Special Edition to commemorate the public presentation of the proposed Malta Metro

T-21 OCTOBER 2021 | SPECIAL EDITION

T H E T R A N S P O R T M A LTA Q UA R T E R LY

Keeping Malta Moving Towards Sustainable Mobility

Moving Malta Forward

A Proposal with a Window on the Future

www.metro.mt

Metro

MOV ING MALTA FORWA RD

contents 02

A Note from the Editor

88

Green Line

06

Towards Sustainable Mobility

91

Floriana

12

Keeping Malta Moving

92

Valletta

17

A Proposal with a Window on the Future

105

Blue Line

106

Msida

111

Hamrun

Peter Paul Barbara

112

Paola

DESIGN AND LAYOUT

115

Fgura

116

Zabbar

121

Cospicua

124

Possible Extensions

126

Bugibba

131

Naxxar - Bugibba

134

All Routes

PUBLISHER

Transport Malta EDITOR

20

Moving Malta forward

Pure Concepts Design Studios PRINTER

iCreate In collaboration with the TM Marketing Department

Malta Transport Centre Triq Pantar, Ħal Lija, LJA 2021 Malta

info@transport.gov.mt www.transport.gov.mt

Copyright : All rights reserved Copyright of all the images used in this publication remains the right of the photographer.

Images – peterpaulbarbara

47

Red Line

48

Naxxar

53

Mosta

54

Attard

57

Balzan

60

Birkirkara

65

Mater Dei

68

Gzira

71

Sliema

78

Balluta

81

St Julians

84

Pembroke

DISCLAIMER The contents of the articles in this publication is the responsibility of the respective author and it does not necessary mean that the views expressed therein are the same or reflect those of Transport Malta.

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1

The much-anticipated moment when this proposed solution would be unveiled to the general public has finally arrived. I would like to begin by thanking Minister Dr Ian Borg for believing in this study; with his vision, continuous support, and dedication we can take the next step to make the launch of this study a reality; a vision to move Malta forward and take the country to the next level, if a decision is taken to continue with further studies on the proposed solution.

The completion of the first phase of this study on a transport system similar to others which I, like many others of you who travel, have frequented and used in large metropolitan cities, has been a great learning experience.

After reading and listening to a good number of news items and articles being circulated in the media over the last few years about a possible future metro system for Malta, I would like to take the opportunity to put everyone’s mind to rest; this study was not just a couple of lines drawn on a piece of Peter Paul Barbara

paper. Far from it. This study has been a long winding road built on the foundations of three

A NOTE FROM THE EDITOR

over four years of hard work and investment from the Government. The drone footage taken during the course of this study is only one illustration of these facts.

It was a study carried out over the span of almost five years, put together and carried out by a

W

elcome to this special edition of T-21. As you might have guessed from the cover, this edition is strictly and exclusively dedicated to the presentation of the findings of the study which was commissioned by Transport Malta to look at a possible future mass rapid transport system for Malta, as well as the proposed solution suggested by our consultants: a light rail underground system which has been branded as the Malta Metro proposal.

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SPECIAL EDITION | T-21 The Transport Malta Quarterly

team of professional engineers with a wealth of knowledge, experience, and proven track records on such large-scale projects spanning across the globe, almost in every major city where such projects have been implemented in part or in full.

Our consultants, as one can easily find out, have one of the largest portfolios of work and projects on their books, having worked on the largest metro systems, rail systems, as well as airports and transport terminals worldwide, from concept and visualisation to design, and construction. This, however, could not have materialised without the

contribution of our local expertise

the cultural heritage sector, and

previous projected scenarios, our

and knowledge.

planning agencies, amongst others,

economic and financial landscape,

to be at the disposal of ARUP and to

as well as the working population,

For this project, ARUP put together

provide them with all the necessary

which was growing at a fast pace

a team of professionals, made up

information and data they requested

when the bulk of the study was

of a number of transport planners

in order to conclude the first phase

being carried out. A post-COVID-19

and engineers, each with their

of the study.

reassessment

respective and specific expertise

of

the

project

therefore needs to be carried out,

on light rail metro systems, including

Apart from the technical study,

prior to the continuation of the tasks

rail

tunnel-

ARUP were also engaged to carry

assigned ahead.

boring engineers, station designers,

out a Strategic Economic and

network

designers,

It was a study carried out over the span of almost five years, put together and carried out by a team of professional engineers...

Financial Business Case.

Throughout the course of the study

This study was carried

phase, ARUP conducted a good

out by ARUP’s London

number of visits and missions,

Office, usually entrusted

and sent engineers to assess and

with such studies on

evaluate as well as re-evaluate all the

similar

locations chosen for the placement

large-scale

projects.

of stations, assessing even the number of trucks that would be used

Unfortunately, however,

throughout the project, their entries

the Strategic Business

and exits in and around the stations,

Case has to be reviewed

and so on and so forth.

again

since,

meantime,

in

the

COVID-19

We also took part in long, one-to-

broke out. As one may

one discussions throughout the

have expected, it has

design and study phases that were

drastically changed our

carried out, as well as on-site visits

systems engineers, spoil and waste management

engineers,

noise

and sound engineers, as well as simulation experts using the latest technologies on the market, and last but not least, urban designers and engineers from their various offices in Europe, including Cork, Dublin, London, and Milan, just to mention a few.

Apart from this, throughout the study

phase,

engaged national

with

Transport our

counterparts,

Malta

respective including

national agencies (through the signing of a number of NonDisclosure Agreements) such as the main national utility companies,

SPECIAL EDITION | T-21 The Transport Malta Quarterly

3

bus network with smaller and more frequent buses, would complement a future metro system, should this be implemented. This, on its own, is another study which we will be working on over the coming months as we make progress on the second phase of the original study.

One has to keep in mind that such a proposed project would not just revolutionise the way we travel in the future but would also revolutionise the way we live.

If implemented, such a project would bring with it a complete redesign of some of our core town and village centres where the metro stations would be built. This project would give back to the public the on a number of projects which were

the stations themselves and the

urban spaces which many crave,

being constructed at the time. This

operational and maintenance centre,

free from noise and pollution, with a

gave us valuable knowledge and

have been designed according

much-improved quality of life.

insight on such projects, which up till

to our national transport model,

then was missing.

to also account for the influx of

This publication, apart from general

tourists who visit the islands in large

information on the study and

Until this reassessment is carried

numbers and who therefore impact

the proposed project itself, also

out, we, together with ARUP, will

our transportation demands. It is

includes the proposed designs of

continue with the next steps and the

expected that such a system can

most of the stations and how these

next study phase, during which we

cater for the transport demands of

would be incorporated with our

will be carrying out a number of geo-

up to 500 million tourists a year.

current and future urban landscape.

technical studies.

The station locations have been

As

placed in the most accessible

study has been ongoing for well

Apart from the Technical Study,

areas in our urban centres, where

over four

which also included an in-depth

transport demand is substantial.

adjusted

study of other available options,

Each station location had to be

the coming months to include a

an

the

justified due to the large costs

number of projects which have

identification of the best option,

involved; each station and rail

been proposed, including projects

other parallel studies were also

section has to be feasible, not just

of national interest, such as those

carried out, including an extensive

from a construction standpoint but

carried out at Mater Dei and the

station design study and a branding

also from the operational side.

University Complex, as well as

options

analysis,

and

study, which were carried out by the

mentioned

previously,

this

years, and shall be and

updated

during

our Airport, to name a couple. It

ARUP offices in Milan with the full

Placing a metro station in every town

was imperative that the proposed

engagement of our team.

and village is simply not feasible,

system would take into account

The proposed rail network, including

and for this reason a new dynamic

these developments. The study has

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seen the change of two Transport Ministers as well as a change in the administration of Transport Malta.

I would like to take this opportunity to thank the previous administration as well as the current CEO and Chairman of Transport Malta, Mr. Joseph Bugeja, and the Minister for Transport, Infrastructure and Capital Projects Dr Ian Borg, for allowing me to continue to work on this project until its unveiling today.

I thank them for their vison and commitment towards this study. I would also like to thank previous transport Minister Mr. Joe Mizzi

Last but not least, I would also like

I would also like to point out that

and

to publicly thank the ARUP team

trees in several stations are being

Chairman, Mr James Piscopo.

for their work, understanding, and

reduced only for visualization

I would also like to thank Transport

patience throughout these last

purpose of the stations and trees

Malta’s Deputy CEO and Chief

few years, as well as for providing

will be re-implanted once the

Operating Officer for his support

us with the expected high-quality

station is built.

throughout these last few years and

results and the requested manner

his involvement in the project.

of presentation format, which have

I hope that this launch is just

been delivered.

the beginning of the long way

previous

Transport

Malta

ahead, should it be decided that

Finally, I would like to thank the number of engaged consultants

It is to be noted that the stations

this or a similar project would be

and colleagues who worked with

of Mriehel, Marsa P+R-Qormi,

implemented

me to assist in this study, even if for

Marsa and Ta' Qali are still being

future.

a short period of time or whenever

discussed due to current or future

such assistance was requested

planned projects.

sometime

in

the

I wish for a fruitful and mature national discussion on what is being unveiled today, in the interest of a more sustainable future.

Enjoy the read.

The Editor.

Peter Paul Barbara is Director within the Office of the Deputy Chief Executive Officer and Chief Operating Officer. He is also Project Manager of the Malta Metro Project.

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TOWARDS SUSTAINABLE MOBILITY MR. JOSEPH BUGEJA Chairman and Chief Executive Officer, Transport Malta

Following Government direction, Transport Malta had embarked on a major study to look at how we can best embark on a process to make our national transport system a more sustainable one, built around a fast and efficient mass rapid transport system which would live up to the aspirations of the public, most notably for future generations to come; a system which would also take Malta into the future. The first phase of the study has now been concluded and therefore we are in a position to share with the general public the proposed solution that has been put forward to us by our consultants who were engaged to carry out this study.

The results of the study we had commissioned, considered a number of options available on the market, what kind of a mass rapid transport system would be ideal and most suited for Malta, while taking into consideration the various challenges presented, including the physical constraints that such a small heavily urbanised and motorised island presents. The study also took into consideration any disruptions that such a system would bring with it once implemented, while on the other hand making sure that it would be fully accessible, functional, efficient, fast, reliable and above all, affordable.

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The presentation of the proposed

When the study kicked off in 2016,

after forecasting future transport

system by our consultants, who

the state of affairs presented at the

demands and trends. This initial

are experts in their field, is another

time was putting pressure on our

study considered the use of the

testimony of our endeavours in

national transport system, both in

latest

policy-making and solutions to

terms of the prevailing transport

available, but which would also

move forward towards a more

infrastructure as well as services,

still be an option in the near and

environmentally

with high levels of motorisation that,

foreseeable future, keeping in mind

in turn, also affected land public

a 60 to 100 years’ time frame period.

friendly

and

sustainable transport system.

transport

services

despite

technologies

currently

the

This is already evident in the

fact that patronage on the latter

This initial study phase was followed

progress which we, together, have

was increasing substantially year

by the eventual development of the

achieved as far as our current

on year. The situation then was

best identified option; at this point in

land public transport system is

not a sustainable one, as traffic

time, our consultants are suggesting

concerned,

our

congestion was still on the increase,

a hybrid state of the art light rail

internal maritime public transport

together

with

resulting in longer journey times,

network, most of which would be

services, the launching of new

negatively affecting the environment

underground and consisting of

mobility services based on the

and our GDP.

approximately 35.5 km of rail and 25

concept of transport on demand,

easily accessible stations, inclusive

as well as the massive amounts of

The study began with an options

of a service and maintenance depot

financial grants given to the general

analysis of the various possible

and operations centre.

public and companies alike to switch

options

from carbon-based fuel propulsion

transportation

systems

Through the publication of the

systems to electric drive.

currently available on the market,

findings of this study, we are unveiling

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available

SPECIAL EDITION | T-21 The Transport Malta Quarterly

and

for

mass

this much expected and anticipated

•

proposed system suggested by our consultants - The Malta Metro

•

Project Proposal.

The proposed concept of the metro

the current significant surface-

final suggested design concept

level constraints,

of the network, and which is now

to minimise as much as possible

being presented for public debate

the impact at street level,

and the start of an intensive public

•

car parking limitations

consultation process. This concept

•

permanent

geophysical

is naturally expected to be developed

network that was developed and

limitations such as a hilly

further once the public consultation

is being proposed is comparable

topography, street topography

and market testing exercise kicks off.

to other similar sized cities with

and on street turning circles

the aim to promote sustainability, development

and

above

all,

and incline limitations •

regeneration of urban centres, with the ultimate aim to improve the

guaranteed

Discussions were also held with a

speeds

and

reliability

be built, in particular where transport

quality of life of residents and to

vehicular traffic capacity, and

demand is forecast to be substantial

contribute towards the continuation

above all

and forecast to potentially grow even

•

Having

where certain stations would have to on

of economic growth of the country

•

number of authorities and entities

limited

impact

an economic and physical regeneration

in

further.

which we have become accustomed

urban

the

to over the last few years.

respective localities where the

Station design was carried out in a

stations would be located.

way to respect our national cultural

When designing the system, a

heritage and our urban fabric, with

number of parameters were kept in

The study proceeded with a number

a minimalistic design concept and

mind, including amongst others:

of route and network options,

approach and which yet conveys a

which were then narrowed to a

strong message.

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9

One needs to put people’s minds

evaluate the best financial model to

to rest; that this study was not a

be used to finance such a project

desktop study.

and operate such a network in the eventuality that Government

The the with

study most

was

conducted

professional

continuous

visits

in

decides

manner, by

to

continue

with

the

proposed network.

the The eventual system, if implemented,

In the meantime I would like to thank

our Consultancy Group ARUP, all

would

a

the Project Leader and Manager of

experts in their own respective fields

reformed bus network, which would

this study and his small team who,

and with years of experience in

interchange with the respective

with great passion, have dedicated

the development and construction

underground stations, with smaller

extensive time and energy so that

of such projects; engineers with

buses and added frequency and

the study would reach this stage.

various areas of expertise varying

outreach.

various

engineers

assigned

by

be

accompanied

by

from transport and urban planning, to station construction and design,

The launch of the findings of this

tunnel boring, track and signalling,

study is just the beginning of a

and heat and energy management.

long process, not least a national discussion

on

what

is

being

proposed and where we want to go in the future.

Once

the

network

is

defined

and agreed upon and additional studies are completed, including geo-technical

studies

and

an

evnironmental impact assessment, a fully-fledged public consultation process would be carried out. In the meantime, additional economic and financial cost models need to

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THE STUDY WAS CONDUCTED IN THE MOST PROFESSIONAL MANNER, WITH CONTINUOUS VISITS

BY THE VARIOUS ENGINEERS ASSIGNED

BY OUR CONSULTANCY GROUP ARUP...

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Keeping Malta Moving DR. IAN BORG MINISTER FOR TRANSPORT, INFRASTRUCTURE AND CAPITAL PROJECTS

“

I never liked the idea

from quarters which never liked the idea of change. The mega road projects

of sitting on my oars.

we embarked on are now coming to fruition. It is no small thing that more than 700 roads were completed and a number of mega projects are successfully

In life you have to

meeting the traffic challenge, a challenge which grows hand in hand with our

move on, because you

galloping economy, which creates wealth, which in turn gives birth to thousands

cannot advance if you

of new jobs, which then enable social mobility to the extent that the majority of

stop to look back and

our country’s people now form part of an ever-expanding middle class.

congratulate yourself on how far you have

But, then, does this mean that we can sit on our laurels and be foolish enough

travelled. If you have

or too myopic to realise that we have only managed to respond successfully to the short-term and medium-term challenges in the transport sector? The

arrived far, it is not

future requires other solutions, because our present success will further

enough, for the future

strengthen our economy and thousands more of our people will earn more,

always beckons.

spend more and expect to live better lives. We are taking the long view and want to move forward with a new vision to meet the transport challenge of the looming future. Our nation has a dream and we are preparing to make that

Take

my

is

dream come true. Yes, we have a vision, because people without a vision can

Transport,

only perish. Our dream is the Malta Metro. We can only build so many roads,

Infrastructure and Capital Projects.

so many superstructures above the ground on this small Island of ours, so the

Everyone who has travelled on our

future lies under the ground.

responsible

Ministry, for

which

roads, knows that during these last four years, we have addressed

This dream, this vision of an underground Malta Metro can be realised only if

the challenge of an ever-growing

it is prepared, planned and executed perfectly, and here I must congratulate

traffic challenge which has been

Transport Malta for doing more than their best to make our dream, our vision

confronting the nation since the

take shape and become possible. They have done their homework well, hiring

1980’s with all our might, all our

professionals to study all angles and prepare solutions and responses for

resources and all our energies,

all possible obstacles and concerns; as well to reap all possible benefits for

and against a wave of opposition

commuters, the economy and the environment of our future Malta Metro.

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What we are presenting today to the general public is a plan drawn up by top experts in the field, and one can debate the details, make suggestions, or propose other ways

I would judge myself poorly if I did

and come out with interesting ideas.

not prepare our transport system

The Government is not committed

for the challenges that our future

in any way to implement what is

generations will face in the coming

being proposed by the experts.

decades. I know it is going to be a

However, we know, as everyone

mammoth project, one which will

in his right senses knows, that

radically alter our transport system,

what we have done up to now,

but it is the way forward. We have

although it is much, will not suffice

embarked upon several great feats,

for the coming decades, and we

and that success is enough to fuel

must find a successful response

my faith that we will get this done

to the upcoming challenges. Our

too. We are committed to keep our

perspective is that the building of a

appointment with the Future. Our

Metro is the only solution. And one

voyage has only just begun.

way or another, we have to pluck up our courage, listen to all concerned, unite in our efforts and then do it.

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A PROPOSAL WITH

A WINDOW ON THE FUTURE KEVIN FARRUGIA Chief Operating Officer and Deputy Chief Executive Officer, Transport Malta

A

fter years of hard work and commitment by Transport Malta, we are finally able to share with you the findings

of a comprehensive study which started back in 2016. Due to the complexity of the study and the suggested solution, the necessary time had to be taken to develop the network being presented, keeping in mind that such a solution had to be designed on specific criteria, most notably projected demand, accessibility and costs.

The study kicked off with a clean slate by way of looking at our prevailing transport challenges and those foreseen in the future, with a clear objective to come up with a proposed solution for a mass rapid transport system that works for our country and which, once implemented, will not create disruptions to our way of life. We want a solution which is technologically advanced, fast, that guarantees journey times and above all, which will be easily accessible and affordable.

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17

For this study, Transport Malta

conclusion came after studying

engaged one of the leading global

other options currently on the market

engineering companies in the field

while taking into account the host of

of transportation and infrastructure

challenges that we face every day,

solutions of international repute.

including geographical limitations

Throughout this study phase, ARUP

such as a hilly topography, limited

engineers

continuous

space, narrow streets, a highly built

contact with our people on different

up principal urban area and last but

technical levels. It was a joint effort

not least a high rate of motorisation.

were

in

to come up with the best possible

the proposal. Far from it. This is just

solution, at least as a standpoint

the beginning of a long process,

With the publication of our findings

from where a national discussion

including additional studies that

we are showing that Transport

can start on the subject matter.

need to be carried out, which will

Malta is indeed looking towards

By presenting the findings of this

look into both technical issues as

the future with optimism and that it

study and the proposed solution,

well as those of an economic and

is here to do its utmost to provide a

which was deemed to be the

financial nature.

workable solution, not only for the

preferred option, it does not mean

benefit of the general public and to

that this is the definite solution that

The presentation of this solution

improve their quality of life, but also

Government will consider today.

shows that Transport Malta is

for the improvement of our physical

The presentation of this study

actively and seriously looking to find

environment.

does not mean that from tomorrow,

ways of how to make our national

Government will start implementing

transport system better, cleaner, more accessible and more reliable; in a nutshell, to offer transport users a superior alternative to personal car use.

The proposed solution was deemed to be the best solution by our consultants as the best solution which works for our country. This

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THE PROPOSED SOLUTION WAS DEEMED TO BE THE BEST SOLUTION BY OUR CONSULTANTS AS THE BEST SOLUTION WHICH WORKS FOR OUR COUNTRY.

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19

Peter Paul Barbara Project Manager and Director with the Office of the Deputy CEO and COO

MOVING MALTA FORWARD

20 SPECIAL EDITION | T-21 The Transport Malta Quarterly

M

alta road

has

a

dense

sustainable means of transport

the locations identified to host the

network,

which translates into the proposed

stations and other locations which

very

transport

short

Malta Metro project, is a long-

were initially studied, including the

distances which at times are

term vision for the country, should

period of the study when the whole

hampered by significant levels of

such a proposal be accepted by

network and the respective track

traffic congestion and which, in

Government. The proposal has

alignment were being designed.

turn, negatively affects our bus

been studied in detail for the last

public

four years or so, and it is finally being

Due to the sensitivity of the

presented to the general public.

study, especially the commercial

characterised

by

transport

very

and

impacts

journey times.

sensitivity of the proposal, only A very limited number of Transport

the necessary limited consultation

been brought about by years of

Malta

involved

was undertaken, and this was done

neglect of our public transport

throughout the duration of the

through the signing of a number

system coupled with haphazard

years of the study, during which

of

urban planning. This long prevailing

period, the first stage of the

It is also to be noted that all of the

situation has brought with it an

study was completed. Immersion

station locations are proposed in

increased dominance of private car

programmes were organised with

Government owned land, also for

use as the primary means of travel,

respect to the concept itself, the

commercial reasons.

which evidently enough, is neither

technology proposed, tunnelling

economically nor environmentally

and design, as well as waste-

The exhibition hosted on metro.

sustainable anymore.

resource

com.mt

This

situation

has

historically

officials

were

management.

These

Non-Disclosure

presents

Agreements.

us

a

hypothetical

It was for this reason that in the

study visits in a selected number of

the

beginning of 2016, Transport Malta

cities where similar projects were

underground light rail system, and

was directed to carry out a detailed

underway.

aims to share the main themes of

study

of

the

local

journey

with

were organised with a number of

proposed

along

metropolitan

the proposed project with transport

transport,

mobility, and traffic situation at

We would like to underline the fact

users and stakeholders alike. It aims

the time, and to come up with a

that this study is not a line drawing

to create awareness and provide

proposal to address prevailing

someone scribbled on a map. ARUP

information on the benefits that the

traffic emissions issues and traffic

were in deep consultation with

proposed system would generate if

congestion. The provided brief

Transport Malta and the Ministry

put in place, including opportunities

claimed that a number of solutions

for Transport, Infrastructure and

for urban regeneration and a

would be studied in the form of an

Capital Projects throughout the

general improvement in the quality

options analysis, leading to the

course of the study process, with

of life of residents.

identification of the best option

a selected team of engineers,

followed by further studies of the

urban planners, designers and

identified option and subsequently

economists brought together from

its development. Such a study was

a number of European Offices at

also referred to in the National

their disposal to carry out these

Transport Strategy and Masterplan,

tasks. Technical meetings were also

as well as in the political work

organised with a number of national

programme of the Government.

stakeholders and service providers that were considered essential to

The ambition to offer transport

carry out these studies. This team

users in Malta a radically more

and the respective sub-teams,

efficient,

carried out technical visits on all of

modern,

safe

and

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21

The Project Vision

Delivery of a Mass Rapid Transit

The technical study commenced

System that has minimal impact

by carrying out an options analysis

was

on residential amenity in terms

as well as the identification and the

presented at the initial stages of the

of parking provision and road

development of the best option

usage; and

identified.

The

project

vision

5. which

study as a guide for the design of a suitable Mass Rapid Transit system

6.

Delivery of a Mass Rapid

for Malta included the following

Transit System that provides a

articulation of goals, requirements,

balanced approach with respect

and expectations that one would

to the capacity of the existing

expect from such a system

transport network

Options Analysis Assessment

and

A two-stage options assessment process was adopted as follows:

The Studies 1.

2.

Stage 1:

A clean modern public transport system which will be safe,

The

easily accessible, fast, reliable,

compiled

attractive, and easy to use;

summaries which were submitted to

Assessment which is an appraisal

A system which covers the

Government. These documents are

of a range of different Mass Rapid

widest

catchment

areas

confidential in nature due to sensitive

Transit

possible

to

the

information which eventually might

Principal Urban Area including:

opportunities for both residents

be used by third parties in the actual

and tourists alike and directly

bidding process of the project if it

1.

Bus Rapid Transit

serves key attractions within the

moves forward for implementation.

2.

Surface Tram

maximise

studies in

carried two

out

were

executive

4.

systems

Transit

to

Mode

serve

the

3.

Underground Light Metro

are

4.

Elevated Light Metro

sympathetic to the receiving

the first phase were divided in two,

5.

Combined system with an

environment, in particular Malta’s

namely, the proposal itself, including

underground Light Metro and a

rich

a feasibility study, as well as the

Surface Tram

Station

designs

historical

which

and

cultural

heritage areas;

compilation of a Strategic Outline

A Mass Rapid Transit system that

Business Case for the proposed

promotes urban regeneration

project.

and sustainable development;

22

Rapid

The studies carried out as part of

Principal Urban Area; 3.

Mass

SPECIAL EDITION | T-21 The Transport Malta Quarterly

Integration:

An underground light metro option

•

Transport Network Integration

provides:

Network

•

Land-Use Integration

Assessment – having identified

•

Population

Stage 2: Mass

Rapid

Transit

Catchment

1.

the maximum degree of priority,

Coverage

the most appropriate Mass Rapid

allowing it to compete strongly

Transit system that best meets the

project

objectives,

several

alternative networks were assessed,

Safety:

against the private car in

•

attracting users and facilitating

Transport User Safety

travel demands;

resulting in a final one which is being 2.

presented as the best option.

Environment:

Stage 1 Mass Rapid Transit Mode Assessment Each of the above modes has

•

A

public

transport

system

which has limited impact on

Archaeology

and

existing transport networks,

Cultural

Heritage

particularly parking and traffic

•

Natural Environment

capacity at surface-level;

•

Landscape and Visual

3.

been assessed under the following criteria:

A public transport system with

A

public

transport

system

that has the potential to serve The

results

of

this

stage

1

the majority of the Principal

assessment are presented below.

Urban Area, and which can

Economy:

From the assessment summary

integrate with key transport

•

Capital and Operational Costs

table above, it can be seen that the

nodes, development nodes and

•

Public Transport Reliability and

underground light metro option

historical centres;

Quality

represents the most advantageous

Impact on Existing Transport

Mass Rapid Transit mode option,

that

Networks

notwithstanding its high capital costs.

complementary

•

4.

A

public

transport

can

outside

of

system

combine

with

systems the

Principal

SPECIAL EDITION | T-21 The Transport Malta Quarterly

23

Urban Area (a reconfigured

such as Valletta, Sliema, St.

in attracting users and facilitating

bus network) and within the

Julian’s,

travel demands;

Principal Urban Area (cycle network

5.

proposals,

ferry

Ballluta

Bay

and

Cottonera;

•

A public transport system which

The network options would

has limited impact on existing

services, etc.) and collectively

maximise

the

form a multimodal transport

residents

living

network for the island of Malta

15-minute walk of the station’s

with a high level of service

catchment

offered to patrons; and

of underground light metro

that has the potential to serve

A public transport system that

provided; and

the majority of the Principal

has a manageable impact on the

4.

5.

built and natural environments.

Stage 2 Mass Rapid Transit Network Assessment

The

number

of

transport networks, particularly

within

a

parking and traffic capacity at

per

location

kilometre

A

public

transport

system

potential

Urban Area, and which can

station locations would need

integrate with key transport

to consider the geometric

nodes, development nodes and

requirements of the respective

historical centres;

network

of

surface-level; •

alignments

–

i.e.,

•

A public transport system that can

specific station locations would

combine with complementary

As part of the initial network

not be feasible due to the

transport systems outside of

assessment a total of four primary

alignment constraints imposed

the Principal Urban Area (a

underground light metro network

on the system below ground

reconfigured bus network) and

options have been assessed. The

(e.g.

within the Principal Urban Area

network options were derived

subterranean features, etc.).

horizontal

curvature,

(cycle network proposals, ferry

based on the requirements noted

services, a network of Park and

Preferred Route

below:

Ride sites, etc.) and collectively form a multimodal transport

1.

The station areas would serve

The emerging preferred route

network for the island of Malta

the primary urban centres in

provides the following:

with a high level of service offered

the Principal Urban Area and in particular the historically urban

to patrons; •

A

public

A public transport system that

with the maximum degree of

has a manageable impact on the

priority, allowing it to compete

built and natural environments;

others. The primary urban

strongly against the private car

and

Hubs

identified

following

consultations with TM and demand analysis; The station areas would ideally be spaced between 1-1.5km apart in order to maximise the overall catchment of the Mass Rapid Transit system; The network options would provide central access to key locations, such as Mater Dei Hospital, Malta International Airport and tourist destinations

24

•

Paola, Ħamrun, Mosta and

SPED, including the Business

3.

system

centres, such as Birkirkara,

areas were identified from the

2.

transport

SPECIAL EDITION | T-21 The Transport Malta Quarterly

•

A network which would support both the regeneration of the historic core areas of the Principal Urban Area and would act as a catalyst for transit orientated development at key locations, including Mrieħel and Marsa.

Metro

The emerging underground light metro network includes three lines, connecting at 3 interchange locations

allowing

transfer

between the different lines: 1.

Red

2.

Green

3.

Blue

Catchment Analysis The majority of the Principal Urban Area is served by the concept light metro network. In areas where the catchment is reduced, such as San Ġwann and Luqa, local shuttle

MOVING M ALTA FORWARD

bus services are proposed to complement the overall system.

The 5-, 10- and 15-minute walking catchment of the underground light

From the catchment analysis it can

metro network is presented in table

be seen that the majority of the

below.

Principal Urban Area is served by the light metro network, and in areas where the catchment is reduced (such as San Ġwann and Luqa), local

Walking Time

Population

Employment

shuttle bus services are proposed to complement the overall Mass Rapid

5 minutes

45,000 people

25,000 people

Transit system. In addition, major urban areas located at the edge of

10 minutes

120,000 persons

65,000 persons

the Principal Urban Area, such as Żebbuġ and Żejtun, would be served

15 minutes

185,000 persons

90,000 persons

with high frequency regional bus services.

SPECIAL EDITION | T-21 The Transport Malta Quarterly

25

Complementary Bus Network

buses to enter the Principal Urban

Area,

ensuring

Local Shuttle Bus Services

that

buses are not delayed in traffic,

The key objective for the provision

In order to provide an integrated

therefore allowing for a greater

of local shuttle bus services

public transport network in the

frequency of bus services with

includes:

densest part of Malta, however, there

a corresponding increase in patronage;

would need to be a reorganised bus network to directly feed the

3.

proposed metro system.

•

To increase the local catchment

Introduction of smaller buses

of the underground light metro

with high frequency to service

network in the Principal Urban Area and improve the overall passenger experience; •

To serve the historical areas of Valletta and the Three Cities where the provision of underground light metro station area would be difficult to construct due to the narrow street network and important archaeological areas; and

•

To provide good quality public transport

services

in

the

Principal Urban Area where walking distances are greater than 15 minutes, such as San Ġwann and Luqa. the peripheries of towns and

Regional and Circular Bus Services

Tunnel Excavation

villages; and form

The emerging preferred concept

bus services is to provide frequent

an overall integrated public

design has been based on a twin

services between the regional

transport system where it is

tunnel (each single track) with

centres, such as Buġibba and

possible to travel to and from

island platform stations. It would be

Marsascala, to the nearest light

any destination in the country

possible to deliver the tunnels using

metro station area. This would

using the light metro network

either a roadheader construction

have the following benefits:

and

method or a tunnel boring machine.

The objective with the regional

4.

Both

systems

would

complementary

bus

service.

1.

2.

The

provision

of

regional

The optimum excavation method will be determined through market

bus services would increase

The frequency of service would

soundings. (pic of cross section

the overall catchment of the

depend on the demands for each

of tunnels from graphic images

proposed light metro network

of the regional centres, however

supplied)

and

large catchments such as Buġibba

extend

beyond

the

Principal Urban Area;

and Żebbuġ would benefit from

Routing the bus services to the

bus services every 5 minutes or

nearest light metro station area

less, while less frequent services

removes the need for the larger

to destinations such as Manikata, Dingli, etc. would be possible.

26 SPECIAL EDITION | T-21 The Transport Malta Quarterly

SPECIAL EDITION | T-21 The Transport Malta Quarterly

27

For the baseline excavation method, the

preferred

method

going

forward will be Roadheader (as shown left), but the use of a tunnel boring machine will be considered as it may be the preferred choice for

some

contractors.

The

optimum excavation method will be determined through market soundings, taking into account advice from potential contractors.

Based on the conceptual ground models,

excavation

support

measures are likely to consist of sprayed concrete and rock bolts for station caverns and tunnels as shown. A minimum depth to top of

Tunnelling Requirements

Tunnel Excavation Options

A preliminary tunnel assessment has

There

been undertaken in order to evaluate

configurations

the available options for tunnelling

delivered as part of an underground

and the related impacts. Generally,

metro system, including:

crown of caverns of 10 metres is proposed.

are

several which

tunnel can

be

ground conditions consist of minimal overburden over limestone bedrock

•

Single track

with ground water table at main sea

•

Twin track

water level. The ground conditions

•

Stacked track

Rock Reusability

are generally consistent within the

As a substantial amount of rock will

study area, with a high level of cross

Based on the assessment of each

be generated due to the excavation

jointing noted within the upper 10

of these configurations, the baseline

of station caverns/open cuts and

metres of rock; in addition, some

going forward will be a twin tunnel

tunnels, the potential for reuse of

Karst features have also been

(each single track) with island

excavated rock will be a significant

identified within the study area.

platform stations as shown below.

consideration for this project. The potential reuse of the limestone needs

The base water level across the

There

island is generally close to sea

methods

are

several

the

that the excavated material can be

level, and with significant saline

ground conditions along the route

used as general fill and/or as part of

water ingress into the coastal

including:

potential reclamation projects.

aquifers,

•

Roadheader excavation

In 2008, a feasibility study was carried

important

•

Drill and Blast (D&B) Excavation

out by the Planning Authority on two

and

areas along the northern coast of

Tunnel Boring Machine (TBM)

Malta; the preferred areas for land

that

could

tunnelling suit

to be considered, and it is anticipated

aquifers. There is also a number of disconnected some

of

perched

which

are

for water supply purposes and therefore need to be kept separate

•

from the lower aquifer.

28 SPECIAL EDITION | T-21 The Transport Malta Quarterly

reclamation are noted below.

By way of comparison a similar land reclamation project formed part of the construction of Copenhagen’s Cityringen project.

Estimated excavation volumes are presented below for each of the individual phases and for the entire light metro system as a whole.

Phase

No. of Stations

No. of crossover / turnback Structures

Tunnel Length (km)

Total Excavation (m3)

Total Excavation (tonnes)

Phase 1

16

Phase 1 + Depot

1

14

20

2,900,000

5,800,000

Phase 2

6

4

11

1,500,000

3,000,000

Phase 3

2

1

4

500,000

1,000,000

Overall

25

19

35

4,900,000

9,800,000

Rail System Operations Driverless Operation The movement of trains on modern metro systems is generally highly automated and centrally controlled.

The underground light metro system proposed for Malta is intended to operate at frequencies which are best

operated

operation

using

driverless

(Unattended

Train

Operation) with staff not required on the trains for safe operation.

There may be other purposes to

Control (CBTC) is the preferred

The operation of the network will

provide staff on the train, such

signalling system. CBTC overcomes

require a control centre to oversee

as security or ticket inspections,

limitations

track

operations, maintenance and safety

but the system should not require

circuit-based systems and permits

requirements of the system, and will

these members of staff for general

more effective utilisation of the

be backed up by a system of CCTV

operations.

infrastructure. CBTC controls the

and other analytics from the system.

of

traditional

metro via continuous wayside-toTo achieve driverless operation,

train and train-to-wayside data

Communications-Based

communication.

Train

SPECIAL EDITION | T-21 The Transport Malta Quarterly

29

MEP Services Ventilation Requirements The normal and emergency modes of ventilation in the tunnels and stations will be provided by the tunnel ventilation fans (TVF), which will require large footprints. In addition, the emergency mode operation in stations will be supported by the platform smoke extract system and concourse level smoke extract systems.

Surface level openings of ventilation systems are required at each station location. To accommodate the requirements of the ventilation system, approximately 50m2 of surface area is required, which will need to be integrated into the public realm design at street level.

Ventilation enable

ducts

surface

and

shafts

connection

for

the ventilation fan plants located underground. The air intake and exhaust will be provided by the street level louvres in the Malta Metro system. The louvres are normally placed 3 metres above the surface and a minimum of 5 metres clear of buildings, principally to avoid exposure to people or vehicles.

A sample transparent glass louvre configuration of a similar metro system is shown. The main design goal with respect to ventilation shafts will be to minimise their impact at street level.

30 SPECIAL EDITION | T-21 The Transport Malta Quarterly

Cooling Requirements Malta has a Mediterranean climate, with mild winters and dry and hot summers.

Taking

into

account

the hot summer days, cooling is considered

necessary

for

the

station platforms. Providing cooling to the stations is a major challenge because of the spatial requirements of the cooling equipment. The concept design assumes that the cooling system uses air-cooled chillers to dissipate this heat. A chiller room can be used to remove this heat. However, the chiller room should have a direct contact with the ambient air to reject heat. Chiller units shall be placed above ground to maximise the cooling efficiency of the system.

Track Geometry A preliminary geometric alignment of the metro system has been carried out based on the following key technical requirements: •

90 kph operational speed

•

45 metre platform lengths

•

Turnback switches and crosses provided at terminus stations

•

Minimum 9 metre difference between top of the tunnel and ground level provided

SPECIAL EDITION | T-21 The Transport Malta Quarterly

31

Station Layouts As part of the proposed concept design for the proposed Metro, standardised station layouts were prepared for a number of different station types including: •

Cavern Stations (i.e., Hamrun, Balzan, etc.)

•

Semi-Cavern/Cut and Cover Stations (Naxxar, Fgura, etc.)

•

Station Design Layout Principles

architectural

The design layouts presented should

with

some sites of world-heritage

Double Island Cut and Cover Stations (Mater Dei)

heritage

status. Integrating a metro The station design has been

system that truly complements

developed broadly based on the

this culture and history shall be

following three primary principles:

taken as a significant design

not be read as station solutions

parameter. Moreover, a station

to any specific sites, but reflect

1. Efficiency (service, operation,

coming to an urban area

possible layout solutions which

passenger

changes it dramatically over

will need to be amended to reflect

sustainability)

specific site issues considering the

2.

footprint,

stations within urban districts

complexity of Malta’s dense and

construction method & buildability,

also unlocks a variety of

diverse historical urban fabric. Each

standardisation of parts, modular

economic development and

respective finalised station layout

Cost

transfer

times,

time. Strategic placement of (minimal

approach)

societal potentials.

will be determined later once the

3. Passenger experience (Spatial

Valletta and Mosta stations)

remaining studies are completed

quality, clarity & wayfinding, and

and once the final network is defined.

urban integration).

•

(pics of

Passenger journey: Station design benefits from putting the

The standardised identified station layouts have been prepared while

Mass Rapid Transit Stations Criteria

passenger first. This might be achieved using the architecture

taking into account the following design requirements: •

to inform the passenger of The architecture for the Mass

the station layout, important

Rapid

decision

Transit

system

should

points,

possible

Station Access and Vertical

include an overarching design

escape routes and VT points in

Transportation

vision at concept stage, which

an intuitive manner, rather than

•

Station Platforms

thoroughly captures the design

relying on the signage system.

•

Fire/Emergency Escape

vision and the value the system

Quickest

passenger

route

Provisions

intends to bring to the city of

should be preferred over quick

•

Back of House Requirements

world-heritage significance. The

cost-savings for the ease of

•

Mechanical, Electrical and

key criteria in delivering this design

interchange, passenger safety,

Public Health Requirements

vision include:

and accessibility.

•

Tunnel Ventilation Requirements

•

Revenue Protection

•

Urban

integration:

It

is

•

Common

language:

Line

recognised that Malta has

wide identity and common

significant

architectural

32 SPECIAL EDITION | T-21 The Transport Malta Quarterly

historical

and

language

can

be developed using the idea of continuity and variation, with consistent treatment of public realms, module sizes, hardscape,

street

furniture

and lighting fixtures. Variation can be achieved in context specific landscape and material treatment while keeping the same module as in other stations. Platform architecture can be consistent in terms of the use of finishes module, floor finish, seating and canopies, while varying only the material treatment and colour where localisation is required.

•

Simplicity:

Station

designs

should be simple. Clarity is one of the key properties for efficiency in the station function. Hence, decluttering any over-designed elements should be looked at both from a clarity perspective and from a value engineering viewpoint.

Uncomplicated mute design in line with surroundings should sit harmoniously within the station context.

•

Modular design: Standardisation Orientation & placemaking:

through a clearly planned,

one, it automatically allows for a

For

spacious

common language to develop,

passengers need to be aware

environment.

and two, it reduces the variation

that they are below ground

design

in

within

level, and the architecture

repressive, narrow, convoluted

a single station or between

should make this a positive,

pedestrian tunnels of many

different stations along the

uplifting experience. The use of

other urban railway systems.

line of route. This process

daylight in stations is one option

The architectural means used

not only optimises design,

in ensuring this and will be

should be supported by a

documentation, costing and

provided whenever possible.

design and fit-out concept,

normally helps to do two things;

station

elements

•

underground

stations

procurement processes, but

and must

The

clean spatial

reject

the

which makes access to the train

also allows for a coordinated

A sense of safety can be

aesthetic output across the line.

conveyed

to

natural and interesting.

passengers

SPECIAL EDITION | T-21 The Transport Malta Quarterly

33

•

Safety

&

transcript space

•

Inclusivity: of

making

A

architectural ideas

quality in the underground

must build in itself, an integral

stations

flexibility to be able to absorb

by

enhancing

the

can

changing movement of light

the

be seen as a series of well-

during the day to give the

change that is only to grow

rapid

technological

choreographed

exponentially.

movements

passenger a feeling of safety

–as passengers pass through

as well as a dynamic visual

the station they can see the

experience. One should see

next level above or below them

stations as a whole. The design

in the big station room, look

and planning of the stations

Cavern stations will be considered

back to the space they just left

shall be based on a design

where the opening on the street is

and again see their destination,

language that includes every

limited and access to the cavern

the platform and the train. This

single item in the public space.

station is via a sunken entrance

overview serves to orientate

A high level of finish is critical to

court to the side of the cavern. The

the passenger and provide

achieve an integrated, cohesive

entrance court in this case forms the

a feeling of safety. Modern

design. It is about repetition

lead for the cut & cover entrance box

stations must be accessible for

of the module and variation in

that also houses key mechanical

all.

the materiality and textures.

and electrical service equipment.

Materiality,

Textures

and

Light: Where possible the use

Cavern Station

The entrance court is accessed by Future proofing and resilience:

a set of escalators, stairs and lifts,

of daylight in the underground

•

Finally, the station must be

whose placement remain flexible

stations has become a much-

capable of mitigating against

to suit a variety of above ground

appreciated feature of modern

the unknowns of the future.

constraints. For cavern stations, the

stations. It creates a special

Contemporary station design

crown of the station cavern is kept

34 SPECIAL EDITION | T-21 The Transport Malta Quarterly

at least 10 metres below ground

Ventilation equipment is contained

to avoid any building foundations

within the cut & cover box.

above.

Public Realm An examination of the public realm

Double Island Cut and Cover Semi-Cavern Station

requirements at each of the station locations was carried out based on

Double-Island Cut & Cover Stations

a consistent design approach for

Semi-Cavern Cut & Cover Stations

will be considered at Interchange

the entire system. This consistent

will be considered where the

stations such as Mater Dei where

approach will assist wayfinding and

opening on the street is available

the opening on the street is available

the overall passenger experience.

directly above the station platforms.

without constraints. In this scenario,

A detailed presentation of each of

In this scenario, the stations are part

the stations are fully cut & cover

the station locations including the

cut & cover and part cavern stations.

stations. Keeping in line with the

elevated section of the line that runs

In order to keep the line wide

other scenarios, this station is also

from Naxxar to Bugibba has been

station architecture and passenger

accessed by the sunken entrance

prepared and is summarised within

journey consistent, these stations

court. These stations are envisioned

this chapter.

are assumed to be accessed via

to be double-island platform stations

a sunken entrance court directly

with allowance for interchange

The

above the station platforms where

between

a

identified through an examination

the entrance court forms the lead

dedicated interchange level within

of population catchments, available

for the cut & cover entrance box.

the station box. All Mechanical,

space,

The station platforms are extended

Electrical and Ventilation equipment

regeneration

beyond the box in a cavern.

is contained within the station box.

proximity to established centres and

Key Mechanical, Electrical and

platforms

through

station

access

locations

were

requirements, opportunities,

employment hubs. For each station

SPECIAL EDITION | T-21 The Transport Malta Quarterly

35

location proposed, the potential sites were visited and assessed in terms of available space, key attractions, construction routes, etc.

These site visits allowed for the preparation of urban realm proposals which would ultimately support the delivery of the project.

Integration with the existing urban fabric Building new stations within the established urban fabric presents opportunities to redefine areas that would host the new stations. The construction of the new stations, if properly planned, can initiate urban regeneration programmes that can activate sites that are currently under-utilised (e.g. Pembroke) but have clear development potential.

Station plazas should focus on important connections and the urban identity of each, in order to create an easily recognisable and accessible place

36 SPECIAL EDITION | T-21 The Transport Malta Quarterly

Minimise the intrusion into historic areas At station area locations rich in important historical features (e.g.

Mosta, Balzan), the presence of stations should seek to harmonise with the existing historical environment, so to minimise their impact on the urban environment, thereby becoming discreetly ‘blended’ with the existing urban scene.

Encouraging inclusiveness for all ages The ageing of the world population is one of the defining mega-trends of this century. These changes are visible in Malta as well. Design of public spaces should respect evolving necessities of people of all ages - from the young to the elderly. New station squares aim to shape spaces and facilities for all ages, abilities and backgrounds, in order to contribute to collective wellbeing.

SPECIAL EDITION | T-21 The Transport Malta Quarterly

37

Promoting a new urban lifestyle New stations, in addition to performing their primary function, can actively contribute to the redevelopment of the public space within which they are positioned. In fact, they can create high quality places which would attract people of all ages. These spaces would be characterised by durable urban furniture and attentive local design, to emphasise the urban character of each area (e.g. Birkirkara).

Creating a high-quality passenger experience The stations will generate an opportunity to integrate with the existing urban fabric and become easily identifiable places. Their design should facilitate pedestrian desire lines through an integrated urban experience (e.g. stations form part of public squares) and the increased pedestrian demands will invigorate these new squares.

The public places should include seamless surfaces and highlight key urban features in the area to aid wayfinding.

Character Overall, most of the new stations will be recognisable by the presence of a light canopy that will strongly convey the architectural character of the Metro stations. The canopy defines a renovated urban location, assists wayfinding and protects the station’s facilities. The canopy could be built with standardised modular elements, and modified to reflect the environment in and around the station area (i.e. it may be more appropriate to reduce the scale of the canopy in key historic areas).

The canopy concept is a set of generous “umbrellas” that protects

38 SPECIAL EDITION | T-21 The Transport Malta Quarterly

passengers both from intense heat

that they can easily be identified.

A similar approach will be applied

and rainfall. It is envisaged that a

To

to

to finishes, where local stone from

number of different approaches

information (timetables etc.), there

environmentally friendly production

will be presented with respect to

will be extensive use of digital and

processes will be favoured.

the canopy provision depending

interactive technologies.

facilitate

easy

access

The use of natural light will

on the requirements of each of the station

facilities

to

the

efficient

Further,

new station locations are designed

(like ventilation shaft and other

to be actively engaged with daily

operational items) will be treated

life in Malta. On delivery of the new

with the idea of integrating them into

The overall characteristic for the

stations, the adjacent open spaces

the public realm design, reducing

renovated public spaces is to create

will be upgraded, creating a virtuous

the number of visual obstacles and

an authentic public realm with a

urban regeneration process that will

ensuring an adequate level of quality

strong identity firmly anchored into

help improve the quality of the built

at street level. Finally, access to the

its context.

city environment.

new stations will be

Functionality

the

contribute

individual station locations. The

encouraged from all directions

The choice of materials, plants,

and integrated with other public

outdoor finishes and related public

transport nodes where possible.

spaces will be geared towards a list

The delivery of station canopies will ensure the new stations will be more

management of energy resources.

of deliberately limited possibilities

Sustainability

and, whenever possible, oriented to

than recognisable and respond to

local products and species, in order

the required functionality criteria

The new stations will be able to

to guarantee the implementation of

of the station, ensuring a high level

respond effectively to strengthening

a recognisable and consistent urban

of performance throughout their

sustainability criteria. The canopy

landscape.

life

can

cycle.

Accurately

selected

eventually

host

integrated

Next Phases

materials and colours will give a

photovoltaic surfaces for power

consistent identity to each station.

generation (if desired). In addition,

The surfaces (floors and walls) will

roof coverings can collect rainfall

The presentation of the proposal

be free of obstacles and will have

water which could be reused

which followed the initial study is the

clear shades, to optimise the overall

in irrigation systems. The main

first step in a long process that has

brightness of the environment.

materials, where possible, will be

to be followed. An immediate action

recyclable

steel/aluminum

will be the revisiting of the Strategic

Facilities (i.e. lift shafts, etc. will be

for above-ground structures) and,

Outline Business Case to take into

highlighted in brighter colours, so

where possible, locally sourced.

account the post-COVID scenario.

(e.g.

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Additional studies also need to be carried out to ascertain the network,

including

geo-technical

studies, seismic studies over a period of time in all locations as well as an Environmental Impact Assessment. Also changes in the proposed network might be affected following the first phase of the public consultation in parts of the proposed network.

Additional

technical

consultations would also need to be carried out to ascertain a number of technical elements of the proposal.

Only after the completion of this process and after consulting with the general public, the Government will be able to take the appropriate decisions and decide the way forward.

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01

Naxxar

T

he metro station location is relatively

close

to

Naxxar

Parish Church. The church acts as a main attraction in the area and the metro station has maintained this visual connection in order to enhance the urban character of the area. The public realm opportunities at this station location include the provision of an amphitheatre integrated into the existing slope to accommodate public events and shows.

Naxxar

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Proposed View

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Existing View

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Mosta

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Mosta

T

he preferred option for the metro station location in Mosta

is at the back of the Mosta Rotunda.

The new station entrance is to be positioned along the northern edge of the existing park, which will be enhanced and reconfigured as part of the proposed public realm works.

To clearly define the pedestrian entrance to the metro station, the existing pathway to the side of the Church will be upgraded with a new pedestrian surface. The public realm proposals for the station location will be available to host small outdoor events. Alternatively another site has also been identified in the vicinity of the church.

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03

Attard

T

he proposed location for the Attard metro station is in the

central green area within Attard. The existing park is somewhat isolated from its neighbouring community with fragmented accessibility, the proposal allows for this park to act as a single homogeneous pedestrian friendly place. The public realm objective includes the provision of the metro canopy highlighting the entrance to the station and providing a link into the new public and green space.

Attard

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Balzan

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04

Balzan

T

he proposed Balzan metro station

is

located

in

a

predominantly residential area, to the adjacent Balzan Parish Church.

The

design

proposal

includes

minimal impact both visually and physically in order to minimise the impact on the church. Today Balzan Parish Church hosts public events on the surrounding lands, so the proposed public space provides an

enhanced

environment

to

accommodate such public events bringing new possibilities to the neighborhood.

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Proposed View

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Existing View

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05

Birkirkara

T

he proposed metro station is

located

in

the

public

park adjacent to the old historic Birkirkara train station. The park is characterised by the presence of elegant and majestic trees. The new station will reinvigorate the existing public park and allow the construction of an integrated public transport interchange connecting with local bus services, under a continuous canopy. The pedestrian path through the park will be seamless and the park could be further revitalized

Birkirkara

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Proposed View

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Existing View

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Mater Dei

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06

Mater Dei

T

he proposed metro station location

is

situated

in

a

strategic area in the middle of two big commuter attractors: the Mater Dei Hospital complex and the University of Malta. Due to the size of the available site and its strategic position, where there would be benefits in combining additional floorspace in tandem with the metro station. This area can further enhance the role of the location as a transport node as well as an integrated development zone with a comfortable and safe public realm serving users throughout the day.

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07

Gzira

T

he proposed metro station location

is

situated

in

a

strategic area in the middle of two big commuter attractors: the Mater Dei Hospital complex and the University of Malta. Due to the size of the available site and its strategic position, where there would be benefits in combining additional floorspace in tandem with the metro station. This area can further enhance the role of the location as a transport node as well as an integrated development zone with a comfortable and safe public realm serving users throughout the day.

Gzira

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Sliema

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08

Sliema

T

he proposed metro station location currently hosts a

small car park surrounded by busy roadways on all sides. The metro station proposes the removal of the current car park and rearrange traffic flows to create a large waterfront promenade for public use thus improving the quality of life to visitors and residents alike. This promenade will connect with Gzira seafront to form an integrated pedestrian zone for the entire area. The presence of the Sliema Ferry Boat terminal along with the proposed underground car park ensures Sliema waterfront becomes an important integrated transport hub.

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Proposed View

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09

Balluta

T

he proposed metro station site is located next to the neo-

gothic Carmelite Parish Church with several shops and restaurants surrounding the existing public space. Due to the unique site location, the orientation of the metro entrance towards the sea helps to deliver a strong user experience, particularly for visitors to Balluta.

The metro station has an opportunity to become an identifiable landmark for Balluta with its iconic platform facing the shoreline. The proposed metro station site is located next to the neo-gothic Carmelite Parish Church with several shops and restaurants surrounding the existing public space. Due to the unique site location, the orientation of the metro entrance towards the sea helps to deliver a strong user experience, particularly for visitors to Balluta. The metro station has an opportunity to become an identifiable landmark for Balluta with its iconic platform facing the shoreline.

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St. Julian’s

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St.Julians

T

he proposed metro station is located in the heart of St.

Julians’, very close to the Portomaso Marina. The St. Julian’s area is a very busy tourist location, it is Malta’s entertainment hub, with a large concentration of five-stars hotels. The metro station proposal includes an enhanced pedestrian square with the station located on its western side. The square will create a continuous pedestrian connection to Paceville and St. George’s Bay providing a high quality public space for the local community and tourists in this very central site.

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Proposed View

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Existing View

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11

Pembroke

T

he site is characterised by the presence of the park and ride.

It is noted that the service is used very little and in fact the parking area is empty for most of the time.

The site, other than the presence of some university buildings and sports facilities, is distinguished by the presence of a park that defines the southern side. The new station and the new uses will provide an increased vitality to this area, where all the new spaces between buildings will be planned with a strong sense of urbanity.

Pembroke

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Proposed View

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Existing View

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Floriana

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Floriana

F

loriana site is a large-scale Park and Ride site situated

on the south side of the historical centre. This location is strongly characterised by fortifications and other ancient walls. The Park and Ride facility will be enhanced with the provision of the new transport infrastructure which will allow for an improved transport interchange.

The new metro station is based on the idea of creating two pedestrian access points: the first along the road serving the wider community and the second one in the heart of Park & Ride site itself.

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13

Valletta

T

he proposed metro station is located outside the main

entrance of Valletta where the current bus station is located and where all future bus services will be served in St. James’s Ditch. The public realm improvements include the extension of the pedestrianised plaza around the Triton Fountain.

The station includes an excavated plaza to host the metro station facilities, underneath street level along with retail space and cafés.

Valletta

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Proposed View

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Existing View

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St. Anne Street

V

alletta metro station is located in the close proximity to St.

Anne street. This proposal for the historical boulevard aims to extend the public realm in order to improve the pedestrian connectivity for this special location, creating a system of pedestrian surfaces linked to the Valletta station. The project proposes to reduce the traffic to one lane per direction, in order to enhance the public spaces with ancient arcades.

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Proposed View

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Existing View

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15

Msida

T

he

proposed

station

site

serves as a public park and

associated car parking and the area is characterized by the presence of an attractive Yacht Marina. The central monument in Msida is difficult to access and is isolated due to the presence of the heavy traffic flows in the area. The proposed location benefits from close proximity to a major educational college and to other premium developments.

Msida

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Proposed View

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Hamrun

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Hamrun

T

he proposed Hamrun metro station site is located in a simple

four-sided plaza. It has good access to a number of retail and commercial properties located along St. Joseph High Street. The station facilities and bus stop will be organised together, in order to create a mini-interchange hub, providing sustainable access to the wider area.

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17

Paola

T

he proposed metro station is situated in Sir Paul Boffa

Gardens, a strategic location due to its proximity to the Paola Parish Church and new Paola Primary Health Care Hub. The station entrance,

identified

by

a

light

canopy, is visible along the main Il Knisja road. The public garden that hosts the station, once revisited, will become an active public space for the district.

Paola

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Fgura

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Fgura

F

gura is mostly a residential town with some commercial units

located on the main road that leads from Paola to Zabbar. The proposed station site is relatively large and supports leisure activities. The new metro canopy will reinvigorate the plaza, improving its attractiveness and becoming an important meeting point for the neighbourhood.

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19

Zabbar

T

he proposed Zabbar metro station is located on the edge of

an existing public park. The location has good access to the main Parish Church and Triq is-Santwarju and presents a high level of pedestrian connectivity. The proposed canopy protects the station facilities at ground level and addresses the existing arcade in front of it, creating a strong relationship between the existing retail uses and the existing park.

Zabbar

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Proposed View

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Existing View

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Cospicua

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Cospicua

T

he proposed metro station is located in between the existing

public garden and the historical fortification walls of Vittoriosa. The main bus station for the region is located on the northern side of the proposed metro station and this will allow for the development of an integrated transport interchange.

The new canopy together with the proposed development can help to enhance the identity of the area, by creating comfortable spaces for pedestrians while highlighting the best views to the surroundings area including Grand Harbour.

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Proposed View

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Existing View

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01

Bugibba

T

he proposed metro station site is just next to the listed

Salina Park and Is-Salina Nature Reserve. This site is located on the hill and guarantees wonderful views towards the sea and Is-Salina Natural Resort. The presence of the elevated metro station together with the new development will characterise the entire intervention in this area, definitely improving its urban character.

Bugibba

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Proposed View

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Existing View

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Metro

M OVING MALTA FORWA RD