel Survey is due in 2020. It
will enable time-series trend analysis of the
Maltese transport system and the statistical
(S)(M) results can be used to quantify the impact of
the various implemented projects, policies,
and initiatives contained in the Transport
Master Plan 2025. It will assist authorities
Road infrastructure is expensive to provide to monitor compliance with strategic goals
and Malta has experienced years of road outlined in the National Transport Strategy,
reconstruction or rebuilding only for the transport indicators and national and EU
newly laid road to be dug up within a short targets for the transport sector, at a mid-
period of time. This may result from failures term stage.
of buried systems, where the uncontrolled
access by trenching by the service utilities PD
has resulted in huge costs transferred to the
road entities (Local Councils and Transport 2.2.1.9
Malta). Better coordination of the road DEVELOP A FRAMEWORK FOR
interventions is required so as to ensure that
COLLATING MOBILITY DATA
FOCUSING ON FURTHER ANALYSIS
the design life of the road is maintained, or OF MULTIPURPOSE TRIPS AND
where interventions are absolutely necessary EFFICIENT MOBILITY
that the repair work also maintains the useful
life. One way to address this would be to
establish a coordination unit that brings
together all service providers and their long (S)
term plans for infrastructure.
PD
The purpose of this measure is the
2.2.1.8 development of a framework to promote
CARRY OUT A NATIONAL innovative ways of collecting mobility
HOUSEHOLD TRAVEL SURVEY BY
data to understand travel behaviour by
2O2O FOCUSING ON DEVELOPING
FURTHER ANALYSIS OF MULTI- using new technologies and techniques.
PURPOSE TRIPS AND INEFFICIENT Also, integration of various sources of
MOBILITY data to provide richer datasets shall also
be considered. Further collaboration by
Transport Malta and other public entities,
(M) government departments, commercial
entities, research institutions and non-
governmental organisations could be
explored to enable information sharing
across all users of mobility data.
94
2.2.2 Additionally, the spatial distribution of
Provide alternatives to private town centres suggests an opportunity for
vehicles to encourage sustainable increasing walking for daily facilities as most
travel patterns and reduce private
urban areas are within walking distance of a
vehicular demand in the congested
‘hub’ area town centre. However, there is the need to
promote and strengthen the quality of the
pedestrian and cycling facilities and services
within and around these town centres.
This objective has been developed since

the data shows that about 50% of trips are
under 15 minutes illustrating that mobility is
produced at a local level on very short paths.
This therefore creates the opportunity to
increase the modal share for walking and
cycling.
Figure 15.
Walking distances to
local retail areas
95
In fact, the analysis shows that for trips The lack of public off-street parking
made to two primary retail locations: Sliema structures requires that most roads are
and Fgura, the car modal share is much used to provide on-street parking which
lower: 44% and 47% respectively within takes up precious space and diminishes
the walking catchment and 60% and 59% the opportunity to provide adequate
respectively within the cycling catchment. infrastructure for alternative modes. Where
This illustrates the potential to prioritise on-street parking is maximized, routinely
walking, cycling and public transport modes the pedestrian footpath provision is either
within the walking and cycling catchments minimised or totally absent (Figure 17).
of these retail areas, thus relieving the need Where footpaths are provided, they are
for travel by private vehicle. often discontinuous due to garage ramps,
protruding steps or simply in a state of
However, a number of issues have been disrepair. Overall, the space allocated for
identified which do not support such vehicles and pedestrians is not balanced and
mobility. Streetscapes are of poor quality vehicles are given priority (Figure 18). This
from an aesthetic point of view and the diminishes the walkability of urban areas
lack of natural shade from trees exposes and has reinforced the cultural mindset
pedestrians to extreme temperatures during towards the use of private vehicles in favour
summer months. of walking.
Figure 16.
Walking and Cycling
catchment areas of Fgura
and Sliema
96
Figure 17.
Example of on-street
parking prioritisation
detracting from
pedestrian space
97
Figure 18.
Example of poor
distribution of road space
between vehicles and
other road users
With regard to cycling, the provision In general, it can be said that there is a lack
of cycling infrastructure is fragmented of awareness and promotion on the use of
and does not penetrate the main urban alternative modes e.g. marketing of routes
area (Figure 19). There is also a lack of suitable for cycling. While the European
comprehensive guidance on designing for Commission is promoting the development
cycling infrastructure or cycle friendly streets of Sustainable Urban Mobility Plans
and the strict regulatory framework for (SUMPS), a framework for the development
cycling, and battery-powered two-wheelers, of SUMPs does not exist. There is also a lack
may discourage the uptake and use of such of awareness regarding the impact of travel
modes. behaviour on health and environmental
issues and their resulting economic benefits.
Electric mini-cab services were introduced
in 2006 and operate in Valletta / Floriana On the other hand, Malta’s spatial
region and mainly serve the tourism market. composition represents an opportunity.
Despite continued decentralisation over
the years, Malta can still be seen to have
a spatial composition similar to a hub
and spoke pattern when overlaying urban
development and transportation patterns.
98
Figure 19.
Cycle lane network in
Malta (only extra-urban)
Figure 20.
The transport hub and its
connectivity
99
A regional analysis of movement trips When these are compared the congestion
was carried out to further understand the outputs form the national transport model,
significance of this ‘Hub’. Figure 21 shows it is clear that the locations with highest
this analysis. The regions were chosen based densities of trips broadly coincide with the
on the NSO classification but a further sections of road network exhibiting the
subdivision of the North and Southern heaviest levels of congestion. This area is
Harbour regions was made such that the highlighted in Figure 22.
analysis would be more relevant to the
analysis of the ‘Hub’. The results start to A more detailed analysis of trips attracted
identify three regions which have a higher during the morning peak hour identifies
density of movements when compared to a finer agglomeration of zones with the
other regions; namely: the region of Valletta highest trip density in Figure 23.
and Floriana; the North Inner Harbour
Region and the North Outer Harbour Region.
Figure 21.
The higher density trips
as generated by region
100
Figure 22.
Congestion area for AM
and PM peak hours
Figure 23.
Trips attracted by Zone
101
Overlapping these three layers of

information leads to the identification of a
new ‘Hub’ / congested area illustrated in
Figure 24, where levels of mobility and traffic
congestion are highest and where measures
under this objective should therefore be
focused.
Figure 24.
Key congestion hub
identified in the NTM
102
Measures PT
In response to these issues the following 2.2.2.2

DEVELOP AND INCENTIVISE
SCHEMES TO PROMOTE MULTIPLE
OCCUPANCY, SMALLER VEHICLES
S AND REDUCE THE NEED TO
TRAVEL IN PEAK HOURS
2.2.2.1
DEVELOP AWARENESS
CAMPAIGNS TO IMPROVE THE (M)
UNDERSTANDING OF
TRANSPORTATION ASPECTS
(S/M) In Malta, the morning peak hour accounts

for 11% of all traffic throughout the day.
This heavily pronounced peak period in the
morning is mainly the result of the start
National media plans can help increase times for the vast majority of work places
awareness of the impacts of excessive car and schools coinciding. The evening peak
use in cities. While such campaigns may not period profile is considerably flatter, as
have an immediate impact on traffic, they school pupils usually return home before
can effectively set in place the necessary mid-afternoon and work finish times are
foundation for longer term travel behaviour spread over a longer period from late
changes (similar to social, safety and health afternoon into the early evening.
campaigns). Locally, the use of alternative
modes has been actively encouraged during The average car occupancy level in Malta
special national events such as Notte Bianca currently stands at 1.25 persons per car. This
and Isle of MTV through combination of is one of the lowest occupancy levels in
specific public transport provision and car the EU.
restraint.
The concentration of travel shown in Figure
In this context, awareness campaigns in the 25 into such a short period in the morning
short term should focus on promoting a) the (06:30-07:30) exerts enormous pressure on
importance, awareness and opportunities Malta’s road infrastructure.
for cycling and walking for shorter trips; b)
improve knowledge and social conscience It is also costly both in terms of providing
on travel behaviour and sustainable mobility the necessary road infrastructure to remove
and to change driver behaviour and speed in the traffic bottlenecks and in terms of loss of
urban streets; c) compliance with traffic rules economic productivity and higher operating
and regulations which can improve safety for costs resulting from congestion.
all road users and more efficient use of road
infrastructure, and d) introduce the health
and environmental benefits resulting from
cycling, walking and public transport in the
primary and secondary school curricula.
103
Figure 25.
Spreading of peak hourly
deman
Transport policy measures can be effectively • Online-banking: electronic transfers via

used to incentivise commuters to avoid internet
driving their cars either by eliminating the
need to travel or by enticing car drivers • Government services: simplification of
to travel more efficiently during the peak administrative services and making these
periods. available online
Modern information technologies and • Video conferencing and video-

communication networks allow for the presentations
transfer of large amounts of data that
had previously required individuals or • Tele-diagnosis and remote maintenance:
companies to travel between places. The which can be used in IT and
“dematerialisation” of data and consequently communication support services
of travel has great potential to reduce traffic
and parking problems, generated both • Flexi-working hours (to encourage travel
privately and from business activity. avoidance using peak hours)
In recent years, e-Commerce and • Strengthening and promote the ‘tele-

e-Government online ‘travel avoidance’ working’ policy in the public sector
initiatives in Malta have most certainly
reduced the need to travel by private car to
busy central commercial and administrative
areas; these include:
104
Other initiatives could help encourage higher PD
levels of vehicle occupancy and reduce
the individual need to drive particularly 2.2.2.3
SET UP A MULTI-ORGANISATIONAL
during the busy peak hours or alternatively
TEAM TO DEVELOP A PEDESTRIAN
encourage the use of smaller, more road- INFRASTRUCTURE PLAN
space efficient vehicles; these initiatives FOCUSSING ON THE “HUB”
include:
• Financial incentives to shift from private (S)(M)

cars to alternative transport modes such
as car-pooling or bicycle use.
• Central area parking priority for shared Analysis carried out using the transport
mobility services as part of parking model highlights that the average distance
management schemes travelled by car during peak hours is 5.5km
and in the busy ‘hub’ area the modal split of
• Rewarding companies implementing travel by foot and bicycle is much higher than
‘Green Travel Plans’ the national average. These statistics are most
welcoming, as there are clear opportunities to
Recently, a number of important initiatives encourage modal shift to cycling and walking,
such as car sharing for travel to schools, if the right environment is created.
policy guidance for flexi-hours and
promotion of tele-working by public sector Promoting walking in the ‘hub’ area requires a
employees, allowing high-occupancy private holistic approach to infrastructure provision:
cars to use bus lanes and incentives to use including plotting of main desire lines, assessing
low-powered motorcycles and scooters have the quality of infrastructure, considering the
been introduced at a national level. level of permeability and connectivity of
urban areas and at major infrastructures and
With technical guidance, promotion and identifying obstacles which may be deterring
careful monitoring of the operation of the factors along the main routes leading to central
impact of travel reduction and avoidance areas and access to major facilities.
schemes, measures can be further refined
and deployed at a wider level. It is acknowledged that Transport Malta
is not the only authority responsible for
The introduction of car sharing could be the design of roads and streets. While
piloted by the establishment of a national Transport Malta is responsible for the
car-sharing service. Utilising the latest Strategic Network and the construction
green vehicle and ICT technologies (such as of new local streets, Local Councils are
web applications and ANPR vehicle access responsible for the maintenance and
or similar) such as system could enable a refurbishment of local streets. Additionally,
fleet of vehicles to be shared by the general other authorities are often involved in
public thereby improving efficiency of use of projects involving public spaces which affect
vehicles. pedestrian infrastructure. This measure
therefore suggests the setting up of a multi-
organisational team to develop a Pedestrian
Infrastructure Plan.
105
PD The introduction of cycle friendly streets is

an important principle as it is not physically
2.2.2.4 possible to provide segregated cycle lanes
DEVELOP A CYCLING STRATEGY
on all urban streets and additionally not all
FOCUSSING ON THE ‘‘HUB’’
types of urban streets require segregation.
The principle of cycle friendly streets which
are safe for all to use is therefore important.
(S)
As part of the study, appropriate cycling

speed brackets will be determined together
with the infrastructure needs required for
In the last 10 years or so, a number of such speeds. This would inform the design
dedicated cycle lanes and bus lanes principles for the network and provision
permitting cycle usage have been of cycle friendly streets. Additionally, the
incorporated into road infrastructure design potential for introducing contraflows on
with the aim of providing a safer, more low speed urban streets will be technically
segregated environment for cyclists in road assessed.
traffic. In the main part, cycle lane provision
has taken place on the wider main roads, The routes identified will be mapped out
outside of built up areas and, as such, are and developed into a smart route planner
largely used by sports and leisure cyclists, and offered on mobile devices while the
but less so by commuters. necessary measures will be taken to upgrade
a select number of routes into physically
Cycling in the congested streets within the safe cycling routes. Measures could include
built up areas is still considered by most to the revision of vehicular speed limits,
be dangerous, given the high frequency of enforcement of the latter and the installation
junctions, narrow roads, poor provision at of the necessary ITS applications that would
junctions and possibility of ‘dooring’ from assist in enforcement, cycling prioritisation
parked vehicles. and additional security for cyclists. This
concept shall be tested on two routes which
This master plan therefore aims to increase shall be implemented as a pilot cycling
the modal share of cycling through the corridors to test the effectiveness of the
development of a cycling strategy where applications installed as outlined in the next
the promotion of cycling is not only seen as measure.
a leisure activity but also as a credible, safe,
alternative mode of transport to be used as Such a measure, also requires a review of
a mode of commuting. the existing regulatory framework relating
to pedestrians, bicycles, battery powered
The measure would include an in- bicycles, etc. with the aim of facilitating
depth study to again assess desire lines, greater uptake of these modes, while not
connectivity issues between and through compromising road safety. This could be in
urban area and at major infrastructure so as the form of a National Cycling Policy.
to identify a cycling route network as well as
design principles for the provision of cycle
friendly streets.
106
PT The pilot corridors (Figure 26) have been
chosen for their potential to achieve modal
2.2.2.5 shift as well as the topography of the
DEVELOP PILOT CYCLE
corridors that are relatively low-lying and
CORRIDORS BETWEEN VALLETTA
AND: I) ST. JULIAN’S, SLIEMA; II) without steep gradients.
THREE CITIES AND FGURA, AND
III) BETWEEN VILLAGES This measure focuses on the planning
and design of a number of cycle routes
supported by the provision and monitoring
(S) of three pilot corridors selected from those
designed.
Analysis using the transport model has

indicated strong potential for modal shift
from car to other sustainable modes of
transport in the main ‘hub’ area, particularly
between Valletta and north inner harbour
area; between Valletta and the Three Cities/
Fgura; and also a pilot project between
villages of Zurrieq, Mqabba and Qrendi.
Figure 26.
Possible Pilot Cycling
Corridors to Valletta (in
red)
107
PT The national modal split clearly highlights

the predominance of private car travel
2.2.2.6 in Malta and Gozo. As discussed in other
DEVELOP A NATIONAL BICYCLE /
sections this increased car dependency
EBICYCLE SHARING SCHEME
over the years is the result of: increased car
ownership, increased need to combine tasks
(S) at different locations, spatial development
in the outskirts of urban areas, and the
perception that using a car is faster, cheaper
and more convenient than alternative modes.
Bicycle sharing systems are increasingly
popular in towns and cities around Europe
and have the potential to increase the
visibility of people cycling in everyday
clothing. This may in turn help normalise the
image of cycling, and reduce perceptions
that cycling is ‘risky’ or ‘only for sporty
people’. Bicycle sharing schemes can
provide car driving workers with an
alternative means of travelling to meetings
within busy central areas without having to
resort to using their cars, while tourists can
hire bicycles to visit places around Malta.
This measure will be piloted as a

Figure 27.
demonstration project within the framework National Modal Split
of CIVITAS in which an e-Bike sharing system (NHTS 2010)
and management platform shall be set up

within the central and outer areas of the Sustainable Urban Mobility Plans aim to
Valletta as well as to improve accessibility foster a balanced development of all relevant
between transport hubs and various urban transport modes, while encouraging a shift
centres. towards more sustainable modes. The plans
comprise a series of actions to improve the
PD
quality of life (health and environment), to
reduce traffic congestion and to facilitate
2.2.2.7 cost-effective, seamless mobility within
DEVELOP A FRAMEWORK urban areas.
FOR THE INTRODUCTION
AND IMPLEMENTATION OF
These actions typically include: public
SUSTAINABLE URBAN MOBILITY
PLANS (SUMPS) IN MALTA AND transport, non-motorised transport (walking
GOZO and cycling), inter-modality and door-to-
door mobility, urban road safety, flowing and
stationary road transport, urban logistics,
(S) mobility management, and Intelligent
Transport Systems (ITS).
108
The only Sustainable Urban Mobility Plan This measure will firstly define the framework
(SUMP) carried out in Malta was that for for SUMPS to be created. An important
Valletta between 2006 and 2010. This SUMP lesson learnt from the Valletta SUMP is
included a number of integrated actions that SUMPS cannot function on a single
aimed at restraining non-essential car use locality as their impact goes well beyond the
and promoting alternative green modes of administrative boundaries. Rather SUMPS
travel i.e. pedestrianisation of busy shopping need to be developed at the regional scale
streets, reducing supply of parking spaces, and such regions should be defined at a
introduction of park and ride services, functional level rather than administrative
implementation of CVA system, introduction one. In this sense Malta’s case is quite
of electric minicabs and upgrade of harbour particular due to the whole country having
ferry services. The combined effect of these the nature and size similar in scale to that
actions had resulted in a modal shift of 10% of a European city. Based on the analysis
away from the car and onto alternative of regional mobility and trip demand, two
modes of transport. regions have been developed – the Valletta
Extended Region and Island of Gozo
(Figure 29)
Figure 28
Modal split for
Valletta (NHTS 2010)
109
Figure 29.
Proposed regional SUMP
boundaries
The SUMP for the Valletta Extended Region - Introduction of e-bike sharing system and
will be the first to be developed through: management platform between central
and outer Valletta
- Further integrating of the Marsamxett
ferry service landing site into the main - Last mile delivery of goods and
public transport network through the consolidation system for the City of
deployment of a Circular Shuttle bus Valletta
route connecting P+R –Valletta Terminus
– Marsamxett – Lascaris ferry sites;
- Installing ITS applications to notify

passengers of bus and ferry schedules.
- Carrying out an options analysis (lift,

travellator etc.) for connecting the
Marsamxett ferry landing site with Central
Valletta.
110
2.2.3
Reducing the role of the car in
busy, congested urban ‘hub’
Issues
Malta has both the highest road network

density and the highest level of urbanisation
of all the countries in the European Union.
Figure 30.
Density of total road
network across EU
Member States
(source: EC)
Figure 31.
Proposed regional SUMP
boundaries
111
As a small island state, the geo-spatial This objective has been developed in
characteristics place a heavy constraint on response to the severe traffic congestion
new road provision or major road widening problems in the ‘hub’ area that, in the
in urban areas. Expropriation of buildings transport model, have been forecasted to
is expensive and difficult in practice. occur in the short-medium (2020 and 2025)
Environmental protection and heritage should there be no changes to the current
laws often legally preclude the possibility transport policy (supply and demand)
of providing road infrastructure to bypass framework.
the built up areas. In effect, over the last
25 years, only 5km of new strategic roads The modelling results clearly indicate that
have been constructed and 22km of existing a number of critical sections of strategic
strategic road have been significantly road network (both TEN-T and roads
widened. The option to address traffic supporting bus corridors) will be operating
congestion by only increasing the supply at or near their capacities in 10 years’
and capacity of roads in Malta is neither an time. Infrastructure project interventions
effective nor a sustainable solution in the to remove critical traffic bottlenecks on
medium term. the TEN-T have been planned at Kappara
junction and Marsa Addolorata junction,
For maximum effectiveness and benefits, as sufficient road space is available at
a comprehensive transport demand both of these locations to allow junction
management strategy would need to improvement through grade-separation.
combine “pull” incentives, such as improved However, severe congestion problems are
travel options with “push” incentives, which also being forecast on other critical sections
aim to disable habitual behaviour and of road network where additional road space
discourage individuals from car use, by is not available (for example Qormi, Sliema
making it less attractive. Restrictive measure and Msida areas and the central section of
proposals are often not well received by TEN-T core and comprehensive network
the motorists who commonly cite that it between Triq December 13th and Tal-Qroqq
would limit their personal freedom and junction).
would be unfair on them, since as road users
they already pay annual circulation fees.
The restrictive demand “push” measures
are often introduced in conjunction with
provision of alternative mobility modes
facilitated through demand “pull” measures.
Public acceptability is largely dependent on
relative costs, travel time and convenience
between the cars and the mobility modes
brought about through the overall demand
manage package of “push” and “pull”
measures.
112
Figure 32.
2025 volume-demand/capacity
at AM peak hour
Section D
(2014 – 2025)
Figure 33.
Critical TEN-T Network link between
Sta. Venera and Tal-Qroqq Tunnels
113
The area with the highest level of day time Currently only 2.77% of all daily car trips
trip attraction is focussed around Valletta, which have destinations in these four areas
Floriana, Hamrun, Msida, Birkirkara and actually pay for parking off-street (or in the
Sliema and Victoria in Gozo. case of Valletta off-street and on-street).
Of those who incurred a parking fee, the
average amount paid is around €2.00.
Figure 34.
Locations of highest
density car attracting
zones
Figure 35.
Payment for Parking
across Malta in numbers
114
With the exception of Valletta, there has of on-street parking provision (discussed
been no real attempt to integrate transport in previous sections) have at best only
planning with land use planning in order provided temporary relief to the busy central
to reach a sustainable balance between areas. The increased supply of central area
the supply of parking spaces (including on- parking spaces has filled up quickly and
street and off-street) on the one side and the approach roads leading to these areas
the demand for parking on the other. have inevitably become more congested.
Furthermore, such policies can be seen as
Development planning policies which encouraging, rather than restraining, car use
require developers in central areas to thereby further increasing urban congestion.
provide a minimum number of spaces in
new developments and the intensification
Figure 36.
Regulated on-street and
off-street public parking
Today, ‘push’ measures that reduce demand The economic cost of traffic congestion
for car use exist in most, if not all, of through increased journey time delays
Europe’s congested towns and cities. Private for passengers and road freight journeys,
cars represent 84% of all traffic on the roads increased vehicle operating costs (driver,
and account for three-quarters of all mobility fuel and maintenance) and cost of extra
movements in Malta. pollution will, by the year 2025, reach €584
million/year unless appropriate measures are
introduced.
115
Measures Such a solution results in social benefits in

the form of improved street quality through
PRE the provision of more space where people
can walk and interact, as well as health
2.2.3.1
DEVELOP A COMPREHENSIVE benefits as more opportunities are created
PARKING MANAGEMENT SYSTEM for walking. In a society where 40-48% of
TO CREATE A BETTER BALANCE children and 58% of adults are overweight
BETWEEN OFF-STREET AND ON- and obese10 , increasing opportunities for
STREET PARKING active mobility is essential.
There are also economic benefits to be had,

(L)
such as making such urban cores more
pleasant which will encourage shopping or
leisure activities such as having a coffee,
sitting out in the sun and dining out. It also
In certain localities, congestion arises improves the tourism product.
because of the mix of incompatible or
conflicting street user types on the same The spatial spread of public off-street parking
road space. Street space priority in central areas is currently quite random. Many public
areas has traditionally been allocated car parking areas are located in the busy
towards the private car, resulting in a general centres, which can often compound the
lack of space available to create safe and nature of traffic congestion problem in that
attractive infrastructure for cyclists and area. Few public parking areas have been
pedestrians. In some cases, it has even been planned on the peripheries of central areas.
seen that footpaths have been removed to
increase the amount of on-street parking Incentivising a shift from crowded on-street
and increase vehicle speeds. parking to off-street parking would require
the provision of new, additional off-street
The Valletta Transport Strategy (2006-2010) parking areas and, therefore, this is not a
had piloted the provision of easily accessible short-term measure. It requires detailed
off-street parking spaces at a new park and studies on where a hierarchy of peripheral
ride facility on the periphery of the peninsula and centralised parking can be provided and
which allowed for the removal of unsightly of ensuring good levels of accessibility to these
on-street parking from historically important parking areas by improving infrastructure
squares and shopping streets in Valletta. for pedestrians. As part of such a scheme
on-street parking located within the urban
The provision of peripheral parking facilities cores and town centres would need to
not only removes the unsightly clutter of be controlled through the introduction of
parked cars in central areas, but also reduces parking demand management schemes
traffic congestion caused by both searching designed to achieve the appropriate balance
for parking spaces and waiting for vehicles between residential parking, short-stay
manoeuvring into on-street parking spaces. parking for visitors and priority car parking
for car sharing and servicing of businesses.
10
A Healthy Weight for Life: A National Strategy for Malta 2012-2020
116
It will be necessary to develop a framework for A recent study (Attard et al., 2016) illustrates
such a system to be managed holistically as the potential such a measure could have
opposed to individually by separate towns and by using the case study of Lija. Through
villages. Two options are being suggested. In the introduction of parking management,
the first option (Figure 38) a similar approach amongst other aspects, the redesign of
would be adopted for all town centres with a public space was possible illustrating the
focus on Urban Conservation Areas (UCA’s). potential for improving liveability of the
UCA’s are seen as areas of priority as the urban core.11 Option 2 (Figure 39) would
urban form and narrow streets often do not look at a system which address the ‘hub’
support the provision of on-street parking. holistically while still targeting additional
Additionally, improving the quality of UCA’s UCA areas as may be required.
would strengthen cultural heritage and have
economic benefits.
Figure 37.
Lija Church and Main Square today and following
intervention to enhance public space (Source:
Figure 38. Figure 39.

Possible location of Possible location of
controlled parking controlled parking
(option 1) (option 2)
11
Attard, M., Miceli Farrugia, A., Borg Barthet, J. (2016) Sustainable mobility, liveability and public space in historic village
cores – a case study of Lija, Malta.
117
2.2.4 Living or working near busy roads (or

Reduce the impact of high polluting both) has a direct effect on public
vehicles in inner congested urban health. According to the World Health
areas and on the TEN-T network
Organisation12, the time spent in traffic is
also critical for population exposure, with
Issues travellers often being exposed to levels that
are three times the background levels. Road
Road transport is and is likely to remain a transport related air pollution is associated
significant contributor to air pollution in Malta. with health impacts such as premature
deaths, respiratory diseases, cardio-
Traffic directly contributes to a range of vascular diseases, cancer and issues with
gaseous air pollutants and to suspended reproduction.
Particulate Matter (PM) of different sizes and
composition and can account for up to 30% Air pollution varies in time and space, and
of PM2.5 (less than 2.5 μm) in urban areas. depends on a number of characteristics,
Road transport is also the main contributor such as proximity to roads, the composition
to emissions of nitrogen dioxide, carbon of the vehicle fleet, traffic patterns and the
monoxide, sulphur dioxide, Volatile Organic presence of other pollution sources.
Compounds (VOCs) and benzenes, all of In Malta, the past thirty years has seen an
which can adversely affect human health. undesirable increase in the average of the
motor vehicle stock has increasing from 13.8
The adverse effects in air quality of road years old to 14.7 years old and the average
traffic are much higher in the so-called street car age is currently 13.9 years, which is
canyons where pollutants are trapped. significantly higher than the European Union
average of 8.6 years.
Figure 40.
Vehicle age profile at
first registration
Source: from VERA as
at Q2 2015
12
Health Effects of transport-related air pollution: summary for policy makers, Krzyzanowski, M, 2005
118
The proportion of new vehicles being The urban environment around the harbour
licensed in Malta started to decrease areas in Malta (and to a lesser extent Victoria
significantly from about 2001 onwards as a in Gozo) are characterised by high volumes
result of cheap used-car imports from Japan of road traffic and narrow roads forming
and then from the European Union following street canyons. Air quality in these areas is
Malta’s accession in 2004. of great concern as illustrated in by satellite
imagery of NOX (Figure 41).
Older vehicles produce significantly higher
levels of pollutants from their tailpipes, than Charging infrastructure for electric vehicles
do newer vehicles. has been implemented throughout
the islands. However, even though this
Catalytic converters in the exhaust systems infrastructure is in place, the take up of
of vehicles only achieve their design hybrid and electric cars is still well behind
effectiveness after the engine reaches and the European averages and more efforts are
runs at normal operating temperatures for needed to incentivise the uptake of these
some time. With the average urban trip low and zero-emission vehicles.
covering distances of only 5.5km, many
vehicles run at sub-optimal temperatures
and therefore the pollution prevention
mechanism is not as effective as designed.
Figure 41.
NOx pollution
recorded over Malta
2008-2011 (Air Quality
Trends, MEPA)
Figure 42.
Location of Electric
Vehicle public charging
points across Malta.
119
Measures The measure shall also include the

organisation of a joint study between
PRE transport and environmental authorities
to identify all the areas where air pollution
2.2.4.1 from motor vehicles is regularly at a
STUDY THE POTENTIAL TO dangerous level, to assess the different
INTRODUCE LOW EMISSION ZONES scenarios and options for the access control
IN DENSE AND POLLUTED URBAN
of high polluting vehicles and to analyse
AREAS
the potential impacts of LEZ introduction
on other parts of the road network using
(L) network and air pollution modelling
software.
PRE
Low Emission Zones (LEZs) are normally
introduced in areas where air pollution from 2.2.4.2
INTRODUCE FURTHER FINANCIAL
vehicles is at a dangerous level for public
DIFFERENTIAL INCENTIVES TO
health. They therefore regulate access to REDUCE THE AVERAGE AGE OF
such areas by high polluting vehicles. LEZ’s VEHICLES
operate by either prohibiting vehicles with
higher emissions from entering an area or by
requiring the more polluting vehicles to pay (M)
more if they enter the zone.
As explained in the National Environment

Policy (2012), air quality monitoring In Malta, Currently the barrier to entry into the market
over the years, has identified a number of on new vehicles is relatively high since it is
localities which regularly exhibit transport related to the market value of the vehicle
derived pollution that exceed legal limits for and new vehicles are at a premium when
particulate matter, nitrogen dioxide resulting compared to nearly new vehicles. Also the
from high volumes of traffic and / or high tax differential on “used” vehicles between
levels of traffic congestion. countries like the UK and Japan when
compared to Malta are significant enough
This measure shall involve the to completely negate the registration tax
implementation of a pilot project under the barrier to entry.
CIVITAS initiative to test the feasibility and
effectiveness of a Low Emission Zone along
St Anne Street, Floriana.
120
The relatively lower taxation on older Measures to influence the update of
vehicles (circulation tax) has also been commercial vehicles and road based
flagged by the European Commission equipment (e.g. road based cranes) should
studies as a potential hidden subsidy for the also be considered. These are significant
uptake of these older vehicles. The impact contributors to air pollution and currently
of this reduced barrier to entry is evidenced have little incentive to reduce their impact
by the significantly increased proportion of on society.
used vehicles being registered in Malta for
the first time in recent years. PRE
Indeed, the change from engine size/cost 2.2.4.3

of vehicle as a basis of taxation to a cost/
INTRODUCE FURTHER FISCAL
MEASURES AND INCENTIVES TO
CO2 emission based taxation regime a few FAVOUR THE PURCHASE AND USE
years ago has been shown to be regressive, OF CLEAN FUEL VEHICLESS
with a higher total number of vehicles and
a higher proportion of older vehicles being
introduced into the market every year. (S)
In recent years, fiscal incentives using an

annual grant system for purchase of new
cars when scrapping an old car has started
to show some changes to the types of Clean or zero-emission vehicles have higher
vehicles first registered in Malta. While “entry” costs due to their intrinsic cost
this system has proved popular, however resulting from the use of new technologies,
it does not address the issues relating to albeit that over the lifetime of the vehicle
the increased number of cars on the road. their running costs are significantly lower.
This incentive scheme could be adapted to Support to date for the introduction of clean
encourage the scrapping of old vehicles in or zero emission vehicles through subsidies
exchange for free public transport travel for has had a minimal effect on the take up of
a fixed period or free access to car-sharing these vehicles.
schemes.
While fiscal incentives to discourage older
inefficient vehicles will be crucial to support
the uptake of clean or zero emission vehicles
(see measure above), unless the differential
market entry costs of a zero emission vehicle
is brought closer to that of other types
of vehicles, the uptake will continue to be
subdued.
121
On this basis, Government should establish PD

an annual target number of clean and zero
emission vehicles expected to be introduced 2.2.4.5
in Malta, and adjust annual subsidies to
IF FEASIBLE, IMPLEMENT LNG
REFUELLING STATIONS FOR LAND
achieve these annual targets in line with the TRANSPORT BY 2O25 ALONG THE
aim to achieve 5,000 of these vehicles in TEN-T CORE NETWORK
Malta by 2020.
PRE (M)
2.2.4.4
CONTINUE IMPLEMENTING THE
ELECTRO-MOBILITY ACTION
PLAN
Liquefied Natural Gas (LNG) might also offer
a cost-efficient technology allowing heavy-
duty vehicles to meet the stringent pollutant
(S)
emission limits of Euro VI standards.
The TEN-T Core Network should be the basis

for the deployment of LNG infrastructure as
The Malta National Electro-mobility Action it covers the main traffic flows and allows for
Plan, issued in 2013, has a series of measures network benefits. When establishing their
that address bottlenecks and difficulties in networks for the supply of LNG to heavy-
the implementation of Government’s stated duty motor vehicles, refuelling points need
aim to achieve 5,000 electric vehicles by to be planned in places accessible to the
2020. public at least along the existing TEN-T Core
Network, within adequate distances taking
The measures include efforts to allay the into account the minimum range of LNG
fears of the public that this new technology heavy-duty motor vehicles.
might not meet the needs of a user in Malta,
through the introduction of public accessible This measure shall involve the carrying out
charging points and education as to use and of a feasibility study for the deployment
costs of such technology. Efforts also include of LNG infrastructure to determine current
policy measures to encourage their uptake and future demand in Malta for LNG fuelling
in relation to fiscal measures such as tax facilities, associated costs and calculation
reduction and subsidies. of economic, financial and environmental
benefits that would result from this
In the short-term, the measure shall focus investment.
on the further deployment of charging
infrastructure for electric motorcycles and
Electric Vehicles (including fast charging
services for public use) and investing
in electric minibuses to provide feeder
services from peripheral areas to centres to
improve accessibility for elderly and other
marginalised groups.
122
PD 2.2.5
Reduce the impact (social,
2.2.4.6 environmental and economic) of
IMPLEMENT CNG REFUELLING vehicles in urban areas
STATIONS FOR LAND TRANSPORT
BY 2O25 ALONG THE TEN-T CORE
NETWORK Issues
With over 700 km of road for every 100 km2

(M)
of land area and over 600 private vehicles
for every 1,000 people, the impact of road
transport and road transport infrastructure in
a small country like Malta is very significant.
The Clean Fuels Infrastructure Directive

From an environmental point of view,
requires EU Member States to ensure, by
Maltese roads have traditionally been
means of their national policy frameworks,
designed or reconfigured in a manner that
that an appropriate number of refuelling
optimises space for motor vehicles (parked
points, accessible to the public for the
and moving), while squeezing other road
supply of CNG or compressed bio methane
users and any street landscaping into the
to motor vehicles is built up, in order
limited space available.
to ensure that CNG motor vehicles can
circulate in urban/suburban agglomerations
and other densely populated areas as well
as throughout the Union, at least along the
existing TEN-T Core Network.
CNG refuelling points will need to be

accessible to the public and to take into
account the minimum range of CNG motor
vehicles (approx. 150km).
This measure will involve the carrying

out of analysis of current and future
vehicle demand for CNG in Malta and the Figure 43.
identification of the potential locations of Roads not designed
to facilitate pedestrian
publicly available CNG supply infrastructure use
along the TEN-T core network.
Any landscaping and trees that do form part

of the urban streetscape are generally badly
planned: their shallow rooting can cause
damage to road surfaces and sub-road
utility services, their often uncompromising
positions within junction visibility splays
poses a safety risk and their prominence
within many narrow footpaths renders
access-for-all challenging.
123

Damage to road by tree roots with Example of an attractive walking
safety implications environment
However, landscaping and trees are, on the other

hand, very important in an urban streetscape.
If designed appropriately, trees and vegetation
can have numerous benefits such as providing
shade, bio-diversity, sinks for carbon dioxide,
cooling qualities counteracting the urban heat
island effect, buffering from road traffic and
aesthetic qualities that encourage pedestrian
activity. Traffic and parked vehicles in streets in
urban areas, particularly historically important
areas, are most visually intrusive. On the other
Figure 47.
hand, through appropriate design which Planned open space that encourages
manages, mitigates and balances the presence pedestrian activity and stimulates
economic activity
of traffic and parking, these streets could have
positive economic benefits (through improving
the tourism product or increasing real estate The social impact of too many vehicles
value), as well as social benefits through passing through urban areas has been
recreational provision and opportunities for identified as a major issue in Malta. High
social interaction. volumes of traffic passing through urban
areas can often sever communities,
physically segregating residents from basic
amenities and community services (church,
health clinics, schools etc.). This can lead to
marginalisation of vulnerable groups such
as the elderly and a house-bound inactive
society.
Figure 45.
Unattractive walking environment
of a Maltese street
124
The impact of noise pollution from the
increasing volumes of traffic is also a cause
for concern, particularly near schools and
hospitals.
Lack of driver discipline also results in

negative impacts reducing walkability and
inducing severance.
Figure 48.
Heavy traffic causing community
severance
Figure 51.
Parking on the pedestrian footpath
forcing people to walk on the road
Figure 49.
Poor permeability between urban While enforcement is an important measure,
areas appropriate design of streets can also
minimise such behaviour by reducing such
opportunities. The design of a street says
a lot about what type of mobility and
behaviour is being encouraged.
Figure 50.
Legal parking obscuring pedestrians
crossing the road
Figure 52.
Illegally parked vehicles obscuring
sight lines and reducing capacity of
road
125
PRE The better use of public space under

roads, promenades and squares, could
2.2.5.1 be an opportunity to relocate some on-
DEVELOP A POLICY FRAMEWORK street parking to make way for urban
AND DESIGN GUIDELINES TO
CREATE A BALANCED APPROACH improvements and needs to be studied.
TO DIFFERENT MODES IN URBAN
STREETS AND PUBLIC SPACE Similarly, the displacement of through traffic
to under road tunnels, where technically
feasible, could lead to reduced surface
(M) level traffic in urban areas. This would be
supported by the redesign and upgrading of
the surface level in favour of pedestrians and
cyclists, which could also improve the public
realm and the environment.
A significant proportion of urban streets
and public space in urban areas in Malta and PT
Gozo is allocated to motor vehicles. Not only
does this have a negative visual impact but 2.2.5.2
DEVELOP MITIGATION MEASURES
it also impacts safety and the liveability of
SO AS TO REDUCE THE IMPACT
streets. OF NOISE LEVELS IN URBAN
AREA UCA’S AND TOURISM
In the past years, very little attempt AREAS
has been made to redress the growing
imbalance in the allocation of street space
between provision for motor vehicles and (M)
the space needed to create a pleasant
living environment for walking and cycling.
This also includes the need to increase the
presence of soft landscaping and green Prolonged exposure to excessive noise
infrastructures with the aim of greening can lead to annoyance, stress and sleep
the urban environment, not only to provide disturbance which can cause physiological
improved environmental conditions for responses resulting in heart disease, high
walking and cycling but also to capitalise on blood pressure and mental illness.
benefits such as improved air quality and
biodiversity, amongst others. A significant proportion of Malta’s
population are exposed to harmful annual
This measure therefore involves the average noise levels (beyond 55 dB during
development of design guidelines for urban the day, evening and night).
streets to: reduce vehicle speeds; create
balanced space allocation for alternative Children suffer some of the most adverse
modes such as walking and cycling; effects of noise (disruption of hearing,
reduce the visual impact of vehicles; and learning and understanding), particularly
ensure the appropriate provision and use when schools are located near busy roads.
of trees and soft landscaping to enhance
urban environments and improve the
environmental quality of transport corridors.
126
The level of noise on roads varies according Charging infrastructure to service the
to traffic volumes, traffic composition, electric bus fleet will be installed in key
streetscape, and the degree to which noise locations in Gozo. The measure is not
is mitigated through road infrastructure technology specific and may include:
technology; as well as weather conditions. induction, overhead, classic fast charge
pillars or any appropriate mechanism to
This measure involves the allocation charge the electric buses.
of resources to identify the main areas
where traffic noise is harmful to human PT
health and to determine the appropriate
mitigation measures for vehicles (low noise 2.2.5.4
tyres, better regulation of vehicle exhaust DEVELOP DESIGN GUIDELINES
modifications, HGV entry prohibitions), road FOR THE DEVELOPMENT OF
SHARED SPACE AND HOME
infrastructure (low noise asphalt pavements,
ZONES
noise insulation street barriers) and planning
(location of new schools etc.). This measure
will be developed in collaboration with the (M)
Ministry for Sustainable Development, the
Environment and Climate Change.
PT
Similar to measure 2.2.5.1, this measure

2.2.5.3
aims at achieving a balanced approach to
INTRODUCTION OF ELECTRIC
BUSES IN GOZO different transport modes in the design
of urban streets. However, while measure
2.2.5.1 addresses the provision of design
(M) guidance for urban streets in general, this
measure focuses on design guidance for
shared spaces within residential areas i.e. the
provision of home zones.
Following a pre-feasibility study, this Shared space is an urban design concept

measure will seek to address environmental aimed at the integrated use of public spaces.
impact of traditional public transport It removes the traditional segregation of the
by introducing electric buses in Gozo as street into a pavement for pedestrians and
supported by three key actions: a central asphalted strip for motor vehicles.
The goal of the “shared space” is the taming
• Replacement of 12 (9m and 12m) diesel of traffic by encouraging slower vehicle
buses by electric buses speed with consequent improvement in road
safety.
• Introduction of Solar Vehicle Charing
Ports to charge vehicles at Victoria Bus
Terminus.
• Charging Infrastructure to support the

electric buses
127
Motorists’ consideration for other users is PT

induced through negotiation of shared areas.
Traffic is decreased in favour of walking and 2.2.5.5
SET UP A SUSTAINABLE MOBILITY
cycling and, consequently, the social function
UNIT WITHIN TRANSPORT
of residential streets and quality of life of MALTA TO WORK WITH LOCAL
residents is enhanced. The term ‘shared COUNCILS IN THE REDESIGN OF
space’ is also somewhat interchangeable LOCAL STREETS
with other concepts such as the ‘home zone’,
‘pedestrian priority’, ‘living space’ and other
similar approaches (TPPI, 2012)13 . (S)
Shortcomings in the urban environment,

and their impact on communities, have led
authorities in a number of European countries to While Transport Malta is responsible for
look for new solutions. They have tried to tackle the construction of new local streets,
a range of environmental, social and transport the maintenance or refurbishments of
issues by integrating highway and urban such streets is the responsibility of the
design. The result is residential streets designed respective local councils. Any proposals
primarily to meet the needs of all pedestrians, for the redesign or refurbishment of local
cyclists and local residents, opening them up streets would therefore come from the
for social use, whilst still allowing vehicle access. local council which would request a permit
This is known in the Netherlands as a ‘woonerf’ from Transport Malta. Such proposals
or ‘living yard. Similar shared-space designs were should promote sustainable mobility and
subsequently implemented in Germany, Sweden, should be produced according to the
Denmark, France, and Switzerland. In the UK, Design Guidelines which will be produced
such streets are known as Home Zones (DFT, in measures 2.2.5.1 and 2.2.5.3. It is therefore
2002)14. necessary for Transport Malta to work
hand in hand with local councils, and the
Each country has its own design guidance / setting up of a Sustainable Mobility Unit
best practice publications on the notion of within Transport Malta, will facilitate this and
shared space and home zone systems. If the provide the expertise required to ensure
social, environmental and economic impact that such proposals promote sustainability
of the over dominance of vehicles in urban mobility in relation to the said design
areas is to be reduced, then the introduction guidance but also in the interim. The unit
of shared spaces and home zone systems will also be responsible for the development
is seen as one of the ways forward. In order of the guidelines in measures 2.2.2.4, 2.2.5.1
to do this, design guidelines, researched and 2.2.5.3 and will form part of the multi-
and developed specifically for the Maltese organisational team in measure 2.2.2.3.
context will be required. Such design
guidelines need not only address residential
areas but could also address specific uses,
requiring safer environments, such as the
immediate areas surrounding schools.
13
TPPI (2015) Healthy Mobility in Sliema, A Case Study – Retrieved from: http://tppi.org.mt/images/reports/sliema%20
mobility.pdf
14
Department for Transport (2005) Home Zones – –Retrieved from: http://www.rudi.net/files/homezones.pdf)
128
PT 2.2.6
Reduce the impact of HGV’s on urban
2.2.5.6 areas and the road network
DEVELOP A FUNDING
PROGRAMME FOR THE
REDESIGN/REFURBISHMENT OF Issues
LOCAL STREETS ACCORDING TO
THE DESIGN GUIDELINES FOR
Goods carrying vehicles represent around
URBAN STREETS AND HOME
ZONES 5% of national traffic on a typical weekday.
However, during the morning peak hour,
the proportion of these vehicles increases
significantly to represent almost 11% of
(S)
the total traffic composition. The longest
and heaviest goods carrying vehicles are
generally engaged in the transport of goods
being imported or exported though Malta’s
external maritime ports. Distances between
If Objective 2.2.2 and 2.2.5 are to be
ports and the freight operators’ warehouses
achieved, infrastructural improvements are
and stores in the hinterland are generally
not only required at the strategic level but
quite short.
also at the local level. To improve conditions
for alternative mobility such as cycling
and walking, redesign and refurbishments
of local streets, according to the design
guidelines for urban streets and home zones
to be developed under measures 2.2.5.1
and 2.2.5.3, will be required. This would
also include any design guidance aimed
at developing cycling friendly streets as
outlined in measure 2.2.2.4.
Emphasis needs to be placed on the

importance of designing urban street
environments and residential areas for
walking and cycling. Having said this, Figure 53.
financial resources at a local council level Traffic Composition during
AM peak hour
are limited. This measure is therefore aimed
at addressing this need. A specific funding
program will be developed and made
available for Local Councils to participate
with the aim of improving the environment
of local streets in relation to the relevant
design guidelines as set out by Transport
Malta.
129
On the other hand, 88.7% of freight the operation of this sector. Particular
movement relates to internal distribution problems are experienced in enforcing the
of goods. This is largely uncoordinated compliance of goods carrying vehicles
and inefficient in terms of loading factors with the maximum permissible weights
(involving many empty or half-loaded runs). and dimensions regulations. Overloaded or
Freight distribution is largely unregulated oversized vehicles damage the road network
with a high proportion of trips being and reduce its lifespan.
made by ‘own account’ operators which
fall outside of the main EU regulatory The general shortage of safe, dedicated
frameworks. Urban logistics at a national off-road parking areas for goods carrying
level is still at a rudimentary level when vehicles and the lack of provision for loading
compared with Malta’s international goods and unloading in commercial areas often
transport operations. results in goods vehicles stopping or parking
illegally. This evidently compounds traffic
congestion problems during busy times.
Measures
PRE
2.2.6.1
REVIEW AND UPDATE THE
POLICY FRAMEWORK FOR THE
REGULATION, MONITORING AND
ENFORCEMENT OF HGV’S
(S)
Although information on licensed road

haulage operators and their vehicles is now
contained in a national database, there
Figure 54.
Survey of Road Freight
is little or no information available to the
movements (2014) authorities to monitor the activities of this
sector (movements, types of operations,
locations of stores, services etc.) to be in a
The freight sector requires further regulatory position to better, plan, regulate and provide
and policy development in the training of for this important sector.
Dangerous Goods Safety Advisers, urban
logistics management, freight distribution
and carriage of perishable goods. Authorities
currently do not have sufficient capacity and
lack certain modern inspection equipment
needed to effectively monitor and enforce
130
This measure involves the organisation of PT
periodic sector surveys and the setting up
of a comprehensive database that will be 2.2.6.3
DEVELOP AN ACTION PLAN
used to better assess journey routings, types
FOR THE MANAGEMENT AND
and sizes of HGVs, types of operation and REGULATION OF FREIGHT
their likely damage to road infrastructure. TRANSPORT AND ‘LAST MILE’
This database of information, combined URBAN LOGISTICS
with investment in modern technologically
advanced means of enforcement for
roadside roadworthiness testing, checking (M)
driving times and resting periods and
verifying the weights and dimensions of
HGVs will support more effective monitoring
and enforcement of this sector.
Urban centres commonly experience traffic
PD problems as a direct result of inefficiencies
in goods delivery operations, illegal parking
2.2.6.2 and the use of unsuitably large and high
INTRODUCE PROVISION OF SAFE
polluting vehicles which negatively impact
OFF-STREET OVERNIGHT
PARKING AREAS FOR HEAVY on the urban fabric and public health.
VEHICLES
Clearer regulation of freight transport
operation in urban areas is needed at a
(M) national level to protect the urban
environment, to reduce air pollution, to
reduce the incidences of traffic infringements
and to reduce congestion on Maltese roads
(particularly during peak hours). At the same
This measure involves the provision of a safe time, opportunities exist through the better
and secure overnight parking facility for application of freight logistics to improve the
goods carrying vehicles as part of the TEN-T efficiency of road freight operation, to reduce
Marsa Addolorata junction project which the number of empty runs and therefore to
will be implemented in 2018. This safe off- make significant operational cost savings.
street parking facility is conveniently located Studies would include the potential to use
on the TEN-T intermodal road connection smaller green freight vehicles and cargo /
between the maritime ports of Valletta and e-cargo bikes for ´last mile´ urban logistics.
Marsaxlokk and the airport.
This measure therefore involves the
development of an Action Plan in
collaboration with stakeholders involved in
road freight operation for the management
and regulation of freight transport and
‘last mile’ urban logistics. A pilot project
for Valletta will be developed to test the
concept of sustainable last mile delivery of
goods within Valletta.
131
2.2.7 The TEN-T comprehensive road network

Ensure a high level of service shall comprise a conventional strategic
on the TEN-T Core and road (not a motorway or express road) but
Comprehensive Network
which is still a high-quality road. The TEN-T
comprehensive network shall be upgraded
Issues to improve road safety, improve road
efficiency using ITS and mitigate congestion.
The European Union has a new transport This network needs to be completed by
infrastructure policy that connects the 2050.
continent between East and West, North
and South. This policy aims to close the In Malta, several sections of the conventional
gaps between Member States’ transport strategic roads pass though busy urban
networks, remove bottlenecks that still areas which act as bottlenecks. Here it is
hamper the smooth functioning of the difficult to increase road capacities for motor
internal market and overcome technical vehicles by road widening or new road
barriers such as incompatible standards for building, so the general approach will be to
railway traffic. It promotes and strengthens increase road capacities through measures
seamless transport chains for passenger to enhance numbers of travellers passing
and freight, while keeping up with the latest through the link rather than the number of
technological trends. vehicles.
Under this new European transport policy, Integrated long term planning with utility
22km of Malta’s Strategic road network have services that pass through roads has, in a
been designated as forming part of Malta’s number of past projects, not been effective
TEN-T core network and a further 90km and new buried services and repair work on
of national strategic roads fall under the old existing services has had to be carried
designation of the TEN-T comprehensive out shortly after the completion of the
network. road infrastructure projects. This negatively
impacts on the full life-cycle of the project
The TEN-T core network is of the highest therefore improved and more integrated
strategic importance for achieving the planning will be required to complete the
objectives of the trans-European transport new TEN-T network.
network policy, and shall reflect evolving
traffic demand and the need for multimodal
transport. It shall, in particular, contribute
to coping with increasing mobility and
ensuring a high safety standard as well
as contributing to the development of a
low-carbon transport system. This network
needs to be completed by 2030. The road
infrastructure along the TEN-T core network
needs to be of high quality, express road
standard.
132
Figure 55.
Malta’s TEN-T Network
since 2014
The table below identifies the 29 road For measures that are to be carried out in
sections required to complete the TEN-T the lifetime of this Master Plan identified
network (Core and Comprehensive) as in Section 7.3, due consideration as to
required by Regulation (EU) 1315/2013 within environmental impacts and benefits
the 2030 and 2050 timeframes referred to have been described in Chapter 5. Other
above. measures listed in Table 1 have also been
assessed under Appropriate and Strategic
Environmental Assessment frameworks;
however these will need to be reviewed
under the respective environmental
frameworks when preparing plans that follow
this Master Plan.
133
TEN-T Section TEN-T
1 Remove traffic bottleneck at [nodes EA20a-EA21a] - Addolorata Core

junction, Marsa
2 Removal of bottleneck and upgrade of regional road between Comprehensive
EA14 and EA16 (Kappara junction), Kappara
3 Remove traffic bottleneck and reduce severance between urban Core
communities [Nodes EA20a-EA7a] -December 13th Road, Marsa
4 Removal of bottlenecks, improving road infrastructure quality Comprehensive
and reducing severance (where possible) on Regional road
[Nodes EA16-WA19], Msida
5 Make more efficient use of road space and reduce severance on Core
Route 6 [Node EA7a-EA6] from Blata l-Bajda to Valletta
6 Removing bottleneck and reduce severance between Comprehensive
communities at Regional Road (Nodes NA11-EA13] - White Rocks
Complex to Manuel Dimech Bridge, St Andrew's
7 Removal of bottlenecks between Birkirkara Bypass and Mosta Comprehensive
Road [Nodes WA1-NA21] - Birkirkara, Lija
8 Upgrading of Mriehel Bypass [Nodes WA18-WA8] and removal Comprehensive
bottleneck / reduce functional conflict between traffic and urban
activity [Nodes WA7 -WA18], Mriehel
9 Upgrade of Regional road [Nodes EA13-south of EA14] including Comprehensive
Sun Yat-Sen tunnels and Guze Ellul Mercer bridge and reducing
severance, San Gwann
1O Malta-Gozo Fixed Link Comprehensive
11 Redesign to make more efficient use of restricted road space Comprehensive
[Nodes WA23-WA19] / Upgrade of bottleneck [Node WA13],
Luqa, Qormi
12 Removal of bottleneck and functional conflict between high Comprehensive
traffic flows and urban activity at Notary Zarb Street and Mdina
Road [Nodes WA8-west of WA10], Attard
13 Remove bottlenecks at EA16 upgrading Birkirkara Bypass and Comprehensive
reducing severance [Nodes EA16-WA1] – Birkirkara
14 Removal of bottleneck and reduce severance between urban Comprehensive
communities [Nodes SA12-SA11] - Triq Tal-Barrani, Tarxien
15 Removal of bottleneck and upgrading quality of road Comprehensive
infrastructure on Triq tal-Barrani and Sta. Lucija Ave. [Nodes
EA21-SA11 and SA12-SA12b] - Ghaxaq and Marsa
16 Upgrade of existing link and construct missing link from Tal- Comprehensive
Barrani to Smart City [Nodes SA12-SD9-SD7], Fgura and Zabbar
134
TEN-T Section TEN-T
17 Upgrade road quality at Valletta Ring Road [Nodes EA6-EA6] Core

18 Upgrading alternative link from Victoria to ferry port [Nodes Comprehensive
GA34-GA44-GA37] and removal functional conflict with urban
activity [Nodes GD8-GA46], Nadur Road, Gozo
19 Removal of bottleneck at Victoria and removal of functional Comprehensive
conflict between high traffic flows and urban activity [Nodes
GA33-west of GA30] - Victoria Bypass, Gozo
2O Upgrading of road infrastructure quality on Marsalforn Road Comprehensive
[Nodes GA32-GA41] - Victoria to Marsalforn, Gozo
21 Redesign to address conflicting road function (high traffic Comprehensive
volume and high urban activity area) [Nodes NA3-NA4] -
Ghadira, Mellieha
22 Removing bottleneck and functional conflict between high traffic Comprehensive
volume and urban activity at Xemxija Road [Nodes NA6-NA7] -
Xemxija Bypass, Xemxija
23 Removing bottleneck in Burmarrad at [Nodes ND2-NA8], St. Comprehensive
Paul's Bay
24 Upgrade of road infrastructure quality [Nodes ND12-NA22 and Comprehensive
NAD3-NA22], Mosta
25 Remove conflict between high traffic flow and urban activity Comprehensive
[Nodes SA13-SA12b] - Triq Tal-Barrani Triq Ghar Dalam, Ghaxaq
26 Improve road quality and reduce traffic impact in village centre Comprehensive
on Marsaxlokk Road [Nodes SA13-SD16], Marsaxlokk
27 Upgrade quality of road infrastructure on Triq Hal-Luqa [Nodes Comprehensive
WA22-SA11], Sta. Lucija
28 Improve road infrastructure quality and reduce functional conflict Comprehensive
between high traffic flows and urban activity on Ghaxaq Bypass
[Nodes WA24-SA12a] – Ghaxaq
29 Upgrade of road infrastructure quality on Triq Hal-Tarxien [Nodes Comprehensive
SA13a-SA12], Gudja
Table 1.
TEN-T Road sections legally
required to complete the
TEN-T network (Core and
Comprehensive)
135
As of 2015, 73% of the TEN-T Core

road network and 32% of the TEN-T
Comprehensive road network has been
completed.
Figure 56.
Status of Completion
of TEN-T Road
Network (2015)
Measures
PT
This Master Plan also considers the ongoing
2.2.7.1 preparatory studies for the Malta-Gozo
TEN - T CORE AND fixed link, which is one of these remaining
COMPREHENSIVE NETWORK
sections.
Each of these measures have been appraised

(S/M/L)
on an individual basis (vide Chapter 3)
and then in a combined form for the two
scenarios considered (vide Chapter 4).
Of the entire list of TEN-T interventions

required, this master plan considers the top
six sections requiring intervention as follows.
The remaining sections will be addressed
in the next master plan for the period 2026
onwards.
136
TEN-T Section TEN-T
1 Remove traffic bottleneck at [nodes EA20a-EA21a] - Addolorata Core

junction, Marsa
2 Removal of bottleneck and upgrade of regional road between Comprehensive
3 Remove traffic bottleneck and reduce severance between urban Core
4 Removal of bottlenecks, improving road infrastructure quality Comprehensive
and reducing severance (where possible) on Regional road
[Nodes EA16-WA19], Msida
5 Make more efficient use of road space and reduce severance on Core
6 Removing bottleneck and reduce severance between Comprehensive
communities at Regional Road (Nodes NA11-EA13] - White Rocks
Complex to Manuel Dimech Bridge, St Andrew's
Table 2.
TEN-T Road measures short
listed for scenario analysis
2.2.8 As an example, many arterial roads (Figure

Improve the functionality of 58) originally constructed as edge-of-town
strategic roads, providing bypass roads now have development on
secondary connectivity and
both sides thereby reducing functionality,
improving the quality of urban
areas increasing disruption to traffic flows and
restricting opportunities for widening to
accommodate growth in demand.
Issues
The road network classification which is set

out in the 1992 Structure Plan, has not been
updated and is in need of review as a result
of: overlapping of different hierarchies, the
construction of new strategic roads which
have not been classified; and changes in
functionality due to spatial development
patterns over the years.
137
(*)There may be variations between the

legend classification and that being shown
in the document. The classification has not
been updated since 1990 and therefore the
classification that is assigned is primarily for
modelling purposes.
Figure 57.
Malta’s Strategic Road
Network
Figure 58.
TEN-T Comprehensive Road passing
through dense urban area
138
Additionally, when strategic roads pass The review of the classification may
through urban centres (highlighted in therefore consider whether the hierarchal
yellow in Figure 59), conflicts exist between levels are sufficient.
the functional requirements of roads for
traffic flow, existing activities and kerbside Interestingly, while Arterial and Distributor
development along these roads e.g. Mosta, roads only account for 7.5% of the road
Zabbar, San Gwann, Hamrun, Birkirkara, network, they carry up to 58.5% of traffic.
Msida, Attard, and Naxxar. In such cases This implies that the roads carrying the
the road treatment needs to address the highest volume are indeed correctly
presence of urban activity and would require classified as strategic roads.
a different approach than that of a typical
Arterial or Distributor road.
Figure 59.
Examples of Road
Categorisation in conflict
with use
139
Figure 60.
Road Lengths by Category
Figure 61.
Annual Distance Travelled by
Road Category
Having said this, there are a number of roads The road classification therefore needs
experiencing heavy traffic flows of greater reviewing in relation to the functionality of
than 1000 vehicles per hour which do not for the network by revisiting the hierarchy as
part of the Arterial road network Figure 62) well as re-classification of roads as required.
The review should therefore consider whether In doing so, the aim will also be to improve
in such cases capacity can be increased and the quality of urban areas.
roads upgraded, whether capacity can be
increased by transport modes other than the
private vehicle or whether through traffic
flows can be diverted onto other routes.
140
Segregated and multi-level infrastructure A detailed analysis is therefore required to
within the urban environment creates identify where the pedestrian environment
severance between communities due to can be improved so as to reduce severance.
physical size and design of surrounding Objectives to reduce severance and improve
infrastructure. Severance is also an issue due urban quality should therefore form part of
to traffic volumes in some town centres. the project briefs.
Figure 62.
Non-arterial roads with
high levels of traffic
(>1,000 veh/h)
Measures
Changes in road classification often reflect
PD the practical usage of the road or address
problems (traffic, safety and environmental)
2.2.8.1 that may have arisen from an inappropriate
REVIEW AND CLARIFY THE ROAD level of usage. Before changing the
NETWORK CLASSIFICATION
classification of a road it is important to take
the necessary steps to modify the existing
link (pavement, signage, services etc.) to
(S)
allocate the appropriate levels of road space
to vehicles, pedestrians and other road users
depending on the function and category of
Changing a road from one category to the new road.
another e.g. from Local Access Road to
Distributor Road or vice versa can be a
useful measure in any management strategy
aimed to reduce traffic congestion.
141
Creating the appropriate balance between These objectives are conflicting when space
the allocations of space is challenging when is limited. One approach to dealing with this
there is not sufficient space to satisfy all is to develop a link/place matrix approach to
requirements between transport modes. the road/street classification as illustrated in
This is where the road or street classification figure 64.
becomes essential, as it can guide the design
approach depending on the classification. Transport for London has recently adopted
In such cases, it is important to recognise a similar approach in their newly launched
the function of roads and streets not only Street Types Matrix (Figure 65).
as having a movement function, but also
as being places in their own right. Jones
(Carmona, 2012) describes this as the ‘Link’
and ‘Place’ function as shown in figure 63
Figure 63.
Conceptual classification
Roads and Streets

Example of detailed Street Types Matrix
classification matrix Source: (Transport For London)
Jones et al (2007)
142
Through an in-depth analysis of Maltese PT
streets and their respective contexts this
measure intends to redevelop the road 2.2.8.3
and street classification to incorporate the
IMPROVE PROVISION FOR
PEDESTRIANS, CYCLING AND
concept and functionality of both place PUBLIC TRANSPORT AND
and movement thereby developing design CHANGE FUNCTIONALITY OF ND9
guidelines according to the classification (NAXXAR/GHARGHUR) TO ED1
with both objectives in mind. (SAN GWANN)
While it is expected that the reclassification

of these roads to reflect their use will (S/M)
have minimal environmental effects, the
Appropriate Assessment (see Chapter 5)
has identified their proximity to Natura
2000 sites and careful consideration of the
impacts of such reclassification needs to be Improve provision for pedestrians,
carried out during project implimentation. cycling and public transport and change
functionality to redirect through traffic away
PD from this route and onto the TEN-T network
which runs almost parallel to this route.
2.2.8.2
CLASSIFY ROUTE 120 FROM
(TAL-BALAL TO BIRGUMA) Secondary network to the TEN-T network
ACCORDING TO ITS DESIGN AND has a number of instances where
BUILD AS A DISTRIBUTOR ROAD developments over time have needed that
the classification of the road is changed.
(S)(M)
Classify the link road built some years

ago according to its current function and
context.
Secondary network to the TEN-T

network has a number of instances where
developments over time have needed that
When this link road was constructed, the

classification of the road network has neither
been coded nor identified as a Distributor
Road as designed and built.
143
PT PT
2.2.8.4 2.2.8.6
IMPROVE PROVISION FOR IMPROVE PROVISION FOR
PEDESTRIANS, CYCLING AND PEDESTRIANS, CYCLING AND
PUBLIC TRANSPORT AND CHANGE PUBLIC TRANSPORT AND
FUNCTIONALITY OF ROUTE 127 ADDRESS CONFLICTING TRAFFIC
(ST. JULIAN’S TO TA’ XBIEX) FLOWS AND URBAN ACTIVITY AT
WD11 (ZEBBUG) – WA13 (QORMI
(S/M)
(S/M)
Improve provision for pedestrians, Upgrade and review functionality and use
cycling and public transport and change of road space to encourage modal shift,
functionality to redirect through traffic onto addressing conflict between high traffic
the TEN-T network. flows and urban activity between WD14 and
WA13 (Qormi Town Centre).
Secondary network to the TEN-T
network has a number of instances where Secondary network to the TEN-T
developments over time have needed that network has a number of instances where
the classification of the road is changed. developments over time have needed that
PT
PT
2.2.8.5
IMPROVE PROVISIONS FOR 2.2.8.7
PEDESTRIANS, CYCLING AND REVIEW THE STRATEGIC
PUBLIC TRANSPORT AND FUNCTIONALITY OF ROUTE 132
CHANGE FUNCTIONALITY OF (MARSA RACE COURSE ROAD)
EA16 (UNIVERSITY SKATEPARK) – BETWEEN THE CORE TEN-T
ED3 – ED3A (MSIDA) – ED4 – EA5 NETWORK AND THE PARK & RIDE
(PORTES DE BOMBES) TO IMPROVE ACCESSIBILITY FOR
ACTIVE AND PUBLIC TRANSPORT
MODES
(S/M)
(S/M)
Improve provision for pedestrians,

cycling and public transport and change Review Strategic Functionality of the route for a
functionality to redirect through traffic onto Potential Bus Priority Route from the TEN-T Core
the TEN-T network.Secondary network network (December 13th road) to the Marsa P+R,
to the TEN-T network has a number of to address a bottleneck of public transport access
instances where developments over time to the interchange. Secondary network to the
have needed that the classification of the TEN-T network has a number of instances where
road is changed. developments over time have needed that the
classification of the road is changed.
144
PT A Comprehensive Asset Management
System to support prioritisation of
2.2.8.8 maintenance has never been in put place.
IMPROVE PROVISION FOR
The maintenance of roads, particularly at the
PEDESTRIANS, CYCLING
AND PUBLIC TRANSPORT TO local level, is therefore of concern.
ENCOURAGE MODAL SHIFT ON
THE ROAD SECTION WD18 TO In the last 15 years or so, there has been
WA24 (TUNNEL UNDER RUNWAY) unprecedented investment in upgrading the
strategic road network which handles 60%
of the traffic in Malta and Gozo on a typical
(S/M) day. These new road infrastructures (e.g. St.
Paul’s Bay Bypass, Coast Road, Council of
Europe Road etc.) are acknowledged to be
high quality. These strategic roads have been
Improve provision for pedestrians, cycling planned, prioritised and implemented in a
and public transport to encourage modal systematic manner since 2004.
shift.
However, in terms of length, these strategic
Secondary network to the TEN-T roads represent only a small proportion of
network has a number of instances where the total road network. To access to these
developments over time have needed that strategic roads, motorists need to pass
the classification of the road is changed. through lower category roads, the condition
of which is highly variable in quality. An
example is the quality of road signage and
2.2.9 road markings. While clear road signage and
Ensure effective and efficient visible road markings exist on most of the
management of roads and related
strategic road network, signage on lower
equipment ensuring quality and
sustainability of investment category distributor and local access roads
through regular maintenance is more sporadic and road markings often
fade very quickly.
Issues A recent survey of tourists highlighted that

directional signage needs to be improved.
Regulations relating to the road The problem is often compounded by the
classification system date back to 1992. lack of space in footpaths and verges to
Legislation enacted since that time has the house appropriately sized road signage,
responsibilities for management of formed which reduces their visibility and legibility.
roads between central Government (arterial Additionally, there is no comprehensive
and distributor roads) and local Government overview or planning between the road
(local access roads). signage and markings on the strategic roads
falling under central Government and local
Inspections and updating of data on road roads falling under local Government.
condition are carried out in a fragmented
manner. The last nationwide report was
carried out in 1998, which was partially
updated in 2005.
145
Road signage and street furniture is With regard to data collection systems an
also limitedly documented and not geo- opportunity exists to routinely build these
referenced; consequently, replacement of into the infrastructures being developed,
damaged street furniture such as crash so as to have less resource intensive,
barriers may be a lengthy process. continuous data reporting and analysis.
Road design and construction specifications Despite significant transport infrastructure

and standards introduced in 2003 had investment over the past 10 years, the level
brought about a radical change in the of investment in Malta falls well below the
lifecycle planning and design for roads, with OECD target for developed countries (1% of
the classification of different types of road national GDP). This is mainly due to lack of
pavements according to road function and national finances being made available for
traffic volumes. Technologies, standards and road maintenance.
construction methods change over time to
reduce the cost, and generally improve the Additionally, revenue generation from
resilience and longevity of the infrastructure transport (vehicle licensing, taxation)
investments. However, the Maltese road has no bearing to infrastructure works or
design and construction specifications and maintenance. As a result, insufficient levels
standards, which are commonly reproduced of maintenance reduce the lifespan of new
in tender documents for road works, have road infrastructures drastically and result in a
never been comprehensively reviewed or poor return on investment.
updated since their launch. Improvements
to reflect changes in technological Concurrently, due to lack of finances and
advancements and legislation e.g. from technical resources at local council level,
British codes to Euro codes, are usually much of the major works are taken over
dealt with in the relevant specifications and by Transport Malta even though this is
appendices within individual contracts. not legally provided for in the legislation.
This leads to diminished resources for
From a water management perspective, the the strategic arterial and distributor road
increase in urbanisation has led to capacity network.
problems with service infrastructure leading
to flooding during storms. There is no
coordinated forward planning between the
entities concerned that takes into account
the impact of climate change on transport
infrastructure and potential adaptation
measures.
Centralised, detailed information on the

location of buried utility services is lacking
and there is a lack of integrated long
term planning of investments to meet
future demands between road network
infrastructure and buried service utilities.
146
Figure 66.
Total Inland Infrastructure
Spend as a % of GDP
Measures Without an asset management plan or

programme in place there is no guarantee
that sufficient funding would be made
S
available each year to carry out road
2.2.9.1 maintenance in a comprehensive and
SET UP AN ASSET MANAGEMENT effective manner.
SYSTEM AND ASSET
MANAGEMENT PLAN FOR THE The aim of setting up an Asset Management
ROAD NETWORK
System is the first step required to provide
a more structured approach to road
(M) maintenance to enable Transport Malta
and eventually local Government to better
operate, maintain and restore ‘road assets’
to meet key performance requirements.
The current system of planning for road
maintenance and upkeep is mainly based
on short-term prioritisation and reactive
measures taken after storms, accidents etc.
The lack of strategic long term planning
in road maintenance is a direct result of
the lack of centralised knowledge on the
condition of the road network assets at a
national level and the lack of medium to
long-term financial planning.
147
Asset management is a strategic tool that This measure shall involve establishing the
uses information to look at the whole road necessary organisation set-up to inspect and
network rather than individual schemes. It systematically collect and collate data (using
involves collecting physical inventory and GIS) on the condition of road infrastructure,
managing current conditions based on markings, and equipment; establish asset
strategic goals and sound investments. The values and levels of service required for
setting up of an Asset Management System each section of road and development of
will require four main processes to be an asset management plan which identifies
undertaken: required works, quantifies and prioritises
implementation works over the short,
a) Set up an inventory of assets and medium and long term.
continually update the data;
b) Assessment of the current condition of

the asset;
c) Establish the level of service to achieve

from each road according to road type
and its level of use;
d) Devise an optimised and prioritised plan

to achieve objectives and maximise the
asset value, using the most cost-effective
method possible.
Figure 67.
Types of Maintenance and Time
148
PT securing of additional financial allocation.
The lifespan of new road infrastructure is
2.2.9.2 drastically reduced when old service utilities
INCREASE THE IMPLEMENTATION
need to be repaired, replaced or upgraded;
OF SERVICE CULVERTS AND
SUSTAINABLE STORM WATER thus reducing the cost effectiveness of
MANAGEMENT IN LOCAL ROADS investment in road infrastructure.
The implementation of more service culverts

(S/M) and extending the system of storm water
management to all roads would necessitate
better communication between road
planners and utility planners in the long
The utility services infrastructure - the pipes term provision of road infrastructure. It will
and cables that deliver utility services to involve clear centralised geo-mapping of
homes and which supports urban living - is all sub-road infrastructures, prioritisation of
usually buried beneath the urban streets road infrastructure investments and securing
(roads, footpaths and paved pedestrian budgets for utility upgrade on these roads.
areas). This measure will also explore measures to
enhance the lifespan of roads by minimising
It follows that street works to install, replace, the need for interventions e.g. use of parallel
repair or maintain these utility service pipes service culverts beneath footpaths in busy
or cables using traditional trench excavations urban areas.
will disrupt traffic and people movement,
and will often significantly damage the With regard to storm water management,
surface transport infrastructure and the storm water drainage systems are
ground on which it bears. implemented within new major projects
on the strategic road network. Within local
It is clear, therefore, that the ground and roads however, storm water management
physical (i.e. utility service and surface systems are generally not present. This
transport) infrastructures exist according to creates an issue particularly in dense urban
a symbiotic relationship: intervene physically areas where flooding during the rainy
in one, and the others are almost inevitably season is increasingly present. As more and
affected in some way, either immediately or more surface areas become impermeable
in the future. and climate change leads to increased rain
intensity, there is the need to develop storm
Apart from a few major road infrastructure water management in local roads either
projects (such as the roads constructed through traditional storm water systems or
under the 5th Italian Protocol and TEN-T through sustainable urban drainage systems
network), there has been little or no where permeable surfaces and increased
attempt at integrated long-term planning vegetation is used to reduce rain water run-
of road infrastructure with service utilities, off.
particularly non-strategic roads. Service
utility entities generally financially plan for
cable and pipe replacement and upgrade
according to their own priorities, which often
do not coincide with road infrastructure
priorities which often would require the
149
PD National road design and construction

specifications and standards have not
2.2.9.3 been reviewed or updated for 15 years. This
DEVELOP AN ACTION PLAN TO
measure will involve a step by step process
IMPROVE THE QUALITY OF STREET
FURNITURE AND INFORMATION to update the specifications that takes into
consideration best international practices,
proven technologies and conversion to
(S) equivalent Euro code standards (where
applicable).
2.2.10
This measure involves the collection of data Improve Road Safety through
better research, engineering,
on existing road signage (type, location,
education and enforcement
condition) and its geo-referencing using GIS
(part of asset management system). The
existing road signage will be verified against Issues
design, location and size standards to
create a more harmonised and rationalised Poor driver behaviour and discipline
approach between all road categories. contributes significantly to road safety
issues. There is a compelling need to
A comprehensive plan for directional address illegal road user behaviour to
signage shall be prepared at a national improve driver discipline. This includes, in
level to ensure clear directional signage is particular, drink-driving, driving under the
provided along links and at main junctions influence of drugs, over speeding and use of
for the most popular and important mobile phones while driving. As the National
destinations. Road Safety Strategy aims to reduce the
number of fatalities and injuries by 2020,
Testing of durability of road marking significant work remains to be done.
materials shall continue to determine the
most cost effective paint material for While most of the road accidents occur
different road types. in Northern and Southern Harbour area,
important data sets (such as road accident
PD data) that are collected lack important
details that are required for road accident
2.2.9.4 safety analysis. This creates problems in
REVIEW AND UPDATE ROAD identifying and describing the exact accident
SPECIFICATIONS AND STANDARDS location and limits the effectiveness of the
interventions made to address the cause of
accidents. It also causes issues with Malta’s
(S/M)
ability to report required levels of data to
CARE/Eurostat and thereby participate
in cross-EU analysis of road safety policy.
Coupled with this, only a limited number of
road accidents are reported by the Police
(i.e. those that include loss or damage to life
and property) and the integration of data
150
sets from the various responders to incidents There is the need to improve the
and accidents continues to be a challenge. understanding on how to design safer roads,
especially for pedestrians, cyclists and other
A large proportion of accidents occur on road users. There is also scope to improve
the strategic road network necessitating Health and Safety of the work site during
the need to improve road safety on this road works – for both the workers and the
important part of the network. road users.
However, there is no risk exposure There are five major bridges of more than
information currently published for 50m in length and five tunnels of more than
pedestrians, cyclists and motorcyclists 100m (and less than 500m) in length, but
and there is generally a lack of travel data currently there is no data available to allow
for these transport modes, resulting in a comprehensive diagnosis of the state
these methods of mobility being relatively of repair of tunnels, viaducts and bridges
invisible to the transport entitles. 16% of across the Maltese road network.
road casualties also involve pedestrians;
however there is minimal understanding
as to how or why these casualties arise.
This understanding is needed to be able to
develop ways of reducing such accidents.
Figure 68.
Location of Bridges and
Tunnels in Malta
151
There is currently no process of road Further efforts to advance the

accident safety investigation to better implementation of the Road Safety Strategy
inform the transport authorities as to what is required, including the allocation of
effective actions could be taken to prevent appropriately skilled resources and funding
recurrence of accidents. An appropriate to support the approved measures in the
legal framework to support this set up is strategy.
required. It could also be combined with
accident safety investigation units covering S
other modes of transport so as to maximise
the input of limited professional resources. 2.2.10.2
IMPROVE THE OVERALL
EURONCAP RATING OF THE
A strategic high level approach for incident MALTESE VEHICLE FLEET
management and co-ordination between
different authorities needs to be established,
OTH (S/M)
so that incident management and response
follows established protocols resulting in
maximised efficiency.
This includes road transport management Efforts to improve the average age of
for air or maritime incidents, the latter vehicles would also indirectly help improve
requiring appropriate prioritisation on the the overall EuroNCAP rating of the Maltese
land side to ensure effective management of vehicle fleet. To address the standard,
the incident. appropriate structures to be able to collate
and assess data on the fleet need to be
S established and regular reporting to the EU
Safety bodies carried out.
2.2.10.1
IMPLEMENT ROAD SAFETY Legal frameworks need to be established to
STRATEGY
enable potential purchasers of vehicles to
know the safety rating of the vehicle prior to
purchase, indirectly influencing the market
OTH (S)
towards ever higher standards.
In 2014 the Government issued the Malta

Road Safety Strategy and set up the Malta
Road Safety Council. This Council has the
remit to advise government on road safety
measures and to oversee the implementation
of the Road Safety Strategy by Transport
Malta and other entities across Government.
152
PD environment becomes increasingly significant,
resulting in the need for a higher frequency of
2.2.10.3 repairs.
DEVELOP DESIGN GUIDELINES
FOR SAFETY MEASURES WITH
RESPECT TO DESIGNING FOR Bridges and tunnels, being both critical
E-BICYCLES, BICYCLES AND and costly infrastructures, require a more
MOTORCYCLES intensive programme of inspection, as well
as preventive and routine maintenance in
order to realise their full lifecycles and to
(S/M)
maintain high carrying capacities.
The direct cost of the engineering work

Design guidelines relevant to the Maltese necessary to maintain bridges and tunnels in
context need to be developed and published a satisfactory state can often be significant.
so that both designers and users are aware of However, indirect costs of traffic congestion
the need to provide appropriate infrastructure resulting from major structural failure due to
allocation to users of two-wheeled vehicles. lack of maintenance can be much higher, as
By so doing, it will reduce the opportunity experienced at the Manuel Dimech Bridge.
for conflict of two-wheeled vehicles with cars
and other vehicles. Further research is also The tunnels and bridges are complex and
required with regards to monitoring HGV and vulnerable structures that therefore require a
cyclist behaviours so as to understand the systematic approach to their management.
safety issues and inform such guidelines. This measure requires the classification
of the condition of bridge and tunnel
Increasing the prominence of these non-car structures, the assessment the load
vehicles will support the education of all road carrying capacity and the modelling of
users as to the rights for these vehicles to use the deteriorated structures and their
the road and for other users to make space deterioration rates. This information will be
available. used to determine whether the sub-standard
or deteriorated structure should be repaired,
This development would also include strengthened or replaced and then to
amendments to the legal frameworks to establish a priority list of interventions.
support the allocation of space to such users
thereby improving the safety of all concerned.
2.2.11
Ensure safe and efficient traffic
PT management to optimise use of
existing infrastructure
2.2.10.4
DEVELOP BRIDGE AND TUNNEL
MANAGEMENT SYSTEM Issues
(S/M) A high proportion of traffic congestion today

OTH
occurs within built-up areas as a result of
growth in traffic levels. Where privately built
property directly affronts the busy roads and
As bridges and tunnels age, deterioration junctions, the option to expropriate to widen
caused by heavy traffic and an aggressive roads is usually not tenable or feasible.
153
Roads are dynamic structures that are Traffic signal time settings need to be
integrated into a larger network. Unplanned adjusted more frequently to reflect traffic
events such as a traffic accident in one road growth and the increasingly complex
can have a ripple effect across major parts changes in traffic patterns over the course
of the network – causing temporal gridlock of the day and during different seasons.
and delay. There is no centralised control of traffic and
the level of usage of Intelligent Transport
The vast majority of road traffic accidents Systems is still at a very rudimentary level
are non-injury collisions and only involve compared with most other European
damage to vehicles. Yet, with the exception countries.
of front/ rear collisions, vehicles are
required to be left in the collision position There is a general lack of experience in the
until the arrival at the scene of a warden. field of traffic management and design,
Accident details are taken purely for traffic signals and control and the use of ITS
insurance purposes and this is due to the technology, particularly at local council level
high proportion of vehicles in Malta that and in the private sector.
are insured for third-party risks rather than
fully-comprehensive coverage. The cost
of congestion resulting from damage- Measures
only accidents is disproportionately high
compared to the cost of insurance. PT
Planned events such as road works can 2.2.11.1

also cause major disruption to traffic INCREASE USE OF INTELLIGENT
flows, if network repercussions and public TRANSPORT SYSTEMS IN TRAFFIC
MANAGEMENT
information are not taken into consideration.
Past practices of trying to complete
road works in the shortest possible time,
while trying to keep traffic flowing, has (S/M)
obvious health and safety drawbacks for
construction workers; whereas longer
construction periods generally increase
project costs. Recent experiences of carrying Optimising the use of existing infrastructure
out construction during the night are is an important and cost effective step to be
generally positive but more consideration taken before considering the development
can be given to reducing the noise levels of of new infrastructure. The introduction of
machinery. The lack of alternative routes for operational traffic management measures
projects carried out on the main strategic can help get the highest levels of service
roads remains a challenge. from current transport infrastructure.
Traffic management at other planned large Intelligent Transport Systems (ITS)

public events or at schools, which lead to the utilise information technologies in road
road or area closure, could in many cases, infrastructure, in vehicles and between
be better planned between the entities the two to increase the performance and
involved. improve the safety of the road network.
154
When big data generated by these systems • Deployment of additional road-side
is processed through data analytics cameras integrated into the new National
applications, it provides real time traffic Traffic Control Centre. These shall include
information. CCTV, infra-red technology and ANPR
Cameras to improve both monitoring and
ITS applications communicate information enforcement;
in real time about the current conditions of
the road and vehicles using the road. Road • Installation of more Dynamic Message
users can be advised via message signs, Signs (DMS) for traveller information,
radio, internet, in car journey planners and especially on all the Bus Network;
mobile phones etc. to adapt their behaviour
at short notice by changing routes or means • Provision of a web-based application
of transport and, in a fully integrated system, that would provide integrated, real time
could be accessed by public transport journey planning information for public
operators and integrated with public transport (bus, ferry, other scheduled
transport travel information. modes);
TM shall encourage access to and the This measure also includes the updating
sharing of various sources of data, such as of national legislation on road signage to
user generated data and in-vehicle data, as provide legal basis for use of temporal
well as the development of any applications, prohibitory signage and variable speed
which provide real time traffic information. limits.
In this respect further research in line with
Measures 2.2.1.8 and 2.8.3.4 is necessary. PT
Other elements of traffic operation and 2.2.11.2

monitoring can be effectively managed PILOT AND ANALYSE THE
POTENTIAL FOR INTRODUCING
through centrally managed ITS through
TIDAL LANES
traffic control centres. Traffic signal
installations can be dynamically coordinated
to optimise and prioritise the flows across
whole sections of the network by adapting (S)
in real-time to prevailing traffic conditions.
This measure shall focus on the continued

implementation of Phase II of the National Tidal flow systems are useful where there
ITS Action Plan for Malta 2013-2017. exists a significant daily change in the
direction of the dominant traffic flow. Tidal
The main focus of this phase is the further flow systems operate by allowing motorists
deployment of ITS for public transport (bus to use common lanes whose direction
transport infrastructure, bus corridors, and changes according to the time of day and
public transport hubs and their approach the dominant flow.
roads) in a bid to increase public transport
efficiency, security and accessibility through
the:
155
This is achieved by coordinating in-road The scheduling of road works likely to

and gantry displays to guide traffic into the disrupt traffic flows is known well in advance
appropriate lanes. Tidal lanes are particularly to the road authorities but may not always
effective for road sections in confined urban be known by all road users who may
areas or on bridges and tunnels, where the not always have access to the traditional
infrastructural provision of additional lanes communication media (newspapers,
cannot be constructed easily. websites etc.) in advance of their travelling.
Today’s society expects instant information
In recent years the tidal lane concept at its fingertips both in real time and at
has been deployed, through the use of any time of day and night. The use of radio
temporary barriers, at major road works in information and real-time variable message
critical locations where capacity is severely signage which can be interfaced with in-
restricted. vehicle navigation devices can supplement
the traditional communication tools to
A pilot project for tidal lanes has been provide the necessary information for road
implemented along Sir Paul Boffa Avenue, users to make informed decisions about
one of the links leading to the busy their journey routes, both in advance and
Marsa Addolorata junction. This is now during their travel.
being carefully monitored, fine-tuned and
technically assessed to compare before This measure involves the development of a
and after scenarios. If this pilot project is framework to better coordinate temporary
effective in reducing traffic congestion at road works. The framework will examine
peak hours, then the technical and financial measures aimed at carrying out road works
feasibility of deploying tidal lanes in other at night time with minimum disturbance
areas will be considered. to neighbours and will assess the costs
and benefits of reducing the frequency
PD of maintenance by investing in long-life
pavement materials that require surfacing
2.2.11.3 every 30 years rather than the standard
DEVELOP A FRAMEWORK FOR THE
frequency of every 10 years.
NATIONAL CO-ORDINATION AND
MANAGEMENT OF ROAD WORKS,
ROAD CLOSURES, ROAD SIDE S
MAINTENANCE AND CLEANING
2.2.11.4
INTRODUCE TRANSPORT
(S/M) MODELLING AND GIS IN PLANNING
DIVERSION ROUTES FOR ROAD
WORKS
Road works are necessary to maintain and (S/M)

improve infrastructure in order to deliver
safer and smoother traffic flows. However,
when road works are carried out in traffic
sensitive areas in Malta and Gozo they can
often result in surges of congestion, if not
managed properly.
156
Road work management is mainly concerned This measure entails the review of current
with optimising the trade-off between the traffic management guidelines for road
delays to road users and the cost of carrying works, and updating based on best practice
out the works. Usually, the less intrusive the and the extensive experience gained during
road works, the longer the project takes to the implementation of major projects over
implement and ultimately the project will be the last ten years.
more costly.
PD
During the planning of major projects

2.2.11.6
and the development of the associated
REVIEW AND UPDATE TRAFFIC
construction management, different road MANAGEMENT GUIDELINES TO
work phasing options can be tested using IMPROVE TRAFFIC MANAGEMENT
macro and micro traffic simulation software AND SAFETY DURING ROAD
e.g. CUBE, Aimsun and Paramics to simulate WORKS
likely traffic impacts at national and local
levels.
(S)
Transport Malta has now invested heavily in

macro-modelling software and in the setting
up of a Transport Geographical Information
System which will be used to simulate the Major events that attract many visitors such
impact of different road works scenarios as Notte Bianca, Isle of MTV etc. can result
so that optimal solutions can be identified in the closure of whole areas to vehicles
to minimise delay and reduce construction while other special events can result in the
costs. temporal closure of sections of road e.g.
fireworks display, marathons, cycle races etc.
PRE Unless major and special events are carefully
planned and coordinated ahead of the
2.2.11.5 event, they can have a devastating effect on
REVIEW AND UPDATE TRAFFIC
traffic conditions, mobility, businesses, bus
MANAGEMENT GUIDELINES TO
IMPROVE TRAFFIC MANAGEMENT service operation and even basic access for
AND SAFETY DURING ROAD residents to their homes.
WORKS
The organisers of major and special events
(S) are required to seek authorisation from the
various competent authorities responsible
for management, safety and enforcement
on Malta’s road network and often from the
business community (i.e. Transport Malta,
Work zone safety rules and protocols are public transport operators, Local Councils,
important from a health and safety point Police and associations presenting shops
of view and also from the perspective that and businesses). The ultimate responsibility
unnecessary congestion may result from for authorising major and special events
poor site layout and dangerous operational rightly falls under the Police.
practices leading to accidents.
157
Past experience has shown that the Effective incident management strategies
application process for a non-regular event involve the establishment of standard
can be uncoordinated and often, with event operational procedures for the main steps
dates fixed in advance of authorisation, (incident detection, incident verification
pressure for authorities to carry assessment and obstruction clearance) and clear
and planning within limited time frames can coordination between transport authorities
lead to an unsatisfactory assessment and and emergency services.
contingency planning for the event.
Automatic detection based on Intelligent
This measure involves the development of a Transport System area surveillance
policy framework to be drawn up between supported by camera surveillance can
the competent authorities responsible for accelerate detection and verification
event authorisation which inter alia will significantly. Moreover, when linked to
clearly establish responsibilities, application motorist travel information, it can divert
procedures, the need to carry out risk traffic away from the incident facilitating
assessment and safety audits, fees and the faster response times for emergency
minimum / maximum time frames for event services and minimise delays to r
application processing. Re-establishing normal traffic conditions.
PD This measure will involve the establishment

of inter-organisational protocols and the
2.2.11.7 setting up of an incident management
DEVELOP INCIDENT MANAGEMENT centre between Transport Malta, Police, Civil
PLANS
Protection Department and Ambulance
Services which will integrate Intelligent
Transport Systems for traffic signals, the
OTH (S)
network of traffic surveillance cameras and
the use of variable message signs to provide
information for motorists in the core areas.
Incident management is the process of
planning and coordinating that detects,
responds to and removes impediments 2.2.12
caused by traffic incidents or other Improve the effectiveness of
enforcement of road transport
unforeseen road-related incidents that have
regulations
a direct effect on the practical capacity
of the road network. Unless there is an
incident management plan in place, the Issues
impacts of incidents such as crashes, vehicle
breakdowns, flooding, collapsing of stone The responsibility of carrying out the
walls on the roadway etc. typically extends enforcement of regulations in the transport
well beyond the immediate vicinity of the sector is spread over a number of
incident. This often triggers slowdown in enforcement agencies, primarily the Malta
both directions of traffic (rubber necking Police Force, Wardens and Transport Malta’s
effect), delays to arrival of emergency Enforcement Officers.
services and much longer duration for road
capacities to be restored.
158
Self-enforcement is a tool that results from transport (which is subject to reduced
effective awareness of the penalties that requirements). Enforcement over the parking
may be suffered if a road user transgresses of heavy vehicles in registered spaces (and
the rules if caught, and the risk of being the deterrent to other vehicles to park in
caught by the enforcement agencies is these designated spaces) is difficult and
sufficient to deter the action in the first not enforced effectively. Double (or triple)
place. It appears that the self-enforcement parking by goods carrying vehicles for
aspect is not sufficiently functional due delivery / distribution is also not enforced
to a variety of reasons such as ineffective rigorously and now seems to be common
conclusion of enforcement processes practice, to the frustration of other road
though Malta’s complex judicial system, low users and the resultant cost to society.
penalties and insufficient physical presence
or automated enforcement. Lack of driver Overweight or inappropriately loaded goods
discipline for both moving and stationary vehicles can result in dangerous cargo
vehicles reduces the effectiveness of the situations, as well as damage to the road
road network. structures. Moreover, Ro-Ro traffic arriving
or departing from maritime terminals is not
While Transport Malta officers have required to use weighbridges to monitor and
reasonable remit over commercial vehicles, control axle weight, this is to the detriment
the legal system for enforcement over of both the ferry and the road network.
private transport is tedious and inefficient,
to the extent of it being generally ineffective. While the enforcement agencies’ training in
Enforcement of illegal parking can only relation to roadside checks and dangerous
be carried out by wardens and policemen, goods is up to date, enforcement resources
and Transport Malta’s Enforcement Officers are spread over a large number of regulatory
do not have the authority to carry out areas. Enforcement could be made more
enforcement beyond a limited scope. efficient through more widespread use of
technologically advanced control equipment.
Speed cameras tend to be in open roads Analysis of the value of fines issued in recent
and are notably lacking around the Marsa years has remained constant and a review as
area which forms a crucial central part to whether this is due to less infringements
of the TEN-T Core and Comprehensive or less enforcement needs to be undertaken
network. Abusive parking and inappropriate to ensure that the appropriate enforcement
stopping causes obstructions on the road pressure is maintained to ensure orderly use
network and presents danger to pedestrians of the road network.
and other road users. Bus Stops and
their immediate vicinities are frequently While the roads in the vicinity of schools are
obstructed, necessitating that buses stop in closed to improve safety to schoolchildren,
the middle of the road with negative impacts parents continue to park illegally near the
on congestion and hazards to bus users. school cordon and this obstructs peak hour
traffic flows.
In the commercial transport sector, national
road haulage operator licence conditions are
difficult to enforce due to short distances
and significant numbers of “own account”
159
Finally traffic accidents are not cleared Disruption of the traffic flows, especially
quickly enough, partially due to the lack of when at peak hours comes at a cost to
understanding as to what actions persons society in terms of delays and emissions.
involved should take to clear as quickly as Consideration could be given to scale up
possible. This causes obstructions and delays sanctions where the illegal stopping causes
to other road users. extensive disruption to traffic flows.
S
Measures
2.2.12.2
S REVIEW OF THE SPEED CAMERA
SYSTEM
2.2.12.1
INCREASE PRESENCE AND
EFFECTIVENESS OF TRAFFIC (S/M)
POLICE
(M)
Speed cameras could be more effectively
deployed over the network as technology
improves and evolves quickly. A review
of the speed camera system needs to
Due to the different interpretations of be carried out so as to better contribute
allocation of responsibility between the towards improved road safety and traffic
various enforcement entities, insufficient flows rather than to act only as a deterrent
resources are allocated and when they are, to over-speeding. Camera technologies
the visible presence of the enforcement provide a range of new ways in improving
agencies is not sufficient to ensure that the land transport, and these and other similar
public comply with road rules. Officers in technologies could be exploited to manage
the enforcement agencies need to lead by road safety efficiently and effectively.
example, including in relation to road traffic
rules, parking and courtesy to the public to The introduction of the latest and best
help in educating the latter. available technology coupled with the
reassessment of the system will contribute
Additionally, the penalties applicable on to an improved automated enforcement
enforcement are not a sufficient deterrent function, with priority being given to the
to ensure self-compliance, resulting in an TEN-T Network.
attitude of “risk it and pay up if you get
caught”, for which transgressions clearly
outstrip the ability of any enforcement
activity to be effective.
Enforcement action to reduce illegal

stopping by delivery vehicles needs to be
strengthened to reduce the cost to society
by this sector.
160
S national rules could be extended to ensure
that more vehicles fall within the scope of
2.2.12.3 this enforcement regime.
INTRODUCE TECHNOLOGY TO
REDUCE LABOUR INTENSIVE
ENFORCEMENT (RED LIGHT AND Furthermore, a large number of vehicles
BUS LANE CAMERAS) appear to be non-roadworthy (e.g. headlight
alignment, exhaust and noise emission levels)
raising doubts about public understanding
(S/M) that roadworthiness is not required only at
the time of the test but at all times. Road
side checks of commercial vehicles and
roadside roadworthiness checks of private
Automatic enforcement appears to be cars would help improve the understanding
an effective deterrent to transgression of of the need to have a roadworthy vehicle at
road rules, especially where the presence any time it is used on the road.
of the enforcement agencies is constrained
by resource availability. Therefore, further S
deployment of automated technology to
support enforcement such as red light, bus lane 2.2.12.5
cameras (including on-board buses) would be a REVIEW ENFORCEMENT FINE
LEVELS
cost effective method to improve safety on the
road. Similar to speed cameras, not all camera
points need to have a camera inside them, but
(S)
the understanding that they might do, is usually
sufficient to provide effective deterrent with a
lower cost to Government.
Overloaded or overweight trucks could be Current penalty levels have been static
more easily identified by permanent and/ for a number of years and do not keep up
or temporary weigh-in-motion equipment to with inflation. Therefore over time, they are
improve road safety and to safeguard the road rendered less effective as people’s earning
infrastructure including bridges and flyovers. potential rises. Possibly a more effective
deterrent would also be the automatic
S withdrawal of driving licences after the
driver commits a series of serious road traffic
2.2.12.4 offences. The system of penalty points
INCREASE ROADSIDE CHECKS
currently applied to new drivers should also
AND ROADWORTHINESS TESTING
be fully extended to all drivers.
(S) One measure to improve recovery of fines

could be to introduce a multiplier cost should
a fine not be paid after a limited period of
time. Repeat offenders who do not settle
While Malta routinely achieves the required their penalties would therefore accumulate
standards and quantities of road side significant dues making the follow up by the
checks, a large number of vehicles do not fall judicial system cost effective.
within the scope of such checks. Therefore
161
PRE These tend to be in the proximity of

maritime terminals (for international freight)
2.2.12.6 as well in the vicinity of industrial estates
REVIEW REGULATORY SYSTEM TO
due to the concentration of freight traffic at
GIVE ENFORCEMENT OFFICERS
MORE AUTHORITY these points.
The introduction of weighbridge sites along

(S) the TEN-T network will enable enforcement
agencies to assess the appropriateness of
loading on a wide range of vehicles.
Internal analysis of the enforcement system

shows that the low rate of conclusion 02.3
of penalties (due to the complex legal Public Transport
framework) and the low level of fines for Operational Objectives
each infringement mean that the cost of
effort by enforcement agencies to enforce 2.3.1
penalties far outstrips the penalty itself. This Improve service quality and modal
share along strategic routes
results in a conflict where the requirement
by introducing Public Transport
of management of enforcement staff in an Quality Corridors
efficient way would mean that it is more
effective to direct enforcement officers to
other activities than to enforcement. Issues
Similar issues are noted by other Today, reliability and punctuality of bus
enforcement agencies, leading to a clear services are considered to be the most
understanding that the regulatory system important issues that will need to be
needs to be reviewed, streamlined and made addressed to encourage further growth in
more effective and timely. public transport patronage and modal shift
away from the private car.
S
The specificities of mobility structure in

2.2.12.7
Malta highlight a much lower average trip
INTRODUCE WEIGHBRIDGES AT
MARITIME TERMINALS distance of 5.5km, when compared with
other EU countries. This translates to an
average journey time on the bus of 22
(S) minutes compared to 14 minutes by private
car. However, when the time taken walking
to and from bus stops and the time taken
waiting for a bus and transferring between
The implementation of tools to ensure buses are taken into account the average
enforcement is most effective at points duration increases to 40-45 minutes.
where freight vehicle flows are highest.
162
As the majority of bus stops are with a The combined frequency of different bus
five-minute walk of most parts of the urban services along the bus corridors increases
area, the main variable journey component and waiting time is reduced substantially.
is the waiting time. Low frequency of service A low frequency of bus service and long,
mainly occurs in the last section of a route tortuous routes in sparsely populated
in the outlying parts of Malta and Gozo. outlying areas are common features in most
However, as these routes approach and pass public transport systems.
through the principal urban areas they often
converge with other routes and form bus
corridors.
Figure 69.
2014 (base year) Public
Transport Speed Ratio
across the network
Transport modelling analysis clearly indicates

the main road links where journey delays
occur during peak periods on typical
weekdays. The most critical sections of bus
network (depicted in red in Figure 69), exhibit
bus speeds that are less than one-third of
normal free-flowing traffic speeds due to
congestion and high frequency of bus stops.
163
Figure 70.
Identified Public
Transport corridors
that exhibit potential to
address journey time
improvements
Short journey lengths and heavy delays Despite the fact that a bus filled with
being experienced by bus services on main passengers utilises the limited road space
bus corridors approaching the central much more efficiently than the equivalent
area coupled with the availability of free, number of cars, transport policy has
unrestricted parking in most localities, results traditionally favoured road space provision
in a higher perceived ‘generalised cost’ of for the private car over provision for public
travelling for a bus user compared with a transport. The allocation of segregated road
car user - thus reinforcing the cultural car space through bus lanes to assist buses to
dependency preference. get through congested road sections during
peak hours has, so far, been quite limited
Sharing the same road space with general in its extent and not without strong public
traffic increases the problem bus service reaction.
unreliability. Unlike cars, buses cannot
bypass localised congestion as service
routes are fixed. Public transport speeds
in general are 32% slower than private
traffic with an average speed of 16km/h as
compared to an average speed of 24km/h
for private traffic (average over the day).
164
Figure 71.
2015 Existing Public Transport
priority lanes
All bus lanes to date have been Additionally, the model can be used
implemented on dual carriageway roads identify the top origin destinations matrices
involving little or no removal of on-street showing the predominant movements
parking. The sections of bus corridors on and their model split, thus providing
which buses experience most delay today useful information for bus service, road
are, however, mainly single carriageways infrastructure and route development
with on-street parking. Measures facilitating
buses to bypass congestion here would
necessitate the removal of on-street parking
at peak hours.
Through the use of the transport model the

opportunity now exists to accurately identify
strategic sections of the bus network which
have high service frequencies (Figure 72)
and high patronage (Figure 73 & Figure 74).
165
Figure 72.
Public Transport
Frequency
Figure 73.
Public Transport Patronage
AM Peak
166
Figure 74.
Public Transport Patronage
PM Peak
Regional mobility analysis provides further Analysis of movements between the

insight into the origination of trips for the North and South Regions as whole (Figure
various regions. Figure 75 illustrates the peak 78) illustrate the high volume of trips
commuting movements from the outer lying interchanging between the two regions
regions of Malta to the ‘Valletta Hub’ (which during the morning peak hour. Such trips
includes the Valletta and Floriana Peninsula, result in the concentrated congestion being
Inner North and South Harbour Regions). experience by the Strategic Network at
Further analysis shows the Northern regions key junctions such as Marsa and Kappara
are a major generator for trips to the North roundabout.
Inner and Outer regions and the Peninsula
(Figure 76). One the other hand, trips to
the South Inner and South Outer Harbour
regions are generated equally from the
North and South (Figure 77).
167
Figure 75.
Morning peak hour
movements Valletta &
Gozo Hub
Figure 76.
Morning peak hour
movements Peninsula,
North Inner Harbour and
North Outer Harbour
168
Figure 77.
Morning peak hour
movements Peninsula,
South Inner Harbour and
South Outer Harbour
Figure 78.
Morning peak hour
movements North –
South Interchange
169
The model has also allowed spatial The predominant movement of people is
mapping of demographic data to identify therefore identified to occur between the
major employment nodes (Figure 79) and North Outer Harbour and both the North
residential areas with highest densities. Inner Harbour and Peninsula. There is also
Public transport service frequencies should strong movement between South to North
also respond to these nodes. Valletta, and vice-versa.
Qormi and Msida have been identified as
existing, primary employment nodes with The main Public Transport movement
each node having more than 7% of the corridors are noted at:
employees. Marsa and Luqa are considered
to be secondary nodes with between 5-7 % - Qawra, Mosta, Birkirkara, Hamrun, Valletta
of employees. Tertiary nodes are St. Julian’s, - Qawra, Mosta, Birkirkara, Msida, Valletta
Sliema, Birzebbugia, Birkirkara, Floriana, - Naxxar, Birkirkara, Msida, Valletta
Qawra, Zejtun (Bulebel) and Mosta, each - St. Julian’s, Sliema, Gzira, Msida, Valletta
having between 3 – 5% of employees. - Fgura, Paola, Marsa, Valletta
- Qormi – Hamrun – Valletta
Review of planning policy has also identified
other future nodes which are being targeted Significant amounts of data are
for further development these being St. automatically collected through bus tracking
Julian’s, Mriehel, Smart City, Marsa and the devices and bus ticketing information. This
Airport surroundings. data could be more effectively utilised
to more accurately identify local areas of
Residential areas with highest densities congestion - on the road, on the bus and at
are Fgura, Paola, Tarxien, Sliema, Gzira, bus stop. Such data can be used to plan and
Birkirkara, Pieta, Hamrun, Senglea and justify bus corridor interventions.
Qawra.
New national guidelines for the design layout
of bus stops were published in 2009. These
contain geometrical standards that allow a
bus to safely pull into and out of bus stops,
stopping parallel to the kerb.
Figure 79.
Existing Hierarchy of
Employment Nodes
170
Figure 80.
Comparison of
Residential Density and
Public Transport provision
A high proportion of bus stops still do not

conform to these standards and are too
short in length to allow proper docking of
buses parallel to kerbs, often resulting in
buses obstructing traffic. Illegal parking
on bus stops in busy commercial streets
and poor enforcement are also identified as
issues affecting the operational performance
of the bus service.
Only 22% of bus stops have bus shelters and

4.5% have real-time information displays. Bus
shelters have not been installed at a number
of main locations due to confined space and
inflexible bus shelter design types.
171
PT for action corresponding to regional

movement, slow bus travelling times, and
2.3.1.1 high patronage and frequency levels.
IMPLEMENT PUBLIC TRANSIT
QUALITY CORRIDORS FOR:
Sliema – Msida – Valletta To address the issues identified, this measure
Tarxien – Fgura – Marsa – Valletta involves the creation of Public Transport
Mosta - Birkirkara – Msida – Valletta Quality Corridors (PTQC) along strategic
Naxxar – Birkirkara – Hamrun – Valletta sections of network (Figure 81).
Mosta – Birkirkara – University – Msida
Attard – Birkirkara – Hamrun – Valletta
Qormi – Hamrun – Valletta This will entail determining optimal
capacities, provision of a continuous network
of public transport priority routes along
(S/M) the corridors (Improve reliability, journey
times), removal of obstructions at pinch-
points, improved monitoring of operations
along these corridors, traffic signal control
to favour buses, improving the quality of bus
Based on the transport modelling and waiting infrastructure, provision of real time
spatial analysis undertaken in support of information systems and improving comfort
the Transport Master Plan, a number of on-board buses (e.g. provision of free public
important bus corridors have been identified Wi-Fi).
Figure 81.
Key Corridors to be developed into
Public Transport Quality Corridors
172
A number of these corridors are not S
classified as Arterial or Distributor roads and
therefore do not fall under Transport Malta’s 2.3.1.3
responsibility. In such cases the possibility MAKE BETTER USE OF
ELECTRONIC DATA COLLECTED BY
of reverting responsibility for these sections
THE BUS OPERATOR TO QUICKLY
of the road to Transport Malta is being ADAPT BUS ROUTES TIMETABLES
considered as they would form strategic AND COMBINE FREQUENCIES
links in the Public Transport network which TO TEMPORAL AND SEASONAL
require infrastructural improvements and DEMAND CHANGES AND
IDENTIFY ADDITIONAL PTQC
monitoring.
PT
(S)
2.3.1.2
DEVELOP A PROGRAMME TO
UPGRADE MAIN BOARDING BUS
STOPS
This measure aims to reinforce the bus
corridor concept by using electronic data
(S/M) passively collected and stored on-board bus
during service operation. The data can be
analysed to optimise operation of services
along bus corridors by identifying times
This measure will involve drawing up a plan and locations of congested bus stops and
for improving the comfort, security, safety reorganising services to provide regular
and operational efficiency of bus service headways between different bus services
infrastructures primarily used by passengers along the corridors and ensure sufficient
waiting to board the bus throughout the spare capacity is available in buses during
rest of the network. It is less important peak times. Additionally, the data can also
to upgrade the bus stops primarily used be used to analyse the need for additional
for alighting since these are not used for PTQC in relation to increasing demand or
waiting. shifts in movement patterns.
Inter alia, this plan shall include provision

of shelters, increasing real time travel
Information displays, ticket machines,
pedestrian safety and accessibility to bus
stops and improved security e.g. night
lighting.
173
PRE S
2.3.1.4 2.3.1.5
IMPROVE ENFORCEMENT OF PTQC DEVELOP AND PUBLISH
THROUGH GREATER DEPLOYMENT COMPREHENSIVE ROUTE
OF TECHNOLOGY INFORMATION
(S)
(S)
Malta Public Transport has recently

Roadside enforcement resources are published a map illustrating the spatial
insufficient to cover all parts of the bus distribution of the bus network as illustrated
network. The introduction of camera in Figure 82. The Public Transport operator
surveillance for bus lane and bus stop also provides a journey planner that allows
parking enforcement could provide a more selection of origins and destinations and
cost-effective solution, particular along suggests possible routes between.
sections of network along the PTQC in
order to improve bus service reliability and Further improvements should be provided to
punctuality. ensure the availability of detailed information
to third parties (such as Google Transit
Figure 82.
2016 Published Map of Public
Transport Routes
174
and other aggregators), such that new Further work needs to be carried out to
applications, such as the recently launched incorporate other scheduled public transport
Tallinja app, and innovative uses of the data services such as the internal maritime ferry
could be developed by the IT industry that links.
supports the various communication and
mobility tools in use today and in the future.
2.3.2
Reliably updated static and real-time Improve Public Transport Service
Quality to and between strategic
information needs to be provided by the
employment nodes, services outside
bus operator for bus stops, routes and the the Inner Harbour Regions and
buses themselves. The updated data should peripheral residential areas.
reflect temporary and permanent changes in
location of the bus, routing and scheduling
in a timely manner so as to be effective. Issues
Once the data provided is reliable, it would The current bus network provides high levels
allow current and potential public transport of service to the main places of interest
users to utilise their preferred method of and the major trip attractors (such as
identifying effective public transport routes employment, entertainment and shopping
and timings while being independent of centres etc.) in Gozo and within the Inner
legacy journey planner tools developed by Harbour areas.
the operator and/or regulator.

Employment Densities and Bus Residential Densities and Bus
Service Frequencies Service Frequencies
175
Analysis of bus frequencies illustrated that Service quality does not only relate to bus
while higher frequencies (lines depicted in frequencies; the number of routes servicing
red and orange) respond well to areas with strategic facilities / major trip attractors
higher employment and residential densities is also important as this will determine
(Figure 83 and Figure 84), peripheral how easy it is to access that location from
residential areas do not entertain the same different parts of the island.
service levels (Figure 85). While this is
understandable as financial feasibility of Overlaying the mapping of the number of
the service needs to be considered, Public routes along the bus network with strategic
Transport also offers a social service with the employment nodes, illustrates that some
need to ensure that peripheral communities major employment hubs such as Mriehel,
are not isolated from important facilities. Smart City, Qormi and Bulebel are lacking
There is therefore the need to explore in this respect. In general, places of interest
feasible ways in which the service quality to and major trip attractors away from the
peripheral residential areas. harbour areas tend to have lower levels of
accessibility.
Figure 85.
Peripheral locations with lower
bus frequencies
176
Figure 86.
Employment Nodes
overlaid with no of Bus
Routes along the network
The model also allows for mapping of access The mapping shows that such locations
times to popular locations such as the can be generally reached within 45 minutes
Airport, Mater Dei Hospital / University and by car from most locations; however this
St. Julian’s /Paceville. journey times are comparatively much
longer for many locations when using public
transport.
Figure 87.
Example of Accessibility Map by Private and
Public Transport (University / Mater Dei)
177
Measures
PD Three park and ride facilities are currently

operational within the public transport
2.3.2.1 network of services. These inter-modal
OPTIMISE USE OF EXISTING PARK interchange points are characterised by
AND RIDE FACILITIES AND
good levels of access for cars and buses
DEVELOP NEW SITES AT
STRATEGIC LOCATIONS TO from the strategic network, well laid out
ENCOURAGE MODAL parking spaces and a reasonable quality of
INTERCHANGE waiting facilities.
(M) The park and ride facility at Pembroke is not

however well patronised at present.
Figure 88.
Potential P+R sites for
modal interchange
178
This measure will involve examining ways These Park and Ride sites need to be
to improve the operations of the existing developed in relation to the PTQC (Figure
park and ride sites, identification of new 88) with the aim of facilitating modal
links (e.g. between the peripheral Pembroke shift from cars to public transport at the
Park and Ride facility and the congested periphery of the ‘Hub’. Such sites could also
area around University of Malta and Mater be linked to peripheral residential areas
Dei Hospital) and exploring the potential to via circular routes to increase the quality
develop additional Park and Ride facilities to of service. Alternatively, public transport
encourage further intermodal interchange would be made more accessible to these
from private car to public transport at the areas as users could drive to such sites and
periphery of main areas of employment. then change onto public transport using the
The potential to introduce frequent circular PTQC.
bus routes connecting peripheral informal
parking areas to town centres could also be Further analysis would be required as part of
studied. this measure to better understand the usage
and patronage of the existing Park & Ride
Analysis illustrates that points of interchange sites. Park and Ride sites can sometimes
are missing for the North / Central be seen to attract bus users rather than car
interchange to the Hub and the South users (Attard, 2011) or could potentially act
interchange to the Hub (Figure 89). as traffic generators. The system developed
would therefore need to consider all aspects
so as to ensure that it serves to achieve
modal shift from cars to public transport at
the periphery of the ‘Hub’.
Figure 89.
Population Density
overlaid with P+R sites
and Public Transport
Frequencies
179
2.3.3 drivers could change onto bus services

Explore opportunities to move without the need to enter the congested
towards Transit Oriented Inner Harbour region. The general absence
Development
of parking control measures in the rest of the
Inner Harbour region (outside of Valletta) had,
Issues however, seriously impacted on the overall
effectiveness of this network reengineering. The
The failure of the Structure Plan spatial decentralisation of work places and shopping
planning and land use development strategy areas away from the Inner Harbour Region also
to stem the decentralisation of residences reduced the effectiveness of the backbone to
from the Inner harbour areas and to the public transport network – the ‘hub and
encourage mixed growth of residencies and spoke’ system which has traditionally serviced
jobs in close proximity of one another, has the Valletta / Floriana peninsula. In contrast,
led to a larger geographical spread of trips land use development in Gozo has been
and highly complex travel patterns. better planned and the integrity of the central
business and transport hub around Victoria still
The lack of critical mass of travellers operates very efficiently.
between residencies, work and educational
places renders regular bus service provision As illustrated in Figure 90 and Figure 91,
between these places uneconomic and, while frequencies tend to respond to higher
therefore, reinforces car dependency. densities, the choice of destination based on
the number of bus routes servicing strategic
Changes to the bus network in 2011 had areas is limited. The opportunity therefore
attempted to reconcile the land use exists to analyse the bus service in terms
decentralisation and spatial separation issues of frequency and choice of destination and
by identifying places on the bus network develop measures which orient development
(interchanges) where passengers could towards areas with strong public transport
change direction on buses away from the access as well as improve public transport
Inner Harbour region or places where car access in areas where population and
employment densities are high.

Transit Routes showing Transit Routes showing
Work Place Density Residential Density
180
Measures Transit-oriented development, or TOD, is an
approach to development that focuses land
S uses around a transit station or within a transit
corridor. Typically, it is characterized by:
2.3.3.1
ANALYSE ACCESSIBILITY (PT) • A mix of uses
INDEX FOR ALL TRANSPORT
ZONES AND IMPROVE TRANSIT
• Moderate to high density
PROVISION IN RELATION TO
CURRENT DEVELOPMENT
PATTERNS • Pedestrian orientation/connectivity
• Transportation choices
(S/M)
• Reduced parking
• High quality design

This measure involves the identification
of an accessibility index to assess high The rule of thumb is that TOD occurs
density residential, employment and within half a kilometre, or a 5-7 minute
retail nodes and identify whether transit walk, of a transit station or interchange
improvements are required. In parallel, it will point. Many cities are now adopting a TOD
develop the necessary policy framework approach to city planning as a response
aimed at prioritising future development to road congestion, rising energy prices,
around transit hubs and along the main bus and growing interest in green building and
corridors. Such an accessibility index will walkable neighbourhoods. Experience shows
be a useful tool in informing development that homebuyers, renters and employers
planning in relation to public transport are increasingly drawn to areas with
provision. convenient access to transit and other urban
amenities such as neighbourhood shopping
PD
and services. Development frameworks
2.3.3.1 should therefore be drawn up for the areas
IDENTIFY STRATEGIC identified with the aim of improving the
TRANSPORTATION HUBS AND quality of the urban environment around the
TRANSIT CORRIDORS WHERE transportation hubs and transit corridors.
THE CONCEPT OF TRANSIT
ORIENTED DEVELOPMENT CAN BE
The spatial planning framework and the
STRENGTHENED TO INFORM THE
SPATIAL PLANNING PROCESS inter-disciplinary planning team referred
to in previous sections should investigate
technical and financial feasibility to introduce
(M/L) high capacity transit for such areas
including: bus rapid transport corridors or
light rail options (such as light rapid transit
and metro), parking policies and control,
and land use development policies and
constraints.
181
2.3.4 While the provisions of this design guidance

Improve physical accessibility of have been applied in the majority of
Public Transport Service infrastructure projects carried out on main
arterial and distributor roads over the last
five years, bus waiting infrastructure does
Issues
not conform to these standards and prevent
the proper docking of buses at bus bays.
Although in recent years there has been
The measure will involve ensuring the strict
significant investment in accessible buses
adherence to the technical requirements for
and in accessible infrastructure (termini, hubs
bus stop infrastructure by Local Government
and park and ride), access to many of the
entities when preparing traffic management
bus infrastructures – particularly on streets in
applications for roads falling under their
residential and commercial areas - remains
responsibility. Training sessions on designing
problematic for several user groups such as the
for universal access could also be provided
elderly, the young and persons with reduced
to improve awareness and knowledge within
mobility or impaired vision. Public transport
the industry.
waiting facilities need to be accessed on foot
and, in this respect, footpath quality, continuity S
and width, as well as safe pedestrian crossing
facilities, all form part of the overall travel 2.3.4.2
INCREASE ENFORCEMENT OF
experience by bus. Inadequate infrastructure
ILLEGAL PARKING AND ENSURE
provision for pedestrians negatively impacts PROPER USE OF BUS BAYS
on bus services. Similarly, inconsiderate and
illegal parking at bus stops can have equally
detrimental impacts on the accessibility by (S)
inhibiting boarding and alighting onto the low
floor buses.
Illegal parking, fly-parking or waiting on or

Measures
PRE near the bus stops can prevent buses from
being able to enter the bus bay area and pull
2.3.4.1 up in parallel to the kerb.
PROVIDE MORE ACCESSIBLE BUS
INFRASTRUCTURE
A more coordinated approach to
enforcement is needed to effectively target
and penalise illegal waiting or parking on bus
(M)
bays.
This measure envisages the further use

of technology (such as the use of CCTV
National guidance for accessible public
parking surveillance equipment) which can
transport infrastructure published in 2009
be deployed throughout the day at the most
sets out in detail the technical requirements
critical locations.
for bus stop infrastructure including
minimum geometric dimensions for bus
stops, footpaths leading to bus stops and
bus shelters.
182
2.3.5 This measure will involve the carrying out
Improve the quality of the of a national quality audit of all primary and
environment at primary and secondary bus infrastructures to objectively
secondary public transport hubs
assess each facility (old and recently
upgraded) and allocate an individual score
Issues to the infrastructure for both the bus user
and the bus operator from the perspective
For public transport to be considered as of comfort, safety, security and convenience.
a viable alternative to the private car the Such an audit will also need to consider
comfort, safety, security and convenience of how public transport hubs can be better
the facilities used for waiting and changing integrated, through urban design, into the
buses needs to be of the highest standards. urban fabric, so as to encourage commuters
The principal public transport hubs (Valletta, to approach these facilities through walking
Bugibba, Malta international Airport, and cycling.
University, Cirkewwa, Mgarr and Victoria)
were fully re-planned and designed to enable This relative scoring of the quality and user
improved bus access, safe segregation friendliness of public transport facilities
between vehicles and bus users, shelter shall enable the objective ranking and
from the elements, seating and clear travel prioritisation of future maintenance and new
information. Secondary hubs at Mosta Techno projects, facilitating longer term financial
park, Paola Square, Attard and Rabat were planning for infrastructural investment.
also upgraded along the same lines with
PT
pedestrian provision for crossing busy roads.
2.3.5.2
Customer and operator feedback received to IMPROVE THE ENVIRONMENT
date in relation to using the different upgraded AND ACCESSIBILITY AT VALLETTA
infrastructures has been quite varied. Certain PUBLIC TRANSPORT HUB
bus infrastructure facilities are considered to
be user friendly and of the highest quality
(M)
while others (such as Mater Dei, University;
Porte Des Bombes, Blata l-Bajda; Rabat, Mosta
Rotunda and Paceville) would seem to have
fallen somewhat short of the mark.
Following the previous measure involving
a quality audit to objectively assess
Measures each facility, the improvement of the
infrastructure for both the bus user and
S the bus operator would follow. In recent
years, the Valletta terminus has expanded to
2.3.5.1
CARRY OUT A QUALITY AUDIT handle more routes that originate at Valletta
OF EXISTING PUBLIC TRANSPORT and there is an opportunity to regenerate
HUBS the Triton Fountain area and improve overall
appearance and accessibility of all trips to
Valletta including cycling and on foot.
(S)
183
Some bus operations to the Valletta The balancing between bus operational
terminus could be transferred to the needs and the commercial needs of the
Park and Ride just outside Valletta. The private entity has, at times, led to lengthy
connectivity and mode of travel between the delays responding to new bus shelter
Park and Ride and the entrance to Valletta provision. In this respect, experience gained
could be improved thus optimising the use in the outsourcing of infrastructure provision
of the limited space available at the public gives useful insight into how any future
transport hub. contracts with the private sector could be
refined and improved.
PRE
This measure shall involve exploring

2.3.5.3
EXPLORE ALTERNATIVE FORMS opportunities for further private financing
OF FINANCING FOR PUBLIC of bus infrastructure provision through for
TRANSPORT INFRASTRUCTURE example integrating small retail outlets into
the larger bus stations and park and ride
facilities and sub-letting these out to private
(S)
operators against payment. The measure
also envisages making greater use of ERDF
and other EU funding programmes made
available under the theme of decarbonising
Over the decades, the level of investment cities.
in new public transport infrastructure and
in the upkeep of existing facilities was
low and inadequate. In more recent years, 2.3.6
the situation has changed with significant Improve availability and quality of
unscheduled Public Transport for
national funding being made available for
schools
the one-off projects to modernise many bus
termini and interchanges, for the extension
of the Valletta bus terminus and for the Issues
creation of two new park and ride facilities.
There is, however, a lack of short, medium The use of private cars to ferry children
and long term programming and financial to and from schools has been steadily
planning for bus infrastructure provision and increasing over the years. From a preliminary
improvement. analysis, modal choice in travel to school
is largely dependent on two factors: type
The only exception to the national funding of school and the travel distance between
of public transport infrastructures has been home and school. For trip lengths which are
in the provision of bus shelters. In this case, less than 5km almost 37% of trips are made
a concession contract was entered into by car which is relatively high considering
between a private sector entity and the the short distances.
Local Councils Association. The contract
obliged the private company to procure,
supply, install and maintain bus shelters in
Malta and Gozo and in return this company
was granted exclusive advertising rights on
the bus shelter panels.
184
Trip Length (km) Private Vehicles Public Transport Other
0–5 36.9% 43.1% 20.0%

5 – 10 56.6% 43.3% 0.1%
10 – 15 47.0% 53.0% 0.0%
15 – 20 45.0% 55.0% 0.0%
20 – 25 78.6% 21.4% 0.0%
25 -30 100.0% 0.0% 0.0%
>30 100.0% 0.0% 0.0%
Table 3.
.Modal split in relation
to travel distance for
educational purposes
Government primary schools are generally The modal split to church schools, private
found within urban centres and attending schools and sixth forms has a significantly
pupils mainly live within the local catchment higher proportion of car trips (with many
area. For this reason, a high proportion of parents dropping children off on their way
journeys to Government primary schools to work) when compared with government
are made on foot. Government secondary primary and secondary schools.
schools tend to have a more regional
dimension with a larger geographical pupil The spatial planning policy framework for
catchment area. Unscheduled collective new schools or relocation of existing school
transport is organised centrally through tends to encourage development in new
the Ministry for Education using private areas with more open space available for
operators from minibus and coaches sectors; school facilities and parking. However, these
such transport is provided free of charge. A open spaces are generally located at the
significant proportion of trips to Government edge of towns or outside development zones
secondary schools are made using collective and are often sited beyond easy walking
unscheduled public transport. distances for children and out of reach of
scheduled public transport services. This
Church schools, private schools and sixth inevitably leads to increased car dependency
forms, on the other hand, largely operate and ultimately increased traffic congestion.
with a national catchment area and this
gives rise to highly complex systems of Pupils are often discouraged from using
trip attraction to these schools. Collective collective school transport due to the
unscheduled public transport is only usually inconvenient timing of the services. Journeys
provided where there is sufficient demand often start very early in the morning and the
from a town or village to a particular school; return trip back home is usually at a fixed
this transport is usually organised on the time that does not take into account extra
initiative of parents rather than the school. curricula activities.
185
More detailed analysis is, however, needed 2.3.7

to fully understand the individual patterns of Reduce impact of clustering of
transport and modal split at each main school. unscheduled public transport
particularly in tourism hot spots
and commercial areas.
Measures
Issues
S
The high level of competition for the
2.3.6.1 limited road space in major tourist hotspots
REVIEW SCHOOL TRANSPORT
between the different types of public
SERVICES TO IDENTIFY ISSUES
AND STRATEGIC INTERVENTIONS transport operation and between public
transport operators and other users leads
to confusion and conflict, often leaving
(S) tourists with a poor impression of the level
of transport organisation in the country.
The problem is often compounded by highly
This measure involves carrying out a review concentrated peaks of tourist activity at
of unscheduled public transport provision these locations and the lack of space, poor
at the main Government, private and church enforcement and low level of cooperation
schools with a view to assessing the quality between operators. This gives rise to illegal,
of service, types of operation, relative costs, haphazard parking of public transport
levels of safety and security, convenience vehicles and dangerous boarding and
of transport start times, effectiveness of alighting of passengers in busy sections of
routings and traffic impact on road network the road.
surrounding the school.
Criteria for assessing planning applications

for the location of new schools and relocation
of existing schools should focus on school
accessibility on foot, by scheduled public
transport and unscheduled public transport.
Figure 93.
Double parking by Hop-on
Hop-off buses
Figure 92.
Conflicts of private transport
parking and unscheduled
service provision
186
Better organisation of public transport in 2.3.8
tourism hotspots will require improved liaison Improve supply of alternative
between internal stakeholders, external forms of scheduled Public
Transport
stakeholders, such as the transport operators,
tourism, local councils, etc. and enforcement
bodies to determine the optimal level of Issues
parking, boarding and alighting space provision.
The possibility of introducing ITS technology to There are only two forms of scheduled
better manage and enforce the correct usage public transport, bus service and ferry
of designated public transport spaces at busy service, while the main unscheduled
locations should be investigated in combination transport (coaches, taxis, minibuses, open
with the use of satellite waiting areas from top buses) are mainly geared for the tourist
which operators can be electronically market and the transport of school children.
summoned in an orderly manner when it is their
turn to pick up their passengers. There is a lack of affordable alternative
forms of public or collective transport that
offer more direct service for commuting,
Measures business travel during work hours and for
other purposes.
PRE
2.3.7.1 Measures
REVIEW AND IMPROVE POLICIES
FOR TRAFFIC MANAGEMENT,
DEMAND MANAGEMENT AND PD
OPERATIONS OF UNSCHEDULED
PUBLIC TRANSPORT 2.3.8.1
CONTINUE THE PLANNING AND
DEVELOPMENT OF A MASS
(S/M) RAPID TRANSIT SYSTEM WITH
A VIEW TO ESTABLISHING A
DETAILED PROPOSAL FOR PUBLIC
CONSULTATION
Better coordination is required between the
authorities and all the stakeholders so as to
(M/L)
find the optimal use of allocating road space.
ITS and related IT systems can also be used
to develop time slot tools to help manage
the need for waiting at premium road space
locations. The vehicles could then be located Mass Rapid Transit (MRT) is the collective
away from the location and then call in at term often used for public transport systems
the appropriate time slot. in urban areas that are physically segregated
from road traffic that are designed to carry
Enforcement measures to ensure that the large numbers of passengers, rapidly. Given
operators are utilising the allocated timeslot their relatively high capital and operational
and to reduce illegal parking on spaces costs and the requirement for fare levels
designated for public transport is required to to be competitive with other modes, MRT
ensure that such systems work effectively. systems usually require mass ridership. The
three main types of MRT systems are:
187
Busways: which generally comprise Metros: which are fully segregated in

segregated sections of roadway within major the vertical plane, usually elevated or
corridors, with horizontal protection from underground. It is the segregation that is
other traffic, and priority over other traffic critical to providing a rapid service, and the
at junctions, which are generally signalised. technology that allows a high mass ridership
Busways (shown in Figure 94 as “on HOV to be carried. Metro systems are normally
lane”) are normally the preferred system for introduced in urban areas where patronage
estimated patronage levels of up to around levels are expected to reach 25,000
8,000 per direction per hour; passengers per direction per hour.
Light Rail Transit (LRT): which are usually at- Figure 94 also shows expected speeds for
grade, with similar horizontal protection to the various public transport systems as
Busways are commonly used in urban areas compared to their expected volumes carried.
for expected patronage levels up to around The figure shows that segregated light
12,000 per direction per hour; and rapid transit (depicted as “exclusive row”)
operates at significantly higher speed with
significantly higher volumes to be effective.
Figure 94.
Capacity and Travel Speeds
of Public Transport Systems
188
Achieving the levels of mass ridership New developments in technology - satellite
required to be financially and economically tracking, on-screen and online information
justifiable and the financial outlay for an MRT in call centres and buses, and routeing
in Malta would require land use and policy software, have made it possible to create
changes to create critical mass which, if collective services which respond more
effected today, would be realised over the directly to the requirements of the individual
medium to long term. passenger ‘Demand Responsive Transport’
(DRT). In DRT, seats may be pre-booked
Preliminary, pre-feasibility studies have been through a call centre or online and size
carried out in recent years which assess of public transport vehicle offered can
the potential for introducing a Busway be adjusted accordingly. The collective
system and a Light Rapid Transport system. transport is individually pre-booked and
This measure aims to continue the options these bookings are grouped according to
analysis as part of a more detailed technical, time and zone. So the journey may take
financial and economic feasibility study longer than a taxi, but the advantages of
which will identify possible MRT alignments, DRT collective transport are that the service
clear costings and explore potential sources can be of high quality, almost door to door
of financing. The outcome of the studies and can work out much cheaper.
will be a detailed proposal which will be
presented for public consultation. This measure involves creating the policy
and regulatory framework to supplement the
PRE current scheduled bus service in Malta and
Gozo with demand responsive services and
2.3.8.2 piloting a number of local feeder services
CREATE A FRAMEWORK using zero emission vehicles which would
FOR INTRODUCING DEMAND
link peripheral areas to their regional public
RESPONSIVE TRANSPORT
transport hubs.
(M) The University of Malta is currently testing a

prototype for a Shared DRT System for the
Msida Campus. The lessons learned from
this system and its accompanying research
Conventional bus services have fixed routes can aid in the implementation of future DRT
and operate at pre-determined times with systems in the Maltese Islands.
fixed stopping places. In sparsely populated
areas, this means the bus usually has to
travel round all parts of the village or hamlet
to provide basic levels of accessibility - even
when no-one wants to travel. This can lead
to torturous routes, low frequencies and
poorly used services.
189
02.4 Likewise the scheduled bus service does not

Intermodal Operational extend late enough in the evening to cater for
Objectives arrivals or departures on the fast ferry to Sicily.
Intermodal transport is the use of various

modes of transport by passengers or freight Measures
to link from one destination to another.
Both passenger and freight intermodality is S
considered under this objective.
2.4.1.1
ENCOURAGE OPERATORS
Further detailed measures pertaining to the
OF PUBLIC TRANSPORT TO
development of air, sea and road transport INTEGRATE AND COORDINATE
that support this intermodality are also THEIR OPERATIONS OF TICKETING
found under their respective sections of this INFORMATION AND JOURNEY
master plan. PLANNING
(S)
2.4.1
Improve intermodal seamless
mobility (travel information,
journey planning services and
As most of the public transport in Malta is
multi-modal ticketing)
outsourced to private sector, Government needs
to encourage these operators to integrate and
Issues collaborate by establishing an appropriate
clearing mechanism and revenue apportionment.
Improvements to the journey planner, This will aim to provide seamless multi-modal
synchronisation of timetables and possible ticketing and improve the efficiency of the
incorporation of multimodal ticketing multimodal chain for passengers.
(to cater for all modes of transport) are
required. Together with integrated travel Journey planning services could also be
card, the improved timetabling information facilitated by requiring the operators to
would provide a better seamless intermodal provide the information about their services
experience. in an open-data format, suitable for data
aggregation by developers of such journey
The peak travel times for the airport do not planners.
coincide with the road traffic peak periods.
Therefore the public transport operator S
needs to consider provision of services

2.4.1.2
that coincide with this travel demand. The
FACILITATE THE DEVELOPMENT
scheduled bus service at the airport also OF A REAL TIME MULTI MODAL
does not extend long enough into the JOURNEY PLANNER
evening to provide transport for late night
flight arrivals (in particular low cost carrier
passengers).
(S)
190
Improvement of the availability of real- Links between Valletta/Sliema Ferry and
time travel information on bus/ferry stops Valletta City centre from Marsamxett is
would facilitate the development of journey an issue due to differences in the vertical
planners and mobile applications, which in elevation of Valletta when compared to the
turn would improve visibility of options for quayside.
intermodal connections and of conditions
during travel by passengers. On the Three Cities side of Valletta, access of
the vertical lift connecting the inner harbour
ferry to Valletta is limited by the Upper
2.4.2 Barrakka Gardens opening hours (7:00am
Develop transport hubs to and 9:00pm during winter and 7:00am and
encourage intermodality 11:00pm during summer).
Since the introduction of the harbour ferry

Issues
services, patronage has been increasing year
on year. The services are particularly popular
Utilisation of public transport in the
with tourists, while the daily usage of ferries
congested urban harbour region could
for commuting has been steadily picking up
be increased by providing more modal
since services started operating after 19.00
choice. Improved intermodal transport
hours. Patronage growth, however, is also
hubs that provide safe, secure connections
restricted by the limited catchment area
between the different modes of travel would
(pedestrian accessible area only such as
significantly improve the use of non-road
Sliema, Isla, Bormla, Birgu) and the difficult
transport.
vertical pedestrian access between the ferry
landing place at Marsamxett and Valletta city
Interchange on the ferry links between
centre.
Sliema and Valletta, and Valletta & Three
Cities is complicated and not user friendly.
Figure 95.
Ferry Patronage:
Sliema-Valletta
191
Figure 96.
Ferry Patronage:
Three Cities - Valletta
The current number of passenger carried

out by ferry within the harbour area is
relatively small (as shown in Figure 97)
when compared with the total trips on
the network. However, there is evidently
a latent demand which could be further
tapped with ferry service and infrastructure
improvements and this could serve to
alleviate some of the congested roads in the
inner harbour areas.
Maritime transport links used to exist Figure 97.

between a number of different localities, Potential AM Peak hour
by Commuters on
but these have been lost over time. The re- Ferry to/from Valletta
(NTM; Elaboration)
establishment landing place with adequate
facilities for internal maritime transport
services in localities such as St. Paul’s Bay,
Msida and St. Julian’s could also encourage a
modal shift.
192
Figure 98.
Montage showing ferry
connections to Valletta
Ferry operations are sometimes disrupted Improvements to the shelters and

by bad weather since there is no breakwater information provision at ferry landing places
system protecting the Port of Marsamxett, will support this upgrade, as well as the
and further navigational aids are required to development of facilities for alternative
ensure safe use of the port areas. modes of transport such as and e-bikes.
Cycle-racks and charging stations for
The coastal areas have been identified e-bikes, will be established close to the ferry
under the Appropriate Assessment to be landing place. Circular bus routes shall also
environmentally sensitive areas (see Chapter connect to the main public transport service
5) and it possible that impacts on the Natura and to P+R facilities.
2000 sites in their proximity need to be
assessed when implementing measures PD
listed below under this operational objective.
2.4.2.2
STUDY OPTIONS AVAILABLE TO
IMPROVE WAVE CLIMATE IN THE
Measures PORT OF MARSAMXETT
PT
(S)
2.4.2.1
IMPROVEMENT OF THE EXISTING
FERRY LANDING PLACES
As the Port of Marsamxett is developing
(S) capacity to support internal maritime
transport links, it becomes important that
disruptions to ferry operations by bad
weather are reduced.
The physical upgrading of existing inner

harbour ferry landing sites is necessary so as
to better accommodate fast docking of the
new vessels, to provide access for all.
193
Preliminary options to provide a better wave Options to improve the pedestrian

climate in Marsamxett have determined connectivity need to be studied, with vertical
such as an enhanced breakwater system, connectivity taking heritage considerations
but a detailed analysis of the measure to be into account.
implemented also needs to be carried out in
PRE
the context of the wider Port master plan.
2.4.2.5
Due consideration for the need for further PROVIDE AND REGULATE SPACE
navigational aids to mariners is also required FOR USE OF BICYCLES
to ensure the continued safe use of the port.
PT (S/M)
2.4.2.3
ASSESS POTENTIAL FOR NEW
FERRY LANDING PLACES
Infrastructure needs to be developed to
encourage the use of active transportation
(S) modes (e.g. walking, bicycles, e-bikes) at
transport hubs thereby supporting the ´last
mile´ concept. Also the public transport
network (and buses) could be modified
Studies to assess the potential for the to enable the carrying of bicycles where
introduction of new landing sites are infrastructure supporting the safe use of
required. These could explore the potential cycles is not yet available.
for ferry services for example at St Julian’s,
Msida and, St. Paul’s Bay, as an extension
of the existing service or as a new service. 2.4.3
The development of these routes could Improve logistics and urban
distribution of goods in the multi-
provide better accessibility to Valletta where
modal chain between ports, airport
interchanges with other modes of travel are and hinterland
possible.
PD Issues
2.4.2.4 Freight transport and goods delivery

IMPROVE THE VERTICAL AND
PEDESTRIAN CONNECTIVITY frequently experience delays resulting from
BETWEEN THE SLIEMA-VALLETTA congestion while also actually contributing
FERRY SERVICE IN VALLETTA AND to traffic delays due to obstruction or double
THE CITY CENTRE parking. This is particularly the case in urban
areas of Malta.
(S)
Competing space requirements for residential,
retail and freight delivery is common in
locations where freight deliveries are required.
Pedestrian connectivity between the Illegal parking on the bays also leads to delivery
Marsamxett ferry landing place and the vehicles often wholly or partially blocking traffic
centre of Valletta remains difficult. while loading and unloading goods.
194
In Malta’s compact urban areas, such This type of approach firstly seeks to reduce the
temporary bottlenecks are highly overall number of freight deliveries which will in
unpredictable and can easily trigger local turn reduce the number of commercial vehicles
network failure or indeed issues within on Maltese roads. Secondly, the better time
a wider catchment area. In this respect, management organisation of freight deliveries
measures seeking to rationalise and better within busy centres can effectively reduce their
manage urban goods distribution have a impact during peak travel times. Finally, the resultant
very important role to play in alleviating better fleet management and more efficient usage
traffic congestion. of delivery vehicles can lead to the lowering of
operational costs for costs (less fuel used, less
The negative impacts of freight delivery driving time, shortened waiting periods etc.)
have been exacerbated in recent years
with the promotion of new production and Options to improve the last mile delivery
logistics patterns which prioritise just-in-time of goods, could be explored through pilot
deliveries characterised by more frequent projects, considering night-time delivery
deliveries and half-empty truckloads. using low-noise vehicles and a coordination
system for optimal scheduling.
In Malta, freight transport is probably the
least regulated road transport sector. There S
is a lack of data on the freight market in

2.4.3.2
general in Malta, and the inter-modal aspects SET UP A NATIONAL FREIGHT
of freight movements in the islands. In FORUM TO IMPROVE URBAN
addition, data on the extent of break-bulk of LOGISTICS
freight to local and urban distribution is not
readily available but studies on the freight
(S/M)
movements are planned to be studied by
Transport Malta.
Measures The development of a national freight forum

could bring together stakeholders and
S interested parties with the aim of further
improving urban logistics. These forums
2.4.3.1 could consider the potential of logistics hubs
IMPROVE THE MANAGEMENT or co-ordinated distribution in urban centres
AND REGULATION OF FREIGHT
TRANSPORT AND URBAN to increase the effectiveness and efficiency
LOGISTICS of urban distribution.
PD
(M/L)
2.4.3.3
ESTABLISH FREIGHT ROUTES
FROM PORTS THAT UTILISE
APPROPRIATE ROADS FOR THEIR
City logistics strategies seek to efficiently WEIGHT AND DIMENSIONS
bundle disparate freight movements within
central areas and better organise their (S)
modalities.
195
The increased dimensions and weights The potential to improve port to port and
of goods carrying vehicles which operate port to airport freight logistics is high for a
between Malta’s maritime ports and the country as small as Malta. This sector is fully
hinterland (location where break of bulk liberalised, so government could establish
takes place, hauliers warehouse and final working groups to discuss and explore
destination) is resulting in increased damage opportunities with all stakeholders in this
to the road infrastructures which were only sector.
designed for light traffic.
In the mid-1990s, the Birzebbugia Local 02.5

Council, backed by the then Traffic Control Internal Maritime
Board, had introduced a number of local Operational Objectives
traffic management and regulation measures
aimed to divert heavy vehicles using Malta 2.5.1
Freeport Terminal away from residential Ensure developments in ports are
backed up by long-term planning
areas and onto the TEN-T network. The
to support long-term mobility
regulatory framework was highly effective patterns, safety and security
but was ever extended to other urban areas
beyond the locality’s boundaries.
Issues
This measure will involve the examination of
the main freight routes between the ports The ports have developed over the years
and other areas across Malta, to identify and the appropriate infrastructures need to
the roads that can be used for safe and be reviewed to ensure that the functionality
efficient transportation of goods and to of the port continued to service the current
introduce appropriate traffic management and future needs of society. This review is
and information systems to improve these now overdue and its strategic importance, as
freight corridors and increase efficiency of well as future plans for development of the
the transport network. port and its immediate hinterland need to
form part of the holistic port master plan as
Further studies to support the improvement described in the External Maritime sections
of break-bulk of freight and its distribution of this master plan.
to local and urban centres using smaller
greener freight vehicles is also required As the Port of Marsamxett develops into a
leisure port, future provision for additional
S internal or external transport services will be
required.
2.4.3.4
IMPROVE PORT-PORT AND
PORT-AIRPORT CONNECTIONS The inter-island ferries are owned by a
FOR FREIGHT. separate company to the operational
company and sustainability of this
arrangement needs to be considered in the
(M/L) light of the long term replacement of vessels.
Currently the operator of the Malta-Gozo
ferry is compensated €5.5m over the six year
period of the public service contract.
196
Measures
The current framework for the collation
PRE and dissemination of offshore and inshore
meteorological and hydrographic data
2.5.1.1 is unstructured and responds to ad-hoc
REVIEW THE FINANCIAL requests. There is a need for consistent
SUSTAINABILITY OF THE
and timely publication of this data so that
MALTA-GOZO LINK, INCLUDING
OPERATIONS, MAINTENANCE it becomes more readily available both for
AND ASSET REPLACEMENT TO operational needs, as well as to support long
DEVELOP A BUSINESS MODEL term planning.
THAT MINIMISES THE NEED
OF GOVERNMENT FINANCIAL PT
SUPPORT
2.5.1.3
INTRODUCE MARITIME WEATHER
(S) STATIONS IN PORTS TO RECORD
TRENDS WHICH ARE NECESSARY
FOR PLANNING AND DESIGN
(S/M)
The inter-island ferry link has for many years
not been profitable and while in recent years
the situation has improved, the ferry has not
managed to generate sufficient revenues
for asset renewal. New ways of reducing Detailed meteorological data of weather
the government funding under a public and wave climate in the ports and their
service contract needs to be considered approaches is not routinely collected, but
and studied in detail, including possible is driven on a case by case basis. There is
publicity revenues, differential fares based the need to develop port weather stations
on frequency of use or peak pricing, etc. and data collection buoys that enable
the generation of long term trends for
S planning and design of port and maritime
infrastructures.
2.5.1.2
IMPROVE THE FRAMEWORK PD
FOR COLLATION, ANALYSIS
AND DISSEMINATION OF 2.5.1.4
METEOROLOGICAL AND ASSESS THE POTENTIAL FOR
HYDROGRAPHIC DATA TO UNDERUTILISED PORT AREAS
SUPPORT PLANNING, DESIGN TO BE USED FOR INTERNAL
AND OPERATIONS OF INTERNAL TRANSPORT/MASTER PLANNING
MARITIME TRANSPORT FOR SECONDARY PORTS
(M)
(S/M)
197
Access to the port interface is highly approaches causes challenges for port
valuable and Government should consider control. The requirement for these vessels
the fair allocation of physical space to to deploy AIS would also enable better
improve internal transport. enforcement, monitoring and safety.
Where concurrent interests cause spatial

conflict the development of holistic port Measures
master plans and their links to urban areas
and other transport infrastructures would PRE
support long term planning by public and
private stakeholders. 2.5.2.1
INTRODUCE AIS ON COMMERCIAL
This measure is the establishing of a master VESSELS OPERATING IN
INTERNAL PORTS
plan for the secondary ports such as
Marsamxett.
(S)
2.5.2
Improve operations and
enforcement so that internal
maritime transport is properly Automatic Identification Systems (AIS) are
regulated and monitored currently required on seagoing vessels on
international voyages. Systems to track
these vessels are already in place, and the
Issues introduction of AIS on local commercial
vessels would improve safety, security and
While government has outsourced the port operations. These systems could also
provision of internal maritime transport better address maritime security within the
by concession, to make certain that value ports and their approaches.
of money is achieved, the authorities
need to ensure contract compliance. PT
Monitoring therefore must be carried out in
a systematic, routine manner to guarantee 2.5.2.2
continued compliance. Appropriate DEPLOY SYSTEMS TO BETTER
resources need to be allocated to enable this IDENTIFY INTERNAL MARITIME
TRANSPORT AND THEIR
regulatory process to be properly carried
CARGOES TO IMPROVE TRAFFIC
out. MANAGEMENT, SAFETY AND
SECURITY
The use of telematics applications in internal
maritime transport can improve efficiency
and safety of operations. Local commercial (M/L)
vessels (including harbour cruises) are
not currently required to use Automatic
Identification Systems (AIS) and therefore
traffic management in the port and its
198
ICT systems are currently used to relay 2.5.3
vessel information and cargoes (including Ensure users comply with
dangerous cargo) to various maritime conditions established for public
accessible maritime facilities as
enforcement agencies. Provision of details
specified in contracts for use of
of voyages and cargo through the European these infrastructures
SafeSeaNet is currently only required for
seagoing vessels on international voyages.
The extension of the requirements to provide Issues
information about the vessel, its passengers
and its cargo would improve safety and A number of entities and private operators
security in the area around Malta, if also use the various infrastructures that support
applied to domestic maritime voyages. internal maritime transport. Inappropriate
use of these infrastructures or their use in
a way that is not in line with their design
PT
often results in damage that is avoidable.
2.5.2.3 Resource challenges in proper oversight and
IMPROVE VISUAL INFORMATION management of contracts and engineering
ABOUT VESSEL MOVEMENT monitoring (e.g. the monitoring of berthing
AND LOCATION FOR TRAFFIC approach speeds, over-use of bow
MANAGEMENT
thrusters, etc.) is having a negative impact
on the integrity and condition of these
(M) infrastructures.
Measures
The visual information arrangements for the
External Ports provide crucial information to PRE
the Vessel Traffic Management Information
System (VTMIS) to enable proper traffic 2.5.3.1
management in the TEN-T Core Ports and ESTABLISH CLEAR
their approaches.
GUIDELINES WITH THE PORT
INFRASTRUCTURE USERS FOR
OPERATORS TO BE AWARE OF
This system could be better extended to AND USE INFRASTRUCTURE
cover both the TEN-T Comprehensive Ports WITHIN DESIGN LIMITS
and other secondary ports and quays. This
would enable the Port Control to be aware
(S)
of the location of other vessels and craft and
improve their ability to safely manage port
vessel movements. It would also support
improved security for these ports and quays.
The condition of maritime infrastructure
needs to be reviewed in relation its current
use, its design and its potential future
use. Once established, clear guidelines or
conditions for use need to be determined
and these conditions relayed to the users of
the infrastructures.
199
PRE While terminal facilities at Mgarr and

Cirkewwa have been recently upgraded,
2.5.3.2 the quays, equipment and other maritime
MONITOR AND CARRY OUT
infrastructures are suffering from insufficient
ENFORCEMENT ON OPERATORS
WHO MAKE INCORRECT USE OF maintenance over many years. To ensure the
INFRASTRUCTURE long term sustainability of these investments,
the quays and breakwaters need to be
assessed for damage, and appropriate
(M) remediation or upgrade carried out in line
with expected future demands.
The limitation of capacity is due to the

Contracts for use of the infrastructures space limitation at the Port of Mgarr and
need to be established or updated with open port layout at Cirkewwa, rather than
the conditions of use of the infrastructures. the terminals. Capacity in the Port is
Inspections of the operations of the users limited due to environmental and heritage
then need to be carried out to ensure restrictions and therefore demand needs to
compliance with the conditions. Penalties for be managed;
inappropriate use and non-compliance then
need to be imposed so as to make good for In order to meet increased demand at the
any damaged infrastructure. Mgarr port a third operational berth would
be required, beyond simply a sleeping berth
or one used for cargo. If a fourth ship is
2.5.4 required, three operational berths will be
Removal of bottlenecks at TEN-T needed to meet the demand.
Comprehensive Ports
Issues
The TEN-T Comprehensive Ports of

Cirkewwa and Mgarr are vital for the regional
connectivity and territorial cohesion,
providing lifeline access to Gozo and
connections to the TEN-T Core network.
Figure 99.
Passengers and
Vehicles Trend (2011-
2013) between Malta
and Gozo (NSO)
200
Operational conflicts between the inter- Measures
island ferry operations and the yacht marina
at the port of Mgarr do sometimes exit PT
The port of Mgarr is also used for unloading
and embarkation of passengers to Comino, 2.5.4.1
as well as for local cruises. However, IMPROVE VISUAL INFORMATION
no proper landing place or facilities are ABOUT VESSEL MOVEMENT
AND LOCATION FOR TRAFFIC
provided for these activities in Comino.
MANAGEMENT
The port of Mgarr is protected by a

breakwater built in the 1970s. This location (M)
and design of the break water inhibits
potential expansion of quay facilities within
the harbour. Preventive maintenance
has not been sufficiently carried out and The improvement of the Mgarr and
deterioration of the quays is evident. The Cirkewwa breakwater systems require
harbour requires routine dredging to studies of the state of repair, expected future
maintain depths, and extensive dredging, use and a determination of appropriate
required every 10 -15 years is overdue. interventions to ensure the long term
structural stability and sustainability.
As it is not protected by a breakwater,
the South Quay of at Cirkewwa requires PT
extensive maintenance and possible
reconstruction due to its exposure to the 2.5.4.2
prevailing direction of wind, waves and IMPROVE CIRKEWWA SOUTH
storms.
QUAY
The landside connections between the port (M)

of Mgarr and the rest of Gozo result in the
most significant bottleneck for the port
occurring during peak operations. These
bottlenecks are due to the lack of sufficient Following a detailed analysis of damage to
space during peak periods in the vehicle the South Quay, extensive maintenance and
waiting area and also to the fact that the possible reconstruction is required to be
access to the port is a single carriageway carried out.
with single lanes in each direction road in the
final stretch before the terminal and quays. The rehabilitation of the South Quay
will ensure the functioning of the TEN-T
The Appropriate Assessment has identified Comprehensive Port of Cirkewwa in
that the measures under this Operational weather conditions that renders the North
Objective are in the proximity of certain Quay unusable and therefore improve the
Natura 2000 sites (see Chapter 5) and resilience of the Port.
due consideration as to the environmental
impacts will need to be taken into account at
project level.
201
PT
The re-introduction of a fast passenger
ferry link between Malta and Gozo needs to
2.5.4.3
IMPROVE CIRKEWWA SOUTH provide an additional mode to compliment
QUAY the conventional ferry service in the short
term. A new Public Service Concession
contract for the operation of the Malta-
(M) Gozo ferry service is expected to be issued
and awarded in 2016/17. This will include a
public service obligation for the new service
provider to operate a scheduled fast ferry
service between Gozo and Malta. The new
A detailed assessment of the allocation of service provider will be required to carry
space in the Port of Mgarr, as well as the out market studies it determine the optimal
future demand for services is required. vessel size, type, as well as frequency of
Once established, options to improve this operation and landing place infrastructure
TEN-T Comprehensive Port can considered on the north shore of the Port of Valletta
including possible extension of the Port. or in the Harbour of Marsamxett, required
for this service between Malta and Gozo, so
PT as to provide good interconnectivity with
Valletta and additional trip attractors such as
2.5.4.4 the University.
DEVELOPMENT OF THE LANDING
PLACE FOR THE FERRY SERVICE This link would serve to improve commuting
(INCLUDING FREIGHT) TO/FROM
times between Gozo and the more inner
GOZO
harbour and central areas of Malta.
(S) PD
2.5.4.6
RE-INTRODUCTION OF AN
EXPRESS PASSENGER FERRY LINK
Since the Sa Maison Port will be converted BETWEEN MALTA AND GOZO
into a yacht marina, Government is currently
looking for alternative facilities to improve
internal sea freight transport in between the (M/L)
two islands, by re-locating domestic freight
movements to the Port of Valletta.
PD The quays in Marsamxett are used for local

ferry services as well as tourism services.
2.5.4.5 These services are exposed to poor wave
RE-INTRODUCTION OF AN
climate in certain weather conditions. While
EXPRESS PASSENGER FERRY LINK
BETWEEN MALTA AND GOZO this port is developing into a leisure port,
these ferry services are a key part of the
internal maritime transport system.
(S)
202
Measures to improve the wave climate in Other concessions in the Port of Valletta
this port need to be analysed as part of the have not been so clear cut, and extent of
development plan for this port. the “port” area is not as clearly defined.
This somewhat complicates the definition
of responsibilities both between the
02.6 concessionaire and the Government, as
External Maritime well as between the various responsible
Operational Objectives entities within Government. Without clear
responsibility delineation, the ability of
2.6.1 Government to ensure that both it and
Ensure contracted parties comply the concessionaire fully comply with their
with conditions established for
concession contract can be difficult at best.
operation of maritime facilities, and
as specified in contracts for use of
these infrastructures
Measures
Issues In response to these issues the following

Around €1.4bn of maritime infrastructure
assets are estimated to exist in Malta and PT
Gozo, with approximately €400m of these
assigned to TM (the difference is largely due 2.6.1.1
to the estimated value of the Malta Freeport DEVELOP CONTRACT
infrastructures and those of Enemalta
MANAGEMENT SYSTEM TO ENSURE
GOVERNMENT OBTAINS VALUE
plc). Due to outsourcing of responsibility FOR MONEY.
and maintenance of the infrastructure
through concession contracts and other
arrangements in recent years, this estimated OTH (M)
asset value needs updating.
Concessions have been developed for

a variety of port operations, quays and A well-structured contract management
terminals. Concession contracts are an system will enable government to efficiently
effective way to outsource operations and carry out inspections on the infrastructures
management of certain aspects of the under concession and to check whether or
port and its infrastructures. This allows the not contractual terms are being properly
development of business opportunities by met.
private sector enterprises in a way that is
more efficient than that could be established Contracts can be highly complex and the
by the public sector. variety of arrangements under different
contracts does not facilitate streamlining of
The definition of the Customs Free Zone in contract management. Therefore systems
the Port of Marsaxlokk, currently under the to manage these contracts need to be
remit of the Malta Freeport Corporation has established to enable Government to extract
allowed a very clear delineation of the area best value for money for the contracted
that is under concession to Malta Freeport work or service.
Terminals Ltd.
203
In addressing the grey areas of responsibility Asset management systems assist in the
in concession contracts, it is important to proper documentation and management of
define the responsibilities of the various assets. By containing the information in a
parties to the contract, as well as to define way that is readily available, it would enable
the government entity responsible for government and its entities to determine
Government’s part of the agreement. This effective measures so as to maximise the
will ensure that the respective entities take useful life of the assets.
cognisance of their remit and responsibility
and are able to dedicate the appropriate Asset management systems need to
resource and therefore extract the best value be supported by effective inspection
for government. regimes to ensure that the contractor is
not overburdened, while at the same time
There is also a need to review current ensuring that the Government receives
contracts (especially long term contracts) value for money in line with contractual
to identify where the Government’s needs arrangements.
have changed over time, or where loopholes
or gaps exist. By redefining responsibilities
Government may be able to reduce the 2.6.2
gaps and ensure that the respective Ensure development of ports and
contiguous areas are backed up
parties efficiently deliver their part of the
by long-term planning to support
contractual agreement and thus government sustainable growth in long term
can ensure that contracts are effective. mobility patterns, resilience, safety
and security.
PD
Issues
2.6.1.2
DEVELOP INFRASTRUCTURE
ASSET MANAGEMENT DATA Maritime ports are only as effective as the
BASE SYSTEMS (INCLUDING THE hinterland connectivity efficiency allows
MILESTONES OF CONTRACT them. Recent recognition of the Port of
AND INSPECTIONS TO CHECK Marsaxlokk and Port of Valletta as TEN-T
WHETHER OR NOT THEY ARE MET
Core Ports increases the understanding
that these ports are an essential part of the
(M) EU transportation system and are crucial in
ensuring cohesion and resilience.
Any port development (or development

that has an effect in the proximity of the
Asset management data base systems
port) needs to recognise the importance of
enable the authorities to identify
safe and efficient access to the port as an
responsibilities, plan inspections and enforce
integral part of port development. As two
the various aspects of the infrastructure
important ports (Valletta and Marsamxett)
contractual arrangements, including the
sit within the most intensely urbanised areas
milestones within each contract (e.g. major
of Malta, space for effective port operation is
maintenance checkpoints, etc.).
restricted.
204
Some areas of the port are in need of As the ports that are classified as TEN-T
refurbishment and these may present Core ports are the most critical external
opportunities to expand the landside freight links for Malta, their integration into
operational areas adjacent to the port, thus the rest of Malta’s TEN-T network is crucial
enhancing the effectiveness of the port to ensure their effective operation. Both
operation. Valletta and Marsaxlokk suffer bottlenecks
in land side the accessibility of the port,
Current planning regulations study the especially considering that freight movement
impact of developments on road and port necessitates larger vehicles (HGV’s) that
facilities on a project by project basis. require suitable road transport links to be
This means that the effects of multiple able to efficiently service the port.
developments in the proximity of each other
are not considered holistically. In areas such While each port has is particularities,
as ports, where developments occur both improvements of the land side access
within and in the immediate vicinity of the would greatly enhance the efficient,
ports, a holistic approach is required so that effective operation of the respective port
allocation of space and others aspects are and minimise the negative impacts that the
treated equitably for all stakeholders. operation have on the urban areas in their
proximity.
Long term studies of the Port of Valletta
carried out in 1999 and 2007 had identified
landside bottlenecks, which impede access Measures
to port areas for passengers and freight.
Over the years, port side activities and traffic In response to these issues the following
congestion on the land side has increased measures have been identified:
and this is now severely hampering safe
and effective port operations. Similarly the PRE
identification of bottlenecks in the Port of
Marsaxlokk limit the ability of the port to 2.6.2.1
DEVELOP 10-YEAR PORT MASTER
sustain future expected demand with the
PLAN DESIGNATING FUTURE LAND
respective impact on the socio-economic USES – TEN-T CORE PORT OF
fabric of Malta. VALLETTA
Since ports are highly integrated with their

surrounding hinterland, and the land side, (M)
connectivity is essential to ensure efficient
port operations. Regulation and action
plans (e.g. urban areas and other transport
infrastructures) would ensure long term Long term port master plans that enhance
sustainability of the port operations and also the ability of the port to act as a transport
ensure that the port remains effective in hub need to be developed. A clear long
servicing the community needs. term master plan at port level would also
enhance the ability of private stakeholder
investment in port activity as it would
provide confidence that investments would
receive appropriate rates of return.
205
This process however needs to be guided process. The potential for a logistics base
by government such that the stakeholders including a customs free zone in this area
collectively provide value to the whole of the could be considered.
port.
By identifying potential future bottlenecks or
Master Plans for the Port of Valletta were last capacity problems, appropriate measures to
developed in 2006 by the Malta Maritime resolve, alleviate or mitigate these capacity
Authority. Over the years, however, these issue can be planned bearing in mind that
plans were never integrated into the 2006 changes in the port areas can be complex,
Local Plan for the areas, and as a result, a and infrastructure at the land/sea interface
number of changes and developments that is costly and has a long implementation lead
are not compatible with these plans have time.
proceeded and the Port Master Plan is now
in need to review and update. The safeguarding of land for port use while
taking into account future development,
Maritime freight activity is well known to recognising the intermodal connections
be supply-led and to ensure that Malta required with road transport and the storage
benefits from continued long term maritime and warehousing facilities required to enable
connectivity, appropriate capacity analyses the smooth operation of the facilities all
of each port and each area within the need to be incorporated within the port
port needs to be included in the planning master plan.
Figure 100.
Long-Term Vision - last developed by
the Malta Maritime Authority in 2006
206
PRE such as energy production, bunkering,
fishing, industry and residential and/or
2.6.2.2 leisure activities.
Long term port master plans that enhance
USES – TEN-T CORE PORT OF
MARSAXLOKK the ability of the port to act as a transport
hub and a clear long term national master
plan at port level would also enhance the
(S) ability of private stakeholder investment
in port activity providing confidence that
investments would receive appropriate rates
of return.
While the main private sector operator
in the Port of Marsaxlokk has developed This process also enables Government to
plans for expansion up to 2020 (Figure 101) decide which, and at what cost, relevant
Government needs to establish long term land space requirements can be allocated
plans for the whole of the port, incorporating to the various and sometimes conflicting
not only the transport and logistics stakeholders such that all collectively
operations, but also other uses of the port provide value to the whole of the port.
Figure 101.
Malta Freeport proposals as
shown in MFT Master Plan
207
2.6.3 Many of the quays were originally built

Removal of Bottlenecks in the TEN-T during the 16th century and modified over
Core Port of Valletta the years, but today require extensive
maintenance. There is a need to upgrade the
quays to be able to safely handle modern
Issues
sized vessels. Also, the deck loading of the
quays for cargo operations is restricted due
Valletta is a historic port which is surrounded
to structural load bearing capacity. Only
by bastions and very limited hinterland
smaller cranes can be used on Deep Water
space available for port development
Quay due to deck loading restrictions and
and operations; development of new
therefore results in operations being slower.
infrastructure in the Port is also restricted.
The breakwaters in the Port of Valletta

are listed historical structures and their
configuration limits accessibility into the port
especially for larger ships over 340m.
Figure 102.
Capacity and demand
analysis for container
traffic in the Port of
Valletta
208
Figure 103.
Port of Valletta North
and South Shore Freight
terminals (Valletta Gateway
Terminals Ltd)
The existing capacity of the facilities for There are also capacity issues for freight with
unitised and general cargo at Grand Harbour respect to storage facilities, mainly due to the
is expected to be reached before year 2030. lack of physical hinterland space. There is very
Increasing the capacity to deal with bigger little space for the staging of Ro-Ro cargo
vessels or increased demand is challenging and trailers work in very restricted spaces
due to the Ports heritage and environmental thus reducing efficiencies. Warehousing and
issues. associated operations on the road around the
port often cause temporary traffic congestion
Analysis shows that the existing facilities for on the access road.
the cruise liner activity had reached capacity
by 2014. During peak cruise days road
congestion around the passenger terminal Measures
is high due to the demand and competing
operations and therefore bottlenecks exist PT
on the landside access.
2.6.3.1
DEEP WATER QUAY PHASE II
(S)
This measure addresses the need for

additional upgrading of DWQ to enable it to
handle ships between 40,000 and 80,000
tonnes displacement which is higher than
the current limitation.
Figure 104. Improvements in the ability to handle these

Port of Valletta North shore vessels will also address the freight capacity
cruise liner berths (www.
vallettawaterfront.com) limitations within the Port.
209
PT This measure is aims to increase port

capacity through the building of a new
2.6.3.2 quay and additional hinterland within the
IMPROVEMENT OF HARBOUR
port and is in line with the Port Masterplan
WAVE CLIMATE
developed in 2006. In view of the fact that
new passenger infrastructure for large ships
(S) at Barriera Wharf (forming part of the 2006
Masterplan) could not be developed due to
heritage considerations, the only other site
within the harbour where new ‘greenfield’
development can take place is in a currently
The breakwaters in the Port of Valletta dilapidated area between Laboratory and
are listed historical structures and their Fuel wharves along the southern shore of
configuration limits accessibility into the port the Port of Valletta.
especially for larger ships over 340m.
Wave climate within the port limits the This measure involves the construction of
all-weather operation and also movements a new quay and additional hinterland. The
within the Port. Upgrade of the breakwater new quay will be designed for modern cargo
rip rap and spending beach would operations and will have a higher deck
significantly improve the overall wave loading capacity than Deep Water Quay,
climate within the Port. thus allowing larger cranes to be deployed
for cargo and especially for unitised cargo.
Preparation for these improvements also This new facility will compliment adjacent
requires detailed wave climate surveys and existing Ro-Ro and bulk cargo terminals,
prediction modelling to establish the best thus effectively creating a hub for cargo
possible options to be deployed. operations in Valletta in line with the 2006
masterplan. It will relieve Deep Water Quay
Connected to this is the need to dredge the (which has loading restrictions) of unitised
entrance to the port within the breakwater cargo and in turn concentrate Ro-Ro and Lo-
system in order to provide a larger turning Lo cargo at the new facility and the adjacent
circle for the larger ships. Laboratory wharf. This new terminal will
provide an additional quay for one large
PT cargo ship or two small ships and additional
space with port terminals for secure staging
2.6.3.3 of trailers (which often end up parked in
EXTENSION OF LABORATORY public roads outside port areas) and yard
WHARF TO FUEL WHARF AT RAS
HANZIR storage of containers.
The new facility will remove a port

(S) bottleneck by reducing waiting times for
berth availability, providing flexibility for
berthing space for multiple operations to be
carried out simultaneously, and will provide
much needed extra yard space for staging
and storage.
210
2.6.4 Container Terminal, Oil Terminal and Storage,
Removal of Bottlenecks in the TEN-T power generation plant, bunkering of
Core Port of Marsaxlokk petroleum products, fishing and aquaculture,
apart from industrial, residential, leisure and
tourism uses.
Issues
However landside access can be improved
The Port of Marsaxlokk is situated at the as the current access road which connects
southern tip of Malta and hosts a number of the TEN-T Core Road Network to the TEN-T
freight terminals - primarily Malta Freeport Core Port is inadequate both in terms of
Terminals Ltd (MFT). Strategically located on capacity and structure.
the main trade route in the Mediterranean
between Gibraltar and the Suez Canal To date 18,000 TEU vessels can only be
the MFT has become one of the largest handled at Only Terminal 2, so investments
transhipment terminals in the Mediterranean. to enable other quays to handle these latest
ship builds are in hand.
The Port of Marsaxlokk offers more space
to develop than does the Port of Valletta, Future demand is expected to exceed the
however it comprises a variety of mixed and current capacity of MFT of 4m TEU annually.
possibly incompatible uses including: the
Figure 105.
Capacity and demand
analysis for container
traffic in the Port of
Marsaxlokk
211
International developments in shipping such Following a number of new developments

container vessels carrying 20,000 to 22,000 in the port and projected increases in size
TEU or using LNG as bunkers have not of vessels, the breakwater system at the
been studied in depth and plans to address Port of Marsaxlokk needs to be upgraded to
these expected future challenges are under increase the safety, capacity and all weather
development. access of the port.
Malta Freeport Terminals Ltd has further Long term demand forecasts and options
developed the Terminal 1 yard by 40,000m2 testing need to be carried out to optimise
creating an additional 1,000 ground slots for the configuration of the breakwater system.
storage.
PT
The quay side cranes can now reach 25
containers across (outreach of 72m and 2.6.4.2
TERMINAL 2 SQUARING OFF OF
capacity of 85 tonnes) for both Terminal
NORTH WEST SIDE (9)
1 North Quay and Terminal 2 North Quay.
MFT has constructed the crane beam and
installed the quay side crane rail on Terminal (S)
1 North Quay. The crane-rail was extended by
an additional 360m.
The Oil terminal’s capacity is limited due to North Quay of Terminal 2 is used for high
the shortage of space for storage but also volume ship to shore operations. This quay
quay availability. will be squared off. With this extension the
North West side of Terminal 2 will increase
The Appropriate Assessment has identified quay length from 513m to 660m to cater
that the measures under this Operational for more and larger vessels, while increasing
Objective are in the proximity of certain storage area for the stacking of containers.
Natura 2000 sites (see Chapter 5) and It will also increase ground slots by 677. This
due consideration as to the environmental measure will provide additional capacity
impacts will need to be taken into account at beyond the current 4m TEU per year.
project level.
PT
2.6.4.3
Measures PROCUREMENT OF 2 SUPER POST
PANAMAX CRANES (10)
PT
(S)
2.6.4.1
USES – TEN-T CORE PORT OF As container vessels of 20,000 TEU and
MARSAXLOKK
above become more common, the quay
cranes need to be able to reach across
(M) the width of the vessels for loading and
unloading of containers.
212
Following the expansion of the North Quay Two separate improvements to the IT
to 660m quay length these new cranes will systems of the terminal are envisaged
be equipped with 2 cranes that are capable namely:
of handling 25 containers across, and other 4
capable of handling 23 containers across. - Container data OCR
Upgrading of the current quay equipment is - Terminal Operating Systems
therefore required so as to be able to handle
these vessels efficiently and safely. Using advanced cameras on the gantry
cranes, Optical Character Recognition (OCR)
PT
will be deployed to be able to identify each
container. This will assist the efficiency
2.6.4.4 container identification, important for details
DREDGING OF ALL MAINLINE of movement, location, safety and security.
BERTHS TO 20M The cameras will also record the images of
containers so as to record prior damage, and
(S) assist in verifying damage claims, thereby
improving efficiency of the terminal.
The Terminal Operating System (TOS) will

As a transhipment node, Malta Freeport be upgraded to enable to use of semi- or
Terminals tranships between main line fully-automated equipment deployments.
carriers (trans-continental) and feeder The upgrade includes enhancements to the
vessels, which then service other ports in the server farm and the related storage systems
vicinity of Malta. that host the critical IT systems of the
Terminal.
Main line vessels of up to 18,000 TEU are
PT
handled at Terminal 2 North and South
Quays, as well as at Terminal 1 North Quay.
2.6.4.6
Current depth at these berths is around DEVELOPMENT OF ENGINEERING
17m, but dredging to 20m is required to be FACILITIES (6)
able to handle larger mainline vessels of the
range of 20,000 to 22,000 TEU.
(S)
PT
2.6.4.5
INVESTMENT IN IT SYSTEMS
New engineering facilities covering an area
of 7,700m2 will be developed and fully
(S) geared up to effectively meeting increasing
demands for engineering services following
the higher volumes that will be handled in
the future.
213
PT using this road has increased rapidly and has

led to accelerated deterioration of the road
2.6.4.7 structure, necessitating the modification of
FREEPORT SERVICE FUEL STATION the road geometry. The measure includes
reconstruction, straightening and widening
(S) of around 500m of the South Road.
PT
2.6.4.9
The planned service station will be used for OIL TERMINAL QUAY
refuelling, servicing and washing of technical DEVELOPMENT
equipment. This is planned so as to improve
the sustainability of the terminal’s equipment (M)
and technical fleet, which currently includes
about 140 tug masters and trailers, 40 vans
and minibuses, and 16 reach stackers. This
station is not intended to service the RTG’s With changes in the global fuel and
which are not planned to be serviced by this bunkering market expected over the next
facility. few years, the terminals handling petroleum
products will need to be upgraded or
This measure is located within the current changed (in the case of LNG).
footprint of the Freeport and will be
expected to improve these facilities in line Further tanks will be added to the tank
with current environmental standards. farm by reclaiming land and the increases
in demand for these services will also be
complimented by jetty expansion which
PT
will provide increased berthing capacity for
2.6.4.8 loading and unloading of black and white
UPGRADE OF SOUTH ROAD petroleum products.
ACCESS TO FREEPORT
PT
(M) 2.6.4.10
PETROLEUM PRODUCT
DISCHARGE POINT REPLACEMENT
(S/M)
The South Road is located on the hinterland
of the port and leads to the main access
point between the TEN-T Core Road
network and the Malta Freeport Terminal. It The oil terminal dolphins which receive all
provides access to the Terminals, Distripark of the aviation fuels and most of the road
facilities, Oil Terminals, storage for other transport fuels (petrol and diesel) in the Port
petroleum products and other facilities of Marsaxlokk are now approaching the end
located in this TEN-T Core Port. of their expected useful life and are in need
Over the years the flow of heavy vehicles of being replaced.
214
Other petroleum discharge points in the Port effective, the transport system works smoothly.
of Marsaxlokk are also in need of review and These include infrastructure components as well
where appropriate decommissioning. as oversight and monitoring by Port Control
officers. Navigational aids to mariners are key
infrastructures that exist both on land and on
PD
buoys at sea and are important in maintain
the safety of navigation. However these
2.6.4.11
ASSESSMENT OF MFT MASTER infrastructures are costly are not given their due
PLAN - SITE EXPANSION importance, with the resultant heightened risks
of accidents.
(S)
Albeit that in recent years increased security
risks have arisen due to high migration levels,
changes in the international geo-political
environment, and changes in technology,
Further proposals by the Malta Freeport equipment, tools and resources to ensure
Terminals Ltd include a number of measures safety and security are often seen to be a
that fall outside the site boundary of lesser priority. As a result they are therefore
the Freeport Terminal. These include (as afforded less resources in terms of updating
depicted in Figure 101): and upgrading. However levels of safety,
security and preparedness for incidents
1 Distripark Facilities development (5) only become apparent and important when
2 Container Stacking Yard – 720 slots (7 an event or incident happens and these
linked with 5) resources are required.
3 Off-Dock Container Yard Development –
2,000 slots (8) A key driver in ensuring that these systems
4 Investments in Yard Equipment and aids are maintained appropriately is the
5 Container Maintenance and Repair Facility availability of appropriate financing resources
to maintain the aids to EU and international
Further analysis and study of the costs and standards. In Malta lighthouse fees are not
benefits of these measures needs to be usually charged to the users of these services
undertaken so that Government can assess and this has meant that this important part
whether and at what cost the requested of ship safety equipment is not afforded
additional space can be made available. appropriate attention and update.
To ensure that Malta remains resilient to

2.6.5
safety and security issues, and is able
Ensure equipment, tools and human
resources for the use, monitoring to recover from any such incident in the
and enforcement of maritime areas shortest possible time, risk management
are updated and to improve safety based analysis would best guide the
and security. allocation of resources. The risk level needs
to be set and published by government
and appropriate resources, to remain able
Issues
to manage these risk events, should be
allocated to the entities that are tasked with
Transport Safety and Security measures are
managing safety and security.
often not visible to the user as when they are
215
Monitoring of activities of vessels in the S

ports and their approaches is also a key tool
to maintain safety of navigation and likewise 2.6.5.2
ENSURE EQUIPMENT AND
suitable sustainable long term funding
TOOLS FOR THE MONITORING
needs to be established to ensure that the AND ENFORCEMENT OF
monitoring process remains effective. MARITIME AREAS ARE UPDATED
AND ENABLE THE REQUIRED
REGULATORY CONTROL TO
Measures
ENSURE SAFETY AND SECURITY
In response to these issues the following (S)

PRE The oversight and enforcement of maritime

traffic in and around Malta is a 24/7
2.6.5.1
exercise and infrastructure and tools for the
RESEARCH NEW SOURCES
OF FUNDING TO DEAL WITH monitoring and regulation of the port and
MONITORING REQUIREMENTS its approaches, so as to ensure that Malta
is able to remain vigilant as required by
legislation and expected by its citizens.
(S)
In this respect, continuous update of the
equipment, infrastructure and tools used
to carry out this monitoring requires
appropriate funding and resources so as
Funding of safety and security not to result in long term decline that then
infrastructures and oversight measures necessitate drastic, expensive interventions
remain challenging, especially in the light and resources.
of new risks developing in the region. As
increasing complex navigational systems PT
are demanded by users, the lack of

2.6.5.3
specific lighthouse charges means that
UPGRADE VTMIS TO MONITOR
sustainable long term funding of the costs AND ENFORCE MARITIME
of use, maintenance and upgrade are not AREAS TO ENSURE SAFETY AND
established.New and alternative sources SECURITY
of funding to deal with both monitoring
requirements need to be identified so that (S)
incidents are prevented. Whichever source
of funding is identified, it should be ensured
that the cost of providing these services is
borne by the users of the service. The Vessel Traffic Management Information
System (VTMIS) is essential for the monitoring
and enforcement of maritime areas and to
enable the required regulatory control to
ensure safety and security. The first system was
established in 2004-2006 and has brought
about significant improvements in port
management and security.
216
With technology changes and 2.6.6
improvements, the system is now in need of Reduce the environmental impact of
upgrade to be able to handle current and ports on the nearby urban area.
future expected operations in the ports and
their approaches.
Issues
S Port operations are a crucial link in

economic and social development; however
2.6.5.4 they also have downside effects on the
UPGRADE ICT TOOLS TO
immediate urban areas. In particular, these
INTERCHANGE INFORMATION
WITH PORT STAKEHOLDERS AND are environmental impacts such as noise,
OPERATORS TO ENSURE SAFETY sea and air pollution derived both from the
AND SECURITY OF MARITIME vessels using the port as well as the industry
AREAS related to the port.
OTH (M) Across the EU, measures are being put in

place to mitigate the impact of transport
on other part of society, and maritime
activities, especially those in port areas, are
Improvements in the data flow between the no exception. A delicate balance between
regulatory authorities and port stakeholders economic activity and the rights of citizens
has seen exponential growth in recent that live and work in the proximity of the
years, culminating with the Maritime Single port is being achieved step by step and this
Window Directive that requires the linking process is also required in Malta.
up of all stakeholders involved in the
operational chain in the Ports. The Port of Valletta is a thriving economic
hub, but vessels and services (e.g. bunkering,
Further developments of these ICT tools tugs, ship repair, among others) result
are now needed to ensure that the desired in significant levels of sea, air and noise
efficiency of port operations is achieved. pollution. Similarly the Port of Marsaxlokk
Better, timely and accurate information has long been challenged by the noise
will enable the operators (as one of the pollution generated when un/loading
stakeholder types) to ensure continued containers from vessels and its impact on
safety and security of the ports. the neighbouring towns and villages.
217
Measures As technologies develop and new

developments arise in the port areas,
In response to these issues the following measures to limit the environmental impacts
measures have been identified: can be deployed, this opening up new
opportunities to leverage the port use.
An example of this would be the
PRE
implementation of shore-supply
2.6.6.1 infrastructures to enable ships that are
CHECK THAT PORT alongside to connect to the electrical
INFRASTRUCTURES AND network, power down their auxiliary engines
OPERATIONS COMPLY WITH THE and thus reduce air, sea and noise pollution
CONDITIONS ESTABLISHED IN
that would otherwise be generated.
THE ENVIRONMENTAL IMPACT
ASSESSMENT
Some mitigation measures may require
interventions by the private sector and
(S)
regulatory measures may be needed to
encourage compliance and upgrade to use
these new tools.
As part of the implementation of the
pre-implementation “environmental PRE
impact assessment” that is required
from developments in the port area, a 2.6.6.3
comprehensive and continual methodology SUPPORT THE USE OF LESS
POLLUTING EQUIPMENT
of checking that these developments comply
with their stated environmental impacts is
required. (S/M)
A monitoring programme for the key

environmental impacts needs to be
established such that it provides government Similarly, government may need to consider
with long term information about the support mechanisms to encourage the
impacts of port activities, and enables stakeholders in the ports to use less
Government to take enforcement or other polluting (air, sea and noise) equipment.
actions to reduce impacts where these are This may be in the form of fiscal incentives
exceeded or at risk of being exceeded. such as tax breaks to replace infrastructures
or equipment to an established standard.
PRE Also disincentives such as increased
fees when using older or non-compliant
2.6.6.2 equipment could also be implemented to
IMPLEMENT NEW POLLUTION support the change.
MITIGATION MEASURES
(M)
218
2.6.7 With LNG beginning to appear as a viable
Provide alternative fuel future fuel in use in the maritime sector,
infrastructure to promote and the legal requirement that TEN-T Core
efficiency and competitiveness.
Ports provide LNG as a bunker fuel, Malta is
required to implement actions to enable the
Issues provision of this type of bunker fuel.
Aviation fuel is discharged by tanker at the With opportunities developing due to

Marsaxlokk dolphins and in 2007, the dolphins the use of LNG at the new power plant at
were reviewed by the Malta Maritime Authority Marsaxlokk, development of an action plan
and found to be beyond economic repair and for deployment of bunker facilities in the
with an expected lifetime of 10 years. TEN-T Core Ports in Malta now becomes
important framework for private sector
At the same time, alternative fuels (including involvement in this deployment.
biofuels and cryogenic fuels) are being
developed for the maritime and aviation PD
markets. In this respect the transfer stations for

2.6.7.2
fuels are in need of modification or replacement
DEVELOP A SHORE SUPPLY
so as to be able to handle future demand for ACTION PLAN FOR THE TEN-T
these types of fuels. Parallel to the fuels required PORTS.
for bunkers, developments in the standards of
air quality and noise are bringing the need for
(S)
shore-supply connections to be made available
for vessels when alongside. While studies
carried out in 2015 by Transport Malta indicate
that the implementation of such shore-supply
is not yet viable, Government needs to consider Following initial studies that show that
whether long term competitiveness and socio- shore-supply deployment suffers from the
economic factors demand the implementation bottleneck of lack of demand arising from
of measures that address the demand while the interplay of infrastructure needs both
mitigating the impact of transport on the on board and at the various ports that the
environment. vessels enter. To address this bottleneck, an
appropriate action plan for its deployment
needs to be established such that the vessels
Measures using the Maltese ports have visibility of the
timelines to deployment.
In response to these issues the following
measures have been identified: Such visibility will encourage both the
operators, and other ports to likewise deploy
PD
shore supply services for the mutual benefit
2.6.7.1 of all stakeholders.
DEVELOP AN LNG DEPLOYMENT
ACTION PLAN FOR THE TEN-T
CORE PORTS
(S)
219
PT 02.7
External Aviation
2.6.7.3 Operational Objectives
REPLACE OBSOLETE BUNKER
DISCHARGE INFRASTRUCTURE
2.7.1
Safeguarding space within the
(S/M) airport and its contiguous area to
ensure developments support long
term sustainable growth in the
aviation sector.
The 2007 report recommended that the

aviation fuel infrastructures were put Issues
into managed decline and alternative
fuel transfer infrastructures deployed by Airside facilities continue to be challenged
the end of the expected useful life of the by resource availability (especially space)
infrastructure. and the airport must develop and implement
plans to ensure the maintenance of the
However, this replacement process has not quality of the services to airport users (both
yet started and the aviation fuel transfer business and leisure travellers).
process retains significant risk and in need of
replacement. This implementation must be supervised
from a national perspective to ensure that the
priority of the airport is that of air passengers
in preference to other peripheral development.
Likewise, development of the contiguous

zones around the airport for activities that do
not necessarily need to be in the proximity
of the airport compromise the long term
sustainability of the airport, and its ability to
expand to meet forecast air transport growth.

Airport Passenger Airport Aircraft
Movements by Month Movements by Month
(2012-2015) (2012-2015)
220
This in turn would result in restraints on this PD
same expected growth and its economic
benefits. 2.7.1.1
DEVELOP AN AIRPORT MASTER
PLAN THAT PRIORITISES
Temporary aerial firework displays in the DEVELOPMENTS AND
peak season (i.e. peak both for aviation IMPROVEMENTS AIRSIDE TO
volumes and firework enthusiasts) affect SUPPORT LONG TERM AIR
the continued operation of the airfield. It is TRAVEL GROWTH EXPECTED
also noted that certain climatic conditions
AND IMPROVES THE SAFETY AND
SECURITY OF THIS TRAVEL MODE.
resulted in temporary airport closure, such
as when firework smoke causes aerodrome
visibility issues. (S)
The Malta International Airport terminal

is already near its design capacity15 of
5m passenger per year, and forecasts
This measure would develop a holistic plan for
of increasing passenger throughput will
both the runway and the terminal subsystems
necessarily result in deteriorating passenger
to address all outstanding bottlenecks and
experience.
problematic zones for traffic (aircraft/ground
vehicles), establishing a priority of measures
Likewise, the forecast increases in aircraft
that need to be taken considering their cost/
landings puts pressure on the airside
benefit and long term sustainability.
resources with bottlenecks in infrastructure
and operations hindering the effective and
Such a plan would holistically address the
efficient flow of passengers through this
safety and security aspects of this travel
important TEN-T Core Node.
mode, necessarily prioritising air transport
improvements and the aviation industry
Space in the proximity of the airport is
cluster ahead of land side development –
regularly being allocated to activities that
since the latter (e.g. offices of banks, telecom
are not necessarily needed in the proximity
operators, etc.) could be located elsewhere
of the airport and this could hinder possible
rather than in the proximity of the airport or
future developments that need to be in the
in conflict with airport operations.
vicinity.
The Airport Master Plan will determine the
spatial extent of the airport and its future
needs as supported by demand forecasts
Measures
and capacity analyses. Options that may be
available need to be considered in detail,
giving due consideration to the core aviation
business of the airport.
15
Design capacity refers to the capacity to provide “good passenger experience” and above this level, arrival/departure
experience would start to deteriorate, primarily to the detriment of the MICE and tourism economy which is affected by
the all-round experience of the business and tourism product.
221
The airport master plan would also consider potential intrusion into defined safety zones
the possibility of improved allocation that protect aircraft in flight, as well as radio
of space in remote parts of the airport equipment protection zones and could
for aircraft carrying dangerous goods, endanger life and property. Once these
high security cargo, etc. However due areas are defined in the master plan, they
consideration needs to be made to provide must be safeguarded for the exclusive use of
appropriate safety and security measures. aeronautical developments such that the core
aviation business will have access to these
PD scarce resources.
2.7.1.2
These areas include both the perimeter and
ENSURE THAT THE AIRPORT
AND ITS SURROUNDING AREAS the height of buildings in the public safety
ARE SAFEGUARDED FOR zones on the runway approaches. This should
AERONAUTICAL DEVELOPMENTS be supported by detailed topographical and
obstruction height data on a continuing basis.
(S/M/L)
2.7.2
Remove bottlenecks at the TEN-T
Core Airport
Considering that airport operations include the
approaches to the runways (by aircraft), safety
zones established in the flight paths must be Issues
maintained both for safety of the persons on
the ground and for the aircraft passengers. Developments at the TEN-T Core Airport
must address the long term bottlenecks
Buildings in the vicinity of the flight path, identified. Malta International Airport has a
especially tall or highly visited buildings, stated capacity of 5m passengers per year.
constitute safety dangers to aircraft through
Figure 108.
Capacity of the passenger terminal area and runway in
Malta International Airport (Elaboration)
222
From the analysis carried out, the airport
terminal sub-system is approaching its
capacity limits of 5m passengers per year
and expected growth by 2025 will be
approaching 6m passengers per year (see
Figure 109)
Figure 109.
MIA Annual Passenger
Traffic Forecast (NSO
Transport statistics;
Elaboration)
The measures aim to remove infrastructure

The Airport can be considered as five
bottlenecks to address the need to increase
Airport Development Zones, each divided
airport capacity to meet expected demand.
into sectors according to location as
They also provide improved efficiency and
indicated by Figure 110. The sectors have
safety through developments in air traffic
no particular representation, however they
control and Single European Sky.
show schematically the different areas of the
airport and its surrounding contiguous land
space which should be preserved for airport
activities if the long term capacity of the
airport to support the Maltese islands is to
be ensured.
223
The Appropriate Assessment has identified

that the measures under this Operational
Objective are in the proximity of certain
Natura 2000 sites (see Chapter 5) and
due consideration as to the environmental
impacts will need to be taken into account
at measure level.
Figure 110.
Malta International Airport Development
Zones (Transport Malta)
Measures This measure addresses the underlying

assumption that the runway subsystem can
theoretically handle 40 movements per
PD
hour including a parallel taxiway. The level
of runway occupancy resulting from the use
2.7.2.1
CARRY OUT FEASIBILITY STUDIES of Runway 31/13 to access the threshold is
FOR THE DEVELOPMENT OF THE difficult to estimate and depends on time/
PARALLEL TAXIWAY TO RUNWAY day specific peaks in the subsystem.
31/13 TO ENSURE CONTINUED
SUSTAINABILITY OF THE MAIN
RUNWAY AND APPROPRIATE
SAFETY ACCESS TO THE DISTANT A detailed feasibility of the development
POINTS OF THE AIRPORT. of the taxiway would thereby start the
process to ensure the subsystem is able
to sustainably handle expected air traffic
(S) volumes in the longer term.
224
PT PT
2.7.2.2 2.7.2.3
IMPROVE THE MANOEUVRING MAINTAIN THE SHORTER RUNWAY
AREAS FOR THE RUNWAYS WHERE 23/05 IN FULL OPERATIONAL
EXCESSIVE RUNWAY OCCUPANCY STANDARD TO ENSURE AIRPORT
CAUSES BOTTLENECKS IN RESILIENCE AND ABILITY TO
AIRSIDE TRAFFIC AND AIRCRAFT MAINTAIN THE PRIMARY RUNWAYS
CONFLICTS
(S/M/L)
(M)
The manoeuvring areas for runways Runway 31/13 is longer and more frequently
and taxiways are sometimes the cause used and therefore is a priority to maintain
of excessive runway occupancy due in full operational order. However this
to bottlenecks or limitations of the prioritisation means that the need to
infrastructure. This occupancy reduces the maintain the shorter runway RWY 23/05 in
capacity of the runway to handle aircraft, full operational standard, thereby ensuring
and is especially felt at peak times. airport resilience is not given sufficient
priority, such that it remains a visual
The runway subsystem efficiency can be approach only runway.
improved at these points and also where
airside traffic and aircraft conflicts, by minor Maintaining the shorter runway at full
infrastructural changes, and would result in operational capacity also enables the easier
better handling of the movement needs on maintenance the primary runway, rather than
the airfield. necessitating closure of the airport.
As of 2014, key improvements to taxiway C

and taxi lanes T, U & W were identified that PT
would support the better use of Apron 9 and

2.7.2.4
its approaches. Indeed taxiway C has been
UPGRADE OF THE AERONAUTICAL
upgraded since. INFRASTRUCTURE AND
TECHNOLOGY TO ENABLE
Improvements to reduce runway occupancy RUNWAY 23/05 UP TO
times are also required between taxiway INSTRUMENT LANDING SYSTEM
F and taxiway G. Options of either a STANDARD (ILS) AND RNAV
CAPABILITY
parallel taxiway between taxiway F and
taxiway H, or the enhancement of the
taxiway H area infrastructure to improve (M)
the manoeuvrability of wide bodied aircraft
that vacate the main runway need to be
considered. There is also need to consider
improvements to taxiway B for wide bodied
aircraft due to increased volumes at Safi Air
Park.
225
The Air Navigation Service Provider (ANSP) Improvements to the quality of the working
is a key stakeholder in the provision of environment of the air traffic control
technology that enables the safe landing and (building) as well as the tools used to ensure
departure of aircraft. Currently the ANSP aviation safety and security (e.g. primary
is subcontracted by MIA to maintain the surveillance radar and Automatic Dependent
ILS equipment on runway 31/13 and further Surveillance–Broadcast) are required to
developments of ILS on runway 23/05 would ensure long term safety and security.
also need resources at the ANSP.
Communication services and flight data
Maintenance of the continued safe exchange using new technologies including
use of Malta’s only airport requires the IP services would also provide resilience in
improvement of the shorter runway from its the interfacing with other ACC’s adjoining
current visual approach only status to that the Malta region.
of ILS. This will ensure that even if Runway
31/13 is unavailable for extended periods of
time, air transport would generally be able 2.7.3
to continue (except in stronger cross-wind Improve management of operations,
infrastructures and equipment
conditions) until such time that the main
by taking advantage of new
runway returns to service. technologies
While new technologies such as RNAV may

be considered to be the way forward, ILS Issues
status for the runway would still need to be
established since not all aircraft are RNAV As for other transport sectors, the aviation
enabled. sector suffers from difficulty in managing
the infrastructure assets to ensure efficient
allocation of maintenance resources to
PT
effectively safeguard the lifetime of the asset
2.7.2.5 or to determine appropriate replacement
ENHANCING THE AIR NAVIGATION timelines.
SERVICES FACILITIES
Using current technologies to determine the
status of the infrastructure could enhance
(S/M)
the ability to determine and prioritise
appropriate methods of maintenance and
replacement to minimise unscheduled
downtime.
Air traffic services are still provided from the
area of the air traffic control tower which
was developed in the early 1970’s to service Measures
approach and ground operations. An ATC
operations room was later added to the In response to these issues the following
Tower complex that provides Approach and measures have been identified:
Area Control (ACC) services.
226
S Development of these asset management
systems and databases would include
2.7.3.1 infrastructure characteristics; construction
DEVELOP ASSET MANAGEMENT
and past upgrade data; people/companies
SYSTEMS AND DATABASES TO
ALLOW EFFECTIVE INSPECTION responsible; etc. Such systems would
AND MANAGEMENT OF improve planning for scheduled maintenance
INFRASTRUCTURES (AIRFIELD) and upgrades reducing the opportunity for
failures that result in unscheduled downtime
of the asset, thereby increasing the resilience
(S)
of the airport.
2.7.4
Develop asset management systems Maintain high levels of safety and
security of aircraft in the Malta
and databases comprising infrastructure
airspace and the airport
characteristics including dimensions,
construction and past upgrade dates;
people/company responsible; etc. Such Issues
systems would improve planning for
scheduled maintenance and upgrades The long term safety and security of aircraft
reducing the opportunity for failures that and the airfield are crucial for the continued
result in unscheduled downtime of the asset. trust in the aviation sector as a safe and
reliable means of transport. The fact that
Part of such systems would include routine a significant portion of Malta’s economy
inspection of the infrastructures to assist in (including tourism, industry and business
the prioritisation of mitigating measures, or travel) is entirely dependent on this sector
early warning of the need for replacement. makes this matter especially important for
the islands.
S
It is therefore imperative to maintain the
2.7.3.2 safety and security systems thereby ensuring
DEVELOP ASSET MANAGEMENT continued confidence in the aviation
SYSTEMS AND DATABASES TO
systems. This would help ensure that the
ALLOW EFFECTIVE MANAGEMENT
OF INFRASTRUCTURES (TERMINAL chances of incidents occur on the airport
AND SERVICES) are minimised and mitigated as they would
otherwise undermine the public perception
of the safety of the systems in place.
(S)
Up to 50% of all air accidents occur just
before the threshold of the runways, and
therefore the continued maintenance of the
The implementation of Airport Operations public safety zones in the final approach to
Databases (AODB) would greatly enhance the runways is imperative.
the quality of information available to
the airport operator and its stakeholders
including passengers.
227
Significant numbers of aircraft overfly the However, as aircraft safety is crucial,

Maltese airspace both north/south, as well as methods to control wildlife that could
east/west, and technology improvements in endanger aircraft operations should be
air traffic control are continuously needed to maintained, and this unusual arrangement
ensure continued safety and security. (of the airfield being designated as a nature
reserve) should be revisited to balance the
need for safety with the need to safeguard
Measures wildlife.
In response to these issues the following PT

2.7.4.3
IMPROVE SECURITY OF THE
PRE
REMOTE APRONS AND PARKS
ON THE AIRFIELD TO A LEVEL
2.7.4.1 RELEVANT TO THEIR LONG
KEEP THE SAFETY PROGRAMME TERM USE
UPDATED
OTH (S/M/L) (M)
The national aviation safety programme is an Improve the security levels around the
essential component to ensure the continued remote aprons and aircraft parks to enable
safety of the aerodrome and the aircraft their use for high security or dangerous
registered in Malta. Recently compiled, the goods carrying aircraft.
safety programme requires routine review to
ensure that is maintained in an up-to-date This would improve the effective use of
status at all times. spaces currently underutilised for aircraft
operations and release more secure areas for
other aviation use.
S
2.7.4.2 PT
IMPROVE WILDLIFE CONTROL
SYSTEMS IN THE AIRPORT 2.7.4.4
IMPROVE AIRFIELD SAFETY BY
UPDATING AERODROME GROUND
OTH (S) TRAFFIC MANAGEMENT.
(M)
The airport has been designated under
national legislation as a nature reserve,
thereby restricting the ability to implement
or improve wildlife control systems without
falling foul of environment protection
legislation.
228
Airside traffic is not controlled by the usual Outside the precincts of the aerodrome,
road rules outside the airport, but is the remit continued collaboration between the
of the airport operator. Policy development entities responsible for spatial data (to be
to manage the use of the airfield has not kept used as Aeronautical Data) is required to
up with the infrastructure and as equipment ensure that the ICAO Regulations and EU
has the capability to move at speed. Updates Aeronautical Data Quality Implementing
to aerodrome traffic management could Regulation can continue to be fully and safely
improve the safety and efficiency of the implemented in Malta. This would require the
aerodrome. establishment of an agreement between the
entities for responsibility to survey, maintain
A study on improved airside traffic circulation and make available obstacle data as required
is required so as to be able to introduce by international standards (and from 2017, EU
suitable airside traffic regulation including standards) on the approaches of the airport.
traffic management and control mechanisms.
The development and implementation of an
S
obstacle permission process for new risks
needs to be established so as to safeguard
2.7.4.5 the aerodrome approaches to these
IMPROVE AVIATION SAFETY standards.
BY MAPPING OBSTACLE
CLEARANCES AND MAINTAINING
THIS OBSTACLE CLEARANCE PT
MAPPING AND REGULATION
TO EU AND INTERNATIONAL 2.7.4.6
STANDARDS ON THE UPDATE SERVICE CONTRACTS OF
APPROACHES OF THE AIRPORT AERONAUTICAL IMPORTANCE
OTH (S/M) (S)
Terminal charges already include an element

While various NOTAMs16 have been issued of replacement costs for these systems
(including permanent obstacle warnings so the terminal operator must ensure
resulting from the Malta Freeport Terminal appropriate allocation of capital funds to
cranes), it is important that the airport smoothly replace equipment as becomes
continues to maintain international and EU obsolete.
standards of safe and clear areas in the flight
paths, in particular in the airport flight safety Preparations to replace the ILS system,
zones. In this respect legislation should be upgrade its capacity to current and
updated to include provisions safeguarding the future requirements and to introduce
aerodrome against activities and developments complimentary supporting technologies
in the surroundings that may cause (including RNAV) are required such that all
unacceptable risks for aerodrome operations. are in place by 2022.
16
Notice to Airmen
229
PT Measures
2.7.4.7 In response to these issues the following

INTEGRATE NEW AVIATION measures have been identified:
TECHNOLOGIES WHILE
SAFEGUARDING THE SAFETY OF
AVIATION SERVICES S
2.7.5.1
OTH (M) ENSURE THAT AIRPORT
INFRASTRUCTURES AND
OPERATIONS CONTINUE TO
COMPLY WITH THE CONDITIONS
ESTABLISHED IN THEIR PLANNING
AND OPERATIONAL CONDITIONS
Recent technology improvements such as
those relating to the use of Remotely Piloted (M/L)
Aircraft Systems (aka drones) have the
potential to develop into mainstream aviation
technologies.
Regulatory frameworks need to be The developments of airport infrastructures

developed to assist the uptake of these are routinely required to obtain environmental
new technologies, while at the same time permits and these provide ex-ante
safeguarding the safety and security of assessments of the expected external
both current aviation systems as well as the impacts of the infrastructure. It would
general public. therefore be possible to measure the impact
ex-post and ensure that the projected
environmental impacts are not exceeded, or
2.7.5 to ensure measures are taken to bring these
Mitigate the impact of the airport impacts in line with the permits provided.
on the surrounding environment
PRE
Issues
2.7.5.2
Pollution of all forms is created by airport SUPPORT THE USE OF LESS
machinery and operations. This includes, POLLUTING/NOISY EQUIPMENT
inter alia, air, noise, light pollution and
greenhouse gas emissions.
(M)
These external costs are be borne by the

surrounding environment and can be a
significant socio-economic impact on the
surrounding environment. In that Malta is a
small country, the impact of the airport on
the whole country is therefore significant.
230
Support by regulatory, financial or other an expected lifetime of 10 years. It was
means, to ensure use of less polluting or recommended that during this time these
noisy equipment would encourage the fuels infrastructures were put into managed
private sectors involved to update or decline and alternative fuel transfer
upgrade their equipment to consider the infrastructures deployed.
external costs and impacts of the equipment.
Likewise, the pipeline connections to the
PRE airport are known to be in poor condition
and in need of replacement.
2.7.5.3
IMPLEMENT NEW MITIGATION
MEASURES 2.7.6
Improve availability and access to
aviation transport statistics
(M/L)
Issues
Transport statistical data, especially real-

Where such improvements in equipment time data is crucial to be able to analyse
cannot be made, other mitigation and assess policy options appropriately
measures should be implemented including and can also improve the efficiency of the
infrastructural (e.g. aircraft engine testing transport system. Citing confidentiality
bays). and bureaucracy, many operators make
collection, collation and dissemination of
PT aviation transport data difficult and time
consuming.
2.7.5.4
UPDATE SERVICE CONTRACTS OF
AERONAUTICAL IMPORTANCE
Measures
(S) In response to these issues the following

2.7.6.1
Aviation fuel is received by tanker at the
INTRODUCE CONTRACT CLAUSES
Marsaxlokk dolphins, piped to Has-Saptan REQUIRING CONCESSIONAIRES
storage area and then on to the airport fuel AND CONTRACTORS TO PROVIDE
farm. The infrastructure for this activity is REGULAR INFORMATION TO THE
generally over 60 years old and poses a risk AUTHORITIES
that needs immediate attention.
OTH (M)
In 2007, the dolphins were reviewed by
the Malta Maritime Authority and found
to be beyond serviceable repair with
231
This measure addresses both the General aviation is given secondary priority
historical statistical data needed to inform in the aerodrome, with aircraft being located
policymakers, but also addresses the far from airport services, or in locations that
need to encourage operators to provide create bottlenecks for this expanding sub-
data (including real time data) to both sector.
the authorities and to other commercial
operators to enable better integration of the While it is recognised that space is a
transport by air with other modes such as premium and allocation is a continuous
public transport. headache, other measures to mitigate the
bottlenecks and difficulties in supporting this
sector should be explored.
2.7.7
Improve air connectivity for
commercial passengers, freight and
Measures
business travellers.

Issues
S
Limitations due to Malta being an
archipelago of islands mean that passengers 2.7.7.1
arriving in Malta by air have limited ESTABLISH NEW BILATERAL
AGREEMENTS WITH NON-EU
connectivity options to other parts of Malta.
COUNTRIES
Civilian domestic air transport is very
limited, other than scenic tourism flights and
technical flights due to there only being one OTH (M)
civilian landing point (MIA). Development of
other civilian landing points such as heliports
could open up new avenues of economic
Further development of the network of
development not currently available (e.g.
bilateral (and multilateral) air services
business tourism, health services, etc.).
agreements with non-EU countries would
help develop the network available to air
These ad hoc, domestic services are
carrier operating to/from Malta.
frequently premium services and a business
model that would be more achievable
PRE
than would a regular scheduled passenger
flights from one part of Malta to another. 2.7.7.2
Needless to say, appropriate infrastructure IMPROVE THE TRANSPARENCY
and resourcing would need to be established AND FAIRNESS OF THE
to ensure long term sustainability of these ALLOCATION OF AIRPORT SLOTS
connections.
(S)
Optimisation of airport slots is also sometimes
problematic with the conflicting needs of the
various airport users (commercial airlines,
business aviation and passengers) showing
room for improvement.
232
Critique as to the allocation of slots, and PRE
the allocation of ground resources such
as apron parking and other priority use 2.7.7.4
DEVELOP A POLICY FRAMEWORK
of infrastructures and services could be
THAT ENABLES THE DOMESTIC
addressed by insuring an independent USE OF HELICOPTERS
entity chairs the committee. Stronger
representation of Government policy within
the committee could be in the form of the (M)
Director General of Civil Aviation.
This would also ensure that the allocation
of scarce resources in the aerodrome
would also receive input from government Domestic heliports could be developed to
priorities which extend beyond the narrower enable the local transfer of persons (and
commercial interests of the airport. possibly cargo) within the islands of Malta
and Gozo. This could involve the policy
S framework for navigation aids and other
safety of operation for heliports connected
2.7.7.3 with hospitals, hotels and other civilian use.
ENCOURAGE ROUTE
DEVELOPMENT TO ATTRACT NEW
PD
AVIATION SERVICES
2.7.7.5
RESERVE DEDICATED AREAS
(S)
(LIKE AIRCRAFT PARKING AND
TERMINAL BUILDINGS) TO
SUPPORT GENERAL AVIATION
The route development of air networks to (S)

Malta is a crucial aspect of aviation services
and to carry out destination marketing and
to attract new airlines to Malta. Formal
inclusion of the transport regulator in the General aviation has different air terminal
committee would help address other aspects and apron need to that of commercial
of air transport, such as that relating to high aircraft. Users of general aviation are
value just in time freight services. frequently premium tourism or business
drivers and dedicated areas in the airport to
Holistic linking of the needs of improve the user experience would serve to
manufacturing and services industries to support this sub-sector.
outbound worldwide connectivity would
better support export oriented business
development in Malta. Major hub airports
across the EU contribute to the international
connectivity from regional airports such as
that in Malta, and this connectivity should be
maintained and improved in the longer term.
233
PRE 2.7.8
Improve the freight connectivity
2.7.7.6 between the airport and ports
IMPROVE AIRPORT TRAFFIC
CIRCULATION TO SUPPORT
BUSINESS AVIATION
Issues
(S/M) The Airport is separated from the Port

of Valletta (in particular for passengers)
and from the Malta Freeport (in particular
for freight) by only a few kilometres.
Business aviation has not fully developed in However passengers and freight have
Malta yet, and improvements in circulation disproportionate bureaucratic (and legal)
of airside traffic would greatly enhance the hurdles to overcome to transfer efficiently
product that the airport provides to this sub- between ports and the airport, including the
sector. inability to remain in a “free zone” status.
Significant opportunities exist to exploit this
In this respect efforts should be made to geographical proximity and therefore provide
ensure that the experience on the ground in services that operate similar to that of the
Malta is compatible with improvements in Malta Freeport but also including air transport.
turnaround time and service provision being
a key driver address the issues identified for
business aviation. Measures
PRE In response to these issues the following

2.7.7.7
STUDIES TO CONSIDER THE PRE
DEVELOPMENT OF A TERMINAL
TO SUPPORT GENERAL AND 2.7.8.1
BUSINESS AVIATION COORDINATE WITH DIFFERENT
AUTHORITIES THE SIMPLIFICATION
(S/M) OF THE PROCESS FOR TRANSIT
CARGO BETWEEN THE AIRPORT
AND PORTS
General aviation and business jets are not OTH (L)

efficiently supported other than through
the commercial passenger terminal. Studies
to determine the feasibility of a general
aviation and business jet terminal and its Simplification of the process for transit
ideal location within the airport area should cargo between the airport and ports
be undertaken. would go a long way to address the issue
of bureaucracy. Supported by better
coordination between the different
stakeholders and authorities, the air/sea
connection could be better exploited.
234
PD However this replacement process has not yet
started and the aviation fuel transfer process
2.7.8.2 retains significant risk and in need of replacement.
CONSIDER FAST ROUTES
BETWEEN THE CARGO AREAS IN
THE AIRPORT AND PORTS
Measures
(M) In response to these issues the following

Land-side bottlenecks in the vicinity of With new aviation fuels beginning to appear
the airport terminals (both passenger and as viable options in the aviation sector, Malta
freight) have developed and will continue as would benefit from a clear action plan for
a result of further intensification of business deployment of these fuels where mitigation
services in the vicinity of the airport. of environmental and climate change
impacts can be addressed.
To address this issue, options for faster
routes between the cargo areas of the ports With opportunities developing for the use of
and airport could be considered, including alternative fuels in aviation, the development of
freight priority routes. studies and an action plan for deployment of
refuelling facilities at the TEN-T Core Airport in
Malta now becomes important framework for
2.7.9 private sector involvement in this deployment.
Provide alternative fuel
infrastructure to promote PT
efficiency and competitiveness.
2.7.9.2
CONSIDER FAST ROUTES
Issues BETWEEN THE CARGO AREAS IN
THE AIRPORT AND PORTS
The 2007 report for the Malta Maritime
Authority recommended that the aviation (S)
fuel infrastructures in the Port of Marsaxlokk
were put into managed decline and
alternative fuel transfer infrastructures
While the airport is a major player in the use
deployed by the end of the expected useful
of fuels that generate greenhouse gases and
life of the infrastructure.
contribute to climate change, no studies have
yet been carried out to identify if ground-supply
PD deployment would help mitigate these effects.
2.7.9.1 Studies for address negative impact on Malta need

DEVELOP A DEPLOYMENT ACTION
to be carried out and an appropriate action plan
PLAN FOR THE TEN-T CORE
AIRPORT FOR CURRENT AND for ground supply deployment established if found
ALTERNATIVE FUELS to have positive impact. Furthermore, visibility of
the timelines to deployment would assist aviation
(S) stakeholders to upgrade/update their equipment
to be able to take advantage of such provision.
235
02.8 Measures
Objectives Common
to all Modes PRE
A number of objectives considered in this 2.8.1.1

master plan are common to all modes of SOURCES OF FINANCING
transport and have been grouped as follows: THAT LEVERAGE POTENTIAL
REVENUE FROM TRANSPORT
INFRASTRUCTURES AND
• Sustainable Financing OPERATIONS
• Climate change adaptation and mitigation

(M)
• Research & Innovation
• Transport Accident Safety Investigations

As grant funding for infrastructure becomes
scarcer, new financing mechanisms at
2.8.1 EU level such as the European Fund for
Sustainable Financing
Strategic Investments (EFSI) may need to be
exploited. At a national level the start of a
Issues National Development Bank in Malta would
also be a welcome new source of financing.
Financing of transport infrastructures and This will require a change in approach, since
services are often invisible to the user. Most these forms of financing need to involve the
government revenues from transport are private sector and to be self-sustaining, or in
collected and form part of the consolidated other words require capital repayment.
fund, necessitating specific claims on an
annual basis for any costs or investments Other local grant based funds (such as
that are planned. the urban improvement fund) could be
considered for specific local projects.
This causes some difficulties in the long
term as entities responsible to provide PRE
transport resources are often allocated

2.8.1.2
insufficient funds to be able to deliver to
CREATE DIRECT LINKS BETWEEN
the level expected from them by the public. REVENUE GENERATION FROM
There is therefore need to identify new TRANSPORT AND TRANSPORT
and sustainable financing mechanisms to INVESTMENT
compliment this current budgetary system.
(M)
In maritime transport and aviation, users are

routinely contributing fees and charges that
are related to usage.
236
Apart from fuel taxes, in road transport there Measures
is no direct relationship between usage,
licences and fees paid to government. PRE
Other charges related to enforcement 2.8.2.1

ESTABLISH THE SHARE OF
(e.g. speed cameras, traffic fines, vehicle
GREENHOUSE GASES FROM
access charges, parking management, etc.) TRANSPORT THAT WOULD
are assumed by the public to be invested FAIRLY CONTRIBUTE TO CLIMATE
in transport, but this is not the case. As CHANGE TARGETS AND MONITOR
demands to Increase funding for services PROGRESS OF THIS MASTER
and infrastructure investment continue PLAN IN LINE WITH THESE
TARGETS
to escalate, Government could consider
hypothecating some or all of these revenue
streams to the infrastructure and services (S)
needs of transport.
2.8.2 As Malta’s commitments to reducing

Climate change adaptation and greenhouse gas (GHG) emissions from
mitigation
transport become more burdensome, the
extent to which effective mitigation efforts
Issues are required needs to be clearly identified
with a view to establishing short term
Over the last 50 years the mean temperature targets so as to achieve the long term goals
of the Maltese Islands has increased by in the strategy.
0.23°C every ten years (in total: +1.15°C)
changing the climatic environment for This Transport Master Plan contains a
transport infrastructures and rolling stock. number of important measures which,
Long term climate change effects such as when implemented will reduce the carbon
increased rain intensity, sea level rise and footprint of transport by reducing these
extreme weather events could have a great GHG emissions. The marginal abatement
impact on the operation and reduce the cost for each measure in transport should
transport infrastructures in Malta and Gozo. therefore be considered in the light of
Between 1990 and 2007, greenhouse gas national targets. The individual and
emissions (GHG) increased by 49% in Malta. combined effect of these measures should
The transport sector contributed for 44.7% be closely monitored and compared in
of GHG emissions in Malta in 2014 (MSDEC, relation to the target for transport.
2016).17 However, Malta is obliged to pursue
climate change mitigation and adaptation
policies under obligations agreed jointly
with its EU partners at both regional and
international levels.
17
MSDEC (2016) GHG Inventory for Malta
237
PD 2.8.3
Research & Innovation in Transport
2.8.2.2
ASSESS THE IMPACT OF CLIMATE
CHANGE AND SEA LEVEL RISE ON
Issues
TRANSPORT INFRASTRUCTURES
Local research into road transport

(M) construction materials and maintenance
techniques is at a rudimentary level,
reflecting the lack of resources allocated to
To date few studies have been carried out to infrastructure inspection, data collection and
determine the potential impact of climate change testing of new materials and technologies.
and sea level rise on transport infrastructures Additionally, there is no clear relationship
(including road, ports and airport). between education and research
establishments (MCAST, University) and
Climate change impacts on the transport the transport authorities leading to gaps
sector were not considered when developing between policy needs and research carried
the Structure Plan in 1990 and subsequent out by these institutions.
Local Plans. Current standards for design
and planning of transport infrastructure now The piloting and testing of use of new
require appropriate consideration for both materials, technologies and work methods
mitigation of, and adaptation to, climate is hampered by cumbersome procurement
change impacts. procedures which require conformity with
published standards.
PD
2.8.2.3
INCORPORATE CLIMATE CHANGE Measures
CONSIDERATIONS AT THE
PLANNING AND DESIGN STAGE TO
S
REDUCE RETRO-FITTING COSTS
2.8.3.1
(S) IMPROVE LINKS BETWEEN
GOVERNMENT AND TRANSPORT
RESEARCH ESTABLISHMENTS TO
ENCOURAGE RESEARCH IN AREAS
OF POLICY RELEVANCE
The geographical and topological conditions

make Malta naturally prone to flooding, which (S/M)
would have in any case to effect significant
investment to upgrade its road network in the
short to medium term irrespective of climate
change considerations.
Consideration of impacts at planning and

design stage would make adaptation less costly
by avoiding “retrofitting” measures which are
frequently more costly and disruptive.
238
Targeted research into improving the The use of new and innovative technologies
quality of transport infrastructure and is hindered by infrastructure design
transportation planning (new materials, and construction standards and current
technologies and working methods) relevant procurement rules. Examples of these
to Malta is needed so as to ensure optimal technologies include autonomous vehicles,
infrastructure investment. Research such drones, pavement materials, etc.
as: the integration of urban design, the
transport fabric and the use of recycled A procurement framework needs to be
materials in construction should be further established where unique products and
explored. Research will not be limited to single suppliers can be commissioned to
road engineering but incorporate the wider demonstrate and test their technologies.
remit of transportation studies. Research in The legal framework also needs to be
the fields of maritime and aviation transport updated to facilitate the testing and piloting
should also be improved. Interdisciplinary of the technologies and materials that will
research should also be encouraged. encourage innovation to address this gap.
Effective research will require increased PRE

resources (both financial and human) and
clearer working relationships between 2.8.3.3
transport authorities and research USE OF TRANSPORT
establishments to help align priority INFRASTRUCTURE FOR ENERGY
research needs and research projects to
GENERATION
be undertaken. Programmes could be
created to link research between academic (M)
institutions and Transport Malta such that
research is beneficial to Transport Malta´s
research needs.
The integration of urban design, the Innovation in transport infrastructures has

transport fabric and the use of recycled now developed methods of generating and
materials in construction should be further saving energy and these methods should be
explored. explored for their potential in the Maltese
context.
PRE
2.8.3.2
DEVELOP A FRAMEWORK
THAT FACILITATES THE
TESTING AND PILOTING OF
INNOVATIVE TECHNOLOGIES
AND NEW MATERIALS IN THE
DEVELOPMENT OF TRANSPORT
INFRASTRUCTURES
(M)
239
S S
2.8.3.4 2.8.3.6
DEVELOP RESEARCH IMPROVE LINKS BETWEEN
CAPABILITIES TO EXPLOIT NEW GOVERNMENT AND TRANSPORT
DATA SOURCES INCLUDING “BIG RESEARCH ESTABLISHMENTS TO
DATA” ENCOURAGE RESEARCH IN AREAS
OF POLICY RELEVANCE
(S)
(S)
Transport is a large producer of data and

information can be extracted from this data The various transport operations,
in an ever increasing variety of ways. enforcement and control systems that
Transport Malta uses to manage the
Linking in with Malta’s developing transport network and service providers in
expertise in ICT technologies and Malta can be supplemented by data from
research, Government should encourage third parties (both local operators and
the exploitation of these technologies to services, as well as global service providers)
improve services, planning, and traveller to enable more information to be extracted
information across the transport network for strategic and operational planning.
and its operations.
Analytical processing of this data to make
it useful for Transport Malta along with the
PRE underlying datasets would be valid data to
be made open for external parties to utilise
2.8.3.5
for systems and applications developed by
DEVELOP PROCESSES THAT
FACILITATE THE PROCUREMENT the private sector.
OF TEMPORARY MEASURES AND
THEIR ASSESSMENT For this purpose, the Authority needs to
have an established process and protocol
of internal data sharing and processing for
(S)
external publication.
Best practice has shown that new design

proposals can effectively be tested using
temporary measures which can easily
be reversed. Adopting such an approach
would require a framework within which
new proposals and their impacts can be
researched.
240
2.8.4 The need to maintain the appropriate state
Transport Accident Safety of readiness has continued to challenge both
Investigations the Bureau of Air Accident Investigations
(aviation), as well as the Maritime Safety
Investigation Unit (shipping), while no
Issues similar set up exists for Land Transport. It is
therefore considered appropriate that Malta
Transport accidents result in damage to explores alternative models of transport
property, personal injury and loss of life. These accident safety investigation entities.
hidden costs to society can be reduced by
appropriate transport accident investigations As seen in other parts of Europe, Malta
that identify causes and propose measures to could consider a transport accident safety
address the cause. Government is a key player investigation entity that combines all
in the provision and regulation of transport transport modes into a more comprehensive
in all modes. Established practice and and appropriately resources transport
experience of aviation and maritime transport accident safety entity.
investigations has shown that independent
transport safety investigations can significantly
improve transport safety. This entity would be responsible for the
collection, collation and dissemination of
The maritime and aviation sectors have “no blame” transport accident investigation
established highly developed accident outcomes leading to improvements in
analysis mechanisms and are benefiting from transport safety policy to be taken up by
the results of their investigation. On the the regulatory bodies and operators as
other hand, the road transport sector, which appropriate. The amalgamation of all modes
has by far the highest number of accidents into one entity would encourage economies
each year, does not yet benefit from the of scale (currently there is only one other
systematic methods of accident analysis and distinct accident entity dealing with
their resultant proposals for improvement. maritime accidents, and both suffer severe
resource restraints.
Land transport stands to gain most as no

Measures transport accident safety investigation
S function currently exists. Once combined,
these three should lead to improvements in
2.8.4.1 safety in all modes of transport.
FURTHER DEVELOP THE
TRANSPORT ACCIDENT PD
INVESTIGATION BODY TO
MAINTAIN APPROPRIATE 2.8.4.2
RESOURCE LEVELS AS WELL CONTRIBUTE TO THE ACTION
AS KEEPING IT FUNCTIONALLY, PLAN FOR RESPONSE TO
FINANCIALLY AND LEGALLY NATIONAL DISASTERS AND
DISTINCT FROM THE ACCIDENTS ON STRATEGIC
REGULATORY BODIES INFRASTRUCTURE
(S) (S)
241
National Disasters and accidents on the

strategic infrastructure require a rapid,
effective response to address both the
persons involved in the incident, but also
to reduce the impact on other users of
the network. Such response requires
established protocols, adequate simulation
and preparedness training and collaboration
mechanisms between the different entities
involved.
Information on transport sector

infrastructure and operation can be used
to assist in risk management and incident
response to address the consequences of,
and the vulnerabilities to, specific threats
of natural disasters, pandemics and public
health emergencies, and high-consequence
accidents. Transport system risks involve two
sides a) Risk to the transport System and b)
Risk from the transport system.
This measure involves the drawing up of

an action plan to identify those strategic
and tactical national disaster risks relevant
to the road transport system in Malta and
also identify the risks that could emanate
from the road transport sector. These risks
will need to be assessed and prioritised and
suitable risk mitigation measures established
in the Action Plan.
242
243
244
03
APPRAISAL
OF MEASURES
245
03.1 3.1.1
New TEN-T Guidelines and
Measures Identified and
Connecting Europe Facility
Prioritised on the TEN-T (2014-2020)
Core and Comprehensive
Network The replacement of Decision No 661/2010/
EU on Union guidelines for the development
The planning, development and operation of the trans-European transport network
of the Trans-European Transport Network with Regulation (EU) No 1315/2013 of the
(TEN-T) is an important component European Parliament and of the Council
within the wider context of the strategic resulted in:
policy framework set out for transport
development in Europe18. The facilitation a. Retention of Malta’s two external
of seamless, safe and sustainable mobility maritime ports (Marsaxlokk and Valletta),
of goods and persons, both at national two internal maritime ports (Mgarr and
and international levels, will contribute Cirkewwa) and the Malta International
to economic growth and increased Airport, as defined under the previous
competitiveness within the European Union guidelines; and
and should lead to improved accessibility
and connectivity for all regions of the Union. b. Extension of the TEN-T road network in
Malta and Gozo from 51km to 112km.
The new TEN-T policy embraces the
challenge of facilitating increased growth The revision of the trans-European transport
in mobility through clearly defining a network policy has taken into account
high quality, multi-modal ‘comprehensive’ the evolution of the transport network
network that will allow for better and more across Europe; particularly in relation to
sustainable modal choices to be made in the changing trends in transport infrastructure
future for passengers and freight. A dual- ownership. This is important for member
layer structure approach has been adopted states like Malta where several long-term
to help prioritise the implementation of concession contracts for the operation and
the network, with the identification of maintenance of key transport maritime
the backbone ‘core’ network as the basis and airport infrastructure facilities have
for the development of a sustainable been successfully entered into between
multimodal transport network which should Government and the private sector over the
stimulate the development of the entire last two decades; with Government retaining
‘comprehensive’ network. a regulatory role. In this respect, private
sector investment towards the completion
The completion of Malta’s TEN-T core and of multimodal trans-European transport
comprehensive networks by the years 2030 network has become increasingly relevant.
and 2050 respectively, as required under
the new TEN-T guidelines, shall require Malta’s entire TEN-T Core network (22km
significant capital investment in air, sea and road, Port of Valletta, Port of Marsaxlokk and
road transport infrastructure and further Malta International Airport) has been defined
deployment of their respective traffic on the Scandinavian-Mediterranean (Scan-
management systems.
18
European White Paper entitled Roadmap to a Single European Transport Area – Towards a competitive and resource
efficient transport system, 2011 and Europe 2020 Strategy
246
Med) Core Network Corridor. The Scan-Med
Core Network Corridor crosses almost the
whole continent from north to south and
includes seven EU Member States (Finland,
Sweden, Denmark, Germany, Austria, Italy
and Malta) and one Member State of the
European Economic Area, Norway.
Section Transport mode Project
Palermo/Taranto - Ports, MoS Port interconnections

Valletta/Marsaxlokk
Valletta - Marsaxlokk Port, Airport Upgrading of modal interconnection,
including Marsaxlokk-Luqa-Valletta
Table 4.
The Scandinavian – Mediterranean on land transport and maritime transport with a

Core Network Corridor as
applied to Malta view to reducing journey times and facilitating the
movement of goods. The main areas identified for
intervention under the Operational Programme
(2014-2020) include TEN-T reconstructed or
Infrastructure sections and projects on improved road, increased capacity of TEN-T
the Scan-Med Core Network corridor have seaports and Intelligent Transport Systems.
already been prioritised and pre-identified
under Annex I Part I of Regulation (EU) No
1316/2013 of the European Parliament and of 3.1.3
the Council on establishing the Connecting Horizontal Priorities
Europe Facility. In the case of Malta, these
include the sections listed in Table 4. 3.1.3.1
Innovative Management & Services
3.1.2 3.1.3.1.1
Operational Programme I (2014-2020) Single European Sky – SESAR system
Priority Axis 11 of the Programming of The Single European Sky - Air Traffic
European Funds for Malta 2014-2020 Management Research and Development
(Operational Programme I (ERDF-CF) (SESAR) represents the technical pillar of the
identifies investing in TEN-T Infrastructure Single European Sky. The deployment of SESAR
as a priority in order to comply with will improve the performance of air traffic
the network completion dates. A total management (ATM) in Europe by modernising
of approximately €90m of national and and harmonising ATM systems, synchronising
cohesion funds have been committed for the deployment of essential ATM functionalities,
implementation of TEN-T projects during enhancing civil-military interoperability, reducing
this programming period. Under this priority fragmentation and consolidating the provision of
axis, EU and national investment will focus air navigation services.
247
Malta Air Traffic Services (MATS) Ltd. is the

fully-owned Government Company that is
responsible for air navigation service provision.
The following planned investments have
been identified by MATS Ltd. for continued
modernisation of air traffic management
functionalities up to the year 2020.
Measure Measure Implementing Cost (€m) Funding

Implementation Body
2014-2020
2.7.2.5 Enhancing air MATS Ltd. 23.0 National / route
navigation services charges
facilities - new ATC
tower
Table 5.
Table of Single European
Sky Measures
3.1.3.1.2
Telematics Applications for Roads
Intelligent Transport Services (ITS) for roads Transport Malta is the Government entity
of the trans-European transport network responsible for the deployment of Intelligent
represent the “intelligent” interface between Transport Systems. Malta’s ITS Action Plan
roads and other transport infrastructures. published in 2013 establishes a two-phase
ITS effectively contribute to the optimal programme of investment and deployment
use of existing road space, more efficient of Intelligent Transport Systems. The
traffic operations, enhanced road safety and following programmed investments have
reduced carbon emissions of the transport been identified by Transport Malta to be
system. implemented up to the year 2020.

Implementation Body
2014-2020
2.2.11.1 CCTV / VMS / Traffic Transport Malta 3.6 National / CF
Control Centre
(TEN-T)
Table 6.
Table of Telematics
Applications for Roads
Measures
248
3.1.3.1.3
Telematics Applications Systems for Vessels
A Vessel Traffic Management Information

System (VTMIS) for TEN-T maritime ports was
implemented between 2004 and 2006. With
technological changes and improvements, the
system is now in need of upgrade to handle
current and future operations in ports and on
their approaches. This upgrade is planned to
take place before 2020.

Implementation Body
2014-2020
2.6.5.3 VTMIS upgrade Transport Malta 2.5 National / CF
Table 7.
Table of Telematics
Applications for Vessels
Measures
3.1.4 3.1.4.1
Prioritisation of Measures in the Port of Marsaxlokk
TEN-T Core Maritime Ports
Maritime freight facilities within the Port

Malta’s TEN-T core and comprehensive
of Marsaxlokk are primarily operated
maritime ports were already defined on the
and maintained by private sector
trans-European transport network under
concessionaries; namely: Malta Freeport
the previous TEN-T guidelines. As a result,
Terminals Limited which is subsidiary of
feasibility studies, port facility development
CMA-CGM which operates as container
plans and the works programmes for project
terminal with transhipment facilities and Oil
pipelines up to 2020 are committed and
Tanking Malta Limited which is a subsidiary
implementation is ongoing in accordance
of Oil Tanking GmbH and offers tank storage
with budget availability. In this respect,
for petroleum products.
the Transport Master Plan 2025 takes on
board the prioritised projects set out in the
The concession contract model adopted by
development plans for TEN-T maritime ports,
the Maltese Government places the onus of
as prepared by the infrastructure managers.
responsibility for the regular maintenance,
as well as the planning and the financing
of investment in new infrastructure and
equipment on the private operator. Any new
infrastructure plans are assessed in relation
to projected demand forecasts and are
required to be approved beforehand by both
Malta Freeport Corporation and Transport
Malta, as regulators.
249
The Freeport Master Plan 2014-20 contains Private investment in the Port of Marsaxlokk
a number of mature project pipelines for should be complemented by further
infrastructural upgrade, procurement of investment in the port breakwater system
new handling equipment and the upgrade and upgrade of the Freeport area south
of ICT systems for improved logistics and access road in the next operational
safety through private sector investment. programming period.
The Freeport Master Plan mature project
pipelines have been included in the Work
Plan for the Scan-Med Core Network
corridor.

Implementation Body
2014-2020
2.6.4.2 Terminal 2 Squaring MFT Ltd. 56.7 Private
off NW side
2.6.4.3 Procurement of two MFT Ltd. Complete Private
super post Panamax
cranes (MFT Ltd.)
2.6.4.4 Dredging mainline MFT Ltd. Not available Private
berths to 20m (MFT
Ltd.)
2.6.5.4 ICT Investment in MFT Ltd. 5.7 Private
OCR and Terminal
Operating Systems
& Server Farm (MFT
Ltd.)
2.6.4.6 Development of MFT Ltd. 10.3 Private
engineering facilities
at Malta Freeport
(MFT Ltd.)
2.6.4.8 South Road Transport Malta 1.0 EU / National
Table 8.
Table of Core Port of
Marsaxlokk Measures
250
3.1.4.2 Freight terminal and handling facilities within
Port of Valletta the Port of Valletta are mainly operated and
maintained by Government. The Feasibility
The Port of Valletta contains both and Environmental Impact Studies for
international sea passenger (ferry and cruise Maritime Transport Infrastructural Projects
liner) facilities and freight (bulk, Ro-Ro and prepared by ECORYS, Netherlands in 2006
containerised) facilities. has formed the basis for planned investment
in the structural rehabilitation of quays
The sea passenger terminal facilities are and breakwaters to increase operational
operated by private entities; namely: Virtu capacity within the port of Valletta. In this
Ferries Ltd., a Maltese company operating respect, significant investment in port
high speed passenger /car catamaran infrastructure has already taken place during
between Malta and Sicily and Valletta Cruise the operational programme 2007-13. The
Port, which is made up of Maltese and Transport Master Plan, 2025 continues
international shareholding companies. with the infrastructure and vessel traffic
management information system investment
In recent years, there has been significant programme previously identified for this
heavy investment in both sea passenger TEN-T Core Network Maritime Port.
terminals and, in the case of Malta-Sicily
Ferry Service provider, in the procurement Further public sector investment is planned
of new, modern catamaran vessels. In this for the port breakwater system.
respect, no major sea passenger project
proposals have been identified for inclusion
in the Operational Programme (2014-2020).

Implementation Body
2014-2020
2.6.3.1 Deep Water Quay Transport Malta 6.9 National
Phase 2
2.6.3.2 Improvement of Transport Malta 10.0 National / CF
Harbour Wave
Climate
2.6.3.3 New Cargo Transport Malta 14.3 National / CF
Infrastructure in the
Port of Valletta at Lab
Wharf (Phase 1)
2.5.4.5 Malta-Gozo Fast ferry Transport Malta 6.3 National / ERDF
infrastructure (also
includes TEN-T port
infrastructure in the
Comprehensive Port
of Cirkewwa.
Table 9.
Table of Core Port of
Valletta Measures
251
3.1.5 3.1.5.1
Prioritisation of Measures at the Malta International Airport
TEN-T Core Airport
Malta International Airport Plc., which
Malta’s TEN-T Core Airport node was already operates under a concession agreement
defined on the trans-European transport with Government, is responsible for the
network under the previous TEN-T guidelines planning, operation and maintenance of
and, since 2004 there has been significant airport infrastructure (terminal, runways and
airport investment in infrastructure and taxiways).
operations by the private sector operator
(in certain project investments, with the Malta International Airport Plc. has identified
assistance of co-funding under the TEN-T the following investments which aim to
financial instrument). The Malta International increase the airports’ operational capacity.
Airport Plc. is committed to investing further
in airport infrastructure and ICT to optimise
airport capacities in order to cater for the
growing passenger demand. In this respect,
the Transport Master Plan 2025 takes on
board the planned prioritised measures,
as prepared by the airport infrastructure
manager.

Implementation Body
2014-2020
2.7.2.2 Improvements to MIA Plc Not available Private
Taxiway C and Taxi
lanes T, U and W
2.7.3.2 Replacement of MIA Plc Not available Private
AODB (Airport
Operations Database)
system
N/A Enlargement of MIA Plc Complete Private
the Non-Schengen
Departures Concourse
Table 10.
Table of Core Airport
Measures
252
3.1.6 3.1.6.1
Prioritisation of Measures on the TEN-T Core Road Network
TEN-T Core and Comprehensive Road
Network
Only four sections of TEN-T core network
have not been upgraded to Expressway
The strategically important 22.0 kilometre
standard. The removal of the traffic
section of TEN-T Core Road Network in
bottleneck at [nodes EA20a-EA21a] -
Malta as defined under Regulation (EU)
Addolorata junction, Marsa is the most
3015/2013 already formed part of the TEN-T
critical pre-identified section of modal
road network under the previous TEN-T
interconnection (Marsaxlokk-Luqa-Valletta)
guidelines.
that has not been completed. The Maltese
authorities had submitted a funding
As the infrastructure manager, Government
application for Phase I of this project under
had commissioned extensive studies
the 2014 Connecting Europe Facility call.
Feasibility and Environmental Impact
The project, which has healthy an Economic
Studies for Transport Infrastructure Projects
Internal Rate of Return (EIRR) of 23.7% and
for Malta, BCEOM (2004) and Feasibility
a robust Benefit to Cost Ratio (BCR) of 5.23,
and Environmental Impact Assessment
was subsequently selected for co-financing
Studies for Gozo, EM Architects and AIS
and implementation is currently underway.
Environmental Ltd (2006). These studies
Malta will also be applying for Phase II
have provided the necessary basis for
of this project under the 2016 call of the
the prioritisation of investment in road
Connecting Europe Facility.
infrastructure, which has been funded both
nationally and with the support of the EU
Cohesion Fund and ERDF since 2004.

Implementation Body
2014-2020
Remove traffic Transport Malta 45.0 National/ CEF
bottleneck at [nodes
EA20a-EA21a]
-Addolorata junction,
2.2.7.1-1 Marsa – Phase I
Remove traffic Transport Malta 36.0 National/ CEF
bottleneck at [nodes
EA20a-EA21a]
-Addolorata junction,
Marsa – Phase II
Table 11.
Table of Core TEN-T
Road Measures
253
Figure 111.
Visual of TEN-T Core
Road Measure RD1 at
Addolorata junction,
Marsa
Figure 112.
Schematic of TEN-T
Core Road Measure RD1
- Addolorata junction,
Marsa
254
3.1.6.2 The project pipeline had reached full
TEN-T Comprehensive Road Network maturity in 2014 following issuing of
development and environmental permission,
The Regional road section in Kappara and agreement on the expropriation of
between junctions EA14 and EA16 had third-party property. Based on the very
formed part of the original strategic positive outcome of the cost-benefit analysis
TEN-T road network. This section had (EIRR 21.4% and BCR 3.77), Government has
previously been identified as a major proceeded to the issue the project tender
traffic bottleneck on the TEN-T and and award the contract for works. Works on
works had been programmed under the this project are currently underway.
Operational Programme 2007-13, however
implementation was delayed due to issues of
land acquisition.

Implementation Body
2014-2020
2.2.7.1-2 Removal of Transport Malta 35.0 National/ CF
(RD2) bottleneck and
upgrade of regional
road between EA14
and EA16 (Kappara
junction), Kappara
Table 12.
Table of TEN-T
Comprehensive Road
Measures
Figure 113.
Schematic of TEN-T
Comprehensive Road
Measure RD2 -
Kappara junction,
Kappara
255
As aforementioned, these two projects

have been considered committed projects. The screening stage of the TEN-T road
For this reason, instead of simulating them infrastructure project prioritisation process
separately, they have been included within involved a relative assessment of the level
the modelled road network at the same time of traffic congestion in each of the 29
together with each of the other projects and uncompleted sections of TEN-T, indicating
scenarios appraised. the number of road transport users who
would affected. The National Transport
Apart from these two committed projects, Model was used to forecast the following
there are 27 remaining sections on the performance indicators for the most critical
TEN-T Road (Core and Comprehensive) AM peak hour for the future forecast year
network. The total investment cost to 2025:
complete the upgrade of the TEN-T Core
and Comprehensive Network is estimated to a) Level of Congestion (Volume / Capacity);
be in the region of €800m at current prices, b) Number of vehicles; and
(excluding the planned link Malta-Gozo c) Number of passenger transport users.
subsea road tunnel which is at the feasibility
study stage). The TEN-T Core network has The screening table below highlights those
four sections to be completed by 2030 at an sections of TEN-T road network where
estimated cost of €100m; and 22 sections, the level of congestion is forecasted to
excluding the Malta-Gozo link still at study be highest. This was then examined in
phase, on the TEN-T Comprehensive to be the context of number of vehicles and
completed by 2050 at an estimated cost of passengers that would be adversely
€700m. affected through longer journey times
during the morning peak. The removal of
As it is neither technically nor financially traffic bottlenecks on these critical sections
feasible to complete the TEN-T Core and would, from this high level assessment,
Comprehensive road network over the probably have the highest benefits in terms
next 10 years, it is necessary to prioritise of reduction in journeys and reduction in
the selection of TEN-T road section for vehicle operating costs.
implementation. The three stages used in
the road infrastructure selection process are The economic impact of a project is very
outlined below: important criterion in the prioritisation
process. However, as the National Transport
Stage 1 - Screening Strategy establishes five other strategic
goals for which the measures in the national
One of the primary objectives behind TEN-T transport plan should aim to contribute
policy is to develop a sustainable multimodal towards; namely: environmental and urban
transport network through the optimisation sustainability, social development and
or expansion of infrastructure capacity. inclusion, accessibility, safety and security,
This will be achieved through the removal and public health, the next stage aims
of traffic bottlenecks and the bridging of shortlist projects by compares relative
missing links. project performance against these broader
strategic goals.
256
No. TEN-T Sections Do Minimum - 2025
V/C Veh. flow PT Flow TEN-T
1 Remove traffic bottleneck >1.0 >3500 1500-1750 Core
at [nodes EA20a-EA21a] -
Adolorata junction, Marsa
2 Removal of bottleneck >1.0 2000-2500 <500 Comp
and upgrade of regional
road between EA14 and
EA16 (Kappara junction),
Kappara
3 Remove traffic bottleneck >1.0 >3500 1500-1750 Core
and reduce severance
between urban
communities [Nodes
EA20a-EA7a] -December
13th Road, Marsa
4 Removal of bottlenecks, >1.0 3000-3500 <500 Comp
improving road
infrastructure quality
and reducing severance
(where possible) on
Regional road [Nodes
EA16-WA19], Msida
5 Make more efficient use 0.3-0.6 2000-2500 >1700 Core
of road space and reduce
severance on Route 6
[Node EA7a-EA6] from
Blata l-Bajda to Valletta
6 Removing bottleneck and 0.8-0.9 1000-1500 <500 Comp
reduce severance between
communities at Regional
Road (Nodes NA11-EA13]
- White Rocks Complex to
Manuel Dimech Bridge, St
Andrew's
7 Removal of bottlenecks >1.0 2000-2500 1000-1250 Comp
between Birkirkara Bypass
and Mosta Road [Nodes
WA1-NA21] - Birkirkara,
Lija
257

8 Upgrading of Mriehel 0.3-0.6 1500-2000 0 Comp
Bypass [Nodes WA18-
WA8] and removal
bottleneck / reduce
functional conflict
between traffic and urban
activity [Nodes WA7
-WA18], Mriehel
9 Upgrade of Regional 0.8-0.9 1500-2000 <500 Comp
road [Nodes EA13-south
of EA14] including Sun
Yat-Sen tunnels and Guze
Ellul Mercer bridge and
reducing severance, San
Gwann
10 Malta-Gozo Fixed Link Comp
11 Redesign to make more >1.0 1000-1500 <500 Comp
efficient use of restricted
road space [Nodes WA23-
WA19] / Upgrade of
bottleneck [Node WA13],
Luqa, Qormi
12 Removal of bottleneck >1.0 500-1000 <500 Comp
and functional conflict
between high traffic flows
and urban activity at
Notary Zarb Street and
Mdina Road [Nodes WA8-
west of WA10], Attard
13 Remove bottlenecks at 0.6-0.8 2000-2500 <500 Comp
EA16 upgrading Birkirkara
Bypass and reducing
severance [Nodes EA16-
WA1] - Birkirkara
14 Removal of bottleneck 0.6-0.8 1500-2000 <500 Comp
and reduce severance
between urban
communities [Nodes
SA12-SA11] - Triq Tal-
Barrani, Tarxien
258
15 Removal of bottleneck 0.3-0.6 1000-1500 <500 Comp
and upgrading quality of
road infrastructure on Triq
tal-Barrani and Sta. Lucija
Ave. [Nodes EA21-SA11
and SA12-SA12b] - Ghaxaq
and Marsa
16 Upgrade of existing link 0.3-0.6 500-1000 <500 Comp
and construct missing link
from Tal-Barrani to Smart
City [Nodes SA12-SD9-
SD7], Fgura and Zabbar
17 Upgrade road quality at 0.3-0.6 <500 <500 Core
Valletta Ring Road [Nodes
EA6-EA6]
18 Upgrading alternative 0.3-0.6 <500 <500 Comp
link from Victoria to
ferry port [Nodes GA34-
GA44-GA37] and removal
functional conflict with
urban activity [Nodes
GD8-GA46], Nadur Road,
Gozo
19 Removal of bottleneck 0.3-0.6 <500 <500 Comp
at Victoria and removal
of functional conflict
and urban activity [Nodes
GA33-west of GA30] -
Victoria Bypass, Gozo
20 Upgrading of road <0.3 <500 <500 Comp
infrastructure quality on
Marsalforn Road [Nodes
GA32-GA41] - Victoria to
Marsalforn, Gozo
21 Redesign to address <0.3 500-1000 <500 Comp
conflicting road function
(high traffic volume and
high urban activity area)
[Nodes NA3-NA4] -
Ghadira, Mellieha
259

22 Removing bottleneck 0.6-0.8 500-1000 <500 Comp
and functional conflict
between high traffic
volume and urban activity
at Xemxija Road [Nodes
NA6-NA7] - Xemxija
Bypass, Xemxija
23 Removing bottleneck 0.6-0.8 1000-1500 <500 Comp
in Burmarrad at [Nodes
ND2-NA8], St. Paul's Bay
24 Upgrade of road 0.3-0.6 500-1000 500-1000 Comp
infrastructure quality
[Nodes ND12-NA22 and
NAD3-NA22], Mosta
25 Remove conflict between >0.3 500-1000 <500 Comp
high traffic flow and urban
activity [Nodes SA13-
SA12b] - Triq Tal-Barrani
Triq Ghar Dalam, Ghaxaq
26 Improve road quality and <0.3 <500 <500 Comp
reduce traffic impact
in village centre on
Marsaxlokk Road [Nodes
SA13-SD16], Marsaxlokk
27 Upgrade quality of road 0.3-0.6 500-1000 0 Comp
infrastructure on Triq Hal-
Luqa [Nodes WA22-SA11],
Sta. Lucija
28 Improve road 0.3-0.6 500-1000 <500 Comp
infrastructure quality and
reduce functional conflict
and urban activity on
Ghaxaq Bypass [Nodes
WA24-SA12a] - Ghaxaq
29 Upgrade of road <0.3 <500 <500 Comp
infrastructure quality on
Triq Hal-Tarxien [Nodes
SA13a-SA12], Gudja
Table 13.
Table of other TEN-T
Road Network measures
260
Stage 2 – Short listing Multi-Criteria Analysis
This stage involved carrying out a more A Multi-Criteria Analysis (MCA) has been
detailed review to understand how carried out in order to prioritize the 29
effectively each road section project would projects required to complete the TEN-T
contribute other national medium to long network (Core and Comprehensive), that
term strategic goals as defined in Malta’s takes into account economic, social and
National Transport Strategy, 2050. environmental indicators. The target of this
analysis is to prioritise measures in order to
The following sections present the analysis ensure that only the infrastructure measures
developed to appraise these TEN-T Road that better comply with the objectives
Projects using a Multi-Criteria Analysis are put together in the following stage
approach which allows prioritization of the (appraisal of multimodal scenarios).
29 projects.
Economic
Time saving (business users and transport providers)
Time savings that the projects will generate for both business users and transport
providers, since the implementation of the projects will help to reduce bottlenecks, shorten
travel distances, ease congestion, etc.
Economic Growth through Connectivity / Cohesion
The degree that the projects contributes to enhance connectivity and cohesion between
different areas and regions of the country, promoting as well the economic growth and
other economic activities such industrial, commercial or tourism activities.
Improve Public Transport Reliability and Efficiency
How the implementation of the project will help to improve the reliability and efficiency of
the public transport systems by implementing new roads or upgrades and changes to the
existing transport network.
Environmental and urban sustainability

Greenhouse Gas Reduction
The implementation of projects will help to reduce greenhouse gas emissions and promote
the environmental and urban sustainability to a greater or lesser extent that needs to be
evaluated.
Improved Quality of Landscape / Townscape
Similarly, quality of landscape or townscape will be affected by the implementation of new
projects and the affection to this quality has to be evaluated.
Impact on Biodiversity (sensitive sites)
Some projects will have a great impact on biodiversity that has to be evaluated in order to
complete the assessment of environmental and urban sustainability of the projects.
261
Social Development and inclusion

Integration of Isolated Communities
The implementation of some projects is needed in order to integrate isolated communities.
The degree of this contribution has to be evaluated.
Accessibility
Physical Access to Infrastructures and Services
Projects may contribute to obtain physical access to infrastructures and services and then
improving the overall accessibility of a community.
Contribution to Modal Shift
Modal shift is one of the key of objectives of the study and the level of contribution of the
proposed projects to promotion of modal shift has to be independently evaluated.
Safety and Security

Reducing Risk of Accidents and Injuries
New projects are aimed and designed for reducing the risk of accidents and injuries, but
the degree of contribution towards this objective has to be evaluated for each project.
Public Health
More Active & Healthy Lifestyles
Active and healthy lifestyles are required to be promoted in order to contribute to the
improvement of public health.
Impact on Air Pollution Levels
The aim for implementing projects is to reduce the public health affection of transport and
the impact on air pollution levels is a key factor.
Impact on Noise Pollution levels
Similarly, projects have different levels of impact regarding noise pollution, since some
projects will contribute to the decrease of this pollution while other will tend to increase it.
Other Factors
Maturity
The maturity is a key factor that measures the advancement, strength and soundness of
the project pipeline development as part of the overall transport strategy.
Project Certainty of implementation 2016-2025
The project certainty measures the degree of likelihood for implementing the project in a
specific period of time.
262
Scoring system An equal weighting has been applied to
all of the criteria reflecting the national
The MCA has evaluated each of the 29 importance and commitment to attaining all
projects using the following scoring system: of the strategic goals.
The maturity and project certain criteria

Scoring system
were also used for project pipeline
+++ Strongly positive verification of the final shortlist at the end
++ Moderate positive of the MCA process. The results of the MCA
+ Weak positive after evaluating each of the 29 projects
0 Neutral according to the aforementioned criteria
re-confirms the priority status given to
: Not applicable
committed projects at Addolorata junction
- Weak negative
[RD1], Marsa and Kappara junction, Kappara
-- Moderate negative [RD2] and also provides a ranking of the
--- Strongly negative remaining 27 projects.
Table 14. Based on an estimation of financial budgets

Scoring system
of the MCA
that are likely to be made available for TEN-T
Road projects up to 2025, a further four road
project sections were selected for a more
detailed analysis.
263
Figure 114.
Uncompleted sections
of TEN-T Road Network
in Gozo
Figure 115.
Uncompleted sections
of TEN-T Road Network
in Malta
264
Maturity
Economic
Accessibility
Public Health
Other Factors
Impacts
Safety and Security

Contribution to Modal Shift
Greenhouse Gas Reduction
Impact on Air Pollution Levels

Impact on Noise Pollution levels
More Active & Healthy Lifestyles
Integration of Isolated Communities
Section Number (Map Reference)

Impact on Biodiversity (sensitive sites)
Reducing Risk of Accidents and Injuries

Improved Quality of Landscape / Townscape
Project Certainty of implementation 2016-2025

Physical Access to Infrastructures and Services
TOTAL IMPACT OF RELEVANT INDICATORS

Improve Public Transport Reliability and Efficiency
Economic Growth through Connectivity / Cohesion
Time saving (business users and transport providers)

Remove traffic bottleneck at [nodes EA20a-EA21a] -Addolorata
junction, Marsa
1
+++
+++
+++
+++
+++
+++
+++
++
+++
+++
+++
+++
-
-
33
0
Removal of bottleneck and upgrade of regional road between
2
+++
+++
+++
++
+++
++
+++
++
+
+++
+++
+++
+++
-
-
32
Removing bottleneck and reduce severance between communities
at Regional Road (Nodes NA11-EA13] - White Rocks Complex to
6 Manuel Dimech Bridge, St Andrew's
+
+++
+++
++
+++
++
++
++
+
+++
+++
+++
++
30
0
0
Remove traffic bottleneck and reduce severance between urban
3
+
+
+++
++
+++
+++
+++
++
+++
+++
+++
+++
--
28
0
0
Make more efficient use of roadspace and reduce severance on
5
+
+
++
+++
++
+++
+
+
+
++
17
0
0
0
0
0
Removal of bottlenecks, widening sections to three lanes, tunnel

improvement and realignment Sta Venera, Mriehel bypass
4a
interchange [Nodes EA17-WA19], Msida
+
+
+++
+++
+
+++
+++
+
++
--
-
15
0
0
0
0
Removal of bottlenecks, Re-construction and re-alignment of Msida

Valley interchange Psaila str to Tal Qroqq [Nodes EA16a-WA17a],
265
4b
Msida
+
+
+++
+++
+
+++
+++
+
++
--
-
15
0
0
0
0
Removal of bottleneck and upgrading quality of road infrastructure

on Triq tal-Barrani and Sta. Lucija Ave. [Nodes EA21-SA12] -
15
Ghaxaq and Marsa
+
+
++
++
++
+
++
++
+
13
0
0
0
0
0
Upgrading of Mriehel Bypass [Nodes WA18-WA8] and removal

8 bottleneck / reduce functional conflict between traffic and urban
+
++
+
+++
+++
+
++
++
+++
---
--
13
0
0
0
0
Removing bottleneck in Burmarrad at [ND2-Node NA8], St. Paul's

Bay
23
+
+
+++
+
++
++
+
++
-
-
11
0
0
0
0
0
Removal of bottleneck and functional conflict between high traffic

12 flows and urban activity at Notary Zarb Street and Mdina Road
-
[Nodes WA8-west of WA10], Attard

+
+
+
++
++
+
+
++
++
10
0
0
0
0
n
s)
ies
ability
wnscape
2016-2025
nd Services
DICATORS
and Efficiency
vity / Cohesion
nsport providers)
Remove traffic bottleneck at [nodes EA20a-EA21a] -Addolorata
junction, Marsa
1
+++
+++
+++
+++
+++
+++
+++
++
+++
+++
+++
+++
-
-
33
0
Removal of bottleneck and upgrade of regional road between
2
266
+++Reducing
-Impact on
+++Impact on
Economic
++More Active
++Contribution
+++Time saving
+++Greenhouse
+++Maturity +
+++
+++
+++
++
++Integration++
+
+++Economic++
+++Improve +++
30
0
Accessibility
Public Health
Other Factors
+++Physical Access
+++Project Certainty
+Improved Quality
32TOTAL IMPACT
Impacts
3
++ to Modal
Safety and Security
++& Healthy
-Impact on Biodiversity
Air Pollution
+++ (business
+
+++
+++
to +++
of Isolated++
+++
OF28
0
Public Transport
Noise Pollution
Shift
Growth through
Risk of Accidents
+++ Gas Reduction
+++Levels
5
of Landscape
and
- (sensitive
RELEVANT
Infrastructures
+
++Lifestyles++
+++
++
+
+
+
+ levels 0
0
0
0
of implementation
Communities
+++ Reliability

sites)
+++ Connectivity
4a

+++users and0transport
/ Townscape
+
+
+++
Injuries +++
+
+++
+++
+
++
--
-
15
0
0
0
0
+ 2016-2025
+++ and Services
17INDICATORS
++ and Efficiency
/ Cohesion
4b
providers)
Msida
+
+
+++
+++
+
+++
+++
+
++
--
-
15
0
0
0
0
Removal of bottleneck
Remove traffic bottleneck
andatupgrading quality of road
[nodes EA20a-EA21a] infrastructure
-Addolorata
on Triq tal-Barrani
junction, Marsa and Sta. Lucija Ave. [Nodes EA21-SA12] -
15
1 Ghaxaq and Marsa
+
+
++
++
++
++
+
13
0
0
0
0
0
+++
+++
+++
+++
+++
+++
+++
++
+++
+++
+++
+++
--
+-
++0
33
Upgrading
Removal ofof Mriehel Bypass
bottleneck and upgrade
[NodesofWA18-WA8]
regional road removal
andbetween
8 bottleneck / reduce
EA14 and EA16 functional
(Kappara conflict
junction), between traffic and urban
Kappara
+
---
--
13
0
2
+ +++
0 +++
++ +++
+ ++
+++ +++
0 ++
++
+
++ +++
++ +++
0 +++
+++ +++
-
-
32
Bay
23
+
+
+++ +++ +++
+
++
++
+
++
-
-
11
0
0
0
0
0
Removal of bottleneck and functional conflict between high traffic
12 flows and urban activity at Notary Zarb Street and Mdina Road
[Nodes WA8-west of WA10], Attard
0 +
+ +
+++ +
+++++
++++
+++ +
+++ +
+++++
++++
0 -
+--
30 10
+++ 0
++ 0
++ 0
++ 0
3 Removal of bottlenecks between B'Kara Bypass and Mosta Road
[Nodes WA1-NA21] - Birkirkara, Lija
7
0 -
+ +
+ +
+++ +
+++ +
+++ ++
++++++
++++++
+++ ++
+++ ++
- -- - -
0- - -
28 9
++ 0
+++ 0
++ 0 Make more efficient use of roadspace and reduce severance on
5 Remove bottlenecks at EA16 upgrading B'Kara Bypass and
13 reducing severance [Nodes EA16-WA1] - Birkirkara
++
+
+
+
9
0
0
0
0
0
0
0
+
+
++
+++
++
+++
+
++
+0
+0
+0
17
Removing
Removal ofbottleneck
bottlenecks, functional
andwidening sections
conflicttobetween
three lanes, traffic
high tunnel
22 volume and urban
improvement and activity at Xemxija
realignment Road [Nodes
Sta Venera, Mriehel NA6-NA7]
bypass -
4a
Xemxija Bypass,
interchange [NodesXemxija
EA17-WA19], Msida
+++
++
++
++
9
++
0+
+++
+++
++
+++
+++
+++
++
- ----
- - --
+0
++0
+0
15
- -0
Redesign
Removal of make more efficient
tobottlenecks, use of restricted
Re-construction road space
and re-alignment of Msida
11 [Nodes WA23-WA19] / Upgrade of bottleneck [Node WA13], Luqa,
+
4b Qormi
Msida
0 +
0 +
-+++
++++
0 +
++++
+ ++++
+ +
+ ++
0 --
- -
Upgrade of road infrastructure quality [Nodes ND12-NA22 and NAD3-

+ 0
+ 0
0
8 15
+ 0
NA22], Mosta
24 Removal of bottleneck and upgrading quality of road infrastructure
++
+
+
+
+
-
0
0
15
Ghaxaq
Removaland Marsa
of bottleneck and reduce severance between urban
+
0 ++
+
+ ++
+ ++
+ ++
0 +
0 ++
0 +
0
0
0
0
0
8 13
14 communities [Nodes SA12-SA12b] - Triq Tal-Barrani, Zejtun and
Tarxien
0 +
+ ++
0 +
0+++
0 +
++ ++
++ ++
0+++
0- - -
-- --
Redesign to address conflicting road function (high traffic volume

+ 0
0 0
+ 0
0 0
7 13
21 and high urban
Removing activity
bottleneck inarea) [Nodes
Burmarrad atNA3-NA4] - Ghadira,
[ND2-Node NA8], St. Paul's
-
--
--
Mellieha
Bay
+
++
++
+
+++++ +++
+
+
+
+
+
+
7
+
+
+
+
+
+
+
+
+
-
-
0
0
0
0
0
Removal of bottlenecks between B'Kara Bypass and Mosta Road
[Nodes WA1-NA21] - Birkirkara, Lija
7
-
+
+
+
+
++
+++
+++
++
++
---
---
9
0
0
0
Remove bottlenecks at EA16 upgrading B'Kara Bypass and
13 reducing severance [Nodes EA16-WA1] - Birkirkara
+
++
+
+
+
+
+
+
9
0
0
0
0
0
0
0
Removing bottleneck and functional conflict between high traffic
22 volume and urban activity at Xemxija Road [Nodes NA6-NA7] -
Xemxija Bypass, Xemxija
+
+
+++
+
++
++
++
++
+
++
--
---
---
9
0
0
Redesign to make more efficient use of restricted road space
11 [Nodes WA23-WA19] / Upgrade of bottleneck [Node WA13], Luqa,
+
+
+
+
+
+
++
+
+
8
0
0
0
0
Qormi
Upgrade of road infrastructure quality [Nodes ND12-NA22 and NAD3-
24 NA22], Mosta
+
+
+
++
+
+
+
+
8
0
0
0
0
0
0
Removal of bottleneck and reduce severance between urban
Tarxien
+
+
++
+
++
++
--
7
0
0
0
0
0
0
0
0
21 and high urban activity area) [Nodes NA3-NA4] - Ghadira,
Mellieha
+
++
++
+
+++
+
+
+
+
+
+
--
---
---
7
0
Upgrade of Regional road [nodes EA13-south of EA14] including
9 Sun Yat-Sen tunnels and Guze Ellul Mercer bridge and reducing
+
+
+
+
+
+
6
0
0
0
0
0
0
0
0
0
Upgrading of road infrastructure quality on Marsalforn Road [Nodes
20 GA32-GA41] - Victoria to Marsalforn, Gozo
+
+
+
+
++
6
0
0
0
0
0
0
0
0
0
0
Remove conflict between high traffic flow and urban activity
25 [Nodes SA13-SA12b] - Triq Tal-Barrani Triq Ghar Dalam, Ghaxaq
+
+
+++
+++
+
--
--
5
0
0
0
0
0
0
0
0
Upgrade of existing link and construct missing link from Tal-
Barrani to SmartCity [Nodes SA12-SD9-SD7], Fgura and Zabbar
16
++
+
+
+
+
+
+
+
+
-
--
---
4
0
0
Removal of bottleneck at Victoria and removal of functional
conflict between high traffic flows and urban activity [Nodes GA33-
19
west of GA30] - Victoria Bypass, Gozo
++
++
++
+
+
+
+
-
---
---
0
0
4
0
0
0
Improve road quality and reduce traffic impact in village centre on
26 Marsaxlokk Road [Nodes SA13-SD16], Marsaxlokk
+
+
+
-
0
3
0
0
0
0
0
0
0
0
0
0
Upgrade quality of road infrastructure on Triq Hal-Luqa [Nodes
27 WA22-SA11], Sta. Lucija
+
++
+
+
+
-
-
-
0
0
0
3
0
0
0
0
Improve road infrastructure quality and reduce functional conflict

28
+
+
+
+
-
0
0
3
0
0
0
0
0
0
0
0

Upgrade road quality at Valletta Ring Road [EA6-EA6]
17
+
+
+
+
--
0
0
2
0
0
0
0
0
0
0
0
Upgrade of road infrastructure quality on Triq Hal-Tarxien [Node

29 SA13a-SA12], Gudja
+
+
+
2
0
0
0
0
0
0
0
0
0
0
0
Upgrading alternative link from Victoria to ferry port [Nodes GA34-
267
GA44-GA37] and removal functional conflict with urban activity
18 [Nodes GD8-GA46], Nadur Road, Gozo
+++
+
+
+
+
---
---
1
0
0
0
0
0
0
0
0
Malta-Gozo Fixed Link

10
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Removal of bottleneck and reduce severance between urban
Tarxien
+
+
+
++
++
++
--
7
0
0
0
0
0
0
0
0
21 and high urban activity area) [Nodes NA3-NA4] - Ghadira,
Mellieha
+
++
++
+
+
+++
+
+
+
+
+
--
---
---
7
0
Upgrade of Regional road [nodes EA13-south of EA14] including
9 Sun Yat-Sen tunnels and Guze Ellul Mercer bridge and reducing
+
+
+
+
+
+
6
0
0
0
0
0
0
0
0
0
Upgrading of road infrastructure quality on Marsalforn Road [Nodes
20 GA32-GA41] - Victoria to Marsalforn, Gozo
+
+
+
+
++
6
0
0
0
0
0
0
0
0
0
0
Remove conflict between high traffic flow and urban activity
25 [Nodes SA13-SA12b] - Triq Tal-Barrani Triq Ghar Dalam, Ghaxaq
-
-
268
Upgrade of existing link and construct missing link from Tal-
Barrani to SmartCity [Nodes SA12-SD9-SD7], Fgura and Zabbar
- Project
16
Table 15.
- Improved
Economic
+++Time saving
0Maturity ++
+
+
+
0Greenhouse
-
--
4
0
0Integration of
0Impact on Air
Accessibility
Public Health
+Reducing Risk
+++Improve Public
Other Factors
Removal of bottleneck at Victoria and removal of functional
0Impact on Noise
+Physical Access
Certainty
- Quality
5TOTAL IMPACT
+Economic Growth
conflict between high traffic flows and urban activity [Nodes GA33-
Impacts
19
Safety and Security

west of GA30] - Victoria Bypass, Gozo
0Impact on -Biodiversity
+ Pollution
++
+
+
-
-
---
0
0
4
0
0
of MCA scoring to the

TEN-T Roads Measures
0 Transport
Pollution
0Contribution- to Modal Shift
through
Improve road quality and reduce traffic impact in village centre on
+ of Accidents
+ Gas Reduction
Table showing application

26 Marsaxlokk Road [Nodes SA13-SD16], Marsaxlokk
+
+
+
3
0
++Levels 0
0
0
0
+ (business+users 0
0
0
of Landscape
++ levels
0More Active0& Healthy Lifestyles
and
- - (sensitive
OF RELEVANT
to Infrastructures
Upgrade quality of road infrastructure on Triq Hal-Luqa [Nodes
of implementation
+ Isolated Communities
0 Reliability

27 WA22-SA11], Sta. Lucija
+ Connectivity
0 Injuries
+
++
+
-
0 sites) -
-
3
0
0
0
0
0
and transport
Improve road infrastructure quality and reduce functional conflict
0 / Townscape
28
2016-2025
+
+
+
+
-
0
3
0
0
0
0
0
0
0
0
0
and Services
INDICATORS
and0Efficiency
Upgrade road quality at Valletta Ring Road [EA6-EA6]
+/ Cohesion
17
+ providers)
+
+
+
+
--
0
2
0
0
0
0
0
0
0
0
0
Remove traffic
Upgrade bottleneck
of road at [nodes
infrastructure EA20a-EA21a]
quality -Addolorata
on Triq Hal-Tarxien [Node
29 junction, Marsa
SA13a-SA12], Gudja
1
-
0
0
0
0
0
0
0
+++
+++
+++
+++
++++
+++
++++
0 ++
+++
+++
+++
++++
0 -
0 -
0 0
2 33
Upgrading alternative link from Victoria to ferry port [Nodes GA34-
GA44-GA37] and removal
Removal of bottleneck andfunctional conflict
upgrade of regional urban
withroad activity
between
[Nodes
18 EA14 GD8-GA46],
and EA16 (Kappara Road, Gozo
Nadurjunction), Kappara
2
Malta-Gozo Fixed Link

10
0+++ N/A
0+++ N/A
0 - N/A
0+++ N/A
0 ++ N/A
+ + ++++ N/A
0 ++ N/A
0+++ N/A
+ ++ N/A
- - - - N/A
- - - + N/A
++++ N/A
++++ N/A
0+++ N/A
++++ N/A
1 32N/A
+
+++
+++
++
+++
++
++
++
+
+++
+++
+++
++
0
0
30
3
+
+
+++
++
+++
+++
+++
++
+++
+++
+++
+++
--
0
0
28
5
+
+
++
+++
++
+++
+
+
+
++
0
0
0
0
0
17
4a
+
+
+++
+++
+
+++
+++
+
++
--
-
0
0
0
0
15
4b
Msida
+
+
+++
+++
+
+++
+++
+
++
--
-
0
0
0
0
15
Removal of bottleneck and upgrading quality of road infrastructure
15
Ghaxaq and Marsa
+
++
+
++
++
++
+
++
+
0
0
0
0
0
13
+
++
+
+++
+++
+
++
++
+++
---
--
0
0
0
0
13
Bay
269
Stage 3 – Appraisal of Shortlisted Projects It has been considered that the core projects
(RD1 and RD2) will coexist with each of the
Under stage 3 of the prioritisation process, other four, as they are committed projects.
an in-depth analysis of the six shortlisted Consequently, the simulation of each project
projects identified in the stage 2 was carried (RD3, RD4, RD6) has been done including
out. For this stage in the analysis, cost RD1 and RD2 in the modelled road network
estimates were provided and transport at the same time together with the project
model was used to generate demand which is being appraised.
forecasts for each project. This enabled a
more detailed quantified assessment to The project RD5 has been appraised in terms
confirm that the four shortlisted highway of number of accidents only; by making
interventions would have positive effect some external calculations to the NTM (see
on the external impacts of traffic (cost 3.1.6.3.3).
of congestion, cost of accidents and
environmental externalities).
Figure 116.
Schematic of the TEN-T
Road Network Measures
270
The following paragraphs summarise the − Average speed of the entire network for
main performance indicators and external each mode (private car, public transport),
impacts of traffic (cost of congestion, cost as an indicator of public and private
of accidents and environmental externalities) traffic performance, is calculated as the
across the whole network, obtained from ratio between the travelled distance and
the simulation of each project implemented the time spent by the all vehicles in the
within the road network corresponding to network (the indicator unit is km/h).
the Do-Minimum scenario plus the core
projects (RD1 and RD2). These outputs are External impacts of traffic
compared with the results of the reference
scenario (Do-Minimum). − The cost of congestion is based on
the evaluation of the lost time spent
Performance indicators across the whole road network due to
congestion as difference between the
− Travelled distance, as an indicator of actual total time spent into the network
private traffic performance, represents and the total travelled time at ideal “free
the total distance travelled by all the flow condition”, for each mode (private
vehicles in the network (light vehicles, car, public transport and freight).
heavy vehicles). It is calculated as the
product of the number of vehicles driving The final cost of congestion related to
on each link and the length of the link the overall time lost into the network
(the indicator unit is vkm). is made by two main components: the
first one, most significant, as value of
− Modal split, or modal share across time (VoT applied to the total amount
the whole network, is the percentage of hours lost into the network) and the
of travellers using a particular type second one, related to the VoC, as total
of transportation (private car, public idle fuel consumption (fuel consumption
transport and other modes). associated to idle/stop conditions applied
to the total amount of hours lost into the
− Travelled distance, as an indicator of network).
public and private traffic performance,
represents the total distance travelled − The cost of accidents is estimated by
on board by all the passengers in the using the value of statistical life proposed
network by mode (private car, public by the Guidance Manual for Cost Benefit
transport). It is calculated as the sum, Analysis (CBAs). Appraisal in Malta19
extended to all the links of the network, (see Table 72) applied to the number
of the products of the number of of accidents by type (slight, grievous,
passengers on board on each link and fatal). The number of accidents by type
the length of the link (the indicator unit is is calculated based on the travelled
pkm). distance (vkm) by all the vehicles across
the whole network resultant from the
simulation, and historical data of the
number of accidents per vkm.
19
https://eufunds.gov.mt/en/Operational%20Programmes/Useful%20Links%20and%20Downloads/Documents/
Guidance%20Manual%20for%20CBAs%20Appraisal_May2013.pdf
271
− The estimated environmental 3.1.6.3

externalities are the GHG (CO2) List and results of Measures individually
emissions (climate change) and the appraised
air pollutants emissions (CO, PM, NOx,
NMVOC). The calculation is based on the 3.1.6.3.1
Tier 1 emission factors (Table 73), the fuel RD3: Remove traffic bottleneck and reduce
consumption per km (Table 74) and the severance between urban communities
travelled distance by type of vehicle in [Nodes EA20a-EA7a] -December 13th Road,
the whole network. Marsa
Finally, the calculation of the yearly costs This project costing approximately €77m
of air pollution and climate change is is located on a critical section of the TEN-T
included. Core network and is closely associated with
urban regeneration plans in the Marsa area.
The project would involve the realignment
of the existing road by removing the need to
go through the roundabout EA20 for those
vehicles travelling between node WA19a and
node EA20a. The project will also include
Figure 117. a road widening and the construction of a
Schematic of the TEN-T roundabout under the new road alignment.
Road Network Measure
(RD3)
272
Figure 118.
Schematic of TEN-T
Core Road Measure RD3
– December 13th Road,
Marsa
Performance indicators Both Public Transport and Private vehicle

average travel speed increases due to
This measure supports the modal shift the removal of the sharp bend and the
towards Public Transport, thus the private separation of the Public Transport traffic
vehicle travelled distance (vkm) decreases, which still runs through the roundabout and
while the Public Transport passenger the private vehicle traffic that can use both
travelled distance (pkm) increases. paths.
273
Peak-hour travelled distance [vkm] Yearly travelled

distance
[million vkm]
Mode 20 AM PM Yearly
Do- RD3 Do- RD3 Do- RD3
Minimum Minimum Minimum
LV 391,090 383,827 397,996 397,547 1,425 1,413
HV 47,231 46,520 24,851 24,912 124 123
LV + HV 21
532,782 523,387 472,547 472,282 1,796 1,781
Table 16.
Measures of effectiveness: peak-hour and
yearly travelled distance by all vehicles, RD3
project, 2025 (NTM; Elaboration)
Modal split
Mode AM PM Yearly
Private Car 72.3% 71.9% 79.0% 79.0% 75.7% 76.0%
Public Transport 16.7% 17.0% 15.2% 15.0% 16.0% 16.0%
Other Modes 11.0% 11.0% 5.8% 6.0% 8.4% 8.0%
Table 17.
Key mobility Statistics: peak-hour and
yearly Modal Split, RD3 project, 2025
(NTM; Elaboration)
Peak-hour travelled distance [pkm] Yearly travelled

distance
[million pkm]
Mode AM PM Yearly
Private Car 472,046 463,280 480,381 479,839 1,720 1,705
Public Transport 111,538 118,085 90,321 90,453 358 368
Total 583,584 581,364 570,702 570,291 2,100 2,074
Table 18.
yearly travelled distance by all passengers,
RD3 project, 2025 (NTM; Elaboration)
20
Light vehicles or Private Car (LV), Heavy vehicles or Freight (HV)
21
It should be noted that, when considering the whole network from a general perspective, the impact of the HVs is
considered as three times the one of a LV, in order to homogenize the parameter and provide a basis for objective comparison
274
Peak-hour LV and PT average speed [km/h]
Table 19.
Mode AM PM Measures of effectiveness:
peak-hour average speed,
Do- RD3 Do- RD3 RD3 project, 2025 (NTM;
Minimum Minimum Elaboration)
Private Car 20.7 22.6 23.1 23.7

Public Transport 13.6 14.7 15.5 15.9
External impacts of traffic The modal shift towards Public transport

also helps reduce the impact of transport
The removal of the bottleneck results in in air pollution and climate change. Indeed,
a reduction of lost time per passenger, since the travelled distance by private
which means that this measure contributes vehicle is lower than in the Do-Minimum
to reducing congestion. Similarly, the scenario, the emissions are also lower. As
realignment reduces the accidents in the a summary, this measure reduces the cost
zone of influence of the measure by 50% for of the external impacts of transport in €58
slight and grievous accidents and by 62% for million per year.
fatal accidents. It should be noted that this
reduction of accidents only applies to the
area of the road network in the immediate
vicinity of the measure. As a consequence,
the reduction in total costs related to
accidents on the whole network is relatively
small.
Annual cost of congestion Yearly travelled

distance
[million vkm]
Mode Lost time per Cost of lost time Cost of
passenger [h/year] [€m/year] Consumption at idle
[€m/year]
Private Car 29.1 26.4 397.1 358.9 20.3 18.4
Freight 18.9 16.6 51.1 44.9 6.3 5.5
Public Transport 36.6 33.4 105.6 97.5 0.0 0.0
Total 29.6 26.8 553.8 501.3 26.6 23.9
Table 20.
Estimation of yearly cost of congestion, RD3
275
Annual cost of accidents
Scenario Slight Grievous Fatal Cost

accidents accidents accidents associated to
[accidents/ [accidents/ [accidents/ accidents
year] year] year]
Do-Minimum 3,009.4 375.0 15.7 111.1
RD3 2,940.6 366.5 15.3 108.5
Table 21.
Estimation of yearly cost of accidents
across the whole network, RD3 project,
2025 (Various sources; Elaboration)
CO2 Emission (tons/year)
Year
Do-Minimum RD3
342,642 339,901
Table 22.
Climate change: estimation of yearly GHG
(CO2) emissions, RD3 project, 2025 (NTM;
Elaboration)
Air pollutants emissions [tons per year]
CO [tons/year] PM [tons/year] NOx [tons/year] NMVOC [tons/year]

Do- RD3 Do- RD3 Do- RD3 Do- RD3
Minimum Minimum Minimum Minimum
8,234 8,165 63.7 63.2 1,236 1,227 1,410 1,398
Table 23
Estimation of yearly production of air
pollutants, RD3 project, 2025 (NTM;
Elaboration)
Scenario PM [€m/year] NOx [€m/ CO2 [€m/year] Total [€m/

year] year]
Do-Minimum 1.80 11.91 10.28 23.99
RD3 1.78 11.83 10.20 23.81
Table 24
Estimation of yearly cost of air pollution,
276
3.1.6.3.2
RD4: Removal of bottlenecks, improving road
infrastructure quality and reducing severance
(where possible) on Regional road [Nodes
EA16-WA19], Msida
The two phase project would cost an

estimated €82m and would include the
realignment of the Regional road at node
EA16a, the widening of this road between
node WA18 and WA19 and the realignment
of the existing bridge at WA19.
Figure 119.
(RD4)
277
Figure 120.
Schematic of TEN-T
Comprehensive Road
Measure RD4 – Msida
(1 of 3)
278
Figure 121.
Schematic of TEN-T
Comprehensive Measure
RD4 – Msida (2 of 3)
Figure 122.
Schematic of TEN-T
Comprehensive Measure
RD4 – Msida (3 of 3)
279
Performance indicators
The realignment and widening of the road

and realignment of the bridge supports
the modal shift towards Public Transport,
thus the private vehicle travelled distance
(vkm) decreases, while the Public Transport
passenger travelled distance (pkm)
increases.
Both Public Transport and Private vehicle

average travel speed increases due to the
removal of the speed limit and the reduction
of distance and congestion after the
realignment and widening.

distance
[million vkm]
LV 391,090 385,277 397,996 390,581 1,425 1,401
HV 47,231 46,803 24,851 24,730 124 123
LV + HV 23
532,782 525,686 472,547 464,772 1,796 1,769
Table 25.
22
23
It should be noted that, when considering the whole network from a general perspective, the impact of the HVs is considered
as three times the one of a LV, in order to homogenize the parameter and provide a basis for objective comparison
280
Modal split
Mode AM PM Yearly
Private Car 72.3% 71.8% 79.0% 78.1% 75.7% 75.0%
Other Modes 11.0% 11.0% 5.8% 5.9% 8.4% 8.4%
Table 26.
yearly Modal Split, RD4 project, 2025 (NTM;
Elaboration)

distance
[million pkm]
Mode AM PM Yearly
Private Car 472,046 465,029 480,381 471,431 1,720 1,691
Total 583,584 583,929 570,702 569,150 2,078 2,075
Table 27.
Table 28.
Private Car 20.7 22.5 23.1 24.2

281
External impacts of traffic The modal shift towards Public transport

also helps reduce the impact of transport
The removal of the bottlenecks in the road in air pollution and climate change. Indeed,
and bridge results in a reduction of lost since the travelled distance by private
time per passenger, which means that this vehicle is lower than in the Do-Minimum
measure contributes to reducing congestion. scenario, the emissions are also lower.
Similarly, the realignment reduces the Since the area of influence of this measure
accidents in the zone of influence of the is quite large, it is more effective than
measure by 50% for slight and grievous measure RD3 in reducing congestion costs
accidents and by 62% for fatal accidents. and air pollution and climate change costs.
It should be noted that this reduction of Indeed, this scenario reduced the cost of the
accidents only applies to the area of the external impacts of transport in €64 million
road network in the immediate vicinity of the per year.
measure. As a consequence, the reduction in
total costs related to accidents on the whole
network is relatively small.
Annual cost of congestion

[€m/year]
Private Car 29.1 26.0 397.1 351.3 20.3 18.0
Freight 18.9 16.3 51.1 44.1 6.3 5.4
Total 29.6 26.6 553.8 496.5 26.6 23.4
Table 29.
Estimation of yearly cost of congestion,
282

year] year] year]
Do-Minimum 3,009.4 375.0 15.7 111.1
RD4 2,905.5 362.1 15.1 107.2
Table 30.
Year
Do-Minimum RD4
342,642 337,380
Table 31.
Elaboration)

8,234 8,095 63.7 62.8 1,236 1,219 1,410 1,386
Table 32
Elaboration)
Cost of air pollution and climate change (€m/year)

year] year]
Do-Minimum 1.80 11.91 10.28 23.99
RD4 1.77 11.75 10.12 23.65
Table 33.
283
3.1.6.3.3 − Upgrading of two existing pedestrian

RD5: Make more efficient use of road space underpass facilities on St. Anne’s street
and reduce severance on Route 6 [Node to make the more pedestrian friendly and
EA7a-EA6] from Blata l-Bajda to Valletta accessible;
The main scope behind this project on the − Improved layout of the road system
TEN-T core road network is road safety and on the approaches to the Portes Des
the components are: Bombes monument.
− Re-grading of the road to remove As aforementioned, this project has

dangerous adverse camber; been evaluated in terms of number of
accidents only, by making some external
− Installation of vehicle crash barriers calculations to the NTM, because the kind of
between road and protected trees lining improvements in this project are not possible
the road; to be modelled. The cost of this project
would be approximately €3.7m.
− Installation of pedestrian safety fences to
prevent surface crossing at Bombes bus
interchange between major bus stops
and the provision of new pedestrian
underpass facility at Porte des Bombes;
Figure 123.
(RD5)
284
This measure focuses only on the reduction
in accidents which would result from
the removal of the adverse camber and
the safety measures (crash barriers and
pedestrian safety fences). The accidents in
the zone of influence of the measure will
be reduced by 50% for slight and grievous
accidents and 62% for fatal accidents

accidents accidents accidents associated
[accidents/ [accidents/ [accidents/ to accidents
year] year] year] [€m/year]
Do-Minimum 3,009.4 375.0 15.7 111.1
RD5 2,990.0 373.2 15.6
Table 34.
Estimate of yearly cost of accidents
285
Figure 124.
Schematic of TEN-T Comprehensive
Road Measure RD5 – Route 6 Blata
l-Bajda to Valletta (1 of 2)
286
Figure 125.
Schematic of TEN-T Comprehensive
Road Measure RD5 – Route 6 Blata
l-Bajda to Valletta (2 of 2)
287
3.1.6.3.4 in the draft Paceville Master Plan, the

RD6: Removing bottleneck and reduce Paceville of St. Julian’s would develop
severance between communities at Regional into a major residential, office and hotel
Road (Nodes NA11-EA13] - White Rocks hub that would be expected to attract an
Complex to Manuel Dimech Bridge, St additional 7,500 residents and some 9,000
Andrew’s new employees. The infrastructure project
(referred to as the Regional tunnel in the
The project would cost in the region of draft Paceville Master Plan) aims at splitting
€143.8m and is integral to the land use long-distance traffic from short-distance
development and transport strategy plans, traffic by constructing an underpass under
as set out in the draft Paceville Master the existing Regional Road. Therefore, the
Plan, which was published in September current dual carriageway will turn into two
2016 for public consultation. Under the single carriageways (one at street level and
preferred development strategy outlined one underground).
Figure 126.
(RD6)
288
Figure 127.
Schematic of TEN-T Comprehensive Road
Measure RD6 – Route 6 White Rocks Complex to
Manuel Dimech Bridge, St Andrew’s (Phase A)
Figure 128.
Schematic of TEN-T Comprehensive Road
Measure RD6 – Route 6 White Rocks Complex
to Manuel Dimech Bridge, St Andrew’s (Phase B)
289
Performance indicators24 and the Public Transport are benefitted from

this measure. This is reflected in the average
This measure strongly supports the modal speed of travel which increases to from 20.7
shift towards Public Transport. The traffic to 22.9 km/h for private vehicles and from
conditions improve noticeably after an urban 13.6 to 15.5 km/h for Public Transport, the
Tunnel construction (removal of all at grade largest difference compared to the other
crossings); therefore, both the private vehicle road measures.

distance
[million vkm]
LV 391,090 386,133 397,996 383,514 1,425 1,387
HV 47,231 46,995 24,851 24,481 124 123
LV + HV 26 532,782 527,024 472,547 456,957 1,796 1,755
Table 35.
Modal split
Mode AM PM Yearly
Private Car 72.3% 71.7% 79.0% 77.7% 75.7% 74.7%
Other Modes 11.0% 11.0% 5.8% 5.9% 8.4% 8.5%
Table 36.
yearly Modal Split, RD6 project, 2025 (NTM;
Elaboration)
24
The modelling of this individual measure does not take into consideration the traffic impact of the preferred land use
development option for Paceville
25
26
It should be noted that, when considering the whole network from a general perspective, the impact of the HVs is considered
as three times the one of a LV, in order to homogenize the parameter and provide a basis for objective comparison
290
distance
[million pkm]
Mode AM PM Yearly
Private Car 472,046 465,949 480,381 462,902 1,720 1,674
Total 583,584 585,502 570,702 564,853 2,078 2,069
Table 37.
Table 38.
Private Car 20.7 22.9 23.1 26.3

External impacts of traffic The reduction of the congestion reduces

the impact of transport in air pollution and
The removal of all crossings and bottlenecks climate change. Indeed, since the travelled
of the zone through the construction of distance by private vehicle is lower than in
a Tunnel results in a strong reduction of the Do-Minimum scenario, the emissions
the external impacts of transport. First, are also lower. Lower travelled distance is
congestion decreases in 5 hours less lost per translated into lower emissions, and lower
year and passengers and second, slight and congestion is means that the costs related
grievous accidents are reduced by 47% and to consumption at idle and lost time are also
fatal accidents are reduced by 68%. It should reduced. Therefore, this measure reduces the
be noted that this reduction of accidents costs of the external impacts of transport in
only applies to the area of the road network €94 million per year.
in the immediate vicinity of the measure. As
a consequence, the reduction in total costs
related to accidents on the whole network is
relatively small.
291

[€m/year]
Private Car 29.1 24.3 397.1 327.6 20.3 16.7
Freight 18.9 15.7 51.1 42.4 6.3 5.2
Total 29.6 24.9 553.8 464.8 26.6 21.9
Table 39.

year] year] year]
Do-Minimum 3,009.4 375.0 15.7 111.1
RD6 2,996.5 373.3 15.6 110.5
Table 40.
Year
Do-Minimum RD4
342,642 344,205
Table 41.
Elaboration)
292

8,234 8,018 63.7 62.4 1,236 1,210 1,410 1,373
Table 42
Elaboration)

year] year]
Do-Minimum 1.80 11.91 10.28 23.99
RD6 1.76 11.67 10.04 23.46
Table 43.
293
3.1.6.3.5 • Linear growth in the costs (lost time,

Economic Indicators consumption at idle, air pollution and
traffic accidents) from 2025 to 2050.
The results from the previous sections, as
well as the shadow prices stated in the • All projects are completed by 2020.
Guidance Manual for Cost Benefit Analysis
(CBAs) Appraisal in Malta (May 2013), were Three economic indicators were calculated
used to estimate the costs and benefits based on the afore-mentioned hypotheses:
associated with each project (RD3, RD4,
RD6). A few assumptions were taken into • Economic net present value (ENPV);
account in order to perform the CBA:
• Economic internal rate of return (ERR);
• No inclusion of indirect effects: The and
guide above-mentioned states that, in
general, the use of shadow pricing and • Benefit-cost ratio (BCR).
the monetisation of externalities are
appropriate to account for any indirect The benefit-cost ratio is simply the ratio
effects. In this particular study, where between the discounted values of economic
the size of the distortion in secondary benefits and discounted economic costs.
markets is considered to be rather small
and very difficult to measure, it was
decided that shadow pricing was enough
to measure these distortions.
• A social discount rate of 5% was used in In the equation above, PV stands for present
order to calculate the ENPV and the BCR. value and this is calculated by applying the
This is the discount rate recommended social discount rate.
by the EU guidance for CBAs carried
out in cohesion countries during the The ENPV is the sum of the discounted
programming period 2014-2020. flows of benefits and costs. In the equation
below, St represents the difference between
• Given the estimated investments, some benefits and costs in time t. As before, at
operational and maintenance costs had represents the choice of discount rate (in
to be assumed: this case, the social discount rate is chosen).
- Small maintenance and operational

cost: annual cost of 2% of the total
investment from the beginning of the
operational period to the end of the
thirty-year period of evaluation, Finally, the EIRR can be estimated based
on the ENPV. The EIRR is simply the rate of
- Major road rehabilitation cost: 15% of return that gives an ENPV with a value of
the total investment 20 years after zero.
finalising the construction works.
294
The results shown in the next table are for The results show positive outcomes for each
the beginning of the year 2020; the of the scenarios individually meaning that
Do-Minimum scenario is considered the base all three projects should be carried out from
case. It has also been considered that all a social welfare point of view. If compared
the projects are operating by the year 2020 between each other it can be seen that
and that they have a useful life of 30 years despite having the highest Economic Internal
leaving no residual value after the year 2050. Rate of Return, RD6 has the lowest Net
Present Value and Benefit to Cost ratio.
As indicated in section 3.1.6.2 each individual
project was modelled together with the RD1
and RD2 projects, so their costs are also
taken into account in the CBA in Table 44
below
Socio-Economic Profitability
RD3 (€m) RD4(€m) RD6(€m)

Socioeconomic benefits 1,270.37 1,431.20 1,310.37
Congestion time savings 1,155.50 1,273.48 1,228.88
Consumption at idle savings 54.70 63.40 59.88
Externalities - environmental costs savings 3.80 6.41 6.09
Externalities - accidents savings 56.38 87.92 15.51
Operation and maintenance costs -75.43 -71.42 -101.27
Investments (including RD1 and RD2) -215.16 -220.38 -288.86
ENPV [€m] 979.79 1,139.40 920.24

EIRR 21.90% 24.74% 27.28%
BCR 4.37 4.90 3.36
Table 44.
Economic indicators, RD3, RD4 and RD6
projects. (Elaboration)
295
The following figures show the cash flows

over the analysed period for each of the
projects. It can be noted that cash flows
in the RD6 scenario decrease over time.
According to the model results, external
costs would grow faster in the RD6 scenario
than in the Do-Minimum scenario, which
means that the difference between both
scenarios decreases with time. However, an
intensification of developments expected
in the Paceville zone, following the recently
published draft Master Plan27. As a result, this
situation is likely to change significantly in
the future, expediting the benefits accruing
to this project as demand on this part of the
network increases.
Cash Flows (RD3)

150.0
100.0
50.0
Million €
0.0
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
-50.0
-100.0
Costs Savings Total
Figure 129.
Estimated Economic
Cash Flows (RD3)
27
Paceville Master Plan http://www.pa.org.mt/pacevillemasterplan (seen September 2016)
296
Million € Million €
-100.0
0.0
100.0
150.0
200.0
-50.0
50.0
-100.0
0.0
100.0
150.0
-50.0
50.0
Figure 131.
Figure 130.
2017 2017
2018 2018
2019
Cash Flows (RD4)

2019
Cash Flows (RD6))

Estimated Economic
Estimated Economic
2020 2020
2021 2021
2022 2022
2023 2023
2024 2024
2025 2025
2026 2026
2027 2027
2028 2028
2029 2029
Costs
Costs
2030 2030
2031 2031
2032 2032
2033 2033
Savings
Savings
2034 2034
Cash Flows (RD4)
Cash Flows (RD6)

2035 2035
2036 2036
Total
Total
2037 2037
2038 2038
2039 2039
2040 2040
2041 2041
2042 2042
2043 2043
2044 2044
2045 2045
2046 2046
2047 2047
2048 2048
2049 2049
2050 2050
297
03.2 The measures identified in this section relate

Identification and solely to the short term measures that have
Prioritisation of Low been identified in the above mentioned
Carbon Transport Partnership Agreement and Operational
Measures Programme I (2014 - 2020).
The current Partnership Agreement of 3.2.1

Multi-Modal Transport
Malta identifies the decarbonisation of
the transport sector as a priority for
3.2.1.1
2014-2020. This agreement clearly states
Bus Service
the Government’s commitment towards
creating a modal shift towards sustainable
The operation of the regular public
transport through further investment in
passenger transport service for Malta
public transport, promotion of internal sea
and Gozo has been outsourced to the
transport and increasing the utilisation of
company Malta Public Transport Ltd. under
green modes of travel.
a concession contract with Government.
The bus operator is committed to providing
Priority Axis 7 of Operational Programme I
a public transport service of the highest
identifies the shifting towards a low-carbon
quality. In 2016, the operator has invested
transport sector through the promotion of
heavily in a number of measures aimed
sustainable regional and local mobility as
to improve reliability and seamless inter-
a priority. Under this priority axis EU and
connectivity.
national investment will focus on investment
in collective public transport, multi-modal
transport (including sea-landing places),
green public transport and green urban
space, as well as campaigns to influence
behavioural patterns.
Measure Project Implementing Cost (€m) Funding

Implementation body
2014-2020
N/A Introduction of MPT Ltd. Complete Private
nationwide bus travel
card
2.4.1.2 Real time Information MPT Ltd. Complete Private
System for Journey
Planning
2.3.1.1 Public Transport Transport Malta €7m National
(PT1 – Quality Corridors
PT7)
Figure 45.
Identified Projects –
Multimodality (National
and/or Private Funding)
298
Government intends to support the private
investment in the public transport system,
as part of a multi-modal chain by optimising
the park and ride utilisation rates by creating
intermodal hubs for cycling, bus and P+R
facilities.

Implementation body
2014-2020
2.3.2.1 Park and ride Transport Malta €4.6m National / ERDF
optimisation
Figure 46.
Multimodality Public
Transport (Possible OP I
2014-2020)
3.2.1.2 places for these vessels such that the vessels

Improvement of Ferry Landing Places reduce the amount of time for docking and
the turnaround time. This would result in
Under the Public Service Concession the opportunity to increase frequency and
Marsamxett Steam Ferry Services Ltd. was capacity across these links.
required to improve the quality and capacity
of its cross harbour ferries. Complimentary Government is also committed to developing
to this investment by the private sector new landing places to enhance the capacity
that was carried out in 2015, government to other multimodal hubs within the
was committed to improving the landing congested central area.

Implementation body
2014-2020
2.4.2.1 Improvement existing Transport Malta €2.3m National / ERDF
(IM1) harbour ferry landing
places
2.4.2.3 Assess potential and Transport Malta €4.5m National / ERDF
(IM3) implement new ferry
landing places
Figure 47.
Multimodality Alternative
2014-2020)
299
3.2.1.3
Promotion of Cycling
As cycling becomes more prevalent, the

development of quality cycling corridors
would better allocate more space to the
various road users and improve the general
safety and security of cycling.
This active transport mode will contribute to

certain mobility needs while creating neither
air pollution nor carbon footprint.

Implementation body
2014-2020
2.2.2.5 Development of Transport Malta €10.0m National / ERDF
Cycling Corridors
2.2.2.6 Gozo Cycle sharing Transport Malta €3.5m National / ERDF
scheme
Figure 48.
Multimodality Active
2014-2020)
3.2.2
Other Seaports
3.2.2.1
Malta-Gozo Fast Ferry Port infrastructure
Supporting the commitment to modal

shift, the Government is planning for the
implementation of the Fast Ferry link
between Gozo and the harbour region
by the development of a public service
concession. Tied with this is the need to
ensure a safe landing place in Malta and
Gozo to ensure that passengers can dis/
embark the vessels safely.
300
Implementation body
2014-2020
2.5.4.4 Development of the Transport Malta €6.3m National / ERDF
of the landing places
for the ferry service
to/from Gozo
Figure 49.
Identified Projects – Sea Ports
(Possible OP I 2014-2020)
3.2.3
Clean Urban Transport and
Infrastructure
In line with Malta’s continuing mobility needs

and policy to increase the modal share of
public transport private bus operator Malta
Public Transport Ltd., invested further in
improving the environmental performance of
its fleet of buses by adding 33 low emission
vehicles to its fleet.

Implementation body
2014-2020
N/A Procurement of MPT Ltd. Complete Private
additional 33 Euro
VI emission standard
buses
Figure 50.
Identified Projects – Clean
Transport (National and/or
Private Funds)
Through its electro-mobility strategy,

Government will augment this private
investment by promotion of innovative green
public transport. A demonstration project
has been designed for the deployment of a
fleet of electric buses to replace convention
fuel buses in the island of Gozo. This project
has been developed within the Eco-Gozo
strategic framework.
301

Implementation body
2014-2020
2.2.5.3 Gozo e-Buses Transport Malta 8.0 National / ERDF
/ MPT Ltd.
Figure 51.
Identified Projects – Clean
Transport (Possible OP I 2014-
2020)
3.2.4
Intelligent Transport Systems
Following the first round of deployment

of ITS under the previous operational
programme, the Government has committed
to deploying further tranches of technology
infrastructure in the non-TEN-T sections
of the road network in Malta and Gozo.
This infrastructure links with telematics
application infrastructure in the TEN-T
network outlined in section 3.1.3.1.2 and
together these give priority to public
transport and reduce traffic bottlenecks Figure 52.
by better managing the road infrastructure Identified Projects – Intelligent
Transport Systems (Possible
across the whole network. OP I 2014-2020)

Implementation body
2014-2020
2.3.4.2 Deployment of Transport Malta 2.7 National / ERDF
Variable Message
Signs, CCTV across
road network and
traffic control centre
2.2.11.4 Micro-simulation Transport Malta 0.8 National / ERDF
tool to enable
assessment and
traffic management
bottlenecks
2.4.1.2 Improved mobility Transport Malta 0.4 National / ERDF
information for users
302
03.3
Other Transport Measures
in the Transport Master
Plan
Infrastructure and equipment measures

listed in the previous sections are necessarily
complimented by other regulatory,
enforcement, planning, policy frameworks
and/or research and studies. These are
essential supporting measures for the
development of the transport sector over
the period up to 2025.
A summary of these measures are listed in

Annex I – List of Supporting Documents
of this document and detailed further in
the Transport Master Plan - Supporting
Document 1 – List of Measures that
accompanies this document.
303
304
04
APPRAISAL
OF THE
POLICY
SCENARIOS
305
04.1 04.2
Introduction Definition of the Scenarios
While measures should be appraised This evaluation has been carried out using
individually in order to prioritize investments, different scenarios of development. Besides
a measure is very likely to be implemented the Do-Nothing – zero changes – and Do-
simultaneously with other measures or Minimum – minimum expected changes
once other measures have been already and those committed developments –
implemented. The combination of several scenarios28, the following scenarios have
measures could result in synergies between been assessed according to the interventions
projects or, on the contrary, reveal the or package of interventions that include
existence of undesirable effects. measures related to two different policies:
Due to these reasons, it is necessary to • Do-Something 1: Moderate restraint in

define and appraise scenarios for Malta’s the use of private cars and increased
internal transport, each one comprising support of public transport and
the implementation of several measures alternative modes;
(packages of measures). The National
Transport Strategy 2050 sets out to achieve • Do-Something 2: Strong restraint in the
sustainable mobility in Malta, primarily use of private cars and strong support to
through the deployment of travel demand public transport and alternative modes
‘push and pull’ measures in combination
with infrastructure supply measures for The purpose of these scenarios is to assess
motorised and non-motorised modes. It is, the combined effect of several measures on
therefore, important to clearly understand Malta’s transport system.
the likely impacts of the different grouped
policy measures identified in the Transport It has not been possible to incorporate all of
Master Plan, and the extent to which they the Master Plan measures likely to have an
need to be implemented in order to achieve impact on travel demand into the scenario
the desired strategic results. This will serve testing process. The Transport modelling
to guide decision makers as to the general used for the appraisal of policy scenarios
policy approach which needs to be adopted. requires quite specific information about
each particular measure or project, including
precise location on the network and any
fees for users. In many cases, the measure
contained in the Master Plan is a study to
better define the operational parameters.
However, a good cross section of measures
have been more clearly defined and have
been carefully grouped together to help
guide decision makers.
28
Transport Malta (2015), National Transport Strategy – Forecasting Report
306
This chapter provides the main modelling 04.3
assumptions and outputs at country level “Do-Something 1” scenario
obtained from the simulation of the two
aforementioned policy scenarios by using The Do-Something 1 Scenario corresponds
the National Transport Model (NTM) in the to a transport policy approach that is aimed
horizon year 2025. Both scenarios have been at moderate restricting in the use of private
compared with the reference scenario (Do- cars, high provision of new or improved
Minimum) in the same year. road infrastructure and moderate levels of
support to public transport and alternative
The results of this modelling exercise are modes. From the modelling point of view,
the outputs that guide policy makers in it has been implemented based on the
the definition of the Transport Master Plan Do-Minimum Scenario and comprises the
2025 and its contribution towards the following package of measures:
medium to long term targets established
in the National Transport Strategy, 2050 a) High level of road infrastructure provision;
The outputs that have been obtained are b) Measures to increase average speed of
different performance indicators such public transport;
as travelled distance or average speeds, c) Measures to improve ferry services;
cost of congestion and accidents or other d) Implementation of a cycling corridor;
environmental externalities such as GHG or e) Low emission zone in the Hub;
air pollutants emission. f) Promotion of multiple occupancy.
The analysis of these outputs in the different The following paragraphs include the
scenarios allows a complete test of the description and the main modelling
proposed measures and projects that assumptions adopted for each of the
provide guidance as to which measures and aforementioned packages of measures
projects should be finally implemented and within the Do-Something 1 scenario package.
with which level of prioritisation.
For more information about the National 4.3.1

Transport Model (NTM), see the Forecasting High level of road infrastructure
Report and Base Year Model Report. provision
This package of undertakings corresponds

to the Measure 2.2.7.1 TEN - T Core and
Comprehensive Network, from which the six
priority road projects identified in Chapter 3
have been included in the model as part of
the Do-Something 1 Scenario (Figure 132):
• RD1: Remove traffic bottleneck at [nodes

EA20a-EA21a] - Addolorata junction,
Marsa
• RD2: Removal of bottleneck and upgrade

of regional road between EA14 and EA16
(Kappara junction), Kappara
307
• RD3: Remove traffic bottleneck and

reduce severance between urban
communities [Nodes EA20a-EA7a]
-December 13th Road, Marsa
• RD4: Removal of bottlenecks, improving

road infrastructure quality and reducing
severance (where possible) on Regional
road [Nodes EA16-WA19], Msida
• RD5: Make more efficient use of road

space and reduce severance on Route 6
[Node EA7a-EA6] from Blata l-Bajda to
Valletta
• RD6: Removing bottleneck and reduce

severance between communities at
Regional Road (Nodes NA11-EA13] -
White Rocks Complex to Manuel Dimech
Bridge, St Andrew’s Figure 132.
Location of the six Do-
Something 1 TEN-T Road
Projects
308
4.3.2 These two corridors shown in Figure 133
Measures to increase the average were selected on the basis of having high
speed of public transport passenger loadings and largest number
of sections with poor bus speed ratios
This package corresponds to the Measure compared to traffic flow speeds. The
2.3.1.1 Implement Public Transit Quality implementation of Public Transport corridors
Corridors for: is the key action to increase the average
speed of public transport. Physical Measures
• PT1.1: Sliema – Msida – Valletta along the corridors include bus lanes and
• PT1.2: Tarxien – Fgura – Marsa – Valletta other bus priority measures at pinch points
(such as bus activated traffic signals) to
assist buses during peak hours.
Figure 133.
Public Transport
Corridors PT 1 and PT2
Additionally, a number of measures have

been proposed in order to increase bus
patronage. The aim of these measures is
to improve reliability and reduce perceived
waiting time and therefore increase bus
patronage and public transport modal share.
309
The identification and description of these Real time vehicle tracking and
complementary measures are given below: management systems
Journey planners The real time vehicle tracking and

management systems are a hardware
Journey planners provide information and software solutions that allow public
about available public transport journeys transport operators to keep track of vehicles’
according to the origin and destination movements within the network.
and real time conditions of the services. The system which is currently being
Journey planners use a journey planning deployed enables public transport operators
engine to find the best route between the to schedule services in accordance with
origin and destination of the available public planned and current traffic conditions,
transport services. Journey planners take considering current passenger journey
into consideration real time traffic conditions behaviour and optimising operational
or other operational particularities such as efficiency.
breakdowns or accidents that may modify
the characteristics of the specific journey. Also, these systems help to ensure that the
Journey planners are a tool that provides services run according to schedule and
the travellers the best public transport route, facilitate the operator’s task of monitoring
reducing then the real and perceived waiting services and dealing with problems, such
time. as delays due to traffic congestion and
breakdowns.
Figure 134.
Schematic of system of
real time vehicle tracking
and management
310
Improving interchange facilities purposes, we have considered that the
correction factor applied to the Public
Interchange stations are a key element of the Transport time with respect to private traffic
public transport network and improving the time is reduced to from 45% to 20%.
interchange facilities enhance the experience
of travelling in public transport, increasing 4.3.3
then public transport patronage. Measures to improve ferry services
A number of upgrades can be implemented in This undertaking corresponds to the

order to improve interchange facilities, such as: Measure 2.4.2.1. Improvement of the existing
ferry landing places.
- Improve passenger waiting areas.
- Improve the pedestrian and public Currently, two passengers ferry services
transport access to interchange stations in operate in the surroundings of Valletta:
order to reduce access and egress times.
- Improve interchange configuration to - The Valletta (Lascaris) – Three cities
optimize transport operation and use of service is a ferry passenger route that
space. links Valletta with the Three cities. The
- Implementation of new technologies to location of the boarding places in Valletta
manage, operate and provide information is Lascaris and in Three Cities is Bormla.
for passengers.
- The Valletta – Sliema ferry service links
All these improvements increase the average Marsamxett (in Valletta) to the city of
efficiency of Public Transport. For modelling Sliema.
Figure 135.
Location of ferry services
311
The main features of these ferry services are

summarized in the following table:
Valletta (Lascaris) – Three cities (Bormla)
Concept Brief description

Type of ferry Around 160 passengers.
Frequency One service (each way) every 30 minutes.
According to current ferry schedule:
• 26 services each way per day leave from Lascaris29

(or Cospicua) in winter (04/10 – 31/05).

(or Cospicua) in summer (01/06 – 03/10).
Valletta – Sliema

• 25 services per way and day leave from Marsamxett31

(or Sliema) in winter (04/10 – 31/05).

(or Sliema) in summer (01/06 – 03/10).
Table 53.
Ferry services features
Therefore, in order to improve the capacity - The frequency has been improved from
of these ferry lines, this measure consists in 1 service every 30 minutes to 1 service
improving the service given by the Valletta every 20 minutes
– Sliema and Valletta – Bormla passengers’
ferries:
29
On Sundays and Public Holidays only 19 services each way per day.
30
31
32
312
4.3.4 Under this scenario one cycle corridor would
Implementation of a cycling be provided between St. Julian’s, Sliema and
corridor Valletta, where the latent demand for using
safe bicycle infrastructure is the highest. The
This undertaking corresponds to the cycle lane would be on the footpath or by
Measure 2.2.2.5 Develop pilot cycle corridors the side of the road and, therefore, would
between Valletta and: i) St. Julian’s, Sliema; not reduce the road capacity in the modelled
ii) Three Cities and Fgura, and iii) between road network.
villages.
FIgure 136.
Schematic of an improved allocation of
the limited Road Space to create cycling
corridors
Figure 137.
Cycle Corridor 1
313
Cycling is not a common mode of transport The study “Cycling in the Netherlands”
in Malta (modal share of 0.3% according to (Ministerie van Verkeer en Waterstaat, 2009)
2010 NHTS). However, the comparison with provides bicycle shares in several European
other European countries shows a wide countries/cities.
growth potential. According to the Cycling
Barometer (European Cyclist Federation,
2013), cycling is the main mode of transport
for 30% of the Netherlands’ population;
countries such as Denmark, Sweden,
Germany and Finland also stand out, with
more than 10% of their inhabitants using the
bicycle as main mode of transport. No figure
is included for Malta in the afore-mentioned
study.
FIgure 138.
% of population using the bicycle as main
mode of transport. 2013
The afore-mentioned study supports of an appropriate physical infrastructure is

the connection between bicycle use in a very likely to increase the use of this soft
municipality and the quality of the cycling mode of transport in Malta. A comparison
infrastructure. It refers to a previous study between the modal share of transport
revealing that about one-third of the by bicycle and the density of cycle lanes
explanatory power of a model taking into per inhabitant in different European cities
account 44 factors possibly influencing allows for forecasting the future share of
bicycle use, lays in the group of factors transport by bicycle in Malta. The indicator
denoting traffic policy; and almost 73% density of cycle lanes per inhabitant was
of the variance in bicycle use among chosen because it incorporates not only the
municipalities is explained by the same kilometres of cycle lanes, but also the city’s
group of factors. Therefore, the provision population.
314
FIgure 139.
Bicycle modal share in several European
countries/cities. 2009
Currently there are about 25 km of cycle

lanes in Malta. With the implementation
of the Sliema-Valletta cycle corridor, Malta
would reach around 35 km of cycle lanes,
which would result in a ratio of 78 km/
million inhabitants. According to the above-
mentioned comparison between the share
of transport by bicycle and density of cycle
lanes per inhabitant, the ratio of 78 km/
million inhabitants would result in a share of
transport by bicycle of 2% in Malta.
315
4.3.5 For modelling purposes, it has been

Low emission zone in the Hub assumed that all the private vehicles entering
the Low Emission Zone pay 19% of the entry
This package corresponds to the Measure fee and all the heavy vehicles entering the
2.2.4.1 – Study the potential to introduce Low Low Emission Zone pay 39% of the entry fee
Emission Zones in dense and polluted urban during the peak hours
areas.
The entry fee was set to €1.00 for modelling
For demonstration purposes, this scenario purposes.
examined the effect of introducing a fee to
enter the most critically congested zone
in Malta which would apply to all vehicles
manufactured twenty years or more ago.
Licensed vehicles more than 20 years old
were manufactured either to Euro I emission
standards or to no stated European emission
standard, and therefore represent the most
polluting category of vehicles in the national
vehicle parc.
Total number of vehicles in Malta (2014)
Table 54.
Vehicle Type Number of vehicles Total number of
vehicles in Malta
LV 265,950
HGV 45,504
Number of Vehicles over 20 years old (2014)
Vehicle Type Euro Number of vehicles % of the total

Classification
LV M1 49,125 19%
M2 136
HGV N1 12,484 39%
N2 3,577
N3 1,846
Table 55.
Number of vehicles per age
group – over 20 years old
316
Figure 140.
Low Emission Zone
4.3.6
Promotion of multiple occupancy This can be achieved by filling the unused
space or seats in vehicles. A common
This package corresponds to the Measure characteristic during peak period commuter
2.2.2.2 Develop and incentivise schemes traffic is average car occupancy rates of 1.2
to promote multiple occupancy, smaller passengers per vehicle, as was assumed
vehicles and reduce the need to travel in during the development of the Base year
peak hours. and Do-Minimum scenarios.
The growth of traffic leads to higher levels Therefore, the promotion of multiple
of congestion, for which the construction of occupancy vehicles is required in order
new transport infrastructure is often not a to reduce the levels of congestion. A
solution, because of financial and technical general assumption in the model is that car
constraints and also because it tends to occupancy increases from 1.207 (Base year
induce demand that generates more traffic, and Do-Minimum scenarios) to 1.30 pax/veh.
increasing the levels of congestion.
A number of policies can be implemented
Among the number of measures to in order to promote the increase in car
effectively reduce congestion is the occupancy being the two most relevant
better use of the existing infrastructure carpooling and high-occupancy vehicle
by optimizing the use of the existing (HOV) lane for which is a description is given
infrastructure. below:
317
Carpooling Carpooling has the following benefits:
Carpooling is the sharing by different people - Carpooling reduces each person’s travel
of car journeys so that more than one person costs such as fuel costs, tolls, and the
travels in a car, increasing car occupancy. stress of driving.
Drivers and passengers need to find a match - Carpooling is more environmentally

to travel together and after finding this friendly and sustainable way to travel
match they contact each other to arrange since it reduces carbon emissions, traffic
any details for the journey. Contacting congestion, and the need for parking
and matching of drivers and passengers spaces.
is a critical phase of the system and can
be made through different systems, such
as public or private websites, specific High-occupancy vehicle (HOV) lanes
carpooling software, carpooling agencies,
pick-up points or different applications High-occupancy vehicle lane is a restricted
available on smart phones and social traffic lane reserved at specific periods of
networks. time for the exclusive use of vehicles with a
driver and one or more passengers, including
In order to guarantee the success of other public transport vehicles.
carpooling schemes, the following issues
should be addressed when implementing HOV lanes are intended to optimize the
these policies: use of infrastructure with more persons
per car and per lane and save time for
- Public funding may be required to users by enabling them to bypass the
implement a matching tool that connects areas of heaviest traffic congestion. Since
drivers and passengers. car occupancy is usually low, especially
during peak hours, the HOV lane is seldom
- Appropriate incentives should be given to congested. Giving HOV users a reliable and
carpooling users such as HOV, subsidies, congestion-free ride during peak hour serves
free parking, etc. as a strong incentive for ridesharing HOV
lanes also provide commuters a needed
- Marketing campaigns to inform potential alternative to congestion.
users about convenience, cost savings
and create the largest as possible pool of HOV lanes show the following benefits:
users.
- To ease congestion in heavily used
- The system should be flexible to roads by allowing vehicles with multiple
accommodate different driver and occupants to use the HOV lane.
passengers’ travel patterns.
- To defer road expansion projects and the
- It should be reliable mode of transport. optimized use of road infrastructure.
- It should be secure and safe, since - To reduce the extent of exhaust emissions
potential users usually show great and contribute to cleaner air.
concerns over security.
318
Figure 141.
High Occupancy Vehicle
Lanes and signage
04.4 4.4.1
“Do-Something 2” scenario Moderate level of road
infrastructure provision
The Do-Something 2 Scenario corresponds

This group of measures corresponds
to the transport policy approach that is
to the Measure 2.2.7.1 TEN - T Core and
aimed at a strong restriction in the use
Comprehensive Network, from which only
of private cars, moderate levels of road
the four priority road projects have been
infrastructure provision and strong support
included in the model as part of the Do-
of public transport and alternative modes.
Something 2 Scenario:
From the modelling point of view, it has been
implemented based on the Do-Minimum
• RD1: Remove traffic bottleneck at [nodes
scenario and comprises the following groups
EA20a-EA21a] - Addolorata junction,
of measures and their sub measures:
Marsa
a) Moderate level of road infrastructure

• RD2: Removal of bottleneck and upgrade
provision;
of regional road between EA14 and EA16
b) Measures to increase average speed of
(Kappara junction), Kappara
public transport;
c) Measures to improve ferry services;
• RD3: Remove traffic bottleneck and
d) Implementation of two cycling corridors;
reduce severance between urban
e) Low emission zone in the Hub;
communities [Nodes EA20a-EA7a]
f) Promotion of multiple occupancy;
-December 13th Road, Marsa
g) Fast ferry between Malta and Gozo;
h) Freight ferry daily service between Malta
• RD6: Removing bottleneck and reduce
and Gozo.
severance between communities at
Regional Road (Nodes NA11-EA13] -
The following paragraphs include the
White Rocks Complex to Manuel Dimech
description and the main modelling
Bridge, St Andrew’s
assumptions adopted for each of the
aforementioned package of measures within
the Do-Something 2 Scenario.
319
Figure 142.
Location of the four Do-
Something 2 TEN-T Road
Projects
Road projects RD3, RD4 and RD6 all These two projects are both located on busy
perform well from an economic point of bus corridors and the modelled assessment
view, with RD4 exhibiting a more significant has demonstrated significant potential for
rate of return. However, for this scenario reducing the congestion which would give
RD3 and RD6 were specifically selected rise to increased bus travel speeds and
from the six shortlisted TEN-T roads projects improved bus service reliability. Unlike road
on the basis of their relatively strong project RD4, RD3 and RD6 are located
performance in the Multi-Criteria Analysis within busy urban areas and have been
where the highest scores were awarded to specifically designed to address permeability
these projects in relation improvement to for cycling and walking. These are difficult
bus service reliability and efficiency, as well to model, but nonetheless would lead to
environmental and social criteria. increased usage of these alternative modes.
320
4.4.2 Five additional bus corridors have been
Measures to increase the average added to the two corridors identified in
speed of public transport the Do-Something 1 scenario in order to
provide a stronger level of support towards
This group of measures corresponds to
promoting public transport. For modelling
the Measure 2.3.1.1 Implement Public Transit
purposes, the correction factor applied to
Quality Corridors for:
the Public Transport time with respect to
private traffic time is reduced to from 45% to
• PT1.1: Sliema – Msida – Valletta
10% in bus lanes and 30% in the rest of the
• PT1.2: Tarxien – Fgura – Marsa – Valletta
network.
• PT1.3: Mosta – Birkirkara – Hamrun – Valletta
• PT1.4: Naxxar – Birkirkara – Hamrun – Valletta
• PT1.5: Mosta - Birkirkara –University – Msida
• PT1.6: Attard – Birkirkara – Hamrun – Valletta
• PT1.7: Qormi – Hamrun – Valletta
Figure 143.
Public Transport corridors
PT 1 to PT7
321
4.4.3
Measures to improve ferry services
This undertaking corresponds to the

Measure 2.4.2.1. Improvement of the existing
ferry landing places.
Currently, two passengers ferry services

operate in the surroundings of Valletta:
- The Valletta (Lascaris) – Three cities

service is a ferry passenger route that
links Valletta with the Three cities. The
location of the boarding places in Valletta
is Lascaris and in Three Cities is Bormla.
- The Valletta – Sliema ferry service links

Marsamxett (in Valletta) to the city of
Sliema.
Figure 144.
Location of ferry services
322
The main features of these ferry services are
summarized in the following table:
Valletta (Lascaris) – Three cities (Bormla)


(or Cospicua) in winter (04/10 – 31/05).

(or Cospicua) in summer (01/06 – 03/10).
Valletta – Sliema


(or Sliema) in winter (04/10 – 31/05).

(or Sliema) in summer (01/06 – 03/10).
Table 56.
Ferry services features
Therefore, in order to improve the capacity - The frequency has been improved from
of these ferry lines, this measure consists in 1 service every 30 minutes to 1 service
improving the service given by the Valletta every 15 minutes
– Sliema and Valletta – Bormla passengers’
ferries
33
34
35
On Sundays and Public Holidays only 19 services each way per day
36
323
4.4.4 Under the Do-Something 2 Scenario, two

Implementation of a cycling cycle corridors would be introduced (St.
corridor Julian’s-Sliema-Valletta and the Three Cities-
Fgura- Valletta) to reflect the stronger level
This undertaking corresponds to the of support for alternative modes when
Measure 2.2.2.5 Develop pilot cycle corridors compared with the Do-Something 1 Scenario.
between Valletta and: i) St. Julian’s, Sliema; The cycle lanes would be located either on
ii) Three Cities and Fgura, and iii) between the footpaths or by the side of the road and
villages. therefore would not reduce road capacity in
the modelled road network.
Figure 145.
Cycle Corridors 1 & 2
Currently there are about 25 km of cycle

lanes in Malta. With the implementation of
the Sliema-Valletta and Fgura-Valletta cycle
corridors, Malta would reach around 42 km
of cycle lanes, which would result in a ratio
of 93 km/million inhabitants. According to
the above-mentioned comparison between
the share of transport by bicycle and density
of cycle lanes per inhabitant (Figure 139),
the ratio of 93 km/million inhabitants would
result in a share of transport by bicycle of 3%
in Malta.
324
4.4.5
Low Emission Zone in the Hub For modelling purposes, it has been
assumed that all the private vehicles entering
This package corresponds to the Measure the Low emission zone would pay 40% of
2.2.4.1 – Study the potential to introduce low the access fee and all the heavy vehicles
emission zones in dense and polluted urban entering the Low emission zone would pay
areas. 64% of the access fee.
For demonstration purposes, the Do-

Something 2 scenario examined the effect of
introducing a fee to enter the most critically
congested zone in Malta which would apply
to all vehicles manufactured fifteen years
or more ago. Licensed vehicles more than
15 years old were manufactured to Euro I,
Euro 2 emission standards or to no European
emission standard. Vehicles manufactured
fifteen years or more ago would have to pay
a €1.00 fee to enter this zone during the
critical peak hours.
Total number of vehicles in Malta (2014)
Table 57.
Vehicle Type Number of vehicles Total number of
vehicles in Malta
LV 265,950
HGV 45,504
# Vehicles over 15 years old
Vehicle Type Euro Number of vehicles % of the total

Classification
LV M1 105,737 40%
M2 349
HGV N1 20,352 60%
N2 6,358
N3 2,341
Table 58.
Number of vehicles per age
group – over 20 years old
325
Figure 146.
Low Emission Zone
4.4.6 This can be achieved by filling the unused

Promotion of multiple occupancy space or seats in vehicles. A common
characteristic during peak period commuter
This package corresponds to the Measure traffic is average car occupancy rates of 1.2
2.2.2.2 Develop and incentivise schemes passengers per vehicle, as was assumed
to promote multiple occupancy, smaller during the development of the Base year
vehicles and reduce the need to travel in and Do-Minimum scenarios.
peak hours.
Therefore, the promotion of multiple
The growth of traffic leads to higher levels occupancy is required in order to reduce the
of congestion, for which the construction of levels of congestion. A general assumption
new transport infrastructure is often not a in the model is that car occupancy increases
solution, because of financial and technical from 1.207 (Base year and Do-Minimum
constraints and because it induces demand Scenarios) to 1.40 pax/veh which would
that generates more traffic and increases result from a stronger level of support for
then the levels of congestion. alternative travel during peak hours when
compared with Do-Something 2 scenario.
Among the number of measures to
effectively reduce congestion is the
better use of the existing infrastructure
by optimizing the use of the existing
infrastructure.
326
4.4.7
Introduce electric buses in Gozo In order to estimate the emissions spared,
we have calculated the distance travelled by
The introduction of e-Buses in Gozo to all the buses in Gozo, and then calculated
replace 12 of the public transport fleet of 33 the changes in air pollution and climate
buses corresponds to the Measure 2.2.5.3 change due to the introduction of electric
Introduction of electric Buses in Gozo. buses.
The introduction of electric buses in Gozo The following tables summarise the
would eliminate all the pollutants emissions consequences of replacing the current Gozo
and carbon emissions due to Public bus fleet, by an electric bus fleet:
transport in Gozo.
Pollutants emissions [tons] and CO2 emissions [tons] spared
Scenario CO PM NOx NMVOC CO2

[tons/year] [tons/year] [tons/year] [tons/year] [tons/year]
DS2 with electric 1.1 0.1 5.1 0.3 475.8
buses in Gozo
Table 59.
Pollutants emissions and CO2 emissions spared
by the introduction of electric buses in Gozo
Savings in air pollution and climate change (€)
Table 60.
Scenario PM NOx CO2 Total Savings in air
pollution and
[€/year] [€/year] [€/year] [€/year] climate change
due to the
DS2 with electric 4,017 48,747 14,275 67,039 introduction of
buses in Gozo electric buses
in Gozo
Pollutants emissions [tons] and CO2 emissions [tons] spared
Scenario CO PM NOx NMVOC CO2

[tons/year] [tons/year] [tons/year] [tons/year] [tons/year]
DS2 without 6,648 55 1,056 1,139 284,736
electric buses
DS2 with electric 6,647 55 1,051 1,139 284,260
buses
% of emissions 0.02% 0.26% 0.48% 0.03% 0.17%
reduction
Table 61.
Comparison of the emissions between the
scenarios with and without electric buses
327
Cost of air pollution and climate change (€)
Scenario PM NOx CO2 Total

[€/year] [€/year] [€/year] [€/year]
DS2 without 1.55 10.18 8.54 20.28
electric buses
DS2 with electric 1.55 10.13 8.53 20.21
buses
% of cost 0.26% 0.48% 0.17% 0.33%
reduction
Table 62.
Comparison of the costs due to climate change
and air pollution between the scenarios with and
without electric buses
4.4.8 Therefore, with the implementation of this

Fast ferry between new link, there would be an induced demand
Malta and Gozo effect. With these hypotheses, the potential
demand is 300 passengers in the AM peak-
This package corresponds to the Measures hour. A specific demand model based on
2.5.4.4 Determine the location of the landing Stated Preference Surveys and Revealed
place for the ferry service (including freight Preference Surveys should be carried out in
high speed ferry) to/from Gozo and 2.5.4.5 order to estimate the share of the fast ferry
Re-introduction of an express passenger link in this potential demand.
ferry link between Malta and Gozo.
On the other hand, introducing a Freight
The objective of re-introducing a fast ferry link between Gozo and Valletta could
passenger ferry link between Malta and have a positive impact on the congestion
Gozo would be to provide a new connection and the environment. The vessel that would
between the two islands. Therefore, the operate the link has a capacity for 36
potential demand37 of this ferry is all the Medium/Heavy Goods Vehicles and would
passengers currently travelling between travel once a day (per direction). Annually,
Gozo and Malta. this would take approximately 23,000 HGV
out of the roads, which would be translated
Since this link does not currently exist into the following spared emissions:
currently, there is no demand having
an origin (or destination) in Gozo and a
destination (or origin) in Malta.
37
The potential demand is the scope of the traffic that could be captured by the new facility In-scope traffic is the traffic that
might be attracted to the project. […] For public transport links, it represents an initial judgement on the traffic that could
be captured both from other competing public transport services and potentially attracted from other modes under the most
favourable circumstances. Modelling transport, Juan de Dios Ortúzar, Luis G. Willumsen.
328
Pollutants emissions [kg] and CO2 emissions saved [kg]
CO [kg/year] PM [kg/year] NOx [kg/year] NMVOC [kg/ CO2 [kg/year]

year]
3.1 34.0 4.2 6,681.6 3.8
Table 63.
Pollutants emissions and CO2 emissions spared
by a Freight ferry link between Malta and Gozo
Cost of air pollution and climate change (€)
PM [€/year] NOx [€/year] CO2 [€/year] Total [€/year]

959,716 40,018 113 999,846
Table 64.
Savings in air pollution and climate change due
to the introduction of a daily Freight ferry link
between Malta and Gozo
04.5 Considering the peak hour factors derived

Outputs and results from the NHTS 201038 (11.1% for the AM
of modelling policy peak hour and 7.6% for the PM one), it was
scenarios possible to calculate the daily network
indicators. From the Automatic Traffic
The following paragraphs summarise the Counts information, it was possible calculate
main performance indicators and external the average weekly indicators on the basis
impacts of traffic (cost of congestion, cost of the daily profiles. The average yearly
of accidents and environmental externalities) information was calculated by using monthly
across the whole network, obtained from traffic profiles.
the simulation of the two Do-Something
scenarios, in comparison with the reference The following table shows the Measure
scenario (Do-Minimum). of Effectiveness for the general point of
view and also divided by vehicle category
4.5.1 passenger vehicles (as represented by the
Performance indicators abbreviation LV) or Freight Carrying Vehicles
(as represented by the abbreviation HV). It
The next table contains the travelled distance should be noted that, when considering the
as an indicator of private traffic performance, whole network from a general perspective,
which represents the total distance travelled the impact of the HVs is considered as
by all the vehicles across the whole network. three times the one of a LV, in order to
It is calculated as the product of the number homogenize the parameter and provide a
of vehicles driving on each link and the length basis for objective comparison.
of the link (the indicator unit is vkm).
38
National Household Travel Survey, 2010 (Transport Malta, Ministry for Infrastructure, Transport and Communications)
329
Peak-hour travelled distance [vkm] Yearly travelled distance

[million vkm]
Mode39 AM PM Yearly
Do min DS 1 DS 2 Do min DS 1 DS 2 Do min DS 1 DS 2
LV 391,090 347,693 310,159 397,996 362,986 322,803 1,425 1,286 1,145
HV 47,231 47,118 46,844 24,851 25,458 24,702 124 125 123
LV+HV 532,782 489,048 450,692 472,547 439,360 396,911 1,796 1,660 1,513
Table 65.
Measures of effectiveness: peak-hour and yearly
travelled distance by all vehicles, 2025 (NTM;
Elaboration)
The next figures show the Traffic flow maps • The higher traffic levels are registered
for each scenario in the AM peak period. in the TEN-T Core and Comprehensive
Please note that the unit is the Passenger Network.
Car Unit (PCU), which is a combination of
LVs and HVs (the latest multiplied by a factor • The maps below show the decrease
of 3). The general levels of adequacy and in traffic Volumes in the main TEN-T
effectiveness of the road network during Comprehensive Network (the transverse
most congested time segments of the corridor) between the Do-Something
day are shown by the following Volume/ 1 and the Do-Something 2 scenarios.
Capacity maps. This is very likely to be related to the
improvement of the Public Transport
The traffic across the dense Maltese road efficiency and the consequent modal
network is mainly concentred along the shift.
central section of the TEN-T Network
(mainly arterial with some distributor • Similarly, a reduction of the traffic
corridors), which gravitates around the volumes in the radial corridors: 1)
harbour region (Peninsula, Inner Harbour Triq Dun Karm, Triq il-Mosta and Triq
and Outer Harbour) with its border Valletta (Birkirkara) and 2) Triq L-iMdina
defined by the following localities: Fgura, (Attard), Mriehel Bypass and Marsa
Malta International Airport, Qormi, Mosta, Hamrun Bypass can be seen in the Do-
Birkirkara, Valletta and St Julian’s. From the Something-2 scenario with respect to the
outputs of the National Transport Model, it Do-Something 1 scenario. This is due to
can be concluded that: the introduction of the Public transport
corridors number 3, 4, 5 and 6 that
has enhanced the modal shift in those
corridors.
39
Light vehicles (Private Car), Heavy vehicles (Freight)
330
TEN-‐T Core and
TEN-‐T Comprehensive Network
Figure 147.
AM Road traffic volumes (PCU/h) of the entire
network, Do-Something 1, 2025 (NTM)

(transverse corridor)
TEN-‐T Core Network
Figure 148.
AM Road traffic volumes (PCU/h) within the Inner-Harbour
Region, Do-Something 1, 2025 (NTM))
331
TEN-‐T Core and

Figure 149.
AM Road traffic volumes (PCU/h) of the entire

(transverse corridor)

TEN-‐T Core Network
Figure 150.
AM Road traffic volumes (PCU/h) within the Inner-Harbour
Region, Do-Something 2, 2025 (NTM)
332
The critical sections, characterised by higher In both scenarios, in 2025, congestion
degree of congestion and low level of spreads over the entire length of the Sliema
service have a V/C > 0.8. As depicted in the sea front, from Triq ix-Xatt to Triq it-Torri.
V/C maps below, the congestion in the main This private transport congestion is in part
corridors of Malta has noticeably decreased due to the introduction of a bus lane in
in comparison to the Do-Minimum scenario. one of the two lanes of Triq ix-Xatt what
The congestion was expected to spread leaves only one lane for private car. Similarly,
to all the metropolitan area of the Outer the congestion in the distributor linkage
Harbour Region in 2025, however with the between the airport and the urban centre
introduction of the road measures of the of Qormi, Triq Hal Qormi and Triq Hal Luqa,
Do-Something 1 and the Do-Something 2 worsens in the two scenarios analysed in
scenarios, the congestion is avoided in the comparison to the base year situation.
following sections:
• Most of the 5 radial roads connecting

Valletta to the rest of the island, namely
1) Triq Bellavista and Triq Tal-Balal (San
Gwann), 2) Triq Dun Karm, Triq il-Mosta
and Triq Valletta (Birkirkara), 3) Triq
Il-Wied ta’ l-iMsida, Triq Mannarino, Triq Il-
Ferrovija, Triq Salvu Psaila, Triq in-Naxxar
(Birkirkara), 4) Triq l-iMdina (Attard),
Mriehel By-pass and Marsa Hamrun
Bypass 5) Triq I-iMdina have a V/C under
0.6.
• Almost the entire Comprehensive

TEN-T corridor, the transverse corridor,
between Triq Paul Boffa, Triq Aldo Moro,
Triq Dicembru 13 (Marsa), Triq Regionali
and Triq Mikiel Anton Vassalli (St Julian’s).
333
Figure 151.
AM Volume/Capacity of the entire network,
Do-Something 1, 2025 (NTM)
Figure 152.
AM Volume/Capacity within the Inner-Harbour Region,
334
Figure 153.
AM Volume/Capacity of the entire network,
Figure 154.
335
Modal split across the whole network, or improvement of the Public Transport share
modal share, is the percentage of travellers of 2.0%. Besides, the Do-Something-2
using a particular type of transportation. scenario, which focuses on Public Transport
Modal split changes noticeably between measures, includes 7 Public Transport
the Do-Minimum, Do-Something 1 and Do- corridors and the improvement of the
Something 2 scenarios. Valletta Ferry frequencies together with
the reduction of buses average dwelling
In the Do-Something 1 scenario, the times. Under this scenario, the Modal shift
introduction of the 2 Public Transport from Private vehicles to Public Transport is
corridors and the improvement of the of 4.4% with respect to the Do-Minimum
Valletta Ferry frequencies results in an scenario.
Modal split
Mode AM PM Yearly
Do Min DS 1 DS 2 Do Min DS 1 DS 2 Do Min DS 1 DS 2
Private Car 72.3% 70.3% 67.9% 79.0% 76.7% 74.8% 75.7% 73.5% 71.4%
Public Transport 16.7% 18.8% 21.2% 15.2% 17.4% 19.4% 16.0% 18.1% 20.3%
Other Modes 11.0% 10.9% 10.9% 5.8% 5.9% 5.8% 8.4% 8.4% 8.3%
Figure 66.
Key mobility Statistics: peak-hour and yearly
Modal Split 2025 (NTM; Elaboration)

distance
[million pkm]
Mode AM PM Yearly
Private Car 472,046 452,001 434,223 480,381 471,882 451,924 1,720 1,672 1,603
Public Transport 111,538 141,801 169,639 90,321 113,147 133,216 358 452 536
Total 583,584 593,802 603,862 570,702 585,029 585,140 2,078 2,123 2,139
Figure 67.
Measures of effectiveness: peak-hour and yearly
travelled distance by all passengers 2025 (NTM;
Elaboration)
336
The next table contains the travelled The average speed of the entire network
distance as an indicator of public and for each mode, an indicator of public and
private traffic performance, which represents private traffic performance, it is calculated
the total distance travelled on board by all as the ratio between the travelled distance
the passengers across the whole network. and the time spent by the all vehicles in the
network and shown in Table 68.
It is calculated as the sum, extended to all
the links of the network, of the products of As a reference, Table 69 below shows the
the number of passengers on board on each observed commercial speed of public
link and the length of the link (the indicator transport in several European cities
unit is pkm).
Mode40 AM PM
Do Min DS 1 DS 2 Do Min DS 1 DS 2
Private Car 20.7 23.8 24.8 23.1 23.6 26.3
Figure 68.
Measures of effectiveness: peak-hour LV and PT
average speed 2025 (NTM; Elaboration)
40
Light Vehicles (LV), Public Transport (PT)
337
Table 69.
Comparison of commercial speeds for urban bus networks
across different cities in 2013 (EMTA41, Elaboration)
The next figures show the Public Transport The PT speed analysis in the two scenarios
Speed analysis maps for each scenario in shows that the introduction of the bus lanes
the AM peak period. The PT Speed Ratio has improved significantly the speed of the
represents the ratio between the expected public transport network. The maps below
or congested speed of PT and the design show that the Public Transport corridors
speed of PT at each section. The speed 3, 4, 5 and 6 have an average speed very
analysis is a tool to identify the improvement close to the free-flow speed in the scenario
of the bottlenecks and critical sections Do-Something 2. However, there are still a
identified in the Do-Minimum scenario. few small sections where the speed is less
than 30% of target speed: in Triq tal Balal, in
the San Gwann zone, in Triq Regionali and in
Marsa Hamrun bypass.
41
European Metropolitan Transport Authorities Barometer, 2013 data.
338
Figure 155.
AM Public Transport speed analysis of the entire
Figure 156.
AM Public Transport speed analysis within the
Inner-Harbour Region, Do-Something 1, 2025 (NTM)
339
Figure 157.
AM Public Transport speed analysis of the entire
Figure 158.
AM Public Transport speed analysis within the
Inner-Harbour Region, Do-Something 2, 2025 (NTM)
340
4.5.2 The final cost of congestion related to the
Cost of congestion overall time lost travelling within the network
is based on two main components:
The analysis of the external impact of traffic
and congestion in Malta seeks to quantify • the first one, more significant, is the
all the significant impacts of transport on value of time: VoT applied to the total
Malta’s environment, public health, economy number of hours lost travelling within the
and employment. network, and
The cost of congestion is based on the • the second one, related to the VoC, is
evaluation of the lost time spent across the total idle fuel consumption: fuel
the whole road network due to congestion consumption associated to idle/stop
as the difference between the actual total conditions applied to the total number of
time spent travelling within the network and hours lost travelling.
the total travelled time at ideal “free flow
condition”.
Mode Lost time per Cost of lost time [€m/ Cost of Consumption
passenger [h/year] year] at idle [€m/year]
Private Car 29.1 27.3 25.0 397.1 360.3 321.1 20.3 17.1 14.2
Freight 18.9 16.2 13.5 51.1 43.8 36.6 6.3 5.4 4.5
Public Transport 36.6 32.7 26.7 105.6 106.9 98.0 0.0 0.0 0.0
Total 29.6 27.4 24.5 553.8 511.0 455.7 26.6 22.5 18.6
Table 70.
2025 (NTM; Elaboration)
4.5.3
Cost of accidents
The methodology followed to estimate the

number of accidents in each scenario was as
follows:
1. The total number of accidents in Malta

for the period 2010-2014 was taken from
the various Transport Statistics reports42
published by the National Statistics Office
of Malta.
42
https://nso.gov.mt/en/publicatons/Publications_by_Unit/Documents/B3_Environment_Energy_Transport_Agriculture_
Statistics/Transport_Statistics_2015.pdf
341
2. This number of accidents only 4. Once the total number of accidents

represent the total number of reported per vehicle-kilometre was estimated,
accidents in the country, therefore, the using the forecast of vehicles-kilometre
European Commission recommends for each scenario the total number of
using correction factors to account for expected accidents was calculated.
unreported accidents as well.
5. Finally, given the intervention the total
3. With the average number of accidents number of accidents is expected to fall
by type of vehicle for the period 2010- given the improvements in each scenario.
2014 and the yearly number of vehicle- With those reductions of accidents, the
kilometres, the total number of accidents final expected number of accidents was
by vehicle-kilometre could be obtained. calculated and its associated costs were
Light vehicles were not differentiated calculated by using the value of statistical
between cars and motorbikes; however, life proposed by the Guidance Manual for
given the difference in accident ratios for Cost Benefit Analysis (CBAs). Appraisal in
both modes of transport it is necessary Malta43. These values are reported in table 71.
to differentiate them. In order to do so The final results under each scenario are
the stock of licensed vehicles was used presented in table 72.
assuming that the percentage coincides
with the percentage of vehicle-kilometres
(93.53% cars 6.47% motorbikes)
Value of statistical life (€2012 prices)
Table 71.
Fatality Severe injury Slight injury Value of statistical life (Manual
for CBA. Malta)
1,205,573 153,918 11,442
Scenario Slight accidents Grievous Fatal accidents Cost associated

[accidents/ accidents [accidents/ to accidents
year] [accidents/ year] [€m/year]
year]
Do-Minimum 3,009.4 375.0 15.7 111.1
Do-Something 1 2,758.0 343.9 14.5 102.0
Do-Something 2 2,494.0 311.4 13.3 92.5
Table 72.
Estimation of yearly cost of accidents across the whole
network, 2025 (Various sources; Elaboration)
43
https://eufunds.gov.mt/en/Operational%20Programmes/Useful%20Links%20and%20Downloads/Documents/Guidance%20
Manual%20for%20CBAs%20Appraisal_May2013.pdf
342
4.5.4
ENVIRONMENTAL EXTERNALITIES
One of the external impacts of transport

is the climate change due to GHG (CO2)
emissions. Road transport is the transport
mode with higher GHG emissions. The
following table presents the assumptions
taken to calculate the CO2 emissions as well
as the pollutants emissions produced by
road transport across the whole network.
Emission factors
Mode CO2 CO PM NOx NMVOC

[g/kg fuel] [g/kg fuel] [g/kg fuel] [g/kg fuel] [g/kg fuel]
LV 0.47 87.1 3,169 9.8 14.90
HV 1.44 11.7 3,141 16.0 1.95
PT 0.94 7.6 3,140 33.4 1.92
Table 73.
Main assumptions: Tier 1 emission factors (EMEP-EEA air
pollution emissions inventory guidebook44)
Typical Fuel Consumption
Table 74.
[g/km] Main assumptions: average
fuel consumption per km
LV 65.0
HV 90.5
PT 240.0
In the analysis, the composition of the of air pollution, climate change, and idling
vehicle fleet is assumed to remain the fuel consumption are likely overestimated.
same, with no change in vehicle technology However, the costs estimated are very useful
taking place. However, it is a fact that as to compare the Do-Minimum and the Do-
newer vehicles typically have lower fuel use Something 1 and 2 scenarios.
and emissions, this means that the costs
44
http://www.eea.europa.eu/publications/emep-eea-guidebook-2013
343
For the Do-Minimum scenario, the total The following tables summarise the yearly
predicted costs are estimated at €24.0 estimations of GHG and pollutants emissions,
million whereas in the Do-Something 1, the for each scenario and the calculation of
predicted costs of air pollution and climate the yearly costs of air pollution and climate
change are estimated at €22.2 million and change.
at €20.3 million in the Do-Something 2.
Therefore, the proposed measures help
reduce the impact of transport in Malta,
by first, enhancing the modal shift towards
lower carbon-emission modes (bus and
ferry) and second reducing congestion. Both
facts contribute to reduce the air pollution
and mitigate climate change.
Table 75.
Do-Minimum Do-Something 1 Do-Something 2 Climate change: estimation of
yearly GHG (CO2) emissions,
342,642 314,319 284,736 2025 (NTM; Elaboration)

Do Min DS 1 DS 2 Do Min DS 1 DS 2 Do Min DS 1 DS 2 Do Min DS 1 DS 2
8,234 7,448 6,648 63.7 60 55 1,236 1,149 1,056 1,410 1,276 1,139
Table 76.
Estimation of yearly production of air pollutants, 2025
(NTM; Elaboration)
Scenario PM [€m/year] NOx [€m/year] CO2 [€m/year] Total [€m/year]

Do-Minimum 1.80 11.91 10.28 23.99
Do-Something 1 1.68 11.08 9.43 22.19
Do-Something 2 1.55 10.18 8.54 20.28
Table 77.
Estimation of yearly cost of air pollution, 2025
(NTM; Elaboration)
344
As a summary, the Do-Something 1 scenario investment from the beginning of the
reduces the costs of the external impacts operational period to the end of the
of transport in €58m per year and the Do- thirty-year period of evaluation,
Something 2 scenario reduces the costs of
the external impacts of transport in €128m - Major road rehabilitation cost: 15% of
per year. the total investment 20 years after
finalising the construction works.
4.5.5 • Linear growth in the costs (lost time,

Economic Indicators consumption at idle, air pollution and
traffic accidents) from 2025 to 2050.
The results from the previous sections, as
well as the shadow prices stated in the • All projects are completed by 2020.
Guidance Manual for Cost Benefit Analysis
(CBAs) Appraisal in Malta (May 2013), were Three economic indicators were calculated
used to estimate the costs and benefits based on the afore-mentioned hypotheses:
associated with each scenario. A few
assumptions were taken into account in • Economic net present value (ENPV);
order to perform the CBA:
• Economic internal rate of return (ERR);
• No inclusion of indirect effects: The and
guide above-mentioned states that, in
general, the use of shadow pricing and • Benefit-cost ratio (BCR).
the monetisation of externalities are
appropriate to account for any indirect The benefit-cost ratio is simply the ratio
effects. In this particular study, where between the discounted values of economic
the size of the distortion in secondary benefits and discounted economic costs.
markets is considered to be rather small
and very difficult to measure, it was
decided that shadow pricing was enough
to measure these distortions.
• A social discount rate of 5. was used in In the equation above, PV stands for present
order to calculate the ENPV and the BCR. value and this is calculated by applying the
This is the discount rate recommended social discount rate.
by the EU guidance for CBAs carried
out in cohesion countries during the The ENPV is the sum of the discounted
programming period 2014-2020 flows of benefits and costs. In the equation
below, St represents the difference between
• Given the estimated investments, some benefits and costs in time t. As before, at
operational and maintenance costs had represents the choice of discount rate (in
to be assumed: this case, the social discount rate is chosen).
- Small maintenance and operational

cost: annual cost of 2% of the total
345
Finally, the EIRR can be estimated based

on the ENPV. The EIRR is simply the rate of
return that gives an ENPV with a value of
zero.
The results shown in the next table are for

the beginning of the year 2020; the Do-
Minimum scenario is considered the base
case. It has also been considered that all
the projects are operating by the year 2020
and that they have a useful life of 30 years
leaving no residual value after the year 2050.
Socio-Economic Profitability
Do-Something 1 Do-Something 2
(€m) (€m)
Socioeconomic benefits 1,626.68 2,814.55
Congestion time savings 1,282.43 2,161.28
Consumption at idle savings 96.69 161.89
Externalities - environmental costs savings 32.31 63.14
Externalities - accidents savings 215.25 428.24
Operation and maintenance costs -159.98 -150.91
Investments (including RD1 and RD2) -474.64 -401.67
ENPV [€m] 992.06 2,261.97

EIRR 12.94% 24.53%
BCR 2.56 5.09
Table 78.
Economic indicators, DS1 and DS2
scenarios. (Elaboration)
346
The results show, and if measured 1 scenario. Furthermore, the internal rate of
individually, that both scenarios are socially return and the Benefit to Cost Ratio also
profitable and if measured individually show advantages in terms of risk for the
should be carried out. However, the analysis Do-Something 2 scenario.
shows better results for the Do-Something
2 scenario. It can be seen that the economic The following figures show the cash flows
net present value of this scenario is more over the analysed period for each of the
than two times the one of the Do-Something projects.
Cash Flows (Do-something 1)

250.0 Figure 159.
Estimated Economic Cash
200.0 Flows (Do-Something 1)
150.0
100.0
50.0
Million€
0.0
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
-50.0
-100.0
-150.0
-200.0
Costs Savings Total
Cash Flows (Do-something 2)

350.0 Figure 160.
Estimated Economic Cash
300.0
Flows (Do-Something 2)
250.0
200.0
150.0
Million €
100.0
50.0
0.0
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
-50.0
-100.0
-150.0
Costs Savings Total
347
348
05
ENVIRONMENTAL
CONSIDERATIONS
349
This chapter summarises the Environmental The vision for the NTS is:
Report45, which describes the Strategic
Environmental Assessment (SEA) in relation on To provide a sustainable transport
the National Transport Strategy, 2050 (NTS) system which is efficient, inclusive, safe,
and the Transport Master Plan, 2025 (TMP). integrated and reliable for people and
freight, and which supports attractive
The assessment was carried out in urban, rural and coastal environments and
accordance with the SEA Regulations (Legal communities where people want to live
Notice 497 of 2010), which transpose the and work: now and in the future.
European Directive 2001/42/EC on the
assessment of the effects of certain plans Six strategic goals have been developed
and programmes on the environment. It also in the context of the vision. The goals
summerises the findings of the Appropriate were developed based on research, policy
Assessment that was carried out in review and analysis described within the
accordance with Legal Notice 311 0f 2016. introductory chapters of the NTS. The table
below summarises the strategic goals.
05.1
National Transport
Strategy and Master Plan
The National Transport Strategy provides a

vision for the transport sector in Malta. It
goes on to describe the strategic goals and
direction to achieve these goals as well as
identifying indicators to measure progress.
Strategic Goal 1: Transport to Support Economic Development
Reduced congestion and removal of traffic bottlenecks improves travel times thereby
supporting competitiveness.
Improved reliability and efficiency can allow for better journey planning.
Strengthening transport links and connectivity, nationally and internationally increases
access to markets.
Reduced operational costs and improved seamless interconnectivity increases profitability
and can support competitiveness.
Improved experience and ease of access for non-regular users can support the tourism
product.
45
Transport Malta (2016), National Transport Strategy - Strategic Environmental Assessment Environmental Report
350
Strategic Goal 2: Transport to Promote Environmental and Urban Sustainability
Reduce and mitigate greenhouse gas emissions

Ensure efficient and sustainable use and management of resources
Ensure adaptation to climate change
Minimise impact of transport to enhance the landscape and townscape
Preserve the natural habitats and biodiversity
Respect historical and heritage resources
Strategic Goal 3: Transport to Support Social Development and Inclusion
Ensure travel options and journey quality are suitable for all user groups
Ensure affordability for targeted social groups
Increasing societal awareness on the need for sustainable travel choices
Reduce severance and adverse impacts on specific communities
Integration of isolated communities
Strategic Goal 4: Transport to Provide Accessibility and Mobility
Easy access to daily facilities

Convenient and reliable journey times
Ensuring an equitable and sustainable approach to all transport modes
Managing freight and urban logistics
Strategic Goal 5: Transport to be Safe and Secure
Resilient critical infrastructure

Extending the lifetime of high quality infrastructure
Reduction in injuries and loss of life relating to transport accidents
Rapid response to emergencies and accidents
Crime and terrorism
351
Strategic Goal 6: Transport to Work towards Public Health
A clean and pleasant public realm

Active lifestyles
Reduced pollution (air, noise and light)
Table 79.
Strategic goals of the Transport Strategy
The National Transport Strategy 2050, also transportation demand as well as public
defines eight key guiding principles based on consultation. The model outputs include
European and national policy as well as trends aspects such as daily trips, modal share and
identified in the NTS. The Master Plan then distance, time and speed, which together
identifies operational objectives that were allow for the analysis of transport network
developed from the guiding principles, providing performance and externalities both of the
a more detailed way forward in working towards base year (2014) as well as allowing the
the strategic goals outlined in Table 79 above. planners to forecast how implementation of
certain measures might affect these aspects.
Chapter 5 of the NTS identifies indicators Feedback obtained during the public
and targets for achieving each of the consultation process on the TMP will also
strategic goals. affect the final list of measures as well as the
findings from the SEA and potentially the
The Transport Master Plan aims to achieve Appropriate Assessment.
the goals set out in the NTS through
a number of measures that have been Table 2.2 in the Environment Report lists
designed to be implemented within the short the Operational Objectives and Measures
to medium term (within 10 years). for implementation and are divided into
the various transport sectors or aspects as
The TMP first provides a detailed description follows:
of the current situation of the transport
sector in Malta. A SWOT analysis of all Table 2.2 in the Environment Report lists
transport subsectors is presented. the Operational Objectives and Measures
for implementation and are divided into
Operational objectives and subsequent the various transport sectors or aspects as
measures were developed based on follows:
identifying those aspects in the transport
sector that require addressing in order to • Road;
ensure effective and efficient management • Public transport;
of the sector and reduce externalities. This • Intermodal;
was done through a number of exercises • Internal maritime;
including analysis of existing national and • External maritime; and
EU policies and plans, data gathering, • Aviation.
computer modelling and forecasting
through the application of a four stage There are also a number of common
transport mathematical model for estimating measures that apply horizontally.
352
05.2 A Scoping Report was prepared and is included
Strategic Environmental in Appendix 1 of the Environment Report.
Assessment framework Consultation on the draft Scoping Report
was undertaken with a number of identified
The objective of the SEA Directive is to provide stakeholders, including the SEA Focal Point, the
a high level of protection of the environment and former Malta Environment and Planning Authority
to contribute to the integration of environmental (MEPA), the Malta Resources Authority (MRA),
considerations into the preparation and adoption the Ministry for Energy and Health, the Ministry
of plans and programmes with a view to for Sustainable Development, the Environment
promoting sustainable development. It is the and Climate Change, the Environmental Health
process of evaluating the environmental impacts Directorate, and the Agriculture & Fisheries
of any proposed plan/programme likely to have Regulation Department.
significant effects on the environment. The SEA
process helps to inform the decision making Consultation with the general public was
process with the aim of improving the final undertaken from 27th March 2015, when the
plan or programme and promoting sustainable Scoping Report was made available through
development. In addition, the SEA process aims Transport Malta’s website.
to increase public involvement in decision making
at a strategic level, with consultation at various This Environmental Report is based on the
stages in the SEA process being a requirement of Scoping Report. It outlines the assessment of
the Regulations. the impacts of the NTS and TMP on various
environmental parameters, as described in
The five main steps required as part of the SEA Chapter 7 of the Environmental Report.
process are summarised in Table 80 below.
Stage in SEA Process Details of Process Required
Screening Screening is required to determine whether the proposed plan/

programme is likely to have significant environmental effects
and whether an SEA is required.
Scoping Scoping enables the coverage and level of detail of the Environmental
Report to be determined in conjunction with the statutory consultee/s.
Environmental Report The Environmental Report details the anticipated environmental
impacts of the programme and any proposed amendments to
the plan to mitigate its effects. It must be consulted upon.
Adoption The Adoption Report details the results of consultation; how
comments have been incorporated into the programme;
the final programme; and the proposals for monitoring the
environmental impacts of the programme.
Monitoring The Monitoring stage is undertaken during implementation of
the programme and serves to identify the level of monitoring
required and, should adverse impacts be identified, any
remediation proposals.
Table 80.
Key stages in the SEA process
353
The Scoping Report is reproduced in 5.2.1.1

Appendix 1 of the Environment Report. SEA objectives & indicators
An Appropriate Assessment, which Table 81 defines the set of objectives relating

considers the impact of the Strategy and to environmental issues, in support of which,
Master Plan on the Natura 2000 network in relevant assessment criteria and possible
accordance with the Habitats Directive has data sources have also been identified.
also been prepared and is reproduced in
Appendix 2 of the Environment Report. The SEA indicators are measurements of
trends over time. Changes in the indicators
show whether the implementation of
5.2.1 the Strategy and Master Plan would be
ASSESSMENT METHODOLOGY or has been successful in improving the
environment. It is to be noted, however,
Although the SEA Directive does not that changes in the indicators could be the
specifically require the use of objectives result of factors outside the influence of the
or indicators in SEA, they are a recognised Strategy / Master Plan.
way through which environmental effects
can be described, analysed, and compared.
SEA objectives encompass the relevant
national and EU environmental priorities that
can be inferred from a number of relevant
national documents as outlined below (in
the absence of a national environmental
strategy). The Strategy and Master Plan
are assessed in light of the SEA objectives.
The performance of the Strategy and the
Master Plan was assessed against the
SEA objectives. The SEA objectives are
separate from the Strategy and Master
Plan objectives, although the two influence
each other and may overlap. To fulfil the
requirements of the SEA Directive and the
SEA Regulations, 2010, the SEA objectives
must cover biodiversity, population, human
health, fauna, flora, soil, water, air, climatic
factors, material assets, cultural heritage,
landscape, and inter-relationships between
them, where these are relevant to the sector
being addressed by the plan or programme.
The SEA objectives were developed on the
basis of the aforementioned topics and their
relevance to the OP; these are described in
Table 81.
354
Issue SEA Objective Criteria SEA Indicator Data source
How this action will…
Biodiversity, • To maintain or improve • Affect the integrity • Number of developments / Environmental monitoring
Flora & biodiversity (including of designated areas, interventions in protected areas through Environmental
Fauna terrestrial and marine) including Natura 2000 Impact Assessment (EIA),
sites? • Number of developments Appropriate Assessment
• To maintain or improve / interventions in Natura (AA), or other regulatory
Natura 2000 sites • Affect protected species 2000 sites requirements as relevant.
and habitats?
• Conservation status of Environment & Resources
• Affect ecological habitats and species Authority (ERA)
connectivity?
• Conservation status of habitats
• Contribute to generate and species in Natura 2000 sites
ecosystem services?
• Number of developments /
• Affect the achievement interventions on greenfield
of Good Ecological sites / undeveloped land
Status of coastal waters
and Good Environmental • Number of developments/
Status of marine waters interventions resulting in
beyond protected areas habitat fragmentation
(as per Water Framework
Directive and Marine • New or enhanced green
Strategy Framework infrastructure elements in
Directive requirements urban areas
respectively)?
• Quality of the marine
environment in terms of
biological and physico-
355
chemical elements
356
Population • To reduce noise / • Affect air pollution • Compliance with air quality Transport Malta, ERA,
and Human vibration and light generation from traffic? emission level standards Ministries responsible for
health pollution Energy and Health
• Affect noise and • Noise levels
• To reduce air pollution vibration from traffic?
• To improve road safety • Number of noise
• Affect light pollution complaints related to
• To improve overall levels from transport associated transport related activities
of health development?
• Number of road accidents/

• To enhance well-being46 • Affect road safety? injuries
• To reduce road traffic • Reduce traffic • Access to services and

and congestion through congestion? facilities by public transport,
modal shift to more walking and/ or cycling
sustainable options • Promote modal shift
to more sustainable • Number of improvement
• To improve accessibility options? schemes for pedestrian and
and transport links to cycle routes
services, facilities and • Improve accessibility
opportunities and transport links to • % of bus fleet with facilities
services, facilities and for accessibility for the
opportunities? disabled and people with
impaired mobility
• Promote an active • Modal split
lifestyle?
• Bus services running on
time
• Journey times
• Public transport patronage
• Satisfaction with local

bus service
• Number of schemes
for improving transport
coordination and
integration including
interchange between
cycling / walking and
other forms of travel
• Life expectancy
• Proportion of street
lamps with downward
beam
46
In a consultation meeting held with the Department of Environmental Health (at its request), it was recommended that the
357
environmental assessment should consider also well-being.
358
Water • To maintain or improve • Affect Malta’s • Quality of the marine PA and ERA, potential
the quantity and quality groundwater, inland environment permit requirements
of ground and sea water surface waters and
coastal waters? • Bathing water quality Sustainable Energy and
• To maintain of improve Water Conservation Unit,
rainwater harvesting • Number of pollution Malta Resources Authority,
capacity incidents attributable to Ministries responsible for
transport related activities Energy and Health
• Quality of the marine

environment in terms of
biological and physico-
chemical elements
• Quality of groundwater in
the vicinity of any projects
related to the transport
sector
• % of rainwater harvested
Emissions • To maintain or improve • Affect air quality? • Emission trends of key ERA
to air air quality pollutants (such as NO2,
PM10) over time
Climatic • To ensure resilience • Affect climate change • CO2 emission trends over ERA, Transport Malta, MRA,
factors and to climate change by (considering in particular time Ministries responsible for
climate minimising the risk of mitigation, adaptation Energy and Health
change flooding and adapting to renewable energy and • Area of land at risk of flooding
the predicted changes in GHGs)?
weather conditions • Number of projects in flood
• Affect reduce transport risk areas
• To decarbonise transport related CO2 emissions?
to reduce transport • Number of projects that
related CO2 emissions feature energy efficient
design and/or use of
renewable energy
• Proportion of felt using

alternative fuel technology
• Modes of transport
Soil • To maintain the resource • Affect soil quantity and • Soil conservation in the Environmental Impact
of productive soil quality? vicinity of any projects related Assessment,
to the transport sector Environmental monitoring as
part of permit, Department
• Number of pollution of Agriculture
incidents attributable to
transport related activities
• Area affected by new

developments
• Number of soil permits

issued by the Department
of Agriculture
359
360
Material • To maintain and include • Use green infrastructure? • Number of measures/ ERA, Transport Malta
assets green infrastructure as actions that include green
relevant • Affect sustainable infrastructure
transport modes?
• To promote better use of • Number of vehicles on the
road space road over time
• To improve efficiency of • Number of schemes aiming

transport networks and to modernise and upgrade
physical infrastructure the transport systems

standards
Cultural • To maintain or improve • Affect cultural heritage • Number of developments PA, Resources Management
heritage the conservation status including archaeological / operations located away Unit
of cultural heritage sites / heritage? from cultural heritage sites Heritage Malta
areas with known cultural / areas or areas with known Superintendent of Cultural
/ archaeological remains cultural / archaeological Heritage
remains as a percentage
• To maintain or improve of the total number of
the cultural landscape, operations
townscape or quality/
amenity of Urban • Number of projects
Conservation Areas as targeting the improvement
relevant of the cultural landscape,
townscape or quality/
amenity of Urban
Conservation Areas
Landscape • To conserve or enhance • Affect landscape • Environmental Impact ERA, PA, Transport Malta
landscape character and character and scenic Assessment results on
scenic value value? landscape assessment
• Number of transport
measures aimed at
improving local landscape
character
Table 81.
Table 3: SEA Environmental Objectives &
Indicators for Assessing Impacts
361
5.2.2 • Scenario 1: Do nothing;

ASSESSING SIGNIFICANCE • Scenario 2: Do minimum;
• Scenario 3: Do-something 1; and
Significance is assessed in accordance • Scenario 4: Do something 2.
with the criteria listed in Schedule 2 of
the SEA Regulations, 2010. It is already Based on the above, the following
well established in Environmental Impact alternatives have been assessed:
Assessment (EIA) literature whereby
significance is a function of impact • Scenario 1: Do nothing: no changes to
magnitude and the sensitivity of receptors. the network or implementation of any
Significance may be determined in a number transport related actions;
of ways, including expert judgement, the use
of thresholds, reference to legislation, and • Scenario 2: Do minimum: minimum
consultation with stakeholders. Although expected changes and those committed
this SEA draws on each of these methods, developments. It includes all the recently
expert judgement and consultation implemented and committed developments
predominate. from the base-year (2014) to 2020;
The assessment of significance is based • Scenario 3: Do-something 1: Moderate

on the probability of the impact occurring, restraint in the use of private cars and
on the scale of the impact, its duration, increased support of public transport;
reversibility, whether it has transboundary and
effects, and the certainty of impact
prediction. • Scenario 4: Do-something 2: Stronger
restraint in the use of private cars and
strong support to public transport.
5.2.3 To summarise the assessment, the Do

Assessment of Alternatives Nothing and the Do Minimum Option
provide the least opportunity for positive
The SEA Directive requires the assessment environmental impacts because all the
to identify the likely significant effects on the measures contained in the Strategy and
environment of implementing the plan or the Master Plan will not be implemented.
programme, as well as considering reasonable This is particularly relevant for those SEA
alternatives, taking into account the objectives objectives related to air quality, climate
and the geographical scope of the plan or change, and population and human health.
programme. Chapter 6 of the Environment The Do Nothing and Do Minimum options
Report provides an assessment of alternatives are likely to result in increased congestion
considered when developing the Master Plan. and little regulation in the sector which are
likely to lead to increased GHG emissions, air
The Transport Master Plan has considered a pollution, more accidents and degradation
number of scenarios in developing the measures. of infrastructure. The implementation of the
The following scenarios have been considered: Do Nothing Scenario was not taken forward
in the Master Plan. Instead Scenario 2 (Do
Minimum) was used as the comparative for
the other two scenarios.
362
The modelling of the three scenarios (2,3, and The assessment also concludes that no
4) undertaken as part of the development of transboundary effects are anticipated form
the Master Plan showed that Scenario 4 is the the implementation of the various operational
best option, environmentally. objectives and measures because the latter
are targeted towards localised infrastructure
Scenario 4 is therefore the option that and interventions that are unlikely to yield
is assessed in detail in Chapter 7 of the impacts of a transboundary nature.
Environment Report.
5.2.5
5.2.4 Cumulative & Synergistic Impacts
Impact assessment
Cumulative effects are those effects that
In summary, the assessment of the various result from incremental changes caused
operational objectives and their implementing by other past, present, or reasonably
measures has shown that positive impacts foreseeable, actions together with the
are expected in terms of the important SEA proposal. Cumulative effects can result from
objectives related to emissions to air and individually minor but collectively significant
climate change. The provision of facilities and actions taking place over a period of time.
infrastructure and additional soft measures
to support modal shift are viewed positively Synergistic effects interact to produce a total
and are likely to contribute to improving air effect that is greater than the sum of the
quality and reducing GHG emissions from the individual effects.
transport sector.
Table 82 provides a general overview of the
The provision of facilities for cyclists, key issues identified for each environmental
pedestrians and public transport is also topic considered within the assessment
considered positive in terms of supporting process.
modal shift as well as improving transport
infrastructure.
Negative impacts are expected from the

implementation of infrastructure at a local
level and where proposals seek to increase
traffic especially in the maritime and
aviation sectors. In particular, those projects
located in sensitive areas such as Mgarr and
Cirkewwa could have an effect on the marine
Special Areas of Conservation and Special
Protection Areas as relevant. Development
in the ports could have potential negative
impacts on nearby close sensitive receptors.
Interventions in Valletta and the Grand
Harbour could result in potential impacts on
cultural heritage and landscape.
363
SEA Theme Potential cumulative significant effects
Biodiversity, Flora and Impacts on biodiversity, flora and fauna, as discussed could be
Fauna potentially negative when new infrastructure is envisaged both
on land and in the marine environment as for all infrastructures
in general. The SEA makes specific recommendations for
interventions in sensitive areas such as the marine environment
at Mgarr (Gozo), Cirkewwa and Comino where protected
habitats and species are found.
While one of the Strategy objectives is to preserve the natural

habitats and biodiversity this objective does not directly
translate into any measures in the Master Plan.
Human health The TMP is beneficial in terms of human health through measures that
seek to reduce emissions through promotion of modal shift. Where
noise mitigation is proposed in, for example, the aviation sector, these
are also considered to contribute to human health. Negative noise
impacts from proposed infrastructure such as interventions in the ports
are anticipated. Improvements to road safety to reduce the number
of accidents / injuries will also be accrued through the road transport
operational objectives. Increased cycling and pedestrian facilities are
also envisaged in the Master Plan road transport operational objectives.
Public transport measures are also expected to improve public
transport patronage and potentially reduce use of the private car with a
consequent potential reduction in emissions.
Emissions Emissions are targeted through several operational objectives
that encourage modal shift and seek to provide infrastructure
to support modal shift. The provision of pedestrian, cycling and
public transport infrastructure through various measures will
also positively affect emissions especially if this is coupled with a
decline in car usage. The replacement of conventionally fuelled
buses to electric buses will also reduce emissions. Increased air
traffic (as a result of aviation measures) would be detrimental
in terms of emissions, however there is potential to reduce
emissions through reduced waiting times from improvements to
the taxiways.
Climate change Although there are no specific climate change mitigation or
adaptation measures that specifically address a reduction in
GHG emissions or proposed interventions for climate change
adaptation, there are several operational objectives that
target increase public transport patronage, improved facilities
for cyclists and pedestrians in order to encourage modal
shift. Other measures include reduction in the average age
of vehicles, increase in car sharing and conversion of some
conventionally fuelled buses. All are expected to contribute to
reducing GHG emissions from the transport sector.
364
SEA Theme Potential cumulative significant effects
Water Fresh water is only indirectly affected by the Master Plan.

While there is only one measure targeting storm water
infrastructure, the SEA recommends that rainwater harvesting
and storm water management infrastructure are considered
at a strategic level when implementing projects on the TEN-T
network.
With regards to the marine environment, a number of

physical interventions are envisaged both on the coast and
potentially in the sea. Since the Master Plan focuses on the
TEN-T network especially for ports, any projects that address
intermodal objectives or internal and external maritime should
be viewed holistically so that any studies required target all the
infrastructure projects envisaged by the Master Plan.
Soil The impact on soils is neutral to negative as the objectives do not
directly affect soils. However, whenever infrastructure on land is
proposed, the SEA recommends that soils are considered.
Material Assets The impact on material assets is generally considered positive
throughout the assessment primarily through the improvement
of road space through the provision of facilities for pedestrians,
cyclists and public transport. The SEA considers the sharing of
road space an important component to attract modal shift away
from the private car.
Cultural heritage Cultural heritage impacts are only accrued when infrastructure
projects are proposed especially in sensitive areas such as
Valletta. The impacts are uncertain as artefacts may be
unearthed when dredging in the marine environment or
excavating on land. The planning of projects in and around
the Grand Harbour and Valletta should be assessed holistically
also in the context of the cultural landscape. The potential
reduction in emissions especially in congested areas could
have indirect positive impacts on cultural heritage buildings
and monuments.
Landscape Landscape impacts are mainly expected when infrastructure
projects are proposed especially in sensitive areas. Projects
that are within close proximity to designated areas should be
assessed holistically for their landscape impacts.
Table 82.
Summary of cumulative environmental
effects of the Transport Master Plan
365
5.2.6 5.2.6.2
Mitigation & Recommendations Siting of new infrastructure
Potential mitigation measures for each of the Certain interventions in the Master Plan
operational objectives and the measures are will require the construction of new
described in Chapter 7 of the Environment facilities / infrastructure. Many of the
Report. During the finalisation of the Master proposed mitigation measures for those
Plan and the Strategy, following the issuance measures that require upgrading of
of the Environmental Report and the public existing infrastructure or provision of new
consultation, these measures should be infrastructure (both marine and on land)
considered. These mitigation measures are require the consideration of biodiversity, soil,
discussed below. cultural heritage and landscape issues. In
particular, developments within Valletta and
5.2.6.1 the Grand Harbour need to assess impacts
Meeting targets to address national and of proposed projects cumulatively across
international obligations operational objectives addressing different
transport modes; for example, roads and
One of the key recommendations emerging internal and external maritime objectives,
from the SEA is the need to ensure that the especially in the formulation of Master
operational objectives and corresponding Plans for these areas. The need for the
measures work towards the implementation assessment of alternatives is also highlighted
of targets in particular with respect to GHG in the SEA as well as the importance of
emissions47. While the assessment notes including environmental considerations in
that the Master Plan has the potential to feasibility studies. Other sensitive areas such
yield positive environmental effects, the as the marine environment at Mgarr and
assessment is based on the implementation Cirkewwa should be carefully considered
of all the proposed measures as described in view of the presence of protected
in the Master Plan which favours the habitats and species. Early consultation
Do-Something 2 Scenario. The targets with competent authorities such as the
described in Chapter 7 of the Master plan Environment and Resources Authority and
would need to be carefully monitored over the Superintendence of Cultural Heritage
the life time of the Master plan to ensure has also been recommended for the
they are being met. implementation of infrastructure projects.
47
By 2030, the goal for transport will be to reduce GHG emissions to around 20% below their 2008 level.
366
5.2.6.3 Throughout the assessment of the
Specific recommendations operational objectives, in particular
in relation to provision of transport
The Master Plan includes some measures infrastructure, the SEA recommends that
that require the formulation of studies, green infrastructure is horizontally integrated
master plans and action plans. While a throughout the Master Plan in order to
Strategic Environmental Assessment has also help in achieving targets, mitigating
been carried out on the Transport Master effects and maximising use of ecosystem
Plan, this does not preclude other master services. Development of new infrastructure,
plans to also be subject to SEA. Indeed, in particular, new roads, should ensure that
it is a recommendation of the SEA that during the design phase issues related to
other studies are subject to the relevant the urban heat island effect, storm water
assessments. management from hard services and an
improved environment for pedestrians and
All the measures that target reduction in cyclists are considered.
the use of the private car and use of public
transport, cycling and walking should be
prioritised for implementation. Setting 5.2.7
national targets for climate change should MONITORING
also be prioritised.
Table 83 summarises the proposed
The SEA recommends that the monitoring plan of potential negative
implementation start date of the operational impacts identified in the assessment.
objective that aims to reduce the use of
the private car is brought forward from
2030. It is further recommending that
this operational objective is closely linked
to addressing illegal parking and other
incentives to discourage car use. Other
tangible measures should be included under
this objective to effectively reduce the role
of the car in the urban hub.
In the measures related to development in

the ports it is recommended that measures
that address noise and light impacts from
the current operations are considered in
detail. Any expansion of facilities should
address noise and other impacts that arise
from port operation.
367
SEA Theme Relevant Indicators (adapted from Table 5.1)
Biodiversity, Flora and • Number of developments / interventions in protected areas

Fauna
• Number of developments / interventions in Natura 2000
sites
• Number of developments / interventions on greenfield sites

/ undeveloped land
• Number of developments/interventions resulting in habitat

fragmentation
• New or enhanced green infrastructure elements in urban

areas
• Quality of the marine environment in terms of biological

and physico-chemical elements
Human health • Emissionsfrom the transport sector
• % reduction in transport derived noise levels in UCA’s and

tourism areas
• Number of road accidents/injuries
• Access to services and facilities by public transport, walking

and/ or cycling
• Number of improvement schemes for pedestrian and cycle

routes
• Modal split
• Bus services running on time
• Journey times
• Public transport patronage
• Satisfaction with local bus service
• Number of schemes for improving transport coordination

and integration including interchange between cycling /
walking and other forms of travel
368
Emissions • Litres of fuel used in transport per pkm and per inhabitant
• Tonnes of PM10 produced by transport per time period and

per inhabitant
• Tonnes of NOx derived from transport
• % reduction air pollutants from road transport

Climate change • CO2 emissions from transport per time period
• Number of projects that feature energy efficient design

and/or use of renewable energy
• Proportion of fleet using alternative fuel technology
• Modal split
Water • Quality of the marine environment in terms of biological
and physico-chemical elements
• Number of pollution incidents attributable to transport

related activities
• Quality of groundwater in the vicinity of any projects

related to the transport sector
• % of rainwater falling on transport infrastructures that is

harvested
Soil • Soil conservation interventions in the vicinity of any
projects related to the transport sector
• Number of soil pollution incidents attributable to transport

related activities
• Area affected by new transport infrastructure
• Number of soil permits issued by the Department of

Agriculture for Transport projects
369
Material Assets • Number of measures/actions that include green

infrastructure
• Number of vehicles on the road
• Number of schemes aiming to modernise and upgrade the

transport systems
Cultural heritage • Number of developments / operations located in the
immediate vicinity of cultural heritage sites / areas or
areas with known cultural / archaeological remains as a
percentage of the total number of operations
• Number of projects targeting the improvement of the

cultural landscape, townscape or quality/amenity of Urban
Conservation Areas
Landscape • Environmental Impact Assessment results on landscape
assessment
• Number of transport measures aimed at improving local

landscape character
Table 83.
Environmental Monitoring Plan
370
05.3 5.3.1.1
Appropriate Assessment Il-Bahar fil-Grigal ta’ Malta
findings
The Master Plan calls for studies to identify
the extent of required works at Cirkewwa
5.3.1 and Mgarr harbours, including interventions
Potential impacts in the lifetime of to the breakwater systems, improvement
the Master Plan of quays and expansion of the port of
Mgarr. Engineering works would then
In terms of the impact of the Strategy and likely be required that could result in direct
Master Plan on the Natura 2000 network, interventions to the seabed, spillover effects
the Appropriate Assessment considers that during construction, impacts to water quality
the main sites that could potentially be during construction, underwater noise, and
affected are: hydrographical effects if changes are made
to the port configuration that could result in
• Il-Bahar fil-Grigal ta’ Malta (SAC); indirect impacts on habitats and species.
• Il-Bahar tal-Lbic (SPA);
• Rdumijiet ta’ Malta: Ir-Ramla tac- 5.3.1.1.1
Cirkewwa sa il-Ponta ta’ Benghisa (SAC/ Loss of benthic habitat & associated species
SPA); and
• Wied Harq Hamiem (national SAC). Figure 3 of the AA illustrates the
distribution of Posidonia within this SAC
Figure 6 of the AA summarises the location and demonstrates that this priority habitat
of potential interventions that are expected is found around Mgarr harbour and in and
to be implemented through the Master Plan around Cirkewwa. Any interventions that
(2025) that may have an impact on Natura affect the integrity of the meadows through
2000 sites and SACs of national importance either direct obliteration of the habitat
as relevant, as described below. or through the halo effect whereby the
meadows in the vicinity of interventions
There are various other proposals within such as construction works suffer in terms
the Master Plan which by their nature or of health and can even die off within a
land requirements may result in significant certain distance of the disturbance, would
impacts on SACs/SPAs, depending on their be considered to be a major negative
siting, location and mitigation of operational impact. The benthic environment within
impacts. These proposals include off-street the Mgarr port is largely coarse sediment
parking areas, the proposed LNG and CNG according to MEPA’s 2003 Posidonia survey.
refuelling stations, reclassification of streets, If interventions are largely contained within
etc. Project level screening and assessment the port, impacts on habitats of interest
will be required as the exact location of would be minimised. However, interventions
these facilities was not identified in the carried out outside the port have a greater
Master Plan, therefore an assessment at this likelihood in resulting in significant effects
stage was not possible. given that the Posidonia beds lie just outside
the harbour. However, benthic surveys
would be required to verify that the data
gathered in 2003 remains relevant and also
to identify the presence of any species of
conservation interest.
371
5.3.1.1.2 5.3.1.3
Damage or disturbance to benthic habitats Rdumijiet ta’ Malta: Ir-Ramla tac-Cirkewwa sa
and species of conservation interest il-Ponta ta’ Benghisa
Other impacts from engineering works could The TMP proposes to replace the primary
affect the seagrasses and other benthic radar at Dingli.
habitats and species in the SAC. These
potentially include increased turbidity and 5.3.1.3.1
changes in water quality. The significance Disturbance to Annex I habitats
of effects would depend on the extent of
works, their location, and duration. The radar is located in the vicinity of three
Annex I habitats – 5330, 5430 and 9320
(refer to the Management Plan for Rdumijiet
5.3.1.2 ta’ Malta: Mir-Ramla ta’ Ghajn Tuffieha sa’
Il-Bahar tal-Lbic ta’ Malta Xaqqa). Interventions at this site could
result in overspill effects that impact these
The proposals envisaged through the Master habitats if appropriate mitigation is not
Plan suggest increased activity at the port implemented. The impacts are likely to be
of Marsaxlokk and include proposals to localised, however, and would potentially be
upgrade the breakwater system, square minor to not significant in the context of the
off Terminal 2, dredging, development of a integrity of the entire SAC.
service fuel station, upgrading of the access
road, development of an oil terminal quay A survey for Annex II species in the area
and site expansion. would ensure that works would be able to
be planned for and scheduled in such a way
5.3.1.2.1 as to minimise any potentially significant
Disturbance to seabird ecology negative effects on species populations in
the area.
Already a relatively noisy operation,
increased activity at the port of Marsaxlokk 5.3.1.3.2
could have an impact on the breeding Disturbance to seabird colonies
sea birds’ ecology if noise levels and light
pollution also increase. In order to identify Considering the conservation objectives
the extent of such an effect, baseline listed above, construction impacts may also
levels and predicted impacts need to be result in some negative, although temporary
compared and the impact on the seabirds effects on birds in particular. Appropriate
considered, in particular their ecology at the mitigation measures including timing of
site throughout the year. Careful monitoring interventions must be put in place at project
of the seabird populations and of noise stage.
and light emissions, as well as potentially
the identification of critical levels, should
be aimed for to avoid potential long-term
negative effects.
372
5.3.1.4 Project level assessment would be required
Wied Harq Hamiem to carefully assess localized impacts.
The proposed road interventions in this area

will occur in the vicinity of this SAC (refer to 5.3.2
Figure 10 of the AA). However, similar to the Potential impacts beyond the
Master Plan
project at Kappara Junction, TM indicates
that the interventions will be confined to the
The Master Plan identifies a list of projects
existing carriageway.
to be undertaken as part of the upgrades
necessary to the TEN-T network and as
5.3.1.4.1
identified in Chapter 2 of the AA. Many of
Damage or disturbance to habitats
these identified projects will be implemented
and species of conservation interest
in future Master Plans as only four have
been identified for implementation in this
At this stage in the assessment, there
Master Plan. Potential impacts arising from
is limited baseline data. Project level
future Master Plans will also require Strategic
assessment including surveying would
Environmental Assessment and Appropriate
be necessary to ensure a more robust
Assessment at strategic level as relevant.
assessment. However, in general, potential
However, given that the list of projects was
impacts that may result in damage or
included in this Master Plan, this Appropriate
disturbance to habitats and species
Assessment identifies potential significant
populations could be accrued as a result of
negative effects to be studied further at the
some or all of the following:
appropriate time whereby it is also assumed
that more detail will also be available.
• Overspill during construction onto the
valley;
• Noise and vibration during construction;
5.3.2.1
• Run-off during construction and
Ghadira, Is-Simar, Il-Mizieb
operation;
• Changes to lighting during
The consideration of a bypass to avoid
operation(considering that a road already
Xemxija suggests that the Natura 2000
exists);
sites of Ghadira, Is-Simar and Il-Mizieb may
• Changes to noise during operation
be affected (Figure 8 of the AA) illustrates
(considering that road already exists);
the locations of these sites). Although not
and
part of this 2025 Master Plan, when these
• Escape of species used in landscaping.
interventions become higher on the agenda,
it is important to note that the impacts
5.3.1.4.2
from the construction of new roads that
Damage to Harq Hamiem cave
may pass through or adjacent to these sites
are likely to result in the most significant
In the absence of any detailed plans, the
impacts identified from the implementation
AA identifies the potential for damage to
of the Strategy and Master Plan, potentially
the cave as a result of construction activity.
resulting in a number of impacts including
Damage to this unique feature would
direct loss of habitat and species, habitat
potentially be significant. Project details and
fragmentation, and disturbance to species
further information about the cave structure
from traffic noise and light pollution during
would be required to reduce uncertainty.
373
operation. The need to consider alternatives 5.3.3

to the proposals as summarised in the TMP Potential cumulative impacts of the
must be stressed and should be considered Master Plan
during the Strategic Environmental
Assessment of the next TMP as well as being
important at project level. 5.3.3.1
Potential cumulative impacts of the Master
Plan on the marine component of the Natura
5.3.2.2 2000 network
Comino & Il-Bahar ta’ Madwar Ghawdex
5.3.3.1.1
With respect to implementation of Il-Bahar fil-Grigal ta’ Malta
interventions along the TEN-T network,
although not directly within the lifetime of The assessment highlights the potential for
this Master Plan, the reference to a Malta- cumulative impacts from implementation of
Gozo fixed link is nonetheless included as a number of Master Plan measures to affect
an envisaged project within the transport in particular the Malta-Comino-Gozo channel
planning framework. No further detail of within this SAC. Potential impact sources
what form this link will take is provided. within this channel identified from the Master
Given the sensitivity of Comino and its Plan include the following measures:
location between Malta and Gozo, this
assessment identifies the potential for this • Sub-measure 2.5.4.1: Improve Mgarr and
SAC and SPA to be significantly negatively Cirkewwa Breakwater Systems;
affected. • Sub-measures 2.5.4.2: Improve Cirkewwa
South Quay;
The SPA Il-Bahar ta’ Madwar Ghawdex is • Sub-measure: 2.5.4.3: Improve quays and
also noted for its importance for breeding consider expansion of the Port of Mgarr.
seabirds, Calonectris diomedea and Puffinus
yelkouan. Any disturbance to the ecology of In addition to the above measures, beyond
these species could potentially significantly the 2025 Master Plan, a Malta-Gozo fixed link
negatively affect breeding populations. The is envisaged under the list of TEN-T projects,
importance of these breeding colonies for which may also result in impacts on the SAC.
these species throughout the Mediterranean However, cumulative impacts during
region means that potential impacts the lifetime of this Master Plan consider
could negatively affect the integrity of the potential impacts on the benthic
populations both locally and potentially at a environment including habitats and species
regional level. of conservation interest, in particular, the
priority habitat – Posidonia meadows.
Figure 8 presents the marine Natura 2000 In addition to the proposals listed here, the
sites in this area. Planning Authority is consulting on a Master
Plan for Paceville.
In order to allow for a more detailed
assessment, further details on the proposal, Impacts from implementation of the
including alternatives are required. Paceville Master Plan may affect the
benthos in the area. Cumulative impacts
from the proposed developments in the
Malta-Comino-Gozo channel would be
374
considered to be significant if they were to both during construction if projects are
result in extensive breaches to the marine implemented simultaneously, however, also
habitat network, in particular the Posidonia key impacts in terms of the seabirds will be
meadows priority habitat, which currently operational impacts. Identification of overall
extends throughout much of the site changes to noise and light will need to be
exhibiting relatively high continuity. Project- considered also at project level to allow for
level assessment will allow for more detailed the identification of potential disturbance
qualification of the extent of potential including identifying critical capacity with
impacts through detailed site-specific respect to noise, light, etc at which point
studies, which can also be assessed in terms disturbance is considered to be significant.
of cumulative impacts.
As identified, the Malta-Comino-Gozo 5.3.3.2

channel is important also with respect to Potential cumulative impacts on the
bird species listed under the Birds Directive. terrestrial component of the SAC ecological
Impacts on the SPAs and bird species that network
breed as well as species for which the
channel is an important migratory route may Wied Harq Hamiem may be sensitive also
be negatively affected as a result of these to potential impacts that may arise from
interventions. Cumulative effects would the implementation of the Paceville Master
largely be expected if projects at each of Plan. Impacts arising from the construction
the ports are timed to be carried out at the phase of various projects, including those
same time resulting in cumulative noise, earmarked at Villa Rosa, Corinthia, and the
dust and other issues. During operation, Institute of Tourism Studies in particular,
cumulative light pollution impacts would together with road construction works may
need to be assessed at project design stage result in cumulative impacts from dust, noise
in order to minimise disturbance to seabirds and vibration and run-off as identified above.
at night time.
5.3.3.1.2 5.3.4
Il-Bahar tal-Lbic ta’ Malta Mitigation
The following TMP sub-measures envisage Mitigation measures identified for the NTS
development at the Freeport: and TMP include:
• Sub-measure 2.6.4.1: Upgrade of the • Reference should be made in the

breakwater system NTS and TMP text SACS and SPAs to
• Sub-measure 2.6.4.2: Terminal 2 squaring demonstrate that their presence has been
off at North West side taken into account. Recognition of the
• Sub-measure 2.6.4.7: Service fuel station requirement to avoid or where necessary
• Sub-measure 2.6.4.9: Oil terminal quay reduce negative effects through
development appropriate mitigation measures should
• Sub-measure 2.6.4.11: Assessment of MFT also be included.
Master Plan – site expansion
• Consideration of strategic alternatives in
Increased development throughout the particular where potentially significant
Freeport can result in cumulative impacts interventions are under consideration.
375
This could include identification of

alternative routes when considering new
roads or consideration of alternative
forms of transport to that where
major impacts on SACs and SPAs are
considered to be likely;
• Implementation of a monitoring plan; and
• Additional assessment at planning and

project level assessment as more details
become available. All plans or projects
emerging from the implementation of this
Strategy and Master Plan that lie within
or in the vicinity of a SAC or SPA should
be screened to determine whether an
Appropriate Assessment is required.
5.3.5
Residual impacts
The residual impacts resulting from

implementation of the Strategy and Master
Plan will depend on the implementation of
the mitigation measures identified above. If
major projects that cumulatively will affect
marine benthic habitats are all pursued, and
at the same time in particular all the projects
earmarked in the Strategy, assessment of
project level mitigation would be required.
However, without project level details, it is
considered that all residual impacts remain
uncertain.
376
377
378
06
PREFERRED
OPTION
379
This chapter is aimed at identifying a single • Sliema sea front, from Triq ix-Xatt to Triq
policy scenario of measures, as a preferred it-Torri
way forward based on traffic, socioeconomic
and environmental considerations. The • Triq Marina
performance of each scenario in the afore-
mentioned three aspects is detailed in • Triq Dicembru 13, from Marsa-Hamrun by
Chapter 4. pass to Triq-Nazzjonali
Four scenarios were analysed: Do-Nothing, • Triq Regjonali, between Mriehel bypass
Do-Minimum, Do-Something 1 and Do- and Triq II-Ferrovija
Something 2. However, the Do-Minimum
scenario was regarded as the reference • Triq II-Wied ta’ l-iMsida, in the proximity
scenario for the Do-Something scenarios and of its connection with Triq Regjonali
is clearly not a preferred option. The Do-
Something 1 scenario comprises measures of • Triq Mikiel Anton Vassalli, between Triq
moderate restraint in the use of private cars tas-Sliema and Triq Birkirkara
and increased support of public transport
and alternatives modes, whereas the Do- • Proximity of the connection between Triq
Something 2 proposes a strong restraint in Dun Karm, Triq in-Naxxar and Triq il-Kbira
the use of private cars and strong support to
public transport and alternative modes. • Triq Ghajn Dwieli, from Triq iI-Bacir to Triq
San Gwann Ghuxa
The transport model allows for assessing how
the traffic would react to different changes • Triq II Mina ta’ Hompesch, from Triq II-
in the transport network and services. Foss to Triq Villabate
In particular, the model illustrates how
congestion, modal split, and external impacts
of traffic would change between scenarios.
The congestion in the main corridors of Malta

decreases in the Do-Something scenarios in
comparison with the Do-Minimum scenario.
In particular, congestion is avoided in most
sections of the five radial roads connecting
Valletta with the rest of the island, as well as
in almost the entire Comprehensive TEN-T
corridor. Nevertheless, in both Do-Something
scenarios there are still some congested
sections; in general, the road network in the
Do-Something 2 scenario presents lower
congestion levels than in the Do-Something
1 scenario (see the following two figures),
which can be appreciated in the following
sections:
380
Figure 161.
Figure 162.
381
With respect to modal split, the public • The Do-Something 2 scenario represents
transport participation increases from 16% a saving of -18% in congestion cost
- Do-Minimum scenario - to 18.1% in the in comparison with the Do-Minimum
Do-Something 1 scenario, and to 20.3% in scenario, whereas the Do-Something
the Do-Something 2 scenario. It has to be 1 scenario represents a -8% saving.
noted that these figures are not completely Therefore, the congestion cost decreases
comparable to the public transport share from €580 million in the Do-Minimum
in other European cities, since the scope of scenario to €474 million in the Do-
analysis here is beyond a metropolitan area. Something 2 scenario.
The increase in the public transport share
correlates to a decrease in private car usage, The lost time per passenger and annum
since the share of Other modes is very decreases from 29.6 h/year in the Do-
similar in the three scenarios. Minimum scenario to 27.4 h/year in the
Do-Something 1 scenario, with it reaching
The change in the modal split turns into an the lowest value in the Do-Something 2
increase in the distance travelled by public scenario – 24.5 h/year.
transport users of 26% and 50% in the Do-
Something scenario 1 and the Do-Something • The decrease in the modal share of
2 scenario, respectively, and a decrease in private cars leads to a reduction in the
the distance travelled by private car users of number of vehicle-kilometres, which is
-3% and -7%. usually associated with lower number
of accidents. According to the estimate
The modelling of the Do-Minimum and carried out in this Master Plan, the Do-
Do-Something scenarios depicts that the Something 2 scenario would involve a
Do-Something 2 scenario is the best option, saving of -17% in the costs of accidents
environmentally. It is noted, however, that the against a -8% obtained with the Do-
differences in the mix of measures between Something 1 scenario. The Do-Minimum
Do-Something 1 and 2 is relatively small and scenario would have a cost of accidents of
this is reflected in relatively small differences €111 million.
in environmental performance of the two
scenarios: • The monetisation of the CO2, PM and NOx
emissions produced by road transport
shows a cost of €24 million in the Do-
Minimum scenario. The Do-Something
1 scenario would allow for a €1.8 million
saving, whereas the Do-Something 2
scenario would save €3.7 million. The
following table depicts the emissions
produced in each scenario, as well as the
emission savings of the Do-Something
scenarios in comparison with the Do-
Minimum scenario.
382
Air pollutants emissions
Scenario CO PM NOx NMVOC

[tons/year] [tons/year] [tons/year] [tons/year]
Do-Minimum 8,234 63.7 1,236 1,410
Do-Something 1 7,448 (-9.5%) 60 (-5.8%) 1,149 (-7.0%) 1,276 (-9.5%)
Do-Something 2 6,648 (-19.3%) 55 (-13.7%) 1,056 (-14.6%) 1,139 (-19.2%)
Figure 84.
Estimation of yearly production of air pollutants, 2025
(NTM; Elaboration)
The Cost Benefit Analyses (CBA) of both Do- Considering the above-mentioned results,
Something scenarios show that the benefits the Do-Something 2 scenario is being put
of both packages of measures are higher forward in the transport master plan as
than their costs over a thirty-year period. the preferred policy scenario option. This
Two main indicators were determined: the scenario would not only see a stronger shift
Economic Internal Rate of Return (EIRR) to public transport modes of travel, but also
and the Benefit to Cost Ratio (BCR). Both show higher economic benefits and much
scenarios present EIRR higher than the social better environmental performance than Do-
discount rate established by the EU guidance Something 1.
for CBAs carried out in cohesion countries
during the programming period 2014-2020 –
5.% - and BCR higher than one. Nonetheless,
the Do-Something 2 scenario shows more
positive results from a social welfare point of
view: BCR of 4.8 and EIRR of 24.5%. The table
below includes the results of both scenarios.
CBA
Scenario ENPV [€m] EIRR BCR

Do-Something 1 992.1 12.9% 2.6
Do-Something 2 2,262.0 24.5% 5.1
Figure 85.
Economic indicators, DS1 and DS2 scenarios.
(Elaboration)
383
384
07
TARGETS,
DELIVERY &
TIMELINES
385
This chapter sets out the details of delivery 07.1

of this Transport Master Plan indicating the Transport Master Plan
costs summarised by mode, and financial 2025 targets as related to
periods 2016-2020 and 2021-2025 (the two the National Transport
periods considered in this master plan). Strategy 2050
All costs indicated below are indicative and The targets defined in the National Transport
subject to project approval and funding Strategy have been further cascaded to the
provision by the Ministry for Finance. Transport Master Plan as shown in Table 86
Figures for EU / National Funds are those to Table 91 below.
measures which may include project
that we expect would be eligible for EU
funding (CEF, ESIF and other centralised or
decentralised funding streams).
Figures indicated under “Private Sector”

are those funds that are expected to be
expended by the Private Sector, including
government owned companies such as Malta
Air Traffic Services Ltd. A number of these
funds could be eligible for support under the
European Funds for Strategic Investments
and/or the various Financial Instruments
available under the EU financial programmes.
Appropriate applications for funding by

project would need to be prepared in all
cases.
Figure 86.
Transport Master Plan
Targets relating to the
Economic Development
Strategic Goal
Transport Master Plan 2025 Targets
Master Strategy
Plan Target
Target
Strategic Goal Indicators 2015 2025 2030
Economic TEN-T Core Network (20.8km) – 14.4km 19km 20.8km
Development length completed
TEN-T Comprehensive Network 29.8km 46.0km 60.9km
(92.4km) – length completed
Bus Average Speed at AM Peak 14.8km/h 17.5km/h 20km/h
386
Master Strategy
Plan Target
Target
Environmental Conventionally fuelled cars 99.9% 80% 50%
& Urban
Sustainability
Zero emission urban logistics <1% 50% 95%
Average Age of Passenger Cars 13.6yr 11.5yr 8.5yr
[to 2014 EU average]
Non-ETS Greenhouse House Gas 532 527 525
emissions from Transport* ktCO2 ktCO2 ktCO2
equiv. equiv. equiv.
* subject to change due to ongoing analysis of CO2 emissions from transport
Figure 87.
Transport Master Plan Targets relating to
the Environmental & Urban Sustainability
Strategic Goal
Master Strategy
Plan Target
Target
Accessibility and Modal Share (car drivers) 57% 47% 41%
Mobility [back to 1990 level]
Public Transport Boarding’s 43.7m 47.0m 50.2m
Figure 88.
Transport Master Plan Targets relating to the
Accessibility and Mobility Strategic Goal
Master Strategy
Plan Target
Target
Social Development Percentage of population that are 4% 3.4% 3%
and Inclusion >15min on foot from nearest bus stop
Figure 89.
Social Development and Inclusion Strategic Goal
387
Master Strategy
Plan Target
Target
Safe and Secure Road Accident Grievous Injuries 292 235 204
(2014)
Road Accident Fatalities 17 9 8
Figure 90.
Safe and Secure Strategic Goal
Master Strategy
Plan Target
Target
Improved Public Modal Share of non-motorised 8% 11% 15%
Health trips (journeys more than 5min at
AM peak)
Figure 91.
Improved Public Health Strategic Goal
07.2
Costs for delivery of this
Master Plan
7.2.1
Costs by mode
At the highest level of analysis, Table 92

summarises the possible costs of the
implementation requirements of this
Transport Master Plan.
388
Cost of delivery of this Transport Master Plan by Mode 2016-2025 (€’000)
Source of Funds National EU /National Private Sector Total

Funds*
Scenario DS1 DS2 DS1 DS2 DS1 DS2 DS1 DS2
Road 21,910 22,610 442,520 356,870 250 250 464,680 379,730
Public Transport 6,340 11,440 - - 600 600 6,940 11,940
Intermodal 1,110 1,110 7,300 7,300 10 10 8,420 8,420
Transport
Internal Maritime 2,070 2,070 20,700 27,000 1,100 1,100 23,870 30,170
External Maritime 59,900 59,900 13,500 13,500 83,000 84,700 156,400 158,100
Aviation 6,785 6,785 - - 31,280 31,300 38,065 38,085
Common to All 2,000 2,000 - - - - 2,000 2,000
Modes
* These represent total eligible and non-eligible costs for measures that could be eligible for EU funding
Figure 92.
Summary of Costs of delivery of Transport
Master Plan by mode (2016-2025)
7.2.2
Costs by 5-year period
Table 93 summarises the total possible costs

of the implementation requirements of this
Transport Master Plan over two budgetary
cycles – that of 2016 to 2020, and also for
2021 to 2025.
Cost of delivery of this Transport Master Plan by Period (€’000)
Source of Funds National EU /National Private Sector Total

Funds*
Period DS1 DS2 DS1 DS2 DS1 DS2 DS1 DS2
2016-2020 32,595 33,395 95,220 101,670 94,740 96,440 222,555 231,505
2021-2025 67,520 72,420 388,800 303,000 21,500 21,520 477,820 396,940
* These represent total eligible and non-eligible costs for measures that could be eligible for EU funding
Figure 93.
Summary of Costs of delivery of Transport
Master Plan by Period (2016-2025)
389
07.3
Timelines, environmental
impact and state aid
assessment for each
measure
The master plan measures have been

analysed and summarised in Table 94 to
show the expected timelines. The table also
includes a high level analysis of possible
environmental and state aid issues. Detailed
consideration of the environmental aspects
has been detailed in Chapter 5. These have
been marked as No, Yes or possible positive
(Poss. +) or possible negative (Poss. -)
impacts. The list below is the final list of
measures to be considered under this Master
Plan for the period up to 2025.
390
Operational TMP Measure Expected Expected Possible Source
2017
2021
2018
2016
2019
Objective. Ref. Environ. State of Funding
2023
2022
2025
2024
2020
Impact? Aid?
Road
2.2.1 IMPROVE INTEGRATED AND LONG TERM STRATEGIC TRANSPORT PLANNING AND DESIGN
2.2.1.1 Implement and monitor the No No National

long term integrated national
transport strategy and short
and medium term transport
master plan
2.2.1.2 Develop a framework with No No National
the spatial planning process
to integrate land use and
transport planning policies
and move towards transit
oriented development
2.2.1.3 Master Plan for Mriehel No No National
Area
2.2.1.4 Master Plan for Paceville, No No National / Private
St Julian’s
2.2.1.5 Master Plan for Sliema No - No National / Private
2.2.1.6 Develop a framework No No National
to ensure that transport
projects are developed by
interdisciplinary teams to
maximize opportunities for
sustainable development
391
392
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.2.1.7 Improve co-ordination and No No National / Private

planning with service utility
infrastructure authorities
2.2.1.8 Carry out a national No No National
household travel survey by
2020
for collating mobility

data focusing on further
analysis of multipurpose
trips and efficient mobility
2.2.2 PROVIDE ALTERNATIVES TO PRIVATE VEHICLES TO ENCOURAGE SUSTAINABLE TRAVEL PATTERNS AND
REDUCE PRIVATE VEHICULAR DEMAND IN THE CONGESTED “HUB” AREA
2.2.2.1 Develop awareness No No National

campaigns to improve
the understanding of
transportation aspects
2.2.2.2 Develop and incentivise Yes No National
schemes to promote
multiple occupancy and
alternative modes as well
as to reduce the need to
travel in peak hours
2.2.2.3 Set up a multi- No No National
organisational team to
develop a pedestrian
infrastructure plan
focussing on the “hub”
2.2.2.4 Develop a cycling strategy Poss. + No National
focussing on the “hub”
2.2.2.5 Develop pilot cycle Poss. + No National
corridors between Valletta
and: i) St. Julian’s, Sliema;
ii) Three Cities and Fgura,
and iii) between villages
2.2.2.6 Develop a national bicycle Poss. + No National / Private
/ e-bicycle sharing scheme
for the introduction
and implementation of
Sustainable Urban Mobility
Plans (SUMPS) in Malta
and Gozo
2.2.3 REDUCING THE ROLE OF THE CAR IN THE BUSY CONGESTED URBAN ‘HUB’
2.2.3.1 Develop a comprehensive No No National

parking management
system to create a better
balance between off-street
and on-street parking
393
394
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.2.4 REDUCE THE IMPACT OF HIGH POLLUTING VEHICLES IN INNER CONGESTED URBAN AREAS AND ON THE TEN-T
NETWORK
2.2.4.1 Study the potential to Poss.+ No EU / National

Introduce low emission
zones in dense and
polluted urban areas
2.2.4.2 Study the potential to introduce Poss.+ No National

further financial differential
incentives to reduce the
average age of vehicles
2.2.4.3 Introduce further fiscal Poss. + No National
measures and incentives
to favour the purchase and
use of clean fuel vehicles
2.2.4.4 Continue implementing Poss. + Poss. EU / National
the electro-mobility action
plan
2.2.4.5 If feasible, implement LNG Poss. + Poss. EU / National
refuelling stations for land
transport by 2025 along
the TEN-T core network
2.2.4.6 Implement CNG refuelling Poss. + Poss. National
stations for land transport
by 2025 along the TEN-T
Core network
2.2.5 REDUCE THE IMPACT (SOCIAL, ENVIRONMENTAL AND ECONOMIC) OF VEHICLES IN URBAN AREAS
2.2.5.1 Develop a policy No No National

framework and design
guidelines to create a
balanced approach to
different modes in urban
streets and public space
2.2.5.2 Develop mitigation measures Poss. + No EU / National
so as to reduce the impact
of noise levels in urban areas
UCA’s and tourism areas
2.2.5.3 Introduction of electric Poss. Yes EU / National
Buses in Gozo
2.2.5.4 Develop design guidelines No No National
for the development of
Shared Space and Home
Zones
2.2.5.5 Set up a Sustainable No No National
Mobility Unit within
Transport Malta to work
with Local Councils in the
redesign of local streets
2.2.5.6 Develop a Funding No No EU / National
Programme for the
redesign/refurbishment of
Local Street according to
the Design Guidelines for
Urban Streets and Home
Zones
395
396
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.2.6 REDUCE THE IMPACT OF HGVs ON URBAN AREAS AND THE ROAD NETWORK
2.2.6.1 Review and update the No No National

policy framework for the
regulation, monitoring and
enforcement of HGV’s
2.2.6.2 Introduce provision of safe off- No No EU / National
street overnight parking areas

for heavy vehicles
2.2.6.3 Develop an action plan No No EU / National
for the management
and regulation of freight
transport and ‘last mile’
urban logistics
2.2.7 ENSURE A HIGH LEVEL OF SERVICE ON THE TEN-T CORE AND COMPREHENSIVE NETWORK
2.2.7.1-1 TEN-T Core and Poss. - No EU / National

Comprehensive network –
Marsa (RD1)
Comprehensive network
–Kappara (RD2)
Marsa-Qormi (RD3)
Paceville (RD6)
2.2.7.1-10 TEN-T Comprehensive Network Poss. - Poss. EU / National
– Malta-Gozo Fixed Link Studies
2.2.8 IMPROVE THE FUNCTIONALITY OF STRATEGIC ROADS PROVIDING SECONDARY CONNECTIVITY AND IMPROVING
THE QUALITY OF URBAN AREAS
2.2.8.1 Review and clarify the No No National

road network classification
2.2.8.2 Classify route 120 (from No No National
Tal-Balal to Birguma)
according to its design
and build as a distributor
road
2.2.8.3 Improve provision for Poss. + No National
pedestrians, cycling and
public transport and
change functionality of
ND9 (Naxxar/Gharghur) to
ED1 (San Gwann)
public transport and
change functionality of
route 127 (St. Julian’s to Ta’
Xbiex)
397
398
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?

public transport and change
functionality of EA16
(University Skate park) –
ED3 – ED3a (Msida) – ED4 –
EA5 (Portes de Bombes)

public transport and address
conflicting traffic flows and
urban activity at WD11 (Zebbug)
– WA13 (Qormi)
2.2.8.7 Review the strategic Poss. + No National
functionality of route 132
(Marsa Race Course Road)
between the Core TEN-T
network and the Park & Ride to
improve accessibility for active
and public transport modes
public transport to encourage
modal shift on the road
section WD18 to WA24
(tunnel under runway)
2.2.9 ENSURE EFFECTIVE AND EFFICIENT MANAGEMENT OF ROADS AND RELATED EQUIPMENT ENSURING QUALITY AND
SUSTAINABILITY OF INVESTMENT THROUGH REGULAR MAINTENANCE
2.2.9.1 Set up an asset No No National

management system and
asset management plan
for the road network
2.2.9.2 Increase the Poss. + No National
implementation of service
culverts and storm water
management in local roads
2.2.9.3 Develop an action plan No No National
to improve the quality
of street furniture and
information
2.2.9.4 Review and update No No National
road specifications and
standards
2.2.10 IMPROVE ROAD SAFETY THROUGH BETTER RESEARCH, ENGINEERING, EDUCATION AND ENFORCEMENT
2.2.10.1 Implement the Road No No National

Safety Strategy
2.2.10.2 Improve the overall No No National
EuroNCap rating of the
Maltese vehicle fleet
2.2.10.3 Develop design guidelines No No National
for safety measures with
respect to designing for
e-bicycles, bicycles and
399
motorcycles
400
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.2.10.4 Develop bridge and tunnel No No National

management system
2.2.11 ENSURE SAFE AND EFFICIENT TRAFFIC MANAGEMENT TO OPTIMISE THE USE OF EXISTING INFRASTRUCTURE
2.2.11.1 Increase use of Intelligent Poss. + No EU / National

Transport Systems in traffic
management (ITS3)
2.2.11.2 Pilot and analyse the potential Poss. + No National
for introducing tidal lanes
2.2.11.3 Develop a framework for the No No National
national co-ordination and
management of road works,
road closures, road side
maintenance and cleaning
2.2.11.4 Introduce transport No No EU / National
modelling and GIS in
planning diversion routes
for road works (ITS2)
2.2.11.5 Review and update traffic No No National
management guidelines
to improve traffic
management and safety
during road works
2.2.11.6 Improve event management Poss. + No National
planning to improve
coordination and traffic
management for events
2.2.11.7 Develop incident management Poss. + No National
plans
2.2.12 IMPROVE THE EFFECTIVENESS OF ENFORCEMENT OF ROAD TRANSPORT REGULATIONS
2.2.12.1 Increase presence and No No National

effectiveness of traffic
police
2.2.12.2 Review of Speed Camera No Poss. National
System
2.2.12.3 Introduce technology to No No National
reduce labour intensive
enforcement (red light and
bus lane cameras)
2.2.12.4 Increase roadside checks No No National
and roadworthiness
testing
2.2.12.5 Review enforcement fine No No National
levels
2.2.12.6 Review regulatory system No No National
to give enforcement
officers more authority
2.2.12.7 Introduce weighbridges at No No National
maritime terminals
401
402
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
Public Transport
2.3.1 IMPROVE SERVICE QUALITY AND MODAL SHARE ALONG STRATEGIC ROUTES BY INTRODUCING PUBLIC
TRANSPORT QUALITY CORRIDORS
2.3.1.1-1 Implement Public Transit Poss. + Poss. EU / National

Quality Corridors (PTQC)
(Sliema-Msida-Valletta)
(Tarxien-Fgura-Marsa-
Valletta)
(Mosta-Birkirkara-Msida-
Valletta)
(Naxxar-Birkirkara-
Hamrun-Valletta)
2.3.1.1-5 Implement Public Transit Quality Poss. + No EU / National
Corridors (PTQC)
(Mosta-Birkirkara-University-
Msida)
(Attard-Birkirkara-
Hamrun-Valletta)
(Qormi-Hamrun-Valletta)
2.3.1.2 Develop a programme to No No National
upgrade main boarding
bus stops
2.3.1.3 Make better use of Poss. + No National
electronic data collected
by the bus operator to
quickly adapt bus routes
timetables and combined
frequencies to temporal
and seasonal demand
changes and identify
additional PTQC
2.3.1.4 Improve enforcement of Poss. + No National / Private
PTQC through greater
deployment of technology
2.3.1.5 Develop and publish No No National
comprehensive route
information
403
404
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.3.2 IMPROVE PUBLIC TRANSPORT SERVICE QUALITY TO AND BETWEEN STRATEGIC EMPLOYMENT NODES, SERVICES
OUTSIDE THE INNER HARBOUR REGIONS AND PERIPHERAL RESIDENTIAL AREAS
2.3.2.1 Optimise use of existing Poss. + No National

Park and Ride facilities and
develop new sites at strategic
locations to encourage modal
interchange
2.3.3 EXPLORE OPPORTUNITIES TO MOVE TOWARDS TRANSIT ORIENTED DEVELOPMENT
2.3.3.1 Analyse accessibility (PT) No No National

index for all transport
zones and improve transit
provision in relation to
current development
patterns
2.3.4 IMPROVE PHYSICAL ACCESSIBILITY OF PUBLIC TRANSPORT SERVICE
2.3.4.1 Provide more accessible No No National

bus infrastructure in
residential areas and
commercial centres
2.3.4.2 Increase enforcement of No No National
illegal parking and ensure
proper use of bus bays
2.3.5 IMPROVE THE QUALITY OF THE ENVIRONMENT AT PRIMARY AND SECONDARY PUBLIC TRANSPORT HUBS
2.3.5.1 Carry out a quality audit of No No National

existing public transport hubs
2.3.5.2 Improve the environment No No EU / National
and accessibility at
Valletta public transport
hub
2.3.5.3 Explore alternative forms No No National
for financing of public
transport infrastructure
2.3.6 IMPROVE AVAILABILITY AND QUALITY OF UNSCHEDULED PUBLIC TRANSPORT FOR SCHOOLS
2.3.6.1 Review school transport No No National

services to identify issues
and strategic interventions
2.3.7 REDUCE THE IMPACT OF CLUSTERING OF UNSCHEDULED PUBLIC TRANSPORT PARTICULARLY IN TOURISM HOT-
SPOTS AND COMMERCIAL AREAS
2.3.7.1 Review and improve No No National

policies for traffic
management, demand
management and
operations of unscheduled
public transport
405
406
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.3.8 IMPROVE SUPPLY OF ALTERNATIVE FORMS OF SCHEDULED PUBLIC TRANSPORT
2.3.8.1 Continue the planning and No No National

development of a Mass Rapid
Transit system with a view to
establishing a detailed proposal
for public consultation
2.3.8.2 Create a framework for No No National

introducing demand
responsive transport
Intermodal
2.4.1 IMPROVE INTERMODAL SEAMLESS MOBILITY (TRAVEL INFORMATION, JOURNEY PLANNING SERVICES AND MULTI-
MODAL TICKETING)
2.4.1.1 Encourage operators No No EU / National

of public transport to
integrate and coordinate
their operations of
ticketing information and
journey planning
2.4.1.2 Facilitate the development No No EU / National
of a real time multi-modal
journey planner
2.4.2 DEVELOP TRANSPORT HUBS TO ENCOURAGE INTERMODALITY
2.4.2.1 Improvement of the existing No No EU / National

ferry landing places
2.4.2.2 Study options available to No No EU / National
improve wave climate in
the Port of Marsamxett
2.4.2.3 Assess potential and No No EU / National
implement new ferry
landing places
2.4.2.4 Improve the vertical and No No National
pedestrian connectivity
between the Sliema-
Valletta ferry service in
Valletta and the city centre
2.4.2.5 Provide and regulate No No National
space for use of bicycles
2.4.3 IMPROVE LOGISTICS AND URBAN DISTRIBUTION OF GOODS IN THE MULTI-MODAL CHAIN BETWEEN PORTS,
AIRPORT AND HINTERLAND
2.4.3.1 Improve the management and No No National

regulation of freight transport
and urban logistics
2.4.3.2 Set up a national freight No No National / Private
forum to improve urban
logistics
2.4.3.3 Establish freight routes No No National
from ports that utilise
appropriate roads for their
407
weight and dimensions
408
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
Internal Maritime
2.5.1 ENSURE DEVELOPMENTS IN PORTS ARE BACKED UP BY LONG-TERM PLANNING TO SUPPORT LONG TERM MOBILITY
PATTERNS, SAFETY AND SECURITY
2.5.1.1 Review the financial No No National

sustainability of the
Malta-Gozo link, including

operations, maintenance
and asset replacement to
develop a business model
that minimises the need of
government financial support
2.5.1.2 Improve the framework No No National
for collation, analysis
and dissemination of
meteorological and
hydrographic data to
support planning, design
and operations of internal
maritime transport
2.5.1.3 Introduce maritime No No National
weather stations in ports
to record trends which
are necessary for planning
and design
2.5.1.4 Assess the potential for No No National
underutilised port areas to be
used for internal transport /
Master Plan for Secondary Ports
2.5.2 IMPROVE OPERATIONS AND ENFORCEMENT SO THAT INTERNAL MARITIME TRANSPORT IS PROPERLY REGULATED
AND MONITORED
2.5.2.1 Introduce AIS on No No National / Private

commercial vessels
operating in internal ports
2.5.2.3 Improve visual information No No EU / National
about vessel movement
and location for traffic
management
2.5.3 ENSURE USERS COMPLY WITH CONDITIONS ESTABLISHED FOR PUBLIC ACCESSIBLE MARITIME FACILITIES AS
SPECIFIED IN CONTRACTS FOR USE OF THESE INFRASTRUCTURES
2.5.3.1 Establish clear guidelines with No No National

the port infrastructure users for
operators to be aware of and
use infrastructure within design
limits
2.5.3.2 Monitor and carry out No No National
enforcement on operators
who make incorrect use of
the infrastructure
409
410
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.5.4 REMOVAL OF BOTTLENECKS AT TEN-T COMPREHENSIVE PORTS
2.5.4.1 Improve Mgarr and Cirkewwa Yes - No EU / National

breakwater systems
2.5.4.2 Improve Cirkewwa South No No EU / National
Quay
2.5.4.4 Development of the landing Poss. - No EU / National
places for the ferry service

(including freight and high
speed ferry) to/from Gozo
2.5.4.5 Re-introduction of an No No National / Private
express ferry link between
Malta and Gozo
2.5.4.6 Consider measures to No No National
improve wave climate in
the Port of Marsamxett
External Maritime
2.6.1 ENSURE CONTRACTED PARTIES COMPLY WITH CONDITIONS ESTABLISHED FOR THE OPERATION IF MARITIME
FACILITIES AND AS SPECIFIED IN CONTRACTS FOR USE OF THESE INFRASTRUCTURES
2.6.1.1 Develop contract No No National

management system
to ensure Government
obtains value for money
2.6.1.2 Develop infrastructure No No National
asset management data
base systems (including the
milestones of contract and
inspections to check whether or
not they are met)
2.6.2 ENSURE DEVELOPMENT OF PORTS AND CONTIGUOUS AREAS ARE BACKED UP BY LONG-TERM PLANNING TO
SUPPORT SUSTAINABLE GROWTH IN LONG TERM MOBILITY PATTERNS, RESILIENCE, SAFETY AND SECURITY
2.6.2.1 Develop 10-year port No No National

master plan designating
future land uses – TEN-T
Core port of Valletta
2.6.2.2 Develop 10-year port No No National
master plan designating
future land uses – TEN-T
Core port of Marsaxlokk
2.6.3 REMOVAL OF BOTTLENECKS IN THE TEN-T CORE PORT OF VALLETTA
2.6.3.1 Deep Water Quay Phase II Poss. - Poss. National

2.6.3.2 Improvement of harbour Poss. No EU / National
wave climate
2.6.3.3 New cargo infrastructure Poss. Poss. EU / National
in the Port of Valletta
2.6.4 REMOVAL OF BOTTLENECKS IN THE TEN-T CORE PORT OF MARSAXLOKK
2.6.4.1 Upgrade of the breakwater Yes - No National
411
system
2.6.4.2 Terminal 2 squaring off of Poss. - No Private
north-west side (9)
412
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.6.4 2.6.4.3 Procurement of 2 super post Yes - No Private

panamax cranes (10)
2.6.4.4 Dredging of all mainline Yes - No Private
berths to 20m
2.6.4.5 Investment in IT systems No No Private
2.6.4.6 Development of No No Private
engineering facilities (6)
2.6.4.7 Service fuel station No No Private

2.6.4.8 Upgrade of south road No Poss. EU / National
access to Freeport
2.6.4.9 Oil terminal quay Poss. - No Private
development
2.6.4.10 Petroleum product Poss. + Poss. National
discharge point
replacement
2.6.4.11 Assessment of MFT No No National
master plan - site
expansion
2.6.5 ENSURE EQUIPMENT, TOOLS AND HUMAN RESOURCES FOR THE USE, MONITORING AND ENFORCEMENT OF
MARITIME AREAS ARE UPDATED AND TO IMPROVE SAFETY AND SECURITY
2.6.5.1 Research new sources No No National

of funding to deal with
monitoring requirements
2.6.5 2.6.5.2 Ensure equipment and tools for No No National
the monitoring and enforcement
of maritime areas are updated
and enable the required
regulatory control to ensure
safety and security
2.6.5.3 Upgrade VTMIS to monitor No No EU / National
and enforce maritime
areas to ensure safety and
security
2.6.5.4 Upgrade ICT tools to No No National
interchange information
with port stakeholders and
operators to ensure safety
and security of maritime
areas
2.6.6 REDUCE THE ENVIRONMENTAL IMPACT OF PORTS ON THE NEARBY URBAN AREA
2.6.6.1 Check that port No No National

infrastructures and
operations comply with
the conditions established
in the environmental
impact assessment
2.6.6.2 Implement new pollution Yes + No National
mitigation measures
2.6.6.3 Support the use of less Yes + No National
polluting equipment
413
414
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.6.7 PROVIDE ALTERNATIVE FUEL INFRASTRUCTURE TO PROMOTE EFFICIENCY AND COMPETITIVENESS
2.6.7.1 Develop an LNG No No National

deployment action plan
for the TEN-T Core ports
2.6.7.2 Develop a shore supply action Yes + Poss. National
plan for the TEN-T ports.
2.6.7.3 Replace obsolete bunker Yes + Poss. National

discharge infrastructure
Aviation
2.7.1 SAFEGUARDING SPACE WITHIN THE AIRPORT AND ITS CONTIGUOUS AREA TO ENSURE DEVELOPMENTS SUPPORT
LONG TERM SUSTAINABLE GROWTH IN THE AVIATION SECTOR
2.7.1.1 Develop an airport master plan No No National

that prioritises developments
and improvements airside to
support long term air travel
growth expected and improves
the safety and security of this
travel mode
2.7.1.2 Ensure that the airport No No National
and its surrounding areas
are safeguarded for
aeronautical developments
2.7.2 REMOVE BOTTLENECKS AT THE TEN-T CORE AIRPORT
2.7.2.1 Carry out feasibility studies Poss. - No National

for the development of the
parallel taxiway to Runway
31/13 to ensure continued
sustainability of the main
runway and appropriate
safety access to the distant
points of the airport
2.7.2.2 Improve the manoeuvring No No National / Private
areas for the runways where
excessive runway occupancy
causes bottlenecks in airside
traffic and aircraft conflicts
2.7.2.3 Maintain the shorter Runway No No National / Private
23/05 in full operational
standard to ensure airport
resilience and ability to
maintain the primary runways
2.7.2.4 Upgrade of the No No National / Private
aeronautical infrastructure
and technology to enable
Runway 23/05 up to
instrument landing system
standard (ILS) and RNAV
capability
2.7.2.5 Enhancing the air No No Private
navigation services
facilities
415
416
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.7.3 IMPROVE THE MANAGEMENT OF OPERATIONS, INFRASTRUCTURES AND EQUIPMENT BY TAKING ADVANTAGE OF
NEW TECHNOLOGIES
2.7.3.1 Develop asset No Poss. National / Private

management systems
and databases to allow
effective inspection
and management of
infrastructures (airfield)
2.7.3.2 Develop asset management No No Private
systems and databases to
allow effective management
of services and infrastructures
(terminal & services)
2.7.4 MAINTAIN HIGH LEVELS OF SAFETY AND SECURITY OF AIRCRAFT IN THE MALTA AIRSPACE AND THE AIRPORT
2.7.4.1 Keep the safety programme No No National

updated
2.7.4.2 Improve wildlife control Yes No Private
systems in the airport
2.7.4.3 Improve security of the No Poss. National
remote aprons and parks
on the airfield to a level
relevant to their long term
use
2.7.4.4 Improve airfield safety by No Poss. National / Private
updating aerodrome ground
traffic management
2.7.4.5 Improve aviation No No National
safety by mapping
obstacle clearances and
maintaining this obstacle
clearance mapping to
EU and international
standards on the
approaches of the airport
2.7.4.6 Update service contracts No No Private
of aeronautical importance
2.7.4.7 Integrate new aviation No No Private
technologies while
safeguarding the safety of
aviation services
2.7.5 MITIGATE THE IMPACT OF THE AIRPORT ON THE SURROUNDING ENVIRONMENT
2.7.5.1 Ensure that airport No No National

infrastructures and operations
continue to comply with the
conditions established in their
planning and operational
conditions
2.7.5.2 Support the use of less Poss. + Yes National
polluting/noisy equipment
2.7.5.3 Implement new mitigation Yes + Yes National
measures
417
418
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.7.5.4 Update obsolete refuelling Yes Yes National / Private

infrastructure
2.7.6 IMPROVE AVAILABILITY AND ACCESS TO AVIATION TRANSPORT STATISTICS
2.7.6.1 Introduce contract clauses No No National

requiring concessionaires and
contractors to provide regular

information to the authorities
2.7.7 IMPROVE AIR CONNECTIVITY FOR COMMERCIAL PASSENGERS, FREIGHT AND BUSINESS TRAVELLERS
2.7.7.1 Establish new bilateral No No National

agreements with non-EU
countries
2.7.7.2 Improve the transparency No No National / Private
and fairness of the
allocation of airport slots
2.7.7.3 Encourage route No No National
development to attract
new aviation services
2.7.7.4 Develop a policy No No National
framework that enables
the domestic use of
helicopters
2.7.7.5 Reserve dedicated areas No No Private
(like aircraft parking and
terminal buildings) to
support general aviation
2.7.7.6 Improve airport traffic No No Private
circulation to support
business aviation
2.7.7.7 Studies to consider the No No Private
development of a terminal
for business and general
aviation
2.7.8 IMPROVE THE FREIGHT CONNECTIVITY BETWEEN THE AIRPORT AND PORTS
2.7.8.2 Consider fast routes between Poss. Poss. National

the cargo areas in the airport
and ports
2.7.9 PROVIDE ALTERNATIVE FUEL INFRASTRUCTURE TO PROMOTE EFFICIENCY AND COMPETITIVENESS
2.7.9.1 Develop a deployment No No National

action plan for the TEN-T
Core airport for current
and alternative fuels
2.7.9.2 Develop a ground supply Poss. + Poss. National
action plan for the TEN-T
Core airport
419
420
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
Common
2.8.1 SUSTAINABLE FINANCING
2.8.1.1 Sources of financing that No Poss. National

leverage potential revenue
from transport infrastructures
and operations
2.8.1.2 Create direct links No No National
between revenue
generation from transport
and transport investment
2.8.2 CLIMATE ADAPTATION AND MITIGATION
2.8.2.1 Establish the share of No No National

Greenhouse Gases from
transport that would fairly
contribute to climate
change targets and monitor
progress of this master plan
in line with these targets
2.8.2.2 Assess the impact of No No National
climate change and sea
level rise on transport
infrastructures
2.8.2.3 Incorporate climate No No National
change considerations at
the planning and design
stage to reduce retro-
fitting costs
2.8.3 RESEARCH AND INNOVATION IN TRANSPORT
2.8.3.1 Improve links between No No National

government and transport
research establishments to
encourage research in areas of
policy relevance
that facilitates the
testing and piloting of
innovative technologies
and new materials in the
development of transport
infrastructures
2.8.3.3 Use of transport No No National
infrastructure for energy
generation
2.8.3.4 Develop research No No National
capabilities to exploit new
data sources including
“big data”
2.8.3.5 Develop processes that No No National
facilitate the procurement
of temporary measures
421
and their assessment
422
2017
2021
2018
2016
2019
2023
2022
2025
2024
2020
Impact? Aid?
2.8.3.6 Develop Transport Malta No No National

in-house capability for data
analytics to better support
internal decision making
and information available to
external stakeholders
2.8.4 TRANSPORT ACCIDENT SAFETY INVESTIGATIONS
2.8.4.1 Further develop the No No National

transport accident
investigation body to
maintain appropriate
resource levels as well as
keeping it functionally,
financially and legally
distinct from the regulatory
bodies
2.8.4.2 Contribute to the action No No National
plan for response to
national disasters and
accidents on strategic
infrastructure
423
424
08
MONITORING
OF THE
PLAN
425
This Chapter outlines the programme of Focusing on individual measures, the

monitoring and evaluation that will be following types of monitoring will be carried
carried out in relation to the implementation out:
of Transport Master Plan, 2025.
• Financial: this will focus on the allocated
Implementation monitoring is an important financial resources and assessment of
part of any short-medium term plan, as it actual costs i.e. overall project cost,
allows for the tracking of the progress of capital cost (infrastructure projects),
both the individual different projects and operational and maintenance costs
measures contained within the plan, as (infrastructure and operational measures)
well as gauging the overall progress in the and unit costs (infrastructure).
execution of the plan as a whole. Periodic
monitoring and review is particularly useful • Physical: this relates to the products
for the managing authorities, as it enables of a project/measure (a new transport
corrective and pre-emptive action to be infrastructure, the documents that are
taken in respect of timelines, quality of part of a transport plan or a feasibility
service, costs and ultimately the benefits study, etc.).
pertaining to each project and measure.
• Output: this will measure the usage of
the infrastructures whose construction or
rehabilitation is included in the Transport
08.1 Master Plan.
The Monitoring Process
• Outcome: this will measure the
The monitoring process is an intermediate contribution of each project / measure
evaluation carried out within the process of to the shift towards more efficient
the Transport Master Plan implementation. modes. This indicator will include the
Whereas the ex-ante evaluation (which measurement of change using the
takes place at the planning and feasibility national transport model as a tool to
assessment stage) is based on estimates, quantify for example: change in lost
the ex-post evaluation (carried out once time due to congestion (passengers and
the project is implemented) feeds on actual freight), time savings due to improved
data and information collected during the flee-flow condition, change in travel
monitoring process. Therefore, monitoring is distance (vkm and pkm), change in
a key factor as it helps in the identification of modal choice (passengers and freight),
any projects that perform poorly at an early as well as other indicators not only
stage, which can lead to the timely adoption dependent on the situation of the
of the necessary corrective actions. transport sector – GDP, employment. This
type of monitoring will not be carried out
Indicators will be tailored to evaluate for measures involving plans or studies.
different elements of the projects and the
measures included in the Master Plan. The
implementation of the Transport Master Plan
will also be evaluated holistically at a plan
level.
426
• Cost-Benefit Analysis / Multi-Criteria 08.2
Analysis: reviewing these analyses Indicators for monitoring
will help identify whether or not the
envisaged targets are being achieved. Table 95 through Table 98 below show the
A review of the cost-benefit analysis monitoring indicators proposed for each
carried out during the ex-ante evaluation category of measure:
will be undertaken for main transport
infrastructure projects. Non-infrastructure
measures will be reviewed through the
comparison of ex-ante and ex-post multi-
criteria analyses.
• Sustainability: this type of monitoring

is aimed at highlighting certain outputs
of the environmental evaluation at a
macro level, more detailed environmental
issues are incorporated in the
Strategic Environmental Assessment
supporting the Transport master Plan.
Measurements will be taken within the
project’s influence area. As mentioned
for outcome indicators, this type of
indicators will not be carried out for
measures involving plans or studies.
Planning and Design
Type of monitoring Indicators

Financial Overall cost
Physical Laws or regulations passed or modified, plans or guidelines passed or
updated, studies or reports passed; infrastructure asset management data
base systems implemented
Output Number of projects/measures passed within the scope of the plans
passed or updated
Outcome -
CBA/MCA MCA
Sustainability -
Figure 95.
Indicators proposed for Planning and Design
measures
427
Policy, Regulator or Economic

Financial Overall cost
Physical Laws or regulations passed or modified, plans or guidelines passed or
updated, studies or reports passed; structured coordination functions
established between different authorities; administrative units created to
deal with new needs
Output Number of projects/measures passed within the scope of the plans
passed or updated
Outcome Change in modal choice (passengers); satisfaction of public
transport users in residential areas and commercial centres;
satisfaction of soft modes users
CBA/MCA MCA
Sustainability Litres of fuel used in transport per pkm and inhabitants; tonnes of
CO2 produced by transport for a specified period and inhabitant;
tonnes NOx derived from transport; % reduction in noise levels in
the airport influence area
Figure 96.
Indicators proposed for Policy, Regulatory
or Economic measures
Supporting

Financial Overall cost, operational and maintenance cost (applicable to asset
management systems)
Physical Reports resulting from audits, reviews, agreements and forums; records of
fines; number of awareness campaigns; tools developed to improve travel
information; asset management systems implemented; recommendations
accepted and programmed
Output Number of processes involving the asset management systems
and their updating frequency; number of research programmes in
transport
Outcome -
CBA/MCA MCA
Sustainability % reduction in road accidents fatalities and seriously injured
Figure 97.
Indicators proposed for Supporting
measures
428
Physical or Technical

Financial Overall cost, capital cost, operational and maintenance cost, unit costs
Physical Cycle corridors implemented; change in the fleet of electric vehicles;
road km upgraded; Public Transit Quality Corridors implemented; % bus
stops upgraded; % ports with maritime weather stations; area (m2) of
quays, number of breakwater systems upgraded; ferry landing places
implemented/upgraded; number of intelligent transport systems deployed;
runway and taxiway km upgraded
Output Vehicles/day; aircraft movements/day; ship movements/day; people
using the bicycle on a daily basis; applications for maritime weather
data/year; passengers/day; passenger-km/day; tonnes/day; tonnes-
km/day; volume/capacity ratios
Outcome Lost time due to congestion (passengers and freight); time savings
due to improved flee-flow condition; change in travel distance
(vkm, and pkm); change in modal choice (passengers and freight);
travellers satisfaction; change in the GDP and employment rates
CBA/MCA CBA/MCA
Sustainability Litres of fuel used in transport per pkm and inhabitants; tonnes of
CO2 produced by transport per time period and inhabitant; tonnes
NOx derived from transport; % reduction air pollutants by road
transport (passengers and freight); % reduction in road accidents
fatalities and seriously injured; % reduction in noise levels in UCA’s
and tourism areas
Figure 98.
Indicators proposed for Physical or
Technical measures
429
The values of the above-mentioned Transport Malta has been designated

indicators will be compared with the values as entity responsible for overseeing the
expected before the implementation of implementation and monitoring of the
each measure, according to the studies/ Transport Master Plan and, in this respect,
analyses/projects supporting the feasibility will obtain information that is already
of each measure. The evaluation will be available to other entities as part of the
carried out at the date on which the monitoring process and where gap exist in
measure is planned to be implemented these data sets carry out the data collection
and also over the implementation period and analysis to enable the comprehensive
(at least every 2 years). As several of the monitoring of the Transport Master Plan and
measures in the Transport Master Plan have the individual projects / measures contained
an implementation period of 5 or 10 years, therein. Certain monitoring indicators may
an evaluation every two and a half years is need to evolve over time as experience with
proposed. the data collection, collation and analysis is
gained and better indicators developed.
Two main timelines established for the
implementation of the measures are
the years 2020 and 2025. The following
elements will be verified at the end of 2020
and 2025 at a plan level:
• Ratio measures completed to measures

planned to be completed;
• Ratio actual project cost to project cost

planned of the measures completed;
• Result of the ex-post evaluation of the

measures completed in comparison with
the ex-ante evaluation.
430
431
432
09
CONCLUSION
433
This chapter sets out the key aspects of a hall-mark of the development of both
the Transport Mater Planning process and the National Transport Strategy and the
the integration of the various preparatory Transport Master Plan 2025.
aspects that brings this document into
fruition. The Transport Master Plan 2025
has 10 year timeline and is the first of a
series of Master Plans envisaged to fit within 09.2
the long term National Transport Strategy, Methodology
which has a 2050 time horizon.
The methodology applied in developing the
The Transport Master Plan deals with all Transport Master Plan was initially based
modes of transport, namely: road transport, on spatial planning information and plans,
public transport, intermodal transport, data collection with respect to supply and
internal and external maritime transport and demand, surveys to calibrate data sets
aviation. The Transport Master Plan also collected prior to the development of this
identifies horizontal aspects common to all master plan, to the Transport Master Plan
modes of transport. base year of 2014.
With this in mind the Transport Master Plan

2025 has been prepared as explained below. 9.2.1
Policy Frameworks
As a starting point, the analysis of all extant

09.1 national, EU and international commitments
Legal Requirements and policy frameworks were identified and
available information on gaps between
A key requirement of Annex XI of Regulation the commitments and the current state of
1303/201348, which sets out the common play at the base year was identified. As
provisions for funding by the main part of this process, various sectors of the
transport funding under European Regional economy that either depend on transport,
Development Fund and the Cohesion Fund, or contribute to the transport sector
is the fulfilment of the so-called ex-Ante were considered. Where documented
Conditionality (EAC). policy frameworks were not available, the
preparatory phases of the transport master
In completing this Transport Master Plan, Plan included engaging with the various
European Commission and JASPERS stakeholders or government entities to
guidance on the fulfilment of ex-Ante understand the sector.
Conditionality requirements have been
closely followed. Regular contact, discussion
with and review by JASPERS has also been
48
Regulation (EU) No 1303/2013 of the European Parliament and of the Council of 17 December 2013 laying down common
provisions on the European Regional Development Fund, the European Social Fund, the Cohesion Fund, the European
Agricultural Fund for Rural Development and the European Maritime and Fisheries Fund and laying down general provisions
on the European Regional Development Fund, the European Social Fund, the Cohesion Fund and the European Maritime and
Fisheries Fund and repealing Council Regulation (EC) No 1083/2006
434
9.2.2 Addressing each objective, the Transport
Issues analysis Master Plan sets out measures that have
been devised to address the problems
In carrying out the analysis of the available and issues identified, such as to reach
data and existing conditions, the problems the targets established by the National
in the various aspects of transport have Transport Strategy and further elaborated
been identified. These range from supply in the Transport Master Plan. Measures
issues (e.g. infrastructure availability, public include infrastructure measures, but also
transport routes and capacity, rolling stock) the necessary supporting soft measures,
through demand issues (e.g. inefficient as well as measures which prepare for
mobility needs, origin-destination matrices), possible future infrastructure interventions
the inter-relation of supply and demand and help inform the decision makers in the
(e.g. excessive or unrestricted utilization of development of these future measures.
the supply) as well as organizational (e.g.
economic actors in the market, institutions
and resources).
09.4
The functional regions of the urban hub of Prioritisation
Malta as well as the island of Gozo were
considered distinctly from the general The measures identified were prioritized
approach for the wider island of Malta. individually, as well as grouped into defined
Quality of the various factors was considered scenarios. Using the GIS based computer
alongside the raw quantity (e.g. age model, Cube Voyager, to simulate the base
profile of vehicles, walkability). Other key year (for calibration purposes) as well as for
aspects that have been considered include: a number of future years, it was possible to
accessibility; capacity; safety; security; generate short and medium term metrics
interoperability; equal access; operations that enabled the selection of measures
and maintenance; GHG emissions; climate at individual and scenario grouped level.
change adaptation needs; noise, vibration, When tested together, the model provided
air pollution and visual aspects; Natura 2000 data that enabled the interplay between
sites; energy efficiency and reduced energy the varied measures when grouped to be
demand; and complex ICT systems. assessed.
This model was also been used to assist in

the provision of long term trending data
09.3 that enables the long term effects of the
Objectives and Measures measures to be understood.
In line with the National Transport Strategy

framework, the Transport Master Plan
defines the “Operational Objectives” in line
with the eight Guiding Principles established
in the Strategy. These objectives are
designed to address the Goals in line with
the Guiding Principles.
435
09.5 09.7
Targets Capacity to deliver
Based on the Strategic targets established As a separate report accompanying

in the National Transport Strategy, the this Transport Master Plan, the Capacity
Transport Master Plan defines the targets Report50 has been prepared and provides
being aimed for as at the end of 2025. an adequate description of the measures
Monitoring of the effects of the measures already in place to ensure the capacity
towards achieving the targets will be carried of Transport Malta to deliver the project
out throughout the lifetime this plan. pipeline.
These measures are based on the analysis of

both the bottlenecks and of the weaknesses
09.6 within Transport Malta (as the beneficiary)
Realistic and Mature and its related entities so as to deliver the
Project Pipeline project pipeline in a timely manner. This
report deals with:
A key requirement of Regulation (EU) No
1303/2013 is that the master plan provides a • tendering (including tenders without
realistic and mature project pipeline. competition, irregularities)
As required by the Guidance for the • implementing environmental

fulfilment of the Ex-Ante Conditionality requirements
for Transport, the Transport Master Plan
includes a list of prioritised projects (studies, • developing and prioritising the project
upgrading or works) that Malta envisages pipeline
launching over the period and will be
requesting support from the ERDF and CF • financial project management
for them49. This list includes the name of
the authorities and stakeholders involved • funding for maintenance and operations
in the lead of these projects, the foreseen
expenditures and a financing plan. • administrative burden and red tape
The list also includes a realistic timetable • managing the implementation of complex
for delivery of the projects identified systems (such as ITS, VTMIS, e-maritime
indicating dates (where applicable) for services).
feasibility studies, a Cost Benefit Analysis,
EIA procedure, an implementation timetable • training and appropriate internal
including procurement and permission procedures to monitor and identify
procedures, and for potential state aid potential delays and to ensure a smooth
notification. and effective procurement;
49
Regulation 1315/2013 of the European Parliament and of the Council, including priorities for investments in the core TEN-T
network and the comprehensive network where investment from the ERDF and CF in envisaged; and secondary connectivity.
50
Transport Malta (2016), National Transport Strategy – Capacity Report
436
The report identifies the early warning No significant trans-boundary effects were
system that is in place to identify and solve identified and therefore no consultation with
any difficulties arising when delivering neighbouring states was required.
the project pipeline, and procedural
measures to enable the implementation The Transport Master Plan will be finalised
or replace projects quickly when with the conclusion of the SEA process.
implementation is blocked so as to ensure
that EU programming period timelines are
safeguarded.
09.9
Final Remarks
09.8 In conclusion, Transport Malta believes that

Environmental Aspects this Transport Master Plan is appropriately
researched, grounded and documented to
Throughout the process of development enable the appropriate implementation of
of the measures in the Transport Master policies, measures and supporting actions
Plan, environmental aspects have been for the period up to 2025.
considered and taken into account. The
various environmental considerations have
been documented within the issues analysis
for the Transport Master Plan.
To further support and document this

process and to make it available to the
public, the environmental aspects of the
measures have been assessed within
the process of Strategic Environmental
Assessment (SEA), and it’s supporting
Appropriate Assessment, are documented
in the SEA Environmental Report. The
SEA Environmental Report and the draft
final Transport Master Plan has been made
available for public consultation in terms
Subsidiary Legislation 549.61 - Strategic
Environmental Assessment Regulations,
which transpose Directive 2001/42/EC “of
the European Parliament and of the Council
on the assessment of the effects of certain
plans and programmes on the environment”
into national law. Monitoring of the
environmental impacts is a pre=requisite of
the SEA process and this will be carried out
and published as required by law.
437
ANNEX I
LIST OF SUPPORTING DOCUMENTS
Supporting Document 1 - List of Measures
• Road Transport
• Public Transport
• Intermodal
• Internal Maritime
• External Maritime
• Aviation
• Common to all modes
Supporting Document 2 – Consultation Feedback and Commentary

– Feedback on Transport Master Plan
438
ANNEX II
REFERENCED DOCUMENTS
Transport Malta (2016) – National Transport Strategy, 2050
Transport Malta (2016) – Transport Master Plan, 2025 – Consultation Draft
Transport Malta (2016) – National Transport Strategy - Strategic Environmental Assessment

Environmental Report
Transport Malta (2015) – National Transport Strategy - Existing Conditions and Data
Diagnostic Report, 2014
Transport Malta (2015) – National Transport Strategy - Forecasting Report
Transport Malta (2015) – National Transport Strategy - Base Year Model
Transport Malta (2016) – Transport Master Plan – Capacity Report
439
440
This document has been prepared with the technical support of the
INECO-SYSTEMATICA Consortium and the environmental assessments have had
the contribution of Adi Associates Environmental Consultants Ltd.

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NATIONAL

Tel: +34 91 452 1200

Tel. +39 02 62 31 191

0.1 27/12/2015 Draft Transport Master Plan

0.4 02/03/2016 Draft Transport Master Plan, content updates

0.6 21/03/2016 Draft Transport Master Plan, for internal consultation

0.7 29/03/2016 Draft Transport Master Plan, content updates

0.8 22/04/2016 Draft Transport Master Plan, for public consultation

2.1 24/11/2016 Final Transport Master Plan, following SEA and AA

Please cite this document as:

1 CURRENT SITUATION OF THE TRANSPORT SECTOR 34

1.1 Road Transport 36

2 DEFINING THE OPERATIONAL OBJECTIVES 74

2.2 Road Transport Operational Objectives 87

2.3 Public Transport Operational Objectives 162

2.4 Intermodal Operational Objectives 190

2.5 Internal Maritime Operational Objectives 196

2.6 External Maritime Operational Objectives 203

2.7 External Aviation Operational Objectives 220

2.8 Objectives Common to all Modes 236

3.1 Measures Identified and Prioritised on the TEN-T Core and

3.3 Other Transport Measures in the Transport Master Plan 303

4 APPRAISAL OF THE POLICY SCENARIOS 304

4.1 Introduction 306

5 ENVIRONMENTAL CONSIDERATIONS 348

5.1 National Transport Strategy and Master Plan 350

6 PREFERRED OPTION 378

7 TARGETS, DELIVERY & TIMELINES 384

8 MONITORING OF THE PLAN 424

8.1 The Monitoring Process 426

9.1 Legal Requirements 434

ANNEX I – LIST OF SUPPORTING DOCUMENTS 438

Figure 1. The Master Planning Process 77

Table 93. Summary of Costs of delivery of Transport Master Plan by Period

THE CORE TEAM

Ingeniería y Economía del

Integrated Transport Strategy

The Transport Master Plan 2025 builds on the strength of

The Plan will serve to guide transport’s contribution to the physical,

GUIDING NATIONAL TRANSPORT STRATEGY 2O5O

PLANNING TRANSPORT MASTER TRANSPORT MASTER

The Transport Master Plan is a planning and implementation document, with

UPDATE (Sectorial Transport Plans) TRANSPORT MASTER PLAN

WHAT DOES THE

The Transport Master Plan 2025 is organised into nine chapters.

Chapter Five contains a summary of the environmental aspects considered in relation to

Finally, the Annexes include the following:

KEY PRINCIPLES GUIDING

The Principles Guiding this Master Plan:

• Efficient Utilisation of the Existing Transport System - Traffic Management,

Similar to the Public Consultation process, extensive consultation with stakeholders,

This chapter provides a diagnosis of 01.1

The diagnosis presented is structured

• Road Transport (including road-based

Extensive experience in planning, design and implementation of TEN-T roads projects

Deep-rooted car-oriented culture and transport system

The setting up of a road infrastructure asset management system to facilitate holistic

The Maltese transport framework is Another important factor impacting on

Delays to the implementation of projects Data collection in road transport is an

Lack of alternative forms of public transport to road-based buses