The Attard bypass

In accordance with the relevant structure plan, the Malta Environment and Planning Authority will support the construction of the Attard bypass so as to upgrade the arterial road network and improve conditions along the existing main road. However, other transport options may be investigated by the Transport Authority.

The following excerpts from the Attard Local Plans, drawn up by Mepa, highlight the need and the urgency to implement the Attard bypass as soon as practicable.

If the bypass option is chosen for implementation, several provisions shall apply, i.e.

a) The existing scheme alignment for the bypass is both inadequate and inappropriate, and has to be significantly modified. Prior to a new alignment being adopted, Mepa obviously will not permit any development that prejudices this highway scheme;

b) Junctions at both ends of the bypass shall be designed to discourage through traffic from gaining access to Attard and to give priority to bus movements;

c) Comprehensive works to downgrade the existing main road, so as to discourage through traffic and improve the environment of the area should accompany the construction of the bypass and

d) The design of the bypass shall safeguard the accessibility and amenity of nearby residential properties.

In order to address existing problems along Notary Zarb Street prior to the possible construction of the bypass, Mepa will support the introduction of traffic management and control measures, particularly in the vicinity of the Valletta and Zebbug Road junctions.

The arterial road through Attard (Notary Zarb Street) currently carries some 2,100 vehicles per hour during the weekday morning peak period and 29,000 vehicles per day. These heavy traffic flows cause congestion, road safety problems, and poor environmental conditions along this single carriageway road.

Along Mdina Road (west of the one-way system) the weekday morning peak hour and daily flows are 1,500 vph and 17,500 vpd respectively and consequently traffic problems are normally less marked.

If the transport option of the bypass is chosen and implemented, then its construction around the periphery of the built-up area, as envisaged by the Structure Plan, will remove through traffic, reduce delays for bus services, and greatly improve the environment of the residential area. In order to achieve the objectives of the policy to improve conditions for bus services along the bypass, the project will need to include bus priority measures.

Equally, if the full benefits of the bypass are to be achieved, environmental improvements and traffic calming measures should simultaneously be introduced along the existing main roads to effectively downgrade them to local access status.

There is also a need to consider existing problems and identify interim solutions prior to the implementation of the preferred road scheme for the area. Excessive speed and lack of control at some junctions appear to be major contributors to the current poor conditions.

To this effect, it would be appropriate to introduce traffic management and control measures to help improve current conditions.