That our roads are congested is no perception but an uncomfortable reality we are living. Traffic congestion in Malta is the result of a mix of variables moulded over the years. We are densely populated like no other place in Europe with extremely high car ownership levels. Urban expansion happened in a relative big bang, with little considerations to effective transport planning.
Culturally our natural choice is the personal car and not catching the odd public transport bus, riding a bike or walking.
Environmentally, we are simply oblivious, notwithstanding our dangerously high incidence of respiratory diseases. All in all, we prefer to grumble in the rush hour(s) than actually do something about it.The solutions are of course not straightforward.
Infrastructural interventions require significant capital investment while policy decisions require some sensitive bullet biting, often by the politicians’ teeth. To start with, Malta needs a national holistic traffic management strategy.
So far, we never had one. In the past, ‘strategies’ were more localised such as the Sliema/Tigné Peninsula Traffic Management Plan, ‘implemented’ in stages between 2008 and 2010.
The only national effort were the BCEOM TEN-T Design and Pre-Feasibility Studies, which had formed the basis of the safeguarding of land for highway upgrade purposes in the Local Plans and the detailed design of projects on the TEN-T road network.
Transport Malta is aware of this gap. Over the past year, with the help of Jaspers, we have been working on a multi-modal National Transport Strategy that will also include a computer simulation model which, for the first time, will enable us to test the impact of different policies and plans from a traffic management, social, environmental and safety perspective.
A public consultation will be held by the end of the year. Transport Malta is also in the process of implementing a state-of-the-art Intelligent Traffic Management System whereby real time cameras will be installed in traffic sensitive spots across our road network and communication with road users can be made in real time even via messaging screens. The project will be implemented in 2015.
In the immediate, collaboration with the police, which is excellent, remains fundamental. An increase in presence is being felt. Moreover, enforcement during rush hours should focus more on the educational aspect with a view to helping traffic flows. Rapid intervention following accidents is even more critical during peak hours.
There are of course infrastructural interventions that can be made to help improve flows, the introduction of parking hubs is actively being studied and a stronger emphasis on underutilised other modes of transport, such as maritime ferry links, is needed.
Transport Malta keeps receiving recommendations such as the need to stop works on arterial roads, something which can be done limitedly because of contractual obligations more often than not attached to EU funding.
A classic example is the Pietà bus lane project, which is aimed at removing public transport buses from the main artery into a dedicated bus lane, thus helping traffic flows. This is part of the €10 million Modus project which basically invests in priority bus lane infrastructure.
It is also often recommended that schools should start the day later in the morning. We hear that heavy vehicles should be removed from the roads during rush hours. Investment and capital projects generate more traffic and shape traffic patterns. But should we, as the Transport Authority, shackle investment in particular if it yields economic value added and generates employment?
Commuters need to have a credible alternative
On an infrastructural level, Transport Malta keeps investing.
Next year we will start work on the critical Kappara junction and we are in advanced stage with the preparations on the proposal of the Marsa Addolorata project.
Both are critical bottlenecks that were neglected in the past but which we are now addressing. The Coast Road project, once ready, will also contribute positively.
On a policy level, we need to implement measures with the aim of achieving a sustainable reduction in cars on our roads.
I am, of course, very aware that this is a hot potato but it is useless beating about the bush. Car taxes generate some €100 million in government revenue, the car industry employs hundreds of people, while increasing the cost of operating a car is socially sensitive.
Car ownership in Malta has doubled in 10 years, the modal share of car trips increased from 70 per cent to 75 per cent and the average car occupancy rate has remained very low at 1.25 persons per vehicle.
With 332,000 licensed cars we have practically reached a state of car dependence. Traffic behaviour is tantamount to that of flowing water. Volumes need to flow results. If traffic volumes don’t flow, congestion occurs.
It is only by controlling the volumes and eliminating bottlenecks that a sustainable flow can be achieved.
Car sharing and car pooling are excellent supporting options we should work more on.
But this requires critical mass and a long term implementation to render tangible results.
Car users and commuters need to have choices. We are culturally inclined towards the use of the private car. This mentality needs to be challenged and establishing the basics is imperative for success.
Commuters need to have a credible alternative, otherwise there is little hope that any modal shift towards a sustainable increase in public transport can materialise.
Since Malta Public Transport Services took over from Arriva, passenger numbers increased by nine per cent, ticket sales increased by seven per cent, while complaints decreased by more than 50 per cent.
Service reliability improved and interruptions were significantly reduced.
These are encouraging results signalling a shimmer of hope. We want to keep the momentum.
During the ongoing negotiations with the preferred bidder, our objective remains that of ensuring the higher investment in terms of public compensation will translate into a more efficient system which is reachable and affordable to everyone.
Fares and network should reflect this. It is only through having an efficient, socially sensitive public transport system that we can hope of restoring trust and credibility in the system.
This is the first milestone towards making public transport a natural choice for commuters. This is our responsibility to deliver and we will.
James Piscopo is chairman and CEO of Transport Malta.