On the road to recovery

The Malta Transport Authority was set up to lay down a sustainable transport policy and coordinate works between departments to ensure an efficient land-transport system. Chief Executive Officer Mario Falzon outlines the authorities challenges ahead.

The bulk of the general public, particularly commuters, would certainly disagree that public transport - particularly, but not exclusively, the route bus service - is safe, reliable, cost-effective, efficient and coordinated. What does the Malta Transport Authority (ADT) have to say to that?

The safety, reliability and efficiency of public transport (particularly the route bus service) cannot be viewed in isolation of Malta's general transport system. In the past, problems of bus service reliability and efficiency were normally blamed on both the regulator (Public Transport Authority) and operators of route bus services (Public Transport Association). However, there is no doubt the rise in car ownership levels and the lack of restrictions on car usage are the main contributing factors to the deterioration of bus service frequency and adherence to timetables.

In simple terms, each year, an average of 10,000 new vehicles enter into circulation on our road network - a network that is approximately 2,100km in length. However, opportunities to extend this network through, for example, the construction of new bypass roads or multi-level junctions are limited due to lack of space and high levels of urban development. As a result, traffic congestion on the road network is inevitable.

To bring about greater safety, reliability and efficiency to the scheduled public transport service, the authority shall be required to develop a transport policy framework based on the sustainable mobility of persons and goods. This is not an easy task - it shall involve the introduction of measures to promote public transport that makes more efficient use of our limited road space while simultaneously introducing measures to restrain non-essential car usage. To this effect, the authority endorses the introduction of controlled parking schemes to congested localities and the introduction of priority measures to assist buses on the roads, where technically feasible.

ADT is also responsible for the roads, traffic management and licensing/testing directorates. Can you please elaborate? Does it mean, for example, that it is now the ADT which determines what roads are to be built, how and where?

In addition to public transport, the ADT has technical directorates that are also responsible for the planning and construction of roads, the development and assessment of traffic management measures in towns and villages, and the licensing and testing of vehicles and their drivers. To coordinate the work of these directorates we have set up the Transport Strategy Directorate.

In the field of road planning and construction, the directorates of the ADT are responsible for the formation of roads that have been schemed in the 1988 Regulatory Plan on Temporary Provisions. The ADT prioritises the works in consultation with the 68 local councils. As for the development and widening of main roads, the ADT is required to submit a development application with MEPA and, in some cases, is required to carry out feasibility studies and environmental impact assessments to justify the change in land use.

It is usual practice for road-building/repair contracts to include a penalty clause in case the job is not completed on time or not concluded to specifications. How often is this clause invoked, and why do works on some roads, as in the case of the Burmarrad project, seem to go on forever?

This is a source of annoyance for both the ADT and the general public. The longer road works take to finish, the more the congestion on our roads. We carry out tests on the works carried out and if found not to be compliant with specifications we do take action. In so far as deadlines, and penalty clauses, are concerned, it is difficult to comment on specifics.

Taking the Burmarrad road as an example, yes, it is taking far too long. Yet again, one would need to look into specifics to highlight the reasons why it has taken this long. What the ADT is doing with major roads is granting tenders on a design-and-build system. This means that the contractor binds himself and guarantees the works for five years. We are also providing for utilities services to be positioned on the roadside, so that if maintenance or repair works need to be carried out in future, the road need not be dug up again.

Why do newly-constructed or repaired roads have to be dug up again shortly after they are completed?

As I said, with the new system of tendering and the provision of space for utilities, we should see an improvement in this area. It is true that, in the past, newly-constructed or repaired roads were dug up again. You could have a situation, for example, where a utility company would not be in a position to carry out the necessary works during road building due to, say, financial reasons or other priorities. Once they would be in a position to carry out the work, the road would not only be dug up again, but traffic flow would also be disrupted.

What's the point of setting deadlines for the completion of works if the ADT is willing, and declares it publicly, to extend them? Indeed, why have an authority whose authority on areas falling directly under its wings is either limited or dependent on other entities?

Yes, we have to rely on other authorities. The ADT is not in a position to carry out electrical or water works, for example. That is the competency of other bodies. The contractor has to coordinate with these bodies prior to starting the necessary road works. Unfortunately, there are instances where other bodies do not deliver, or are hampered, as happened with the industrial action at the Water Services Corporation, which put the works at Naxxar Road in Salina and other works months behind schedule. Surely one cannot blame the contractor for industrial action, which is beyond his control.

What sort of coordination is there between the ADT, MEPA and local councils to make sure road works in one spot do not disrupt the traffic flow in that same spot and in the surrounding area?

For the ADT to function effectively it needs the full cooperation of other bodies (regulators and stakeholders) directly or indirectly involved in road transport. As a new organisation, we hope to build the best possible relationships with other bodies, particularly in the coordination of planning and publicising of road works, and in minimising the impact of diversions particularly with regard to scheduled public transport.

We also ask for the cooperation of the public. We understand their annoyance as we are also road users, but if we are to have decent roads, then the public has to share the burden as well. We are often criticised that we are taking long to deal with our roads. As you are aware, when a major road is being constructed or maintained, whether in Malta or in any other country for that matter, the temporary narrowing of the carriageway resulting from road works invariably causes the speed of traffic to reduce and journey time to increase. We are hoping that the integration of traffic management and road construction functions within a single authority shall facilitate a rapid response to organising emergency road works and providing essential public information on alternative routes.

How does the ADT exercise enforcement? Given the increase in its functions, is the present complement of enforcement officers adequate?

We currently have a complement of 36 enforcement officers that are detailed for the regulation of public transport on a three-shift basis. At present, the number of officers is considered adequate - last year enforcement officers issued around 5,000 tickets for public transport contraventions. In saying this, however, ADT has now also assumed new responsibilities in the regulation of goods transport by road. It is therefore likely that there is going to be a certain amount of restructuring, training and additional staff within the ADT's enforcement section. The effectiveness of the ADT shall depend on the effectiveness of the enforcement of its rules and regulations.

Is the ADT concerned with the lenient judgments at times handed down by the courts in those areas falling under its responsibility?

We need to keep everything in perspective. If you ask me personally, I would say, yes, sometimes judgments are lenient and also, in my opinion, the fixed penalties relating to certain traffic offences should be re-examined to reflect the need for better safety on our roads. However, in this respect, the ADT should have an advisory and preventative role, treating the causes rather than the symptoms. Our role, therefore, should focus on better training and education of drivers and improving road safety awareness of pedestrians and cyclists.

How can the ADT justify the unacceptable delay in introducing speed cameras?

Speed cameras have been introduced. The law on speed cameras became effective on March 1 by legal notice 58 of 2002. Enforcement of speed limit regulations through the use of speed cameras is the sole responsibility of the police. Mobile speed cameras are regularly being used on the road network today. Again I would stress the need to educate and inform our drivers of the dangers of overspeeding.

Given the number of cars on our roads, and their power, does the ADT not think that rather than the multitude of Pelican lights that have mushroomed all over the island, there should be pedestrian bridges in order to ensure a smooth traffic flow and make roads safer?

ADT believes in access for all. Traffic lights in urban areas are needed as it would be almost impossible to have pedestrian bridges, given the width of the roads. To build such bridges you have to make them accessible for persons with disability and for persons with pushchairs which often involves a ramp of over 70 metres. We have to keep in mind that in such areas surface crossings are better as they are more accessible.

Do we need more traffic lights or better flow of traffic and safer roads? I think the latter is a better option. The question is how. It seems that whatever one does, one is criticised. We have had cases where the ADT took action to remove dangers and make certain roads safer but was criticised for narrowing the road, for example, even though it was necessary to narrow the road.

Drivers bemoan the fact that they cannot overtake in such roads even though they were, in fact, legally prohibited from doing so before by virtue of the single continuous line marked in the middle of the road. What we say is that it is better to arrive at a destination a bit late than not arriving at all.

What is the point of the ADT spending Lm300,000 on directional signs when the many road works and other forms of work, including by the private sector, make going through a big number of roads, including major ones, a nightmare?

I do not think these two issues are related. Road signs were introduced primarily as the old road signage system was inadequate in the information it provided, and the condition of the road signs had deteriorated to a low standard. Although it could be argued that for the Maltese road signage is superfluous as 'everyone knows how to travel from one town to the next', for visitors it is definitely not the case.

In the late 1990s, according to surveys carried out in the tourist sector, the lack of road signage was considered a major deficiency in our road network. Tourist who hired cars would often find themselves driving around in circles - undoubtedly a frustrating experience which can, if we're not careful, create a negative perception of Malta as a holiday destination. Traffic delays resulting from road works, on the other hand, are generally accepted by tourists as they are aware that, in Malta, as in their own countries, such routine works are essential.

Is it not time for discipline to be brought to our roads? How does the ADT plan to achieve that?

Absolutely. We are in the process of introducing a points system for new drivers. We intend to increase enforcement. Next year we will be carrying out a safety campaign. We believe that enforcement on its own will not work. We need to educate and inform not only the drivers but also the passengers and the pedestrians. We are not kidding ourselves. We are aware of the enormous challenges we face in delivering our vision of a transport system that supports sustainable development. We are already working and investing more in transport issues to improve quantity and quality. An integrated and sustainable transport policy is the way forward for transport to contribute to our quality of life.

What The Adt Stands For

The Malta Transport Authority (ADT) was set up under Act XXIII of 2000 for three primary reasons:

To improve the coordination between the transport ministry's existing departments that deal with road transport, that is, Roads Department, Public Transport Authority, Traffic Control Board and Licensing and Testing Department;

To clearly delineate road transport functions and responsibilities between the new authority and other government bodies of other ministries; and p To create a competent authority with general overall responsibility for road transport planning, regulation and policy-making.

A main legal function of the ADT as listed in the Act is "...to plan, provide or secure or promote the provision of a properly integrated, safe, economical and efficient transport system by road..." This is very much the mission statement of most other land-transport authorities throughout the developed world. In the Maltese context, it means that the authority, through planning, regulation and policy, shall have to address the main problems in our land-transport system today, including: increasing private vehicle usage/decreasing public transport usage; poor quality of roads; traffic delays and congestions; damage to environment and health caused by motor vehicles; driving behaviour; road safety (vehicles, pedestrians and cyclists); parking problems; unsuitability of public transport vehicles; infrastructure; and lack of enforcement.

Adt's Objectives

¤ Promoting public transport to make more efficient use of the limited road space while simultaneously introducing measures to restrain non-essential car usage. To this effect, the authority endorses the introduction of controlled parking schemes to congested localities and the introduction of priority measures to assist buses on the roads, where technically feasible.

¤ Granting tenders on a design-and-build system, where a contractor binds himself and guarantees the works for five years. Utilities services are also required to be positioned on the roadside, to allow future maintenance or repair works without having to dig up the road again.

¤ Facilitating emergency road works and providing essential public information on alternative routes.

¤ Restructuring, training and adding staff within the ADT's enforcement section. The effectiveness of the ADT shall depend on the effectiveness of the enforcement of its rules and regulations.

¤ Training and educating drivers to improve road safety awareness of pedestrians and cyclists.

¤ Introducing a points system for new drivers.